See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/276866635

Horizontal Rotation via Floatation as an Accelerated Bridge Construction for

Long-Span Footbridge Erection: Case Study

Article  in  Journal of Bridge Engineering · April 2015

DOI: 10.1061/(ASCE)BE.1943-5592.0000693

CITATIONS READS

4 301

2 authors:

Tomasz Siwowski Artur Wysocki

Rzeszów University of Technology, Poland 3 PUBLICATIONS   6 CITATIONS   
77 PUBLICATIONS   153 CITATIONS   
SEE PROFILE
SEE PROFILE

Some of the authors of this publication are also working on these related projects:

Development, testing and construction of the hybrid FRP composite – concrete road bridge View project

Research on the hybrid FRP composite - concrete bridge girder View project

All content following this page was uploaded by Tomasz Siwowski on 25 November 2018.

The user has requested enhancement of the downloaded file.

 Case Study

Horizontal Rotation via Floatation as an Accelerated

Bridge Construction for Long-Span Footbridge
Erection: Case Study
Tomasz Siwowski, M.ASCE1; and Artur Wysocki2

Abstract: The new Father Bernatek footbridge (pedestrian bridge) over the Vistula River opened in 2010 in Cracow, Poland, is a 148-m-long
Downloaded from ascelibrary.org by Tomasz Siwowski on 05/04/18. Copyright ASCE. For personal use only; all rights reserved.

tied fixed arch steel structure with one main tubular arch of circular cross section and twin suspended orthotropic steel decks. The most chal-
lenging part of the project was the accelerated bridge construction (ABC), i.e., assembly and erection as a tied arch. The river was allowed to be
closed for the minimum time possible during the construction process because it also serves as a navigation channel for the tourist fleet and other
river traffic. Therefore, it was decided to assemble the entire superstructure on the south bank of the river and to launch it by 90
rotation via
floatation on barges with the river current upstream as a single rigid body. The applied ABC method allowed preparation and performance of the
bridge construction in the most effective and efficient way and in the shortest possible time. The superstructure rotation method (SRM) with the
most efficient, sustainable use of resources and with minimum disturbance and disruption for the urban environment and the inhabitants
was applied. The paper briefly describes the new footbridge and the rarely selected ABC technology used for its erection, i.e., horizontal rotation
via the floatation SRM method. Useful references describing the SRM construction method, which is a useful ABC solution for bridges
throughout the world, are provided. This signature span is now a popular destination for citizens and tourists. DOI: 10.1061/(ASCE)BE.1943-
5592.0000693. © 2014 American Society of Civil Engineers.
Author keywords: Horizontal rotation; Erection method; Footbridge; Steel structure; Case study.

Introduction
The horizontal rotation launching via floatation on barges known as
the accelerated bridge construction (ABC) method provides the
optimal urban bridge construction solution by reducing the impact
on traffic, improving safety, shortening the project duration, and
optimizing the project budget. This ABC method includes building
the bridge superstructure parallel to the obstacle being crossed
(a river or a highway) and then rotating it into its final position. The
superstructure rotation method (SRM) has been used recently for
erection of single-span steel arch bridges, when span assembly on
temporary supports, located on a highway or in a riverbed, is not
practicable. The superstructure is assembled on falsework situated
on one bank (or alongside the highway) and launched by rotation,
pivoting about one of the superstructure’s bearings into the bridge’s
final position. During this rotation process, one of the superstructure’s
ends rests on a special bearing, positioned directly on a bridge
abutment (or on a fixed temporary support), and the second rests on
a movable support, such as a roller for land or a barge for water.
Construction with this ABC method requires very experienced staff
and some unique assembling tools, because of the technological
complexity. The SRM method has been successfully used in the last
1
Professor and Head, Dept. of Roads and Bridges, Rzeszow Univ. of
Technology, 35-959 Rzeszow, Al. Powstancow Warszawy 12, Poland
(corresponding author). E-mail: siwowski@prz.edu.pl
2
Head of Bridge Team, Promost Consulting Sp. z o.o., 35-370 Rzeszow,
Ul. Bohaterow 10 Sudeckiej Dywizji Piechoty 4, Poland. E-mail: wysocki@
promost.pl
Note. This manuscript was submitted on December 19, 2013; approved
on August 15, 2014; published online on September 30, 2014. Discussion
period open until March 1, 2015; separate discussions must be submitted for
individual papers. This paper is part of the Journal of Bridge Engineering,
© ASCE, ISSN 1084-0702/05014014(9)/$25.00.
decade in more than 100 bridges in Austria, Canada, China, Germany,
France, Italy, Japan, and the Republic of Slovakia, including arch
bridges (Zhang and El-Diraby 2006; Mou et al. 2010) and cable-stayed
bridges (Sun et al. 2011). The evolution of the SRM method originated
with military pontoon bridges. The largest war with temporary
bridging for rapid deployment of large armies was World War II. The
winning army developed an industrialized Bailey Bridge used by more
than 15 countries, and numerous manuals were published in multiple
languages (U.S. Army 1948). This technique can be used to build
bridges out of ice by using rotation via floatation (U.S. Army 1955).
The most dramatic military floatation was the Mulberry Harbor
Bridges for the Normandy Landing of World War II. Floatation of
bridge components using tidal forces is different than river water
floatation. In the last decade, this SRM ABC method (rotation via
floatation) has been used twice in Europe: for the construction of the
Apollo tied-arch bridge over the Danube River in Bratislava, Slovakia
(Nadasky and Csader 2006; Huang et al. 2006; Balaz 2014) and for the
construction of a single-span arch bridge over the Danube-Black Sea
navigation channel in Cernavoda, Romania (“Putting the Cernavoda”
2001). The former example was an ASCE Outstanding Civil Engi-
neering Achievement finalist. Recently, the SRM rotation via floa-
tation ABC method has been used for the first time in the construction
of a large single-span steel arch footbridge in Poland, built over the
biggest river in Poland (Biliszczuk et al. 2014).
The footbridge over Vistula River in Cracow, Poland, was
completed in 2010 and spans two riverbanks in the historical city
center, which strongly influenced both its architectural shape and the
ABC technology. The footbridge was the subject of an international
design competition, which attracted dozens of design submissions
from architects from all over the world. The winning proposal was
submitted by a Polish architect, and according to him, the inspiration
for the footbridge was “an organic leaf structure.” The proposal was
selected by the jury for its lightness and elegance. The final design
prepared by the architect presented a low-rise steel fixed arch with

© ASCE 05014014-1 J. Bridge Eng.

J. Bridge Eng., 2015, 20(4): 05014014

 a leaf-like split pedestrian and bicycling deck with concrete abut-
ments supported by drilled shaft piles. It was also assumed that the
fixed arch horizontal thrust would be transferred directly into the
new abutments supported by drilled shaft pile foundations. How-
ever, after the tender had been awarded, it was determined that it
would be impracticable to execute the original submitted design.
Critical issues with soft riverbed soils, site erection space, and
steel bridge technology limitations required a modified solution.
Therefore, a revised structural design was prepared, preserving the
architectural form and geometry, but adapting the structure to site
limitations. The revised structural design, prepared for the general
contractor, comprised comprehensive structural changes in both the
superstructure and abutments. This eliminated the main drawbacks
of the original design and radically improved the dynamic char-
Downloaded from ascelibrary.org by Tomasz Siwowski on 05/04/18. Copyright ASCE. For personal use only; all rights reserved.
acteristic of the superstructure (Siwowski et al. 2011). The con-
tractor’s revised design also contained the new SRM ABC method,
which made it possible to execute the contract within the short time
limitations. Another benefit was a much more economically efficient
superstructure than the tender design. In this paper, the authors
briefly summarize the footbridge along with the rarely used SRM
ABC technology that was used for its erection.
Footbridge Description
The footbridge is a 148-m-long tied arch steel structure with a single-
span main tubular arch of circular cross section and twin suspended
semicircular orthotropic steel decks with exotic hardwood timber
planks used for the wearing surface. The superstructure has a ge-
ometry with an arch radius of R 5 170 m and a rise of 15.3 m. The
superstructure is very slender with H=L 5 1=9:7 (Fig. 1). The main
arch is made of two concentric steel tubes: the outer tube has a di-
ameter of 2,020 mm and the inner tube has a diameter of 1,620 mm.
Inside the annulus between these steel tubes, self-compacting
Fig. 1. General layout of the fixed arch footbridge based on revised structural design
© ASCE 05014014-2
J. Bridge Eng., 2015, 20(4): 05014014
concrete was poured. The main arch has both ends fixed in new
concrete abutments, which were built behind the existing abandoned
masonry abutments from a nineteenth-century demolished bridge.
The previous bridge abutment remains had to be protected because
of heritage district requirements.
The twin semicircular orthotropic steel decks have a travel length
of 137 m and a width of 3.4 m and are suspended from the tubular
steel arch with steel rope hangers in the network arrangement. Twin
inclined hanger surfaces in a semicircular shape in the network
pattern plus a steel orthotropic decks create a very stiff triangulated
structural system, which enhances the rigid body behavior of the
superstructure. The orthotropic steel deck with 14-mm-thick plate
and open ribs of 100 3 10 mm spaced at 270 mm is supported with
508-mm-diameter tubular (circular) steel pipe crossbeams, sus-
pended directly from the tubular arch and perpendicular to it.
Crossbeam spacing is 5.0 m along the length of superstructure. The
superstructure is X-braced horizontally with 216-mm steel tubes or
pipes located in a plane of the crossbeams. A welded gusset plate
connects the center of the X-bracing to the midspan of the cross-
beams in nodes located along the centerline of the superstructure
(Fig. 2). Tubular shapes are the most structurally efficient for
members subjected to both tension and compression. Also, they have
a minimal surface area to paint and maintain from corrosion. There
are two external ties made of two 19 3 15:7-mm cables that are
located under each deck part. The ties are anchored in the end
crossbeams and connected to concrete abutments with special steel
brackets. Both ends of the steel tubular arch are fixed into the new
RC abutments, which are rectangular (11 3 13 m) with a depth of
3.4 m. Each abutment is supported by a set of 10 concrete drilled
shaft piles with a depth of approximately 17 m.
The structural changes in the contractor’s revised design con-
siderably improved the dynamic behavior of the footbridge. Hori-
zontal X-bracing and the network system of inclined vertical wire
rope hangers (which replaced the vertical steel bar hangers foreseen
J. Bridge Eng.
Downloaded from ascelibrary.org by Tomasz Siwowski on 05/04/18. Copyright ASCE. For personal use only; all rights reserved.

Fig. 2. Deck system of the fixed arch footbridge with horizontal X-bracing

Fig. 3. Horizontal bracing and the network system of inclined vertical wire rope hangers (image by Artur Wysocki)

in the original design) increased the spatial stiffness of the structure
(Fig. 3). An orthotropic steel deck with a wearing surface of tim-
ber planks (instead of the normal concrete deck submitted in the
original design) subsequently reduced the total dead weight of the
superstructure.
SRM ABC Erection Method
The footbridge’s SRM ABC construction may be the only aspect that
makes this footbridge unique (Astiz et al. 2003). The Vistula River
had to remain open for navigation, and the conventional traditional

© ASCE 05014014-3 J. Bridge Eng.

J. Bridge Eng., 2015, 20(4): 05014014

 method of construction on temporary supports founded in the riv-
erbed, which had been assumed in the original design, were chal-
lenged by the river administration. Therefore, it was decided to
change the construction technology and to assemble the entire su-
perstructure on the right bank of the river and to launch it by rotation
as a rigid body by means of a floating support into its final position on
the left bank abutment. Before the superstructure rotation began,
both new RC abutments supported on pile foundations had to be
constructed.
Superstructure Assembly
The superstructure site assembly location was chosen along the right
river bank, and the construction site was adjusted to aid in the ro-
Downloaded from ascelibrary.org by Tomasz Siwowski on 05/04/18. Copyright ASCE. For personal use only; all rights reserved.
tation via floatation of the superstructure (Fig. 4). First, the tubular
arch was assembled on site on 12 temporary supports with a height of
approximately 2.5–3.5 m, located along the longitudinal centerline
of the superstructure. Falsework towers were spaced approximately
15 m apart. A temporary RC slab for superstructure assembly had to
be built as a temporary foundation and erection platform for the
falsework towers. Temporary guy ropes were also used between
the falsework towers along the superstructure centerline to ensure
the global arch stability during site assembling. The entire steel
tubular arch structure was divided into 15 straight sections with an
average length of 5 m and a weight of 24.3 t. All arch sections were
connected together on site with welded butt joints. The concrete was
placed in the annulus between the inner and outer steel tubes. After
assembling the tubular steel arch, the falsework towers were re-
moved, and the erection of the tubular crossbeams started from the
superstructure center toward both ends. The 25 tubular crossbeams
were also supported on another 50 sets of temporary supports (one at
each end of a crossbeam) with a height of 2.5–3.5 m. The weight of
the longest crossbeam located at the midspan was approximately
6.0 t. Simultaneously with the crossbeam assembly, the horizontal
X-bracing with steel tubes also proceeded. Next, the shop fabricated
orthotropic steel deck panels of 5.0-m-long by 3.4-m-wide plan
dimensions and a weight of 3.64 t were installed. Each panel end
was supported on crossbeams (spaced at 5 m) and was first fixed to
them by high-strength friction grip (HSFG) bolts. After that, the
orthotropic steel deck plate was connected with field welding. Next,
Fig. 4. Superstructure construction as a tied arch assembly location along the river bank (image by Artur Wysocki)
© ASCE 05014014-4
J. Bridge Eng., 2015, 20(4): 05014014
beneath the deck panels, tie cables of galvanized wire rope were
installed. Finally, the inclined wire rope hangers with turnbuckles
were installed in the network pattern, connecting the crossbeams to
the main tubular arch girder. The steel superstructure was painted,
and the timber wearing surface was installed. After assembling the
entire superstructure, the inclined vertical hangers and the horizontal
wire rope ties were partially pretensioned following the removal of
all the temporary supports. Temporary V-shaped internal frames
were installed at each end of the tubular arch. Thus superstructure
was now ready as a rigid body for rotation. The superstructure would
be a tied arch during the erection and floatation process. After the
erection by floatation, the superstructure would be converted to
a fixed arch with steel tube rigidly fixed to the RC abutments. The
key stages for the scheme of the superstructure site assembly are
shown in Fig. 5.
During superstructure assembly on the river bank, flooding of the
Vistula River took place, and the water swamped the construction
site and threatened the stability of the temporary supports and thus
the whole superstructure under construction. Special measures were
necessary to protect the structure against the flood waters.
Special Temporary Facilities for SRM ABC Launching
Superstructure assembly along with inclined hangers and the partial
posttensioning of the horizontal tie made it possible to create a very
rigid body spatial structure, which could be shifted horizontally
and vertically without the danger of unacceptable deformations and
the loss of overall stability. However, construction of additional
temporary supporting structures was also needed for SRM ABC
launching to ensure the stability and safety of the span during
rotation:
• Erection of V-shaped internal frames at each end of the tubular
main arch to enhance span spatial rigidity;
• Construction of a temporary support with a rotation table on the
right river bank (next to the abutment);
• Construction of a special track structure for moving the span end
from the bank onto a floating grillage support;
• Construction of the floating grillage support on barges; and
• Construction of two temporary supports on both banks adjacent
to the permanent abutments.
J. Bridge Eng.
Downloaded from ascelibrary.org by Tomasz Siwowski on 05/04/18. Copyright ASCE. For personal use only; all rights reserved.

Fig. 5. Scheme of superstructure assembly as a tied arch

Two V-shaped internal frames (one per arch end), connecting the
arch girder with rotation tables under the superstructure, were located
at 15 and 85% of the superstructure length. The V-shaped frames
provided the correct force distribution in the tubular steel arch and
limited its bending stresses during rotation. The V-shaped internal
frames consisted of six inclined members made of steel pipes and an
I-shaped transverse bottom steel beam. The bottom steel beams of
each V-frame were supported with specially designed rotational
tables, which were connected to them by steel pins of 100-mm di-
ameter. One of the rotational tables was rested on a temporary support
structure located on the right river bank and the second on the floating
grillage support connected to the joint between the large and small
barges. After resting the span on the two rotation tables, the adjust-
ment of tension force in the horizontal tension tie was needed because
of the change of the span’s support points during launching.
The special track structure for launching was erected on the right
bank. Two temporary support structures comprised of steel pipes
and I-beams were constructed and founded in the riverbed. On these
supports, a track made of four I-beams was rested to enable moving
the span end toward the floating support. The floating support
consisted of a large and small barge (large was 70 3 10 m in plan),
joined together by means of a grillage comprised of I-beams and steel
wire ropes and equipped with the rotation table at the joint between
barges. At the beginning of launching, the floating support on barges
was located between two temporary supports (dolphins). When the
superstructure was positioned on the rotation table located at the
joint between the barges, the inner temporary support was dis-
mantled, and the horizontal launching by rotation via floatation was
started. To aid in the rotation via floatation, two additional temporary
supports were erected on both banks, close to the new concrete
abutments. These temporary supports enabled resting the span after
launching in the proper longitudinal axis and its final positioning to
the required elevation of the deck.
Rotation of the Span via Floatation
Before starting the rotation, accurate scanning of the riverbed was
carried out to establish the maximum immersion depth: the free-
board of the barges. The freeboard was adjusted by means of water
ballast filling the interior of the barges. The rotation launching via
floatation of the superstructure proceeded as follows (Fig. 6):
1. Lifting of the right side of the superstructure end on the rotation
table support to the elevation required for launching.
2. Sliding the left side of the superstructure end on the track by
means of jacking toward the floating support barges.

© ASCE 05014014-5 J. Bridge Eng.

J. Bridge Eng., 2015, 20(4): 05014014

Downloaded from ascelibrary.org by Tomasz Siwowski on 05/04/18. Copyright ASCE. For personal use only; all rights reserved.

Fig. 6. Superstructure’s rotation launching as a tied arch scheme

3. Rotation of the entire superstructure at approximately an angle
of 90
into the left bank abutment. Via the rotation tables, the
two barges were always positioned parallel to the current of the
river. Tugboats or pusher boats assisted in aligning the barges.
4. Lowering the superstructure after launching via floatation to
the required final elevation of the superstructure and resting it
on the temporary supports located on both banks.
5. Connecting the superstructure with steel elements embedded
in concrete abutments.
6. Coupling the tie cables with turnbuckles to their short em-
bedded parts cast into concrete abutments along with the final
adjustment of tension (tie) force.
During the rotation, the floating support on rotation tables on the
two barges was secured with steel ropes, anchored in the river banks.
The rotation via floatation was realized by means of four wire ropes
and hand winches with the assistance of two tugboats (pusher boats),
upstream and downstream of the two barges, which enabled 100%
control over the floatation operation. The force needed to move the
span toward the floating support was approximately 600 kN, whereas
the force to rotate was only 50 kN. The speed of rotation was ap-
proximately 2 m=min (along the radius), and the whole launching
operation lasted only approximately 6 h (Fig. 7). After the span was
connected to the abutments, equipment installation completed the
footbridge construction. The final tuning of inclined hangers in the
network pattern was the last operation performed before opening.
Structural Analysis of Erection Stages
The structural analysis of erection stages was made by FEM within
SOFiSTiK 2010 structural analysis software. The rigid-body su-
perstructure of the span was modeled as a spatial (three-dimensional)
system with beam elements (tubular arch modeled as an octagon,
steel orthotropic deck grid elements), cable elements (hangers and
tie), and brick elements (the abutment’s concrete rectangular block
shape) (Fig. 8). Because the superstructure was subjected to dynamic
loadings and variable loadings, the SRM stages were very important
to properly model in FEM analysis. The SRM loadings influenced
the final dimensions of elements and most of the structural com-
ponents and superstructure detailing. The following construction
sequence was assumed in the FEM calculations:
1. Construction of pile foundations and rectangular block-shaped
concrete abutments;
2. Fixing both ends of the tubular arch into abutments;
3. Site assembly of the tubular arch on temporary supports;
4. Assembly of steel superstructure deck elements on temporary
supports;
5. Installation of the horizontal ties and the inclined hangers;
6. Initial prestressing of the horizontal wire rope ties and the
inclined wire rope hangers;
7. Removal of temporary supports, thus loading the spatial
superstructure with only the dead load;

© ASCE 05014014-6 J. Bridge Eng.

J. Bridge Eng., 2015, 20(4): 05014014

Downloaded from ascelibrary.org by Tomasz Siwowski on 05/04/18. Copyright ASCE. For personal use only; all rights reserved.

Fig. 7. Superstructure during rotation as a tied arch launching (image by Artur Wysocki)

Fig. 8. FEM of the footbridge as a tied arch

© ASCE 05014014-7 J. Bridge Eng.

J. Bridge Eng., 2015, 20(4): 05014014

 8. Shifting the superstructure left side end onto the two barges
with the help of the track;
9. Rotation of the entire span as a tied arch (a rigid body) via
floatation;
10. Concreting the arch ends as a fixed arch;
11. Final prestressing of the horizontal wire rope ties;
12. Footbridge equipment installation; and
13. Final tuning of the inclined wire rope hangers.
The objective of such a detailed SRM ABC sequence was to keep
the overall span stability and displacements of the main structural
elements under a safe limit and within allowable stresses during all
construction stages. The ABC erection plan was incorporated into
the design from the very beginning. It was assumed that the foot-
bridge would be constructed on the river bank as a tied arch and then
Downloaded from ascelibrary.org by Tomasz Siwowski on 05/04/18. Copyright ASCE. For personal use only; all rights reserved.
rotated as a rigid body to its target position. Therefore, temporary
measures keeping the structure safe during erection were also con-
sidered in the static analysis [Figs. 9(a and b)]. Some nonlinear
effects, such as hangers stress reliving or postrelaxation, were also
considered or modeled with the software.
Lessons Learned
The horizontal rotation via floatation launching is rarely used as an
ABC solution. Thus, individual bridge erection technology and
falsework are required, which can cause problems and difficulties
during construction. These unique issues were overcome by the
contractor’s experienced staff. Therefore, some lessons learned are
as follows. First, the structural and technological design should be
prepared in close cooperation with the contractor’s selected ABC
method. Actual implementation and any changes on site should be in
Fig. 9. (a) V-shaped internal frame (image by Artur Wysocki); (b) its FEM as a tied arch
© ASCE 05014014-8
J. Bridge Eng., 2015, 20(4): 05014014
close cooperation with the structural designer. The sophisticated
FEM model of a superstructure to be launched must be devised to
enable reliable control of erection displacements and stresses at each
stage of construction. All temporary structures (frames, supports,
falsework, etc.) needed to ensure the rigidity and safe movement
of the entire span should also be included in numerical modeling.
Therefore, their description needs appropriate detail and must be
as meticulous as for the main structure (Fig. 10). Every change and
deviation from the initial assumptions (i.e., freeboard of the barges,
track and support’s deformations, and hanger stress reliving) should
also be included, and its influence on deformations or loss of overall
structure stability should be checked as quickly as possible. As the
horizontal rotation launching is a site condition–sensitive erection
method, the importance of a numerical FEM model for behavior
simulations at each stage is crucial for safe and reliable construction.
The horizontal rotation launching via floatation has been proved to
be a very reliable and efficient ABC method, especially in the middle
of cities, when crossing the river with everyday water navigation.
However, good ABC method efficiency can be achieved under
several conditions. First, the superstructure to be launched by ro-
tation is a single-span bridge with a length equal to the river’s width.
The demands on navigable rivers with larger barges and vessels and
thus bridge piers can impede water traffic. The entire structure
should be assembled on one of the banks along the riverbed and must
be constructed as a very rigid body for launching. Enough space for
the construction site on the river bank and easy access to it are also
very important factors. As the described case showed, flood pro-
tection of the construction site should also be kept in mind. Quite
a large number of temporary structures need to be custom engineered
and built or rented for construction (the rotation table support,
special bearings, the track, barges, etc.). Finally, special staff
J. Bridge Eng.
Downloaded from ascelibrary.org by Tomasz Siwowski on 05/04/18. Copyright ASCE. For personal use only; all rights reserved.
Fig. 10. Drawing of a special track structure for moving the span end onto the barges and its FEM
experience for a superstructure navigation on the river is crucial for
a successful operation. All of these requirements criteria were met
for the Father Bernatek footbridge, which resulted in high contract
efficiency for the employer, contractor, and third party stakeholders,
such as the city inhabitants, tourists, and river navigation employees.
Summary
The Father Bernatek footbridge was built within 12 months, during
which the final structural and technological design for ABC was also
prepared and completed. It was a short period for the construction of
the 148-m-long steel bridge. It was possible mainly because of the
unique but well-devised SRM ABC erection technology, i.e., a hor-
izontal rotation via floatation launching, prepared in close coopera-
tion between the contractor and the designer. Site assembling and
launching operations were carried out quickly, safely, and reliably
with a structure (total weight of 700 t) and a historic district site
condition with tourists and residents. Because of the applied SRM
ABC erection technology, the contractor considerably shortened the
entire contract time, which was very beneficial for the municipality
and the contractor. Moreover, the SRM technology eliminated the
need to close the navigation for more than half a year. It would be also
a very expensive item in the contract because the municipality re-
quired financial charges for river navigation interruption. The applied
SRM ABC construction method saved money for the contractor.
This case study clearly demonstrated that the SRM ABC hori-
zontal rotation via floatation method was the proper flexible con-
struction process for urban infrastructure construction sites in
densely populated historic districts and enabled the more efficient
use of public funds by saving a significant amount of time and
money. This ABC is a benchmarking system that promotes a per-
formance-based, innovative, and creative construction method ap-
plicable to bridges located around the world.
References
Astiz, M. A., Manterola, J., and Gil, M. A. (2003). “The Ronda de la His-
panidad pedestrian bridge in Zaragoza (Spain).” Proc., 10th Int. Symp. on
© ASCE 05014014-9
View publication stats J. Bridge Eng., 2015, 20(4): 05014014
Tubular Structures, E. M. A. Jaurrieta, A. Alonso, and J. A. Chica, eds.,
Swets & Zeitlinger, Lisse, Netherlands, 25–31.
Balaz, I. (2014). “Bridge engineering in the Slovak Republic.” Chapter 17,
Handbook of international bridge engineering, W.-F. Chen and L. Duan,
eds., CRC Press, Boca Raton, FL, 800–803.
Biliszczuk, J., Bien, J., Barcik, W., Hawryszkow, P., and Hildebrand, M.
(2014). “Bridge engineering in Poland.” Chapter 14, Handbook of in-
ternational bridge engineering, W.-F. Chen and L. Duan, eds., CRC
Press, Boca Raton, FL, 593–633.
Huang, C., Mangus, A., and Murphy, J. (2006). “As easy as ‘ABC’ ac-
celerated bridge construction techniques for large steel orthotropic deck
bridges.” Struct. Mag., 10(Oct), 11–15.
Mou, T., Liang, J., Fan, B., and Xie, B. (2010). “Development of the com-
bination of vertical and horizontal swing techniques for the Dongping
Bridge in Foshan, China.” Proc., ARCH ’10: 6th Int. Conf. on Arch
Bridges, Fuzhou Univ., Fuzhou, China, 797–807.
Nadasky, P., and Csader, L. (2006). “Apollo bridge—The new steel arch
bridge in Bratislava.” Inzynieria i Budownictwo, 62(9), 493–500 (in
Polish).
“Putting the Cernavoda bridge into position.” (2001). Freyssinet Mag.,
Sep–Dec(212), 8–11.
Siwowski, T., Zoltowski, P., Zoltowski, K., and Biliszczuk, J. (2011). “The
new arch footbridge over Vistula River in Cracow.” Proc., Footbridge
2011: 4th Int. Conf., Dolnosla˛ skie Wydawnictwo Edukacyjne, Wroclaw,
Poland, 234–235.
SOFiSTiK 2010 [Computer software]. Oberschleissheim, Germany,
SOFiSTiK.
Sun, Q. S., Guo, X. G., Zhang, D. P., Guan, X. K., and Zheng, Y. (2011).
“Research on the application of horizontal rotation construction method
with flat hinge in cable-stayed bridge construction.” Advanced materials
research, T. Wohlbier, ed., Vols. 255–260, Trans Tech Publications,
Pfaffikon, Switzerland, 856–860.
U.S. Army. (1948). “Chapter 31: Launching by flotation. Panel bridge,
Bailey type, M2.” Technical Manual No. 5-277, Washington, DC, 446–
450.
U.S. Army. (1955). “Construction of ice bridges via rotation and floatation.
Principles of bridging.” Technical Manual No. 5-260, Washington,
DC, 488–491.
Zhang, J., and El-Diraby, T. E. (2006). “Constructability analysis of
the bridge superstructure rotation construction method in China.”
J. Constr. Eng. Manage., 10.1061/(ASCE)0733-9364(2006)132:4(353),
353–362.
J. Bridge Eng.