“COMPARATIVE STUDY OF CANTILEVER ERECTION

METHOD FOR STEEL TRUSS BRIDGE WITH CRANE

PLACEMENT ON TOP CHORD AND ON GROUND LEVEL ”

Name: Parth Anant Sogale

Reg No: C225016
Guide: Prof. Akshata Deshpande
Class: M.Tech Structural Engineering

CIVIL ENGINEERING DEPARTMENT

Bharatiya Vidya Bhavan’s
SARDAR PATEL COLLEGE OF ENGINEERING
(Government Aided Autonomous Institute)
MUNSHI NAGAR, ANDHERI (WEST), MUMBAI, INDIA
2021-22

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 CHAPTER 1

INTRODUCTION

1.1 General

Bridges are not just the structures that connect two points to overcome any obstacle but are
rather a connection between cultures, ideas, people, and civilizations. Bridges make the life of
thousands of people much easier, provide transportation and access to the previously
inaccessibility locations. Steel bridges serve as critical components of transportation
infrastructure, facilitating the efficient movement of people and goods across geographical
obstacles. The construction of such bridges demands innovative methods that ensure structural
integrity, safety, and economic efficiency. The cantilever erection method, a widely adopted
approach, stands out for its applicability to long-span bridges and its ability to address the
challenges associated with their construction.
The cantilever erection method finds particular relevance in the construction of bridges with
expansive spans, where traditional construction methods may prove impractical. It has been
successfully applied to various bridge types, including cable-stayed and truss bridges
The cantilever erection method, with its step-by-step extension of bridge structure, allows for
the construction of long-span steel truss bridges with minimal disruption and maximum
efficiency. This method has been successfully employed in the creation of iconic bridges around
the world ,showcasing the prowess of structural engineering in achieving complex and
innovative infrastructure projects
In conclusion, the cantilever erection method for steel bridges represents a sophisticated
engineering approach that balances the demands of long-span construction with considerations
of safety, efficiency, and environmental impact. Its adaptability to diverse project requirements
makes it a valuable technique in the arsenal of bridge construction methods, contributing to the
development of robust and enduring infrastructure.

Fig No.1

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1.2 Advantages of Cantilever Erection

The cantilever erection method for steel bridges offers several advantages making it a preferred
choice for a certain bridge construction projects. Here are some of the key advantages

• Suited for Long Spans: Effective for long-span bridges, especially when traditional
methods are impractical or costly.
• Minimal Temporary Supports: Reduces the need for extensive temporary supports,
simplifying construction and lowering costs.
• Progressive Loading: Enables gradual loading during construction, aiding in effective
load management.
• Improved Safety: Staged assembly enhances safety by enabling focused work on specific
segments, reducing risks.
• Structural Efficiency: Ensures efficient material use with attention to load distribution
and structural integrity.
• Economic Considerations: Can be cost-effective, considering factors such as reduced
temporary support needs and construction time.

1.3 Need of Study

Cantilever erection method is specialized for long-span steel truss bridges, making it crucial for
engineers to understand this unique construction technique. The configuration and incremental
assembly involved in cantilever erection has a significant impact on the structural integrity of
the bridge, necessitating a thorough study to ensure proper sequencing, load distribution, and
overall stability during and after erection. The project's goal is to specifically teach and educate
bridge owners, designers, and contractors about the Cantilever erection Method, including its
uses and advantages

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 CHAPTER 2

LITERATURE REVIEW

2.1 General

The literature on the numerous research related to the incremental launching method, which is
used to launch various types of bridges, is thoroughly reviewed in this chapter.

2.2 Literature Review

CANTILEVER ERECTION TECHNIQUES OF OPEN WEB GIRDERS FOR MARINE
BRIDGES (Shashi Kant Mishra M. Tech Students Of School Of Engineering, Mr. Vijay
Kumar Tembhre , Mr. Lokesh Harinkhede, Asst. Pro. Civil Department Sardar Patel
University Balaghat, India)

The document outlines the Cantilever Span Erection procedure for Open Web Girders in the
construction of marine bridges. It aims to provide a concise overview and establish a step-by-
step method for executing the cantilever erection of a steel superstructure using a Barge with
Crane. The document emphasizes the proper connection between the anchor span and cantilever
span, detailing the inclusion of tension members at the top, verticals, buffer blocks, and bearings.
The primary focus is on ensuring the correct execution of these connections to maintain
structural integrity during the construction process.
The project entails a 5130-meter-long bridge, comprising a main bridge with a span of 716.8
meters and an approach bridge spanning 4413.2 meters. The main bridge features seven 102.4-
meter spans with an open web steel through-type girder design. The superstructure adopts a
'Double Warren' type steel truss with subdivided panels, facilitating single-track rail movement.
The truss dimensions include a total width of 5.5 meters and a total depth of 12.25 meters. The
structure is designed with a High Flood Level (HFL) set at +3.55 meters, showcasing
considerations for environmental conditions. Overall, the project integrates these features to
create a robust and well-designed bridge with a focus on both structural stability and
functionality.
The construction procedure involves several stages for cantilever span erection of open web
girders in marine bridges. In Stage-1, key elements like X-Girders, lateral bracing, and vertical
members are erected. Stage-2 includes hanging devices, bottom chord erection, and additional
truss components. Stage-3 continues with hanging devices and the erection of bottom chords,
X-Girders, and bracing. Stage-4 involves moving backward on a barge to complete truss member
erection up to U15. Finally, Stage-5 includes fixing hanging devices, erecting bottom chords, X-
Girders, and various bracing elements to complete the construction process.
In Stage-6, the construction involves the erection of the bottom chord, intermediate X-Girders,
end cross girder, lateral bracing, and various truss components, with the continuation of riveting.
In Conclusion, The construction process involves several key steps for erecting spans between
piers. Initially, the front end of the cantilever span is lifted to unload the weight from link pins.
Following this, a crane on a barge removes link members and the buffer slab from the rear end.
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To use the cantilever span as an anchor, crucial components such as Chord and web members
must undergo riveting. Once this is accomplished, the completed cantilever span serves as an
anchor for the subsequent section

Fig No.2

COMPARATIVE STUDY ON VARIOUS CONFIGURATION OF STEEL TRUSS

BRIDGES FOR DIFFERENT SPANS, Atul Sharma Structural Engineering (M Tech.
Scholar), Punjab Engineering College, Chandigarh, India

The study focuses on truss girder bridges, emphasizing their load-bearing trusses for effective
load transfer. Steel members are utilized to facilitate force dissipation in truss bridges. The
research compares different truss configurations (K-Truss, Pratt Truss, and Warren Truss) using
built-up sections across varying span lengths of 40m, 50m, and 60m. Structural analysis and
design are conducted using "MIDAS-CIVIL" software. The significance of considering wind
loads, often neglected in conventional designs, is highlighted. Wind analysis is planned for the
different truss configurations at the specified span lengths. The objective is to identify the most
economical truss configuration for Truss Girder Bridges across different span lengths.
The study involves the design and analysis of a roadway steel truss bridge using "Midas Civil"
software. The bridge spans 40m, 50m, and 60m, with material properties including a density of
7850 kg/m³, elastic modulus of 2×10^5 N/mm², and ultimate tensile strength of steel at 410 MPa.
Design parameters include an 8m height, 10.5m carriageway width, and built-up truss members.
The analysis focuses on optimizing sections for K-Truss, Pratt Truss, and Warren Truss
configurations to identify the most efficient design. Wind load considerations are emphasized
for improved safety.
The study evaluates the performance of Warren, K-Truss, and Pratt Truss bridge configurations
across spans of 40m, 50m, and 60m. K-Truss consistently outperforms in terms of axial forces,
bending moments, and shear forces, with reductions ranging from 15.25% to 53.9% compared
to Warren Truss. Pratt Truss exhibits comparable reductions to K-Truss, possibly due to shared
vertical members. Economically, for a 40m span, Pratt Truss is the most cost-effective, while
for 50m and 60m spans, Warren Truss proves more economical, with weight advantages ranging
from 3.07% to 11.27% over K-Truss. The choice between configurations depends on the specific
span length, emphasizing the need for a nuanced consideration of structural and economic
factors in bridge design.

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PATNA RAIL-CUM-ROAD BRIDGE -A JOURNEY (Mr. Madhuresh Kumar, L.M. Jha)
In this literature, we examined the design and specifications of a notable bridge in Patna
spanning 4556 meters. Comprising 36 spans of 123 meters and 2 spans of 64 meters, the structure
features a rail level set at 64.0 meters above the ground. Supported by twin circular piers on
double D-shaped wells, designed for a dual-track system, the superstructure is a diamond N-type
triangulated steel truss. The bridge, resting on 39 foundations with varying depths of 20 meters
or 8 meters below the ground, anticipates encountering alluvial silty sandy medium to coarse
ground.

In the design of the truss, various loads and weights are taken into careful consideration to ensure
structural integrity and safety. The weight of the truss itself, combined with the footpath,
amounts to 2142.80 metric tons. Rail Secondary Impact Design Load (SIDL) contributes an
additional 143.52 metric tons, while the static load from road, known as Road Dead Load, is
measured at 958.35 metric tons. The dynamic forces from rail traffic, including impact, total
2535.52 metric tons, and road live load for a double track scenario adds 344.448 metric tons.
Moreover, the live load on the footpath, considering two lanes, is 69.982 metric tons. These
loads are categorized into Total Dead Load (3244.67 MT) and Total Live Load (2949.95 MT),
with the overall load on the truss system calculated as 6194.62 metric tons

The erection process for the 123m span involves a staged approach. The initial stage employs a
ground crane to assemble the first span on trestles, acting as an anchor for subsequent cantilever
erection. The through cantilever scheme in the second stage includes sequential assembly with
the erection crane at last top chord member. Stage 3 involves bottom chord erection and
component installation up to 2nd bottom chord. Stages 4 and 5 progress through successive crane
movements, completing components and feeding tracks up to third and sixth member.
Subsequent stages involve crane movements to further top chord members, fixing lateral
bracings and completing feeding tracks. In Stage 9, the crane is moved backward, and the follow-
up crane aids in completing balance items, releasing link pins, making the span self-supporting,
and dismantling temporary components.

Two nos. of cantilever erection crane for each front were mounted on the top flange of top chord.
The one known as forward crane was used for cantilever erection of minimum members required
for landing of the truss while the other named as Follow up crane was used for erection of
balance member after the truss is landed.

Fig No.3

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STEEL FABRICATION AND ERECTION OF GIRDER BY CANTILEVER ERECTION
METHOD (Ashish Kumar Yadav)

The literature involves Rail-cum-Road Bridge project in Munger, Bihar, entails constructing a
crucial steel superstructure over the River Ganga, featuring a welded steel truss with riveted
joints to accommodate a two-lane road and a single railway track. This infrastructure addresses
a long-awaited connectivity need and draws parallels with a similar bridge in Assam,
emphasizing its broader importance. Managed by East Central Railway and contracted by BBJ
Construction Co Ltd, the project has a contract value of Rs 375.19 Crores with a 30-month
completion period. The through-type welded steel truss superstructure has spans, each weighing
1885 MT, measuring 13.35m in width and 18.5m in depth. Gammon's scope includes 12 spans
of 125m, requiring 24770 units of structural steel with riveted site joints, and involves ancillary
works such as RCC Deck, Bearing Pedestals, and Expansion Joint installation. The bridge also
incorporates welded girders with riveted joints, featuring a span height/width of 19.68m/13.0m
and 417 members per span. Camber values of 181.35 mm and 112.5 mm are observed at no load
and dead load conditions, respectively. Welding methods include submerged arc welding and
MIG welding, utilizing steel types E 250B, E 350Cu, and E 450Cu. This literature review
highlights the project's significance, technical specifications, and the substantial efforts involved
in its successful execution.

The literature review for the Rail-cum-Road Bridge project reveals a meticulous and
comprehensive approach to both steelwork and civil work. In the steelwork domain, the project
begins with the supply and fabrication of high-grade steel (Fe 410W & Fe 490), involving
unloading, stacking, on-site fabrication, trial assembly, and surface treatments such as
sandblasting and painting. The steel erection phase emphasizes transportation, pre-assembly,
cantilever truss erection, field riveting, alignment, bearing installation, and final painting. This
detailed process ensures the precision and quality of steel component installation, adhering to
safety and structural standards. On the civil side, the scope encompasses concreting of bearing
pedestals and RCC deck, installation of crash barriers, expansion joints, road surfacing, and road
marking, collectively emphasizing safety and functionality. The literature underscores the
significance of a holistic approach, integrating structural and surface elements, in the successful
construction of the Rail-cum-Road Bridge.

The literature highlights the meticulous fabrication processes for gusset/splice plates and built-
up sections in the Rail-cum-Road Bridge project. For gusset/splice plates, the systematic
sequence encompasses steel cutting, drilling, tacking, grinding, marking, straightening, and
surface treatments, culminating in approval by RDSO to ensure compliance with stringent
standards. Similarly, the fabrication of built-up sections involves precise steps from steel
issuance to final approval, covering tacking, drilling, cutting, fitting up, welding, and finishing
processes. The emphasis on Submerged Arc Welding, checks for straightness, and surface
treatments, followed by RDSO approval, underscores the commitment to quality control and
adherence to established standards in the production of critical components for the bridge
construction. This literature review provides insights into the detailed and standardized
fabrication methodologies essential for the successful execution of the Rail-cum-Road Bridge
project.

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The erection process for the Rail-cum-Road Bridge involves a cantilever method based on the
scheme proposed by BBJ. This method utilizes two customized derrick cranes, with the first
crane employed for the initial forward erection and the second for subsequent follow-up work.
Certain members are reinforced to withstand the stresses during erection. The first span is
conventionally erected on trestle supports at all nodes. After confirming camber and alignment,
the cantilevering of additional spans commences. Fabricated components are fed using a trolley
at rail level, facilitating a systematic and controlled approach to the bridge erection process.

Fig No.4

CANTILEVER ERECTION OF STEEL BRIDGES (Prof. Achyut Ghosh, Prof. Mahesh

Tandon)
The literature review on Cantilever Erection of Steel Bridges exhibits a meticulously structured
approach, initiating with a comprehensive exploration of various bridges to establish a nuanced
contextual understanding of the subject matter. This initial phase serves as a foundational
framework for delving into the intricate operational aspects of the cantilever erection process. A
notable emphasis is placed on the critical role of testing procedures, elucidating their paramount
significance in meticulously assessing and ensuring the structural integrity of steel bridges.
Tolerance considerations are thoughtfully addressed, providing an in-depth exploration of
permissible variations and the precision requirements inherently embedded in the construction
process. The literature dedicates a substantial section to the meticulous detailing of pre-erection
operations, offering a thorough overview of the crucial preparatory steps that precede the actual
bridge erection.
A distinctive segment of the literature is dedicated to an in-depth case study on the Howrah
Bridge, providing a comprehensive and insightful exploration that contributes to a deeper
understanding of the cantilever erection process. The steelwork erection process involved
assembling a creeper crane over three months. It erected the lower chord, moved back towards

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the anchorage, and erected chords on trestles. The crane climbed onto the anchor truss, also
erecting towers with specific saddle dimensions. Saddles consisted of three interconnected webs
with machined holes for chord and diagonal connections.The crane crossed the tower to begin
erecting the cantilever arm. The first panel was erected using the creeper crane, followed by
assembling tracks on the cantilever arm. A bridge piece connected the anchor span cradle to the
cantilever arm track. The crane's cross heads were repositioned, and hauling ropes were moved
for the crane to start erection on the cantilever arm. The anchor arm's cradle was removed. For
the first two cantilever panels, trestles supported pre-stressing, with jacking for joint closure.
Subsequent panels lacked trestles, requiring alternative pre-stressing methods, and the creeper
crane assisted in applying necessary pull with wire rope tackle
The literature extends its exploration to the realm of preferred numbers as defined by IS 1076,
delving into their use and relevance in the broader context of steel bridge construction.
Furthermore, the literature engages in a meticulous examination of design principles and
considerations, adding depth to the overall comprehension of the subject matter. The concluding
segment of the literature underscores the critical role played by engineering drawings in
facilitating a successful cantilever erection process, thereby emphasizing the comprehensive
nature of the presented sequence.
In essence, this literature review masterfully integrates theoretical underpinnings with practical
examples, technical intricacies, and key considerations, presenting a thorough and enriched
exploration of the cantilever erection of steel bridges within the broader context of civil
engineering and infrastructure development.

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RESEARCH GAP:

• Is it evident from the past studies that for a long span steel truss bridge continuous
cantilever erection method stands out as a widely adopted approach. But there is
further investigation needed on two approaches of cantilever erection method are as
crane on top chord of truss and crane on ground level
• Also, explore the integration of automation and robotics in cantilever erection. Focus
on enhancing precision, reducing human labor, and improving overall efficiency in the
process.
• Research on the seismic resilience of steel truss bridges constructed with cantilever
methods. Suggest design modifications to improve earthquake resistance and ensure
structural integrity.
• Explore advanced materials that can improve the efficiency and safety of cantilever
erection processes.

OBJECTIVES OF STUDY

• To study and compare the cantilever erection method using crane placed on top chord
and crane on land/ water for double track railway steel truss bridge
• To analyze the structure and determine the structural response and steel quantity for the
track girder scheme.
• To design components of a structure in accordance with IS 800:2007.
• To check the structural adequacy for construction stage versus service stage

SCOPE OF STUDY

The analysis of construction stage for double track railway steel truss bridge using Cantilever
Erection method with crane placed on top chord and crane placed on ground level/ floating
barge. Criticality of structure is studied using both the mehods to check which of the method
gives more economical design

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 CHAPTER 4
METHODOLOGY

4.1INTRODUCTION

The analysis process begins by employing STAAD-pro, a software widely used for structural
analysis and design, to create a detailed model of a 3-D truss structure. This truss, however, is
designed with certain constraints: it doesn't account for moments resulting from connection
detailing, except for the top and bottom bracing systems, which are specifically designed to
withstand and distribute axial forces.

The application of loading on the truss follows the guidelines outlined in the RDSO (Research
Designs and Standards Organization) bridge rules, ensuring that the structure is subjected to
realistic conditions. Following the analysis, critical data including force and moment resultants
are extracted from STAAD-pro and meticulously recorded into Excel design files. These files
adhere to the specifications outlined in the RDSO steel bridge code, ensuring compliance with
industry standards.

With this data in hand, the design process begins. The initial design section is scrutinized and
updated based on the results obtained from the analysis. Adjustments are made iteratively,
refining the section design to meet the structural requirements and performance criteria. This
iterative process typically involves running the analysis multiple times, typically 2 to 3
iterations, until a final, optimized section is achieved.

Once the final section is determined, it serves as the basis for calculating the weight of the truss
structure. This weight calculation is crucial for assessing the structural integrity and feasibility
of the design, ensuring that the resulting truss meets both safety and performance standards.
Overall, this meticulous process of analysis, design iteration, and optimization ensures the
creation of a structurally sound and efficient 3-D truss system.

4.2 Common Geometry & Design Input

The truss system being evaluated boasts impressive dimensions, spanning a remarkable distance
of 121.32 meters while towering at a height of 17 meters. Comprising a total of 18 bays, each
extending over a length of 6.740 meters, the truss structure showcases meticulous engineering.
With a spacing of 11.1 meters between trusses, the design accounts for both aesthetic appeal and
structural integrity.

Incorporating regional considerations, the truss system is designed to withstand the formidable
basic wind speed of 47 meters per second prevalent in the PATNA area. Such robustness ensures
longevity, with a design life expectancy of a notable 100 years. Striving for precision, allowable
deflection is meticulously regulated, maintaining it within the stringent limit of span/600.

Given its strategic location in seismic zone IV, the truss undergoes rigorous scrutiny to ensure
its resilience against seismic events. Moreover, its compatibility with broad gauge tracks
underscores its versatility and adaptability within railway infrastructure. Adhering to the
exacting loading standards delineated in the 25T-2008 regulations, this truss accommodates two
tracks with finesse.

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Anchored firmly in compliance with RDSO railway codes, the design exemplifies a harmonious
blend of safety, durability, and efficiency. Through meticulous attention to detail and adherence
to stringent standards, this truss system stands as a testament to exemplary engineering
ingenuity, poised to serve admirably in the railway landscape.

Fig 4.1

4.3 Materials

4.3.1 Structural Steel

The grade of structural steel for superstructure shall be E250 Grade B0, E350 Grade B0, E410
Grade B0 conforming to IS: 2062-2011 to be read with IRS- B1-2001

4.4 3D Modelling

Modelling is performed for truss using STAAD PRO

FIG 4.4.1

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4.5 LOADS

4.5.1 Dead Loads

Dead loads shall be calculated as per clause 2.2 of IRS Bridge Rules 2014. The density of
material shall be as listed below in accordance with IS 875 Part I

Fig 4.5.1

In calculationg the weight of superstructure, the weight of chequered plates for walkway,
structural members for walkway and weight of trolley refugee will be considered under DL.

Fig 4.5.1.1

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4.5.2 Superimposed Dead Load (SIDL)

SIDL for non-ballasted double track main bridge

• a) Rail weight : = 0.60 (KN/m) x 2 x 2 = 2.4KN/m
• b) Guard Rail weight : = 0.52 (KN/m) x 2 x 2 = 2.04KN/m
• c) Sleeper : = 1750(Nos/Km)x93.8(Kg/nos.) /100000x2x1.2 =3.98 KN/m
• d) Services = 10KN/m
• e) OHE load 13kg/m per track = 0.26KN/m

Total SIDL for main bridge =18.68 KN/m

Fig 4.5.2.1

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4.5.3 Live Load

The bridges are designed for 25T Loading of 2008, double line BG track. The maximum axle
load is 25 tonnes as per appendix XXII (sheet 1 of 4 to 4 of 4) of IRS bridge rules- 2014.
Equivalent Uniformly Distributed Loads (EUDL) shall be as given in appendix XXIII and XXIII
(a) of IRS Bridge Rules. Train load of 91.53 kN/m on both sides of locomotive shall also be
considered as per clause 2.3 (a) of bridge rules 2014

EUDL for bending moment shall be used for design of Top & bottom cords and EUDL for shear
force shall be used for design of web members (verticals and diagonals)

Racking Forces

Racking forces of 600 kg/m for 25T loading shall be applied as moving loads as per clauses
2.9.1 of IRS bridge rules. For effective spans up to 20m lateral loads due to wind and racking
forces shall be considered as 900kg/m as per clause 2.9.2 of IRS Bridge rules

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