cantilever form traveller

Form Traveller System Bridge Construction: Out-spanning Traditional Methods

The use of form traveller systems offers significant cost savings for bridge construction projects throughout the world. We've partnered with Miguel Barreto from  ConstruGomes of Portugal to highlight the key aspects of form traveller systems: how they offer cost advantages over traditional construction systems, in what situations they can best be utilized, and how they function.

Form Traveller Bridge Construction

Form traveller specifics.

Form travellers can be employed during cantilevered concrete girder construction when a bridge pier can be used as a starting point. Opposite directions of span construction are facilitated by using the top of a pier as the initial anchor point for two separate form travellers (each pair of form travellers operates as a unit). Cantilevered construction is allowed by moving each pair of form travellers farther away from a pier in tandem. The weight is therefore always balanced, and the static forces on the pier maintain equilibrium. The incremental movement of each pair of form travellers is the critical path to project completion.

Work progress is limited to span increments of approximately 5 m (approx. 16') or 400 tons per week on each side of a pier. However, the key advantage of form travellers is their ability to span great distances in remote locations. If the contractor can access the piers, the bridge can generally be built with form travellers, including angled bridge decks with varying turn radii. Form travellers are preferred for building spans over deep valleys, waterways, and roads where access from the ground is a challenge and the number of piers is limited (especially for the central span).

• Form Traveller Delivery: Form traveller equipment can be trucked to the job site in multiple shipments or barged to the site if a bridge is being constructed over a navigable waterway.
• Form Traveller Operation and Training: Form travellers are powered by a hydraulic system, requiring the crews that operate them to receive specific training. The structural framework of the form traveller moves forward on rails anchored to the previously constructed span segments. The individual steel structural members of each form traveller are connected with pins to facilitate mobilization/demobilization.
• Form Traveller Installation: Form traveller equipment is assembled on the ground, and segments are then lifted by crane to their starting points on a specific bridge pier. Demobilization follows the same process in reverse. Sections are placed on the ground by crane and further disassembled into shippable parts.

Form Travellers vs. Traditional Construction

The main advantage of form travellers over other construction methods is that they allow for longer and wider spans to be built in challenging site conditions. Form travellers are better suited for bridge designs involving fewer piers because they can span much greater distances than other methods. This chart generically summarizes the maximum spans, widths, and timelines allowed by various concrete bridge construction techniques.

Moving Scaffolding Systems (MSS)

Moving scaffolding systems (MSS) cannot take full advantage of cantilevered construction techniques as compared to form travellers. Customized (expensive) MSS equipment is required for bridge decks greater than 20 m (approx. 65'). Moving scaffolding systems can be more cost-effective for long bridges with equal repeated spans (or multiple spans) because it is generally a quicker method: 30–60 m (approx. 98–196') span every week, or 60–90 m (approx. 196–295') span every two weeks. For bridge decks with a substantial turn radius, the MSS become less easy to operate. The MSS structure has to extend outward and move around constructed bridge piers as shown in this video .

Incremental Launching

Incremental launching is preferred for long straight bridge spans or those with a large and constant turn radius. This method becomes less feasible when the design requires an angled bridge deck relative to the horizon or a flat deck with a varying turn radius. The placement of each span increment is limited by the size of the hydraulic system pushing each span segment into place. Initial installation costs of the launching equipment (cables, hydraulics, rollers, etc.) is high, generally becoming more cost-effective as total bridge lengths approach 400 m (approx. 1,312'). It is usually good for small wide bridge decks that can be built in consistent segments, such as railroad bridges. It is also a good option in places where the bridge is high because the contractor doesn't need to use cranes or transports along the bridge to place deck segments. Concrete and steel materials are staged at a consistent location, so the system works similarly to a production factory.

Pre-Cast Materials

Pre-cast construction is often not suitable for larger spans. The length of the pre-cast concrete members is limited by factory equipment, the behavior of formed concrete, and shipping considerations. The use of pre-cast members is not feasible in some remote areas due to poor access roads. Transporting and elevating pre-cast members with cranes can be particularly challenging for bridge projects with poor access, rivers, or low support conditions. The higher a project’s bridge piers, the higher the cost of crane operations (i.e., larger crane equipment is required).

Heavy Propping and Traditional Scaffold Formwork

When the bridge spans are located at significant heights above grade, traditional formwork becomes no longer feasible since it requires bracing to ground. It becomes more labor-intensive and tedious as span lengths and pier heights increase. ConstruGomes has used heavy propped formwork up to only 40 m (approx. 131') of bridge span and height. These systems are normally limited to a height of 40 m because of material limitations and safety considerations. The spans can be large because they can have multiple support towers on the ground. The limit of 40 m of span is between a set of propping towers only.

Self-Climbing Formwork

Self-climbing formwork operates similarly to form travellers but builds piers vertically in increments as opposed to bridge decks laterally. Self-climbing formwork is installed at grade and can be used to construct the entire height of a new cast-in-place concrete pier. Lifts of up to 5 m (approx. 15') every 2–3 days can be achieved. Self-climbing formwork needs a constructed pier height of only 1 m (approx. 3') to begin operations.

Image Gallery

This image gallery below of ConstruGomes projects in the Marao Mountains and the Azores highlights their use of form travellers and self-climbing formwork in state-of-the-art bridge construction.

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Andrew Kimos

Andrew Kimos completed the civil engineering programs at the U.S. Coast Guard Academy (B.S. 1987) and the University of Illinois (M.S. 1992) and is a registered Professional Engineer in the state of Wisconsin. He served as a design engineer, construction project manager, facilities engineer, and executive leader in the Coast Guard for over 20 years. He worked as a regional airline pilot in the western U.S. before joining the Buildipedia.com team as Operations Channel Producer.

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Overhead Form Traveller

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What Is Overhead Form Traveller

The Form Traveller is a temporary support structure supporting the weigh of the bridge and viaduct deck segments cast in situ built by the cantilever method from the pier head to the center of the span.

Safe, Typical, Adjustable

• Adjustable to the variations of segment length, cross section height, web thickness, and deck width
• Easy to fit almost any deck cross section

MIDAS software calculation

• Reduced weight, saving prestressing in the deck construction phase
• Easy to transport

Save Cost to Be Reused

• Easy to assemble, launch-back and disassemble
• Reusable multiple times

Pre-test and Pre-load

• Reduced deformations
• Easy to adjust the height for the curves

Form Traveller Frame System

1. Main frame system

• Upper bracing
• Lower bracing
• Front bracing
• Rear bracing
• Vertical bracing

2. Main support structure system

• Bottom longitudinal beam
• Front support beam
• Rear support beam

3. Launching device and anchor system

• Front bogie
• Rear pull-down beam
• Launching device

4. Hoisting System

• Support beam hoist

5. Formwork system

• External formwork
• Internal formwork
• 0# Block formwork

6. Working platform system

• Upper working platform
• Lower working platform
• Front ladder
• Rear ladder
• Protective guard

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The Constructor

Balanced cantilever method of bridge construction.

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What is balanced Cantilever method of Bridge Construction?

Fig.1: details of cantilever method of bridge construction (Cast in situ segment)

Fig.2: details of cantilever method of bridge construction (precast segments)

Procedure for balanced cantilever method of cast-in-situ bridge Construction

Fig.3: construction of lower infrastructure of bridge

Fig.4: Positioning of special formwork

Fig.5: Soffit, web, and Deck shuttering

Fig.6: shuttering soffit, web, and decks

Fig.7: concrete placement

Fig.8: Concrete placement

Fig.9: bridge construction progression

Fig.10: Construction of closer section of the bridge

Sequence of balanced cantilever method of precast bridge construction

Fig.11: Pier construction

Fig.12: lifting frame

Fig.13: End span segment o false work

Casting of precast segments

• Short line method: In this rate of segment production is slow. Three or four segments cast at a time.
• Long line method: In this rate of segment production is fast. Segments equal to one span cast at a time.

Fig.14: Short line segment casting

Fig.15: Long line segment casting

Cast-in-Place Segments Vs precast segments

• Cast-in-place construction proves to be very beneficial when large, considerably heavy segments are required to be constructed. So, instead of handling the segments, only materials have to be transported thus influencing the type and size of required equipment.
• Alignment variations and corrections are more easily accommodated in cast-in-place construction; but more corrections will probably be necessary.The increase in alignment corrections for cast-in-place construction compared to precast construction relates directly to the age of the concrete when loaded. By and large, the concrete is much younger when loaded in cast-in-place construction.

Madeh Izat Hamakareem

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What Is Form Traveler In Construction?

• Building & Construction

A form traveller is a type of travelling formwork system used in bridge construction. It enables the repeated construction of structural elements and is typically used for free cantilever construction of post-tensioned box girder and cable-stayed concrete bridges.

Form travellers are supported by the part of the structure already built, and can be overhead or underslung

Form traveller is a system used for free cantilever construction of post-tensioned box girder and cable-stayed concrete bridges. It is lightweight, versatile, easy to assemble and operate, rolling forward on rails or rollers, and supports the weight of the construction elements including formwork, traveler, reinforcement and uncured concrete.

The form traveller system is designed to be highly stable and rigid so that it does not move significantly under the weight of the concrete as it is poured or during curing. It also has features such as being portable and cost effective.

The Standard form traveller is intended to be used for bridge construction and has a maximum segment length of 5 meters. The load capacities for concrete and formwork can range from 250 to 400 tonnes. The weight of the steel used in the form traveller depends on the specific cross-section of the bridge, typically ranging from 25 to 65 tonnes.

It is possible to modify the Standard form traveller to fit almost any cross-section and adjust it during use to accommodate changes in segment length, section height, web thickness, and deck width.

What Is Form Traveler Used For?

Form travellers are used for free cantilever construction of post-tensioned box girder and cable-stayed concrete bridges. They are lightweight, versatile, easy to assemble and operate, rolling forward on rails or rollers, and offer significant cost savings over traditional methods.

Form travellers are preferred for building spans over deep valleys, waterways, and roads where access from the ground is a challenge and the number of piers is limited.

The main advantage of form travellers over other construction methods is that they allow for longer and wider spans to be built with less material than traditional methods.

Form travellers come in two types: overhead form travelers which are suspended underneath the bridge structure already erected, and under-slung form travelers which are mounted on top of the structure already erected.

Is Form Traveler Used For Construction Of Superstructure?

Form travelers are commonly used for the construction of cantilever segmental bridges, as they provide a convenient and efficient means to build superstructures.

These form travelers give shape to the segment, support the weight of the newly cast concrete until it has gained enough strength to be post-tensioned to the previous cantilever segments, and transfer the segment weight to the already existing superstructure.

Form travelers can also be used in certain circumstances for other types of bridge structures (such as truss or arch bridges), depending on the specific design requirements.

Form Traveller Installation

Installation of form traveller involves assembling the equipment on the ground and lifting segments by crane to their starting points on a specific bridge pier.

Form travellers come in two main types: overhead and underslung, with both being designed for free cantilever construction of pre-stressed girder and cable–stayed concrete bridges.

Structural analysis is used to improve the performance and alignment of bridges, as well as ensure that the formwork does not move significantly under the weight of the concrete during pouring or curing.

Form Traveller Components

Form traveler components consist of a main frame, walking and anchoring device, bottom mould frame, side mould frame, inner mould frame, front lifting device and rear lifting device which are important for the smooth functioning of form travelers.

The main frame provides stability to the whole assembly while the walking and anchoring devices assist in its movement. The mould frames form an enclosure for supporting the form structure pieces and the lifting devices on both ends help in moving them between different levels.

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SDI FT is a cost – effective and reliable solution!

Both the overhead and the underslung FT are designed for free cantilever construction of pre-stressed girder and cable – stayed concrete bridges. A standard underslung FT is designed for a segment length of 5 m. It can be tailor made for various segment lengths. Our formwork can be supplied with wooden, steel or plastic sheeting, which can be recycled.

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Balanced Cantilevered Bridges

Bridging wide spans with the balance beam principle

In the free cantilever method of construction the prestressed-concrete superstructure, generally boxlike in section, is cast section by section. Two cantilever arms are built in opposing directions, extending away from the pier head (or 'hammerhead' as it is often termed). In order to ensure that this 'balance beam' does not topple off the head of the bridge pier, the superstructure is connected to the pier in such a way as to remain flexurally rigid, or it is held by temporary supports or temporary piers until the through-beam supporting effect of the superstructure is established by what is known as gap closure. Even though the connection through to the pier is flexurally rigid, the two extensions have to be kept within a precisely defined maximum load delta. Consequently, there can be no more than a minor difference in the lengths and weights of the two cantilever arms.

Highlights:

• spans up to 300 m can be bridged efficiently with conventional cantilevered construction
• used for wide spans (valley, river, sea, nature conservation area, etc.)
• nothing to obstruct traffic (road, rail, shipping) underneath the structure
• the pier head is the starting segment for the pair of cantilever forming travellers and it also absorbs the enormous support moments and loads deltas during construction
• generally a one-week cycle for casting and prestressing each pair of segments
• defined work cycle: process-oriented completion of the sections for high efficiency and quality
• starting segment for the cantilever forming travellers
• constructed using load-bearing tower, timberbeam formwork and framed formwork systems
• extensive safety features for safe working conditions

Gap closure

The closing cycle has to go smoothly, but it is also very important to plan the disassembly or retraction of the cantilever forming travellers.

Optimised interface between Doka and structural engineer

As regards planning the anchor holes for the cantilever forming traveller, close coordination with the structural engineers is essential in order to avoid collisions with the bridge's tensioning-cable system. This method of construction involves relatively large deformations, so super-elevation has to be calculated accurately and conditions checked and adapted after every pouring operation. Doka supplies the structural engineer with the data on system deformations for each cycle.

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