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TheStructuralEngineer 9
August 2014

Project
focus
Peer-reviewed papers focusing on the structural engineering challenges faced during the
design and build stages of a construction project.

ˇ Bridge,
10 The construction of Zemun Borca
Belgrade, Serbia
Authors from project engineer, Louis Berger Group, describe a three year, $260M project to design and build
a 1.5km, 172m main span post tensioned box girder bridge for Belgrade, over the River Danube.

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10 TheStructuralEngineer Project focus
August 2014 Zemun Borca Bridge

The construction of Zemun

Borca
ˇ Bridge, Belgrade, Serbia
Project development and funding
Vladmir Vacic MSc, CE (Str. Eng) Louis Berger Group The project was financed from a loan
agreement between the Export-Import
David Phillips BSc, MSc, CEng, FIStructE, FICE Louis Berger Group Bank of China and the Government of the
Republic of Serbia. The Export-Import
Bank of China financed 85% of the
Synopsis investment with the remaining 15% secured
The Zemun Borca Bridge (Figure 1) is a multi-span crossing of the River by the Government of Serbia. The project
Danube located within the suburbs of Belgrade, Serbia. The main span has beneficiary was the City of Belgrade.
a clear navigation span of 172m with side-spans of 95m and was designed The bridge was designed by contractor,
for balanced cantilever construction. The 1.1km approach structure viaduct China Road and Bridge Corporation in
has a typical span length of 48m and was designed for span by span collaboration with the Serbian Institute of
Transport (CIP). The contract price was
construction using a launched moveable support system (MSS). The bridge
initially USD 255M but an Annex II to the
construction was completed in less than three years by Chinese contractor, main contract was signed on 14 May 2012
China Road and Bridge Corporation. This paper presents some of the with a modified contract price of USD 260M.
specific (and occasionally unusual) aspects of the bridge's construction, as The cost of the Zemun Borc̆a bridge was
well as the materials and techniques used. valued at approximately USD 100M. The

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contract was awarded on a design and
construct basis based principally on the
FIDIC design and build form of contract.
The contractor submitted a lump sum bid
which was administered during construction
through scheduled interim milestone
payments.
Project location and site facilities
The Zemun Borca Bridge (Fig. 1) is located
on the outskirts of the City of Belgrade and
connects the Municipality of Zemun with
the suburban township of Borca close to
the confluence of the River Danube and the
River Sava (Figure 2). Borca is located 8km
north of downtown Belgrade, in the Banat
section of the municipality of Palilula.
The bridge crossing forms part of the
Belgrade North Tangent Road, a designated
trunk road, and is an essential part of the
Belgrade Master Plan scheduled to be
implemented by 2021. The overall project
axis extends from the Belgrade-Novi Sad
highway to Zrenjaniski Road and onward
to the main Pancevo highway. This axis
consists of a dual three lane highway with
central median and marginal edge strips.
The North Tangent Road, including Zemun
Borca Bridge, provides access to Zrenjanin
TSE32_10-22 Proj Focus v3.indd 11
and Pancevo townships, reduces traffic
congestion on the only existing Danube
river crossing (Pancevo Bridge), alleviates
traffic flow between Banat and Srem and
improves the existing urban traffic network
in and around Belgrade. The overall length
of the bridge is approx. 1.5km. The length of
the associated south approach roadworks
to the Novi Sad highway is approximately
1.4km and the length of the associated
north approach road to the Pancevo
highway is 18.6km.
At works commencement, the contractor
established site facilities on the left
(Borca) bank of the river that included
both office and living accommodation
facilities for 250–300 personnel, together
with a production area which included a
construction equipment storage area, a
pre-fabrication and steel processing area, a
wood processing plant and a steel and raw
material storage yard.
A mobile concrete batching plant was
erected next to the main site facility on
the Borca bank. The plant comprised three
cement silos with a total capacity of 380t,
four separate fraction aggregate bins
filled by front end loader, cold feed bins
with a volume of 2500m3, two admixture
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11
“The main bridge
crossing is a dual
cast in situ post
tensioned box
girder with a main
navigation span of
172m”
 Figure 1
Zemun
Borca Bridge
containers with a total volume of 18 000
litres. The production capacity of the plant
was 100m3/h. On the right (Zemun) bank, a
fixed batching plant facility with a capacity
of 130m3/h was available for use.
The Serbian code for reinforced
concrete1 requires that discharge concrete
temperatures does not exceed 30°C and
that the maximum temperature within the
as-cast concrete mass does not exceed
65°C. For this reason, the batching plant
was fitted with a liquid nitrogen injection
system for cooling cement. Liquid nitrogen
was used to cool the cement as it was
off-loaded from the bulk transport into
the storage silo. A special nozzle system
for mixing cement and liquid nitrogen
was mounted before the riser pipe of the
cement silo. With this system, liquid nitrogen
was activated when cement started flowing.
The mixing action created by the liquid
nitrogen injection ensured efficient, uniform
cooling. The liquid nitrogen evaporated
during this process and the resulting gas
entered the silo with the cement, cooling it
further. The refrigerating energy of the gas
coolant meant that the system was capable
of reducing concrete temperatures by up to
5–10°C.
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12 TheStructuralEngineer
August 2014
N Figure 2
Location plan
General description
The Zemun Borc̆a Bridge consists of two
independent 13.95m wide superstructure
decks at 15.23m centres, with each deck
carrying an 11m wide road carriageway
comprising three 3.5m wide vehicle lanes,
with a 0.5m wide marginal strip and a 2.0m
wide pedestrian/cycleway (Figure 3). Each
carriageway has standard crossfalls of 2.5%
with pedestrian/cycleway crossfalls also of
2.5%. The overall width of the main bridge is
29.38m with a median of 2m. The designed
posted speed for the crossing is 80km/h
with the road being classed as an urban
expressway.
The main bridge crossing is a dual cast in
situ post tensioned box girder with a main
navigation span of 172m (Pier 4–5) with
two side-spans of 95m (Piers 3–4 and 5–6)
and was designed for balanced cantilever
construction. This form of construction
was chosen to minimise the importing of
fabricated steel, thus maximising the use of
locally available concrete and reinforcement.
The navigational clearance under the main
span is 150 x 9.5m. The main span box
girder is dual single cell and of variable
depth. The pier head segment is 10m deep
with a span to depth ratio of 1/17.2, the mid-
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Project focus
Zemun Borca Bridge
S Figure 3
General arrangement
span depth is 4m deep with a span to depth
ratio of 1/43 (Figure 4).
The approach viaduct structures have
typical spans of 48.4m and were designed
for span by span construction. The cross
section of the approach structures is a
single cell box girder of depth 3m, with top
flange width 13.95m and bottom flange
width 7.45m. Top flange thickness varies
from 250mm at mid-span, with haunching
next to the pier diaphragm increasing this
thickness to 500mm. Web thickness varied
from 500mm at mid-span to 700mm at pier
supports.
The main spans are supported by
mechanical bearings restrained transversely
and longitudinally at the main river Piers
4 and 5 and transversely at Piers 3–6.
The approach spans are supported by
elastomeric bearings without additional
horizontal restraint. Special arrangements
were required during construction to provide
additional restraint to the main spans to
allow balanced cantilever construction. All
bearings were designed for seismic loading.
Geology and geotechnical conditions
The geological stratum across the River
Danube is principally developed from alluvial
material formed of a variety of lithological
compositions. At shallow depth there is
swamp material and alluvium: silt, sand
and silt and laminated mud. Below this is
a mixture of alluvial lacustrine sediments:
silt, silty clay, sand and gravel. At depth,
there is a mixture of sediments of swamps
and lakes: marly clay with calcium crystals,
sand, gray clay and marl.
On the Zemun bank (Figure 5),
quaternary sediments within the Zemun
side sub-strata were represented with a
complex of loess sediments about 25m
thick. Loess is an unstratified, geologically
recent deposit comprising silty loamy
material that is buff/yellowish brown in
colour and is chiefly deposited by the wind.
It is a sedimentary deposit composed
largely of silt-size grains that are loosely
cemented by calcium carbonate. It is
homogeneous and highly porous and is
traversed by vertical capillaries that permit
the sediment to fracture and form vertical
bluffs resulting in impaired physical and
mechanical parameters and potential slip
instability. Under the loess complex are
alluvial swampy sediments. The thickness
of these deposits are typically 5.0–8.0m
and lie above absolute ground levels
62–67 mnv*. Below the complex of alluvial
sediments are pebbly-sandy materials of
riverbed facies, with rare 'letna' sandstone.
The thickness of this complex is 10–15m
and it occurs around ground level 45–62
mnv. Piles on the Zemun abutment were
founded at 54.93 mnv, 31m below pile-cap
level.
Under the River Danube and Borc̆a
bank, alluvial deposits are, depending on
depth, the same geological composition
as in the loess plain zone, starting with
alluvial-swampy loess like sediments, with
thickness 10–15m. Alluvial sediments of
riverbed facies, pebbled sands and sands
are up to 10m thick and lie around absolute
ground level 50–60 mnv. Alluvial-lacustrine
sediments are present around absolute
ground level 20–48 mnv in the riverbed
zone and are about 20–25m thick. Piles for
the main bridge river piers were founded
at 27.10 mnv, 41.5m below top of pile-cap
level. Piles on the Borc̆a approach were
founded at toe levels between 33.6 mnv
and 40.6 mnv, approximately 35m below
pile-cap level.
Hydrological conditions, fluvial
studies and scour
There were several unique characteristics
of the River Danube that required
investigation during design. The ground
water conditions are extremely variable
and complex. The normal river width is
* mnv refers to Balkan geodetic datum
24/07/2014 11:32

700m but increases to 1100m during flood,
when the main river channel moves towards
the Borca bank. The minimum navigation
water level at the bridge site is 70.1m while
the maximum is 74.36m, which provides
a navigation clearance of 150m × 9.5m.
The river is used mostly by pleasure cruise
ships and cargo vessels. The lowest ever
recorded water level is 68.67m (November
1983) and the highest is 75.70m (April
2006). Elevation of the bed of the main
river channel of the Danube is 62–65m.
The riverbed where the bridge is situated
is alluvial channelled, with the Borca bank
scoured and the Zemun bank deposited.
Seasonal floods produce alluvium matter
resulting in cross sediment transport and
shore morphology. The riverbed is highly
permeable with underground waters
existing from 2m below ground level.
Underground waters and the river waters
have a direct hydraulic connection resulting
in seasonal reservoirs and artesian
conditions. The depth of the underground
water under the riverbed at the bridge is
2–3m. The average flow velocity at the
bridge site is 0.5–1.2m/s while the maximum
velocity in the main river navigation channel
is 3-4m/s.
With the main river piers being placed
within the main navigation channel, fluvial
studies and prediction of scour depth
were essential. The shape of the predicted
fluvial abrasion hole and accumulation
area around the main bridge pier and pile
group was determined; with the maximum
permissible scour depth around the
foundation being assessed at 4–6m. A
bathymetric survey of the riverbed was
carried out at both works commencement
and during the contract period, to monitor
scour and to ensure scour depths were not
exceeded.
TSE32_10-22 Proj Focus v3.indd 13
Temporary jetty and tower cranes
Two temporary jetties (Fig. 1) were
constructed, extending from both banks of
the river, to provide segregated pedestrian
and construction vehicle access to all river
piers. The Zemun bank temporary jetty
was approx. 190m long with the Borc̆a
bank being 780m. Both were arranged with
loading platforms and gangways at all pier
locations. The jetties had a working width
for construction vehicles of 5.8m and a 1.0m
segregated pedestrian access. Designated
vehicle turning areas were provided. A
maximum vehicle speed of 20km/h was
posted. Supporting systems including fire
fighting equipment and over-water buoyancy
aids were provided in cabinets secured
to the edge barriers. A typical longitudinal
span was 9m. The transverse distance
from the edge of the access jetty from the
longitudinal centre line of the main bridge
was approximately 18.75m, and the elevation
of the surface of the trestle bridge was
set at +76.00 mnv. The temporary jetty
construction comprised steel casings of
diameter 720mm × 8mm with a transverse
spacing of 5.2m. A grillage of transverse
and longitudinal girders were topped with
transverse load bearing distributing beams
of rectangular steel hollow section 200 ×
100 x 6mm.
Two self-climbing tower cranes were
located at each of the bridge main river
Piers 4 and 5 (Fig. 1) and were founded and
anchored to the main river pier pile-caps.
Each tower crane had a maximum hoisting
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13
capacity of 160kN with a rated hoisting
moment of 2500kNm. The tower cranes
were 40m in height with a working jib length
of 70m. The maximum operating wind speed
was limited to 20m/s.
Piling, integrity testing and static load
testing
All piling on the Zemun Borc̆a Bridge
comprised bored reinforced concrete piles,
varying from 1.2m diameter on the approach
viaducts to 2.0m diameter on the main
river crossing. Steel reinforcement to piles
was welded using automatic cage welding
machines and installed full length. 336 piles
were designed and installed for the crossing
and approaches, with the deepest piles
extending 41m below pile-cap founding level.
The bored pile construction used shallow
steel casing and direct excavation to toe
level under bentonite by means of rotary drill
and kelly. The bore was stabilised using a
locating guide frame with temporary steel
casings installed in the upper alluvial layers;
the length of the casing being determined
from the in situ soil conditions encountered.
The steel casings were rolled and welded
on-site with the initial drive using an 80t
crane and vibratory hammer (Figure 6). The
lengths of casing varied from 20–27.5m for
the main bridge foundations.
Bentonite slurry was used as the drilling
fluid to stabilise the bored hole during
boring and concreting. During the boring
process, the level of bentonite slurry was
kept as high as possible within the casing,
well above the existing ground water. A
turbine pump was used to remove the slurry
loaded with soil particles in suspension from
the bottom of the casing. The slurry was
pumped to open lagoons for land based
piles and storage tanks on the temporary
jetty loading platforms for river based
 Figure 4
Deck cross-section: main bridge
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14 TheStructuralEngineer
August 2014
 Figure 5
Geological conditions:
Zemun side
piles and subsequently recycled through a
recycling unit. The process was continued
until the bentonite arriving from the base
of the bored hole had been flushed out.
Upon completion of boring, the bottom of
the bored hole was thoroughly cleaned with
the cleaning bucket prior to recycling of the
bentonite. Four spare casings were sunk in
advance, and maintained ready to receive
excess bentonite slurry. The slurry was
prepared using undispersed high viscosity
natural or activated sodium bentonite mixed
with high turbulence mixers. Bentonite
pumps were used to deliver slurry mixes to
the pile casings. Contaminated slurry was
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Project focus
Zemun Borca Bridge
mixed with general fill and transported to a
spoil area. In order to ensure satisfactory
performance, an on-site laboratory regularly
tested the slurry. During drilling, testing was
undertaken every hour until the compliance
requirements stabilised. The apparatus
available in the laboratory included a mud
balance for density testing, a marsh cone for
viscosity testing, sand screen apparatus for
sand content and litmus paper for measuring
pH. The parameters for this testing were as
Table 1.
Concrete grade MB30 (maximum
aggregate size 32mm) underwater high
slump tremie concrete was used to eliminate
the need for mechanical vibration. Concrete
was delivered via a custom built hopper and
8m3 delivery regulator. Integrity testing of
piles was undertaken using a testing regime
comprising both ultrasonic cross hole testing
and, separately, low strain seismometric
echo testing. Every pile on the project was
tested, using low strain integrity testing with
15–20% of all piles being additionally tested
using ultrasonic cross hole testing. Between
Pier 22 and 23, the contractor undertook
a pre-production static pile load test to
twice working load (20 000kN) to confirm
design parameters. The test pile was 2.0m
in diameter and represented one of the
main bridge river piles. The reaction system
comprised two anchor piles of diameter
1.5m with a pre-stressed concrete reaction
beam. The basis for the test pile was the
ASTM's Test Methods for Deep Foundations
under Static Axial Compressive Loads2.
The test pile was instrumented with strain
gauges and extensiometers to measure
the transfer of load along the length of the
pile. The maximum settlement under twice
working load was 32mm compared to a
predicted settlement of 25mm. An additional
post-production load test was undertaken
at the Zemun abutment to prove the pile
load settlement behaviour in the difficult
loess sub-strata and sub-formation. An
additional pile to the production piles was
installed within the pilecap footprint. The
pile was loaded via a load cell fitted under a
reaction beam stressed to the pile-cap using
16 x 350kN tension bars. The pile was load
tested to the pile service load of 4800kN.
On the Zemun Plateau (Fig. 5) there were
a number of residential properties in close
proximity to the site boundary. A vibration
mapping and monitoring program was
implemented to measure and monitor
vibrations and settlements during piling
works.
Cofferdam, pile-cap and pier
construction
Except for the main bridge piers, the typical
pile-cap foundation had a depth of approx.
10–12m below water level. The cofferdam
support system comprised conventional
steel sheet piles braced with walings
and 720mm diameter x 8mm thick steel
pipe casings as transverse supports. The
foundation pit was dimensioned at 25.5m
x 10.5m (Figure 7) with pile top elevation
at 76.0m and pile bottom elevation 57.0m;
resulting in a sheet pile length of 19m with
a design high water level of 75.7m. At Piers
4–6, the pile-cap was seated on a minimum
2m thick mass concrete plug/cushion
formation layer of C30 underwater concrete.
This concrete plug provided stability to the
cofferdam, enabling the lower transverse
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supports to be removed so the base could
be constructed with the cofferdam pumped
out. In order to overcome water buoyancy
the concrete plug thickness was sized over
2m, such that its mass counter-balanced the
dewatered depth. For the remaining piers at
shallow depth, de-watering equipment had
sufficient capacity, such that only a nominal
0.5m plug was required.
The main bridge piers' pile-caps utilised
a braced cofferdam comprising a hybrid
arrangement of 1420mm diameter x 10mm
thick steel pile casings interlocked with
conventional sheet piles for additional
strength and stability. The cofferdam
foundation pit geometry was 36.7m x
20.4m overall with a lattice configuration
of cross beams and walings (Figure 8). All
cofferdams were designed for hydrostatic
water forces together with dynamic forces
due to currents, waves and accidental
loads. Vibration hammers were used for
installation. Scour of the riverbed around all
cofferdams was monitored.
The approach viaduct and the main
bridge piers were constructed using
conventional cast in place reinforced
concrete construction using steel formwork
units. Piers incorporated box outs to
accommodate temporary works for the
launched moveable support system (Figure
9).
Main bridge and approach viaduct —
segment configuration and prestress
The main bridge span geometrics over the
main river channel resulted in a configuration
comprising three spans; a main span of
172m and two side-spans of 95m. The
superstructure segments were simple pre-
stressed box sections of variable height and
length but with constant width. The single
cell box girder was 10m deep above each
pier and 4m deep at midspan. The box was
of dual single cell construction with a 2.5%
crossfall. The overall width of each box
girder was 13.95m, with the box width being
7.45m wide. The height of the box girder
and the thickness of the bottom flange slab
was set to a parabolic profile. The segments
varied in length from 3.0–4.5m (to provide
uniform segment weight) with a 2.0m closing
segment (Figure 10a).
Post tensioned tendons consisted of 19 or
27 x 15.7mm diameter low relaxation seven
wire superstrand (nominal strength 1860N/
mm2) in HDPE sheathing. Typically, six
tendons were pre-stressed per segment,
four (two paired) top flange 19-strand
tendons and two 27-strand in-web tendons
all locked off within the box cross-sectional
area (Figure 10b). Continuity tendons
were typically 19-strand tendons locked
off within bottom flange/web anchorage
blisters. Shear enhancement to the box
structural properties was provided by using
vertical pre-stress within the main span
webs. 8 x 32mm diameter full-height pre-
stressing bars (nominal strength
1030N/mm2) per segment were anchored
within the web/bottom flange haunching,
with live end anchorages and stressing
through the top flange.
The approach viaduct segment length
was typically 48m and designed for span
by span construction. Pre-stress comprised
conventional full span by span pre-
stressing tendons, 5 x 27-strand tendons
per web, stressed sequentially to provide
minimum deck eccentricity. Transverse top
flange pre-stressing tendons comprised
3 x 15.7mm strand in flat HDPE sheathing
at 0.5m centres with live and dead end
anchors staggered. Pre-stressing tendons

Table 1: Parameters for bentonite testing

 Figure 6
Vibratory hammer Property to Compliance Test
be measured value method
Less than 1.1 Mud density
Density
g/ml balance
Viscosity 32 to 50 Marsh cone
(Marsh value) (60 re-cycled) method

7 to 11 pH indicator
pH
(12 re-cycled) strips
Sand content Less than 4% Screen

 Figure 7
Typical pier cofferdam

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16 TheStructuralEngineer Project focus
August 2014 Zemun Borca Bridge

 Figure 8
Main bridge Pier 5 cofferdam

of approximately 700t of water and 950t of

sand bags. Figure 11 shows the arrangement
of sand bags, liner and water.

Construction and operation of

launched moveable support system
The typical sequence of construction using
the MSS technique (Figure 12) was as
follows:
For the first segment, two pairs of
moveable triangular truss pier brackets with
glide upper runways were deployed onto the
pier structures using a 50t crawler crane.
The steel brackets were pre-stressed to the
pier head using pre-stressing bars. 52 bars
(26 on each pier) were stressed to 275kN.
The main function of the pier bracket was
to transfer loads from the main launching
beam onto the piers. On top of each

were protected using vacuum grouting with

bar pre-stress protected by conventional S Figure 9
Moveable
support system:
injection grouting. segment launcher

Approach bridge — launched

construction
The northern approach (Borca bank)
viaduct was constructed using an
underslung launched moveable
support system (MSS). The MMS
technology permits full span in situ
concrete construction of cast in place
superstructures without intermediate
supports between piers. Launching
reduces the technological cost of
construction and, while launching stresses
marginally increase the quantities of
permanent works concrete, the balance is
positive and the solution is cost-effective.
The superstructure was formed of a
single cell pre-stressed box girder per
carriageway, designed for span by span
construction with a typical span length
48m. The MSS comprised a casting
cell assembled and suspended within
in a self-launching twin girder overhead
truss and beam system. The MSS main
steel beam and truss nose assembly was
configured with transverse beams and Load testing the moveable support bracket, a control bogie comprising jacks
working platforms. This span by span system launcher for longitudinal movement, main beam lifting
macro-segmental construction technique The MSS launcher was pre-load tested in jacks, and jacks for transverse movement
employed a rear pendular leg and a front order to verify load carrying capacity and were installed. The launcher's primary steel
support beam that transferred support stability of all structural parts, to eliminate beams comprised 2200mm x 3400mm steel
onto the deck and forward pier prior to non-elastic deformation and joint take-up box girders with 24mm flange and 14mm
launching. The total length of the MSS and to investigate and measure elastic web plates. Each main girder was divided
was 103m (main support beam box girder deformation against predicted deformation into five sections using full web and flange
60.5m with truss girder 42.5m). The MSS for pre-camber calculation. The launcher splice bolted connections to allow for site
was equipped with fully automated drive was load tested using sandbags and water assembly. The nose beams were box section
mechanisms, hydraulic systems and to a load of 1.05 times the nominal dead load truss girders also divided into four sections
power packs. Use of the MSS allowed one of one span of the concrete superstructure with spliced bolted connections. The MSS
complete segment to be cast at once with and formwork. This load was calculated was fitted with a front support beam which
a cycle time of approximately two weeks to be 1650t including the weight of the hoisted the front end of the launcher using
per span. internal formwork. The load was made up hydraulic jacks on the forward pierhead and

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 Figure 10a
Segment layout: main span
 Figure 10b
Prestress layout: main span
a rear pendular hanging beam to support the
rear end of the launcher during launching.
After concreting a typical 48m long
segment in one complete pour, and the
curing and tensioning of the pre-stressing
tendons, the MSS main beam and truss
girders were lowered by the main jacks
fitted at the rear pendular suspension leg
(Fig. 12) and on the front pier bracket (Fig.
9). The joints in the middle of the formwork
supporting the transverse beam system
were released. Front and rear formwork
supporting jacks were lowered until the
formwork separated from the concrete.
The main beam box girders and formwork
were moved into a position where the
tranverse beams could pass the piers. The
pier bracket transfer operation involved
releasing the forward propulsion launching
jacks, releasing the transverse bracket
pre-stress and winching the pier brackets
along glide runways located within the main
beam and truss girder lower flange to the
new pier locations. The MSS was then ready
for launching. The launching operation to
the next span and concreting position was
executed using a short stroke re-cycled jack
operation to the underside of the main box
beams. The two main girders and nose truss
TSE32_10-22 Proj Focus v3.indd 17
girders were launched to the next span.
During the launching operation the main
rear pendular suspension leg was moved to
its next position on runway beams seated
on the top deck flange slab. The two main
girders were jacked transversely and joined
in the middle of the transverse beam system.
The main girders were set to line and level
ready for concreting.
Main bridge balanced cantilever
construction sequence, load testing
of travelling formwork
The main bridge construction sequence
is shown in Figure 13. The construction
methodology used for the main span super-
structure, incorporated in situ balanced
cantilever construction. A 14m long
pierhead segment was cast on conventional
formwork supported on temporary props.
This provided a platform for launching the
travelling formwork. Using this technique,
the formwork was suspended from the end
of the last segment. The new segment was
cast, and after the concrete had developed
a predetermined strength, the section was
post-tensioned to the previous segment.
Segments were cast as complete units
and stressed in pairs, one each side of the
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river piers. Two pairs of custom-made form
traveller carriages, each weighing 37t, were
set up on rails on the pier heads to support
the formwork for the main and side span
segments (Figure 14). The form traveller
carriages were self-launching using short-
stroke hydraulic jacks to push forward the
entire overhead assembly on runway beams.
As the superstructure proceeded towards
mid-span, box sections became shallower.
The internal web forms were constructed in
removable segments, the outer steel forms
hung down beneath the permanent works.
The construction of cantilever segments
was targeted at a two week cycle with
stressing at five days.
After assembly of the balanced cantilever
formwork, a simulated load test was
undertaken to 105% of the segment dead
load by a reaction force applied to a custom
designed steel bracket anchored to the
pier head unit (Figure 15). The loading was
applied incrementally in 20% increments
with each increment of load being held for
10min. The total force applied was 254.7kN,
with the maximum weight of segment plus
formwork being 242.8kN. The maximum load
was successfully held for 2h. The maximum
weight of one segment was 245t.
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August 2014
E Figure 11
Pre-load testing the
MSS launcher: cross sectional
arrangement
N Figure 12
Moveable support system
ready for launching
Control of out of balance forces
Each pier had a cast in place pier head unit. Out of balance forces
arising from cantilever construction were resisted by temporary
twin steel tubular props on either side of the main span river piers
supported from the pile-caps. Props were 1200mm diameter casings
14mm thick filled with 45MPa concrete. A secondary inner prop
(720mm diameter and 8mm thick) was also supported from the
pile-caps and this, together with brackets on the 1200mm diameter
casings, was used for supporting formwork for the zero segment pier
head unit. In-plan rotation of the cantilevers under differential wind
loading was controlled during construction by bracing the props from
the piers. Strains and associated forces in the props were monitored
during construction. In addition to the provision of temporary
propping, in order to provide an encastré fully secured stable
connection between the pier head unit and the substructure during
cantilevering, the pier head unit was stressed via concrete outriggers
to the substructure using pre-stressing bars (Figure 16). A temporary
concrete frangible pack surrounded the permanent bearings.
Side span and main span closure
The construction sequence for the 2m long main span and side span
closure segments (Figure 17) required monitoring and observation
of ambient day and night temperature in order to determine the
optimum time for locking and casting the closure segments.
Following installation of temporary restraint beams (top and bottom
flanges – Figure 18 and 19) to restrain and secure the main span and
side span closure, the transit plates for the main bridge Pier 3–6
primary mechanical bearings were released to unlock and activate
the bearings for horizontal translation movement. Overall longitudinal
fixity against gravitational creep was provided by a temporary
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Zemun Borca Bridge
longitudinal bumper connection at Pier 6 and horizontal friction in
the main bridge bearings. Water tanks using steel casings were
deployed to provide balanced load distribution during main span and
side span closure casting of concrete. The weight of the water tanks
was equivalent to the weight of the closure segment, with water
being released incrementally as the closing segment was cast.
Deformation control during construction of balanced
cantilever main span
Strict control of deflections during construction was crucial
because this type of bridge has historically shown propensity
to develop larger time-dependent deflections than could be
predicted in design. This is largely due to deformation prediction
not being reliable as a result of the high degree of uncertainty
in creep and shrinkage prediction and estimating model
parameters (such as temperature and relative humidity), the
complex segmental construction process and the sensitivity
of deformations to variations in the construction schedule.
As excessive deflection may lead to deterioration of the
bridge aesthetic, serviceability problems and traffic safety
being compromised. Accurate prediction of the deformation
was considered essential for the successful erection of the
superstructure, as well as the uncompromised state of the bridge
throughout its design life.
As the construction methodology and chronology had such
a determinative influence on deformations, a time dependent
phased structural analysis was required. During each segment
construction, the elevation of the entire span was measured
by levelling the forward tip of the travelling formwork. A
two-dimensional numerical algorithm computer model was
24/07/2014 11:33

 Figure 13
Main bridge: construction sequence
developed for the incremental analysis of the cast in place
balanced cantilever segments. The numerical model simulated
the segmental construction procedure through the entire life
span of the bridge. The model took into consideration effects
caused by differences in age of bridge segments, the sequential
application of permanent loads and pre-stressing, changes in
both segment temperature and ambient temperature, material
elastic modulus and shrinkage and creep of concrete, temporary
supports, relaxation and curvature of pre-stressing tendons and
vertical and horizontal movements of the supports as well as their
rotations. It also evaluated redistribution of internal forces with
time after continuity. Critical segments were instrumented with
strain gauges and thermocouples, with data being fed back such
that the monitoring team could update the two dimensional model.
Actual stresses were monitored against predicted stresses. The
prescribed pre-camber was continually adjusted accordingly.
Furthermore, a nominal time lag was inserted between Pier 4 and
5 cantilevers in order that, if observed deflections should exist, a
correction could be made to the lagging cantilever. Three overall
vertical control alignments were monitored:
• After main span closure
• After completion of superimposed dead loading including deck
finishes and asphalt
• At taking over — based on time dependent adjustment between
control alignment No. 2 and 10 years following opening to traffic
Spare continuity ducts were provided within the bottom flange
such that there was scope for level adjustment and correction
should traffic or dead loading increase in the future.
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19
 Figure 14
Balanced cantilever formwork
 Figure 15
Load testing balanced cantilever formwork
Articulation system and structural bearings
Structural bearings used on the bridge comprised two types; anti-
seismic high damping elastomeric bearings on the approach viaducts
and anti-seismic mechanical spherical bearings on the main bridge.
All bearings were designed and installed to the requirements of
BS EN 13373.
Anti-seismic high-damping laminated elastomeric bearings (Figure
20) were installed on the continuous approach viaduct structures.
The bridge and approach viaduct structures are situated in an area
of moderate seismic activity. It was therefore desirable to isolate
the viaduct superstructure from ground movements by supporting
the approach superstructure on flexible elastomeric bearings, i.e.
providing a floating superstructure. This additional flexibility allowed
the natural period of the structure to differentiate from the natural
period of any earthquake. This served to lengthen the natural period
of vibration and hence reduce the structure's response to seismic
loads and resonance; in turn reducing the risk of damage or collapse
during a seismic event.
The high-damping rubber bearings used, consisted of multiple
elastomer layers made of special dissipative rubber compounds,
separated by reinforcing steel plates moulded to the rubber layer.
Steel plates were bonded to the rubber through a vulcanisation
process which increased the resistance of the bearing to vertical
loads. These steel plates were fully embedded within the elastomer
for corrosion protection. The anti-seismic bearings dissipate energy
by hysteresis and work on the principle of base isolation, limiting the
energy transferred from the ground to the structure, in the event
of a seismic episode. The rubber and steel laminated bearing were
designed to support the weight of the structure and to provide
post-yield elasticity. This type of anti-seismic bearing is capable
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20 TheStructuralEngineer
August 2014
 Figure 17
Main span and side span closure
of supporting live vertical loads and low
displacement horizontal loads. They were
designed to absorb movements due to
temperature, creep and shrinkage while
transferring longitudinal and transverse
loads such as traction and braking forces
and wind effects. The upper and lower
secondary anchor plates allowed for easier
replacement of the device during service.
The main bridge balanced cantilever
superstructure bearings comprised anti-
seismic spherical mechanical pot bearings
(Figure 21). Due to the much larger spans
and corresponding loads on the main
bridge, laminated elastomeric bearings
were not suitable, leaving steel mechanical
bearings as the selected bearing type.
They were designed to accommodate
rotations about any axis and movements
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Zemun Borca Bridge
of the superstructure. The main bridge
was fixed at Pier 4 on the upstream
structure and Pier 5 on the downstream
structure with transversely guided and
free longitudinal bearings at Piers 3 and 6.
The designed seismic force demands on
Piers 3 and 6 with sliding bearings were
small under longitudinal ground movement,
such that almost all of the inertia force of
the superstructure is transferred to the
foundations by Piers 4 and 5. The bearings
were designed to:
• increase the structural fundamental
vibration period
• provide a restoring force after sliding to
prevent dislocation and unseating following
any earthquake aftershock
• have capacity for seismic dissipation (thus
 Figure 16
Temporary propping
to balanced cantilever
reducing seismic force and displacement
demand)
• have sufficient maximum design
displacement to dissipate seismic energy
The bearings were connected to the
superstructure and substructure by means
of threaded sockets. Temporary transit
plates with lifting hooks were fitted and
remained in place until main span and
side span closure. The sliding bearings
were fitted with butyl rubber dust aprons
to protect the bearing sliding surfaces
and were fitted with movement scales
for measuring horizontal movement of
the bearing during service. The bearings
were also provided with electrical isolation
devices to prevent the passing of stray
current through the bearing.
Bridge barriers, walkway slabs and
handrails
The bridge vehicle restraint system
comprised a combined pedestrian vehicle
concrete restraint barrier with a steel crash
rail to provide protection to pedestrians
using the walkway behind the containment
barriers (Figure 22). The containment class
was H2-W4 and barriers were designed
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21

to be compliant with SRPS EN 13174. The
barrier was precast on site in 6m panel
lengths and designed to contain and redirect
vehicles without complete failure or damage
to the bridge superstructure top flange slab
and cantilever. Walkway slabs comprised
discrete in situ concrete slabs cast in 6m
bay lengths to control creep and shrinkage.
Walkway slabs incorporated telecom and
power cable ducting with associated draw
pits. The pedestrian/cycle walkways were
provided with a durable, slip resistant
surfacing system supplied in two colour
tones — red and grey. The material was
liquid applied, three component, fast curing,
UV stable slip-resistant surface coating
based on Methyl Methacrylate (MMA) resins.
The pedestrian safety guardrail comprised a
robust 1.25m high galvanized steel handrail
with vertical posts of 100mm and 100mm x
5mm thick square hollow section together
with 101.6mm diameter x 4mm thick handrail
and infill bars.
vacuum grit blasting. Underneath the
asphalt roadway, the system comprised
a fast curing primer, two coats of MMA
with a final adhesive bond coat of polymer
modified bitumen. Underneath the cast in
situ concrete pedestrian walkways, because
of the protection provided, the system was
the same except only one coat of MMA was
applied with no final bond coat.
Conclusions
Zemun Borc̆a Bridge with a main navigation
span of 172m is the second crossing
of the Danube River in Belgrade. The
bridge form is a versatile and economic
form of construction and presents an
aesthetically pleasing solution, in keeping
within its attractive rural river setting. The
design and construction presented major
challenges to the Chinese contractor China
Road and Bridge Corporation. The area’s
geology and geotechnics together with
active river conditions and difficult third
party interfaces made this an unusually
demanding project. The safety of all bridge
operations on multiple work fronts required
close interaction between the contractors'
workforce erecting the bridge and the
complex structural, mechanical and electro-
hydraulic components of the launching
and balanced cantilever operations. The
successful construction of this technically
demanding bridge, in less than three years,
using both established and innovative
construction methods, was the result of
continuous review of the project dynamics,
W Figure 19
Temporary restraint
beam: bottom flange

Expansion joints
Modular expansion joints (Figure 23) were
chosen to accommodate superstructure
deck end movements. Expansion joints
were positioned at the ends of the
balanced cantilever main bridge structure
at Piers 3 and 6, at the Zemun and Borc̆a
abutments and every fifth span on the
approach viaducts. Movements ranged S Figure 20
Elastomeric bearings
from 340–740mm on the main bridge
deck end joints, and 180–420mm on the
approach bridge deck end joints. The
expansion joint comprised edge beam,
centre beam, support bars with strip sealing,
sliding springs, sliding bearings and control
springs. This type of joint was designed
to accommodate longitudinal, transverse
and rotational movements and structure
deformations while also satisfying everyday
thermal requirements. The neoprene sealing
elements were mechanically locked into
the separation beam, with each traffic
bearing separation beam having a dedicated
support bar. The control springs provided
between the support bars ensured a uniform
distribution of the total movement to the
individual joint gaps. Steel stops were
provided at the support bars to prevent
opening of the individual gap by more than
80mm. The support bars were supported
by resilient compression spring bearing
elements within support boxes. Pre-
compression of the sliding springs prevented
the supports from lifting off the bearings. N Figure 18
Temporary restraint
beam: top flange

Bridge deck waterproofing

The waterproofing system comprised
an airless spray system based on acrylic
resins (MMA). Preparation of the finished
concrete surface was undertaken using E Figure 21
Mechanical bearings

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22 TheStructuralEngineer Project focus
August 2014 Zemun Borca Bridge

S
Figure 22
Restraint barrier and crash rail
high levels of skill, diligence and application
in the workplace, together with teamwork by
all project participants.

Acknowledgments
The rapid completion of the bridge is a
testiment to all involved. The design and
construction of the Zemun Borc̆a Bridge
was the combined effort of many individuals
in the following organisations:

Employer: Government of the Republic of

Serbia
Employer's representative: Belgrave Land
Development Public Agency
Contractor: China Road and Bridge
Corporation
Designer: China Road and Bridge
Corporation and the Serbian Institute of
Transport CIP
Project manager and engineer: Louis
Berger in Association with EuroGardi Group

References
E1 PBAB 87: Serbian Code for
Reinforced Concrete
E2 ASTM International (2013)
ASTM D1143/D 1143M-
07 Standard Test Methods
for Deep Foundations
Under Static Axial
Compressive Load, West
Conshohocken, PA:
ASTM International
E3 British Standards Institution
(2000) BS EN 1337-1:2000
Structural bearings. General
design rules, London: BSI
E4 Institute for Standardization
of Serbia (2013) SRPS  Figure 23
Deck modular expansion joints
EN 1317-1:2013 Road
Restraint Systems Part 1:
Terminology and general  Figure 24
Zemun Borca Bridge
criteria for test methods,
Serbia: ISS

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