Synchronised heavy lifting system

for bridge structures

Abstract
The Department of Transport and Main Roads is
replacing a large number of bearings along Brisbane’s
Riverside Expressway. The recently purchased bridge
jacking system is computer controlled and is capable
of accurately controlling up to twenty hydraulic jacks
during a lift. The previous system was manually
controlled and required a crew of people to monitor the
position of each hydraulic jack.

The new system is safer and faster, allowing more time

to remove the old bearings and install the new ones.
As the jacking of the Riverside Expressway must be
performed at night within tight time frames, the new
system is seen as reducing the project risk.

Introduction
To maintain and repair bridge bearings, bridge decks
Wayne Hansford must periodically be lifted from their supports. While
Project Manager (Structures), RoadTek Asset the Department of Transport and Main Roads (TMR)
Services have a small number of steel bridge structures, the vast
majority are manufactured from prestressed concrete to
a range of designs. Because concrete bridge structures
do not have the high degree of flexibility that steel
structures exhibit, it is important that when jacking a
concrete bridge deck, all jacks should lift uniformly
within close tolerances to avoid distortion and over-
stressing. When performing a lift, the number and size
of hydraulic jacks can vary and the load that each jack
is required to lift can also vary. This load variation
is due to a range of factors such as the physical deck
dimensions, the relative positioning of the jacks and if
unwanted restraints occur during lifting (for example,
snagging bolts, restraint angles, barrier rails and
debris).

Older bridge decks in particular are not designed to

accommodate lifting jacks as there is insufficient
space between the headstock and a deck girder or end
John Spathonis diaphragm. New bridge designs are now incorporating
a facility to install lifting jacks. On the vast majority
BE(Mech), RPEQ of the department’s bridge stock, heavy duty false
work must be installed to achieve a suitable jacking
point. This false work must be sufficiently rigid to
avoid excessive deflections caused by the reaction
from the jacks and must be carefully designed to avoid
damage to the bridge structure.

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In the past, operation of the hydraulic jacking systems
has been fairly rudimentary. The jacks have shared a
common source of high pressure hydraulic fluid (up
to 700bar) via a common distribution rail or manifold.
Because the pressure and flow requirements for each
jack are not uniform, the oil flow to each jack had to
be controlled manually, usually with a needle valve
in each jack’s supply line. Figure 1 shows a single
supply rail with a series of needle valves attached to
hoses connected to the jacks.
Figure 1. Distribution rail with needle valves
The movement of each girder at each jacking position
is individually monitored using a dial indicator
(Figure 2). During the raising and lowering of the
deck, the dial indicator reading is verbally relayed
to a person controlling the needle valves who then
regulates the flows. Hence the jacking operation is
reliant on the skill of the operators reading the dial
indicators and the skill of the operator controlling
the needle valves. Needless to say, this operation is
very stressful and must be performed very slowly to
maintain the close tolerances required.
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Figure 2. Monitoring the movement of the deck
and jack support
Improved method of control
The Technical Education and Innovation section
provided advice to Structures Division on a better
method of controlling the flow to each hydraulic
jack. In the manual mode, the needle valve seat at
a micro level is regulating/restricting the oil flow in
the fine gap between two parallel surfaces. From
past experiences and from an overall engineering
perspective, this method of flow control is not effective
at the very small flow levels which must be controlled
in this situation. The flows can become unstable.
Minor movements at the valve stem caused by hand
pressure can cause the flow to alter.
The accepted method used by industry to measure
fluid flow is by using sharp edged orifices. (In
agriculture, water flow in channels is measured using
sharp edged ‘V’ shaped weirs.) The reason sharp
edged orifices work, is that they minimize the effects
of fluid viscosity as long as the thickness of the orifice
plate is small in relation to the diameter. The initial
idea from the improved method was to control the
majority of flow using sharp edged orifices. However,
at the very small flows in question, the orifice
diameter would have to be very small, in the order of
0.2mm. However, under the normal field conditions
experienced, such small orifices would be highly
susceptible to blockage. A practical orifice diameter
to minimize blockages is in the order of 0.5mm. The
problem is that this size would be too large to control
the small flows required.
In addition to the orifice diameter, hydraulic
companies have information on oil flow through
a single orifice, but no information on the flows
through multiple orifices in series. A small research
project1 was initiated to gain an understanding of
what happens when orifice plates are used in series.
The hole in every alternate orifice plate was on centre
line, and orifice plates in-between had a hole offset
to the centreline. This arrangement was to reduce
the possibility of any dynamic effects of the oil. No
tests were undertaken to verify if this precaution was
justified.

Figure 3 indicates the results of this research.

Hydraulic fluid, ISO 68, similar to that used in
hydraulic jacking systems was used, and measurements
were taken with various pressures, flow rates and
orifice plate numbers. The temperature of the oil as it
exited the orifice assemblies was measured. The flows
were controlled to give the required pressure drop
across the orifice bank. As would be expected, the
temperature of the hydraulic oil increases as pressure
energy is dissipated across each orifice plate. For a
given flow rate, the more orifices used in series, the
greater the temperature rise. As the temperature of
the hydraulic oil increases, the viscosity of the oil
decreases offering less restriction to flow.
These results indicated that there was no linear
relationship between flow/pressure drop and number
of orifices. For example, the pressure drop across ten
orifice plates arranged in series is not ten times the
pressure drop across one orifice.
Figure 3. Pressure drop and flow rate through
multiple orifices
From this research, formulae could be used to
approximate the flow and pressure relationships
through multiple orifices. However, these particular
formulae are relevant to sharp edged orifices with
diameters close to 0.5mm and ISO 68 hydraulic fluid.
Equation 1 below can be used to calculate the flow rate
for a given total pressure drop while equation 2 allows
the total pressure drop to be calculated from a given
flow rate.

The initial intention was to set up a demonstration

project and install orifice plates prior to each needle
valve in the Figure 1. For a particular lifting operation
the appropriate number of orifices would be installed
(with the aide of formulae derived from the flow
curves) before each needle valve. These orifices
would then act as the primary flow control and the
needle valves would then provide the small amount of
secondary fine tuning.

1 The research project was performed in partnership with Mathers Hydraulics Pty Ltd

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Up until this time, the bridge jacking work performed
by Structures Division was generally comprised of
one-off bridge jackings on an ‘as required’ basis.
A very large program of sequential work had not
occurred up until this time. Routine maintenance
checks on the Riverside Expressway (REX) revealed
that of approximately 250 neoprene bearings and 750
pot bearings, a large number required refurbishment or
replacement, and a program of maintenance work was
proposed by Metropolitan Region. This large program
of works created the need to review how this lifting
operation was performed.
A brief revisit to the history of the REX may help put
the project into perspective. The contracts were let
for the construction of the Riverside Expressway in
1969 with work progressing from the Captain Cook
Bridge end toward the William Jolly Bridge. In 1974
a section of the Riverside Expressway from Alice
Street to Ann Street was opened while the complete
2.7 km of expressway was opened to traffic at a
ceremony performed by His Excellency Air Marshal
Sir Colin Hannah, K.C.M.G., K.B.E., C.B., Governor
of Queensland, on the 22nd July, 1976 (1). Hence the
REX has provided thirty-four years of service under
very high traffic flows. These neoprene bearings
were some of the earliest bearings of their type on the
network.
Because of the large number of lifts required for the
REX and the importance of these lifts in terms of each
being reliably carried out on a nominated night, an
improved method of control during jacking operations
was required. A decision was made to call tenders
for a new computerised jacking system to replace the
current manual system.
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Computerised jacking system
Based on the findings of the orifice research, tender
documents were compiled by Technical Education
and Innovation Branch on behalf of Structures and
Metropolitan Divisions. Enerpac Australia (Actuant
Australia Ltd) was successful in supplying the new
computerised jacking system.
The system is comprised of two separate hydraulic
powerpacks (with computers), each of which can
control up to ten jacks. The two systems can be used
independently, allowing the equipment to be used
on separate projects, or the two powerpacks can be
combined under the control of a single computer. The
combined system can thus control and synchronise up
to twenty jacks in a single lift.
The principal of operation of the computerised system
is to electronically monitor the relative movement of
all girders being lifted, in relation to the supporting
headstock (fixed reference point). The system does
not monitor the displacement of the pistons inside the
jacks. By removing the measuring system away from
the jacks and their supports, the support structure for
a jack may deflect under load while still maintaining
the accuracy of the lift. When setting up the initial lift
parameters on the computer system, a tolerance band
must be nominated within which the displacements
of the bridge girders must fall. The control system
switches off those jacks that would advance
beyond the nominated limits. The individual girder
movements are measured to 0.1mm accuracy using
string potentiometers as shown in Figure 4. These
potentiometers not only allow the system to control
the movement of individual girders, but also control
the tolerance between girders to 0.1mm. Close control
over the movement of each girder limits stressing of
the diaphragms.

Figure 4. String potentiometer and hydraulic jack
Figure 5 is a diagrammatic representation of what
occurs during a jacking operation. In simplified terms,
a target lift height and a tolerance band are entered
in the setup procedure for the jacking operation. The
girder controlled by jack 5 has moved outside the
tolerance band and has been stopped. Because jack 7
is on the lower limit of the tolerance band it effectively
controls the speed of the lift as the tolerance band is
tied to the slowest jack.
Figure 5. Jacking tolerance band
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The control of the jacks occurs in a digital manner
- control valves are either switched off or on. The
previous manually controlled system is equivalent to
an analogue system while this new system is a digital
system.
The speed of a lift is controlled by the number and
capacity of jacks used and the hydraulic pump output.
The fewer number of jacks used, the faster the lift
speed; conversely a slower lift speed when more jacks
are used.
During lowering operations, the same degree of
precision and control is required as when lifting; and
the speed of the lowering will be extremely fast if the
oil flow rate is not regulated and is simply returned to
the oil reservoir. A high speed descent is not desirable
for a number of reasons, namely:
• Reduction in dynamic forces on the deck
• Ability to respond and shut the system down in an
emergency situation
• Controlled lowering onto bearings
• Ability of the electronic system and associated
valves to open and close in the required timeframe.
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This new system is unlike other synchronised jacking
systems. The system was designed to incorporate up
to ten, 0.5mm orifice plates in each lift line. Initially
the system has been setup with five orifice plates and
five spacer plates. Although the powerpack has a
filtration system, the 0.5mm orifices are protected from
blockage by fine wire mesh screens. Foreign particles
can enter the system via the quick connect couplings if
these are not cleaned correctly. During lowering, the
orifice plates provide a resistance or back pressure that
assist the electronics to control the speed of descent.
Figures 6 & 7 are views of the hydraulic power pack
inside the vandal proof enclosure. The computer
system has a HMI (human machine interface) touch Figure 7. Main distribution rail and poppet valves
screen (Figure 8) for inputting system variables and for
monitoring the progress during a lift. The system has a
wireless card with its own IP address to enable remote
viewing of jacking operations via the internet, software
upgrades and real time diagnostics. An electronic
history of the jacking operation can be stored on a
USB memory stick.

Figure 8. Computer system with touch screen HMI

Case study — REX jacking operations

A total of twenty individual lifts have been planned
for the REX to replace the neoprene bearings. On
those occasions where a road closure is needed, the
timing has to be carefully coordinated in cooperation
with Brisbane City Council to ensure there is no
conflict with major events in and around the Brisbane
CBD as well as avoiding peak hour traffic. On other
occasions the REX was jacked while under traffic
— multiple traffic lanes were channelled into one
central lane and a weight limit of 4.5t was imposed
on vehicles. Heavy vehicles were bypassed around
the REX. Generally the REX was closed at 10pm and
reopened before 4am.
Figure 6. View of powerpack inside a vandal proof
enclosure

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 Figure 9. Steel false work supporting system
The project commenced at the QUT end of the REX
near the Captain Cook Bridge abutment. A system of
short steel beams above and below the headstock were
fastened together with high tensile steel bars to provide
a platform to support steel jacking beams either side
of the headstock. The steelwork was designed by
consulting engineers, Parsons Brinckerhoff.
Initially it was thought that a large number of bearings
had failed prematurely because of bulging of the
rubber between the separator plates (Figure 10). After
the first lift it was found that a contributing factor
toward the irregular bulging of the bearings was that
the upper and lower bearing mating surfaces were not
parallel.
Figure 10. Bulging of rubber between separator
plates
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To correct this problem, the top surface of the
replacement bearing (Figure 11) was capped with an
epoxy paste (Sikadur® - 31 normal pot life). The
bearing was placed inside a split metal ring with an
over centre fastener clamped to the bearing
(Figure 12). The metal ring allowed a uniform layer
of epoxy paste to be towelled onto the top side of the
bearing (Figure 13). To speed up curing during the
winter months, the two epoxy components were
pre-warmed to approximately 29o C.
Figure 11. Replacement bearings
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 Figure 14. Jacking operation prior to a lift

Once the bridge is jacked approximately 15mm, it

is clear of the existing bearings, the old bearings are
removed, and the new bearings installed with a layer
Figure 12. Aluminium rings for applying epoxy of freshly applied epoxy paste. The deck is lowered
paste very slowly until all bearings are in full contact with
the girders and the epoxy paste starts to be displaced.
The lowering is then stopped and all bearings are
carefully inspected to ensure that full contact is made
between the girders and the epoxy. Once full contact
has occurred, the jacks are manually locked by closing
the bypass valves (Figure 4). For additional safety,
packing material is placed between the girders and
safety stands. Once the epoxy had achieved the
required strength, the girders are lowered fully on the
bearings

Additional features
An electronic pressure transducer is located in each
hydraulic jack pressure supply line. During the initial
setup, each jack’s lifting area is entered into the
system allowing the rated maximum lifting capacity
to be calculated. When the areas are multiplied by
the lifting pressure, the force exerted by each jack is
calculated and displayed. This feature allows a cross-
check to be made between each jack’s calculated load
and the actual working load exhibited during a lift. If
Figure 13. New bearings being capped with epoxy there are any significant differences between these load
paste figures, the jacking operation may be stopped either
manually or automatically (if this feature has been
selected during the initial system set-up).

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 Figure 15. Continuous span bridge being lifted
The final target displacement for each jack is also part
of the initial system set-up. In the majority of cases,
the target lift height is common for all jacks. However,
it is possible for every jack to have a different target
lift height. When the target lift height of a jack or
group of jacks differ, the lifting (and lowering rate)
is proportioned so that all jacks reach their target lift
height at the same time. For example, in Figure 15 a
continuous span bridge is being lifted. For an equal
span bridge, the displacement of the left hand end set
of jacks could be 50mm while the centre span could
be 25mm. This 2:1 ratio of displacements will be kept
constant throughout the jacking process. This will
ensure that the bridge is kept straight thereby keeping
stress levels to a minimum.
Conclusion
The new jacking system has generated more control
for the jacking operations of bridge decks. Operators
spend considerably less time worrying about lifting
the deck, allowing the focus to be on the bearing
replacement, particularly where it must be performed
between fixed time lines.
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The increased speed of raising and lowering allows
valuable time to remove the old bearings and
undertake any necessary technical repairs.
In the past, undertaking a synchronous lift with twenty
individual jacks would have been an operation that
would be approached with considerable trepidation
because of its complexity. To date, the new jacking
system has been used successfully eleven times on the
REX and three times on other QTMR bridge projects.
For readers interested in a practical demonstration of
the system, the REX project has made a thirty minute
video entitled, “Making Light of Heavy Work – REX
Bridge Jacking System, at 1 November 2010”. This
video CD is available on loan from the QTMR library.
References
1. Queensland Roads Vol 15, No 30. December 1976
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