When the superstructure is pushed forward, a temporary nose is usually adopted at the front end of the superstructure to reduce the cantilever moment for which the central prestress is designed. The length of
temporary nose is about 60-65% of bridge span.

The bending moment of self-weight for internal spans (equal span) of long bridge is -0.0833WL²
at piers and +0.0417W L² at mid-span (W = unit weight of deck and L = span length). However, without the use of temporary nose, the bending moment in the leading pier when the deck has to cantilever from one pier to another would be -0.5WL², which is 6 times higher than normal values at support.

Theoretically speaking, it is possible to reduce the cantilever moment to the value of inner support moment (i.e. -0.0833WL²) with the use of a long nose. However, from economic point of view, it is would better to adopt temporary additional prestressing instead of longer nose. Hence, in actual site practice, the use of temporary nose would not reduce the cantilever moment of superstructure to the value of inner support moment but only to achieve -0.105WL².

This question is taken from book named – A Closer Look at Prevailing Civil Engineering Practice – What, Why and How by Vincent T. H. CHU.

After the completion of launching process, the superstructure has to be lifted up to allow for installation of bearings. This is usually achieved by means of jacks to raise 5-10mm successively at each pier. In fact, it is anticipated that no special design is necessary for this operation because the effect of differential settlements at support should already be checked in bridge design. Level readings should be checked to ensure that it does not deviate from the designed figure.

This question is taken from book named – A Closer Look at Prevailing Civil Engineering Practice – What, Why and How by Vincent T. H. CHU.

The erection condition plays an important role to the structural design of bridges when incremental launching method is adopted.

Each section of superstructure is manufactured directly against the
preceding one and after concrete hardens, the whole structure is moved forward by the length of one section. When the superstructure is launched at prefabrication area behind one of the abutments, it is continually subjected to alternating bending moments. Each section of superstructure (about 15m to 25m long) is pushed from a region of positive moment and then to a region of negative moment and this loading cycled is repeated. As such, tensile stresses occur alternately at the bottom and top portion of superstructure section. For steel, it is of equal strength in both compression and tension and it has no difficulty in handling such alternating stress during launching process. However concrete could only resist small tensile stresses and therefore, central prestressing is carried out to reduce the tensile stress to acceptable levels.

Central prestressing means that the prestressing cables are arranged such that the resultant compressive stresses at all points in a given cross section are equal and it does not matter whether tensile stresses occur in upper or lower portion of superstructure during launching process.

This question is taken from book named – A Closer Look at Prevailing Civil Engineering Practice – What, Why and How by Vincent T. H. CHU.

Bridge bearings should be installed to lie horizontally on bridge piers and columns so that it would not induce eccentricity forces on substructure. However, the bridge superstructure requires different longitudinal and transverse level and gradient in order to keep in line with the geometry of the road. As such, it is natural to follow that the superstructure can hardly meet with substructure horizontally so that a leveling pad is introduced at the bottom of the superstructure to join with bridge bearing. Wedge-shaped leveling pad is commonly used for better concrete mobility at the bridge bearings.

This question is taken from book named – A Closer Look at Prevailing Civil Engineering Practice – What, Why and How by Vincent T. H. CHU.