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2. INTERNAL FALSEWORK TEAM – OSC developed technical teams to cover the fifteen (15) primary areas that their work covers with falsework being one of those teams. The falsework team is comprised of OSC Bridge Construction Engineers (Senior Bridge Engineers). The falsework team met and developed a list of recommendations that they felt would help to ensure falsework stability. This list was carried forward to the next meeting of the Joint Caltrans/Industry Falsework Advisory Team.


3. JOINT CALTRANS/INDUSTRY FALSEWORK ADVISORY TEAM – This team was formed after the 2005 Bridge Construction Forum to ensure that an avenue for open communication between the industry and OSC was maintained. This team meets quarterly. The team is comprised of the OSC Falsework Engineer, OSC’s falsework technical team members and falsework design representatives from the following contractors; CC Myers Inc, FCI, Granite Construction Co., Washington Group, Skanska, and ERRECA’s. The list of recommendations from the technical team meeting and the list generated at this meeting were reviewed and joined to take forward to the Bridge Falsework Forum.


ADVISORY TEAM RECOMMENDATIONS – STABILITY 4. 1. Traffic Opening requirements






    • 1. 1.

      Independently stable/ stand-alone frames – How is this condition achieved? The idea of requiring moment resisting frames was not popular.

    • 1. 2.

      Connection criteria – The group questioned whether clamping every beam would be a solution. One contractor stated that they bolt their connections between the cap and stringers. Others questioned the issues they would have from CT inspectors if beams (stringers) started appearing with numerous holes in the flanges. What testing has actually been done on C-clamps? Are they being used strictly as tested and approved? C-clamp use limits are stated in the falsework manual. Doing away with the allowance for Friction Transfer Capacity (FTC) was suggested.

    • 1. 3.

      It is customary to increase the load to be resisted when risks from collapse are increased. It was stated from the group that this is a wrong priority based upon what has been seen from work performed by other agencies. The emphasis should be on the missing member rather than arbitrarily increasing loads. It was noted that recent failures have not been due to lack of design capacity.

    • 1. 4.

      Continuity between structure columns – Require connections to transfer longitudinal and lateral loads between columns.

    • 1. 5.

      Implementation – Brief discussion on whether changes decided upon should be made in the Falsework Manual or in the Specifications. Whatever the outcome is, there is a need to ensure a level playing field for all at bid time, which may lead one to believe that a specification change would be the better option.

Meeting notes


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