At Ekspan we do not compromise the principles of good design, good material specification and skilled workmanship in the face of tendering competition. We are dedicated to providing the best product and the best value engineering with optimum whole-life ´pay back´.
There are no boundary limitations - our goal is to maintain the successful longevity of business with our customers both in UK, and world-wide industrial and structural markets.
We supply many standard and modified components but when those awkward to get items appear we will do all that we can to support the special needs of our valued customers.
Your budget may go further than you think.
For existing structures we offer an inspection service where our experienced engineers will report on the condition of your structural component such as a bearing.
Servicing, refurbishment or lubrication may be an economic alternative for extending an operational life.
Saving money by timely completion of contracts is key to our quality of supply.
Full project management including sub contract services results in the successful completion of many projects.
For example, the expansion joint refurbishment on the busy A40(M) Westway was completed ahead of schedule, not only saving money but the effects of congestion in central London.
We offer a complete range of bearings and structural elements designed specifically for applications where articulated support is required, such as machinery, pipelines and offshore structures.
If you have a special requirement we can design & manufacture a bearing to suit.
We are especially conversant with problems involving hostile environments, extremes of temperature and corrosion.
A370 LONG ASHTON BYPASS
Project Team
Client: North Somerset Council
Client Consulting Engineer: Arup
Main Contractor Consulting Engineers: Cass Hayward & Partners
Main Contractor: Makers Civil Engineering
Start Date: December 2003
Completion Date: April 2004 (supply)
BOYNE BRIDGE
Project Team
Client: Meath County Council
Consulting Engineers: Northconsult
Main Contractor: Siac Cleveland J.V
Start Date: 2001
Completion Date: June 2003
CHALLEYMEAD BRIDGE
Project Team
Client: Wiltshire County Council
Consulting Engineers: Ringway Parkman
Main Contractor: Dean & Dyball
Start Date: Spring 2003
Completion Date: Summer 2004
SOUTHPORT MARINE PARADE LINK BRIDGE
Project Team
Client: Sefton Borough Council
Consulting Engineers: Babtie
Main Contractor: Balfour Beatty, Construction Limited
Start Date: November 2002
Completion Date: April 2004
THE FALKIRK WHEEL
Project Team
Client: British Waterways, Scotland
Structural Consultant: Tony Gee & Partners
Mechanical Consultant: Bennett Associates
Main Contractor: Morrison Bachy, Soletanche JV
Sub Contractor: Butterley
Start Date: 2000
Completion Date: 2002
M1 TINSLEY VIADUCT
Project Team
Clients: Highways Agency, Yorkshire Water
Design Consultants: Owen Williams Ltd
Main Contractor: Edmund Nuttall Ltd
Sub Contractors: Cleveland Bridge UK, Ekspan Ltd.
Start Date: 1986
Completion Date: 2004
MIDLAND EXPRESSWAY
Project Team
Client: Midland Expressway Ltd.
Client Consulting Engineer: Babtie
Main Contractor Consulting Engineers: AAJV
Main Contractor: CAMBBA
Steelwork Contractor: Fairfield Mabey
Start Date: June 2001
Completion Date: December 2004
ROYAL ALBERT BRIDGE
Project Team
Client: Railtrack
Consulting Engineers:Hyder Consulting
Main Contractor: Dean & Dyball
Sub Contractor: Ekspan Ltd
Start Date: January 2000
Completion Date: May 2000
EAST LONDON LINE ENABLING WORKS
Project Team
Client: TFL
(Transport for London)
Main Contractor: Taylor Woodrow
Consultant Engineer: Faber Maunsell
Start Date: 2005
Completion Date: 2007
LADYBOWER BRIDGE
Project Team
Client: Severn Trent Water
Client Consulting Engineer:
Severn Trent Water
Main Contractor: Norwest Holst
Start Date: 2002
Completion Date: 2003
THE PALACE OF PEACE, ASTANA KAZAKHSTAN
Project Team
Client: President Nursultan Nazarbayev
Architect: Foster and Partners
Main Contractor: Sembol Construction
Start Date: October 2005
Completion Date: June 2006
PINTLE BEARINGS FOR SWING BRIDGES
Project Team
Client: British Waterways
Engineer: British Waterways, Contractors: Various
Projects: Bells Lane Swing Bridge, Glovers Swing Bridge, Bradley Swing Bridge
Marsh Meadow Swing Bridge
Bethells Bridge, Brigham Bridge, Rimmers Swing Bridge
Start Date: 2000 onwards
Completion Date: Ongoing
CAMBRIDGESHIRE GUIDED BUSWAY
Project Team
Client: Cambridgeshire
County Council
Consulting Engineers: Arup
Main Contractor: Edmund Nuttall Ltd
Start Date: March 2007
Completion Date: 2009
A370 LONG ASHTON BYPASS,
YANLEY LANE BEARING REPLACEMENT
Job Brief
Supplied: 48 K series
Special Pot Bearings
Project Team
Client: North Somerset Council
Client Consulting Engineer:Arup
Main Contractor Consulting Engineers:Cass Hayward & Partners
Main Contractor: Makers Civil Engineering
Start Date: December 2003
Completion Date: April 2004 (supply)
Background Information
Ekspan Ltd. was employed in 2001 to conduct a inspection of the existing Glacier bearings installed in the early 1970s.
The recommendation following this survey was that the bearings could be refurbished provided that the load and articulation
criteria had remained constant with the original design. Following an analysis of the bridge deck, the client opted for the
full replacement of the bearings due to the variation in articulation. The bearing schedule resulting from the current
analysis dictated that pot bearings must be used due to the rotational requirements. This was potentially problematical
due to the limited available space and the access for installing upper fixings.
Ekspans Solution
Bearings
Ekspan Ltd. supplied 48 no. special pot bearings to the project. All bearings had the requirement of only being able to
utilise 2 top fixing bolts into the outer side of the beams. This was due to the restricted height available and the internal
sides of the beams being inaccessible due to concrete infill. The bearings were designed such that the horizontal loads
of the fixed and guided bearings were shared between the 2 top fixing bolts and an epoxy. The epoxy shear strength
being approved based on previous testing results on the epoxy supplied by Ekspan Ltd. The 8 no. guided and free
sliding bearings also had to be inverted due to the upper surface plan area restrictions. These bearings were supplied
with rubber skirts to protect the stainless steel sliding surface.
All of the bearings supplied were manufactured in the UK by Ekspan Ltd. and incorporated the following quality features:
1. TIG Welded mirror polished stainless steel mating sliding surfaces.
2. Dimpled and greased PTFE sliding surfaces.
3. 2 brass ring sets and recessed elastomer pads.
These features enhance bearing life and reduce the risk of premature replacement being required. These quality features
are included as standard on all Ekspan Ltd. pot bearings.
THE BOYNE BRIDGE
Job Brief
Supplied:
WSG480 Expansion joints
K series Pot Bearings
Project Team
Client: Meath County Council
Consulting Engineers: Northconsult
Main Contractor: Siac Cleveland J.V
Start Date: 2001
Completion Date: June 2003
Background Information
The Boyne Valley is one of Irelands historically significant sites with many ancient monuments being only a few
kilometers from the site. During the Battle of the Boyne in 1690 the three main Williamite crossings took place
adjacent to where the bridge is now located. Because of these heritage issues it was imperative that the bridge fitted
in harmony with its surroundings.
The Boyne Bridge is located approximately 3km west of Drogheda on the Gormanston to Monasterboice section of the
M1 motorway. The bridge is the largest single project in Ireland in recent decades of its kind. The bridge itself has an
overall length of 370 metres with spans of 6 spans the longest being 170.0 metres in length. The overall deck width is
35 metres. The overall height of the Pylon is 95 metres.
Ekspans Solution
Bearings
Ekspan Ltd supplied a total of 9 steel pot bearings to the project. All of the bearings are able to accommodate a high
vertical load, the largest bearing was able to accommodate a load of 1600 tonnes. The Free and Guided bearings were
supplied with oversized top plates to accommodate the large movements of the bridge (+/- 400mm movement). All of
the bearings that we manufactured had the following features, welded mirror polished stainless steel sliding surfaces,
dimpled and greased PTFE, 2 brass ring sets and recessed elastomers. These features enhance the life and quality of
the bearing are included as standard for all of our Pot bearings.
Expansion Joints
The expansion joints that we supplied to the project were Ekspan Ltd Type
WSG480. In common with all Ekspan Ltd expansion control systems the
joint is watertight. Including 6 seal elements the joint will accommodate
an overall total movement of 480mm. To enhance the quality and durability
of the expansion joints they were hot dip galvanized, this is the first expansion
joint of its kind to be hot dip galvanized anywhere in the world. Following
the hot dip galvanizing, the joints were coated with a standard highways
specification paint system. The design life for the joints is 40 years and
Ekspan Ltd. has issued a warranty on the joints for 10 years and
recommendations for ongoing maintenance with the option for after sales
service.
CHALLEYMEAD BRIDGE
Job Brief
Supplied: 36 D series Line Rocker Bearings
& Supervision of Installation
Project Team
Client: Wiltshire County Council
Client Consulting Engineer:
Ringway Parkman
Main Contractor: Dean & Dyball
Start Date: Spring 2003
Completion Date: Summer 2004
Background Information
Ekspan Ltd. was employed in 2002 to conduct an inspection of the existing Glacier Line Rocker bearings installed in
the early 1970s. The recommendation following this survey was that the bearings could be refurbished provided the load
and articulation criteria had remained constant with the original design. Due to the extent of other remedial work & an
increase in axle loadings on the structure the client opted for the full replacement of the bearings. The articulation of the
bridge remained constant although the half of the bearings required an increased load capacity. This was potentially
problematical due to the limited available space and the limitation on the jacking and volume of hydro-demolition works
that could be permitted.
Ekspans Solution
Bearings
Ekspan Ltd. supplied 36 Line Rocker bearings to the project. All bearings were designed in line with the original Glacier
design although 18 bearings had to be designed as segmental. This was due to the restricted jacking permissible and
the need to minimise the hydro-demolition. The bearings were designed such that the existing dowel positions and
fixing holes could be utilised due to the available height restricting additional drilling into the structure. Due to the tight
tolerances that the contractor had to work within Ekspan Ltd. were called in to supervise the installation of some of the
bearings and provide on-site technical support.
All of the bearings supplied incorporated the following features:
1. TIG Welded mirror polished stainless steel mating sliding surfaces.
2. Dimpled and greased PTFE sliding surfaces.
These features enhance bearing life and reduce the risk of premature
replacement being required. These quality features are included as standard
on all Ekspan Ltd. pot bearings.
THE FALKIRK WHEEL
Job Brief
Supplied: Supply and Installation - Canal
Expansion joints -12m long
Supply of bearings for the main
structure
Project Team
Client: British Waterways,
Scotland
Structural Consultant: Tony Gee & Partners
Mechanical Consultant: Bennett Associates
Main Contractor: Morrison Bachy, Soletanche JV
Sub Contractor: Butterley
Start Date: 2000
Completion Date: 2002
Background Information
The Falkirk wheel is already Scotlands most recognizable monument to the future. It stands at 35 metres high and weighs a
massive 1800 tonnes. Construction of the wheel began in year 2000 and was completed by 2002. The wheel is the centerpiece
of the newly refurbished Scottish canal link. The structure connects the upper union canal and a basin that falls into the
adjacent Forth & Clyde canal which is 25 metres below. This regenerated canal link also offers a direct navigable route
between Glasgow and Edinburgh and a coast-to-coast link connecting the Rivers Forth and Clyde. Both of these canal links
were important routes for importing and exporting goods to and from Edinburgh and Glasgow to Europe but with the development
of road transportation this meant the beginning of the end for trading in this manner. The Forth and Clyde canal link was all but
killed off in the early 1960s when the A80 Glasgow to Stirling road was rerouted straight through the canal at Castlecary. This
was done to save an alleged value of around 16,000. The union canal suffered the same fate just a few years later when the
new M8 motorway west of Edinburgh was constructed. The old shipping canals have now been totally refurbished offering
waterside walks for families, a cleaner environment for wildlife and many new development opportunities for businesses to
expand. The new and improved canal is definitely a big draw for tourists visiting Scotland.
The aqueduct leading on to the gondolas is 104 metres long and each Gondola will hold four boats. Total travel time for the
wheel is around five minutes compared with the one day originally required to navigate the eleven locks between the two
different canal systems. As well as being an impressive site the wheel is also much quicker than the old system of locks with
minimal loss of water.
Ekspans Solution
Expansion Joints
Ekspans involvement in the Falkirk Wheel was the design, manufacture and installation of the
aqueduct expansion joints. Designed and constructed at our works in Sheffield, these joints
were to fit along the base and sides of the aqueduct to hold the full canal water depth without
leakage and to allow for movement between structure sections. The total movement range for
the seal supplied is 100mm and the seal water pressure capability is equivalent to many times
the canal water depth. As part of the design, the joint was pre-fabricated in Ekspans works to
include a lifting frame, which facilitated lifting into place by a crane whilst retaining the integrity of
the joint structure. Our team of engineers installed the joints within one week. Unexpectedly, the
joints were put to test just before the structure was due to be opened when vandals opened one
of the floodgates. The aqueduct, gondolas and the newly built visitor center at the side of the
basin were flooded but Ekspans expansion joints did not leak any water. The watertight expansion
joints are warranted leak proof. Further details are available in our seals technical literature.
Bearings
Ekspan also supplied Butterley with two bearings that were specifically designed to take the vertical load of the wheel. As
standard, all of Ekspan bearings supplied are designed technical standards above the minimum BS5400 standards. Further
information on bearings can be found in our series of brochures.
M1 TINSLEY VIADUCT
STRENGTHENING & UPGRADING
Job Brief
Supplied: Refurbishment of Pipeline
Bearings (1998-2004) and
Expansion Joints (1986)
Project Team
Clients: Highways Agency
Yorkshire Water
Design Consultants: Owen Williams Ltd
Main Contractor: Edmund Nuttall Ltd
Sub Contractors: Cleveland Bridge UK, Ekspan Ltd.
Start Date: 1986
Completion Date: 2004
A Troubled History
The Tinsley Viaduct is the countrys first-ever double-deck steel box girder bridge. As such it was a UK pioneering project when
built in the 1960s with a troubled history and numerous engineering reviews and actions.
Darlington based bridge builder Cleveland Bridge UK Ltd commenced the building programme in 1965 after winning the
contract on price against an alternative pre-stressed concrete design. Although the first cars passed over the lower deck of the
viaduct in March 1968 it was to be more than a decade before Tinsley was fully opened to traffic on both decks. Only two years
later, the year 1970 was disastrous for steel box girder bridges. Two collapses prompted more stringent design standards and
between 1976 and 1980 a series of inverted triangular trusses were added to strengthen the viaducts main piers.
Introduction of European regulations in 1999, required that all highway structures should be able to carry 40-tonne vehicles.
The viaduct failed to meet the new standard so the Highways Agency promptly reduced traffic to two lanes.
The current main contract includes reinforcing Tinsleys superstructure, piers and parapets, removing the structures toxic
lead-based paint and providing a permanent hard shoulder for the M1 on the upper level. Completion is due late 2004.
Ekspan returns to Tinsley
Being close to the Sheffield factory, work on the viaduct is not new to Ekspan.
Expansion joints at the road surface allow movement between consecutive bridge spans or between span and abutment. The
Tinsley Viaduct has large roller shutter type expansion joints- on two levels with 650mm movement. These endure after being
refurbished by Ekspan 17 years ago.
Perhaps less generally known is the fact that the viaduct carries both gas and water mains pipelines under the lower deck that
are supported by special bearings. These too must allow complex differential movement
In 1998, Ekspan acting as principal for Transco, designed, manufactured and installed new bearings for the gas main pipeline
on the viaduct. The bearings had to accommodate the thermal expansion effects of both the bridge and the gas in the pipeline.
Temporary TV telemetry was installed to monitor relative movements of the pipeline to bridge deck and pipeline to ground. This
enabled continuous monitoring and validation of performance of the bearings against calculations as installation progressed
over the length of the structure.
During the current strengthening works on the viaduct, Ekspan was awarded the contract to refurbish the water main pipeline
bearings. Working with Yorkshire Water, consultants Owen Williams and Cleveland Bridge, Ekspan has undertaken the work
for removal, refurbishment and re-installation of the pipeline bearings.
This has required a close cooperation with the steelworks contractor to complete the work in sequenced phases as new
cantilever structures were added to the decks. The whole structure is articulated upon Glacier Bearings. This range is now
manufactured and supplied with full service from Ekspan Ltd. from plants in Sheffield and Ilminster.
MIDLAND EXPRESSWAY, M6 TOLL
(BIRMINGHAM NORTHERN RELIEF ROAD)
Job Brief
Supplied: 1,626 Bearings
Project Team
Client: Midland Expressway Ltd.
Client Consulting Engineer: Babtie
Main Contractor Consulting Engineers: AAJV
Main Contractor: CAMBBA
Steelwork Contractor: Fairfield Mabey
Start Date: June 2001
Completion Date: December 2004
Background Information
Ekspan Ltd. supplied a total of 1,626 bearings for the 55 bridges of the new M6 Toll road linking the M42 to the M6
around the north of Birmingham. In addition to the bearings, Ekspan Ltd. also supplied over 1,200 metres of seal to
protect the bearing shelves from water ingress, WSF type expansion joints for the footbridges and inspection services
as required. The project was a Design and Build and therefore the design of the bridges was phased over an extended
period meaning lead-time of bearings was critical to the project being completed on schedule.
General
As part of Ekspan Ltd.s on-going programme of learning an informal presentation was made to project staff to increase
awareness of the quality issues relating to the design, supply & installation of bearings, expansion joints and bridge
drainage.
Ekspans Solution
Bearings
Ekspan Ltd. supplied 1,626 bearings to the project. The bearing types utilised on this project varied according to the
individual bridge requirements and included standard & special K series pots, laminated elastomeric, PTFE faced
laminated elastomeric in conjunction with sliding top plates and uplift pot bearings for the footbridges. To assist with the
rapid selection and provision of designs Ekspan Ltd. were granted access to the project web based Integration service
that enabled immediate notification of newly available bridge data. This played a significant part in Ekspan Ltd. delivering
all bearings to meet the construction schedule.
The bearings supplied incorporated the following features;
1. TIG Welded mirror polished stainless steel mating sliding surfaces.
2. Dimpled and greased PTFE sliding surfaces.
3. 2 brass ring sets and recessed elastomer pads.
These features enhance bearing life and reduce the risk of premature replacement being required. These quality features
are included as standard on all Ekspan Ltd. pot bearings.
Expansion Joints
Ekspan Ltd. supplied single seal mechanical expansion joints for the footbridges to the project.
Seals
Ekspan Ltd. supplied over 1,200 metres of EWS seal to the project. This type of seal alleviates the problems associated
with water ingress onto the bearing shelf and assists with bearing longevity.
ROYAL ALBERT BRIDGE
Job Brief
Supplied: Bearing Replacement
and Diagonal Bracing Tensioning
Project Team
Clients: Railtrack
Client Consulting Engineer: Hyder Consulting
Main Contractor: Dean & Dyball
Sub Contractor: Ekspan Ltd
Start Date: January 2000
Completion Date: May 2000
Background Information
The royal Albert bridge near Plymouth carries the Great Western railway over the river Tamar into the Cornwall peninsula.
It remains the only rail link with the South West Designed by Isambard Kingdom Brunel, the bridge was opened in 1859
and as an important part of the UKs industrial heritage it is protected by a Grade 1 listing. This means that changes
cannot be made without permission of the regulatory authorities. Brunels Bowstring Suspension Bridge design has a
distinctive double arch arrangement for the two center spans which resulted from complex engineering problems, not
least of which was the Admiralty requirement of 100ft clearance above high water level to allow the tall masted ships of
the British Navy to pass below. Bedrock foundations for the centre pier are 80ft below the mean sea level so that the
overall height from bed to deck is a phenomenal 180ft !
As part of a maintenance contract it was required to replace some of the bearings on the western approach viaduct and
to re-tension some of the wrought iron cross braces on the main spans. Bearing specialist Ekspan was appointed to
carry out the work.
Ekspans Solution
After research and review by the project team and due to the complex characteristics of the structure, it was agreed to
replace the old timber bearings with new oak bearings to Brunels original design. The introduction of modern bearings
and new articulation would have been inappropriate. Brunels system worked well and had endured! As the main rail link
into Cornwall, access for work was restricted to weekly five hour periods each Saturday night, during which time, work
had to be completed ready for rail traffic to meet rail schedules. Ekspan designed new jacking points and this feature
was later discovered in the original Brunel design. By the same engineering logic we had re invented a system that had
been discarded in the repair work of 1927. The speed of bearing replacement then enabled our engineers to use the
three-hour possession periods during weekdays and greatly accelerate the programme. Brunels attention to detail was
evident once again. He understood and provided both permanent and temporary works in his original design.
To re-tension the cross bracings and provide new data, Ekspan designed a hydraulic tensioning system which allowed
the diagonals to be restrained and cut. Uniquely, the existing tension was then measured and the cross bracings retensioned
to the new specification. The live load information gathered during works added new facets to our understanding
of the dynamics of the structure.
Looking back towards Saltash under Brunels
Royal Albert Bridge
SOUTHPORT MARINE PARADE LINK BRIDGE
Job Brief
Supplied: K series Pot Bearings
Project Team
Client: Sefton Borough Council
Consulting Engineers: Babtie
Main Contractor: Balfour Beatty, Construction Limited
Start Date: November 2002
Completion Date: April 2004
Background Information
The original Victorian bridge was built in 1895 but was closed in 1990 when it was found to be unsafe. Many of the
support beams and key structural points were heavily corroded and crumbling. The original bridge was only ever intended
pedestrians and light traffic, however with the advancement of technology it was only a matter of time before the old
bridge needed replacing. The New Marine Parade Bridge was commissioned as part of the ongoing regeneration of
Southports Seafront. The bridge will provide an important transport link that will help to improve the link between
Southports town and seafront.
The new bridge can be seen from as far away as Blackpool and Wirral, and it will be a huge attraction for visitors to
Southport. This is a cable stayed A pylon asymmetric design. The overall length of the bridge is 115 metres with the
main span being 80 metres in length.
Ekspans Solution
Bearings
Ekspan Ltd. supplied a total of 6 steel pot bearings to the project. The
largest bearing supplied is designed to take 700 tonnes of vertical load,
and has an enhanced guide capacity. This bearing is situated at the pylon
along with a free sliding pot bearing. Some of the Free and Guided bearings
had to allow for up to 150mm movement (+/-75mm) longitudinally. We
managed to accommodate this extra movement by manufacturing larger
top plates. All of the bearings that we manufactured had the following
features, welded mirror polished stainless steel sliding surfaces, dimpled
and greased PTFE, 2 brass ring sets and recessed elastomers. These
features enhance the life and quality of the bearing are included as standard
for all of our Pot bearings.
EAST LONDON LINE ENABLING WORKS
Job Brief
Supplied: 60 Pot Bearings
Project Team
Client: TFL
(Transport for London)
Main Contractor: Taylor Woodrow
Consultant Engineer: Faber Maunsell
Start Date: 2005
Completion Date: 2007
Background Information
The East London Line was opened around 1869 and was originally known as the East London Railway, it runs under the
Thames through the Thames Tunnel, which is the oldest part of the Undergrounds infrastructure. The line was originally
operated by six different railway companies (later reduced to two) but became part of the London Underground in 1933
and came into public ownership in 1948.
Taylor Woodrow was awarded the contract to upgrade or replace 21 structures along the East London Line. This
scheme was issued to Taylor Woodrow once it was announced that the UK would be hosting the 2012 Olympics.
Ekspans Involvement
Ekspan worked closely with the consultant engineers at Faber Maunsell in order to provide a complete design for each
bearing on the various new structures. In total Ekspan supplied over 60 bearings to the project spread over 10 structures.
The structures incorporating Ekspan Bearings are as follows:
Pearson Street, Cremer Street, Arbutus Street, Union Walk 2, Lee Street,
How Street, Middleton Road Bridge, Haggerston Street, Dunston street and
the competition winning Regents Canal Bridge (as picture shown above).
Most of the bearings were of standard design however some of the bearings
at Arbutus Street and Pearson Street required a complicated bespoke uplift
bearing design. Ekspan successfully carried out the supply contract to all
of the structures within the manufacture period specified.
All of the bearings supplied were manufactured in the UK by Ekspan Ltd and
incorporated the following quality enhancements.
1. Tig Welded mirror polished stainless steel mating sliding surfaces.
2. Dimpled and greased Virgin PTFE
3. 2 Brass ring sets which sit on a recessed natural rubber pad.
These features enhance the bearing life and reduce the risk of premature
replacement being required. These quality features are included as standard
on all Ekspan Ltd Pot type bearings.
LADYBOWER BRIDGE
Job Brief
Supplied: A type special pipeline bearings
Project Team
Client: Severn Trent Water
Client Consulting Engineer:
Severn Trent Water
Main Contractor: Norwest Holst
Start Date: 2002
Completion Date: 2003
Background Information
The Ladybower reservoir is the newest of 3 reservoirs in the Upper Derwent Valley in Derbyshire. It was completed in
1945 to provide drinking water for the cities of the north and east midlands. Unfortunately when it was built the villages
of Derwent and Ashopton had to be sacrificed in its waters.
The Pipe Bridge was built between 1935 and 1945, and is used to carry water from Howden and Derwent reservoirs to
be treated in nearby Bamford.
Ekspans Solution
Pipe Bearings
Ekspan Ltd. was called in initially to design, supply, manufacture and install a new pipe support system for the twin pipe
bridge, as the old system had long since failed. The massive pipes were jacked and supported live whilst Ekspan
engineers carried out the complex works. The pipes are carried on small slide bearings which
allow them to move as originally intended. The installation was made more
complicated as sometimes access was only possible via a rowing
boat.
THE PALACE OF PEACE, ASTANA KAZAKHSTAN
Job Brief
Supplied: K series Pot Bearings
Project Team
Client: President Nursultan
Nazarbayev
Architect: Foster and Partners
Main Contractor: Sembol Construction
Start Date: October 2005
Completion Date: June 2006
Background Information
Due for completion in the Summer of 2006 and designed by world renowned architect Lord Norman Foster, The Palace
or Pyramid of Peace will become the base for inner ethnic harmony in Kazakhstan. The pyramid itself has a 62metre
square base and will stand at 62 metres high when finished. The pyramid itself will have more space inside than St.
Pauls Cathedral in London and more than Istanbuls Hagia Sophia.
This project has had the full support of President Nursultan Nazarbayev who has ploughed millions into the project as
it forms the centre of his 1998 Kisho Kurokawa masterplan. The pyramid itself will house a circular chamber so they
can host the congress of religious leaders. This chamber will be perched on 4 huge struts and supported by Ekspan
bearings which are intended to symbolise the hands of peace. Below this there is to be a research centre into the
worlds religions along with a huge library. These sections will not be open to the general public, however the pyramid
has been built on a low artificial hill making it even taller. The hill houses a 1500 seat opera house. The auditorium has
a circular glass oculus ceiling which is set into the floor of the pyramids central atrium.
Ekspans Solution
Bearings
The Pyramid has been constructed using a steel skeleton with stone and stained glass making up the walls. Ekspan
Ltd has supplied bearings to support the huge Skeleton
including 2 large uplift link bearings for the centre of the
pyramid. We supplied a total of 34 bearings to provide the
support, 2 guided bearings, 2 no fixed uplift link bearings
and 30 no free sliding pot bearings. The largest bearings
were designed to take a nominal vertical load of 1800 tonnes.
The smallest bearing only carries a nominal 50 tonnes vertical
load. The bearings were manufactured in a very short space
of time as they were required in Kazakhstan before the
winter set in where temperatures can reach -40C. All of
the bearings manufactured had the following features,
Welded stainless steel slide surface, Dimpled and greased
Virgin PTFE, 2 brass ring sets and recessed elastomers.
All of these features enhance the lifespan and quality of the
bearing and are all included as standard for all of our pot
bearings.
PINTLE BEARINGS FOR SWING BRIDGES
Job Brief
Supplied: Fixed Spherical G Series Bearings
Project Team
Client: British Waterways
Engineer: British Waterways,
Contractors: Various
Projects: Bells Lane Swing Bridge,
Glovers Swing Bridge
Bradley Swing Bridge
Marsh Meadow Swing Bridge
Bethells Bridge,
Brigham Bridge
Rimmers Swing Bridge
Start Date: 2000 onwards
Completion Date: Ongoing
Background Information
In year 2000, British Waterways engineers approached Ekspan to discuss and review the options available to them for
replacement of their swing bridge pintle bearings. Historically, prior to this, the design originally adopted by British
Waterways incorporated the use of highly expensive large bearings made from forged steel or iron castings. The design
also incorporated the use of roller and tapered roller races that can be susceptible to the development of surface flats
thereby increasing the risk of point loading. This type of bearing also required re-lubrication throughout its life. Any type
of roller bearing is also sensitive to the ingress of dirt, so the bearings also required extensive sealing.
Ekspans Solution
Bearings
Ekspan proposed the use of their G series spherical fixed bearings that provide the following advantages:
1. Significant reduction in cost C In most cases, for the required load, the equivalent bearing can be 20 to 30% of
the cost of the historic design.
2. Reduced size of bearing C Generally no greater than 40% of the size of the historic original.
3. Reduced maintenance C No re-lubrication is necessary in most situations.
4. Dimpled and greased PTFE is used against a nickel plated male spherical sliding surface to minimize friction
and reduce maintenance.
5. Ease of installation C The bearing supplied is a simpler 2-part
construction with transit brackets that are removed after
installation.
6. No restriction on load capacity C The design principle can
be scaled to requirements.
7. Reduced number of designs C Reduced engineering input
holds costs to a minimum.
A1 PETERBOROUGH TO BLYTHE GRADE
SEPARATED JUNCTIONS
Job Brief
Supplied: Mechanical Pot Bearings
Project Team
Client: Highways Agency
Consulting Engineers: Atkins / Mouchel Parkman
Main Contractor: Interserve Project Services Ltd
Start Date: 2007
Completion Date: 2008
Background Information
Due to the high accident rate over this section of the A1 grade, it was decided that separated junctions were required in
order to minimise the risk to the public, as well as easing the flow of traffic by removing the existing roundabouts. The
Highways Agency let the 84 million pound A1 Peterborough to Blythe grade separated junctions contract to Interserve
Project Services. Interserve were tasked with building new sections of duel carriageway alongside the existing A1.
They also had to convert the existing roundabouts into a new 2-level motorway style junction which will improve safety
and ease congestion by separating the A1 from the local traffic.
There were a total of 6 roundabouts to be replaced with this method; Markham Moor, Colsterworth North and South,
Blythe; Gonerby Moor, Apleyhead and Carpenters Lodge. Most of the structures were built next to the A1 in fields and
then lifted into position once all of the civils works had been carried out on the roundabouts during possessions.
Ekspans Solution
Bearings
Ekspan supplied a mixture of mechanical pot type bearings to cope with the
vertical loads and guided bearings to cope with the high horizontal load. For the
Apleyhead bridge we had to design a special guided bearing as the horizontal
load was so high that it exceeded our standard catalogue load cases. The bearing
was over a metre long and 660mm wide and could cope with horizontal loads of
2200kN at ULS and 3500kN at SLS.
The bearings manufactured had the following additional quality features; fully welded
mirror polished stainless steel sliding surfaces, dimpled and greased virgin PTFE
(Pot bearings), 2 brass ring sets and recessed elastomers (Pot bearings). All of
these features enhance the life-span and quality of the bearings and are included
as standard for all of our pot bearings.
CAMBRIDGESHIRE GUIDED BUSWAY
Job Brief
Supplied: 20,000 Vibration Isolation Pads
Project Team
Client: Cambridgeshire
County Council
Consulting Engineers: Arup
Main Contractor: Edmund Nuttall Ltd
Start Date: March 2007
Completion Date: 2009
Background Information
The Cambridgeshire Guided Busway is a guided bus system that will use a disused railway line from St. Ives to
Cambridge, with an additional section operating between the railway station and a Park & Ride scheme. At 25 km long,
the busway will be the longest in the world. The Guided Busway is made from pre-cast concrete. Due to the vast
amount of pre-cast concrete beams required Edmund Nuttall set up their own plant to cast the beams at Longstanton.
The nearest company which could cope with the manufacture requirement was over 200 miles away so transportation
alone would have cost millions. Therefore it was more economic to build a plant near to the site.
It is estimated that 11,500 journeys a day will be made on the busway. It is intended to help to ease congestion on the
busy A14, which links Huntingdon and Cambridge, and provide an alternative and convenient mode of transport for car
users in the area. The route will pass through the proposed new town of Northstowe, a significant area of urban
development which will accommodate around 10,000 new houses. The council weighed up the various schemes, heavy
train system, tram system, and guided busway system, and found that the guided busway would be the best option.
Transporting these beams around Cambridge would have been very difficult at 15 metres long and 2.6 metres wide,
weighing around 32 tonnes. A special crane was developed which was used to pick the beams up once they had been
cast, and then using the guided busway they were transported to their final destination. This design enables heavy
goods transportation on the roads of Cambridge to be kept to a minimum thus restricting inconvenience on current
traffic.
Ekspans Solution
Rubber Pads
Ekspan provided the vibration isolation pads for the scheme,
a total of 20,000 pads were moulded especially to suit the
extremely tight tolerances provided by our client¡¯s consultan
Arup. These pads are placed at the ends of every beam (as
indicated below). The rubber we used was manufactured in
accordance with BS5400 and had a shore hardness of 60
(+/-5mm).
HYDRO-ELECTRIC HIGH HEAD PIPELINE
SADDLE REFURBISHMENT
Job Brief
Supplied: 228 Bearing Plinths in total
refurbished over a 4 year period
Project Team
Client: NPower
Main Contractor: Ekspan Ltd.
Start Date: 2006
Completion Date: Ongoing
Background Information
The hydro-electric power station is located near the river Conwy in North Wales. The high head pipeline, originally
constructed around the 1930¡¯s, delivers water to the power station from the reservoir to power the turbines. It is a 1.8
diameter riveted steel pipeline with support plinths located between 8m and 10m centres, spanning a length of 5km.
Years of wear and tear has naturally resulted in the need to repair and replace the bearing pipe supports. Ekspan offered
a new bearing design, which after 7 years in use proved to be a lasting solution, in contrast to the original bearing design
based around a steel-on-steel contact which had resulted on a fair proportion failing after several attempts to replace
them in the last 10 years.
Ekspans Solution
Pipeline Bearing Plinths
As principal contractor, Ekspan have been carrying out a 4 year programme of major refurbishment works on the High
Head Pipeline ¨C replacing the existing High Head Pipeline concrete supports with new composite/stainless steel pip
support bearings, generally located 500mm above ground level, but some also in very difficult areas where the pipeline
is above 2000mm from ground level.
Ekspan¡¯s new bearing design offers many advantages over the previou
design. There is no possibility of detachment of the sliding surface, the
special bearing surfaces and attachment mean that the pipeline is free to
slide without steel on steel contact thus avoiding/ minimising corrosion.
Once again Ekspan¡¯s experience and aptitude comes into play whe
challenged to work in harsh environments as this project has shown. During
the refurbishment process, our skilled team of engineers have had to work
in remote open locations exposed to extreme weather conditions such as
heavy rainfall, with limited access for emergency vehicles. The fall of the
land is high and steep, with boggy, rough, and uneven terrain to contend
with. With the pipeline also located in a SSSI area (site of special scientific
interest) within a National Park, Ekspan have had to take on board additional considerations to ensure work procedures
do not conflict with environmental regulations. 228 bearing plinths in total are being refurbished over a period of 4 years.
TAMAR BRIDGE - CABLE INSPECTIONS & MAINTENANCE
Job Brief
Supplied: Inspection of main suspension
cables and repair works
Project Team
Client: Cornwall County
Council
Consulting Engineers: Faber Maunsell Ltd
Main Contractor: Ekspan Ltd
Start Date: 26 August 2008
Completion Date: 2008
Background Information
The Tamar Suspension Bridge, completed in 1961, carries the A38 over the River Tamar between Plymouth in Devon and
Saltash in Cornwall, carrying trunk road traffic starting and finishing at each end of the bridge.
The bridge spans 335 metres, and operates 5 lanes of traffic supporting movement of 40,000 vehicles per day. It forms
a vital link in both the strategic road network in the South West, and as a route between the residential towns and
villages of South East Cornwall, and the City of Plymouth.
As part of the national Bridge Assessment and Strengthening Programme, Cornwall County Council commissioned
Ekspan to carry out inspection and maintenance work on the Tamar Bridge.
Ekspans Solution
Inspection & Maintenance
Ekspan carried out, over a period of approximately eight weeks, an
internal inspection of the main suspension cables on 2 bays of the
Tamar Bridge. The main cables are constructed from 31 locked coil
wire ropes, each 60mm in diameter. The overall diameter of the main
cable is approximately 380mm. This was essential inspection work
that determined the general condition of the cables.
Much of the inspection work was undertaken from scaffold access
platforms erected on the south side of the structure at mid-span and
on the Saltash side span - fully sheeted off to provide an enclosed
habitat. Two sections of cable were opened up using timber wedges,
and the locked coil wire ropes wedged open to allow inspection
within the cable. Grease was inserted between cables before closing
and metal-coated prior to re-wrapping of the main cable using a specific designed wrapping machine. On completion of
wrapping, the wrapping wire was surface-protected with Noxyde paints.
Ekspan was congratulated by all parties involved (Tamar Bridge, Faber Maunsell and Cornish County Council) for
completing the works on the programme successfully, and it in a professional manner.
M27 RIVER HAMBLE BRIDGE - STRENGTHENING & BRIDGE UPGRADING 2008
Job Brief
Supplied: Design, Manufacture and
Installation of 60 New Stainless
Steel Mechanical Bearings
Project Team
Client: Highways Agency
Design Consultants:Mott MacDonald
Main Contractor:Jackson/Cemex JV
Sub Contractor:Ekspan Ltd.
Completion Date:September 2008
Background Information
The River Hamble Motorway Bridge was built in 1970 and was the UK's first Composite Motorway Bridge built on a design and build contract. Located near Bursledon Junction 8 on the M27 where the bridge crosses the river Hamble,between Southampton and Portsmouth. The bridge carries six lanes of traffic.
Dimensions/Specifications
The bridge is approx 252m long & 32m wide and is constructed from fabricated beams with a concrete deck. The bridge is supported at each abutment, 2 main river piers and 20mid columns have a total 60 mechanical bearings throughout the bridge.
M27 Ekspan Works
The Highways Agency under the MAC 3 requested Mott MacDonald's to undertake a bridge assessment of the bridge's current structural capabilities and condition of the bridge bearings. The assessment concluded that all the bridge bearings required replacement and upgrading to take higher loads to meet BS5400 conditions. Additional strengthening works was also required to support the new high performance stainless steel bearings.
Ekspan were successful in securing the design and manufacture of 60 new stainless steel mechanical bearings. Ekspan were also responsible for the temporary works design and bridge jacking. The works was successfully completed in September 2008.
Ekspan Main Scope of Works and Environment Condition
- Design/manufacture of 60 stainless steel bridge bearings
-
Temporary works design
-
Bridge jacking and monitoring - heavy support frames, special high load locking off jacks
-
Removal of 60 old spherical bearings
-
Installation of 60 new high load stainless steel Ekspan bridge bearings
-
Working on a tidal river
-
M27 remained live throughout the works
Head Office, UK & Export Sales
Compass Works, 410 Brightside Lane, Sheffield S9 2SP
Tel: +44 (0) 114 2611126 Fax: +44 (0) 114 2611165
Email: enquiry@ekspan.co.uk Website: www.ekspan.com
