What erection methods were used on the Pelješac Bridge?

Three distinct methods were used: marine lifting by a floating crane of approximately 1,000 t capacity for the longest side-span segments; balanced-cantilever assembly using deck-mounted cranes for the main-span modules; and hydraulic skidding on skid tracks for the land-approach sections. Each method was governed by a different temporary works regime.

Why were three different erection methods required on one bridge project?

The project site imposed fundamentally different erection constraints at each location. The deep marine environment of Mali Ston Bay made conventional falsework impractical, requiring crane vessels instead. The main spans required cantilever construction to minimise falsework over open water. The land approaches, by contrast, allowed prefabricated units to be assembled onshore and advanced by hydraulic jacks. Each zone demanded a different erection logic — and all three had to remain within alignment tolerance of each other.

How was geometry controlled during erection of the Pelješac Bridge?

Erection accuracy was verified at every stage, not only at closure. After each balanced-cantilever lift, stay-cable forces were re-tensioned and deck camber checked. Final closure welds were performed at night at a reference temperature to minimise thermal deformation. Overall deck alignment was maintained within a few centimetres — a precise result for a 2,404 m marine structure.

Who erected the Pelješac Bridge?

China Road and Bridge Corporation (CRBC) Joint Venture was awarded the construction contract in 2018 following an international tender. CRBC undertook both the detailed design and construction, including the erection engineering for all three methods. The bridge opened to traffic in July 2022.

What is the total length and span configuration of the Pelješac Bridge?

The Pelješac Bridge is 2,404 m long in total, comprising 13 spans. The five main spans are each 285 m. The superstructure consists of 165 prefabricated steel box-girder segments forming an extradosed bridge.

Pelješac Bridge — Three Erection Methods in One Project

In southern Croatia, across Mali Ston Bay, the 2,404 m Pelješac Bridge — 13 spans, including five main spans of 285 m — was assembled from 165 prefabricated steel box-girder segments to form an extradosed structure linking the mainland with the Pelješac Peninsula.

Behind its calm profile lies one of Europe's most complex erection operations — combining floating-crane lifting, balanced-cantilever assembly, and hydraulic skidding within the same project.

~2.4 km

Total length

165

Steel segments

~1,000 t

Floating crane capacity

≈20 mm

Fit-up gap achieved

Night

Final welds — thermal control

Method 1

Marine lifting

Segments up to 56 m long and approximately 780 t were placed by a floating crane of approximately 1,000 t capacity, with survey correction for tide, wind, and drift. Temporary brackets stabilised each segment. Fit-up gaps of approximately 20 mm were achieved in an open marine environment.

Method 2

Balanced-cantilever assembly

Main-span modules (approximately 12 m / 220 t) were lifted by deck-mounted cranes from the completed deck. After each lift, stay-cable forces were re-tensioned and deck camber checked to maintain geometry across the growing cantilever.

Method 3

Hydraulic skidding

At the land approaches, prefabricated units were advanced on skid tracks using hydraulic jacks with millimetric control of stroke and level prior to welding. The land approach and the marine main spans required fundamentally different erection logic — controlled by the same project.

Geometry control

Erection accuracy was verified at every stage, not only at closure. Final welds were performed at night at reference temperature, minimising thermal deformation. Overall deck alignment remained within a few centimetres — exceptional for a marine environment.

A rare case where three erection systems operated together under marine constraints — each governed by a different logic, each requiring a different temporary works regime, each within tolerance of the others.

The Pelješac Bridge is not primarily notable for its size. It is notable because the site demanded three distinct erection methodologies, executed within the same project sequence, with alignment maintained across all of them. That is a different order of commercial and technical complexity from a project where a single method governs from pier to pier.

For further reading, see Erection Engineering in Bridge Construction and Heavy Lift Engineering for Offshore & Marine Construction, which place the floating-crane and skidding methods used here in a wider sector context.

Related case studies: Millau Viaduct · Oléron Viaduct · Akashi Kaikyō Bridge

The Pelješac Bridge under construction, viewed across the water, showing the cable-stayed towers and partially completed deck spans, June 2021 — Pelješac Bridge under construction, June 2021 — cable-stayed towers and deck spans progressing across the channel. Resized from the original for web display.
Photo: Sjahny, Wikimedia Commons, CC BY-SA 4.0.

A floating crane lowering the final deck segment into position on the Pelješac Bridge, 21 July 2021, with support vessels holding the segment beneath the crane's spreader beam — Installation of the final deck segment, 21 July 2021. Resized from the original for web display.
Photo: Ponor, via Wikimedia Commons, CC BY-SA 4.0.

Sources: Structurae — structural data and construction chronology; Ponting — design engineer's span arrangement and foundation data. Figures are reported as published.

One of the Few Bridges Erected Using Three Methods in One Project — The Erection Story of the Pelješac Bridge

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