LGH France Supports 100 Tonne Lifts for Future Colombelles Bridge

30 Second Takeaway

LGH France has supplied a specialist below the hook lifting system for the construction of the Future Colombelles Bridge at the Port of Caen Ouistreham in Normandy. The equipment was used to lift and position precast concrete components weighing up to 100 tonnes, including half ring sections with irregular geometry and offset centres of gravity. The lifting arrangements combined Modulift modular spreader beams, Multi Lug systems, high capacity slings, shackles and sheave blocks. The elements were manufactured on the Calix quay, transported to the bridge site by barge and installed as part of the new P2 and P3 reinforced concrete piers.

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Heavy Precast Elements Installed at Colombelles

LGH France has supported construction of the Future Colombelles Bridge by supplying below the hook equipment for a series of heavy precast concrete lifts.The operation involved several large components forming part of the bridge’s reinforced concrete piers and associated formwork structures.

The principal elements included:

• A 100 tonne precast unit for pier P2

• 67 tonne half ring sections for pier P3

• Additional 45 tonne components for pier P3

• Modular spreader beams and Multi Lug systems

• High capacity slings, shackles and sheave blocks

Each lifting configuration was adapted to the weight, centre of gravity, geometry and intended handling path of the individual component. All of the identified P2 and P3 elements were installed on schedule, allowing Eiffage Génie Civil to continue work on the bridge structure.

Components Manufactured on the Calix Quay

Production of the precast concrete elements began on the Calix quay in March 2026.

The dedicated fabrication area allowed the large pier and abutment components to be manufactured within the port before being transferred by water to the installation site.

Once the concrete had achieved the required condition for handling, the elements were prepared for lifting and loaded onto a barge.

Using the canal for transport reduced the need to move the largest components through the surrounding road network. It also allowed each element to arrive close to its final position. The method required close coordination between the fabrication schedule, barge movements, lifting equipment and construction sequence at the bridge site.

Barge Transport Connects Production and Installation

Transporting the precast elements by barge created a direct link between the production area on the Calix quay and the new bridge. Each component had to remain supported and secured during the waterborne journey. At the installation site, the lifting team connected the selected rigging configuration before transferring the load from the barge.

This sequence required consideration of:

• Barge position and stability

• Water movement

• Available lifting radius

• Crane hook position

• Component centre of gravity

• Rigging clearances

• Final pier alignment

• Communication between marine and construction personnel

The load path extended from the initial pick on the barge through slewing and final lowering into the pier structure. The lifting equipment therefore needed to maintain suitable load distribution throughout the complete movement rather than only during the initial lift.

Irregular Half Rings Require Specific Rigging Geometry

The 67 tonne half ring sections for pier P3 created a different lifting challenge from the larger 100 tonne P2 component. Their curved geometry meant that the lifting points and centre of gravity did not follow the simple arrangement associated with a rectangular load.

An uneven rigging arrangement can cause a curved precast section to rotate or tilt as it leaves its support. This can alter sling forces and make final positioning more difficult.

LGH France adapted the lifting configuration to the geometry of each half ring, using modular equipment to establish the required connection points and sling angles.

Load distribution was especially important because precast concrete components must be supported at positions established during their design and fabrication. Incorrect support can introduce forces that the component was not intended to carry during handling.

Modulift Beams Establish the Lifting Geometry

Modulift modular spreader beams formed a central part of the lifting arrangements.

Spreader beams maintain separation between the lower slings and help direct lifting forces towards the approved attachment points on the load.

For large precast components, this can reduce inward compression created by angled slings and provide greater control over the rigging geometry.

Modular beams can be assembled in different lengths by combining end units with interchangeable struts. This allows the system to be reconfigured for loads with different dimensions.

The ability to alter the beam arrangement was valuable at Colombelles because the P2 and P3 components differed in weight, shape and lifting point location. Every assembled beam configuration remains subject to its applicable working load limit, span and rigging angle.

Multi Lug Systems Provide Multiple Connection Points

The lifting package also incorporated Multi Lug systems for components requiring several carefully positioned connections. A Multi Lug uses a central lifting connection with several available lower attachment positions. This allows the rigging system to distribute load across multiple points while operating within a relatively compact headroom.

LGH offers Multi Lug systems in capacities ranging from 25 to 200 tonnes, with the selected capacity and arrangement determined by the individual lift. Two units can also be linked to create wider lifting configurations, subject to the engineered capacity of the complete system. For the Colombelles project, the Multi Lug equipment allowed the rigging geometry to be adapted around the precast sections and their defined lifting points.

This flexibility helped accommodate the irregular half ring sections and the different load paths required during the P2 and P3 installations.

Slings, Shackles and Sheave Blocks Complete the System

High capacity slings and shackles connected the lifting beams and Multi Lug systems to the precast components. Each sling had to be selected according to the expected tension, sling angle, connection method and potential interaction with the load.

Shackles provided rated connections between the individual elements of the lifting arrangement. Their orientation and available clearance were important because side loading or contact with adjacent components can affect performance. Sheave blocks were incorporated where required to guide the lifting lines and support controlled movement.

Together, these components created a complete lifting system rather than a collection of independently selected accessories. The capacity of the arrangement was governed by its complete configuration, including the lowest rated component and the forces created by the selected rigging angles.

Constrained Quayside Conditions Increase Complexity

The lifts were completed within a restricted port and construction environment.

Available space was shared between the bridge works, barge operations, cranes, temporary structures and other project equipment. The lifting team had to control the components without allowing them to contact the barge, pier structure or surrounding equipment. Final positioning required the loads to be aligned with the developing reinforced concrete works while remaining supported by the crane.

The combination of restricted space and irregular geometry increased the importance of:

• Confirmed component weights

• Accurate centre of gravity information

• Controlled sling angles

• Suitable spreader beam spans

• Clear communication

• Defined exclusion zones

• Weather and wind monitoring

• Coordinated barge positioning

LGH France matched each rigging configuration to the planned load path and installation sequence.

New Bridge Will Replace an Ageing Crossing

The Future Colombelles Bridge is being constructed to replace the existing crossing over the Caen Canal. The current bridge dates from 1958 and 1959 and has experienced structural fatigue, mechanical failures and increasing maintenance requirements.

It carries an important road connection between the eastern and western parts of the Greater Caen area. Ports of Normandy reports that approximately 18,000 vehicles use the crossing each day, with heavy goods vehicles accounting for around seven percent of the traffic.

Vehicles weighing more than 7.5 tonnes have been restricted from the existing bridge because of its condition. The new crossing is intended to provide a more reliable connection for road traffic while maintaining access for vessels using the canal.

New Swing Bridge Supports Road and Marine Traffic

Like the existing structure, the replacement will be a swing bridge.

The movable section will be controlled through Ports of Normandy’s remote operating system and will provide a 40 metre navigation channel for vessels using the Caen Canal.

The bridge is designed with increased clearance above the water, allowing smaller leisure craft and potential future river shuttle services to pass beneath without requiring the structure to open.

The road deck will accommodate:

• Two traffic lanes, each approximately 3.25 metres wide

• An accessible pedestrian walkway approximately 1.4 metres wide

• A two way cycle path approximately 3 metres wide

This layout is intended to support road traffic, pedestrians and cyclists while preserving maritime access to the port.

Wider Bridge Programme Continues

Construction of the new bridge began in November 2025, following utility diversions and preparatory work. Earthworks started in March 2026 to create the new road approaches and relocate part of the RD 226.

The bridge foundations include steel piles installed within the canal, while the reinforced concrete piers and abutments provide support for the fixed and movable sections.

The steel bridge structure is being manufactured by Eiffage Métal at its facility in Lauterbourg, Alsace.

The project also includes:

• New road connections

• A bridge control building

• Mechanical operating equipment

• Canal protection structures

• Pedestrian and cycling infrastructure

• Demolition of the existing bridge

• Environmental and landscaping work

The overall project budget is listed by Ports of Normandy at approximately €20 million, funded by the Normandy Region, the Calvados Department and Caen la Mer.

About LGH France

LGH France provides lifting, handling and positioning equipment for hire, supported by technical guidance and project specific equipment selection.

Its rental portfolio includes hoists, modular spreader beams, Multi Lug systems, hydraulic cylinders, gantries, skidding systems, lifting beams, slings, shackles, sheave blocks and load monitoring equipment.

The company supports construction, infrastructure, manufacturing, energy, offshore and industrial maintenance projects. LGH France forms part of the wider LGH Group, which operates lifting equipment rental businesses across several European markets, including France, Germany, Belgium, the Netherlands and the United Kingdom.

Company website: www.lgh.eu

About Modulift

Modulift is a UK manufacturer of modular spreader beams, frames and engineered below the hook lifting equipment.

Established in 2002, the company designs and manufactures standard and custom lifting systems for construction, infrastructure, offshore, energy, transport and industrial projects.

Its modular beam system allows individual struts and end units to be combined in different lengths while maintaining the approved capacity for the selected arrangement.

Modulift operates as part of the pewag Group.

Company website: www.modulift.com

About Eiffage Génie Civil

Eiffage Génie Civil is the civil engineering division of French construction and concessions group Eiffage. The company delivers bridges, tunnels, roads, rail infrastructure, marine works, foundations, water infrastructure and major structural projects in France and international markets.

Eiffage Génie Civil is part of the consortium responsible for designing and constructing the new Colombelles Bridge and completing the associated civil works.

Other consortium members include Eiffage Métal, Lavigne Chéron, Arcadis, ISM and ETMF.

Company website: www.eiffagegeniecivil.com

About Ports of Normandy

Ports of Normandy owns and manages the ports of Caen Ouistreham, Cherbourg and Dieppe. The organisation was established through a partnership involving the Normandy Region, the departments of Calvados, Manche and Seine Maritime, and the metropolitan authorities of Caen la Mer, Le Cotentin and Dieppe Maritime.

Its port network supports freight, passenger services, fishing, marine renewable energy, cruise operations, recreational boating and ship repair. Ports of Normandy is the project owner for the replacement of the Colombelles Bridge.

Organisation website: www.portsdenormandie.fr

Frequently Asked Questions

What equipment did LGH France supply?

LGH France supplied Modulift modular spreader beams, Multi Lug systems, high capacity slings, shackles and sheave blocks.

What was the heaviest component?

The largest precast unit weighed approximately 100 tonnes and formed part of pier P2.

What components were installed for pier P3?

The P3 assembly included 67 tonne half ring sections and additional components weighing approximately 45 tonnes.

Where were the concrete elements manufactured?

The components were produced on the Calix quay within the Port of Caen Ouistreham.

How were the components transported to the bridge?

The precast elements were moved from the fabrication area to the installation site by barge.

Why were modular lifting systems required?

The elements differed in weight, geometry and centre of gravity. Modular equipment allowed LGH France to adapt the rigging arrangement for each lift.

What is a Multi Lug?

A Multi Lug is a lifting device with a central upper connection and several lower lifting points. It can help distribute a load across multiple rigging connections.

Who is constructing the bridge?

The project is being delivered by a consortium that includes Eiffage Métal, Eiffage Génie Civil, Lavigne Chéron, Arcadis, ISM and ETMF.

What type of bridge is being constructed?

The replacement will be a swing bridge carrying road, pedestrian and cycle traffic across the Caen Canal.

Why is the existing bridge being replaced?

The current structure has experienced fatigue, mechanical failures and increasing maintenance demands. It no longer provides the required reliability for road and port traffic.