218025052 bridge partner

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CONTENTS

VSL and Post-tensioning for Bridges --------------------------------- 3

Precast Segmental Erection

Balanced Cantilever Erection with Launching Gantry ------ 4Span by Span Erection with Launching Gantry -------------- 6

Balanced Cantilever Erection with Lifting Frames ---------- 8

Balanced Cantilever Erection with Cranes ------------------ 10

Precast Beam Method -------------------------------------------- 12

Full Span Precast Method --------------------------------------- 14

Span by Span Erection on Falsework ------------------------ 16

Insitu Construction

Incremental Launching Method --------------------------------- 18

Form Traveller Method ------------------------------------------- 20

VSL Form Systems ----------------------------------------------- 22

Heavy Lifting Applications for Bridge Construction --------------- 24

Stay Cable Bridge Construction

VSL SSI 2000 Stay Cable System ---------------------------- 26

Shatin T3 - Hong Kong (2004-2007)

Industrial Ring Road - Thailand (2005-2006)

Creve Coeur Lake - USA (1999-2003)

La Unidad Bridge - Mexico (2002-2003)

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From Post-tensioning to Bridge Partner

VSL is recognised as a world leader in specialist constructionengineering and associated technology and services. Today, VSLoperates as a worldwide network through 40 subsidiariesestablished on 6 continents. The Group is able to provide a fullrange of technical and construction services for bridge construction,including design evaluation, permanent works design, temporaryworks design and construction engineering, precastingmanagement and bridge construction.

Innovative solutions worldwide

VSL has contributed to some of the most prestigious and complexbridge structures around the world, ranging from large span staycable bridges to conventional precast beam bridges. Recently,the first full span bridge in Ductal ® (Seonyu Footbridge, Korea)

has been designed and constructed by VSL, a structure that isregarded as the most innovative ultra-high performance concretedevelopment in the last decade worldwide.

VSL has evolved from a specialist post-tensioning company into amulti disciplined bridge partner, capable of providing contractorsand engineers with construction and engineering services for highlycomplex and demanding projects. More importantly, the localisedorganisation of VSL provides clients with innovative practicaldesigns and construction solutions adapted to suit the local market.

Promoting highly efficient rates of construction

With extensive experience in large infrastructure and superstructureprojects, VSL has a proven record of developing project specificconstruction systems and methods that promote highly efficientrates of construction and facilitate programme surety, whilemaintaining and often improving essential safety and quality controlmeasures. Lateral thought processes encouraged within the designand production teams provide a suitable environment in which tonurture novel, and often remarkably simple solutions to demandingproblems. The exchange of knowledge within the VSL global networkenables the group's considerable experience to be fully utilised and

applied in a wide variety of engineering domains.

As a specialist bridge partner, VSL can bring the project team anextensive experience gained from erecting over 100,000 precastbridge deck elements (providing almost 5 million square metersof bridge surface), constructing multiple insitu bridges utilising VSLform travellers and incremental launching methods and also beinginvolved in the construction of over 100 stay cable bridges.

VSL is committed to offering clients a 'best for project' service thathas recently led to the development and successful implementationof various innovative Partnering and Alliancing arrangements that

have proved to be highly successful and mutually beneficial to allparties involved.

3

Taiwan High Speed Rail C215 - Taiwan(2000-2004)

Ilsun Bridge - Korea (2005-2007)

Shenzhen Western Corridor - Hong Kong(2004-2005)

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SPAN BY SPAN LIFTING FRAME CRANE PRECAST BEAM FULL SPAN PRECAST FALSEWORK INCREMENTAL LAUNCHLANCED CANTILEVER

Front Upper Cross BeamMain Truss

Rear Upper Cross Beam

Direction of Erection

Rear Lower Cross Beam Front Lower Cross BeamRear Support Leg

Segment Delivery on Completed Deck or at Ground Level

Stitching Beam

Closure Stitch Formwork Stressing Platform

N-1 N

LANCED CANTILEVER

PRECAST SEGMENTAL ERECTION

BALANCED CANTILEVER ERECTION WITH

VSL has over 20 years experience in thedesign and construction of precastsegmental balanced cantilever bridges.VSL in-house technical centres areprimarily involved in the design of erectionsystems and associated temporaryworks, and have also completed many

permanent works designs in closecooperation and conjunction withDesigners and Consultants.VSL has the capability and necessaryexperience to work with designers andcontractors to develop cost effectivedesigns that promote safe, effective

construction sequences and methodswhile achieving optimal productivity. VSLis recognised as a world leader in precastsegmental erection and has workedextensively with international contractorson technically demanding projects. VSL'shighly efficient erection systems enable

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Telok Blangah - Singapore (1998-2001)61,440m 2 of deck, 1,460 segments

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FEATURES & ADVANTAGES

RM TRAVELLER FORM SYSTEM STAY CABLEHEAVY LIFTING

Front Support Leg

Pier Bracket

N+1

DescriptionSpan N-1

Stitch N to N-1

Curing of Stitch (Overnight)

Continui ty P.T.

Span N

Launch Gantry to Span N

Segment Erection Span N

Span N+1

Erect Pier Segment

Align Pier Segment

Place Reinforcement

Place Formwork

Cast Insitu Diaphragm

Curing Pier/Column Joint

Duration: 6 Shifts

1 2 4 5 63

Typical Erection Cycle

LAUNCHING GANTRY

contractors to minimise constructiondurations while optimising quality. VSLregularly achieves production ratesexceeding one cantilever per week.Within the VSL organisation, there is anextensive network of project managerial,technical and production staff.

5

aiwan C310 (1999-2001)6,120m 2 of deck, 1,823 segments

Lai Chi Kok - Hong Kong (2004-2006)63,000m 2 of deck, 1,771 segments

henzhen Western Corridor - Hong Kong004-2005) 90,800m 2 of deck, 1,879 segments

Bayan Baru - Malaysia (2001-2003)31,063m 2 of deck, 762 segments

hatin T3 - Hong Kong (2004-2007)5,800m 2 of deck, 1,806 segments

Pakse Bridge - Laos (1998-2000)16,284m 2 of deck, 384 segments

Delivery of segments alongcompleted deck to rear ofgantry minimises disruption toexisting traffic networks.

Necessary temporary worksrequire little groundimprovement and are generallyelevated, therefore causingminimal disruption to existingroads, structures or services.

Support craneage is reduceddue to temporary works beingrelocated by gantry.

Clear, unobstructed access toall work fronts is providedwithin gantry system.

Work can proceed on multiplework fronts within the gantry, i.epier segment erection,cantilever construction andclosure pour construction.

Temporary loads areintroduced directly into piers.

Fast rates of erection arepossible (up to 6 pairs ofsegments per shift areregularly achieved by VSL).

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Main Truss


Rear Lower Cross Beam

Rear Support Leg

Segment Delivery atGround Level

Hanger Beams

WinchUpper Cross Beam

N-2 N-1 N

SPAN BY SPAN


SPAN BY SPAN ERECTION WITH LAUNCHING

VSL has been involved in an extensivenumber of span-by-span precastsegmental projects in the Asia region andhas recently completed large segmentalinfrastructure projects in South America.Often in the face of demanding design,program and site constraints, VSL has a

proven ability to provide Consultants,Engineers and Contractors with innovative,practical and cost effective solutions,proving to be mutually beneficial to allparties involved.VSL erection systems are developed tooptimise permanent works design and

minimise additional temporary worksrequired during the construction stage.Within the VSL network, an extensive poolof suitably qualified personnel is availableto manage, supervise and operate the highcapacity erection gantries. Generally, insupport of the production teams, each

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Deep Bay Link - Hong Kong (2004-2005)108,000m 2 of deck, 3,014 segments

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Front Lower Cross Beam

Front Support Leg

N+1

Description

Duration: 4-Day CycleTypical Erection Cycle

Launching of Gantry

Segment Placing

Segment Alignment / Gluing

Wet Joint Casting

Curing (Overnight)

Installation of External P.T.

Stressing of External P.T.

1

D/S N/S N/S N/S N/SD/S D/S D/S

2 43

GANTRY

project will have a project specific technicalteam responsible for providing details, andadvising on and monitoring the works toensure all necessary technical and safetyaspects are provided for. In addition,various VSL technical centres are utilisedto provide specific assistance if and when

required. Regular erection rates achievedare 1 span per 2.5 days with underslunggantries, and 1 span per 4 days withoverhead gantries. Being allowed tooperate 24-hour a day, VSL recentlyachieved in Chile a typical erection cycle of1 span every 24 hours .

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etro de Santiago - Chile (2004-2005)2,000m 2 of deck, 2,156 segments


West Rail - Hong Kong (1999-2002)16,667m 2 of deck, 8,642 segments

Bandra Worli - India (2002-2006)132,130m 2 of deck, 2,332 segments

enny 's Bay - Hong Kong (2003-2004)6,240m 2 of deck, 627 segments

Pusan - Korea (1993-1997)39,900m 2 of deck, 1,434 segments

Flexibility to use overhead orunderslung gantries.

Fast rates of erection arepossible due to use ofexternal post-tensioning (VSLhas achieved rates oferection exceeding 1 spanevery 24 hours).

Segment delivery is possiblealong completed deck to rearof gantry or at ground level.

Smaller crew size is requiredcompared to balancedcantilever construction.

Good access provided withinthe gantry to all work fronts.

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Segment Delivery atGround Level

Alignment/SupportBracket

Stressing Platform

Stitching Beam

Closure Stitch Formwork

Lifting Spreader Beam

Stressing Platform

Rail Beam Lifting FrameUpper Cross Beam

N-2 N-1 N

LIFTING FRAME



VSL continually develops innovative liftingsolutions applicable to precast segmenterection. VSL strand lifting units,incorporating multiple safety features areregularly utilised, providing a large rangeof lifting capacities whilst allowing precisealignment and placement of segments.

Extensive studies conducted by ourtechn ica l cen t r es f ac i l i t a t e thedevelopment of project specific liftingsys tems . Precas t e lement del iveryusually governs the method adoptedand VSL have successfully operatedl i f t ing f rames sui table for use on

projects with considerable deliveryconstraints. VSL lifting frames are self-contained and incorporate safeunobstructed working platforms andaccesses to all necessary locations.Following assembly, installation andcommissioning by suitable cranes, VSL

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West Tsing Yi - Hong Kong (2004-2005)14,000m 2 of deck, 250 segments

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Hanger Beams

1st pair of field segments erected by crane.Segments are suspended from hanger beams

or lifting frames when there is a wet joint.

Pier Segment Erection by Crane

N+1 N+2

Segment Erection - Pair 2-3





Remove Lifting Frames


Wet Joint Curing

Wet Joint Construction

Segment Erection - Pair 1

Duration: 13 Shifts1 2 4 5 6 7 8 9 10 11 12 133

Erect & Assemble Lifting Frames &Brackets on Pier Head

DescriptionTypical Erection Cycle

LIFTING FRAMES

lifting frames can operate independently.VSL lifting systems incorporate twoprimary hydraulic systems providing bothlifting and self-launching mechanisms.When high lifting speeds are required,generally greater than 20 meters per hour,tandem lifting units or winch systems have

been utilised. VSL technical centrestypically work with engineers toincorporate necessary lifting system tiedown into the permanent works, to ensuresuitable load introduction into thepermanent works and also provide stageby stage analysis, geometry control and

precamber calculation. VSL's experiencedsupervisory teams regularly achieveerection cycles of two pairs of segmentsper shift.

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openg Flyover - Malaysia (2003-2004)2,240m 2 of deck, 262 segments

Quarashia Bridge - Saudi Arabia(1989-1990) 12,820m 2 of deck, 143 segments

ai Chi Kok - Hong Kong (2004-2005)3,000m 2 of deck, 1,771 segments

isosansen Bridge - Japan (1998-2001)0,000m 2 of deck, 344 segments

Shenzhen Western Corridor - Hong Kong(2004-2005) 90,800m 2 of deck, 1,879 segments

Relatively simple temporaryworks requirements.

High rates of erection.

Large segments can be erected.

Optimised crew cycles.

Multiple levels of segmentalignment and adjustmentare possible.

Strand lifting units can beadopted and provide several

levels of safety features.

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Segment Delivery atGround Level Alignment/Support Bracket

Hanger BeamsStitching Beam

Closure Stitch Formwork

Stressing Platform

N-2 N-1 N

CRANE



Erection using suitable mobile craneagehas frequently been executed by VSL,particularly in relation to balanced cantileverconstruction. When site and groundconditions are suitable, this method oferection has proved highly effective and canfacilitate considerable rates of erection.

VSL project teams provide detailedcraneage studies helping to optimise craneusage while minimising disruption to thesurrounding environment. In particular, VSLhas assisted contractors to develop andimplement temporary traffic managementschemes. VSL technical centres work with

production team to develop additionaltemporary works, in particular piersegment supports and accessrequirements. VSL is capable of offeringstage-by-stage analysis and detailedprecamber calculation. With careful projectdesign and management, cranes of varying

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West Rail - Hong Kong (1999-2002)8,330m 2 of deck, 617 segments

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1st pair of field segments erected by crane.Segments are suspended from hanger beams

if there is a wet joint to be cast.

Pier Segment Erection by Crane

N+1 N+2

Description

Duration: 8 Shifts

1 2 4 5 6 7 83

Installation ofPier Segment Support Brackets

Installation of Pier Segment





Typical Erection Cycle

CRANES

types and capacities have been utilised byVSL to achieve the best operating results.Typical erection rates are up to 6 segmentsper day.

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hatin T3 - Hong Kong (2004-2007)5,800m 2 of deck, 1,806 segments

West Link - Australia (2004-2005)6,000m 2 of deck, 3,013 segments

West Rail - HongKong (1999-2002)8,330m 2 of deck,617 segments

Lai Chi Kok - HongKong (2004-2006)63,000m 2 of deck,1,771 segments

Temporary worksrequirements are minimised.

Fast rates of erection are possible.

Multiple work fronts are possible.

Optimised crew size.

Minimal engineering requirements.

Cranes are generally readilyavailable in the market.

Cranes can be utilised toexecute other activities.

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Front Upper Cross Beamin Lifting Position

Support Tower

Rear Upper Cross Beamin Lifting Position


Rear Lower Cross BeamFront Lower Cross Beam

Rear Support Leg

Beam Delivery at Ground Level

Main Truss

N-2 N-1 N

PRECAST BEAM


PRECAST BEAM METHOD

VSL has considerable experience in theerection of various precast beam structures.Methods of erection have been developedfollowing extensive studies relating to siteconstraints. Generally, the delivery ofprecast beams to the erection front is thedeterminant that influences the method of

erection system to be adopted. VSL hasutilised a variety of launching girders, beamlaunchers and lifting frames, capable ofreceiving precast beams directly behind,below or in parallel to the erection system.I beams, U beams and T beams have beenerected extensively.

In addition to the erection of primarystructural members, VSL has also beenresponsible for the complete constructionof bridge decks including placement ofprecast planks, and insitu works. VSL'sexperienced project specificmanagement, supervisory and technical

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N-S Link - Jakarta (1989-1991)2,000 beams

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Front Support Leg

N+1

Description

Typical Erection Cycle Duration: 2-Shift Cycle (Hours)Shift - 1

(10 Hour Shift)Shift - 2

(10 Hour Shift)

Lift and place 1 st beam (outer most) withprecast plank on top

Lift and place 2 nd beam with precast plankon top

Lift and place 3 rd beam with precast plank

on top

Lift and place 4 th beam with precast plankon top

Reposition the intermediate planks intofinal position

Move gantry to center viaduct then launchto next span

teams facilitate rates of erection oftenexceeding one span per day.With the precast beam method, strand andwinch lifting units are utilised, providingsafe and precise placement of precastelements, allowing multiple degrees ofalignment and efficient rates of erection.

Tandem lifting of full span precast beamswith cranes has also been adoptedfacilitating the lifting of large loads oftenexceeding 100 tonnes in weight and 40min length.

13

alau Island Bridge - Palau (2003-2005)000m 2 of deck, 52 beams

Cebu Coastal Road - Philippines (2001-2002) 24,000m 2 of deck, 320 beams

arasin Bridge - Phuket, Thailand991-1992) 7,800m 2 of deck, 182 beams

East Coast Parkway - Singapore (1981)68,250m 2 of deck, 180 beams

utong Lumut Coastal Highway - Brunei001-2003) 6,100m 2 of deck, 210 beams

Saraburi - Thailand (1994-1995)

Fast rates of erection.

Relatively simple erectiongantry, or crane erection.

Beam delivery possiblealong completed deck torear of gantry, thusminimising disruption toexisting traffic networks.

Small works crew size.

Geometry control is minimised.

Precast beam production isrelatively simple and requireslow levels of mechanisation.

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N-1 N N+1

Delivery of Precast Span along Completed Deck by Launching Carrier


Rear Trailer

Front Trailer

Rear Fixed Leg

Rear Mobile Support

Front Lifting FrameRear Lifting Frame

Lifting Winches

Launching Carrier

FULL SPAN PRECAST


FULL SPAN PRECAST METHOD

The full span precast method of erectionis particularly suited to projectscomprising multiple spans of similarlength which have minimal horizontal radii.Typically rail networks are most suitablefor this method of erection. VSL hasconsiderable experience in this field of

erection, with specific referencesincluding the Taiwan High Speed RailProject and the Singapore MRT.Full span precast elements can beconstructed in a static casting yard underfactory conditions which facilitate improvedsafety and quality while also optimising

labour and necessary plant requirements.Other than access to the pier heads, verylittle temporary works are required andfollow up activities are minimised.Rapid rates of erection are achievable, andVSL has obtained erection rates of 2 spansper day. Delivery of precast elements along

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Taiwan High Speed Rail C215- Taiwan(2000-2004) 260,000m 2 of deck, 602 spans

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N+2 N+3

Front Mobile Support

Front Fixed Leg

Support Beam

DescriptionTypical Erection Cycle Duration: 1-Day Cycle (Hours)

5 6 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 237

Delivery New Span from Yard toErection Site

Erection of New Span

Return Launching Carrier to Yard

Launching Carrier Available for

Yard HandlingLoad New Segment intoLaunching Carrier

Load Transfer from Temporary toPermanent Bearings

Prepare Permanent Bearingsfor Grouting

Grout Permanent Bearings

the completed deck reduces disruption toexisting traffic networks and helpsminimise ground improvement works thatwould otherwise be required to transportlarge elements at ground level.

15

aiwan High Speed Rail C215 - Taiwan000-2004) 260,000m 2 of deck, 602 spans



Seven Mile Bridge - USA (1980-1982)130,000m 2 of deck, 265 spans

MRT - Singapore (1985-1989)114,000m 2 of deck, 1,000 spans

MRT - Singapore (1985-1989)114,000m 2 of deck, 1,000 spans

Very high rate of production,with very high quality.

Minimal follow up works.

Full span production in factoryenvironment allowsimprovements in quality ofprecast elements.

Delivery of elements to rear ofgantry is possible alongcompleted deck thereforeminimising disruption toexisting traffic networks.

Reduced on site activities,improves safety andenvironmental concerns.

Minimal additional temporaryworks are required.

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Segment Delivery at Ground Level

Stressing PlatformSpan Jack Span Jack

N-2 N-1 N

Falsework Support

Temporary Support

Relocation of Falsework Support

FALSEWORK


SPAN BY SPAN ERECTION ON FALSEWORK

V S L has adop ted the f a l s ew orks uppor t me thod on many p recas tsegmental projects.Dependent upon the imposed loading andthe effective height, conventional scaffoldsupport or heavy shoring systems areutilised. Hydraulic systems are

incorporated to enable temporary segmentsupport, alignment and load transfer ontopiers. Typically, segments are loaded ontothe falsework support using suitablecraneage. However, if access is limited,VSL has also developed alternativesolutions for the handling and loading of

segments. VSL engineering andproduction staff conduct extensive logisticstudies relating to site access, segmenthandling and temporary foundation needs.Modular support systems are adopted tominimise relocation durations and tooptimise erection rates. Long span support

16


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N+1

Description

Typical Erection Cycle Duration: 4-Day Cycle (Days)

1 2 43

Installation of Scaffold Support

Erection of Segments

Alignment and Gluing

Post Tensioning Operations

Load Transfer onto Permanent Bearings

structures are often developed to cater forroad or rail crossings. Support structuresincorporate access and working platformsand may include suspended containmentsto manage falling debris. Typical erectionrates are up to one span every three days.

17

West Rail - Hong Kong (1999-2002)16,667m 2 of deck, 8,642 segments

Penny ' s Bay - Hong Kong (2003-2004)16,240m 2 of deck, 627 segments

eep Bay Link - Hong Kong (2004-2005)08,000m 2 of deck, 3,014 segments

Penny ' s Bay - Hong Kong (2003-2004)16,240m 2 of deck, 627 segments

West Link - Australia (2004-2005)6,000m 2 of deck, 3,013 segments

East Rail - Hong Kong (2000-2003)58,320m 2 of deck, 4,449 segments

Minimised engineeringrequirements are possible.

Modular support system canbe relocated with ease andrelatively quickly.

Work can proceed on multiplework fronts.

Production crew size is fullyutilised and optimised.

Good access is provided to allwork fronts.

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Launching Nose

Casting Bed

Vertical Reaction Beams

Scaffolding for Access

Pulling Jack

Direction of Launch

Monolithic or Stressed Connectionto 1 st Segment

Launching Bearings

Lateral Restraint

N N+1 N+2 N+3

INCREMENTAL LAUNCH

INSITU CONSTRUCTION

INCREMENTAL LAUNCHING METHOD

The principle of the incrementallylaunched bridge consists of building thesuperstructure segments in a casting yardlocated behind the bridge abutment. Eachsegment is matchcast against the previousone and prestressed to the section ofsuperstructure already built. The entire

superstructure is then jacked forward adistance equal to the length of thissegment. This process is repeated untilthe bridge is in its final position. Additionalcontinuity prestress is then installed andthe temporary bearings are replaced by thepermanent bearings. This form of

construction can be used for bridgeshaving constant cross sectional shapethroughout their length. The bridge shouldbe straight or have a constant horizontaland vertical curvature.The incrementally launched bridge hasseveral advantages. It eliminates the

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Kemena Bridge - Malaysia (2003-2005)32-53m of span length, 4,947.6m 2 of surface

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(A)(B)

(A)

(A)

TYPICAL CONSTRUCTION SEQUENCE

Cast segment (A),install launching nose,install pulling units

Pull segment (A) forwardusing pulling jacks attached

to reaction beam

Construct segment (B),repeat stage and for remaining segments

Description

Typical Construction Cycle Duration: 8-Day Cycle (Days)

1 2 4 5 63 7 8

Launch Segment

Strip and Clean Forms

Install Base and Web Rebar

Install Web Forms

Concrete Base and Webs

Install Inner Forms

Install Top Slab Rebar

Concrete Top Slab

Curing

Stress P.T.

traditional scaffolding required forsupporting the formwork. This is particularlyvaluable for projects with high piers, inurban areas, spanning over deep water,over roads and over railways. Most of theconstruction operations take place in thesame location, which may be organised as

a precasting yard. The precasting work isthus more easily supervised, giving a highquality of workmanship. However, it shouldbe noted that the post-tensioningrequirements for the launching operationsusually result in higher quantities whencompared with other construction methods.

19

ybny Potok - Czech Republic (2005)8m of span length, 10,858m 2 of surface

Brides Glens Bridge - Ireland (2003-2004)45.9-65m of span length, 3,200m 2 of surface

Caguanas River Bridge - Puerto Rico(1981) 385m of bridge length

ampanies Sengkang Flyover - Singapore (2002-2003)4.5-63m of span length, 10,623.85m 2 of surface

Concentrated work front optimisescraneage requirements.

Site constraints such as poorground and access restrictioncan be minimised.

Minimal temporary works.

Seven-day cycle is achievable ifovertime is allowed.

Require only a moderateinvestment in specialisedequipment such as launching

nose, launching jacks,conventional jacks, launchingbearings and guides.

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Front Transverse Truss Anchoring Jack

Rail Beam

Main Frame

Lower Rear Transverse Beam

Stitching Beam

Closure Stitch Formwork End Span Falsework

Form Traveller

Lower Front Transverse Beam

Outer Roller Beam

Form Traveller

N N+1

INSITU CONSTRUCTION

FORM TRAVELLER METHOD

Developed from our earlier form travellersystems, VSL has produced astandardised modular form travellersystem, applicable to most contemporarybridge designs. This highly flexiblesystem allows efficient use on bridgeswith different cross sections. A variety of

casting lengths can be adopted to suitengineers' designs.Mechanical and hydraulic systems built into the form traveller system ensureprecise control of the bridge duringconstruction. The lightweight modularsystem requires minimal support

craneage during assembly, erection andrelocation. Unobstructed workingplatforms and access are incorporated intothe form system.Reinforcement and concreting operationshave been optimised by minimisingobstruction caused by the form traveller.

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Taiwan High Speed Rail - Taiwan (2002-2003)80-100m of span length, 22 cantilevers

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Bridge Abutment

Temporary Support

End span constructed using Form Traveller

Description

Typical Construction Cycle

Removal of stop end form and form ties

Installation of strand

Stressing of cantilever P.T.

Stripping of outer, inner, bottom form

Launching and fixation of rail beam

Launching and fixation of main frame

Cleaning of form panels

Rolling back of inner web forms

Adjust / Close outer and bottom forms

Placing P.T. ducts / inserts for bottom slab / webs

Launch inner web forms, adjust / close inner web forms

Final survey / check of level / alignment

Pour concrete

Curing - Traveller #1

Curing - Traveller #2

Traveller #1 Traveller #2

Placing reinforcement / P.T. ducts / insert for upper deckand cantilever wing

Duration: 5-day cycle, 12 hours per dayDay 1 Day 2 Day 3 Day 4 Day 5

8 1 2 3 4 5 6 79 10 11 12 8 1 2 3 4 5 6 79 10 11 12 8 1 2 3 4 5 6 79 10 11 12 8 1 2 3 4 5 6 79 10 11 12 8 1 2 3 4 5 6 79 10 11 12

RM TRAVELLER

Typical cycles of 5 days per pour areregularly achieved. If required, steam curingcan also be incorporated into the formsystem resulting in typical cycles of 4 daysper pour. VSL technical centres continuallywork with engineers to optimise post-tensioning arrangements, often facilitating

asymmetrical construction resulting inoptimal usage of labour resources. Projectspecific forms are also developed toconstruct the pier head.

H-3 North Halawa Valley Viaduct -Hawaii (1990-1992)

Ma Wan - Hong Kong (1999)48m of main span length, 15 cantilevers

henur Bridge - Malaysia (2002-2004)40m of main span length, 7 cantilevers

Angara River Bridge - Russia (2000-2005)105m of main span length, 5 cantilevers

nu Bridge - Columbia (2005)50m of main span length, 2 cantilevers

eep Bay Link - Hong Kong (2004-2005)1.5m of span length, 28 cantilevers

VSL modular form travellersare readily available and canbe obtained quickly withoutmajor re-engineering required.

Long-span bridge structureswith access constraints can beeasily accommodated.

Craneage capacityrequirements are minimised.

Crew efficiency between 1 pairof form travellers is optimised.

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INSITU CONSTRUCTION

VSL FORM SYSTEMS

VSL has considerable experience in awide variety of insitu form system ranging

from self climbing form systems utilisedfor pier and pylon construction to largespan underslung movable scaffoldsupport systems.To complement any precast erection

operation, VSL is also able to providedetailed design, supply and operation of

precast cells required for precastsegmental bridge decks, precast beams,and also full span precast elements.Recently, on the Taiwan High Speed RailProject, VSL was responsible for the

complete establishment and operation ofthe casting yard including reinforcement

and concreting operations.VSL form systems are generally modular,light weight and provide clear unobstructedaccess to all necessary working areas.Mechanised VSL Form Systems facilitate

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Photos of this page:Stonecutters Bridge - Hong Kong

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RM TRAVELLER FORM SYSTEM STAY CABLEHEAVY LIFTINGFORM SYSTEM

casting of highly complex structures withvariable geometric properties, and

produce high quality finishes oftenrequired by clients.VSL managed casting yards regularlyachieve precast segmental production ratesof up to one segment per day, per cell.

The VSL Climb Form System will generallyachieve an optimal cycle of three days per

four meter lift, however, due to the modulararrangement of the system, variable liftheights can be accommodated withrelative ease up to a maximum lift heightof six meters.

23

sing Ma Bridge - Hong Konger climbform

Tsing Ma Bridge - Hong KongPier climbform

isosansen Bridge - Japanatch cast short line cells

Kisosansen Bridge - JapanMatch cast short line cells

akse Bridge - Laosatch cast long line

Metro de Santiago - ChileMatch cast long line

hnpyung Bridge - KoreaS S

Taiwan High Speed Rail C215 - TaiwanPretensioning bed and form

Taiwan High Speed Rail C215 - TaiwanPretensioning bed and form

Bandra Worli - IndiaMatch cast short line cells

Metro de Santiago - ChileMatch cast long line

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HEAVY LIFTING APPLICATIONS FOR BRIDGE

For economic or technical reasons,today's bridge structures are oftenassembled from large, heavy, pre-

fabricated elements. For projects in whichcranes or other conventional handlingequipment cannot be used because ofexcessive weight, dimensions or spacelimitations, VSL Heavy Lifting will oftenprovide the most effective solution.

VSL Heavy Lifting provides contractors,engineers and owners with a broadrange of advantages, including:

Economy and efficiency, throughcustom designed solutions.

R e l i a b i l i t y, b a s e d u p o n s o u n d

engineer ing and three decadesof experience.

The highest level of safety through theuse of advanced and reliablehydraulic equipment.

Unique Solutions

VSL will plan lifting, horizontal jacking, orlowering operations and design thenecessary temporary structures to suit therequirements of the projects. Soundengineering, clear thinking, the ability toinnovate, and years of successfulexperience provide a guarantee of reliableand cost-effective solutions.

Safety

The safety of personnel and componentsare VSL's f irs t priority. Specialisedhydraulic lifting equipment is designedfor the highest level of reliability, and allequipment is r igorously tested andserviced through VSL's quality controland maintenance program. VSL fieldservices are also based upon a totalcommitment to safety.

The extensive experience of VSLpersonnel and VSL's exceptional trackrecord provide further assurance of

reliable performance.Flexibility

VSL's range of equipment provides thecapability to lift or lower single loadswell in excess of 10,000t and includesa large range of hydraulic jacks, pumps,controls units, monitoring devices, andmodular lifting/jacking frames. Thus,VSL has both the capability and flexib iltyto perform virtually any project requiringlifting, lowering or horizontal jacking.

The VSL Service Package

VSL offers a complete range of servicesfor the planning, engineering, equipmentsupply and execution of any heavy liftingproject. VSL Heavy Lifting servicesprovided throughout the world include:

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Bridge at Miraflores - Spain (2005)Two lowering operations of main arch (1,360t each)

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RM TRAVELLER FORM SYSTEM STAY CABLEHEAVY LIFTINGHEAVY LIFTING

CONSTRUCTION

Feasibility studies and preliminaryconsultation for lifting, horizontal

jacking and lowering operations.

Project design and planning,equipment specification, schedulingand budgeting.

Design, manufacture and supply ofspecial equipment and temporarystructures, if required.

Leas ing and operat ion of VSLequipment and execution by VSLor others.

The planning of a heavy lifting operationshould be started as early as possible.Early involvement of VSL specialists willresult in a handling scheme thatoptimises the project's economy,efficiency and schedule.

25

fiernillo II Bridge - Mexico (2000)ifting of 3 arched steel trusses (600t each)

Industrial Ring Road - Thailand (2005-2006) Lifting of 500t bridge deck segment

anjaron Viaduct - Spain (2001)aunching over deep valley with fishing line principle

Weser Bridge Hehlen - GermanyCrane assisted launching over the river

reirosen Bridge - Basel Switzerlandfting and floating in of 4 steel trusses (540t each)

VSL Heavy Lifting Equipment (from left)Hydraulic pump, lifting unit, strand coiler

oire River Bridge - Franceifting of centre span (2,400t)

Economy and efficiency throughcustom designed solutions.

Suitable for any heights andany kind of loads.

High level of safety as load isalways secured mechanically.

Reliability based on 35 years ofsolid experience.

High flexibility with lifting unitsfrom 10t to 600t capacity.

Lifting levels and loads withextremely tight tolerances aremonitored and maintained withhighly precise computer-aidedcontrol system.

Very high capacity to theselfweight ratio.

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STAY CABLE BRIDGE CONSTRUCTION

VSL SSI 2000 STAY CABLE SYSTEM

The VSL SSI 2000 Stay Cable System is

acknowledged as being one of theleading systems currently available. Thesystem is based around the proven VSLstrand and wedge anchorage technologyand is designed to meet the moststringent criteria offering high fatigue

resistance, excellent corrosion

protection, easy monitoring andmaintenance. Installation andreplacement is carried out using strandby strand method which has the benefitof requiring very little space and whichutilises relatively light weight equipment.

In the basic configuration the system

incorporates greased and sheathedmonostrands contained within acontinuous external HDPE stay pipe, withno grouting in the cable. Additionalenhancements can be offered including;metalisation (galvanising) of the

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La Unidad Bridge - Mexico (2002-2003)Main span length: 240m

dustrial Ring Road - Thailand (2005-2006)Main span length: 398m & 326m

Sucharskiego Bridge - Poland (2000-2001)Main span length: 230m

Europa Bridge - Portugal (2000-2002)Main span length: 185.6m

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RM TRAVELLER FORM SYSTEM STAY CABLEHEAVY LIFTING STAY CABLE

monostrands for additional corrosion

protection, coloured HDPE stay pipes,helical ribbing on the stay pipes to reducerisk of wind rain induced cable vibrations,and the VSL Friction Damper one of themost efficient and robust forms of cabledamping available.

In addition to the design, supply and

installation of the stay cable system, VSLis able to offer clients a full range ofspecialist bridge construction services fromstage by stage construction analysis to theactual construction of the entiresuperstructure including the design and

supply of the necessary temporary works

and construction equipment.

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Wadi Leban Bridge - Saudi Arabia997) Main span length: 405m

Neva Bridge - Russia (2002)Main span length: 382m

eldar Bridge - Colombia (2003)ain span length: 120m

US Grant Bridge - USA (2003)Main span length: 267m

ichong Yiling Bridge - Hubei, China001) Main Span Length: 348m

Safti Bridge - Singapore (1995)Main span length: 99m

aney Bridge - Ireland (2002)ain span length: 109m

Uddevalla Bridge - Sweden (1998)Main span length: 414m

Batam Tonton - Indonesia (1997)Main span length: 350m

High fatigue resistance.

Compatible with modernconstruction methods;compact anchorages fullyprefabricated in workshop,single strand installation withlight equipment, easy forcemonitoring and adjustment.

Full encapsulation of strandinside the anchorage.

Faster installation and erectioncycles, reduced maintenance.

Designed to receive in thefuture vibration dampingsystems if necessary.

Ability to remove and to replaceindividual strands if necessary.

Factory applied individualprotection treatment, up to 100years design life in the mostaggressive environments.

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HEADQUARTERSVSL International Ltd.

Scheibenstrasse 70 - Bern - CH-3014 - SwitzerlandPhone: +41 32 613 30 30 Fax: +41 32 613 30 55

www.vsl.com

AMERICASARGENTINAVSL Sistemas Especiales deConstrucción Argentina S.A.BUENOS AIRESPhone: + 54-11-4326-06 09Fax: + 54-11-4326-26 50

CHILEVSL Sistemas Especiales deConstrucción S.A.SANTIAGOPhone: + 56-2-233 10 81Fax: + 56-2-233 67 39

COLOMBIASistemas Especiales deConstrucción Ltda.BOGOTAPhone: + 57-1-633 21 09Fax: + 57-1-633 21 09

MEXICOVSL Corporation Mexico S.A de C.VMEXICOPhone: + 52-5-396 86 21Fax: + 52-5-396 84 88

UNITED STATESVStructural LLCBALTIMORE, MDPhone: + 1-410-850-7000Fax: + 1-410-850-4111

VENEZUELAGestión de Obras y Construcciones C.A.CARACASPhone: + 58-212 941 86 75Fax: + 58-212 941 86 75

MIDDLE E ASTUNITED ARAB EMIRATESVSL Middle East LLCDUBAI, UAEPhone: + 9714-296-6399Fax: + 9714-296-6552

AFRICA

EGYPTMatrix Engineering CompanyCAIROPhone: + 20-2-344 19 00Fax: + 20-2-346 04 57

SOUTH AFRICATsala-RMS Construction Solutions (Pty) Ltd.JohannesburgPhone: + 27 11 878-6820Fax: + 27 11 878-6821

EUROPEAUSTRIAGrund-Pfahl- und Sonderbau GmbHHIMBERGPhone: + 43-2235 87 777Fax: + 43-2235 86 561

BELGIUMN.V. Procedes VSL S.A.BERCHEMPhone: + 32 3 230 36 34Fax: + 32 3 230 89 65

CZECH REPUBLICVSL Systemy (CZ), s.r.o.PRAGUEPhone: + 420-2-67 07 24 20Fax: + 420-2-67 07 24 06

FRANCEVSL France S.A.TOULOUSEPhone: + 33 (0)5 61 00 96 25Fax: + 33 (0)5 61 00 96 51

GERMANYVSL Systems GmbHBERLINPhone: + 49 30 53 01 35 32Fax: + 49 30 53 01 35 34

GREAT BRITAINVSL Systems (UK) Ltd.BEDFORDSHIREPhone: + 44 (0) 1480 404 401Fax: + 44 (0) 1480 404 402

NETHERLANDSVSL Benelux B.V.OEGSTGEESTPhone: + 31-71-576 89 00Fax: + 31-71-572 08 86

NORWAYVSL Norge A/SSTAVANGERPhone: + 47-51 58 81 25Fax: + 47-51 58 81 26

PORTUGALVSL Sistemas PortugalPre-Esforço, Equipamentoe Montagens S.A.S. DOMINGOS DE RANAPhone: + 351-21-445 83 10Fax: + 351-21-444 63 77

VSL GEOSistemas de Aplicação em Geotecnia SAS. DOMINGOS DE RANAPhone: + 351-21-445 83 10Fax: + 351-21-445 83 28

SPAINCTT Stronghold

BARCELONAPhone: + 34-93-289 23 30Fax: + 34-93-289 23 31

VSL-SPAM, S.A.BARCELONAPhone: + 34 93 846 70 07Fax: + 34 93 846 51 97

SWEDENInternordisk Spännarmering ABVÄSTERHANINGEPhone: + 46-8-5007 3820Fax: + 46-8-753 49 73

SWITZERLANDVSL (Switzerland) Ltd.

SUBINGENPhone: + 41-32 613 30 30Fax: + 41-32 613 30 15

VSL (Suisse) SAVOUVRYPhone: + 41 24 48157 71Fax: + 41 24 48157 72

ASIABRUNEIVSL Systems (B) Sdn. Bhd.BRUNEI DARUSSALAMPhone: + 673-2-380 153 / 381 827Fax: + 673-2-381 954

HONG KONGVSL Hong Kong Ltd.WANCHAIPhone: + 852-2590 22 88Fax: + 852-2590 02 90

Intrafor Hong Kong Ltd.WANCHAIPhone: + 852-2836 31 12Fax: + 852-2591 61 39

INDIAVSL India PVT Ltd.CHENNAIPhone: + 91-44 4225 11 11Fax: + 91-44 4225 10 10

INDONESIAPT VSL IndonesiaJAKARTAPhone: + 62-21 570 07 86Fax: + 62-21 573 12 17

JAPANVSL Japan CorporationTOKYOPhone: + 81-3-3346-8913Fax: + 81-3-3345-9153

KOREAVSL Korea Co. Ltd.SEOULPhone: + 82-2-553 8200Fax: + 82-2-553 8255

MAINLAND CHINAVSL Engineering Corp. Ltd.HEFEIPhone: + 86-551-3822918Fax: + 86-551-3822878

MALAYSIAVSL Engineers (M) Sdn. Bhd.KUALA LUMPUR

Phone: + 603-7981-47 42Fax: + 603-7981-84 22

PHILIPPINESVSL Philippines Inc.PASIG CITYPhone: + 632 672 17 03Fax: + 632 672 13 95

SINGAPOREVSL Singapore Pte. Ltd.SINGAPOREPhone: + 65-6559 12 22Fax: + 65-6257 77 51

TAIWANVSL Taiwan Ltd.TAIPEIPhone: + 886-2-2759 6819Fax: + 886-2-2759 6821

THAILAND

VIETNAMVSL Vietnam Ltd.HANOIPhone: + 84-4-8245 488Fax: + 84-4-8245 717

HO CHI MINH CITYPhone: + 84-8-8106 817Fax: + 84-8-9102 596

AUSTRALIA / P ACIFICVSL Australia Pty. Ltd.SYDNEYPhone: + 61 2 9 484 59 44Fax: + 61 2 9 875 38 94

BRISBANEPhone: + 61 7 3265 64 00Fax: + 61 7 3265 75 34

MELBOURNE & SOUTHERNPhone: + 61 3 979 503 66Fax: + 61 3 979 505 47

NEW ZEALANDPhone: + 61 2 9 484 59 44Fax: + 61 2 9 875 38 94

YOUR BRIDGE PARTNER

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