TECHNICAL CENTRE ASIA/AUSTRALIA

NEWSLETTER Issue 1, May 2004

Span-by-Span Overhead Gantry

Metro Line 4, Santiago de Chile
EDITORIAL TCAA

About TCAA and the TCAA Newsletter

The Technical Centre Asia/Australia (TCAA), structured as a cost center, has provided
technical support to VSL profit centers (PC’s) in Asia and Australia for the past 16 years.
Since the restructuring of the VSL group in 1994 TCAA reports directly to VSL group’s
Chief Technical Officer Dr. Hans-Rudolf Ganz and operates under its present name TCAA.
At the occasion of this 10th anniversary of TCAA we decided to publish our first TCAA
Newsletter. Objective of this newsletter, which may be published in future once per year, is
to communicate VSL internally, what TCAA is contributing to VSL’s activities and with what
kind of technical solutions.
One of the main function of TCAA is to record in a structured way VSL’s technical know-
how and experiences gained on site and to help individual PC’s to build on and enhance
the group’s know-how for future tendering activities and project executions. This process
has worked very well in the Far East. It of course only worked well, because the PC
managers in Asia/Australia did get and keep on getting TCAA involved in their projects. In
the name of TCAA I would like to thank all our clients for their continuous trust in and
support of TCAA.
The TCAA is made up of four departments: the tender and marketing team led by Ferry
Effendi, the engineering team led by Gan Teng Hwai, who also holds the position of
Deputy TC Manager, the system and equipment group led by Walter Althaus and the
satellite office in Thailand led by Natthawut Cheencharoen.
This Newsletter introduces firstly the people behind TCAA, who are doing the actual work,
but whose names are often not known to many people within the VSL group. It gives
subsequently an overview about ongoing projects with indication of who within TCAA was
or is involved in a project followed by a job report about the Telok Blangah Semi
Expressway in Singapore. We show then, using examples of two gantries, how VSL is
successful in reusing gantries by innovative adaptations. The two subsequent articles
focus on specialist equipment: “The VSL Modular Formtraveller – a success story for the
VSL Group” and “VSL Thailand Overhead Launching Gantry – Modular Gantry for I-Girder
Erection”. The last part of the Newsletter gives a list of selected reference projects.

I hope that this Newsletter will contribute to communicate technical ideas, solutions and
experiences gained by TCAA to whomever in the VSL Group, who is trying to chase
respectively carry out similar type of work.

Max Meyer
Manager Technical Centre Asia/Australia

1
CONTENT TCAA

ABOUT TCAA 3
TCAA – The Organisation 3
TCAA – The People 3

ONGOING PROJECTS 5
Hong Kong 5
India 7
Indonesia 8
Malaysia 9
Singapore 9
Vietnam 10
Australia 10
USA 11
South America 11

JOB REPORT 12
Telok Blangah Semi-Expressway 12

ERECTION GANTRIES – REUSED 15

nd
2 Link Gantry 15
Type 2 Gantry West Rail 16

SPECIALIST EQUIPMENT 18
VSL Modular Formtraveller 18
VSL Thailand Overhead Gantry 21

RECENTLY COMPLETED PROJECTS 20

TPE / Sengkang ILM Bridge 20
Humin Road Precast Segmental 20
Kien Bridge – Stay Cable 20

SELECTED REFERENCE PROJECTS 25

Erection Gantries 25
Casting Yard / Formwork 25
Formtraveller 25
Lifting Frame / Hanger Beam 26
Heavy Lifting 26
Permanent Work Design 26
Permanent Work Shop Drawings 27
Incremetally Launched Bridges 27
Precamber and Geometry Control 27
Circular Structures 27
Repair and Strengthening 27
Stay Cable System 28
VSL System / VSL Group Support 28

Newsletter published by VSL Singapore Pte Ltd – Technical Centre Asia/Australia, 25 Senoko Way,
Woodlands East Industrial Estate, Singapore 758047 z Layout and Editing by MLU, FEF, LYM z
Technical Articles MLU (Telok Blangah), GTH (Formtraveller), NCC (VSLTH Gantry) z Photos TCAA, Site
Teams and PCs z Cover Photo Metro Line 4, Santiago de Chile by Site Team z Copyright VSL
Singapore Pte Ltd – Technical Centre Asia/Australia, May 2004 – All rights reserved

2
TCAA – THE TEAM TCAA
TCAA – THE ORGANISATION

TCAA

TENDER AND SYSTEM AND SATELLITE

ENGINEERING
MARKETING EQUIPMENT THAILAND

TCAA – THE PEOPLE

Max MEYER (MMY)
TC Manager
16 / 21 years *)

CHNG Hwee Bin (CHB) Fannie LIM (LGL)

AGF Manager Secretary
16 / 16 years *) 9 / 9 years *)

Ferry EFFENDI (FEF)

Tender Team Manager
4 / 11 years *)
Tender costing and methodology
Stay cable system

Luis M. CLAUDIO (LMC) Alice LUM (LYM)

Senior Engineer Senior Draftswoman
9 / 9 years *) 13 / 13 years *)
Steel design
Stay cable system

GAN Teng Hwai (GTH)

Deputy TC Manager, Engineering Manager
14 / 14 years *)
Steel design

Michael LÜTHI (MLU) Raymond CHAN (CHH)

Chief Engineer Chief Draftsman
7 / 7 years *) 16 / 19 years *)
Concrete and steel design

Priscilla GOY 1) (PG) Grace NG (NSB)

Senior Engineer Senior Draftswoman
2 / 10 years *) 11 / 11 years *)
Concrete design

*) years in TCCA / total years in VSL

1
) Seconded from VSL Singapore

3
TCAA – THE TEAM TCAA
Surya KUSUMA (SUR) William CHUNG (CHL)
Engineer Senior Draftsman
1 / 4 years *) 9 / 9 years *)
Concrete design

LI Haiyan 2) (LHY) Yani Mohamed NOR (YMN)

Engineer Draftsman
1 / 2 years *) 5 / 5 years *)
Steel design

Thurairajah AHILAN (THA) Aspiah HURI (AHR)

Engineer Draftswoman
1 / 1 year *) 4 / 4 years *)
Steel design

Jose Evan FORMENTERA

(EDF)
Draftsman
3 / 3 years *)

Walter ALTHAUS 3) (AHS)

Equipment Manager Asia
1 / 23 years *)
Design and commissioning of specialist equipment

Alan YONG (YYL) Tommy LEE (LTC)

Engineer (Equipment Asia) Engineer (System)
1 / 7 years *) 4 / 4 years *)
Equipment VSL System

Suchada PADERMKUL (SCD)

Natthawut CHEENCHAROEN
Engineer
(NCC)
3 / 5 years *)
TCAA Satellite Thailand Manager
Steel design
3 / 8 years *)
Steel design

Zia Muhammad ULLAH 4) (MZU)

Senior Engineer
10 / 10 years *)
Concrete and steel design

*) years in TCCA / total years in VSL

2
) Seconded from VSL China
3
) Seconded from VSL TCEU
4
) Seconded to Bandra Worli Project

4
ONGOING PROJECTS TCAA
ASIA
HONG KONG
Deep Bay Link
Span-by-span precast segmental bridge, span length
34.1– 42.3 m, span weight 910 tonnes.
TCAA Involvement:
Tender:
• Modular formtraveller and lifting frame for bridge
CPR1 North
• Assessment of recycling Humin gantry and Penny’s
Bay gantry for span-by-span erection
Team: AHR, CHL, EDF, FEF, LMC, LYM, MLU, NCC,
NSB
Execution:
• Gantry AB: Modification of Type 2 overhead gantry
(ex Penny’s Bay)
• Gantry C: Design of new span-by-span overhead
gantry
Team: AHR, AHS, CHH, CHL, GTH, LMC, LHY, LTC,
THA, YMN, YYL

Route 9 – Lai Chi Kok

FCM pre-cast segmental bridge, span length 41.2
~81.5m, segment weight 110 tonnes.
TCAA Involvement:
Tender:
• Erection concept using FCM overhead gantry
• Permanent work check (cantilever capacity)
• Loading installation for segment
• Hanger beam for 1st pair of segments
Team: FEF, LYM, MLU, NCC, NSB, SCD, YMN
Execution:
• Design of segment lifting frame
• Design of hanger beams for 1st pair of segments
• Technical review / assistance during gantry fabrication
Team: AHR, AHS, EDF, LTC, MLU, MMY, THA, YYL

Route 9 – West Tsing Yi

FCM pre-cast segmental bridge, span length ~70m,
segment weight 105 tonnes.
TCAA Involvement:
Tender:
• Lifting frame with feature to carry segment from
lifting point next to pier to cantilever end
Team: FEF, YMN
Execution:
• Lifting frame with feature to carry segment from
lifting point next to pier to cantilever end
Team: AHS, CHL, GTH, LTC, MLU, NCC, SCD, THA, YYL

5
ONGOING PROJECTS TCAA

Shenzen Western Corridor

FCM pre-cast segmental bridge, span length 75m,
segment weight 130 tonnes.
TCAA Involvement:
Tender:
• Erection concept using FCM overhead gantry with
provision to place pier segment
• Loading installation for segment
• Lifting frame for erection of pier/EJ segment
Team: FEF, LYM, THA, SCD
Execution:
• Gantry specifications
• Technical review / assistance during gantry fabrication
Team: AHS, FEF, MMY, YYL

Sha Tin Heights – T3

FCM pre-cast segmental bridge, span length 26 ~
46.7m, segment weight 60 tonnes.
TCAA Involvement:
Tender:
• Fine tuning ex Telok Blangah gantry
• Upgrading requirement for steel / equipment
Team: LMC, LYM, YYL
Execution:
• Modification of erection gantry (ex Telok Blangah)
Team: AHS, CHH, GTH, LHY, LTC, LYM, YMN, YYL

Penny’s Bay
Span-by-span pre-cast segmental bridge, span length
36m, span weight 760 tonnes.
TCAA Involvement:
Tender:
• Erection scheme proposal (overhead gantry)
Team: MLU
Execution:
• Modification of Type 2 underslung gantry into
overhead gantry (ex East Rail)
Team: AHR, AHS, CHL, EDF, GTH, LTC, MLU, NCC,
NSB, YMN

6
ONGOING PROJECTS TCAA

INDIA
Bandra Worli Sea Link
Span-by-span pre-cast segmental bridge, span length
50m, span weight 1800 tonnes.
TCAA Involvement:
Tender:
• Erection concept using span-by-span overhead
gantry
• Casting cell and yard layout concept
• Loading installation for lifting of segments onto deck
and erection of gantry
Team: CHH, GTH, LMC, LYM
Execution:
• Detailing of bridge deck
• Segment shop drawings
• Geometry control and precamber calculation
• Design of span-by-span overhead gantry
• Supply of gantry launching equipment
• Loading installation for lifting of segments onto deck
and erection of gantry
• Supervision of heavy lifting of gantry during erection
• Design of cleaning platform
• Casting yard layout and foundation design
• Design of casting cells
• Design of rebar jig
• On site secondment of Technical Manager
Team: AHR, AHS, CHH, CHL, EDF, GTH, LMC, LYM, MZU, NSB, SCD, YMN, YYL

Goa Stay Cable Bridge

Stay cable bridge, single pylon, composite deck, main
span length 105m.
TCAA Involvement:
Tender:
• Costing of stay cable works
Team: FEF
Execution:
• Stay cable system definition and bill of material
• Stay cable fabrication and installation method
• Design/detailing of pylon work platform
• Design check of deck anchorage detail
Team: FEF, LYM, NSB, SUR

7
ONGOING PROJECTS TCAA

INDONESIA
Pasupati Viaduct
FCM pre-cast segmental bridge, span length 44.5m,
max segment weight 143 tonnes.
TCAA Involvement:
Tender:
• Costing for package works (segment production and
erection)
• Erection concept using overhead gantry
• Casting cell concept
• Alternative design for viaduct
Team: FEF, LYM, MLU
Execution:
• Design of temporary post-tensioning
• Conceptual design of temporary fixity
• Stage-by-stage analysis
• Detailing of bridge deck
• Segment shop drawings
• Geometry control and precamber calculation
Team: CHL, NSB, MLU, SUR

Siak Stay Cable Bridge

Stay cable bridge, main span length 200m.
TCAA Involvement:
Tender:
• Costing for package works (superstructure
construction: pylon, deck, stay cable)
• Deck construction using formtraveller system
• Assistance to consultant in finalizing design concept
Team: EDF, FEF, LYM, NSB
Execution:
• Independent design check of structure
• Construction engineering for pylon and bridge deck
• Stay cable system definition and bill of material
• Stay cable fabrication and installation method
Team: AHR, CHH, FEF, LMC, LYM, MLU

8
ONGOING PROJECTS TCAA

MALAYSIA
Bayan Baru Viaduct
FCM pre-cast segmental bridge, typical span length
47m, segment weight 100 tonnes.
TCAA Involvement:
Tender:
• Alternative design for main viaduct/ramp to optimize
concrete / PT quantity
• Temporary tower for unbalanced moment
Team: FEF, MZU
Execution:
• Modification overhead gantry (ex Pakse)
• Geometry control and precamber calculation
• Nailing concept
Team: AHR AHS, CHH, CHL, GTH, LTC, LYM, MLU, NCC, NSB

Batang Kemena ILM

Incrementally launched bridge, typical span length
43m.
TCAA Involvement:
Tender:
• Casting cell, rebar jig, foundation
• Reuse of Telok Blangah gantry for erection
(conforming design): kinematics, nailing, closure
pour system, wet joint formwork
Team: AHR, GTH, NSB
Execution:
• Alternative design of superstructure
• Bridge shop drawings
• Modification of launching nose (ex TPE-Sengkang)
• Design of temporary works for launching
• Conceptual design of casting moulds
Team: AHR, CHH, CHL, GTH, LMC, LYM, NSB, SUR

SINGAPORE
BKE Widening and Strengthening
Widening and strengthening of existing Highway
bridges under traffic.
TCAA Involvement:
Tender:
• Design of two schemes
• Package costing
Team: FEF, EDF, CHH, LYM, NSB, MLU, YMN
Execution:
• Design and detailing of widening and strengthening
works
• Design of bracket for bearing replacement
Team: AHR, LYM, MLU, NSB, PG, SUR

9
ONGOING PROJECTS TCAA

VIETNAM
Bai Chai Stay Cable Bridge
Stay cable bridge, main span length 435m.
TCAA Involvement:
Tender:
• Various formtraveller proposal (underslung,
overhead, modular)
• Deck steel struts: fixation, aligning and setting
method
• Erection of guide pipe with steel frame
• Assistance for package costing
Team: FEF, GTH, LMC, LYM, MLU
Execution:
• Independent design check
Team: CHH, LYM, NSB, SUR

AUSTRALIA
WestLink M7 – Sydney
FCM and span-by-span pre-cast segmental bridges.
TCAA Involvement:
Execution:
• Modification of Type 2 underslung gantry (ex
Eastrail)
• Geometry control and precamber calculation
• Provision of Technical Manager (2 months)
Team: AHR, AHS, CHL, LMC, MLU, MZU, PG, SUR

10
ONGOING PROJECTS TCAA

USA
US Grant
Stay cable bridge, main span length 251.5m.
TCAA Involvement:
Execution:
• Stay cable fabrication and installation method
Team: AHR, CHH, FEF, LMC, LYM

US Greenville
Stay cable bridge, main span length 420m.
TCAA Involvement:
Execution:
• Stay cable fabrication and installation method
Team: AHR, CHH, FEF, LMC, LYM

SOUTH AMERICA
Metro Line 4 – Santiago de Chile
Span-by-span pre-cast segmental viaduct
TCAA Involvement:
Tender:
• Erection concept using span-by-span overhead
gantry
Team: NCC
Execution:
• Design of span-by-span overhead gantry
• Supply of ULRS
• Supervision of gantry commissioning
• On-site review of operation
Team: AHS, EDF, GTH, LTC, NCC, NSB, SCD, YYL

11
JOB REPORT
Telok Blangah Semi Expressway, Singapore
Project Description
Telok Blangah Road is located at
the southern tip of Singapore. The
road is used by heavy trucks
ferrying containers between the
port facilities at Keppel Road /
Pulau Brani and Jurong.
A portion of Telok Blangah Road
is upgraded with an elevated
semi-expressway, primarily to
relieve the on-grade road from the
port traffic. The total project of
around 5km length is divided into
two phases. The works described
in this article concern the first
phase.
The first phase compromises a
2.4km long twin box-girder
structure above the existing Telok
Blangah Road. Each box girder
has a width of 12.8m and is 2.2m
deep and spans over a length of
35 to 45m. The structure is
designed as a structural frame
with the box girders connected
monolithically to a common
crossbeam, which is supported on
a single pier. The chosen
construction method is the free-
balanced cantilever method using
precast segments. The 59 spans
per bound consist of 12 to 16
segments each, totaling to 1448
segments. Besides the main
bridge, four ramps were
constructed with a total length of
1.6km. The ramps are cast in-situ.
The main challenges of the project
were the construction of an
elevated structure, while the
complete capacity of the road
below had to be maintained
throughout most of the day. Partial
road closures were allowed only
during the night hours. A station of
the Singapore MRT (subway) was
being built directly under the new
bridge at the same time,
complicating the construction
further.
Foundation and Piers
The bridge is founded on bored
piles in marine clays and
reclaimed land. Each pier was
cast in 2 to 3 pours to the bottom
of the crosshead. Crosshead and
TCAA
Fig 1 – Telok Blangah Gantry
pier shaft are connected tonnes) were used to lift the beam
monolithically. onto the pier. At that stage the
tendons, providing the strength for
Crosshead Construction the simply supported mode during
transport, were distressed byoxy-
Out of the 59 piers, 49 are
cutting. The precast beam was
standard piers, crosshead on a
placed onto the custom designed
single pier, and 10 piers have
steel support installed on the pier.
larger crossheads on double
The steel structure, designed by
piers. The tender documents
TCAA, came in several parts to
called for casting of the standard
ease installation. Two small steel
crosshead parallel to the existing
section, stressed to the pier, were
road with a subsequent rotation of
installed first and provided the
the entire crosshead. A faster and
support for the actual support and
more economical solution was
alignment frame. The heavy loads
needed. TCAA proposed to
were introduced through recesses
partially precast the crosshead off-
into the pier. The support and
site, erect the precast crosshead
by crane and complete it with
minimal in-situ work. TCAA was Project Facts:
involved in the conceptual design Location Singapore
Owner Land Transport Authority
of the crosshead and produced Singapore
the shop drawings.
Permanent Structure
The precast section is 3.8m high, Structural frame, expansion joint in ¼
2.2m wide and 28m long, points every 7 spans (260m).
weighing between 140 and 160 Main Bridge Length 2x 2.4 km
tonnes. Casting took place in pre- Deck Area 73’600m
2
Post-Tensioning Steel 2’200 t
casting yard in the east of Span Length 35 ~ 45 m
Singapore, at a rate of 1 Number of Segments 1448
crosshead per week. 1st stage Segment Weight (max) 65 t
post tensioning, installed in the Width 12.8 m
Height 2.2 m
casting yard, provided strength for Length 2.7 ~ 3.3 m
transportation as a simply
Temporary Structures
supported beam with a span of Crosshead Fixity 1 set 18 t
20m and for the cantilever mode Hanger Beam 2 sets 100 + 60t
after erection on the pier. Erection Gantry 1 set 270 t
of the precast section was done Stitching Beam 2 sets 2x 16 t
Wet Joint Formwork 8 forms 8x 2 t
during one night operation. Closure Pour Formwork 4 forms 4x 2.5 t
Two mobile cranes (250 and 300
12
JOB REPORT
Fig 2 – Temporary Support for Crosshead
alignment frame allowed the
movement of the crosshead in all
three dimensions (translation and
rotation). Laser survey equipment
was used to align the crosshead
in the same night as the erection.
Casting of the monolithic
connection followed the next day,
after which the steel
support could be removed. This
construction method allowed to
undercut the planned 1 week
lifting cycle by as much as 4 days.
Light access platforms were then
installed along the crosshead to
facilitate the installation of the
bursting reinforcement were all
placed within the precast section,
and the reinforcement of the in-
situ section. Only simple side
forms were required for the
Fig 3 – Lifting of partially precast crosshead
casting of the in-situ section.
Casting of the in-situ section was
done in a 2-week cycle as well.
Two sets of platforms allowed to
work on two crossheads, hence
one crosshead was completed
every week. Tendons installed in
the in-situ section were stressed
remaining duct, castings and anti-
in several stages as the load onto
the crosshead increased.
A part of the viaduct features a
ramp between the two decks. The
two decks move further apart to
allow space for the ramp, creating
large odd shaped crosshead
supported on two piers. The size
and odd shape of these 10
crossheads made them not
suitable for the partially precast
method, hence they were cast
entirely in-situ. These crossheads
were built in 2 months cycles.
Erection of the 1st
Segment Pair
Deck and crosshead are
connected monolithically, hence a
wet-joint of nominal 0.25m length
was required between precast
segment and crosshead. Being on
the critical path, TCAA proposed
to separate the operation form the
segment erection by gantry. For
this purpose a set of so-called
hanger beams was designed by
TCAA. Segments were lifted with
a SLU-70. The SLU was mounted
in a truss, recycled from a gantry
used on an earlier project in
Singapore, which was supported
TCAA
Fig 4 – Stitching Beams
by the hanger beams. Once lifted
to correct level, the segment was
suspended in four stressbars,
which allowed the accurate
leveling of the segment. The
stressbars were anchored in
sledges, which could be moved
byhydraulic jacks for the
horizontal alignment of the
segment. All four first segments of
the cantilevers were delivered and
lifted during one night. Stressing
platform and wet-joint formwork
were lifted together with the
segment. Relocation of the steel
work, segment lifting, placing of
the reinforcement and joining of
the ducts, casting of the wet-joint
and stressing of the tendons was
again achieved in a one week
cycle.
The authorities required that
segments hanging over traffic,
without stressed permanent
tendons, are to be provided by a
so-called “Triple Safety” system,
requiring three independent
suspension systems. Hence,
segments were not only
suspended by the four stressbars
used for alignment, a second set
of four stressbars was installed
and the SLU-70 stayed connected
to the segment at all times.
Accordingly, the steel structure
had to be designed for the same
requirement, making it far bigger
than required for a single
suspension system.
At a later stage a second set of
hanger beams was
commissioned. This set was not
equipped with SLUs instead a
mobile crane was used to lift the
segments. The triple safety
requirement was relaxed to a
double safety requirement for the
second the set.
13
JOB REPORT
Fig 5 – Hanger Beams
Gantry Segment Erection
A second hand gantry from Korea
was bought fro the project. The
gantry was originally designed by
Paolo de Nicola and was operated
in Korea by VSL Korea for Dong
Bu on the Seoul Express Ring
Road Project. TCAA prepared the
kinematics for the project and
designed the required
modifications of the gantry for the
Telok Blangah Project:
• New launching kinematics. The
original kinematics of the
gantry had designated rear
and front lower cross beam
(LCB). Both LCBs need to be
moved during each launch.
Further the rear LCB has to
stand behind the front LCB
onto the span during
launching. This requires that
the closure pour is cast before
the gantry is launched.
TCAA proposed a kinematics
with a “jumping” LCB. During
the launching operation, the
rear LCB jumps over the front
LCB onto the next pier, the
front LCB is not moved at all.
Such a kinematics requires
less items to be moved and
does not requires that the
closure pour is cast removing
this action from the critical
path.
• Fixed rear and front leg
changed to a moveable
configuration to allow for a
shorter launching cycle
• Longer lower cross beam and
moveable lower cross beam
supports.
• New winches to cater
increased lifting height
• Modifications to the lower
cross beam and gantry support
arrangement to allow for
curved bridge alignment
Segment erection of the two
decks was done simultaneous.
Segments were delivered on the
ground level below the final
position of the segment. Epoxy
was applied on the ground using
an automated epoxy-mixing
machine with attached epoxy
spray guns, which was developed
by the site team. Then the
segment was lifted to its final
position, matched to the cantilever
tip and stressed with temporary
stressbars to the latter.
Permanent tendons were installed
and stressed while the gantry was
working on the second deck. Four
segments were installed per night
from midnight to 5am. With
extended working hours, from
10pm onwards, up to 8 segments
were installed. The gantry erection
followed, like all other operations,
a one-week cycle.
TCAA
VSL Scope
VSL Singapore’s scope
compromised the erection of the
precast crossheads and bridge
segments and the supply and
installation of the post-tensioning
steel for the whole bridge
including ramps. TCAA was
responsible for the design of the
temporary
Work by TCAA
Permanent Structure
for Design of
• Temporary post-tensioning
• Stage-by-stage analysis
Detailing of
• Internal tendon layout
• Concrete blister for tendons
• External tendons including deviators
• Precast crosshead
• Segment rebar detailing
Production of shop drawings for
• Precast crossheads (geometry, PT,
rebar, composite)
• Precast segments (geometry, PT, rebar,
composite)
Geometry Control for Main Bridge
• Precamber values
• Formset2
Engineers: Christian Venetz, Prem Ranjith,
Detlef Giller
Drafting: William Chung, Grace Ng
Temporary Structures
Construction Methods
Design and production of shop drawings:
• Crosshead fixity
• Hanger beams and wet-joint formwork
• Modifications to gantry
• Closure pour formwork and stitching
beams
Engineers: Luis Claudio, Michael Lüthi
Drafting: Yani Mohamed Nor
On-Site Support
Methods and technical support on site:
Engineers: Nugroho Budi (Yudi) Juliadi,
Daniel Junker, Michael Lüthi
14
ERECTION GANTRIES – REUSED I: 2nd Link Gantry TCAA
2ND LINK GANTRY
2nd Link Malaysia – Singapore 1995 –
1997
FCM pre-cast segmental viaduct
New gantry design
Max segment weight 134tonnes
Span Length 70m
840 Segments placed

PAKSE GANTRY
Mekong Bridge Pakse, Laos 1997 –
1999
FCM pre-cast segmental viaduct
New rear portal and main leg, modified front
support and roller frames, additional truss element,
stay cable system and stressing platforms added
Max segment weight 107tonnes
Span Length 102 / 143m
384 Segments placed

BAYAN BARU GANTRY

Bayan Baru Viaduct Penang, Malaysia
2001 – 2004
FCM pre-cast segmental viaduct
New roller supports and main support, modified
main truss
Max segment weight 100tonnes
Span Length 47m
762 Segments placed

15
ERECTION GANTRIES – REUSED II: Type 2 West Rail TCAA
West Rail, Hong Kong 1999 – 2001
Span-by-span pre-cast segmental viaduct
New gantry design (7 No.)
Max span weight 400tonnes
Span Length 25 – 40.5m
9400 Segments placed

East Rail, Hong Kong 2001 – 2003

Span-by-span pre-cast segmental viaduct
Strengthening of main section
Max span weight 480tonnes
Span Length 24 – 41.6m
2000 Segments placed

Lok Ma Chau, Hong Kong 2003 – 2004

Span-by-span pre-cast segmental viaduct
Max span weight 480 tonnes
Span Length 24 – 41.6m
1158 Segments placed

Humin Road, Shanghai 2003 – 2004

Span-by-span pre-cast segmental viaduct
Max span weight 500 tonnes
Span Length 24 – 41.6m
200 Segments placed

16
ERECTION GANTRIES – REUSED II: Type 2 West Rail TCAA
Penny’s Bay, Hong Kong 2003 – 2004
Span-by-span pre-cast segmental viaduct
Modification into overhead gantry
Max span weight 760 tonnes
Span Length 36 m
70 Segments placed

WestLink M7, Sydney 2004 –

Span-by-span pre-cast segmental viaduct
Max span weight 690 tonnes
Span Length 19.1 – 37.8 m
~1000 Segments to be placed

Deep Bay Link, Hong Kong 2004 –

Span-by-span pre-cast segmental viaduct
Max span weight 680 tonnes
Span Length 34.1 – 42.3 m
678 Segments to be placed

17
SPECIALIST EQUIPMENT I
The VSL Modular Formtraveller - A Success Story for
the VSL Group
Introduction
VSL Modular Formtraveller
System (MFT) has been specially
developed for construction of cast-
in situ viaduct / bridge utilizing
Free-balanced Cantilever Method
(FCM). This well established
construction scheme has become
very popular worldwide due to its
proven competitiveness. This is
especially suitable for bridges with
either long span or crossing over
deep valley or water where normal
logistics would not be feasible.
VSL MFT offers the following
advantage:Easily recycled for a
common range of viaduct size
with minimum modification.
• One time investment that leads
to long-term benefits and
returns.
• Competitive quote for future
projects and short lead time to
site mobilisation.
• Elements are exchangeable
between various profit centres.
TCAA first started working on the
MFT concept as early as in 1997.
The scheme was subsequently
received strong support in Asia for
R&D program in late 1999. Budget
was hence granted from VSL
Management and Asia in 2000 for
TCAA to proceed with final
design/detailing works. Final
drawings and documents were
fully produced by early 2001. First
prototype pair was built and used
on Taiwan High Speed Rail
Contract 215 by late 2001 (2 pairs
required). VSL Taiwan then
secured Contract 260 in the same
year and another pair was
fabricated.
General Characteristics
Being a modular system, VSL
MFT is intended to be used and
adjusted with ease for various
projects with different geometrical
variances or requirements.
TCAA
Fig 1 – Formtraveller installed on pier table, casting of first segment
Design specification for VSL MFT erected simultaneously. This is
are summarized as follows: made possible due to the fact that
the two main frames and rails of
Bridge Alignment
the travelers could be partially
Vertical Curve/ Gradient overlapped. This would offer great
maximum ±5% reduction in terms of initial
Horizontal Curve in Plan program and cost incurred for pier
minimum radius in plan of 500m table false work.
Crossfall / Superelevation
maximum ±5%
Segment Geometry
Segment Length
maximum 5m
Segment Weight
maximum 180 tonnes
(With two main frames)
Number of Cells / Boxes
Fig 2 – Endspan Closure
Can handle single or multi-cell /
box segments Closure Pour
Web inclination Mid span closure can be done
Can handle vertical and inclined with the traveler provided the main
webs components of inner form can be
removed prior to casting the last
Pier TableMinimum length of 7.2m
cantilever segment. Some form
is required to erect the travelers
one after another. First traveler is panels that can be easily
to be installed on top of pier table, dismantled and removed through
the first segment is cast and the some manholes provided in this
traveler is launched to the tip of vicinity shall replace them.
first segment before the second The main frame is designed
traveler could be erected. without considering the provision
Minimum length of 8.2m is for vertical alignment of the two
required if both travelers are to be adjacent cantilevers prior to
closure. It can however be
18
SPECIALIST EQUIPMENT I TCAA
calculated to check its remaining Cycle Non-modular elements are those,
capacity of doing this vertical which always need to be modified,
Concrete curing is the most critical
alignment on a case-by-case replaced or even added to suit the
path for MFT operation. A certain
basis if necessary. new arrangement for new
minimum strength of the concrete
geometry requirements.
End Span must be achieved prior to form
End spans are normally built on stripping and cantilever PT
application. MFT could then be Formwork Description
false works prior to the
construction of the adjacent launched to the top of the newly All components of formwork have
cantilever by MFT. cast segment for next cycle. not been considered as
In order to minimize curing permanent part of the modular
It is however possible to build the
requirement and to gain flexibility system. They generally require
end span also utilizing the MFT if
speeding up construction, high replacement after certain usage
temporary propping is feasible
early strength concrete mix or and need to be tailor made for
below the adjacent cantilever. The
steam curing is generally new projects to suit new profiles.
MFT could then continue casting
the end span with the out of recommended. They can be designed based on
balance load resisted by such Typical cycle time is hence highly plywood skin and timer runners.
temporary propping. dependent on the curing time Alternatively the incorporation of
required from job to job. An proprietary system form by
optimum cycle of 4 days is specialist such as DOKA or
achievable based on 12 hours of ALUMA can also be implemented.
steam curing time over night. This approach however will need
Otherwise at least one full day very close and proper
shall be added for curing and coordination to ensure all parts fit
would bring the typical cycle to 5 eventually on site.
or even 6 days.
Work by TCAA
Element Description Project Leader
Fig 3 – Front View of Traveller Gan Teng Hwai
Elements of VSL MFT can be
generally divided into two main Design Engineer
Casting Sequence and categories, modular and non- Suchada Padermkul
Cycle modular. As their names suggest, Drafting
Sequence modular elements are those, Aspiah Huri
which can be used from job to job
Asymmetric construction with only difference in number
sequence is generally required and combination.
recommended, as this would
reduce the out of balance moment
introduced to pier significantly.
First segment to be cast shall
have half the length of the usual
segment. Second (on the opposite
cantilever) and subsequent
segments would be cast
alternatively to the two cantilevers
with the normal length.
Alternate MFT advancing
sequence shall always be
adopted. This method involves
staggering of the activities for the
pair of MFT for approximately half
the intended cycle. This would
hence allow operating both MFT
economically by avoiding
undertaking same activities at the
same time, thus optimizing
utilization of personnel.

Fig 4 – Formtraveler installed on pier table, casting of first segment

19
RECENTLY COMPLETED PROJECTS TCAA
TPE – Sengkang Interchange /
Flyover, Singapore
Incrementally Launched Bridge
Incrementally launched bridges
Max span length during launching 32m
• Detailing of superstructure including shop
drawings
• Design of temporary works (launching nose,
temporary bearings and guides, formwork,
temporary tower, launching equipment)

Humin Road Shanghai, China

1800T and 800T Overhead Gantry
Span-by-span pre-cast segmental viaduct
Max span weight 1800tonnes
Span Length 35m
• New gantry design

Humin Road Shanghai, China

500T Underslung Gantry
Span-by-span pre-cast segmental viaduct
Max span weight 500tonnes
Span Length 40m
• Modification of Type 2 gantry

Kien Stay Cable Bridge, Vietnam

Stay Cable System
Main Span Length 200m
• Stay cable system definition and bill of material
• Jack lifting beam for ZPE-1000

20
SPECIALIST EQUIPMENT II TCAA
VSL Thailand Overhead Launching Gantry – Modular
Gantry for I-Girder Erection
This article shows the use of modular erection gantry, which was originally designed for
30m span launching and 70tonnes precast beam erection. It was fabricated in Thailand in
1994. The gantry had been modified and reused for 7 projects and erected almost 2,000
precast beams over 8 years. Recently the gantry was modified and upgraded to meet the
latest challenge of 42m. span with 78tonnes precast beam in the Philippines.

Nan River Project,

Thailand – First
Application [1994]
The VSLTH Launching Gantry
(LG) was first designed for Nan
River Project in Thailand in 1994.
The fabrication was done in
Thailand using normal steel Gr. 40
(BS). The LG was designed by
VSL TCAA to have compact
height and arranged in 6-m
module for ease of local
transportation. The small and light
module also allowed assembly
with only small cranage.
Main truss (MT) was twin Fig. 1 – Nan River Project, Thailand [1994]
triangular truss with end bracing at
The gantry has Front Support Leg beam was delivered from rear end
each extremity. Main member
(FSL) and Roller Beam (RB) at of the LG on completed deck.
splice used shear pin and 4 VSL
the back for beam erection with 2 The MT was cantilevered out in
CT stressbars to connect. Total
spans system and launching. FSL front over span of erection. The
length of bottom chord was 66m.
and RB were activated at certain precast beam was lifted from rear
2 nos. of VSL Push-Pull Unit
steps during erection and end, moved into the trear part of
(PPU6) were used for gantry
launching. FSL was telescopic the MT by UCB’s and after
launching.
legs fixed to front end of MT and activation of the FL transported on
Upper Cross Beam (UCB) was equipped with hydraulic jacks. RB MT to front span [See Fig.2]. LCB
equipped with VSL Strand Lifting was a roller support beam with was placed on erected beams,
Unit SLU70 and electrically driven wheels on top. RB was also which were full joint sitting on
wheel blocks for longitudinal equipped with hydraulic jacks for narrow crosshead. Total nos. of
movement on MT. level adjustment. 24 beams was erected by LG.
MT supporting system was In Nan River Project, the precast
Universal Lower Roller Support
(ULRS) and Lower Cross Beam
(LCB). ULRS had non-driven
wheels on top, which allowed MT
to move longitudinally on top of it.
The ULRS could be rotated and
move transversely on top of LCB.
PU10 was used for transverse
sliding of MT and ULRS on LCB.
The main LCB member was 2 W-
600x200x134 linked together with
stiffener plates at certain interval.
The 12-m long LCB was
supported on steel shim blocks
and had CT stressbars at specific
location for stabilizing tie-down.

Fig. 2 – Kinematics for Nan River Project, Thailand [1994]

21
SPECIALIST EQUIPMENT II
Reused with Ramindra –
Atnarong and Bang
Pakong Project [1995]
Due to popularity of I-girder bridge
deck system in Thailand, the
gantry was reused again for
Ramindra – Atnarong Expressway
Project – Lot 7 in Bangkok,
Thailand. The project was carried
out in 1995. Typical span was 30-
m with heaviest girder weight 65T.
Approximately 1,200 precast
girders were erected with the LG.
After completed the expressway
project, the gantry was again
needed for Bridge over Bang
Pakong River Project, Thailand.
The LG successfully completed
erection of 40 girders. The 66-m
long MT was used with slight
modification for span 35-m in
Bang Pakong. Special sequences
were implemented for launching
and LCB was used as a counter
weight when MT was reaching out
to next span with its center of
gravity beyond LCB support.
With minimal technical support,
the gantry can be operated by
local team with small engineering
cost. It proved to be user friendly
and economically designed for
various applications. Though the
gantry had been used to erect
over a thousand of beams, the
structure was still fit to serve
more.
Talingchan –
Buddhamonthon II
Elevated Highway Project
[1996]
The project was located in
southern part of Bangkok. It was
one of His Majesty King
Bhumiphol’s contemplate to
resolve traffic problem. The
project was divided into 3
sections. Erection of I-girder for
Section 1 was done by mobile
crane. Section 2 and 3, which had
some spans crossing over existing
flyover, were erected using 2
gantries. The first gantry belonged
to main contractor, Italian – Thai
Development Pub. Co. Ltd, but it
was designed by VSL TCAA since
Ramindra –
Fig. – 3 Cross Section of MT after
strengthened for Talingchan-
Buddhamonthon II ProjectAtnarong
Project. The second gantry was
VSLTH modular gantry used for
Section 2.
Typical span of this project was
35m and had one span of
maximum length 38.2m. Heaviest
I-girder weighed 70tonnes.
The bridge was built over one of
the busiest 8 lanes highway in
Bangkok. The erection was done
during the nighttime with one side
of the road closed for erection.
The existing MT elements were
not long enough to be launched
over the 35m span. A new
element of 10m long was
fabricated in 1996 to increase the
total length of MT to 76m. Top and
bottom chords of MT were
strengthened to take the
increased loading. Side plates
were added to top chord. Wing
plates were added to top and
bottom flange of bottom chord
member [See Fig.3].
Diagonal members were also
strengthened. Bolted connection
was changed to welding. Existing
small channel was doubled up to
one member. Stronger channel
Fig. 4 – General Arrangement for Talingchan-Buddhamonthon II Elevated Highway Project
[1996-1997]
TCAA
section was added to parts with
high shear loading. The diagonal
was shifted to its section’s center
of gravity and welded to gusset
plate. This detailing helped to get
rid of local eccentricity of member,
which was present due to bolted
connections. Existing steel was
efficiently reused to minimize
modification costs [See Fig.4] .
Other gantry components were
also upgraded slightly. UCB had
minor modification and repair to
good condition. FSL was
equipped with trolley frame and
movable along MT. Rear Support
Leg (RSL), similar to FSL, was
added to the gantry and replaced
the use of RB. RSL made the LG
symmetrical and allowed
launching in both directions.
The precast beam was delivered
from ground underneath the span
of erection. LCB was placed on
wide half-joint crosshead. Special
kinematics involving LCB shifting
on crosshead was done to launch
over maximum span length
38.2m. The erection was carried
out during late 1996 to 1997.
Section 2 and 3 erection was
finished ahead of the schedule.
VSL gantry again successfully
completed 800 beams erection.
The gantry was used for other two
projects in Thailand. A bridge
project crossing a river in
Ubonratchathani and bridge over
Tapi river in Suratthani, southern
part of Thailand. The Tapi project
has haunched precast crosshead
with maximum span between
center of crosshead 50m. Twin
decks were erected at the same
time. The gantry was launched on
crosshead with help of temporary
supports underneath and specific
LCB relocation steps.
Total 63 girders were erected
22
SPECIALIST EQUIPMENT II
Fig. 5 – General Arrangement for Bridge over Tapi River, Thailand. [1999]
using VSLTH gantry in Tapi
project. Engineering work and
kinematics were carried out by
local team including casting yard
set up behind the erection gantry
[See FIG.5].
Cebu Coastal Road
Project, Philippines [2000]
After long service in Thailand, the
gantry was transferred to The
Philippines for Cebu Coastal Road
Project. The viaduct ran across
the open sea for about 1.4-km.
Precast beam was delivered by
barge from underneath span of
erection. LCB support was
modified to suit the new
crosshead configuration. Minor
touch-up was done on LG to make
it running properly. Maximum
span length in this project was
36.75m with heaviest beam
60tonnes. The gantry completed
320 precast beam erection around
late 2002.
Latest Challenge – C5
Ortigas Interchange,
Philippines [2003]
Latest assignment for the gantry
was C5 Ortigas Interchange
located in busy district of Manila.
The viaduct was built over an
existing flyover. Bridge length is
695m with 22 spans. Three center
spans over existing bridge are
42m long. The maximum weigh of
beam is 78tonnes. The maximum
span length becomes 1.4 times
longer than its original design.
Two sections of 8m long MT
elements were added to increase
the MT total length to 92m. The
new and strongest elements were
placed at the maximum loading
location. Existing top chord splice
TCAA
Chain drive units were used for
safe launching operation at 5%
gradient. UCB was equipped with
chain drive for safe operation at
steep gradient. VSL strand lifting
unit was still in service for the
lifting of precast beam. ULRS was
upgraded to have 8 wheels per
unit to take the remarkable load
increment. PU10 was still in use
for transverse sliding of MT. LCB
and its support from CEBU project
were slightly strengthened.
was strengthened at critical Additional LCB support legs were
region. Connection bars were placed at critical position on
increased from 4 CT Stressbar certain pier of 42m span.
Ø38 to 8 CT Stressbar Ø38.
FSL and RSL were modified to
Existing member was still
have more working stroke. Outer
sufficient for the new loading.
housing was extended with
Some single channel diagonal
outrigger to accommodate
members were braced to reduce
Fig. 6 – Cross section of MT with Intermediate Transverse Bracing: C5 Project, Philippines
[2003]
buckling length and improve shear shimming. The shim will allow
capacity of MT. Special feature FSL/RSL to reset its inner housing
introduced for 42m span when the stroke is not sufficient.
launching was intermediate The gantry was assembled to 76-
transverse bracing between MT. m length and used to erect first
Four intermediate bracing were part of 30m spans by normal
needed during 42m span procedure. Three front MT
nd
launching in order to reduce 2 elements were added only before
order effect from large reaching 42m spans. Those
deformation and to gain lateral elements were taken out after the
stability of MT itself. [See FIG.6]
Fig. 7 – General Arrangement of Gantry for 42-m Span: C5 Ortigas Interchange Project,
Philippines [2003]
23
SPECIALIST EQUIPMENT II
special spans were done.
The structure was analyzed using
modern sophisticate engineering
software and equipped with new
gears for better performance.
TCAA
The gantry was modified late 2002 gantry at 42m span in C5 Ortigas
and assembled on site in Project.
December. 21 spans with 176
precast beams were erected by
the gantry in 2003. Figure 7
shows general arrangement of

Nan River Project [1994]

Weight of Standard Beam 70 tonnes
MT Length at Bottom Chord 66 m
MT Weight (both sides) 80 tonnes
Total Weight of Gantry 102 tonnes
Typical Span Length 30 m
Max. Beam Weight 70 tonnes
LCB Length 12 m
LCB Weight (each) 4 tonnes

Fig. 8.1 – Element 6 from Nan River Project

Talingchan Buddhamonthon II [1996]

Weight of Standard Beam 62 tonnes
Weight of Heaviest Beam 70 tonnes
MT Length at Bottom Chord 76 m
MT Weight (both sides) 120 tonnes
Total Weight of Gantry 162 tonnes
Typical Span Length 35 m
Max. Beam Weight 70 tonnes
LCB Length 25 m
LCB Weight (each) 16 tonnes

Fig. 8.2 – Element 6 from Nan River Project

C5 Ortigas Interchange [2003]

Weight of Standard Beam 35 tonnes
Weight of Heaviest Beam 78 tonnes
MT Length at Bottom Chord 92 m
MT Weight (both sides) 170 tonnes
Total Weight of Gantry 215 tonnes
Max. Span 42 m
Max. Beam Weight 78 tonnes
LCB Length 25 m
LCB Weight (each) 17 tonnes
Fig. 8.1 – Element 6 form Nan River Project

Up to end of 2002, the gantry had erected approximately 2,400 precast beams over 8 years. It still continues the service for more and
more challenging task. The structure had efficiently designed and proved to be economical and very versatile for many projects.
Combining with dedicated effort and thoughtful consideration from operation team, the gantry will be able to deal with any challenging
task in the future.

24
SELECTED REFERENCE PROJECTS TCAA

Erection Gantries (design, detailing, modification)

2003 Sha Tin New Town T3, Hong Kong: FCM
2003 Deep Bay Link, Hong Kong: span-by-span overhead, type C
2003 Deep Bay Link, Hong Kong: span-by-span overhead, type AB
2003 Metro Line 4 – Santiago de Chile, Chile: span-by-span overhead
2003 Penny’s Bay, Hong Kong: span-by-span overhead
2002 Humin Road Shanghai, China: span-by-span underslung
2002 Humin Road Shanghai, China: span-by-span overhead 800tonnes
2002 Humin Road Shanghai, China: span-by-span overhead 1800tonnes
2002 Ortigas C5 Gantry, Philippines: precast beams
2002 Tutong Lumut Gantry, Brunei: precast beams
2001 Bayan Baru Viaduct, Malaysia: FCM
2001 Eastrail, Hong Kong: span-by-span underslung
2001 Bandra Worli, India: span-by-span overhead
2000 VSL Thailand Truss II, Thailand: precast beams
2000 Cebu Coastal Road, Philippines: precast beams
2000 Contract 327, Taiwan: FCM
1999 Westrail, Hong Kong: span-by-span underslung
1999 Telok Blangah Semi-Expressway, Singapore: FCM
1998 Contract 310, Taiwan: FCM
1997 Pakse Bridge, Laos: FCM
1995 BTS, Thailand: span-by-span overhead
1995 2nd Link Malaysia – Singapore: FCM

Casting Yard / Formwork (design, detailing, modification)

2002 Humin Road Shanghai, China: formwork
2002 TPE / Sengkang, Singapore: formwork
2001 Contract 215, Taiwan: pre-tensioning bed stressing head
2001 Contract 215, Taiwan: pre-tensioning bed
2001 Bandra Worli, India: casting yard, segment formwork
2000 Contract 327, Taiwan: casting yard, segment formwork
1998 Contract 310, Taiwan: casting yard, segment formwork
1997 Pakse Bridge, Laos: casting yard, segment formwork

Formtraveller
2001 Contract 260, Taiwan: modular formtraveller
2000 Modular Formtraveller
1997 Ma Wan, Hong Kong
1996 2nd Link Malaysia – Singapore
1996 Ilan Bridge, Taiwan
1994 Barelang Bridge 2, Indonesia

25
SELECTED REFERENCE PROJECTS TCAA

Lifting Frame / Hanger Beam

2004 Route 9 – Lai Chi Kok, Hong Kong: lifting frame, hanger beam
2004 Route 9 – Tsing Yi, Hong Kong: lifting frame
1999 Telok Blangah Semi-Expressway, Singapore: hanger beam
1998 K1, Japan: lifting frame

Heavy Lifting
2004 NUS, Singapore: transfer beam lifting
2004 DHDS Reactor Lifting, India: reactor lifting
2003 Bandra Worli, India: loading installation, gantry lifting
2001 New Bangkok International Airport, Thailand: tender design
1999 Telok Blangah Semi-Expressway, Singapore: crosshead fixity, hanger
beams
1999 Telok Blangah Semi-Expressway, Singapore: crosshead fixity, hanger
beams
1994 KLCC Skybridge, Malaysia
1994 Peruri Water Tower, Indonesia
1992 Brunei Hanger, Brunei
1991 Mobile Badger, Singapore

Permanent Work Design

2004 NUS Transfer Beams, Singapore: alternative design
2003 Siak Stay Cable Bridge, Indonesia: independent design check
2003 Bai Chai Stay Cable Bridge, Vietnam: independent design check
2003 Batang Kemena, Malaysia: conceptual and final design
2003 BKE Widening and Strengthening, Singapore: conceptual and final design
2002 TPE / Sengkang, Singapore: stage-by-stage analysis
2002 Pasupati Viaduct, Indonesia: stage-by-stage analysis, temporary post-
tensioning
2001 Bayan Baru Viaduct, Malaysia: temporary post-tensioning
2001 Bandra Worli, India: stage-by-stage analysis
2000 Contract 327, Taiwan: stage-by-stage analysis, cantilever nailing
2000 Underpass at Pusak Ulak, Brunei: design of cut-and-cover tunnel
1999 Telok Blangah Semi-Expressway, Singapore: stage-by-stage analysis,
temporary post-tensioning
1998 Contract 310, Taiwan: stage-by-stage analysis, temporary post-tensioning,
false-cantilever post-tensioning, cantilever nailing
1996 Barelang Bridge 2, Indonesia: redesign of superstructure

26
SELECTED REFERENCE PROJECTS TCAA

Permanent Work Shop Drawings

2003 Batang Kemena, Malaysia: superstructure shop drawings
2003 BKE Widening and Strengthening, Singapore: superstructure shop drawings
2002 TPE / Sengkang, Singapore: superstructure shop drawings
2002 Pasupati Viaduct, Indonesia: superstructure shop drawings
2001 Bandra Worli, India: segment shop drawings
2000 Contract 327, Taiwan: segment shop drawings
1999 Telok Blangah Semi-Expressway, Singapore: segment shop drawings
1997 Pakse Bridge, Laos: superstructure shop drawings

Incrementally Launched Bridges

2003 Batang Kemena, Malaysia: launching nose, guides, bearings
2002 TPE / Sengkang, Singapore: launching nose, guides, bearings
1994 Tubun Jatibaru, Indonesia: launching nose
1993 Sudirman Flyover, Indonesia: launching nose

Precamber and Geometry Control

2004 WestLink M7 – Sydney, Australia: precamber
2004 Siak Stay Cable Bridge, Indonesia: precamber
2002 Pasupati Viaduct, Indonesia: precamber, Formset2
2001 Bayan Baru Viaduct, Malaysia: precamber
2001 Bandra Worli, India: precamber, Formset2
2000 Contract 327, Taiwan: precamber, Formset2
1999 Telok Blangah Semi-Expressway, Singapore: precamber, Formset2
1998 Contract 310, Taiwan: precamber, Formset2

Circular Structures
2002 Changi Water Reclamation Plant, Singapore: design and shop drawings
2002 NEWater Service Reservoir, Singapore: design and shop drawings
2001 Kim Chuan Egg-Shaped Digesters, Singapore: design and shop drawings
1996 Ulu Pandan Egg-Shaped Digesters, Singapore
1996 Seletar Egg-Shaped Digesters, Singapore
1995 Kranji Egg-Shaped Digesters, Singapore

Repair / Strengthening
2003 BKE Widening and Strengthening, Singapore: strengthening of existing deck
2000 Blue Circle, Singapore: strengthening of cement silo
2000 Contract 324, 324, Taiwan: realignment of bridge deck modules moved during
earthquake

27
SELECTED REFERENCE PROJECTS TCAA

Stay Cable System

2004 Siak Bridge, Indonesia: SSI 2000
2004 Goa Bridge, India: SSI 2000
2002 Kien Bridge, Vietnam: SSI 2000
2002 US Grant, USA: SSI 2000
2002 US Greenville, USA: SSI 2000
1999 Pakse Bridge, Laos: Extradose
1996 Batam – Tonton Bridge, Indonesia: SSI 200
1995 Safti Bridge, Singapore: SSI 200

VSL System / VSL Group Support

ongoing Stay Cable Equipment Management Asia
ongoing Equipment Management Asia
ongoing Database Segmental Bridges
ongoing VSL System Components
ongoing Grout Optimisation
2003 CE2000: Elongation Calculation Software
2003 Grout Mixer Drawings
2002 Guideline for Stay Cable Project Final Report
1999 Formset2: Geometry Control Software

28
 CREATING SOLUTIONS TOGETHER TCAA

VSL Locations HEADQUARTERS

VSL International Ltd.
Scheibenstrasse 70
CH-3014 Bern - Switzerland

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BUENOS AIRES Industriestrasse 27a Montages S.A. Phone: +673 - 2 380 153 Phone: +886 - 2 2759 6819
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MEXICO PRAGUE Phone: +34 - 93 289 23 30 Fax: +84 - 4 8245 717
Phone: +52 - 55 - 5 396 86 21 Phone: +420 - 2 67 07 24 20 INDIA
Fax: +34 - 93 289 23 31
Fax: +52 - 55 - 5 396 84 88 Fax: +420 - 2 67 07 24 06 VSL India PVT Ltd. HO CHI MIN CITY
SWEDEN CHENNAI Phone: +84 - 8 8258 144
UNITED STATES FRANCE Internordisk Spännarmering AB Phone: +91 - 44 5214 56 78 Fax: +84 - 8 9102 596
VStructural LLC VSL France S.A. VÄSTERHANINGE Fax: +91 - 44 2433 99 02
BALTIMORE, MD ST-QUENTIN-EN-YVELINES Phone: +46 - 8 5007 3820
Phone: +1 - 410 - 850 7000 Phone: +33 - 1 39 44 85 85 INDONESIA
Fax: +46 - 8 753 49 73
Fax: +1 - 410 - 850 4111 Fax: +33 - 1 39 44 85 86 PT VSL Indonesia

GEMANY
SWITZERLAND
VSL (Switzerland) Ltd.
JAKARTA
Phone: +62 - 21 570 07 86
Australia
VSL Systems GmbH SUBINGEN Fax: +62 - 21 573 12 17 VSLPrestressing(Aust.)Pty.Ltd.
BERLIN Phone: +41 - 32 613 30 30 SYDNEY
JAPAN
Middle East Phone: +49 - 30 53 01 35 32
Fax: +49 – 30 53 01 35 34
Fax: +41 - 32 613 30 15
VSL Japan Corporation Phone: +61 - 2 9 484 59 44
VSL (Suisse) SA TOKYO Fax: +61 - 2 9 875 38 94
UNITED ARAB EMIRATES GREAT BRITAIN Phone: +81 - 3 3346 8913
VOUVRY BRISBANE
VSL Middle East Office VSL Systems (UK) Ltd. Fax: +81 - 3 3345 9153
Phone: +41 - 24 481 57 71 Phone: +61 - 7 3 265 64 00
DUBAI CAMBRIDGESHIRE Fax: +41 - 24 481 57 72 KOREA Fax: +61 - 7 3 265 75 34
Phone: +971 - 4 282 08 03 Phone: +44 - 1480 404 401
Fax: +971 - 4 282 94 41 Fax: +44 - 1480 404 402 VSL Korea Co. Ltd.
SEOUL MELBOURNE and SOUTHERN
GREECE Phone: +82 - 2 553 8200 Phone: +61 - 3 979 503 66
VSL Systems A/E Fax: +82 - 2 553 8255 Fax: +61 - 3 979 505 47
ATHENS
MAINLAND CHINA
Africa Phone: +30 - 2 1 0363 84 53
Fax: +44 - 2 1 0360 95 43 VSL Engineering Corp., Ltd.
HEIFEI
SOUTH AFRICA NETHERLANDS Phone: +86 - 551 557 6008 Technical Centres
VSL Systems (South Africa) Pty. Ltd. VSL Benelux B.V. Fax: +86 - 551 557 6018
Tsala-VSL Construction Systems AT LEIDEN Technical Centre Asia/Australia
(Pty) Ltd. Phone: +31 - 71 576 89 00 VSL Engineering Corp., Ltd. SINGAPORE
Kya Sand, RANDBURG Fax: +31 - 71 572 08 86 Shanghai Branch Co. Phone: +65 - 6559 12 22
Phone: +27 - 11 708 21 00 SHANGHAI Fax: +65 - 6257 70 11
Fax: +27 - 11 708 21 20 NORWAY Phone: +86 - 21 6475 4206
VSL Norge A/S Technical Centre Europe
Fax: +86 - 21 6475 4255 SUBINGEN
STAVANGER
Phone: +47 - 51 52 50 20 MALAYSIA Phone: +41 - 32 613 30 30
Fax: +47 - 51 56 27 21 VSL Engineers (M) Sdn. Bhd. Fax: +41 - 32 613 30 15
KUALA LUMPUR
POLAND Phone: +60 - 3 7981 47 42
VSL Polska Sp. z o.o Fax: +60 - 3 7981 84 22
WARSAW
Phone: +48 - 22 817 84 22 PHILIPPINES
Fax: +48 - 22 817 83 59 VSL Philippines Inc.
PASIG CITY
Phone: +63 - 2 672 17 03
Fax: +63 - 2 672 13 95
SINGAPORE
VSL Singapore Pte. Ltd.
SINGAPORE
Phone: +65 - 6559 12 22
Fax: +65 - 6257 77 51

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