DOKA - Bridge Formworks PDF

Build on formwork expertise
04/2011 en-GB
Doka bridge formwork

Creating new paths.
www.doka.com
Group Headquarters
Doka GmbH
Josef Umdasch Platz 1
A-3300 Amstetten, Austria
Tel. +43 (0)7472 605-0
Fax +43 (0)7472 64430
E-Mail: info@doka.com
www.doka.com
Brochure, 2011 edition

© Copyright by Doka Industrie GmbH, A 3300 Amstetten, Austria
We reserve the right to make alterations in the interests of technical progress.
Important instructions Always observe all industrial safety regulations and other safety rules applying to the application and utilisation of our products
in the country and/or region in which you are operating. The illustrations and site photos in this brochure sometimes show the situation during formwork
assembly and/or in situations outside Doka’s direct control. For this reason, they may not always be complete from the safety point of view. It could be
dangerous to combine our formwork equipment with other manufacturers’. If you intend to combine different systems, please contact Doka for advice first.
Cover page photo:

Transportation project “German Unity N° 8”, new railway line between Ebensfeld and Erfurt (VDE 8.1)
Froschgrundsee Viaduct, Client: DB Netz AG. Project management: DB ProjektBau GmbH
www.vde8.de
2
Contents
Solving individual requirements Page 4

Building bridges Page 6
Doka Services Page 10
High-performance systems Page 16
Piers and pylons – reference projects Page 28

Falsework – reference projects Page 40
Launching-girders – reference projects Page 46
Cantilevering – reference projects Page 52
Incremental launching – reference projects Page 66
Composite construction – reference projects Page 74
Arched bridges – reference projects Page 86
Bridge edge-beams – reference projects Page 98
Reference list Page 104

Doka Organisation Page 106
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Solving individual requirements
with global consulting capability and “hands-on” engineering expertise
More and more complex bridge structures are typical of the architecture of our times. All over the world. Doka
technicians work closely with the client’s planners to put together the most suitable solutions, exactly tailored to each
individual situation and to the requirements of the structure.
Doka helps you decide which is the right system for you – What all Doka systems have in common is this: The very
and for your success on the site. highest standard of safety, combined with extremely high
cost effectiveness and easy, safe handling.
Custom-tailored, versatile, and thus efficient.
Doka’s modular system, based on its decades of Doka knows what demands are made, and with its
experience of hugely diverse construction tasks in many modular system it can always offer the ideal equipment.
different countries, means that it can deliver the right
solution for the entire spectrum of architecture. Doka has
the biggest and most flexible range of offerings on the
market – anywhere in the world.
4
Formwork expertise you can trust
More know-how for your project
The task of finding the optimum formwork solution for The formwork system used will have a significant bearing
a structure begins as early as in the bidding phase. For on the success of a construction project. To help users
the eventual profitability of a construction project, this is with the selection, planning and deployment of its form-
often a make-or-break decision. Doka staff can start input- work systems, Doka offers a very wide range of services.
ting their wide-ranging knowledge, and the experience These provide greater certainty regarding the costs of
amassed in the course of innumerable projects, from a on-site forming operations – which definitely makes site
very early stage. managers’ and foremen’s jobs a lot easier.
In this way, we successfully accompany you all the way

through your construction project.
5
Building bridges
Creating new paths with Doka.
Piers and pylons

Piers decrease the width of the superstructure support
centres between the abutments, permiting a lower overall
height. They mostly take the form of single or paired
piers. On cable-stayed or suspension bridges, the central
support takes the bridge loads, which are suspended from
it. The term used for this is a pylon. These basically take
the form of self-supporting pylon towers, A or H-pylons or
portal pylons.
Using falsework
If the superstructure of a concrete bridge is not far above
the ground, it can be constructed cost-effectively and
efficiently using falsework. Falsework is an auxiliary con-
struction that is used for holding the building materials
and systems in shape, particularly in the field of concrete
bridge construction. On multispan bridges, the super-
structure is mostly cast a section at a time, using a single
falsework construction.
Launching-girder equipment
Bridge superstructures that are built using launching-gird-
er equipment are usually constructed one span at a time
on service girders that can be relocated along the longi-
tudinal direction of the bridge, with no mid-span support
between the bridge piers. The launching-girder method is
best used for multispan bridges with more than 7 spans,
for bridging deep valleys, and where access is made dif-
ficult by e.g. nature reserves, lakes and rivers, or by the
need to bridge existing traffic routes.
Cantilevering
The sections of the bridge are cast one after the other by
a pair of cantilever forming travellers that work outward
from a pier (pier-head) and carry the formwork, the rebar
and the weight of the fresh concrete. In most cases, this
takes place more or less symmetrically to either side of
the pier. The casting steps are generally between 3 m and
5 m long.
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Doka delivers solutions
Because of the limited or non-existent scope for shoring
the formwork on tall piers and pylons, Doka uses modular
systems to provide a wide range of climbing-technology
solutions. For both crane-lifted and crane-independent
solutions, the principle is always the same: The very high-
est standard of safety, combined with extremely high cost
effectiveness and easy, safe handling. Single or paired piers
of lower height can be formed using the well-proven Doka
wall systems, which allow virtually any shape to be cast.

Doka Staxo 100 is a high-capacity load-bearing tower made
of steel, with integrated safety components. It is a rentable
system with which just about any shape can be cast, espe-
cially when used with Doka large-area formwork Top 50.
With their high strength, stability and versatility, Doka load-
bearing towers make for fast work on the site. Craneage
requirements can be reduced to a minimum.

With its Large-area formwork Top 50, Doka offers an
efficient all-purpose system for use on launching-girder
equipment that can also be used on complicated bridge
cross-sections.

Doka is a reliable supplier of a rentable, modular all-in-one
system (formwork plus traveller) that meets the most strin-
gent requirements in terms of planning, structural-design
approval, ease of assembly, operator safety and rapid avail-
ability for modern-day bridge-building.
7
Incremental launching
The continuous superstructure is cast a section at a time
behind an abutment in an on-site casting yard. Each section
that is cast here (i.e. each “cycle”) is “pushed” across the
piers, together with the previously cast sections, to make
space for the casting of the next section. This method is
most often used on longer bridges with straight or near-
circular groundplans and which have uniform summit or
sag-curve radii in front elevation view.
Composite construction
Put in simplified terms, the steel longitudinal girders of the
bridge are connected to the CIP concrete deck slab by means
of shear-connector studs in such a way as to obtain a shared
(i.e. “composite”) load-bearing effect. Because the longitudi-
nal girders are factory-prefabricated, this can greatly shorten
the construction period. The composite technique results in
low-cost, long-life, low-maintenance bridge-deck solutions,
which is why it may be found in use for anything from small
overpasses to large viaducts.
Arched construction
The arched bridge is surely the most visually impressive
constructional design of bridge. Particularly when it comes
to crossing deep ravines, arched bridges are the preferred
design. The most common construction methods are
cantilevering and “classic” falsework. An alternative tech-
nique here is the lowering-arch or “swivel-in” construction
method.
Cantilevered parapets
Bridge edge-beams are subsequently cast onto the finished
deck slab. As well as concealing any dimensional inaccura-
cies of the cantilever arms of the bridge deck, they also serve
to safeguard the traffic space, as e.g. railings, crash barriers
and noise abatement walls are later mounted on them.
8
The individuality and flexibility of the Doka Formwork Cata-
logue is very much apparent in incremental launching. The
interplay between the various Doka systems involved even
makes it possible to cast the cycles without using tie-rods,
for example. This cuts costs and prevents any complica-
tions when it comes to routing the tendons.

The Doka composite forming carriage is the fast, safe way to
build composite bridges. The system stands out for its easy
adaptability to widely differing cross-sections, the speed
with which it can be assembled from rentable standard
components, and its high standard of safety. For any type of
composite bridge, Doka has the right system for you – rang-
ing from standard solutions to combinations of composite
forming carriages and the Doka heavy-duty supporting sys-
tem SL-1, all the way up to sophisticated custom solutions.

With arched bridges, too, Doka’s decades of experience
have given it the necessary engineering know-how to give
you a formwork solution that is perfectly tailored to your
arch. Like the specially developed arch forming carriage –
already fielded on many sites – that is anchored to only the
underside of the arch. This leaves the workspace on the
upside of the arch unobstructed, allowing the arch to be
back-stayed easily and early.

Doka’s equipment offers universal adjustability combined
with the very highest standard of safety, and this makes it
highly versatile. In this way, Doka can ensure fast and ef-
ficient forming of outer and median parapets using its wide
range of different systems, such as the manually mountable
Bridge edge beam formwork T, the Forming wagon T and
the Forming wagon TU, with minimal disruption to traffic-
flows and to the overall construction sequence.
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10
Doka Services
– get you further!
11
Doka Engineering
Collaboration on every phase of your project
The advantages for you This is Doka’s great capability: always being able to find
the optimum solution for every bridge structure. The aim
• practical, relevant planning and engineering exper- is to help the contractors get by with as little formwork as
tise, “from practitioners, for practitioners” necessary.
• customised proposed solutions for even the very
toughest assignments These engineering solutions take shape in the course of
• the safety, certainty and peace of mind that come dialogue between our experienced Doka advisers and
from our many years’ experience your technicians – ideally, even before the tendering
• improved results with 3D planning and verifiable phase.
statical calculations
• CE-certification for maximum on-site safety
It’s always worth discussing the project with
the Doka Formwork Experts even as early as
in the development phase.
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Doka Site Demonstrators
Complete “on-the-job” expertise
Nobody knows all the formwork systems better than they The advantages for you
do. And nobody can explain them to your people better
than they can. • a wealth of experience placed at your service to aid
work on your site
Doka Site Demonstrators are accomplished practitioners. • on-site instruction of your employees
They bring with them huge know-how from many projects • speedy solutions, even for out-of-the-ordinary form-
all over the world – and put it directly into practice on work assignments
your construction project. • the Doka Site Demonstrator will always have the
right tools with him for the job
You can always count on the Doka Site Demonstrator

to give your people formwork tips and tricks that will
facilitate the construction workflow.
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Doka “Ready-to-Use” Service
Delivered to the site ready for use
The advantages for you Reduce the amount of assembly work needed on the site,
and cut your costs.
• no delays or unforeseen additional costs when start-
ing up at a new site The specialists of the Doka “Ready-to-Use” pre-assembly
• improved results from using dimensionally accurate service can build any formwork for you, in any design,
custom formwork dimensionally accurately and in high quality, for just-in-time
• optimised formwork solutions delivery to your site. On a completely individualised basis.
If individually custom-fabricated formwork is what

you need, you’ll be better off getting it delivered to
you “site-ready” by the Doka “Ready-to-Use” Service.
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Doka Reconditioning Service
Ongoing cleaning and overhauling
Only well looked-after formwork will deliver flawless con- The advantages for you
crete finishes and can be operated quickly and safely.
• the cost-certainty that comes from professional clean-
The Doka Reconditioning Service’s expert staff inspect ing and repair of the formwork
the formwork equipment for any signs of damage and to • reconditioning of your own formwork is also possible
verify its dimensional accuracy. Where necessary, they
will immediately carry out all necessary cleaning and
repair work.
Out on the site, your equipment is subjected to

tough conditions. The Doka Reconditioning Service
makes your formwork “fit” once again.
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High-performance systems
– for your success!
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Climbing formwork MF 240
The crane-lifted climbing formwork for structures of any shape and inclination
High flexibility Easy to operate

meaning optimum adaptation to any construction saving you time and money
project, with only a few individual components Makes the forming operations swift and efficient, as
By turning pressure spindles, the Climbing formwork • the formwork is easy to set up and remove using a
MF 240 can be accommodated perfectly to structures travelling unit, with no need for a crane
whose inclination varies from one cycle to the next. • the formwork and scaffold are shifted together,
in one piece
Optimum safety • the formwork can be adjusted both precisely and
for your site crew quickly in all directions
reliably safeguarded workspaces and workplace access
routes ensured by
• the 2.40 m wide work-platforms, with plenty of space
for fast, safe working
• the integrable Ladder system XS
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Climbing formwork Xclimb 60
An innovative, modular system for a wide range of applications
Huge flexibility Simple modular design concept

thanks to the innovative, modular system based on a practical “construction-kit” system
Benefit from the system’s multi-use capability Save time and money because of
• for walls, for facades or as a protection screen • the high degree of pre-assembly
• and from the option of lifting the system either by crane • the way the system simplifies planning, utilisation and
or as a self-climbed system using manually relocatable handling
hydraulic lifting appliances • the facility for leaving service loads in place on the
platforms even while these are being repositioned
High standard of safety
for your site crew
Safety is “built in” to all phases of the work, as
• the system is anchored to the structure at all times
• the guided repositioning operation is independent of
the weather
• enclosures can easily be constructed with materials that
are adapted to the requirements
• the platforms are the ideal width for practical working
• the Ladder system XS can easily be integrated
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Automatic climbing formwork SKE
The crane-independent climbing formwork for structures of any shape and height
Superlative cost-efficiency Maximum safety

for your project in every phase of every cycle
A cost-effective solution is ensured by The very best on-site protection, because
• the easy way in which the system accommodates • the climbing scaffolds are anchored to the concrete at
varying structure geometries and inclinations all times
• the practice-oriented project planning provided • of the wide working platforms, enclosed on all sides
by Doka • the climbing operations can be managed with com-
plete precision using radio remote control
Rapid working • the Ladder system XS or a stair tower can be integrat-
in a controlled sequence ed to provide safe workplace access
Flexible cycling
• as even large formwork gangs can be raised in tandem,
independently of the crane
• even in stronger winds
• because service loads can stay on the platforms while
these are being raised
• because it is possible to integrate concrete placing
booms
20
Load-bearing tower Staxo 100
Extremely efficient and fast, with built-in safety
Maximum safety Very high capacity

in every situation combined with flexible range of use
Staxo 100 gives a boost to safety on your site, with its Benefit from the advantages of the best load-bearing tower
• slip-proof ladders integrated in the frames on the market
• suspension points for chest harnesses • extremely high load-bearing capacity of up to 100 kN per leg
• clip-on, liftout-safe assembly battens, with or without • optimum adaptability to different layouts, floor shapes
manholes and loads
• “mounted-ahead” railings • precision height adjustment, right down to the last
• ability to be used as a stair tower millimetre, even when under load
• also ideal for large shoring heights
– Simply give us a call! We’ll be pleased to advise you.
Swifter working
thanks to optimised logistics
Staxo 100 gets work on your site up to speed with its
• small number of easy-to-handle component parts
• captively integrated connectors
• integrated safety solutions
21
Cantilever forming traveller (CFT)
Formwork and shoring both from the same supplier
Active and passive safety Guaranteed to be more cost-efficient

for your site by all-round Doka Service
Twice as safe, thanks to Save time and money
• passive safety, as the CFT self-locks while being ad- • because the equipment is rentable, so no pre-financing is
vanced on sliding plates needed
• active safety, which helps work progress swiftly by • because the system components are available very
providing ideal workplace access routes quickly, meaning short delivery times
• because you do not need to maintain and store formwork
Rapid working equipment of your own, as the system is rentable
thanks to the smooth way in which each project • because the use of standard system components means
moves ahead highly efficient planning
Easy, efficient working is facilitated by
• the unobstructed access to all work-zones
• the ingeniously thought-out solutions for making work
easier, right down to the last detail
• the optimised planning interface with the designer of
the superstructure (as both the CFT and the formwork
are provided by one and the same high-calibre supplier)
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Composite forming carriage
The highly efficient solution for steel composite bridges
Reduced costs Customised, complete solution

for maximum efficiency ideal for your requirements
The Doka composite forming carriage helps you build Doka offers you a “one-stop shop” to plan and supply:
composite bridges swiftly and safely, thanks to its • high-calibre solutions for all steel composite bridges
• small number of versatile, combinable component • forming carriages, shoring towers and working platforms
parts all designed to work together seamlessly
• ease of assembly • adaptability to different shapes of bridge
• high safety standards for rapid working
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Forming wagon TU
The underslung bridge edge beam formwork for fast forming of cantilevered parapets
A safe, sure way to work better Efficient all-in-one solution

thanks to the field-proven Doka system thanks to its innovative system
Site crew better protected, by Cost-saving results are guaranteed:
• top safety standards on your site • rentable all-in-one system with pre-assembled working
• pre-mounted working platforms ready for immediate platforms and parallel girderframe units / forming ele-
use ments
• all-round scaffolding tubes for rugged side protection • easy rebar and concrete placement operations from above
• a built-in gravity brake that secures the forming wagon • the underslung constructional design minimises disrup-
against accidental travelling tion to traffic (e.g. during bridge rehabilitation) or to the
construction workflow
Rapid project progress
and controlled construction workflow
Makes the forming operations swift and efficient, as
• the system is very quick and easy to set up, thanks to its
pre-assembled system units
• the horizontal and vertical formwork are removed simul-
taneously, with a swivel/tilt motion
• spindle struts are used for precision formwork set-up
24
Forming wagon T
The site-ready, travelling bridge edge beam formwork
The cost-saving way to cast A well thought-out system

cantilevered parapets for your benefit
A safe and cost-efficient solution The galvanised, long-life construction of the Forming wagon
• on longer bridge superstructures T is pre-assembled for rapid site-erection and dismantling,
• for higher numbers of re-use cycles and to minimise the amount of storage space needed.
• for “section-at-a-time” repositioning cycles
• on bridge superstructures where it is not possible to
suspend formwork from under the cantilever slab
• for rehabilitating existing bridge superstructures
• on bridges with wide radii
Multi-use capability
for diverse requirements
The versatile Forming wagon T can be used as as a
forming carriage, a demolition wagon and for horizontal
repositioning of formwork. This flexibility, coupled with
its great ease of handling, makes for high-speed working
in a daily rhythm.
25
Bridge edge beam formwork T
The fast manual bridge edge beam formwork
Great flexibility High efficiency

for your project thanks to its innovative system
Excellent adaptability, thanks to Used most efficiently on
• generously dimensioned adjusting range • shorter superstructures
• continuous height adjustment, with millimetre accuracy • medium-length bridges with a small number of reposi-
tioning cycles
• tight radii and complicated cross-sections
26
Large-area formwork Top 50
The large-area formwork for all shapes and loads
Versatility Fast, efficient working

for all shapes and loads thanks to optimised formwork solutions
The “construction kit” timber-beam formwork for Cost-efficient project implementation thanks to
• any architectural requirement • individualised solutions
• any formwork pressure • high numbers of re-use cycles
• any type of form-facing • short forming-times
• any tie-hole pattern • large gang-forms with optimised form-tie numbers and
spacing
Cost-certainty
thanks to Doka know-how Extremely high safety
Pre-assembly in Doka’s unique “Ready-to-Use” Service thanks to safe workplace access routes
gives you Large-area formwork Top 50 can, of course, easily be com-
• a perfect joint pattern due to precision element joints bined with practical Doka safety products such as the Pour-
• time and space savings at the site ing platform U and Ladder system XS.
• exactly matching elements, no need for finishing-work
• special solutions for bridge, tunnel and industrial
construction
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Piers and pylons – reference projects
Sutong Chang Jiang Highway Bridge Page 30

P19 Lavant Viaduct Page 32
Metsovo to Panagia Page 33
Rhine Bridge at Wesel Page 34
River Suir Bridge Page 35
Köröshegy Bridge Page 36
Verrières Viaduct Page 37
Millennium Pylon bridge Page 38
Binh Bridge Page 39
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30
Sutong Chang Jiang Highway Bridge
For the first time, a a new benchmark with its for formwork manufacturer Project data
cable-stayed bridge has two A-shaped pylons, whose Doka, which supplied the Two A-shaped pylons
broken the magic 1000 m height of 306 metres is also necessary climbing-technolo- Nantong, China
span barrier. The six-lane unprecedented. All in all, a gy solution. Pylon construction time:
17 months
Sutong Bridge in China’s great challenge for contrac-
Jiangsu Province also sets tors CHEC Construction and Structure data
Structure height: 306 m
Casting-step height: 4.5 m
68 casting steps
Extra information
3-day cycle
Contractors
CHEC Construction
Doka systems in use

Automatic climbing formwork
SKE 100
31
P19 Lavant Viaduct
Project data Some 160 m high, Carinthia’s tant element in the progres- the new viaduct rose in 2-day
8 piers Lavant Viaduct is the second- sive upgrading of the A2, cycles alongside an existing
Lavant, Austria tallest bridge in Austria. This Austria’s motorway artery to bridge erected in 1984.
Pier construction time: valley crossing is an impor- the south. The CIP piers of
19 months
Structure data
Structure height: 7 to 136 m
31 casting steps
Extra information
2 day cycle, forming-time
less than 0.2 manhours per
m² formed
Contractors
Steiner Baugesellschaft
m.b.H (Austria)
Doka systems in use

Climbing formwork GCS
Shaft platform
Ladder system XS
32
Metsovo to Panagia
One of the most modern – Greece: The Egnatia Motor- tallest piers of all the bridges Project data
and most difficult-to-build way. This 680 km long mo- were formed using Doka 2 piers
– motorways in Europe torway includes very many automatic climbing formwork Metsovo, Greece
was recently completed in bridges and tunnels. The SKE 50. Pier construction time: 5 months
Structure data
22 casting steps
Extra information
4-day cycle (Pier 1),
6-day cycle (Pier 2), no two
casting sections the same
Contractors
Aktor ATE
Doka systems in use

SKE 50
33
Rhine Bridge at Wesel
Project data To improve the traffic situ- sections: The 4.55 km long Hersfeld and Donges Stahl-
Pylon ation on the Lower Rhine in Büderich bypass, the 1.6 km bau GmbH of Darmstadt,
Wesel, Germany NW Germany, the B 58n long Rhine crossing and the used Doka formwork to
Pylon construction time: Wesel bypass is currently 3.75 km long Wesel south- build the centrepiece of the
12 months
under construction, including ern bypass. The JV “Rhein- B 58n: The new Rhine Bridge
Structure data
a new bridge over the Rhine. brücke Wesel”, consisting of at Wesel.
Structure height: 133 m This 9.9 km, EUR 150 m Hermann Kirchner Hoch- und
Conventional construction project is made up of three Ingenieurbau GmbH of Bad
method, 26 casting steps
Extra information
Entire pylon cast in fair-faced
concrete
Contractors
Hermann Kirchner - Hoch-
und Ingenieurbau GmbH -
Bad Hersfeld
Donges Stahlbau GmbH,
Darmstadt
Doka systems in use

Automatic climbing
formwork SKE 50
34
River Suir Bridge
With its 108 m tall py- SE Ireland, but is also the impressive testimony to Project data
lon and 400 m span, the biggest cable-stayed bridge Doka’s outstanding problem- Pylon
465 m long cable-stayed in the whole country. Doka solving capability. Waterford, Ireland
bridge across the River supplied the entire formwork Pylon construction time:
18 months
Suir was not only by far solution for this technically
the most challenging complex bridge-building Structure data
contract section of a major project, including detailed Structure height: 110 m
road-building project in formwork planning that gave Conventional construction
method
28 casting steps
Extra information
1-week cycle
Contractors
Dragados
Doka systems in use

SKE 50
35
Köröshegy Bridge
Project data Near the southern shore of M7 motorway all the way by contractors Hídépítő
16 piers Hungary’s Lake Balaton, at to the Croatian border. The ZRT using the fast, wind-
Köröshegy, Hungary Köröshegy, stands the long- 1872 m long superstructure stable Doka climbing
Pier construction time: est valley crossing in Central of the viaduct is distributed system GCS.
21 months
Europe. It was built as part across 16 piers of up to 80 m
Total construction time: 33
months
of the project to extend the in height. These were formed
Structure data
Structure height: 17 to 80 m
Casting-step height: 5 m
4 to 17 casting steps
Extra information
1-week cycle, extra finishing-
work platform, telescoping
GCS platforms on the inside
Contractors
Hídépítő ZRT
Doka systems in use

36
Verrières Viaduct
The 5 piers of the Ver- ly, as do the top sections of which is visually underlined Project data
rières motorway viaduct the two larger ones. by a projecting haunch. 5 piers
soar skyward in some Verrières, France
very “offbeat” shapes: The taller two differ in that Total construction time:
36 months
The three shorter piers ta- for their first 40 m or so,
per conically and uniform- they have a parabolic profile Structure data
Structure height:
3x ~ 97 m; 2x ~ 141 m
Casting-step height: 4 m
Extra information
3 day cycle, moveable
suspension shoes, changes in
shape from one casting step to
the next
Contractors
Razel-Spie-Sogea-Dodin
Doka systems in use

SKE 100
Shaft platform
37
Millennium Pylon bridge
Project data Even complicated shapes ily, quickly and safely with
Pylon such as those of the Millen- Climbing formwork MF 240.
Podgorica, Montenegro nium Pylon bridge in Mon-
Pier construction time: tenegro can be formed eas-
7 months, Total construction
time: 12 months
Structure data
18 casting steps
Extra information
2-weekly cycle, pylon
inclined by 15°, tensioning
cable anchorages flush
with edge of concrete wall,
telescoping platforms
Contractors
Primorje, Alpine-Mayreder &
Freyssinet
Doka systems in use

38
Binh Bridge
Two A-shaped towers, ers SKE 50 were used here in Project data
each over 100 m tall, are conjunction with Large-area Twin A-shaped towers
the centrepiece of the Binh formwork Top 50. Haiphong, Vietnam
Bridge. Automatic climb- Total construction time:
8 months
Structure data
23 casting steps
Extra information
2-day cycle, curved inside
formwork d = 1.50 m, catwalk,
fair-faced concrete surface
Contractors
ISS JV – IHI / Shimizu /
Sumitomo JV
Doka systems in use

SKE 50
39
40
Falsework – reference projects
Bridge over D1 motorway Page 42

Gschaid valley crossing Page 43
By-pass of Masaryk rail terminus, Prague Page 44
41
Bridge over D1 motorway
Project data This bridge over the D1

Motorway bridge Mengusovce – Jánovce
Mengusovce-Jánovce, motorway in eastern Slova-
Slovakia kia was built with assistance
Total construction time:
from Doka. The piers were
15 months
constructed using Large-area
Structure data formwork Top 50 elements
Overall length: 546 m which had been preassem-
Width of bridge: 11.5 m bled by the Doka “Ready-to-
Support centres: 18 – 23 m Use” service in Amstetten to
ensure the superb quality of
Extra information the concrete surfaces.
26 piers
Contractors
Inžinierske stavby, a.s. and
Marti Contractors
Doka systems in use

Load-bearing tower Staxo 100
Forming wagon T
42
Gschaid valley crossing
For the “Gschaid valley Project data

crossing” project at Alt- Beam-and-slab bridge
lengbach, outside Vienna, Gschaid, Austria
contractors Held & Francke
Structure data
turned to Doka for quality
Length of bridge: 109 m
formwork equipment – in Width of bridge: 14.5 m
particular, Staxo load-bear- Shoring height: 3.5 m – 14.5 m
ing towers, which played Slab thickness: 0.25 m
a key role in the falsework Beam thickness: 1.65 m
construction. Beam width: 0.8 m
Extra information
Integrated drive-through access
opening: 3.5 / 4.6 m
Contractors
Held & Francke, Salzburg
Doka systems in use

Load-bearing tower Staxo
Framed formwork Framax Xlife
Folding platform K
43
44
By-pass of Masaryk rail terminus, Prague
One of the biggest railway the CIP cross-section, onto formwork elements, which Project data
overpasses in Europe which a pre-cast deck slab had been pre-assembled by Triple-cell box girder
was completed in 2008, in was placed. Contractors SSŽ the Doka Prague Branch’s Prague, Czech Republic
Prague. The Nové Spo- profited from the fast repo- “Ready-to-Use” Service. As
Structure data
jeni project allows trains sitioning times for the Staxo well as the formwork and
Overall length: 441 m
running between Decin, shoring towers, and from the shoring, Doka also supplied Carriageway width: 22 m
Prague and Brno to by- uncomplicated handling and its Top 50 forming system for Spans: 37 – 39.9 m
pass the city’s Masaryk adaptability of the Top 50 casting the piers. Shoring height: 10 – 11.5 m
rail terminus, providing 12 casting sections
a faster and easier link
for inner-city and interna- Extra information
tional railway traffic. One Fair-faced concrete necessary
of the key structures is the due to use of semi-precast
bridge over the Masaryk methods; for geological
reasons, only a large-area
station itself. This four-
falsework solution was
track overpass was divid- possible
ed into 12 spans along its
nearly 450 m length. The Contractors
cross-section was con- SSŽ 09 ŘEVNICE
structed in CIP concrete on
a conventional Staxo load- Doka systems in use
bearing tower falsework. Large-area formwork Top 50
Pre-cast cantilever-arm Load-bearing towers
elements were attached to Staxo 100
45
46
Launching-girders – reference projects
Bridge across the Kalterbachtal valley Page 48

Bridge over the Rio Sousa Page 49
Köröshegy Bridge Page 50
47
Bridge across the Kalterbachtal valley
Project data This structure was erected structing box-girder bridges beam formwork system,
Box-girder bridge to bridge a deep ravine as with launching-girder equip- and were quick and easy to
Neuhäusel, Germany part of a bypass being built ment, the superstructure was erect and reposition on the
Construction period: around Neuhäusel, near cast one span at a time in two launching-girder equipment.
16 months
Koblenz in Germany. The big- separate casting sections – The elements were arranged
Structure data
gest challenges in building the trough in the first casting in such a way that they could
7 spans this bridge were the limited section, and the deck slab in be moved in relation to the
Overall length: 332 m and difficult access to the the second. The formwork el- launching-girder equipment,
Carriageway width: 16 m piers, and its tight turning ements were pre-assembled for good adaptation to the
Max. support centres: 55 m radius. As is usual when con- from the Top 50 timber- turning radius.
Max. cross-sectional height:
3.5 m
Extra information
Turning radius: 650 m
Contractors
Fritz Meyer GmbH
Doka systems in use

48
Bridge over the Rio Sousa
The two parallel car- An ideal complete solution Project data

riageway decks of the was ensured before work Pre-stressed double-webbed
Rio Sousa bridge were even began, preventing any T-beam
constructed with Doka possible interface problems Lisbon, Portugal
Formwork Technology in between the formwork and
8 months
co-operation with BERD launching-girder equipment.
launching-girder equip- With Large-area formwork Structure data
ment. The construction Top 50, a universal form- 2 x 15 spans
firm benefited from this di- ing system was successfully Overall length: 450 m
rect collaboration between used on the launching-girder Carriageway width: 15 m
Doka and the launching- equipment. Max. support centres: 30 m
girder supplier. Max. cross-sectional height:
1.25 m
Extra information
Contractors
Mota Engil
Doka systems in use

49
Köröshegy Bridge
The 1872 m long su- telescopic inside formwork

perstructure of this, the was particularly ergonomical
longest valley crossing and safe. A custom solution
in Central Europe, was was developed for the vary-
constructed a section ing width of the bottom slab.
at a time by means of Before the launching-girder
launching-girders. The equipment came into action,
top-running launching- the pier-heads were first cast
girder equipment was with the aid of Doka support-
supplied by Messrs. RöRo ing construction frames.
Traggerüstsysteme. To
go with this system, Doka
supplied a formwork
solution based on Top 50
components which met
the tough specifications
for this assignment: fast
and simple adaptation to
varying cross-sectional
geometries, combined
with the high stability
of the Doka form-facing.
The facility for adjusting
the height by way of the
50
Project data
Box-girder bridge
Köroshegy, Hungary
30 months
Structure data
17 spans
Carriageway width: 23.2 m
Max. support centres: 120 m
Max. cross-sectional height: 7 m
Extra information
Contractors
Hídépítő ZRT
Doka systems in use

51
52
Cantilevering – reference projects
Danube bridge at Traismauer Page 54

Viaducto 5 Page 56
Viaducto de Teror Page 58
SO 206 bridge over River Vltava Page 60
Prosmyky Bridge over River Elbe Page 62
Devil’s Slide Bridge Page 63
Gulburnu Viaduct Page 64
Bridge over the River Drava in Ptuj Page 65
53
54
Danube bridge at Traismauer
This 356 m long bridge tures have been designed work/traveller interface to Project data
across the River Danube with a longitudinal gradient one single contact person for Single-cell box girder
is being erected with two of max. 3.5 percent and a superstructure planners and Traismauer, Austria
pairs of Doka cantilever transverse gradient of 2.5 contractors to deal with, and Construction period: 10 months
forming travellers in 28 percent. The perfect design ensures certainty regarding
Structure data
casting steps per traveller, match between the formwork the planning and the costs, Overall length: 356 m
each with a max. length and the cantilever forming as well as optimising the Carriageway width: 15.7 m
of 5.2 m. The modular, traveller cuts down the form- construction workflow. Max. span: 156 m
flexible design concept of Height of deck: 3.9 m - 7.69 m
the Doka CFT (based on Max. casting-sect. length: 5.2 m
rentable standard compo-
nents) and its high safety Extra information
standard together ensure 118 casting sections, element
fast and efficient con- assembly by Doka “Ready-to-
Use” Service, only 30 cm gap
struction progress here.
between the 2 superstructures,
The two pre-stressed box weekly cycle achieved right
girder superstructures are from outset
statically independent of
one another; they have a Contractors
maximum width of 15.7 m Alpine Bau GmbH
and are divided into a
156 m long main span Doka systems in use
and two 100 m long side Large-area formwork Top 50
spans. The superstruc- Cantilever forming traveller (CFT)
55
Viaducto 5
As part of a project to extend

the highway encircling the
island of Gran Canaria, 7
viaducts are being erected
by construction firm UTE
Guia Pagador. Doka was
awarded this contract be-
cause only the Doka canti-
lever forming traveller was
capable of fulfilling the high
safety requirements in force
on Gran Canaria. The trans-
verse gradient of the bridge
varies between 2 % and 8 %,
while the longitudinal gradi-
ent rises from 5 % to 6 %
over the length of bridge.
Despite the substantial longi-
tudinal gradient, safe shifting
of the Doka cantilever form-
ing traveller is ensured by
the fact that the slide bear-
ings used here prevent any
uncontrolled motion of the
traveller.
56
In close collaboration The Doka main support gird- heights of the 4 pier-heads Project data
with the bridge planners, er ensures safe working at are accommodated by using Single-cell box girder
Torroja Engineria, and the all times. The main support d2 load-bearing towers. Gran Canaria, Spain
client, UTE Guia-Pagador, girders are raised by crane
Structure data
a safe concept was elabo- and then pushed into place
rated for casting the pier- through the pier hydrauli- Superstructure width: 15.0 m
heads, which are located cally. The various different Height of superstructure deck:
110 m above the ground. inclinations and structure 2.70 - 6.00 m, Max. casting-sect.
length: 5.40 m, 94 casting steps
Max. span: 114.5 m
Extra information
Transverse gradient: 8%
Longitudinal gradient: 6%
Telescopic inside formwork
Contractors
UTE Guia-Pagador
Doka systems in use

Load-bearing tower d2
SKE 50
57
Viaducto de Teror
To divert traffic away from Gran Canaria, UTE Puente the “Viaducto de Teror”. Its A particular challenge was
the old single-lane bridge Teror is building Spain’s max. longitudinal gradient is presented by the external
near the town of Teror on first-ever extradosed bridge, 5.10%. anchor-block boxouts,
which had to be redesigned
and supplied to the site
ready-assembled for each
separate section. Stabilisa-
tion of the short cantilever
arms was achieved by way
of a follow-up platform and a
spindle-adjustable support-
ing construction.
The geometry of the V-

shaped piers necessitated
a pier-head solution using
the Doka cantilever forming
traveller system.
The pier-head was construct-

ed in three casting sections
(bottom slab with transverse
stiffeners, webs, deck slab
with deviator saddles for
58
the tendons). Note that Project data
the V-shaped piers already Single-cell box girder, extradosed
had to be finished up to Gran Canaria, Spain
the level of the top of the
Structure data
deck slab, in order to be
able to carry the cantilev-
Superstructure width: 13.0 m
ering superstructure. This Height of superstructure deck:
exact casting sequence 2.58 - 5.08 m
is only possible thanks Max. casting-section length:
to proper planning and 6.0 m, 38 casting steps
continuous liaison with Max. span: 145 m
the contractors.
Extra information
Slanted webs, external anchor-
block boxouts, site erection and
Doka “Ready-to-Use” Service,
inaccessible terrain
Contractors
Puente Teror (Comsa & OAC)
Doka systems in use

Load-bearing tower d2
59
60
SO 206 bridge over River Vltava
Situated just to the south for time-consuming, costly bridge deck with the aid of Project data
of Prague, contract section modifications. The sidewall post-tensioning tendons. Single and twin-cell box
R 513 includes a 236 m heights taper from 4.6 m to These necessitated additional girder
long bridge across the 2.7 m. The formwork plus anchor blocks on the inside Prague, Czech Republic
River Vltava. In terms of shoring are safely travelled faces of the sidewalls. This
Structure data
the formwork engineering to the next casting by the construction task presented Overall length: 236 m
involved, it is one of the new Doka-developed drive another formwork-engineer- Height of superstructure
most challenging sections system, on plastic slide ing challenge, which the deck: 2.6 – 5.2 m
of the new orbital motor- bearings which prevent any Doka “Ready-to-Use” Service Max. casting-sect. L: 5 m
way. With the modularly uncontrolled motion of the tackled by crafting exactly 50 casting steps
designed Doka cantilever over 80-tonne construction. fitting anchor-block boxouts 2 piers
forming traveller, both Between the 4th and 13th cast- and integrating these in the Max. span: 104 m
the single- and twin-cell ing sections, an access ramp inside formwork.
decks can be formed is integrated onto the side of Extra information
Changeover from single-cell
and cast with no need each previously completed
to twin-cell (cross-section)
using the same equipment,
anchor blocks in deck slab,
sidewalls and bottom slab
Contractors
Skanska DS
Doka systems in use

Cantilever forming traveller
61
Prosmyky Bridge over River Elbe
Project data As part of this large-scale cantilever forming travel- Doka. This custom solution
Single-cell box girder project, the contracting ler. The cover-slab anchor keeps work moving swiftly
Litomerice, Czech Republic consortium of SMP and Met- blocks, positioned in the ahead, without costly
rostav is erecting the 585 m middle of the carriageway downtimes. To facilitate
Structure data
long Prosmyky Bridge across slab, present a particular casting of the tapering side-
Overall length: 584.5 m
the River Elbe. This ambi- challenge here. The site crew walls, Doka further optimised
Height of superstructure tious construction project are dealing with this chal- its new cantilever forming
deck: 3.5 – 7.5 m marks the world debut for lenge by using anchor-block traveller with a telescopic
Max. casting-section length: the newly developed Doka boxouts made specially by timber-beam formwork.
5m There is thus no need for any
61 casting steps improvised on-site modifica-
6 piers tions to the formwork, such
Max. span: 151 m as cutting back or shortening
system components. The sur-
Extra information
plus formwork is dismounted
Telescopic inside formwork
Min. radius of spiral transition
in a few simple steps and the
curve: 325 m universal girders of the side-
wall formwork are raised by
Contractors turning spindles, as required
JV of SMP & Metrostav by the upward taper.
Doka systems in use

Cantilever forming traveller
62
Devil’s Slide Bridge
The two Devil’s Slide pier-heads to 2.71 m in mid- Seen from above, the bridge Project data
Bridges will form part of a span. The central span of decks describe a straight line Twin single-cell box-girder
realigned stretch of High- each bridge superstructure transitioning into a 290 m bridges
way 1 on the West Coast was constructed using the radius. The foreland zones San Francisco, USA
of the United States. The balanced cantilever tech- were constructed using con-
Structure data
cross-sections of the two nique, working outward from ventional shoring towers and Overall length: 275 – 296 m
bridges are completely the right and left piers so as carpenter-built formwork. Superstructure width: 8.85 m
identical, decreasing in to cast nine individual 5 m Height of superstructure
height from 5.9 m at the long segments in each case. deck: 2.7 – 5.9 m
Max. casting-section length:
5m
36 casting steps
2 piers
Max. span: 136.44 m
Extra information
3 % transverse gradient,
transitioning to 10 %
Contractors
Disney Construction
Doka systems in use

63
Gulburnu Viaduct
Project data The viaduct comprises two 7.56 m, decreasing to 3.51 m cover slab and base slab, and
Box-girder bridge parallel bridge superstruc- at mid-span. The two pairs for a conical offset in the
Gulburnu, Turkey tures built using the balanced of cantilever forming travel- web from 60 cm to 45 cm
cantilever method. The two lers were fitted with Doka in one casting section. A
Structure data
3-span superstructures each large-area formwork Top 50 Doka Site Demonstrator
Overall length: 2 x 330 m
have an overall length of for the maximum casting- assisted the crew with first-
Height of superstructure 330 m and rest on two piers section lengths of 5 m. In time assembly of the Top 50
deck: 3.51 – 7.61 m built out in a bay of the Black order to deal satisfactorily elements.
Max. casting-section length: Sea. This bridge’s 165 m with the site conditions, the
5m main span makes it the big- Doka tunnel slab traveller
130 casting steps gest pre-stressed RC box- slides on plastic bearings
Max. span: 145 m girder bridge in all of Turkey. instead of on damage-prone
The maximum height of the armour-plated rollers. The
Extra information straight-walled single-cell formwork planning had to
Anchor blocks in cover
box girder superstructures is allow for anchor blocks in the
slab and base slab, conical
web offset, on-site element
assembly with guidance from
a Doka Site Demonstrator
Contractors
JV of Güris and Metis
Doka systems in use

64
Bridge over the River Drava in Ptuj
The challenging 430 m Wito cantilever forming block boxouts of the bridge Project data
long, 18.7 m wide and travellers and Large-area superstructure. Doka was Extradosed bridge
2.7 m high superstructure formwork Top 50, working called upon to supply all the Ptuj, Slovenia
of this extradosed bridge outward from the pier-heads formwork resources for this
Structure data
across the River Drava in in both directions. The bridge project – for the foundations,
Ptuj has max. spans of has a radius of 460 m. A par- piers, pylons, foreland zone, Superstructure width: 18.16 m
100 m. It was constructed ticular formwork-engineering bridge superstructure and Height of deck: 2.4 – 2.7 m
in 5 m long casting sec- challenge was presented even the bridge edge-beams. Max. casting-section length: 5 m
tions using two pairs of by the external anchor- 77 casting steps
4 piers, Max. span: 100 m
Extra information
External anchor-block boxouts,
formwork for the foundations,
piers, pylons, superstructure
and bridge edge-beams
Contractors
Porr Slovenija
Doka systems in use

Supporting construction frames
Universal F
Load-bearing tower Staxo
65
66
Incremental launching – reference projects
Gebergrund Bridge Page 68

Iller River bridge at Thanners Page 70
Holzmattal Bridge Page 72
67
Gebergrund Bridge
Between the Dresden-Prohlis

and Heidenau motor-
way junctions on the A17
autobahn, the 288 m long
Gebergrund Bridge passes
over the River Geberbach
and the Kauscha Dam at a
height of 35 m. The bridge
superstructure was built as
an incrementally launched
single-cell box girder. Each
of the casting sections was
pre-fabricated in a sort of
“field factory”, in a stationary
formwork assembled from
Top 50 large-area formwork.
This mode of construction
did away with the need to
use costly falsework, reduced
transportation distances and
needed less manpower. Each
22.5 m long section is cast
directly onto the end of the
section before it, and is then
68
given primary pre-stress- was carried out. The bottom moved forward on roller Project data
ing before being launched. slab and sidewalls of the brackets. 14 cycles were Single-cell box girder
After the entire bridge box girder were cast in one planned for each carriage- A17 Dresden to Prague
had been finally launched, single pour. The cover-slab way. motorway, between Dresden-
Prohlis and Heidenau junctions
the external pre-stressing formwork was lowered and
Structure data
Height of bridge: 35 m
Cycle length: 22.5 m
14 casting sections
Extra information
Weekly cycle, no falsework
needed, shorter transport
distances and lower manpower
requirements
Contractors
Alpine Bau Deutschland
GmbH, Dresden branch
Doka systems in use

69
70
Iller River bridge at Thanners
This 254 m long bridge was transferred into the outside be required. The opposite Project data
built in fair-faced concrete girderframes by Doka system inside elements were braced Incremental launching
to cross the River Iller near components. The Heavy-duty against one another by B19, Kempten-Immenstadt
Thanners in SW Germany. supporting system SL-1 – weight-optimised custom near Thanners
The two superstructures originally developed for use steel bracing struts, enabling
Structure data
took the form of single- in tunnel-building – provided them to be repositioned in Overall length: 254 m
cell box girders and were the necessary stability here. pairs. The formwork was Carriageway width: 10.95 m
constructed using the The Doka concept meant rounded off by the proven Height of bridge: 27 m
incremental launching that there was no need for Doka roller-bracket system Cycle length: 25 m – 33.7 m
method. The formwork the heavy overhead girders for forming the deck slab.
concept chosen was based that would conventionally Extra information
on a “non-tied” solution 2 x 9 casting sections
in which the outside and
inside formwork were Contractors
JV of Xaver Riebel GmbH &
able to be manoeuvred
Co, Mindelheim and Alpine
separately without inter- Deutschland AG
fering with one another.
This, together with the Doka systems in use
variable compensating Large-area formwork Top 50
elements, meant that far Heavy-duty supporting
fewer fitting-elements system SL-1
were needed than would
usually be the case. The
uplift forces which oc-
curred were dependably
71
Holzmattal Bridge
An approx. 404 m long The new bridge superstruc- on a “non-tied” solution. The used here, this time with a
pre-stressed concrete ture was constructed as a system previously used with roll-back mechanism for the
bridge was built in fair- single-cell box girder using such success for decou- outside girderframes. This
faced concrete as part of the incremental launch- pling the inside and outside facilitates forward jacking
the 4-lane widening of ing method. The formwork formwork on the Iller River of the bridge superstructure
Germany’s A98 autobahn. concept chosen was based bridge at Thanners was re- despite the tight radius. The
72
deck slab was cast using ments were towed over the Project data
specially made Top 50 roller bearings of the roller Box-girder bridge
cover-slab elements sup- brackets into the next casting Autobahn A98 / Waidhof –
ported on roller brackets. section, as a single unit. Karsau / Gemarkung Inzlingen
After the formwork had
Structure data
been struck, these ele- Overall length: 403.08 m
Height of bridge: 32.00 m
Cycle length: max. 26.86 m,
min. 11.3 m
Extra information
17 casting sections
Contractors
JV of Max Streicher GmbH &
Co. KGaA and Xaver Riebel
Bauunternehmen GmbH
Doka systems in use

Heavy-duty supporting system
SL-1
73
74
Composite construction – reference projects
Overpass near Lichtenfels Page 76

Chemnitz southern bypass Page 77
Bridge across Örekilsälven River Page 78
Vesterstraumen & Austerstraumen Bridges Page 80
Banchina Est wharf, Portovesme Page 81
Bridge between Erla and Bermsgrün-Schwarzenberg Page 82
Auenbach valley crossing Page 83
Jablunkov bypass Page 84
Bridge across the Haseltal valley Page 85
75
Overpass near Lichtenfels
Project data This composite bridge with embedded in the abutment. deck slab are aligned to the
Composite truss frame its tubular-steel truss con- The cross-members of the cross-members of the steel
Kösten, Germany struction is the only one of its steel composite bridge run construction. The RC deck
kind in the whole of Germa- parallel to the motorway at slab, with pre-cast members
Structure data
ny. Work began on the bridge an angle of 68° to the longi- in the middle zones, was con-
in the autumn of 2006, with tudinal members of the steel structed using a 13 m long
Height of bridge: 20 m construction of the founda- construction. Both the abut- forming carriage designed
14 casting sections tions and abutments. In the ments and the geometry of with a parallelogram-shaped
spring of 2008, the steel truss the casting sections of the RC groundplan.
Extra information construction was delivered
Overslung composite to the site. The first step was
forming carriage with for a truck-mounted crane to
custom height adjusters hoist a 40.5 m long central
section of the steel construc-
Contractors
tion, weighing over 108 t,
Raab Baugesellschaft
mbH&Co.KG, Ebensfeld
onto two pairs of temporary
supports. After the end seg-
Doka systems in use ments had been mounted
Composite forming carriage to this central section, the
Large-area formwork Top 50 construction as a whole was
welded together above the
temporary supports. The top
and bottom chords (tubes)
of the trusses were then
76
Chemnitz southern bypass
The Chemnitz “Südring” steelwork for this flyover, a signed for an influence width Project data
(southern bypass) is a crane-dependent composite- of 3.00 m and connected to Steel composite bridge
limited-access 4-lane bridge formwork assembled the structural steelwork by Flyover, Chemnitz southern
inner-city trunk road that from Multipurpose wal- a project-specific diagonal bypass, Germany
currently begins at the ings SL-1 WU16 (part of the anchor system. Also, by us-
Structure data
B173 Neefe-Strasse. It was Doka heavy-duty supporting ing rentable Dokadur panels Overall length: 193 m
designed for an expected system SL-1) was used for as the form-facing it was Carriageway width: 11 m
traffic load of 30,000 to the entire 192 m length. In possible to greatly lower the Height of bridge: 0 – 10 m
35,000 vehicles per day. order to reduce the number costs, as the formwork was Cycle length: 193 m;
Since the completion of of suspension points on the commissioned in sufficient 100 % formwork commissioning
rebuilding work on the structural steelwork, the quantities for the entire
B173/Südring junction in girder units for a formwork length of the bridge. Extra information
2007, following a 3-year width of 2.60 m were de- Stationary cantilever arm
construction period, there formwork – brackets
is now an intersection-free
Contractors
stretch of the B173 that Ed.Züblin AG, Chemnitz Branch
runs through a tunnel,
and an intersection-free Doka systems in use
link for northbound traffic Large-area formwork Top 50
over a flyover leading to Heavy-duty supporting system
the A4 autobahn. Owing to SL-1 WU16
the very tight radius and Dokadur panels
the closed trough cross-
section of the structural
77
78
Bridge across Örekilsälven River
The approx. 1.6 m high were 19 x 15 m in the pier forming carriages. Each 20 m Project data
steel superstructure, zone and 12 x 16 m in the long and 27 m wide carriage Steel composite bridge
consisting of two airtight- arch zone. The reinforced was travelled across the steel Saltkällan near Munkedal,
welded, single-cell steel concrete deck slab, whose superstructure via “frame- Sweden
troughs, is 2.1 m wide at thickness varies from 0.8 m type roller-trestle bearing
Structure data
the bottom and 3 m wide at the edge-beams to 0.27 m supports – with longitudi- Overall length: 477 m
at the top. The composite at the ends of the cantilevers nal connectors”, so that Carriageway width: 15.3 m
deck slab has a width of and 0.5 m over the troughs, the loads occurring during Height of bridge: 85 m
24.2 m. The casting-sec- was constructed in the pouring (680 t in total) could Cycle length: 20 m
tion lengths of the 31-span above-mentioned section be evenly distributed in the 32 casting sections
bridge superstructure lengths with the aid of two webs of the troughs.
Extra information
Overslung composite
forming carriage
Contractors
NCC Construction Sverige
AB, Gothenburg
Doka systems in use

79
Vesterstraumen and Austerstraumen Bridges
Project data The Vesterstraumen and with Töre, near Kalix on the bridges have a radius of
Steel composite bridges Austerstraumen Bridges Baltic coast of northern Swe- 369 m. On 1st December
Lofoten, Norway cross the Øksfjord on the den. Both bridges are steel 2007 the “Lofast” project,
Lofoten Islands in Norway. composite bridges whose giving the Lofoten archipel-
Structure data –
They form part of the 51 km steel troughs were hoisted ago a permanent link to the
Vesterstraumen
long E10 Lofoten Mainland into place in approx. 100 m mainland with no need for
Cycle length: 20 m Connection (“Lofast”), which long sections from pontoons ferry crossings, was officially
17 casting sections includes 10 tunnels and 3 moored in the fjord. The inaugurated by Norway’s
bridge structures. The E10 structural steelwork follows Queen Sonja.
Structure data – links Å on the Lofoten Islands a polygonal track, and the
Austerstraumen
Cycle length: 19 m
11 casting sections
Extra information
Overslung composite
forming carriage
Contractors
MESTA AS
Doka systems in use

80
Banchina Est wharf, Portovesme
To construct the pier- The pier-heads themselves this made it possible to cast Project data
heads on a new wharf be- were formed here using concrete slabs onto the piers. Mooring wharf built as steel-
ing built in the harbour of Doka framed formwork These pier-head slabs were composite construction
Portovesme on Sardinia, Framax Xlife attached to then joined up with pre-cast Sardinia, Italy
the composite forming WS10 multipurpose walings concrete components on
Structure data
carriage was placed on on the cantilever-arms of the which the cover slab of the Overall length: 2000 m
the previously constructed composite forming carriage. wharf was finally poured. Carriageway width: 15.3 m
piers, which had been Working approx. 50 cm Height above water: 0.5 m
anchored to the seabed. above the surface of the sea, Cycle length: 5 m per pair of
piers
400 casting sections
Extra information
Overslung composite forming
carriage
Contractors
ASTALDI S.p.A. – Rome
MA.TRA.S.p.A. – Cagliari
Doka systems in use

Framed formwork Framax Xlife
81
Bridge between Erla and Bermsgrün-Schwarzenberg
Project data One of the first composite structural steelwork on one

Steel composite bridge bridges in Germany to be abutment, and pier-heads
Erla, Germany based on the semi-integral which had to be cast in one
concept was built by the con- single pour together with
Structure data
struction firm of VSTR GmbH the respective section of the
Carriageway width: 10 m
Rodewisch in Erla in Saxony. carriageway deck, this bridge
This method is familiar in was definitely not an eve-
Extra information the building of pre-stressed ryday assignment. The last
Overslung composite concrete bridges and can of these points called for a
forming carriage, semi- also be applied to compos- custom formwork-engineer-
integral bridge concept, pier- ite bridges, where it further ing solution. The intelligent
heads and deck slab in one reduces the maintenance formwork solution found
single pour intensity of the bridge con- here was to use an overslung
struction. 160 m long and composite forming carriage
Contractors
on average around 10 m and to divide up the bridge
VSTR GmbH Rodewisch
wide, this bridge is a classic as a whole into a typical
Doka systems in use composite bridge construc- zone between the piers, a
Composite forming carriage tion with a CIP deck slab cast pier zone (superstructure +
Large-area formwork Top 50 on longitudinal steel girders. pier-head in one pour) and a
Passing across two roads, a stationary formwork solu-
river and a railway line, with tion in the zone with varying
broadening zones on both centre-to-centre spacing.
abutments, varying centre-
to-centre spacing of the
82
Auenbach valley crossing
Austria’s A2 “Süd- differently at the curves, and were able to cast the Project data
autobahn” has been wid- necessitating changes in 24.5 m long concreting sec- Steel composite bridge
ened by two extra lanes the transverse gradients tions in a weekly cycle. They A2 Twimberg - Wolfsberg, P30
between the Bad St. Leon- of the superstructure. For even soon managed without
Structure data
hard and Wolfsberg Nord this reason, the 27 m long the foreman and supervi-
junctions. This entailed Doka composite forming sor always being on hand, Carriageway width: 15.3 m
the building of a new carriage was designed so as they found that the Doka Height of bridge: 60 m
composite bridge directly that the haunched sections “forming machine” practi- Cycle length: 25 m
alongside the existing of the superstructure form- cally ran all on its own!
Auenbach Viaduct. The work could be telescopically Extra information
686 m long structure adjusted in both height and 28 casting sections
traverses the valley in an gradient. Adaptation to the
S-shaped curve. For the varying inside and outside Contractors
nine bridge piers, rang- radii of the S-curved super- Steiner-Bau GmbH, St. Paul-im-
Lavanttal
ing up to 65 m in height, structure was accomplished
contractors Steiner Bau using pre-assembled wedge Doka systems in use
GesmbH used Doka climb- segments that were simply Composite forming carriage
ing formwork MF 240. A mounted between the longi- Climbing formwork MF 240
special formwork concept tudinal girders of the forming Large-area formwork Top 50
was called for by the 15 m carriage. Following a brief
wide bridge superstruc- induction phase, the work-
ture. Its S-shape means ers were soon completely
that the carriageway familiar with operating the
deck had to be banked composite forming carriage
83
Jablunkov bypass
Project data The Czech town of Jablunkov struction was adjustable had to be set up once again
Steel composite bridge is in the region where the by a total of 2.75 m in the for every section. The inside
Jablunkov, Czech Republic borders of the Czech Re- transverse direction, for formwork was towed on
public, Poland and Slovakia the broadening zone lying rollers in longitudinal U-
Structure data
meet. Its new bypass is within the radius. Due to the girders (supported on the
Carriageway width: 16.05 –
5.2 km long and has seven diagonal V struts, the inner cross-members) provided for
18.8 m bridges and 5 pipe culverts. cantilever-arm zone was this purpose.
Height of bridge: 15 m One of these bridge con- formed with Dokaflex, which
Cycle length: 33 m structions is steel composite
15 casting sections bridge n° SO 211 – “Most
Jablunkov”. Because of the
Extra information diagonal V struts in the inner
Underslung composite cantilever-arm zone of the
forming carriage, could steel construction, it was de-
be travelled on rollers and
cided to use an underslung
adapted to broadening zones
in the bridge cross-section
composite forming carriage.
Contractors This was designed so that it

Alpine Bau, Vienna could be travelled by means
of suspension rollers in the
Doka systems in use longitudinal girders of the
Composite forming carriage bridge, and roller supports
Large-area formwork Top 50 at the bottom of the V-struts.
The travelling gantry con-
84
Bridge across the Haseltal valley
On this project there were system made it possible to ing just a single lever. This Project data
two underslung pairs of lower each of the 30 m long CE-marked construction was Steel composite bridge
forming carriages running formwork units, complete thus much more than just a Suhl, Germany
on the outside longitudi- with the cantilever-arm and temporary on-site contriv-
Structure data
nal girders (supplied fully folding formwork, by way of ance, but a piece of sophisti-
corrosion-protected) of 6 hydraulic cylinders. In this cated mechanical engineer- Carriageway width: 28.5 m
the steel-composite box way, 500 m² of formwork ing. Height of bridge: 82 m
girder. A central hydraulic could be stripped by press- Cycle length: 28 m
36 casting sections (2 x 18)
Extra information
Underslung composite forming
carriage, irregular “back-
step” sequence with 4 half-
carriages in a weekly cycle.
Track followed: straight / spiral
transition curve / radius, incl.
element pre-assembly
Contractors
DYWIDAG Bau GmbH
Doka systems in use

85
Photo
Transportation project “German Unity N° 8”, new railway line between Ebensfeld and
Erfurt (VDE 8.1)
Froschgrundsee Viaduct
Client: DB Netz AG. Project management: DB ProjektBau GmbH
www.vde8.de
86
Arched bridges – reference projects
Froschgrundsee Viaduct Page 88

Bridge across the Seidewitztal valley Page 90
Bridge over the Rio Almonte Page 92
Svinesund Bridge Page 94
Bridge near Krka Page 96
87
88
Just north of Coburg in girder using the incremental elements. The two halves of Project data
Bavaria stands one of the launching method. Deutsche the arch were constructed in Piers, arch
biggest concrete arched Doka planned and supplied 2 x 29 casting steps, using Coburg, Germany
bridges in Germany: The the formwork solutions for a largely rentable outside
Structure data
viaduct across the Frosch- the piers and for the arch, formwork consisting of Doka
Length: 798 m
grundsee reservoir is part which was constructed using large-area formwork Top 50 Width: 14.3 m
of the new ICE high-speed the cantilever method. The on Wito cantilever forming Height: max. 65 m
railway line between outside formwork for the travellers. The inside form- Arch span: 270 m
Nuremberg and Berlin. conical piers was an outsize work is a frame construction
The centrepiece of this column formwork based on assembled from SL1 system Extra information
798 m long viaduct is its Doka large-area formwork beams and Large-area form- Tongue-and-groove board
270 m arch, which spans Top 50, faced as specified work Top 50. Heavy-duty finish on all concrete faces
the waters of the Frosch- with tongue-and-groove SL1 spindle struts with a
grundsee at a height of boards. Because of the quick-motion adjusting range Contractors
Adam Hörnig
65 m. The superstructure changes in the cross-section allow the formwork to be
Baugesellschaft GmbH & Co.,
was built as a single-cell it was designed to be tel- telescoped very quickly. Aschaffenburg
reinforced concrete box escoped, without any fitting-
Doka systems in use
Photo
Heavy-duty supporting
Transportation project “German Unity N° 8”, new railway line between Ebensfeld and Erfurt (VDE 8.1)
system SL-1
Client: DB Netz AG. Project management: DB ProjektBau GmbH
www.vde8.de
89
90
Bridge across the Seidewitztal valley
The whole length of Ger- ably separated substructures. planning of the arch-casting Project data
many’s new A17 autobahn The dominant design feature cycles and in the calcula- Arched bridge
crosses sensitive areas of – and major engineering tion of the pre-tensioning Pirna / Bahretal, Germany
unspoiled nature which challenge – was the 154 m forces needed for the cables.
Structure data
the European Habitats span of the arch, with a clear Also, the planning of each
Directive places under height of around 55 m at new cantilevering cycle was Span: 154 m
special protection. To its apex. This arch was cast based on the respective Height of arch apex: 55 m
minimise the impact on with a massive solid cross- target height of the arch in Arch cycle length: 6 m
these ecologically valu- section using the back-stayed its final state, rather than on Springers: 7 m, 2 x 15 casting
able areas, especially in cantilevering method. The the co-ordinates obtained in sections plus closing cycle
valleys, bridges such as special feature of the con- the previous casting sec-
the technically challenging cept for casting the arch was tions. The formwork solu- Extra information
568 m long Seidewitztal that when work progressed tion supplied by Doka was Main steel girders of bridge
Bridge between the Pirna according to plan, it was not 2 Austrian-made Wito arch superstructure incrementally
launched; deck slab cast using
and Bahretal junctions necessary to retension the forming carriages that had
Doka composite forming
have been built as arched back-stay and tie-back cables. been technically adapted to carriage
bridges. This bridge is Any deformations resulting this bridge structure. These
divided into 9 spans with from the varying construc- coped brilliantly with a Contractors
the following support tion states of the arch, from constant arch width of 6.5 m Ed. Züblin AG (Deutschland)
centres: 43 m, 4 x 55 m, temperature influences from from the abutments up to
154 m, 2 x 54 m, 43 m. the concrete of the arch and the apex of the arch, and an Doka systems in use
The carriageways run on the cables, and from the arch height which tapered Composite forming carriage
2 separate composite car- cantilever forming travel- by 2.3 m at the abutments to Large-area formwork Top 50
riageway decks with suit- lers, were anticipated in the 1.6 m at the apex. Climbing formwork MF 240
91
Bridge over the Rio Almonte
Spain’s new “Autovía de

la plata” crosses the Rio
Almonte, a tributary of the
River Tagus, between Hi-
nojal and Cáceres. This ap-
prox. 21 km long section
of motorway was built for
the Spanish government
in the region of Extrema-
dura. The name “Autovía
de la plata” – “silver high-
way” – is a reminder of
the old Roman road which
ran across the western
part of the Iberian penin-
sula. The Rio Almonte is
a relatively small river
but has been dammed
in this region to create a
reservoir. This called for a
very large bridge structure
that also incorporates
approach viaducts. The
overall length, from abut-
92
ment to abutment, is the entire cross-section. Due After every 5th pouring cycle, Project data
432 m; both arched bridg- to time constraints, pouring steel girders were used. The Arched bridge
es have a 184 m span. was carried out from both Necso team were particularly Cáceres, Spain
Doka worked closely with banks. In total, each half of pleased with the low weight
Structure data
contractors Necso S.A. the arch involved 17 casting of the Doka arch forming car-
to develop a functional sections, each of them 5.85 m riage and by its cost-saving Span: 184 m
forming-carriage concept long. A weekly cycle was design, based primarily upon Height of arch apex: 47 m
for the arches, each rising stipulated for each casting rentable system components Arch cycle length: 5.85 m
47 m above the abutments. section, including advancing and tried-and-tested SKE 34 casting sections
The resulting forming car- the forming carriage, adjust- automatic climbing technol-
riages had an extremely ing the formwork, placing the ogy. Another plus-point was Extra information
lightweight design, and – rebar, and pouring. Every 3rd the great adaptability of the 2 arched bridges (1 for each
depending on the desired section had to be tied back forming carriage – the arch direction of travel) with pier-
workflow – they even over the hollow piers by tem- cross-section tapered from supported carriageway decks
made it possible to pour porary post-tensioned cables. 3 m to 1.8 m.
Contractors
Necso S.A.
Doka systems in use

93
Svinesund Bridge
New link between Swe- from 6.3 m x 4.25 m to 4.0 m spect of the concrete surface. tion of the arch abutment
den and Norway x 2.7 m. The three-month delivery – could be poured directly.
deadline was a very tight Usually, the springer has to
The superstructure con- The forming carriages one, but we still managed be formed and poured using
sists of two steel hollow- needed for this project were to keep to it. The carriage a separate scaffold before
box girders, suspended a completely new develop- construction is designed for the forming carriage can
from the arch on both ment. Says Andreas Puchner, casting 5.50 m long seg- be suspended from it. This
sides so as to run past it Technical Manager of Doka’s ments of arch. Owing to the special feature of the con-
on either side at a height Nuremberg Branch, about continually tapering shape of struction brought about an
of 60 m above the fjord. this contract: “Because the the arch, we needed a con- appreciable reduction in the
This leaves overall clear- architects did not want any tinuously adjustable outside total expenditure on form-
ance of 55 m x 70 m for guidepieces or safety anchor- formwork made up of Top work and scaffolding.
shipping. ages for a forming carriage 50 elements. The forming
on the upside of the arch, our carriages are hydraulically Safety was assured, too, with
On the Swedish bank, four team had to come up with a liftable, lowerable and angle- suitably protected working
piers are needed for the concept for a carriage that adjustable, and are advanced platforms integrated in the
foreland bridge, and one travels along the underside using our tried-and-tested formwork and facilitating
on the Norwegian side. of the arch only. With this SKE 100 automatic climbing preparations for pouring.
The bridge arch has a special construction, Bilfinger technology.” The arch was cast in high-
constant radius of 1150 m Berger wanted to eliminate strength concrete – a “K 70”
and a span of exactly any obstacles to smooth Another advantage of the according to the Swedish
247.3 m, and reaches an carriage travel right from the forming-carriage construc- Standard, corresponding to
apex of 91.7 m. Its box- outset, and to fulfil the exact- tion was that the “springer” a B 75 as defined by the
girder cross-section tapers ing specifications made in re- – the first cycle at the founda- German Standard. The
94
teams took an average of Xlife framed formwork in Project data
only five days per cycle. conjunction with MF 240 Arched bridge
climbing scaffolds. The two Svinesund, border of
The special design of the abutments of the approach Sweden and Norway
Doka arch-forming car- viaducts are constructed in
Structure data
riage permitted unhin- reinforced concrete, as are Overall length: 704 m
dered concrete delivery by the five piers with a ground- Span: 247.3 m
cableway crane. plan of 7.9 x 2.9 m. These Height of arch apex: 91.7 m
were raised as hollow piers Arch cycle length: 5.5 m
The bottom sections of the using Doka climbing form- 51 casting sections
arch are inclined by 54°. work MF 240. Their heights
The concrete was placed range from 10.6 m to 47.0 m. Extra information
via the bulkhead formwork Steel superstructure welded
here. Later, i.e. further up The architects insisted on together from prefabricated
segments
the arch, this was done a consistent form-tie and
from above. In total, joint pattern throughout. Contractors
25 pouring cycles were With Doka Top 50 elements Bilfinger Berger AG,
needed on each side, plus and middle fitting-elements, Germany
a final gap-closing cycle. achieving this was no prob-
The 90.0 m tall working lem. Doka systems in use
pylons, with their rectan- Large-area formwork Top 50
gular cross-section of Climbing formwork MF 240
6.0 m x 2.0 m, were erect-
ed using Doka Framax
95
96
Bridge near Krka
This is a visually impres- lar system that had already bearing tower d2 for the Project data
sive structure, not just done sterling service on inside formwork – ensured Arched bridge
because of its dimen- other projects. An important that work progressed swiftly, Krka, Croatia
sions but also because of consideration influencing the also on the bridge arch itself.
Structure data
its pleasing form, which decision was to ensure am- The arch, with its cross-
blends harmoniously into ple workspace for the form- section of 10 x 3 m, was built Span: 294 m
the landscape. The ap- ing and reinforcement-plac- in sections of 5.2 m at a time, Height of arch apex: 50 m
prox. 22 m wide super- ing operations, and complete using the cantilever method. Arch cycle length: 5.2 m
structure is 390 m long safety for the site crew in The growing halves of the
and was built as a steel- all phases of the work. Two arch were each suspended, Extra information
composite bridge deck pairs of piers (with heights of a section at a time, by cables Pre-cast carriageway slabs
with pre-cast carriageway up to 56 m) were “climbed” passing across the shore
slabs. The piers and the at the same time, in 5 m high piers. In the final phase, Contractors
over 204 m long arch were casting sections. Yet again, two temporary shore piers Konstruktor, Split Branch
constructed in CIP con- Doka large-area formwork carried out this function.
Doka systems in use
crete. For the double piers Top 50 gave a convincing On this project, contractors Large-area formwork Top 50
in the foreland zone, the demonstration of its huge Konstruktor (Split Branch) Load-bearing tower d2
contractors used four sets adaptability, this time to mostly used their own Doka Climbing formwork MF 240
of Doka climbing form- three different cross-sections equipment, as used by them
work MF 240 – benefiting of pier. Top 50 elements – in on various previous projects.
once again from a modu- conjunction with the Load-
97
98
Bridge edge-beams – reference projects
Bibert Bridge, Zirndorf Page 100

Dorfbachtal Bridge Page 101
Hochbrücke Freimann motorway overpass Page 102
99
Bibert Bridge, Zirndorf
Project data On the Bibert Bridge, it ed cantilevered parapets to formwork move straight
Double-webbed T-beam was mainly the alternating be cast in flawless fair-faced off the concrete, lessening
Zirndorf, Germany curves, with their tight 250 m concrete quality: The form- wear-and-tear on the form-
radii, that gave a welcome work stripping operation facing and increasing the
Structure data
challenge to the two Forming is accomplished by a com- number of re-use cycles.
15 casting sections
Weight per wagon: 10.75 t
wagons TU deployed on this bined horizontal and vertical
Weight: 0.67 t/m site. They enabled the round- movement. This makes the
Extra information
Despite cold winter
temperatures, the 2 Forming
wagons TU finished the
460 m of cantilevered
parapets in only 3 months.
Contractors
Max Bögl Bauservice GmbH
& Co. KG
Doka systems in use

Forming wagon TU
100
Dorfbachtal Bridge
The Dorfbachtal Bridge II was possible to use them all Project data
was built right next to the as suspension points for the Girder bridge, box girder
Dorfbachtal Bridge I. A Forming wagon TU. Rheinfelden, Germany
Doka forming wagon TU
Structure data
was used to cast the me-
Overall length: 309.6 m
dian parapet, only 10 cm Height of bridge: 50 m
away from the existing Cycle length of cantilevered
structure. The outer para- parapets: 21 m
pet of the new bridge su- 15 casting sections
perstructure was cast us-
ing a second Doka forming Extra information
wagon TU. This showed 1-week cycle
just how well the innova-
tive suspension shoe of Contractors
Bilfinger Berger Freiburg GmbH
the Forming wagon TU
Max Früh GmbH & Co. KG
can cope with different
types of embedded com- Doka systems in use
ponents: three different Forming wagon TU
non-Doka products had Large-area formwork Top 50
been embedded when
the deck slab was first
cast, and after they had
been tested for sufficient
capacity and durability it
101
102
Hochbrücke Freimann motorway overpass
A 586 m long overpass is its own equipment park, Capped support shoes TU Project data
being rebuilt in Munich’s enabling it to cast section and Positioning units TU can Pre-stressed concrete beam
northern suburbs to carry lengths of up to 23.5 m. be fixed to the superstructure Munich, Germany
the 4-lane A9 Nuremberg- The 42 m² of rented Top from the positioning platform
Structure data
Munich motorway across 50 formwork elements for while the Forming wagon TU
two multi-lane ring-roads the parapet formwork were is being advanced. To speed Height of bridge: 13.5 m
and several railway lines. planned by the Doka Com- up the construction workflow Parapet width: 0.7 m
The Doka forming wagon posite Bridge Expertise Cen- still further, the Dywidag Parapet height: 0.8 m
TU was used to cast the tre. The resulting 24 m long crew mounted the suspen- Cycle length of cantilevered
outer cantilevered para- forming wagon runs with sion points from a mobile parapets: 23.5 m
pets in the typical zone of its integrated Guide rail TU elevating work platform. Approx. 50 sections
this new structure. At 4.00m on the roller supports
0.7 m high and 0.8 m of the Positioning unit TU on Extra information
wide, these parapets have the underside of the super- Casting took place twice a
week
relatively large dimen- structure. The Positioning
sions. Also, only a limited units TU are suspended from Contractors
vehicle clearance profile the Capped support shoes Dywidag Bau GmbH,
was available. This neces- TU, spaced 1 m apart in the Nuremberg
sitated a low-floor design longitudinal. A universally
of forming wagon, yet adjustable quick-attachment Doka systems in use
with sufficient loading facility, using claws, makes it Forming wagon TU
capacity. Dywidag coupled easier to mount the Position- Large-area formwork Top 50
together six 4 m long Doka ing units TU and Capped
forming wagons TU from support shoes TU. The
103
Reference list
This reference list contains a selection of the many bridge projects that
have been successfully completed using Doka systems.
2nd Liffey Valley Bridge Ireland Bermsgrün-Schwarzenberg Germany

4th Street Bridge over Arkansas River USA Bridge in Bad Lausick Germany
A2 – contract section P19, Lavant Viaduct Austria Bridge in Dubrovnik Croatia
A2 / M2 New Medway Bridge England Bridge in Volos Greece
A8 Traun Bridge, Bridge near Szekszárd Hungary
contract section 1 Wels I122 Austria Bridge on Enns by-pass, Austria Austria
Auenbach valley crossing Austria Bridge on VÄG 40 Brämhult - Rangedala Sweden
Austerstraumen Bridge Norway Bridge over R. Elbe at Mühlberg Germany
Banchina Est wharf, Portovesme Italy Bridge over R. Havel in Plauen Germany
Bibert Bridge, Zirndorf Germany Bridge over R.Main at Dettelbach Germany
Bjørsefoss Bridge Norway Bridge over R.Main at Gossmannsdorf Germany
Böbertal valley bridge Germany Bridge over R.Main at Randersacker Germany
Bommestad Bridge Norway Bridge over R.Mur at Thalheim Austria
Bridge across Lauvsneselva River Norway Bridge over R.Neckar, Mannheim Germany
Bridge across Örekilsälven River Sweden Bridge over R.Saale at Bad Dürrenberg Germany
Bridge across River Drau at Lippitzbach Austria Bridge over R.Wupper at Dahlerau Germany
Bridge across River Drau in Villach Austria Bridge over River Drava in Ptuj Slovenia
Bridge between Erla and Can Tho Bridge Vietnam
104
Central Expressway – Section 11 Korea Pont Roda de Ter Spain
Chemnitz southern bypass, Pont sur la Mentue Switzerland
B173/Südring junction Germany Pont sur L’Elorn France
Cheongpung Bridge Korea Ponte Strembo bridge Italy
Črni Kal Viaduct Slovenia Pöpelholz Viaduct Germany
Dambach Viaduct Germany Prosmyky Bridge over R. Elbe Czech Republic
Danube bridge at Traismauer Austria Puente Simancas Spain
Deviation d’Embrun France Pylon in Kampen Netherlands
Devil’s Slide Bridge USA Pylon in Takashima Japan
Dorfbachtal Bridge Germany Railway bridge – Ulm northern tangent Germany
Dultenaugraben viaduct Germany Railway bridge over River Salzach
Egnatia Odos-Metsovo to Panagia Greece Thaxam – Salzburg Main Station Austria
Enlace de la Peña interchange, structure 2 Spain Railway bridge over the Sado Portugal
Enlace de la Peña interchange, structure 3 Spain Reichenbachtal Bridge Germany
Farø-Falster Bridge Denmark Renovation of bridge BW 3091 on A7 Germany
Fjeset Bridge Norway Renovation of Naab Bridge Germany
Flyover near Lichtenfels Germany Renovation of Schönefeld Bridge Germany
Footbridge in Madrid – Rheinfelden bridge Germany
Pasarela Peatonal, A-1 Spain Rhine Bridge at Wesel Germany
Friedrich Ebert Bridge, Mannheim Germany River Bode bridge Germany
Frontier bridge, Frankfurt a.d. Oder Germany River Suir Bridge Ireland
Gjemnessundet Bridge Norway Rongesundet Bridge Norway
Grünhübl Bridge Austria Run Jiang Bridge China
Gulburnu Viaduct Turkey Scherkondetal Bridge Germany
Hartlsgraben Bridge Austria Schwentine Bridge Germany
Haseltal valley bridge Germany Seidewitztal valley bridge Germany
Haseltal Viaduct Germany Senftenberg bypass, structure 7 Germany
Hochbrücke Freimann m’way overpass Germany Shenzhen Western Corridor Project China
Holzmattal Bridge, south deck Germany Shin Maruyama Bridge Japan
Hoover Dam Bypass USA Shin Tanyang Bridge Korea
Hyttfoss Bridge Norway SO 206 bridge over River Vltava Czech Republic
I-280 Bridge over the Maumee River USA Southern Ring Road, Bangkok Thailand
Jablunkov bypass, bridge SO 204 Czech Republic St. Amaro bridge São Paulo Brazil
Jablunkov bypass, bridge SO 205 Czech Republic Sutong Bridge piers China
Jablunkov bypass, bridge SO 211 Czech Republic Sutong Chang-Jiang Bridge China
Jamarat Bridge Saudi Arabia Thyratal Bridge Germany
Kanawha River Bridge USA Twin pylons in Zaporozhye Ukraine
Kanetsu Highway Japan Ulsberg Bridge Norway
Kollerbach Bridge Austria Unstruttal Bridge Germany
Köröshegy Viaduct Hungary Verona Bridge USA
Kuko Ohashi Hiroshime Bridge Japan Vesterbukta Bridge Norway
Kveøy Bridge Norway Vesterstraumen Bridge Norway
Lichterfelder Wassertor bridge Germany Viaduc de Dunkerque France
Linesøy Bridge Norway Viaduc de Verrières France
Litjsund Bridge Norway Viaduct VD7, Piste Rodovia Brazil
Lüchow bypass Germany Viaducto 5 Spain
M43 – bridge over River Tisza Hungary Viaducto de Teror Spain
Montan Terminal, Kapfenberg Austria Wadi Leban cable-stayed bridge Saudi Arabia
Morbegno – Lotto 1 Italy Wolfsberg Viaduct Austria
Müglitztal Bridge over A17 Germany Wolfsgraben Viaduct Austria
Mühlenberg Bridge Germany Yang Lou Bridge / Pylon North China
Nanclares Bridge, N2 Spain Yang Lou Bridge / Pylon South China
Nessetal valley bridge Germany Yu-Zui Bridge Pylon Project China
New Nibelungen Bridge Germany
Passeo River Pylon USA
Peracica Viaduct Slovenia
Pilas Viaducto Cándalo Spain
Pleissenbachtal valley bridge Germany
Pomeroy-Mason Bridge USA
Pont de Normandie France
105
Doka. Near to you, worldwide
106
There are more than 150 sales and logistics locations around the world
where you can obtain the full spectrum of Doka products and services.
That means speedy and prompt availability of the quantities of formwork
you need - whether for purchase or rental - coupled with first-rate
consulting and problem-solving capability.
Thanks to the international networking of our locations, you can call

upon our comprehensive formwork know-how any time, anywhere.
107
www.doka.com
Article n° 931103702

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DOKA - Bridge Formworks PDF

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Build on formwork expertise

Doka bridge formwork

Brochure, 2011 edition

We reserve the right to make alterations in the interests of technical progress.

Cover page photo:

Solving individual requirements Page 4

Piers and pylons – reference projects Page 28

Reference list Page 104

In this way, we successfully accompany you all the way

Piers and pylons

Doka delivers solutions

Doka delivers solutions

Doka delivers solutions

Doka delivers solutions

Doka delivers solutions

Doka delivers solutions

You can always count on the Doka Site Demonstrator

If individually custom-fabricated formwork is what

Out on the site, your equipment is subjected to

High flexibility Easy to operate

Huge flexibility Simple modular design concept

Superlative cost-efficiency Maximum safety

Maximum safety Very high capacity

Active and passive safety Guaranteed to be more cost-efficient

Reduced costs Customised, complete solution

A safe, sure way to work better Efficient all-in-one solution

The cost-saving way to cast A well thought-out system

Great flexibility High efficiency

Versatility Fast, efficient working

Sutong Chang Jiang Highway Bridge Page 30

Doka systems in use

Doka systems in use

Doka systems in use

Doka systems in use

Doka systems in use

Doka systems in use

Doka systems in use

Doka systems in use

Doka systems in use

Bridge over D1 motorway Page 42

Project data This bridge over the D1

Doka systems in use

For the “Gschaid valley Project data

Doka systems in use

Bridge across the Kalterbachtal valley Page 48

Doka systems in use

The two parallel car- An ideal complete solution Project data

Doka systems in use

The 1872 m long su- telescopic inside formwork

Doka systems in use

Danube bridge at Traismauer Page 54

As part of a project to extend

Doka systems in use

The geometry of the V-

The pier-head was construct-

Doka systems in use

Doka systems in use

Doka systems in use

Doka systems in use

Doka systems in use

Doka systems in use

Gebergrund Bridge Page 68

Between the Dresden-Prohlis