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DSI Holding GmbHDywidagstrasse 185609 Aschheim, GermanyPhone +49-89-30 90 50 200E-mail info@dywidag-systems.comwww.dywidag-systems.com

■ ■ ■ Construction

AmericaDYWIDAG-Systems International USA Inc.320 Marmon DriveBolingbrook, IL 60440, USAPhone +1-630-739-1100E-mail dsiamerica@dsiamerica.comwww.dsiamerica.com

EMEADYWIDAG-Systems International GmbHSiemensstrasse 885716 Unterschleissheim, GermanyPhone +49-89-30 90 50 100E-mail dsihv@dywidag-systems.comwww.dywidag-systems.com

Concrete AccessoriesDYWIDAG-Systems International GmbHSiemensstrasse 885716 Unterschleissheim, GermanyPhone +49-89-30 90 50 100E-mail dsihv@dywidag-systems.comwww.dsi-accessories.com

■ ■ Underground

Mining/Tunneling Asia/PacificDYWIDAG-Systems International Pty. Ltd.25 Pacific HighwayBennetts Green, NSW 2290, AustraliaPhone +61-2-49 48 90 99E-mail dsi@dywidag.com.auwww.dsiminingproducts.com/au

Mining/Tunneling AmericaDSI Ground Support Inc.3900 West 700 SouthSalt Lake City, UT 84104, USAPhone +1-801-973-7169E-mail dsimining@dsimining.comwww.dsigroundsupport.com

Mining/Tunneling EMEADYWIDAG-Systems International GmbHWagram 494061 Pasching/Linz, AustriaPhone +43-7229-6 10 49 0E-mail alwag@dywidag-systems.atwww.alwag.com

Imprint

Imprint

Published byDSI Holding GmbHDywidagstrasse 1, 85609 Aschheim, GermanyTelefon +49-89-30 90 50-200Fax +49-89-30 90 50-252E-mail info@dywidag-systems.comwww.dywidag-systems.com

Design and Editorial ContentDSI Holding GmbHMarketing DepartmentEditor in ChiefGerhard KahrAssistant EditorsChristine RitzBirgit Etzold-Carl

RevisionRon BonomoNaperville, Illinois, USA

Design, Layout and TypesettingGO2, Karsten GorissenMunich, Germany

Image EditorNUREG Neue MedienNuremberg, Germany

PrintingHolzer Druck and MedienWeiler im Allgaeu, Germany

Picture CreditsSpecial Foundations for the new Hungerburg Funicular Railway, Innsbruck, Austria (pages 22-23)Photos reprinted courtesy of FELBERMAYR Bau GmbH & CoKG and of Brandner Engineers, Austria

Cantilever Construction facilitates Easy Travelling: the Tanaro Bridge in Italy (pages 30-31)Photos reprinted courtesy of IMPRESA S.p.a., Italy

Longest Bridge in Africa Strengthened using GEWI® Bars (page 45)Photos reprinted courtesy of DYWIDAG International GmbH, Munich, Germany

Bridges in Africa constructed using DYWIDAG Strand Tendons (pages 46-47)Photos reprinted courtesy of DYWIDAG International GmbH, Munich, Germany

Redevelopment of Downtown Phoenix, Arizona with DSI USA (page 76)Photo reprinted courtesy of Buesing Corp., USA

New Tunnel underneath Niagara Falls Built with ALWAG and ACI (pages 94-95)Photos reprinted courtesy of STRABAG, Cologne, Germany

Gautrain High Speed Train, South Africa (pages 98-99)Photos reprinted courtesy of Bombela Consortium, South Africa

Text Copyright © DSI Holding GmbH, 2009All rights reserved. No part of DSI Info 17 may bereproduced or transmitted in any form or by any means,electronic or mechanical, including photocopying,recording or any information storage or retrieval system,without the express prior written consent ofDSI Holding GmbH.

This publication is published in English (15,000 pcs.)and German (4,000 pcs.).

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Editorial

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Dear Readers,A warm welcome to the 17th edition of our DSI Info. I hope you will agree this document presents an interesting range and scale of projects in many locations around the world.

It once again demonstrates the ingenuity of our customers and the professional way they carry out and complete increasingly complex tasks. We at DSI are very proud to be associated with these projects and onceagain thank our customers for the invitation to participate.

In 2008, we have been very pleased to welcome Fosminas Ancoragens LtdaBrazil and AGRHIMERC S.A.C. Peru to our Underground group. Both have a high reputation for delighting customers. We will do everythingwe can to preserve and enhance that service and reputation as well as bringnew products and solutions to our new Latin American customers.

You, like me, must look back over the last 9 months with total disbelief at the change of dynamics and the speed of change in the fortunes of our construction, tunnelling and mining environment. The associations who report on trends could not keep up. The contrast between the forward projections of a year ago and what we saw from December onwards brings that disbelief into full reality.

Most of you, like DSI, are adjusting and planning for the difficult periodahead. Serving customers is what we do. Our aim, as always, is to secure ourposition as your supplier of choice by delivering customer satisfaction andvalue for money. In that regard, DSI will continue to challenge itself to bemore innovative, efficient and smarter in delivering what we promise.

Despite the challenges we all face, there are some wonderful projects underway. We look forward to participating in and illustrating them in the next edition of DSI Info.

Thank you.

Kind regards

Alan BateChairman and Group CEO

Alan Bate

Content

6

Region Business Segment Project

5 Editorial6 Content

Construction

ASIA

8 Japan Bridges Technology meets Tradition: Extradosed Bridge in Japan10 Japan Bridges Extradosed Bridge establishes new Landmark of South Osaka12 Korea Bridges Busan, Korea: DYWIDAG Systems Stabilize one of the World’s Longest Immersed Tunnels16 Korea Slope Stabilization Stable Infrastructures with DSI: Slope Stabilization in South Korea18 Nepal Hydro- & Marine Structures Large-scale Project finished in Nepal after 6 Years: Middle Marsyangdi Dam20 Singapore Tanks DYWIDAG Post-Tensioning Systems used for Modern Ethylene Tank in Singapore21 Sri Lanka Bridges DYWIDAG Post-Tensioning Systems Secure Sri Lanka’s Economic Development

EUROPE, MIDDLE EAST, AFRICA (EMEA)

22 Austria Slope Stabilization Special Foundations for the new Hungerburg Funicular Railway, Innsbruck, Austria24 Czech Republic Bridges DYWIDAG Post-Tensioning Systems help connect Czech Republic and Germany25 Czech Republic Bridges DSI Supplies Comprehensive Scope of Products for Oparno Bridge26 France Slope Stabilization Rock Face in Marseille Stabilized using GEWI® Rock Bolts28 Germany Special DYNA Protect® - Novel Protection System for Stay Cables and Bracings30 Italy Bridges Cantilever Construction facilitates Easy Travelling: the Tanaro Bridge in Italy32 Italy Hydro- & Marine Structures Smooth Flow of Trade between Europe and the Far East with DYWIT33 Norway Hydro- & Marine Structures Repair by Helicopter: the Dalvatnet Dam in Norway36 Spain Bridges DSC Supplies Stay Cable Systems for Spain’s First Environmentally Friendly Bridge37 Spain Excavation Special Anchorages used for New High-Speed-Line between Spain and France38 Spain Commercial Buildings DYWIDAG Ductile Iron Piles used for the First Time in Spain39 Spain Commercial Buildings More Living Space with DSI: Modern Housing Development in Madrid40 Turkey Bridges Record Spans with Prestressed Concrete in Turkey: DSI Group at Work42 United Kingdom Bridges Demolition of Mossband Viaduct, Carlisle44 Bahrain Bridges DSI connects: Bridge Construction in Bahrain Financial Harbour45 Nigeria Structural Repair Solutions Longest Bridge in Africa Strengthened using GEWI® Bars46 Benin Bridges Bridges in Africa constructed using DYWIDAG Strand Tendons

AMERICA

48 Brazil Bridges Stay Cable Footbridge Stabilized using DYWIDAG Bars50 Brazil Commercial Buildings Protendidos DYWIDAG: Extension of São Paulo Subway System51 Brazil Bridges New Stay Cable Bridge in the Metropolitan Area of São Paulo Improves Local Infrastructure52 Brazil Bridges DYWIDAG Bar Tendons stabilize Paraná Bridge54 Canada Commercial Buildings Rapid Construction Progress in Vancouver with DYWIDAG Post-Tensioning Systems55 Canada Commercial Buildings Lightweight structures with DSI: Premiere for Post-Tensioning Systems in Calgary56 Canada Commercial Buildings Oil Extraction using DSI Technology: Oilsands Project in Alberta, Canada58 Canada Commercial Buildings DYWIDAG Post-Tensioning Systems stabilize Bankers Court Project, Calgary59 Canada Bridges Efficient Transit Link in Vancouver: Construction of the Canada Line with DSI60 Canada Commercial Buildings DSI Monostrand System Prevents Loss of Material61 Canada Hydro- & Marine Structures DYNA® Force Project: Retrofitting of Boundary Dam in Canada62 Canada Commercial Buildings Innovative Roof Design for Modern Skating Oval in Canada with DYWIDAG Systems

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66 USA Excavation Large-scale Project in Baltimore’s Inner Harbor: DSI stabilizes Excavation at Inland Port67 USA Slope Stabilization DYNA® Force Load Monitoring Sensor for Strand Tieback Retaining Wall68 USA Special DYNA® Force - a Reliable Elasto-Magnetic Sensor for Force Measuring69 USA Slope Stabilization Soldier Pile Retaining Wall and Slope Slide Stabilization on Hwy 49, Near Auburn, California70 USA Commercial Buildings Unconventional Construction with DSI: Parking Structure as the Civic Center’s new Portal72 USA Slope Stabilization Slope Stabilization at Devil’s Slide: DSI protects Highway from Landslides74 USA Bridges Minneapolis’ I-35W Bridge over the Mississippi River Reconstruction within Record Time76 USA Commercial Buildings Redevelopment of Downtown Phoenix, Arizona with DSI USA77 USA Slope Stabilization DSI Supports WDOT during the Construction of its Tallest Soil Nail Wall78 USA Structural Repair Solutions DSI USA Strengthens I-39/Kishwaukee River Bridge in Illinois80 USA Structural Repair Solutions Efficient Repair with DSI: Vacuum Grouting on the Jamestown Verrazano Bridge82 USA Foundations DYWIDAG Driven Ductile Cast Iron Pile in St. Lucia, West Indies84 USA Special Tallmadge Bridge, Savannah, GA, USA

Concrete Accessories86 France Special Technique Béton Breaks new Ground: Innovative Fire Protection Mortar for Tunneling87 France Special Technique Béton offers New Product Range for Passive Fire Protection

Underground – Tunneling88 Australia Tunneling Faster Public Transport in Brisbane: DSI Supplies Systems for Bus Tunnel92 Australia Tunneling Supply of Special Products for Australia’s Longest Road Tunnel in Brisbane94 Canada Tunneling New Tunnel underneath Niagara Falls Built with DSI and ACI96 Chile Tunneling Short Cut with DSI: Construction of the San Cristóbal Tunnel in Santiago de Chile98 South Africa Tunneling Travelling Faster with DSI: Gautrain High Speed Train

102 USA Tunneling Tunnel avoids Landslide: ACI and DSI supply Quality Systems for By-Pass103 USA Special American Commercial Shaft Equipment

Underground – Mining106 Australia Mining DSI Australia Develops new Dynamic Bolt for Seismic Stability in Deep Mines107 Australia Mining Encapsulation Trial of Resin Cartridges in Mines108 Australia Mining DSI Australia sponsors Gujarat NRE Minerals Ltd. during Mines Region Competition

Australia Mining More Coal with DSI: Extension of Cook Colliery in Australia109 Australia Mining Modern Gold Rush: DSI Australia supports Gold Producers with new Warehouse

Australia Special Underground Expansion of an Open Pit Mine using DSI Mining Products112 USA Special DSI Solves Water Inflow Problem at Campo Morado Mine113 Mexico Mining Mexico: Omega-Bolt® Technology for Precious Metal Mine of International Standing

Special114 Special Clevis Anchorage for DSI Stay Cables115 Exhibitions IUT 2008, Hagerbach Test Gallery, Switzerland

Special Conference at DMT in Essen116 Special 57th Geomechanics Colloquy and 6th Austrian Tunnel Day in Salzburg117 Special A Strong Partnership: 50th Anniversary of License Agreement between Sumitomo and DSI118 Exhibitions ITA-AITES World Tunnel Congress, Agra, India

Exhibitions GEOFLUID, Piacenza, Italy119 Special 3rd DSI Asia Meeting in Seoul

DSI bids Farewell to Mr. Oswald Nuetzel after more than 40 successful years120 Special 40 years of Service with DSI: Gary Kast takes Well-Earned Retirement121 Exhibitions International fib Symposium, Amsterdam, Netherlands122 Exhibitions The Big 5 Show, Dubai, United Arab Emirates

Special IV. ACHE Congress, Valencia123 Exhibitions MINExpo INTERNATIONAL 2008, Las Vegas

Special DSI USA: Kris Kriofske Retires

124 Addresses128 Imprint

Asia | Japan � Bridges

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Technology meets Tradition: Extradosed Bridge in Japan

The Sannai-Maruyama Overpassis a bridge for the Shinkansen Japanese bullet train that crosses theNational Beltway No.7 through AomoriCity at the northern tip of Honshu,Japan’s main island. The bridge ispart of the longest bullet train line inJapan, the Tohoku-Shinkansen Line.This line connects Tokyo to the northern city of Hachinoe and is currently being extended.

The bridge is located next to the Sannai-Maruyama Site, a 4,000 to 5,500 year-old ancient settlement dating back to the JomonPeriod. Sannai-Maruyama is one of the largestNational Historical Sites in Japan. Given theneed to harmonize with these surroundings,the design selected was a four-span continuous extradosed bridge. With an overallbridge length of 450m and a main span of150m, this will be the bridge with the longestspan on any of the Shinkansen lines.

The bridge features saddles in the pylon inwhich the strands run through a curved steelpipe. The reliability of the structure was carefully verified before the start of construction through loading tests using afull-scale mockup.

Sumitomo, DSI’s licensee in Japan, supplied66 Type XD-E27 Extradosed Tendons consisting of 27 epoxy-coated prestressingstrands in a HDPE pipe that was subsequently grouted.

Construction was completed in December 2008. The new section of the Tohoku-Shinkansen Line between Hachinoheand Shin-Aomori will become operational inDecember 2010. Thanks to the extension ofthis bullet train line, Tokyo will be linked to thesix prefectural capitals of Tohoku, a region in north-eastern Japan.

I N F OOwner Japan Railway Construction Transport Technology Agency, Japan +++ General Contractor Joint venture consisting of Zenitaka Corporation, Tokyo, Japan and partner companies

DSI Unit Sumitomo Electric Industries Ltd., Tokyo, Japan Sumitomo Scope Supply and installation of 66 Extradosed Tendons Type XD-E 27 and Saddles

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Asia | Japan � Bridges

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Extradosed Bridge establishes new Landmark of South Osaka

Saddles

Full view of Hirano Bridge after completion

Installation of extradosed tendons

I N F OOwner Osaka Soto-Kanjo Railway Co.,Ltd, Osaka, Japan +++ Contractor SHIMIZU CORPORATION, Tokio, Japan +++ Consulting Engineers West Japan Railway Company, Japan +++ Designer JR WEST JAPAN CONSULTANTS COMPANY, Japan

DSI Unit Sumitomo Electric Industries Ltd., Tokio, JapanSumitomo Scope Supply of DYWIDAG Post-Tensioning Systems for external tendons

11

The city of Osaka is an importantlocation for business in Japan. In order to extend the city’stransportation system, a new railwayline between Shin-Osaka and Kyuhojihas been constructed. The OsakaHigashi Line was created byconverting an existing freight line intoa double-track passenger railway line.

At the same time, a viaduct was built in theHirano district, south-east of the city ofOsaka. This viaduct will facilitate futuremaintenance services on the Osaka HigashiLine and will be used to carry vehicular trafficacross the railway. The new viaduct willreplace two existing grade crossings thatused to cause traffic obstructions in thedistrict of Hirano on a regular basis. The newstructure will also improve the infrastructure inall of Osaka’s eastern districts.

The Hirano Bridge has a main span length of63m and was built as part of the viaduct in theHirano district. Due to an intersection of twopublic roads in the immediate vicinity of thebridge, space for the construction site waslimited. Taking into consideration various siteconstraints, the owner opted for anextradosed concrete bridge, the aestheticdesign of which turns it into a regionallandmark.

The pylon, in which extradosed tendons aredeviated by means of a saddle system,deserves special attention. A systemconsisting of two tubes, one inside the other,and a shear nose ensures that differing forcesin the extradosed tendons are transferredsafely into the pylon so that the replaceableextradosed tendons cannot slide over thesaddle, as in the case of ordinary externaltendons.

For the design of the saddle system, detailedcalculations were done, taking into account atolerance of +/-1° for deformations of thestructure and a sagging of stay cables in thevertical position. Thus, bending stress in theparallel strand bundles at the transition of thesaddles can be minimized and wear due tofriction can be prevented.

The extradosed tendons consist of doublecorrosion protected epoxy coated strands andpolyethylene (PE) sheathing inside an HDPEduct. The stay cables were prefabricated in afactory and installed at the site using a crane.

In the anchorage and saddle region, the PEsheathing on the strands was removed. Thesetendons were grouted after tensioning toestablish triple corrosion protection andprovide sufficient bond in the saddle. Inaddition, all wedges of the individual strandswere post-blocked using a hydraulic jack toensure that the wedges grip each strandfirmly, particularly in the case of strands withlow initial tension.

For the anchorages at the main girder, theDYWIDAG Post-Tensioning System forexternal tendons was used. Since theorientation of each anchor pipe was differentowing to the curved profile of the bridge, theexact orientations of the anchorages wasestablished by using laser technology.

Post-Blocking

Asia | Korea � Bridges

12

Busan, Korea: DYWIDAG Systems Stabilize one ofthe World’s Longest Immersed Tunnels

The city of Busan on the south-eastern coast of South Korea isthe location of one of the world’slargest container ports. Anotherimportant industrial city of the countryis located in the vicinity of Busan:Geoje city, which is scattered onapproximately 60 small islands. Geoje is especially important for theshipbuilding industry. Up to now, therehas been no direct road connectionbetween Busan and Geoje.Commuters between Busan andGeoje had to either use a ferry or putup with a 140km long detour.

Consequently, the construction of anapproximately 8.2km long highway fromBusan to Geoje began in 2004. The Busan-Geoje Fixed Link will shorten theroute to 60km and thus cut average travellingtimes by about two and a half hours. The newhighway will not only relieve the surroundingroads and save logistics costs, but it will alsostrengthen the region’s economy.

The Busan-Geoje Fixed Link includes two staycable bridges approximately 3.5km long aswell as a 3.7km long immersed tunnel. Oncecompleted, the tunnel will be one of thelongest immersed tunnels in the world. With adepth of up to 50m, the tunnel is also theworld’s deepest road tunnel. It is composed of18 precast concrete tunnel elements that willbe floated into position.

The first of the two stay cable bridges has twopylons, a main span of 475m and two sidespans of 220m each. The second stay cablebridge leads over 3 pylons, with two mainspans of 202m each and a total length of672m.

Due to the region’s high seismicity, thecompanies involved had to face specialproject requirements. Construction was alsomade difficult by weather conditions at sea:each section had to be stabilized to withstandpossible storms.

I N F OOwner Yooshin Engineering Corporation, Seoul, Korea +++ General Contractor Daewoo E & C, Seoul, Korea +++ Subcontractor Kumho ST, Seoul, Korea (connecting road); Taeah, Busan,Korea +++ Engineering Chungsuk Engineering, Seoul, Korea

DSI Unit DSI Korea Co. Ltd., Seoul, KoreaDSI Scope Supply of over 600 type 32 WR, 36 WR and 40 WR DYWIDAG THREADBAR® incl. accessories

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DSI Korea was involved in several sections ofthe infrastructure project. The companysupplied type 32 WR, St 950/1050 DYWIDAGTHREADBAR® in lengths of 1.2m each forsteel structure segment lifting. In additon,4,640 anchor nuts and 160 anchor plates weredelivered to the site.

DSI Korea also supplied 312 type 36 WR, St950/1050 DYWIDAG THREADBAR® in lengths of 2.96m each for stabilization. Inaddition, DSI Korea supplied a total of 312 hex nuts, 312 couplers and 624 lock nuts.

Type 40 WR, St 950/1050 DYWIDAGTHREADBAR® were used for the construction of the immersed tunnel. In addition, a total of 272 nuts and 544 couplers were supplied.

DSI Korea is pleased that DYWIDAG Systemswere used for this special infrastructureproject.

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Asia | Korea � Slope Stabilization

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Stable Infrastructures with DSI: Slope Stabilization in South Korea

Due to its geographic position,South Korea is an excellent locationfor worldwide maritime trade. In orderto further increase the country’seconomic attractiveness forinternational trade , a new highway isbeing built in the south.

Among other cities, the route will link thestrategically important seaports of Mokpo andGwangyang, thus considerably improving thearea’s infrastructure. Simultaneously, the newhighway will enhance tourism along Korea’ssouth coast.

The 106.8km long highway is beingconstructed in 12 sections and connectsMokpo on the west coast with the city ofGwangyang on the south coast. The four lanehighway will have a width of 23.4m and willinclude approximately 26km of tunnels and17km of bridges.

The route partly runs through hilly andmountainous regions. In order to impact theenvironment as little as possible and toprotect the route from landslides, thecontractor awarded DSI Korea the job ofsupplying the anchorage systems necessaryfor slope stabilization.

I N F OOwner Korea Expressway Corporation, Seoul , Korea +++ General Contractor Byeoksan Construction Company, Seoul, Korea (Lot 2-1); Dongbu Construction Company, Seoul, Korea (Lot 3) +++ Subcontractor Uwon Development, Seoul, Korea (Lot 2-1); Kumma Construction, Jeonju, Korea (Lot 3) +++ Engineering Saman Corporation, Seoul, Korea (Lot 2-1); Dongsung ENG, Pusan, Korea (Lot 3)

DSI Unit DSI Korea Co. Ltd., Seoul, KoreaDSI Scope Supply of 1.135 DYWIDAG Strand Anchors Type 5x0,6" and of 1,121 DYWIDAG Strand Anchors Type 4x0,6"

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For section 2-1, DSI Korea supplied a total of1,135 Type 5x0,6" DYWIDAG Strand Anchors inlengths of 16-29m. 1,121 Type 4x0,6" DYWIDAGStrand Anchors in lengths of 8.5 to 22m wereinstalled in lot 3.

In order to insure the long-term stabilization ofthe slopes in question, re-stressable anchorswith long-term corrosion protection were used toallow for a flexible adaptation to future geological changes.

Construction began in May 2007 and is due to finish in March 2009.

Asia | Nepal � Hydro- & Marine Structures

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Large-scale Project finished in Nepal after 6 Years: Middle Marsyangdi Dam

Because the country of Nepal is not blessed with abundant natural resources suchas oil or coal, their main source of energy iswater power. Due to the exportation ofelectricity to India, water power also representsa long-term source of income. Year after year,demand for electricity and peak loads ofNepalese hydroelectric power plants rise by 8-9%.

As a result, construction began 20 years ago on threedams on the Marsyangdi River. The middle dam, MiddleMarsyangdi, is located approximately 170km west ofKathmandu.

Construction started as early as 2001, but was delayed bypolitical conditions and only resumed recently. The newpower plant generates 72 MW or 400 GWh per year. Evenduring the dry season, the plant has a peak load capacityof 5 hours. The dam did not need to be very large becausethe power plant takes advantage of the 108m of theMarsyangdi River’s natural change of elevation over a5.5km long section.

The dam features an intake weir and a spillway and mainlyserves as an equalizing reservoir on a daily basis. With itslength of 85m, width of 36m and height of 36m, thespillway has a capacity of approximately 4,270m³/s.

In 2007, DSI supplied DYWIDAG Post-Tensioning Systemsfor tensioning the trunnion girders of the radial gates. Atotal of 62t of 0.6"2 strand, 120 type 6812 MA Anchoragesand 60 type 6812 HV Loop Anchorages were installed atthe job site. In addition, DSI supplied 4,000m of 90mm � x 0,5mm metallic sheathing.

DSI also provided the required strand installationequipment. An experienced DSI employee supervised thetensioning and grouting work, which was also carried outusing DSI equipment.

Middle Marsyangdi Dam began to fill in November 2008and inaugurated in December 2008. DSI is proud to havebeen part of a tough and dynamical building team thatcontributed to the economic development of the country of Nepal.

I N F OOwner Nepal Electricity Authority, Kathmandu, Nepal +++ General Contractor Joint Venture consisting of DYWIDAG InternationalGmbH, Munich, Germany, Dragados Industrial, S.A., Madrid, Spain and China International Water & Electric Corporation (CWE), Beijing, China +++ Consulting/ Engineering Fichtner Joint Venture (Fichtner GmbH & Co., Stuttgart, Germany, Statkraft Groner, Oslo,Norway, CES-Consulting Engineers Salzgitter GmbH, Braunschweig, Germany)

DSI Unit DSI Group Headquarter Operations, Munich, GermanyDSI Scope Supply of 62t of type 0.6" strand, 120 MA Anchorages type 6812, 60 HV Loop anchorages type 6812, 4.000m of metallic sheathing; rental of equipment; technical assistance on site

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I N F OOwner Shell Eastern Petroleum Ltd (SEPL), Singapore +++ General Contractor ABB Lummus Global (US) - Toyo Engineering Corp(Japan) JV. +++ Consulting Engineers Protected Storage Engineers, Amsterdam, Holland +++ Contractor (Tank) Toyo Kanetsu (TKK),Tokyo, Japan +++ Subcontractor (Tank) Sato Kogyo (Singapore) Pte Ltd, Singapore

DSI Unit UTRACON Structural Systems Pte Ltd., SingaporeUTRACON Scope Supply of type MA 6819 DYWIDAG Post-Tensioning Tendons; technical assistance during tank post-tensioning

Asia | Singapore � Tanks

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DYWIDAG Post-Tensioning Systems used for Modern Ethylene Tank in Singapore

In the fourth quarter of 2006, ShellEastern Petroleum Ltd (SEPL) brokeground for the construction of apetrochemical complex on the islandof Pulau Bukom in Singapore. TheShell Eastern Petrochemical Complexincludes an ethylene cracker in PulauUlar (extension of Pulau Bukom)which will produce 800,000t ofethylene per year after its completion.

Ethylene is one of the most important basicchemicals in petrochemistry and is mainlyused to produce plastics. Ethylene also servesas a fuel gas and can be used to ripen fruit.

Utracon Structural Systems Pte Ltd (USS),DSI’s licensee in Singapore, was awarded thesubcontract to construct an 18,000m3

capacity post-tensioned concrete tank for theethylene cracker complex. The tank measures33.8m at its outer diameter. Its wall is 28.6m

tall and has a varying thickness of 550mm to650mm. There are a total of 3 prestressingbuttresses in which type MA 6819 Tendonsare anchored for stressing purposes.

The tank’s dome roof is cast on a shell steelroof which was constructed at ground level.

Once completed, this steel roof was air liftedand floated to its final position using twospecially designed air compressors.

Well-known throughout the world for itscryogenic post-tensioning systems, DSI wasable to provide invaluable advice to USS onthe post-tensioning system that was used forthe tank. The system had to fulfill specialcryogenic requirements due to the tank’s very low operating temperature.

Apart from providing specialist advice onpost-tensioning matters, USS was alsoresponsible for the construction of the tanksuperstructure. Wall construction was carriedout using the special USS jump form systemand was cast in 11 lifts of 2.75m height each.

Thanks to the experienced specialists on site,the post-tensioning systems were installedquickly and efficiently.

I N F OOwner Sri Lanka Road Development Authority, Sri Lanka +++ General Contractor China Harbour Engineering Company, Beijing, China; Taisei Corporation, Tokyo, Japan; Kumagai Gumi Co., Ltd., Tokyo, Japan +++ Architects Sri Lanka Road DevelopmentAuthority, Sri Lanka +++ Consulting Pacific Consultant International, Tokyo, Japan; Resources Development Consultants Ltd. (RDC),Colombo, Sri Lanka

DSI Unit UTRACON Structural Systems Pte Ltd., SingaporeUTRACON Scope Supply and installation of Post-Tensioning Systems and equipment

� Bridges Sri Lanka | Asia

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DYWIDAG Post-Tensioning Systems Secure Sri Lanka’sEconomic Development

The island state of Sri Lanka onthe southern tip of India is not only apopular tourist destination, but alsoexports agricultural products such ascoffee, tea or natural rubber. As thecountry’s road network was built 50 years ago, it is no longer able tocope with increasing traffic volumes.

In order to assure the future development ofboth the economy and tourism, a newexpressway is being built in the south of Sri Lanka. The approximately 130km longroute between the cities of Colombo andMatara on the south-west coast of the islandis being constructed as a two-lane road.However, it can be expanded to four lanes ifnecessary.

The new expressway meets current standardsof traffic security and will considerably shortendriving times between southern cities in Sri Lanka. Agriculture will also profit from thisinfrastructure development: currently, due tobad road conditions and time lags duringtransportation, up to 40% of crops spoilbefore reaching the market. Furthermore, theoverall economic situation of the population inthe south of the island is expected to improve.

The project is divided into two sections thatare funded by the Japanese Bank forInternational Cooperation (JBIC) and the AsianDevelopment Bank (ADB). The expresswayincludes several bridge structures. The bridgesuperstructures consist of post-tensioned T-girders in lengths of up to 40m that weretransported to the jobsite by heavy dutyvehicles and then lifted into position bycranes.

World renowned for reliability andperformance, DYWIDAG Post-TensioningSystems were chosen for the construction ofthe post-tensioned girders. The systems usedwere DYWIDAG FA Flat Anchorages and MAAnchorages, ranging from types FA 6804 toMA 6819. UTRACON Overseas Pte Ltd, asubsidiary of DSI licensee UTRACONStructural Systems Pte Ltd in Singapore,supplied and installed the Strand Tendons andsupplied the necessary equipment.

DSI and UTRACON are pleased that highquality DYWIDAG Systems were used for theconstruction of the new expressway.

Europe | Austria � Slope Stabilization

22

Special Foundations for the new Hungerburg Funicular Railway, Innsbruck, Austria

Stabilization and Foundation using GEWI® Piles and DYWI® Drill Hollow Bar Anchors

ProjectIn 2005, after a detailed assessment ofvarious project solutions, the Innsbruck citycouncil decided to build a new funicularrailway from the congress center near the citycenter to the district of Hungerburg. Theexisting “Nordkettenbahn” railway, whichleads from Hungerburg to Hafelekar, thehighest mountain in the Karwendel mountainrange, was also fully reconstructed includingall of its stations. The realization of thissolution required a public-private partnershipmodel (PPP) because the city was unable toraise the total project cost of approximately50 million Euros.

The architectural challenge was to maintainthe historical buildings to a large extent and tocreate a modern design for the stations thatwas in accordance with nature and thelandscape.

Special Foundations using MicropilesDue to the difficult ground and waterconditions as well as the steepness of theterrain, special construction methods andmicropile systems were needed for thefoundation of some buildings and bridges.

Congress StationThe foundation is positioned at a depth of 5 to7m, with the calculated ground water tablelocated 1m below the top ground surface.Consequently, the foundation had to bestabilized to resist uplift forces. Due to limitedspace, a micropile solution for small drill rigswas chosen in order to achieve an adequatedistribution of the uplift piles. The groundconsisted of sediments of the river Inn: slightlysilty to medium silty, sandy gravel consistingof stones in diameters of 300 to 400mm.Double corrosion protected GEWI® Piles withsteel diameters of 40 and 50mm wereinstalled at the site. The service load of thepiles was between 345 and 540kN, with pilelengths ranging from 6 to 9m.

Alpenzoo Station under Construction

I N F OOwner Innsbrucker Nordkettenbahnen GmbH, Innsbruck, Austria +++ Construction and operation Nordpark Errichtungs- und Betriebs GmbH, Austria +++ Architect Zaha Hadid Architects, Austria +++ General Contractor STRABAG AG, Austria +++Subcontractor retaining walls and micropiles Felbermayr Stams, Austria

DSI Units DSI Austria, Hallein and Pasching/Linz, Austria DSI Scope Technical assistance, supply of GEWI® Piles, DYWI® Drill Hollow Bar Anchors

23

Alpenzoo StationDue to the steepness of the ground, thebasements of this station could not beexcavated conventionally. To reach basementlevel, very large soil nail walls had to beconstructed. Earth pressure acting on theretaining structure was not taken intoconsideration; therefore, both the soil nailwalls as well as the micropiles were designedfor permanent use. Due to the installationmethod of the DYWI® Drill Pile (uncased, onlycement grout for corrosion protection, appliedduring drilling), a reduction of load usingsacrificial corrosion was taken intoconsideration in the design calculation. Thismeans that the ultimate load of a standardtype R 51N DYWI® Drill Pile is 800kN, thereduced ultimate load is 721kN, allowing for acorrosion rate of 1.0 mm at the bar surfaceover a period of 50 years. At this location, thesoil consisted of dense silty sand down to agreat depth. The pile working loads wereapproximately 480kN with pile lengths of 6 to12m. The piles were subjected toalternating loads and had to be drilled atvarious angles of up to 45°.

Track between Alpenzoo andHungerburg Station In this section, the track runs mainly on a steel bridge construction up to theHungerburg Station. The soil conditions wereas described in the previous paragraph: densesilty sands, partly with gravel. Therefore, thebridge columns are also founded on DYWI®

Drill type R 51N micropiles with lengthsbetween 5 and 8m.

ConclusionThis highly demanding project of constructingthe new funicular in Innsbruck, Austria,exemplifies the multiple applications ofmicropiles using either GEWI® Piles or DYWI® Drill Hollow Bars.

These micropiles have proved to be veryversatile in foundation, stabilization andanchoring projects in both urban and alpineareas. The foundations can be constructed innearly all kinds of soils, including rockconditions and in difficult terrain, usinglightweight drilling equipment. Technicaladvantages and commercial competitivenessare further benefits of this system.

Hungerburg Station

Drilling and InjectingAlpenzoo Station

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I N F OOwner Prague Highway Authority (RSD Praha), Czech Republic +++ Contractor Joint venture consisting of SMP CZ Prague and Max Bögl -Josef Krýsl, Czech Republic +++ Engineers PONTEX Prague, Czech Republic

DSI Units SM7 a.s. Prague, Czech Republic / DSI Austria, Elsbethen/Salzburg, Austria DSI Scope Supply of 255t of DYWIDAG Strand Tendons and Anchorages; 29,000m of ducts; 300m of DYWIDAG Bar Tendons; technical assistance

Europe | Czech Republic � Bridges

24

DYWIDAG Post-Tensioning Systems help connect Czech Republic and Germany

In order to improve infrastructureand to make the region moreattractive for new industries, a newhighway was built to serve as a directconnection between Prague andChemnitz. Construction of this projectincluded a by-pass around the city ofChomutov. In this section, the HackaBridge was built using the classicalfree cantilever construction method.The viaduct is located on a curve witha radius of 500m and a 6% incline.

The Hacka Bridge is 332m long and hasspans of 60m + 106m + 106m + 60m. The three delicately designed main pylonsconsist of two parallel concrete slabs that arelinked to each other at the pier head. The roadway is 23m wide and leads over thevalley at up to 60m height.

The DSI licensee for the Czech Republic,SM7, Prague, was awarded the contract forsupplying and installing all of the longitudinaland transversal post-tensioning tendons inthis structure. The approved DYWIDAG19x0,62" Bonded Strand Post-TensioningSystem and type MA 6819 Anchorages weresuccessfully used for longitudinal post-tensioning. Transversal post-tensioning wascarried out using DYWIDAG 4x0,62" StrandTendons with SD 6804 and ED 6804 PlateAnchorages.

In addition, the piers were post-tensionedusing a total of 300m of 36mm � DYWIDAGBars. All in all, SM7 supplied 255t ofDYWIDAG Strand Tendons, 29,000m of ductsand approximately 300m of DYWIDAG BarTendons for this project.

The bridge was opened to traffic in October2006. It is now part of one of the mostimportant bypass roads in western Bohemiawith a direct connection to Germany.

I N F OOwner Metrostav a.s., Prague, Czech Republic +++ General Contractor Joint Venture D8 0805 SSŽ-MTS +++ Contractor Metrostav a.s., Prague, Czech Republic +++ Architect Pragoprojekt a.s., Prague, Czech Republic +++ Engineers Pontex, s.r.o., Prague, Czech Republic

DSI Units DSI Austria, Elsbethen/Salzburg, Austria / SM7 A.S., Prague, Czech Republic / Doprastav, SlovakiaDSI Scope Supply of 116 7x15.7 mm DYWIDAG Strand Anchors; 160 t of DYWIDAG Strand Tendons and accessories; 880 type D6801 Monostrand Anchorages

� Bridges Czech Republic | Europe

25

DSI Supplies Comprehensive Scope of Products for Oparno Bridge

In November 2007, construction work beganon the last section of the highway that will linkPrague and Dresden. The highway is anotheroutstanding example of how countries in Europeare drawing together. It is also important forpromoting and improving tourism in the region.

The last Czech section runs through the Oparno Valley inthe Bohemian low mountain range and includes an archbridge, for which two DSI partners made significantcontributions. DSI’s licensee for the Czech Republic, SM7Prague, and Doprastav, Slovakia, are the two companiesthat co-operated for this project. SM 7 carried out thegeotechnical work for the bridge piers, and Doprastavsupplied post-tensioning systems, carried out post-tensioning work for the bridge superstructure and installedtemporary stay cables for the bridge’s arch.

The bridge consists of two parallel structures. The main deck is 273 m long, with 13 spans in lengthsvarying from 17.5 m to 24 m. Each superstructure has a1.2 m x 14.25 m double T-beam cross section that willaccommodate two lanes and a pedestrian walkway. The bridge deck is supported by 12 columns, eight ofwhich are connected to an arch with a span of 135 m.

A total of 116 DYWIDAG Strand Anchors with 7x15.7mm�, St 1570/1770 strands were installed for the foundation of the pillars. 48 DYWIDAG Strand Anchorswere fabricated as temporary anchors in lengths of 19m inSM7’s factory in Brandýs nad Labem. 68 DYWIDAG StrandAnchors were produced as permanent double corrosionprotected DYWIDAG Strand Anchors in lengths of 19-25 m by DSI Austria.

Post-tensioning of the bridge deck required 160 t of 18x15.7mm � DYWIDAG Strand Tendons as well as typeMA6819 anchorages and type R6819 couplers. The bridge’s arch is divided into two cantilevers with 14 segments that were built using a form traveller. From segments 2 to 14, two temporary stay cables werestressed for each segment. 12-strand and 18-strand staycables were installed in the pier using temporary typeMA6812/19 anchorages. Type ZF6812/19 anchorageswere used as passive anchorage in the arch.

The dorsal stay cables were anchored in the pier as well as in the foundation of the adjacent pier. The stay cableswere individually inserted into PE ducts and coupled usingtype D6801 couplers. In addition to supplying the post-tensioning systems, Doprastav also provided thenecessary installation and stressing equipment.

Europe | France � Slope Stabilization

26

Rock Face in Marseille Stabilized using GEWI® Rock Bolts

The Notre Dame de la GardeBasilica is located high aboveMarseille, on the southern side of theold port. With its height ofapproximately 160m, the hill on whichthe basilica was built is the highestnatural point in Marseille. Itsstrategically advantageous position isthe reason why the hill was used asan observation post as far back as theMiddle Ages.

To one side of the hill, there is a very steepslope. Due to atmospheric exposure andsubsequent weathering, this steep rock facehad become unstable and had to beextensively reinforced. Consequently, thegeneral contractor SIMECO awardedspecialist supplier DSI-Artéon a contract to

supply all of the anchors necessary forstabilizing the rock face.

Since the customer attached great importanceto receiving a package solution, SAGGAM, thelocal representative of DSI-Artéon, suppliednot only the anchors, but also the mesh withits total surface area of 1,600m² that was usedfor stabilizing the rock as well as 1,000m ofstrand.

For stabilizing the rock face, SAGGAMsupplied a total of 455 GEWI® Rock Boltsdirectly onto the job site.

I N F OOwner City of Marseille +++ General Contractor SIMECO, Simiane Collongue, France

DSI Unit DSI-Artéon, France; SAGGAM, FranceDSI Scope Supply of 455 GEWI® Rock Bolts incl. accessories; supply of 1,600m² of protective mesh and 1,000m of strand

27

were installed using climbing ropes fromwhich the technicians rappelled down the rockface.

Due to DSI’s package solution and to theexcellent co-operation of all parties involved,the job was completed quickly. DSI is pleasedto have contributed to preserving one ofMarseille’s major landmarks.

The GEWI® Rock Bolts with their total lengthof 1,300m were used for securing theprotective mesh, which was attached to therock face. The GEWI® Rock Bolts were boredinto the rock in individual lengths ofapproximately 3m, post-tensioned andsubsequently injected with grout.

The fact that the work had to be executeddirectly at the rock face constituted a majorchallenge during this project. The anchors

Europe | Germany � Special

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Perfect corrosion protection is an essentialprecondition for the durability of stay cables andbracing systems. Today, the constructionindustry uses coatings based on epoxy resinand polyurethane or similar products for fulllocked cables. These are usually applied on sitebefore or after the installation of stay cables.This method is time-consuming and requiresclearly defined climatic conditions. Once staycables have been installed, scaffolding or liftingequipment is necessary to apply the coatings.

DYNA Protect® is a novel method in terms of both material and technology that avoids all of thesedisadvantages. It can both be used with new stay cablesand stay cables and bracing systems that are already in use.

Corrosion protection tapes DYNA Protect® B and C are atthe core of the corrosion protection system DYNAProtect®. These are wrapped around the stay cable orbracing to form an impervious surface. The exterior layer islaminated by means of a polyethylene carrier film that isavailable in several colors.

On the market for over 40 years and tested and proven,multi-ply tapes by DENSO GmbH, Leverkusen, formed thebasis of and were optimized for this special application,resulting in the development of corrosion protection tapesDYNA Protect® B and C.

DYNA Protect® B consists of 3 plies: 2 duroplastic layersthat are based on butyl rubber and an interjacentstabilized polyethylene carrier film. DYNA Protect® Cconsists of 2 layers: an external polyethylene carrier filmand an internal butyl rubber coating. The manufacturingprocess ensures that no boundary or intermediate layersform between the different materials.

If the butyl rubber tapes overlap, there is coldvulcanization of the tapes beyond the layer edges. Thus, aclosed, tubular, mechanically highly resistant and stablecoating is formed that is practically impermeable to watervapor and oxygen.

The standard color of the outer polyethylene carrier film iswhite, which positively affects temperature behavior ofstay cables and bracing systems. Other colors areavailable on request.

DYNA Protect® – Novel Protection System for Stay Cables and Bracings

The corrosion protecion tapes are wrapped at a definedtensile stress and an overlap of approximately 50%. DYNA Protect® B is in immediate contact to the cablesurface and shows good adhesive strength. DYNA Protect® C is used for exterior corrosion protection.The complete coating is approximately 2.6mm strong.

DYNA Protect® tapes can be applied immediately onto themetallic surface of the stay cable or onto existing coatingsas long as the surface is dry and free of stains or looseparticles.

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The DYNA Protect® corrosion protection system wastested for corrosion protection properties and long-termdurability during extensive tests at the material testinginstitute of the University of Stuttgart. The systemcomplied with or exceeded values requested by TL/TP-KOR cables/ RKS bulletin in all relevant sectors.Excellent results were achieved in terms of condensationresistance or permeability to water vapor. Even at theimpact of salt fog, no corrosion was detected beneath thewrapped tapes. In order to prove durability of material andcolor, the corrosion protection system was exposed toartificial weathering using xenon lamps and ultravioletrays. No change whatsoever could be detected at thepolyethylene surface.

In order to ensure constant good quality of the corrosionprotection tapes, the certification authority DVGW carriesout external inspection and testing.

The DYNA Protect® corrosion protection system was firstused at Passerelle des deux Rives Rhine Bridge, afootbridge between Kehl and Strasbourg that wasdesigned by the Paris architect Marc Mimram for thenational garden show in 2004. The bridge incorporates 7660mm � to 139mm � full locked stay cables that are hot-dip galvanized for corrosion protection.

Some 3 years later, the contractor decided to applyadditional corrosion protection. These measures proved tobe necessary in retrospect because visual stay cableinspection showed slight corrosion on individual wires thathad probably been caused by damage during stay cableinstallation.

Due to the architecturally challenging bridge design, theuse of scaffolding or lifting equipment that would havebeen necessary for conventional wrapping methods wasproblematical. The same was true for sand blasting of thestay cable surfaces. Due to the fact that DYNA Protect®

did not require any of these techniques and due to thepositive test results at the Technical University of Stuttgartas well as a positive assessment by LAP Stuttgartconsulting engineers, DSI GmbH were awarded thecontract for the corrosion protection work. Work began inthe summer of 2008 in cooperation with Alpin Technik andIngenieurservice GmbH and has been carried out to thecomplete satisfaction of all parties involved.

In the case of short, accessible stay cables, surfaces canbe cleaned manually using brushes. For larger projects, aspecial mechanical cleaning unit equipped with a rotatingbrush is driven along the cable.

The tapes are wrapped helically onto the installed tensionmembers. A manual wrapping device can be used forsmall, accessible cables, whereas fully automatedequipment is used with large cables. An automaticwrapping device, which was specially developed for thispurpose, automatically drives up the tension member andwraps the tapes by means of an auxiliary module. Thus, noscaffolding or other equipment, such as working platformsor lifts, is required for the free stay cable length. At thesame time, required working space on the superstructureis reduced to a minimum.

Europe | Italy � Bridges

30

Cantilever Construction facilitates Easy Travelling: the Tanaro Bridge in Italy

The city of Alessandria in northern Italy is located between two rivers, the Bormida and Tanaro, and as a result has been frequentlyflooded.

I N F OOwner ANAS Torino, Provincia di Alessandria, Italy +++ General Contractor IMPRESA S.P.A., Rome, Italy +++ Consulting Engineers Studio Progetti e Ambiente, Italy

DSI Unit DYWIT S.P.A., Milan, ItalyDYWIT Scope Supply of approximately 218t of strand type 1670/1860, 9,12 and 15x0.6", including accessories and equipment;technical assistance

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That is why construction work started on the“Variante” a short while ago. This 93km longspecial bypass will not only serve to relievethe traffic situation in the city center. In fact,the road is also designed as a dam structurethat will protect the town from future floods.

DYWIT has been contributing to one of thebypass sections: the construction of theTanaro Bridge. This bridge has a total lengthof 400m and is being built using the cantilevermethod.

The Tanaro Bridge consists of two parallelsuperstructures with 3 spans each. Thebridge’s main span is 100m, and the sidespans have lengths of 50m each.

DYWIT used Low Relaxation Strands Type1670/1860 in sizes of 9,12 and 15x0,6" forlongitudinally prestressing the bridge deck. Intotal, DYWIT supplied approximately 218t ofstrands including anchorages and sheathing.In addition, DYWIT also rented the equipmentnecessary for installation and providedtechnical assistance on site.

The Post-Tensioning Systems used facilitatedthe rapid completion of this innovativeinfrastructure project.

I N F OOwner Autorità Portuale Gioia Tauro (harbor authority), Gioia Tauro, Italy +++ General contractors Grandi Lavori Fincosit S.p.a., Rome, Italy; Società Italiana Dragaggi S.p.a., Rome, Italy; Pietro Cidonio S.p.a., Rome, Italy; VIPP Lavori S.p.a., Angiari, Italy +++Subcontractor TAUROS Opere Portuali , Italy +++ Engineers D’Apollonia S.p.a., Genoa, Italy; Acquatecno S.r.l., Rome, Italy;Architecna Engineering, Messina, Italy

DSI Unit DYWIT S.P.A., Milano, ItalyDYWIT Scope Supply of approximately 165 t of 63.5mm � GEWI® Bars and accessories; technical assistance

Europe | Italy � Hydro- & Marine Structures

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Smooth Flow of Trade between Europe and the Far East with DYWIT

Gioia Tauro is an importantseaport in southern Italy. The city islocated directly on the route thatconnects Suez to Gibraltar – on one ofthe world’s most frequented marinecorridors. Gioia Tauro Harbor’sMedcenter Container Terminal (MCT)is the seventh largest container portin Europe.

Since shipping traffic and container handlinghave dramatically increased over the last fewyears, Gioia Tauro’s harbor is currently beingexpanded. In order to permit a simultaneousentering and exiting of ships, the harbor basinis being enlarged. This also includesconstruction work at the southern harborentrance and an 18m deep excavation. Theplans also specify a wharf extension from 4 to5km and an enlargement of the shippingchannel. Construction work on one of six lotsbegan in December 2007 and will be finishedby August 2010.

In order to be able to receive the new, biggergeneration of ships used for container traffic,the Port Authority decided to increase thedepth of the port channel and docks to -16.00m and to enlarge the eastern quays.

DYWIT supplied 165t of 63.5mm � GEWI®

Bars and accessories for the extension of theharbor. The 13.4m long GEWI® Bars wereused as shear connection between the newquay slabs and the old crane-rail beams. Inaddition, DYWIT’s experienced personnelprovided technical assistance on site.

I N F OOwner Elkem Saudefaldene, Sauda, Norway +++ General Contractor Brødrene Selvik AS, Sauda, Norway +++ Contractor Grunnsikring AS, Oslo, Norway +++ Engineering Sweco Norge AS, Oslo, Norway +++ Consulting Engineer Helge Berge, Norway

DSI Unit DSI AS, Skytta, NorwayDSI Scope Supply, installation and tensioning of 21 DYWIDAG 19 Strand Anchors

� Hydro- & Marine Structures Norway | Europe

33

Repair by Helicopter: the Dalvatnet Dam in Norway

Norway’s west coast ischaracterized by a multitude of baysand fjords. In many places, steep rockfaces that leave no room for roadssurround the water landscapes in thisregion. The Dalvatnet Dam is alsosurrounded by steep mountains anddoes not have direct vehicle access.

The dam had to be repaired because it nolonger complied with modern requirements.The contractor came up with an unusualsolution in order to reach the dam without anyavailable road access. All of the materialsneeded were transported to the dam by afloat.

DSI also contributed to this exceptionalconstruction project. The 21 DYWIDAG 19Strand Anchors that were necessary for therepair work were transported to the end of theroad by truck and preassembled at thatlocation. However, the anchors could notsimply be transported to the dam by float,because strand anchors need to be installedvertically in dams and there was no craneavailable on the dam itself.

The solution to the problem was as innovativeas it was simple: the DYWIDAG StrandAnchors were flown to the dam one by one byhelicopter. Each of the anchors were hungvertically below the helicopter and thenindividually secured and brought into positionby the construction workers on the dam.

As soon as the anchors reached theirrespective end positions, they were releasedfrom the helicopter’s hooks and the helicopterreturned to transport the next anchor from theshore to the construction site. Once the flightmaneuver was finished, the grout pump andcement needed to inject the DYWIDAG StrandAnchors was transported to the constructionsite by float.

Thanks to the innovative special solutionproposed by the contractor and DSI, therepair work was carried out quickly andefficiently.

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I N F OClient Local authorities of Valencia, Spain +++ General Contractor Vías y construcciones, S.A., Madrid, Spain +++ Consulting Engineers CMD, Valencia, Spain

DSI Unit DYWIDAG Sistemas Constructivos S.A., Madrid, SpainDSC Scope Supply and installation of 34 type DG-31, DG-37 and DG-55 DYNA Grip® Stay Cables with a total strand weight of 115t

Europe | Spain � Bridges

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DSC Supplies Stay Cable Systems for Spain’s FirstEnvironmentally Friendly Bridge

The cities of Manises and Paternanear Valencia, Spain, are linked by anunusual new bridge: a stay cablebridge that uses the materials of itspredecessor.

According to experts, up to 1,250 m³ ofconcrete were taken from the beams of theold bridge structure, reprocessed and used forthe new bridge. The recycled materials wereused for the construction of the new bridgedeck and for the driving surface of the 1kmlong new communication road.

The new bridge has a total length of 145m, amain span of 92m and a width of 22.4m. It isthus considerably wider than its 9m widepredecessor and offers room for one lane per

driving direction as well as a pedestriancrossing and a new bicycle lane.

In addition, the connection between the citiesof Manises and Paterna has been improved bythe addition of a new bus line across thebridge. The stay cable bridge leads to a newlyconstructed roundabout and can now be usedby approximately 14,000 vehicles per dayinstead of the previous 11,500. With its heightof 35m, the new bridge is 4m higher than theold connection between Manises and Paterna.

DYWIDAG Sistemas Constructivos S.A.supplied and installed the 34 stay cables onthe bridge. In total, 16 type DG-55, 6 type DG-37 and 12 type DG-31 DYNA Grip®

Stay Cables with a total strand weight of 115t were used for the bridge.

The stay cables are arranged in two planes withthe longest cables being 80m in length. Thestrand used is galvanized, waxed and PE coated.The strands run inside a white duct that is fittedwith an external PE helix.

The installation of the stay cables started onNovember 13th, 2008 and was successfullycompleted on December 27th, 2008, after aninstallation period of only 6 weeks. A secondstressing operation was carried out at the end ofJanuary 2009, and work was completed in March2009 to the satisfaction of all parties involved.

I N F OOwner Administration for Rail Infrastructure ADIF (Administrador de Infraestructuras Ferroviarias), Spain; Ministry of Advancement (Ministerio de Fomento), Spain; Spanish Government (Gobierno de España), Spain +++ General Contractor Ave Trinidad Joint Venture,Barcelona, Spain +++ Contractor Copasa/Isolux Corsán Corviam/Vias, Madrid, Spain +++ Subcontractor Keller Terra, S.L., Madrid,Spain +++ Engineers Idom Engineering, Madrid, Spain +++ Consulting Engineers D. Pascual García, Spain

DSI Unit DYWIDAG Sistemas Constructivos S.A., Madrid, SpainDSC Scope Supply of 65 types 15 and 18 x 0,6" SBMA Strand Anchors, supply of anchor heads and tensioning equipment

� Excavation Spain | Europe

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Special Anchorages used for New High-Speed-Linebetween Spain and France

Rail trips between Spain andFrance will be considerably morepleasant and faster in the future: anew high-speed-line is being builtbetween Madrid, Barcelona and theFrench border. The project is beingsupported by the European CohesionFund, which encourages theconsolidation of Europe by means oftrans-European road-rail networks.

The 4.75km long Nudo de la Trinidad-Montcada between Barcelona and the city ofMontcada, north of Barcelona, is one of thesections of this new route. The sectionincludes a 3.7km long tunnel, a 2.9km longsection of which is being excavated using aspecial Tunnel Boring Machine (TBM) with anexterior diameter of 11.3m.

Before tunnel advancement, a starter shafthad to be excavated for the modern TBM. Thestarter shaft consists of an excavation pit withtwo lateral retaining walls that have to bestabilized by temporary strand anchors orstruts. Since struts would have obstructed theadvancement of the TBM, the engineersdecided to use strand anchors for stabilizingthe walls.

Keller Terra, a member of the Terratest group,the market leader for drilling technology inSpain, offered special SBMA (Single BoreMultiple Anchors) Anchorages as the solutionto the problem. The system, which wasdeveloped and patented by Tony Barley,consists of anchorages in varying lengths thatare combined to form a single anchor in oneborehole. Each of the anchorages has a shortbond length, in contrast to traditionalanchorages with long bond lengths.

Because the anchors are staggered, load transfer can be optimized along theentire grout body length.

DYWIDAG Sistemas Constructivos S.A. (DSC)is the only producer of this anchor type inSpain. DSC supplied a total of 65 SBMAStrand Anchorages types 15 and 18x0,6" <that were produced in a technicallymeticulous production process. In addition tothe special anchorages, DSC also providedthe anchor heads and necessary tensioningequipment for this project.

I N F OGeneral Contractor Situart, Barcelona, Spain +++ Contractor Cimar obras y cimentaciones especiales, S.L., Pamplona, Spain +++Consulting Situart, Barcelona, Spain +++ Engineering Ingeconstruc, Rubí, Spain +++ Consulting Engineer Eduard Cama

DSI Unit DYWIDAG Sistemas Constructivos S.A., Madrid, SpainDSC Scope Supply of approximately 3.300 m DYWIDAG Ductile Iron Piles and accessories; technical assistance

Europe | Spain � Commercial Buildings

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DYWIDAG Ductile Iron Piles used for the First Time in Spain

For the first time in Spain, theductile iron pile system was used forthe foundation of a commercialbuilding in the Catalan town of Abrerain northeastern Spain, replacingdrilled piles in the original design. Thecontractor, Cimar S.L., decided to useductile iron piles because they wereless expensive and faster to install.

The DYWIDAG Ductile Iron Pile System usesspecial joints to link individual high strengthductile cast iron piles. These joints permitboth a quick connection and a high degree ofstiffness. The piles are installed in quicksuccession using a hydraulic hammer.Because the piles are manufactured fromspheroidal graphite cast iron, the system isexceptionally strong and offers superiordurability over conventional steel piles.

Additional compressive strength is providedby concreting or grouting the borehole, tocreate a friction bond with the pile.

Ductile iron piles can either be installed asend-bearing piles, which means that they aredry driven and concreted afterwards, or asskin friction piles, with driving and groutingbeing executed simultaneously. Thus, DuctileIron Piles can be adjusted to a wide range ofdifferent ground conditions.

The piles were driven in two different ways forthe new building in Abrera. In the first case,the excavations for the piles already existedand the piles were driven into the boreholes.Subsequently, over lengths were cut andanchor plates were assembled. In the secondcase, the piles were driven into the groundand excavation around the piles was carriedout afterwards.

In total, approximately 3,300m of type 118/7.5and 118/9.0 DYWIDAG Ductile Iron Piles wereinstalled and grouted to accommodateadditional loads. After driving all of the piles,DSC carried out load tests to determine theskin friction load of the piles. The results werevery satisfactory: the friction force alone wasenough to support the required load. Inaddition, some of the piles were excavated totest the results of the grouting operation.These tests were also very successful.

The general contractor was very satisfiedbecause construction work was carried outquickly and efficiently.

Excavated piles

Excavation for ductile iron piles

Traction test

I N F OOwner Municipal Company for Residence and Real Estate EMVS, Madrid, Spain +++ General Contractor Ploder Uicesa, Madrid, Spain +++ Contractor Ploder Uicesa, Madrid, Spain +++ Architects Francisco Ortiz/ Lucia Esteban, Madrid, Spain +++Consulting Engineers Calter, Madrid, Spain

DSI Unit DYWIDAG Sistemas Constructivos S.A., Madrid, SpainDSC Scope Supply and installation of 28t of DYWIDAG Monostrand Tendons and 3,000 anchorages; technical assistance

� Commercial Buildings Spain | Europe

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More Living Space with DSI: Modern Housing Development in Madrid

A few years ago, constructionstarted on a modern residential estatein the south-east of Madrid’s urbanarea: the Ensanche de Vallecas(literally: enlargement of Vallecas). On an area of approximately 7 millionm², the new residential area willprovide space for 25,000 apartments aswell as for sports and shoppingcenters.

Some of the new apartments are targeted forresidents aged 35 or younger. Since livingspace in Madrid’s center is often too expensivefor these citizens, they frequently depend ontheir parents’ apartments.

DYWIDAG Sistemas Constructivos S.A. (DSC)participated in the construction of one of thesenew apartment buildings. The seven storeybuilding is one of the signature projects of thearchitects Francisco Ortiz and Lucia Esteban.

The building required the use of post-tensionedflat slabs. DSC designed the slabs for thebuilding floors with a minimum averagethickness of 20cm and a total surface of6,000m² and also supplied the necessaryDYWIDAG Monostrand Tendons. A total of 28tof monostrand and 3,000 anchorages wereinstalled in an area of 1,400m². ExperiencedDSC employees supervised the installation andpost-tensioning of the tendons.

Construction began in December 2007 and wasfinished in March 2008. As all of the tendonswere supplied directly on site preassembledfrom DSC’s warehouse in Madrid, post-tensioning could be carried out successfullywithin the time frame that had been agreedupon.

Europe | Turkey � Bridges

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Record Spans with Prestressed Concrete in Turkey: DSI Group at Work on a Bridge Construction Project

The 715km long Black Sea CoastRoad is part of the 2nd importantconnection between Asia and Europe.It leads along the coast of the BlackSea through Turkey and will be one ofthe relevant parts of the road networkconnecting Bulgaria, Turkey and theCaucasian countries.

Recently, traffic volumes have increasedsteadily on this important transit route.Consequently, the Black Sea Coastal Road isnow being upgraded to a dual 4 lanecarriageway. Highway construction isparticularly difficult along the middle andeastern Turkish Black Sea coast because theBlack Sea Mountains extend directly to thecoast and the whole area is characterized by a steep topographical structure.

A section of the Black Sea Dual Carriagewayis being designed as a viaduct in order toavoid the problem of the mountainoustopography in this region. DSI GroupHeadquarter Operations and two DSIlicensees, the Turkish company DIVIGER YapiTeknoloji A.S. and DYWITECH Co. Ltd, areinvolved in the realization of this project.

The bridge is being built between the city ofGiresun and the town of Espiye by theContractor GÜRIS-METIS JV. Whencompleted, the viaduct with its main span of165m will be the longest box-section bridge inTurkey. The Viaduct is 330m long and consistsof two individual bridges with spans in lengthsof 82.5 + 165 + 82.5m each.

The superstructure of each bridge,constructed using the free cantilever method,consists of two 330m long hollow box girderseach supported by two piers. Both bridgedecks are approximately 14.5m wide, and thesuperstructure of each bridge weighs 12,000t.

I N F OOwner TCK – Turkish Highway Authority, Turkey +++ General Contractor GÜRIS-METIS JV., Turkey +++ Engineers YÜKSEL PROJE, Ankara, Turkey

DSI Units DSI Group Headquarter OperationsDSI licensees DIVIGER Yapi Teknoloji A.S. and DYWITECH Co. Ltd DSI Scope Supply and operation of two pairs of DYWIDAG form travelers, supply and installation of 744 DYWIDAG Post-Tensioning Tendons and equipment

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The maximum section depth of the single-cellbox girder superstructures is 8.25m at the piertable and decreases to 3.5m at mid-span.

Two pairs of newly developed form travelersare used to construct both parallel box girderssimultaneously. The form travelers wereproduced by DYWITECH and installed andoperated by DIVIGER. The form travelers aredesigned for a maximum concreting length of5m per segment.

DSI Group Headquarter Operations supplied atotal of 744 ETA conform DYWIDAG Post-Tensioning Tendons type MA 6819 as well asDYWIDAG Post-Tensioning equipment. ThePost-Tensioning system is installed, stressedand grouted by DIVIGER.

Europe | United Kingdom � Bridges

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Demolition of Mossband Viaduct, Carlisle

Since the mid 1990’s, the maintrunk road on the west coast ofEngland for drivers heading toScotland has been the M6 motorway.However, the motorway ends atJunction 44 near Carlisle, and a 9kmstretch of the A74 dual highwaycontinues before reaching the A74(M)just inside the border at Guards Millnear Gretna Green. In 2005, workstarted on a contract known as theM6 Extension to uprate the old A74and provide drivers with a continuous640km of motorway stretching fromDover to Scotland.

The old A74 was built in the 1970’s and whilethe roadways could be widened andrealigned, the old concrete viaduct thatcarried the road over the West Coast MainLine railway had a history of corrosion in itspost-tensioned tendons and could not beincorporated into the new scheme. It wasredundant and demolition was the onlyanswer.

The design of the old viaduct consisted of anumber of 45.00m long x 10.30m wide decksections, each weighing approximately 1000t.With an actual span of only 33.52m andconstructed with suspended span bearings,clearly a novel approach was needed todemolish this aging structure, particularly

because it was located both adjacent to andcrossing over a live railway line. The maincontractor, Carillion, decided to use a pair ofSelf Propelled Modular Transporters,(SPMT’s), to lift the deck sections andtransport them approximately 20m sidewayswhere they would be positioned ontotemporary supports. From here, the SPMT’swould be removed and the sections wouldsubsequently be lowered to the groundhydraulically before demolition.

However, from a temporary construction point of view, the bridge decks were notdesigned to be supported on the 19.0m spaneffectively dictated by the SPMT’s and anadditional and substantial amount of external

I N F OClient Highways Agency, Great Britain +++ Contractor Carillion Construction Ltd, Wolverhampton, Great Britain +++ Consulting Engineer Capita Symonds, Carlisle, Great Britain

DSI Unit DSI UK, Warwickshire, Great BritainDSI UK Scope Supply, installation and destressing of 47mm � St 950/1050 DYWIDAG Bar Tendons in lengths of 36.0m each

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post-tensioning was required on the top deckto keep the structure stable during handling.To meet this requirement, the main contractordesigned and specified 84 type 12 x 47mm �St 950/1050 tendons, each 36.0m long,installed on six of the bridge decks. Newconcrete restraint blocks 0.6m deep x 1.5mwide x 5.5m long were cast on top of theexisting deck and the tendons passed throughducts at 300mm centres and 300mm abovethe existing deck.

Tendon InstallationSpecial timbers cut to the right depth werelaid across the deck to both support the barsand aid their assembly prior to stressing.Despite their 170kg weight, the 12.0m longbars were easily slid into position and fedthrough the ducts. However, to avoid rotatingthe heavy bars during coupling, the techniqueadopted was to fully thread a coupler ontoone bar, align the other bar using a simpleguide to maintain the correct pitch and thenscrew the coupler back over the two bars. Setscrews in the coupler were used to ensure itwas retained in its correct position andadditionally the bars were pre-marked to showthe correct coupler engagement and give

DSI’s technicians an accurate and permanentvisual reminder that the joint had beenassembled correctly.

Tendon StressingStressing was carried out in a specifiedsequence of 50%, 75% and 100% of workingload before all the bars were locked-offtypically between 570kN - 713kN, dependingon the span. In order to keep the load in thedeck balanced at all times, 4 x 1100kNstressing jacks were utilized in conjunctionwith a 4 way hydraulic manifold and a petrolpowered hydraulic pump unit. The deck wassurveyed continuously at the restraint blocksduring the stressing operation and an increasein height of 2mm was recorded – exactly aspredicted.

Tendon DestressingThe individual bridge decks weresubsequently lifted by the SMPT’s andtransported and stored on a speciallyconstructed concrete apron adjacent to therailway line. Following lowering of the decksto ground level, DSI’s technicians wererecalled to site to destress the DYWIDAG Barsin reverse order using the same equipmentand technique as was used during thestressing operations. From here, theredundant bridge decks were demolishedusing a variety of techniques and removedfrom site.

DSI UK Technical Department had a longinvolvement with Carillion from the on-set andbecause of the specialist nature of the work,they were invited to install, stress andsubsequently destress these tendons, allmeeting the very tight and demandingprogramme.

I N F OOwner Bahrain Financial Harbour Holding Company B.S.C., Manama, Bahrain +++ General Contractor Ahmed Mansoor Al A’ali, Manama, Bahrain

DSI Unit DSI Group Headquarter Operations, Munich, GermanyDSI Scope Supply of 336t of type 15.7mm � St 1670/1860 strand, 200 MA Anchorages, 8,400m of HDPE Sheathing and accessories;supervision of installation on site

Middle East | Bahrain � Bridges

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DSI connects: Bridge Construction in Bahrain Financial Harbour

The Kingdom of Bahrain is anarchipelago consisting of 33 islands inthe Arabian Gulf. Due to its locationalong major Arabian and internationaltrade routes, the country has beenand continues to be an importanteconomic and financial location.

A major project is now being realized in thecapital of Manama that will greatly enhancethe country’s economic attractiveness:Bahrain Financial Harbour (BFH). A newdistrict with a total size of 380,000 m² will bebuilt on the northern coast of the main islandof Bahrain. This project will concentrate thefinancial sector, currently spread all over thecity, within a single district.

BFH is relatively close to both the city centerand the Bahrain International Airport.Bahrain’s tallest towers, the 53-storiedHarbour Towers, will be built at this location.Harbour Mall, a shopping mall and servicecenter with a total surface area of 74,000m²,will also be constructed as an integral part ofthe new district.

Within the new financial center, a modernstreet and bridge network will allow a quickand easy connection between the district itselfand the main island. DSI supplied DYWIDAGPost-Tensioning Systems for four of thesebridges.

Three of the bridges are designed as singlespan girders with spans of 35 and 37m. Thefourth bridge has three spans with spanlengths of 39, 65 and 39m. All of the bridgeswere built on false work.

On the whole, DSI supplied 336t of type15.7mm Ø St 1670/1860 Strand. Bridgeconstruction also required a total of 200 Type6837 MA Anchorages as well as 8,400m ofHDPE Sheathing and various accessories.Furthermore, DSI provided the shop drawingsand stressing records. The contractor installedthe post-tensioning system, and DSI sent anexperienced supervisor who carried out thestressing and grouting of the tendons.

Bernd Krohn (left) and Site Manager Atul Vij

I N F OOwner Federal Ministry of Transportation Nigeria, Lagos, Nigeria +++ General Contractor Borini Prono & Company Nigeria Ltd., Apapa - Lagos, Nigeria

DSI Unit DYWIT S.P.A., Milan, Italy DYWIT Scope Supply of approx. 1t of type 36 WR DYWIDAG Tendons including accessories as well as approx. 1.5t of 28mm �GEWI® Bars including accessories; supply of a 110 Mp tensioning jack and a type 77-159 pump

� Structural Repair Solutions Nigeria | Africa

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Longest Bridge in Africa Strengthened using GEWI® BarsThird Mainland Bridge, Lagos, Nigeria

According to historical sources,settlement on Lagos Island started asearly as the 14th century. In moderntimes, the natural port basincontinues to be an excellent startingpoint for trade and traffic. Situated atthe gulf of Guinea, Lagos has becomeNigeria’s largest city. During the 20thcentury, the metropolitan areaextended from the island onto themainland and onto other islands.

Today, approximately 11.6 million inhabitantslive in and around Lagos, and many of themdrive into the city center each day to go towork. Lagos Island is connected to themainland and the international airport by threebridges. The longest of these bridges is theThird Mainland Bridge, which was built in twophases: the 1st phase was opened to traffic in1980, and the 2nd phase was opened totraffic in 1991. The 11.8km long bridge is notonly the longest bridge in Nigeria, but also thelongest bridge in Africa. DYWIDAG Post-Tensioning Systems were used at the time the1st phase of the bridge was constructed.

The greatly increased traffic on the bridge haslead to the deterioration of the steel parts ofthe sliding hinges at the cantilever ends andto vibrations in the bridge deck ends that wereclearly detectable during the last few years.

The condition of four expansion joints provedto be especially critical. For the repair work,the tarmac and concrete of the facingcantilever ends were removed by hydrodemolition using high-pressure water, thusavoiding additional damaging vibrations to thebridge.

To repair the four expansion joints of the Third Mainland Bridge, DYWIT supplied

approximately 1t of type 36 WR DYWIDAGPost-Tensioning Tendons includingaccessories as well as approximately 1.5t of28mm diameter GEWI® Bars and accessories.The latter were partly used as a replacementfor similar GEWI® Bars that had been removedduring the demolition of the cantilever ends.

New DYWIDAG Post-Tensioning Tendonswere installed for transverse reinforcement ofthe cantilever ends where the original tendonswere removed. These tendons, as originallydesigned, serve to stabilize the bridge toaccommodate the increasing traffic load thathas become much higher than was plannedwhen the bridge was built.

DYWIT also supplied a 110 Mp tensioningjack as well as a type 77-159 hydraulic pump.

The simple handling of the easy to install,high-quality DYWIDAG Post-TensioningSystems also helped to limit trafficobstructions caused by the unilateral blockingof the bridge during repair works to merelytwo months.

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Africa | Benin � Bridges

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Bridges in Africa constructed using DYWIDAG Strand Tendons

Steinmetz Flyover, Cotonou, Benin

Several rivers along the tropicalcoast of the western African state ofBenin exit to the sea by forminglagoons. Cotonou, a city that hasgrown to become the largest in Benin,is also divided by a lagoon. Cotonoufeatures the country’s largest harbourand is the economic center of Benin

as well as the country’s seat ofgovernment. The city’s strong growthhas resulted in a considerableincrease in traffic volume on eachside of the lagoon. Additionally, themain route along the western Africancoast also leads through Cotonou. Inorder to cope with the increase intraffic volume, three new bridges werebuilt over the lagoon’s outflowchannel into the sea.

All of the traffic that crossed the lagoon viathe Konrad Adenauer Bridge, a four lanebridge structure completed in 2004, in thepast was directed to the Steinmetzroundabout at the western end of the bridge.Because one of Cotonou’s main roads alsoconnects to this roundabout, lengthy trafficobstructions occurred on a daily basis. Thesetraffic jams have now been eliminated by theconstruction of an overpass over theSteinmetz roundabout. Now, traffic flows

I N F OOwner Ministère délégué auprés du président de la république, chargé des transports et des travaux publics +++ General Contractor DYWIDAG International GmbH, Munich, Germany +++ Engineers ISP Scholz, Munich / Büchting + Streit GmbH,Munich, Germany +++ Consulting RRI Rhein Ruhr International GmbH, Dortmund, Germany

DSI Unit HQ Operations, Munich, GermanyDSI Scope Supply of 162 15 x 15, 24 mm DYWIDAG Post-Tensioning Strand Tendons; technical assistance during installation; rental of equipment

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across town much more fluently. In addition,this important traffic junction has now becomeconsiderably safer for all road users.

The inner-city bridge designed to alleviate theSteinmetz roundabout congestion is 180mlong. The access ramps to both sides of thebridge measure 50 and 120m in length andare 15m wide. The bridge accommodates onelane for vehicles as well as a special lane fortwo-wheelers and a narrow sidewalk into eachdirection. In order to eliminate the trafficobstruction as quickly as possible, a shortconstruction time was paramount. That is whythe bridge was constructed using theprestressed concrete method.

First of all, the contractor, DYWIDAGInternational GmbH, concreted the pierstogether with the crossbeams. After thecompletion of all of the piers, concretingbegan for the 9 bridge spans in lengths of20m each using false work. In order toachieve the required structural capacity of thebridge, 18 DYWIDAG strand tendons with onetype MA-A 6815 stressing anchor and onetype MA-B 6815 fixed anchor each wereinstalled per superstructure segment. Thestrands were inserted into the ducts beforeconcreting. Afterwards, the concrete for thesuperstructure segment was cast, and oncethe required concrete strength was achieved,the tendons were stressed using a HOZ 5,400bundle jack. Finally, the ducts were injectedwith cement grout to achieve bondingbetween the strands and the superstructureand to protect the tendons against corrosion.

DSI delivered DYWIDAG Post-TensioningSystems for this important inner-city bridge.The new Steinmetz traffic hub was opened totraffic at the end of 2008 following a festiveceremony at which both Benin’s president andthe German ambassador were present.

America | Brazil � Bridges

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Stay Cable Footbridge Stabilized using DYWIDAG BarsNew Connection between Railway Station and City: the Miguel Reale-Bridge in São Paulo

With its more than 19 millioninhabitants, São Paulo is the largestindustrial metropolis in Latin Americaand the most populous city in thesouthern hemisphere. This explainsits enormous traffic volume: onaverage, three million cars use thecity’s main roads every day.

Since the heavily travelled multi-lane roadsalso constitute a problem for pedestrians, theCompanhia Paulista de Trens Metropolitanos(CPTM) decided to build a new footbridge toimprove public safety. The new bridge wasdesigned as a single pylon stay cable bridgeleading over the multi-lane road CidadeJardim, one of São Paulo’s main arteries.

The bridge considerably facilitates thepassage for the five thousand people whohave to get from Cidade Jardim Station to theoffices, restaurants or commercial facilities onthe other side of the street each day. Thebridge’s aesthetically pleasing design as wellas the redesign of green space near thestructure has considerably improved thecityscape around Cidade Jardim Station.

The superstructure crosses Cidade JardimRoad at a height of 6.00m so that the streetbelow can be used without any restrictions byheavy duty vehicles. In addition, the bridgehas handrails in two different heights and awheelchair-friendly elevator to meet the needsof the disabled.

Protendidos DYWIDAG supplied more than800m of St 85/105 DYWIDAG bars for the

I N F OOwner Companhia Paulista de Trens Metropolitanos (CPTM), São Paulo, Brazil +++ General Contractor JZ Engenharia, São Paulo,Brazil +++ Engineers Alusteel Engenharia, São João da Boa Vista, Brazil

DSI Unit Protendidos DYWIDAG, São Paulo, BrazilProtendidos DYWIDAG Scope Supply of 800m of St 85/105 � 32mm DYWIDAG Bars

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construction of the Miguel Reale Bridge. The32mm � bars were used as stay cablesduring bridge construction and were anchoredindividually at the pylon as well as centrally onthe driving surface. The lengths of theindividual stay cables vary between 23.20mand 53.50m.

The Miguel Reale Bridge was inaugurated inSão Paulo on July 26th, 2007 in the presenceof the São Paulo State Minister ofTransportation, Jose Luiz Portella, theGovernor Jose Serra and the chairman of theowner CPTM.

I N F OOwner Companhia do Metropolitano de São Paulo, São Paulo, Brazil +++ General Contractor Via Amarela Joint Venture, São Paulo, Brazil

DSI Unit Protendidos DYWIDAG Ltda., São Paulo, BrazilProtendidos DYWIDAG Scope Supply of 3,220m of DYWIDAG THREADBAR®, Supply of 600m of GEWI® Bars; rental of equipment;technical assistance

America | Brazil � Commercial Buildings

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Transportation Efficiency Improvements with ProtendidosDYWIDAG: Extension of São Paulo Subway System

Traffic congestion and airpollution are a daily occurrence in SãoPaulo, a city where the vehiclepopulation has more than tripledsince 1975. Today, there areapproximately five million cars andtrucks traveling the city roads eachday. In addition, approximately 15,000 buses with high levels ofemission worsen the city’s trafficburden.

The city’s subway system, Metrô, which wasopened in 1974, has a total length of 61.3 kilometers and consists of 4 lines. As it istoday, the subway system can only transporta relatively limited number of passengers andas a result, many people have to rely on thecity’s bus system and are therefore alsodependent on the congested streets in themetropolitan area.

That is why the owner of Metrô, Companhiado Metropolitano de São Paulo, has decidedto considerably expand the subway routenetwork. Line 5 is to be extended and a newairport express line is to be built. In addition,the route network is to be extended as awhole and completed by adding a new line.This new line, Line 4, is the first infrastructureproject in Brazil to be carried out by Public-Private-Partnership.

As a specialist supplier of Post-TensioningSystems, Protendidos DYWIDAG is supplyingDYWIDAG Post-Tensioning Systems in severalSubway stations on Line 4. At Higienópolis-Mackenzie Station, the Consolata Buildingmust be repaired and strengthened in ordernot to endanger the subway tunnel below. Forthis purpose, Protendidos DYWIDAG issupplying approximately 220m of 32mm �

St 85/105 DYWIDAG THREADBAR®. Inaddition, the company rents tensioning jacksand offers training in which the responsibleworkers learn how to install DYWIDAGTHREADBAR® correctly.

Approximately 3,000m of 32 mm � St 85/105DYWIDAG THREADBAR® will be supplied forRepública Station. The Post-TensioningSystems are used for stabilizing the loadbearing pillars and beams for the subwaypath. 600m of 32mm � St 50/55 GEWI® Bars

will be supplied for Morumbi Station. Thesewill be used to anchor a retaining wall. For theextension of Line 2, Protendidos DYWIDAGalso supplies DYWIDAG THREADBAR® thatwill be used to stabilize a concrete slab in themiddle of Ipiranga Station.

Protendidos DYWIDAG is proud to becontributing to this major project in São Paulo.

I N F OOwner City of Guarulhos, Guarulhos, Brazil +++ General Contractor Construções e Comércio Camargo Corrêa S.A., São Paulo, Brazil

DSI Unit Protendidos DYWIDAG Ltda., São Paulo, BrazilProtendidos DYWIDAG Scope Supply of 400m of � 32mm DYWIDAG THREADBAR®

� Bridges Brazil | America

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New Stay Cable Bridge in the Metropolitan Area of São Paulo Improves Local Infrastructure

The city of Guarulhos borders SãoPaulo to the northeast. Withapproximately 1.3 Million inhabitants,it is part of the metropolitan area ofSão Paulo. It is also the location ofSão Paulo International Airport, thelargest airport in Latin America.

Many of the country’s main highways runthrough Guarulhos. The Dutra Interstate, oneof Brazil’s main highways, linking São Pauloand Rio de Janeiro, is a principal componentof the highway network passing throughGuarulhos. Since the existing feeder roads forDutra Interstate were no longer able to copewith the high traffic load in Guarulhos, the citydecided to improve the traffic flow by building a new feeder road.

The new highway exit will connect PauloFaccini Road with Presidente Dutra Highwayvia a bridge, thus providing relief for citytraffic. The new bridge is 170m long, with amain span of 96m. The bridge is designed asa stay cable bridge and is erected using thefree cantilever method. The structure’s onlypylon has a height of 61m. The road surface is24m wide and will accommodate two trafficlanes into each direction as well as twofootpaths and bike lanes.

The General Contractor Construções eComércio Camargo Corrêa S.A. awardedProtendidos DYWIDAG a contract to supply ofall of the DYWIDAG THREADBAR® Systemsnecessary for the stabilization of the bridge.Part of the Post-Tensioning Systems is usedfor stabilizing the foundation of a tower cranethat is used during pylon construction.Additional DYWIDAG bar tendons are neededfor temporarily post-tensioning the moveablecantilever formwork.

A total of 400m of 32mm diameter DYWIDAG THREADBAR® will be supplied by Protendidos DYWIDAG from their local factoryin Guarulhos.

Protendidos DYWIDAG is proud to have beenchosen as a specialist supplier of Post-Tensioning Systems for this project.

America | Brazil � Bridges

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DYWIDAG Bar Tendons stabilize Paraná Bridge

BR-158 Federal Highway runsthrough Brazil from North to South,linking several federal highways to thefederal state of São Paulo. Withapproximately 19 million inhabitants,the metropolitan area of São Paulo isthe most important economic andfinancial center of the country as wellas Latin America’s largest industrialagglomeration.

Until recently, people had to cross the ParanáRiver, the second longest river in SouthAmerica, by ferry to get from one part of thefederal highway to another and to reach the

I N F OOwner CESP/DNIT, Brazil +++ Contractor Construções e Comércio Camargo Corrêa, Brazil +++ Subcontractor/Execution ProtendeSistemas e Métodos, Brazil +++ Engineers Enescil Engenharia de Projetos, Brazil

DSI Unit Protendidos DYWIDAG Ltda., Sao Paulo, BrazilProtendidos DYWIDAG Scope Supply of approximately 13.000m of DYWIDAG Bar Tendons, 1,672 Post-Tensioning Anchorages and technical equipment

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province of São Paulo. As this ferry trip is verytime-consuming, a new bridge is now beingbuilt. The Paraná River Bridge will allow aquicker passage into the province of SãoPaulo, significantly improving the country’sinfrastructure.

The bridge structure, which has an overalllength of 1,700m, consists of a 200m long and18m wide main span with two side spans of100m each as well as 1,300m of approachstructures. The main bridge spans the ParanáRiver by virtue of a 400m long, two pylon staycable structure.

While the access bridges were built usingprecast segmental construction, the freecantilever method was chosen forconstructing the 400m long superstructuresegments on each side of the pylons. In thelatter case, reinforced concrete elements areused that are post-tensioned longitudinallywith double corrosion protected DYWIDAG St85/105, � 32mm THREADBAR®. The epoxycoated bar tendons were installed incorrugated sheathing and permanentlygrouted after tensioning.

DYWIDAG Bar Tendons were also used asreinforcement in both pylons and especially inthe upper part of the pylons for the installationof the stay cable anchorages. DYWIDAG Barswere also used to temporarily support theform travelers.

On the whole, Protendidos DYWIDAGsupplied approximately 13,000m of DYWIDAGBars, 1,672 anchorages as well as thetechnical equipment for installation and post-tensioning.

Protendidos DYWIDAG is pleased to havecontributed to the successful completion ofthis important infrastructure project.

I N F OOwner Fairmont Developments, Toronto, Canada +++ General Contractor Fairmont Developments, Toronto, Canada +++ Contractor Lower Mainland Steel, Vancouver, Canada +++ Architects James KM Cheng Architects Inc., Vancouver, Canada +++Consulting Engineers Jones Kwong Kishi, Vancouver, Canada

DSI Unit DSI Canada Ltd., Western Division, Surrey, CanadaDSI Scope Supply of unbonded DYWIDAG Monostrand Tendons; technical equipment

America | Canada � Commercial Buildings

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Rapid Construction Progress in Vancouver with DYWIDAG Post-Tensioning Systems

The Fairmont Pacific Rim project is centrallylocated on the waterfront in Coal Harbour.After its completion, this 48-story building willbe one of the most expensive residentialaddresses in Canada. Fairmont Pacific Rimhas a total area of approximately 93,000 m²and includes a hotel as well as parking, retailand residential space. The project features afive-star 22-floor hotel with 415 rooms andamenities, and 173 luxurious residentialcondos on the upper 26 floors.

For aesthic reasons, the building has relativelyfew interior columns. Fairmont Pacific Rim isscheduled to be completed in 2009 after 40 months of construction, just in time for the2010 Winter Olympics.

In order to have the structure completed intime, the majority of the post-tensioned slabshad to be constructed on a one week cycle.This was difficult because an average of 300 DYWIDAG Monostrand Tendons and7,600m of type 0.6" unbonded strand had tobe installed in each slab. The contractors allworked closely together, even using CAD filesto prevent delays.

Construction was also made difficult by theproject’s being located in the busy downtowncore next to the cruise ship terminal. Duringpeak periods, shipments could not bedelivered: the large transport trucks neededspecial traffic control to access the site andwould have caused considerable trafficcongestion.

The Canadian coastal city ofVancouver, BC is not only animportant sea port in the westernCanada, but is also known for its highquality of life. Especially in downtownVancouver, continuing constructionactivities prove the city’s popularity asa place to live and work.

I N F OOwner C&T Reinforcing, Calgary, Canada +++ General Contractor Clark Builders, Calgary, Canada +++ Architects HCI Architecture, Calgary, Canada +++ Consulting Engineers RJC Calgary, Calgary, Canada

DSI Unit DSI Canada Ltd., Western Division, Surrey, CanadaDSI Scope Supply of size 6x0,6" and 7x0,6” DYWIDAG Multistrand Post-Tensioning Systems and Monostrand Post-TensioningSystems; rental of equipment; installation supervision

� Commercial Buildings Canada | America

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Lightweight structures with DSI: Premiere for Post-Tensioning Systems in Calgary

Genco Place is a 14 storeybuilding located in the south ofCalgary. This structure originallybegan construction during the boomof the early 1980’s. Construction washalted due to financial reasons afteronly completing the parking garageand a ground level structure.However, the current building ownersrecently decided to complete thebuilding because office vacancieswere getting increasingly scarce inCalgary.

An extensive design analysis of the existingstructure and existing design drawings wasundertaken and it was concluded that theexisting foundations could support the newbuilding. However, post-tensioning would beessential in order to minimize the overallbuilding weight.

The consulting engineers selected areinforcing system with post-tensioned beamsand slabs. The beams use size 6x06" and7x0.6" DYWIDAG Multistrand BondedTendons. It was critical to post-tension theslabs in addition to the beams to keep thestructure weight within the limits the designengineer set. The slabs were reinforced usingBonded Monostrand Tendons. This system isnew to the Calgary area and as a resultreceived much attention.

All of the strands were protected with oil sogrouting could be delayed until the warmersummer months. As a precaution, some of thestrands in the first slab were investigated toconfirm corrosion was not taking place withinthe length of the tendon. Thanks to the highquality materials used, there was no trace ofrust or corrosion whatsoever.

DSI provided a full time supervisor during theinstallation of all post-tensioning systems.Qualified DSI employees ensured the qualityof materials used, schedule timely deliveriesand proper procedures and trained thecontractor’s personnel in post-tensioning. Thecontractor was pleased with all aspects of thepost-tensioning operations and has sinceawarded DSI several additional projects.

America | Canada � Commercial Buildings

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Oil Extraction using DSI Technology: Oilsands Project in Alberta, Canada

The city of Fort McMurray, in theCanadian province of Alberta, islocated in the Athabasca Oilsandsarea, at the center of the country’s oilproducing region. According to expertestimates, the province’s oilsandsdeposits cover approximately onefourth of Canada’s oil consumption.Oilsands are a mixture of bitumen,sand and water and for the most partare mined using the open pit miningmethod.

The oil producer Suncor, one of the largestCanadian companies in this market, iscurrently building a new upgrading facility. The Voyageur project will increase crude oilproduction by 200,000 barrels per day to550,000 barrels per day.

The facility consists of three coke drum pairs,the framework of which is supported on cast-in place concrete foundations. Due to theirlarge cross sections, the coker columns areheavily reinforced because they have to resistlarge forces during operation. Inside the cokerfacility, bitumen is split into its chemicalcomponents.

Because they are easy to splice duringinstallation, the engineer decided to useDYWIDAG bars as reinforcement for theconcrete structure and the foundations.Approximately 390t of 63mm � DYWIDAGbars with a yield strength of 552 MPa/80 ksiwere used for this project.

Due to the large diameter of the bars and theirhigh load bearing capacity, the total quantityof vertical reinforcement bars were reducedand the clear space between individualreinforcement bars was increased.Consequently, a congestion of reinforcementelements at the intersections was avoided.Thanks to the couplers, the DYWIDAG Barswere installed easily and quickly at theirrespective locations, and a complicatedthreading of the bars through the verticalreinforcement structure could be avoided.

What made the project challenging was the factthat the DYWIDAG Bars had to be preciselypositioned because the reinforcing steel cagesdid not have any allowance for adjustment oncecompleted. The exact positioning of theDYWIDAG Bars was necessary so that the barscould be connected to each other throughcouplers to link the completed cages.

The DYWIDAG Bars were anchored in the pilecap with plate end anchorages. All anchor plateswere combined into one anchor frame in order tofacilitate placement and stabilization of the barsduring the construction of the pile cap.

At the upper end of the columns, forces had to be transferred from the vertical columnreinforcement to the horizontal reinforcement of the slab.

I N F OOwner Suncor Energy Inc., Calgary, AB, Canada +++ Contractor A&H Steel, Edmonton, AB, Canada +++ Engineers Bantrel, Calgary, AB, Canada +++ Consulting engineers Bantrel, Calgary, AB, Canada

DSI Unit DSI Canada Ltd., Western Division, Surrey, CanadaDSI Scope Supply of � 63mm DYWIDAG Reinforcement Bars and of #8, � 25 mm DYWIDAG Reinforcement Bars including couplers and accessories

57

This is usually achieved by bending thereinforcement. However, the large diameter ofthe bars made bending them impractical.Consequently, a transfer frame was installedat the bottom of the top slab into which thelarge DYWIDAG bars were anchored withplate anchorages. In addition, four #8, 25mm� DYWIDAG Bars with a yield strength of 517MPa / 75 ksi were integrated into the frameconstruction for each 63mm bar. A total ofapproximately 40t of #8, 25mm � DYWIDAG Bars were supplied.These bars were extended up through theslab and bent to overlap with the horizontaltop slab reinforcement.

DSI Canada is pleased that DYWIDAGReinforcement Systems were used for thisunconventional project.

I N F OClient A&H Steel, Edmonton, Canada +++ General Contractor Ellis-Don Construction, Calgary, Canada +++ Consulting Engineers RJC Calgary, Calgary, Canada

DSI Unit DSI Canada Ltd., Eastern Division, Gormley, CanadaDSI Scope Supply of bonded DYWIDAG Post-Tensioning Systems; 658 type 9x0.6", 15x0.6" and 19x0.6" anchorages as well as 64,000m of corrosion protected strand; rental of equipment, on-site supervision of installation

America | Canada � Commercial Buildings

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DYWIDAG Post-Tensioning Systems stabilize Bankers Court Project, Calgary

Downtown Calgary, Canada,features two impressive skyscrapersrising in its very center: the BankersHall towers. A third building iscurrently being built as an addition tothe two high rise buildings, whichwere completed in 1989 and 2000respectively and are considered to beone of the city’s landmarks. TheBankers Court building will make theshopping center even more attractiveby diversifying the existing leisurefacilities. Bankers Court, with itsmodern design, will be directlyconnected to the towers’ shoppingfloors via an enclosed pedestrianbridge.

Since post-tensioned slabs are considerablythinner than conventional slabs, BankersCourt features especially large open spaceswith high ceilings. In addition, the selectedbonded system has excellent long-termcorrosion protection.

All in all, DSI supplied approximately 64,000mof strand as well as 658 type 9x0.6", 15x0.6"and 19x0.6" anchorages for Bankers CourtProject. The slabs were built using a bondedpost-tensioning system consisting of flat slabswith an integrated beam system underneath.Each beam includes a single 9x0.6"multistrand Post -Tensioning Tendon that isfully encased and grouted after stressing. Ateach end of the building, there are twoperpendicular beams that are post-tensionedwith type 15x0.6" bonded DYWIDAGMultistrand Tendons. Type 19x0.6" DYWIDAGTendons were installed into the roof slab dueto increased loads and the architectural shapeof the upper floors.

Since the building was constructed during thecold winter months, the strands were suppliedwith corrosion protection oil that allowedgrouting of the tendons many weeks after thestressing operation. This option permittedgrouting when the weather warmed up in thespring and saved having to heat the slab. Inaddition, the grouting could be doneindependently of the construction progress.Grouting of all of the DYWIDAG Tendons thatwere installed at Bankers Court wascompleted in only three separate operationsusing a special cement grout with thixotropicproperties and grouting multiple floors in asingle operation.

One of the challenges for this site was thelack of experienced crews for the tensioningwork. For this reason, DSI provided an onsitesupervisor to oversee every aspect of thepost-tensioning operation and coordinatedeliveries and schedules.

Work was also made difficult by the fact thatthe access road leading to the site had to beclosed completely for each delivery. Theresulting limited street usability in Calgary’sdowntown core and the lack of onsite storagemeant deliveries had to be coordinated withthe manufacturing plant just-in-time.

As a result of the excellent co-operation ofeveryone involved in this demanding projectand of the chosen materials and methods,construction was successfully completedaccording to the initial construction schedule.

I N F OClient RSL Joint Venture, Richmond, Canada +++ Owner Translink, Vancouver, Canada +++ Design, Construction and Operation InTransitBC, Vancouver, Canada

DSI Unit DSI Canada Ltd., Western Division, Surrey, CanadaDSI Scope Supply of 374 type 27x0,6", 2.294 type 19x0,6" and 421 type 12x0,6" anchorages and duct; rental of equipment

� Bridges Canada | America

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Efficient Transit Link in Vancouver: Construction of the Canada Line with DSI

The transportation corridorbetween the cities of Vancouver andRichmond is one of the four maincorridors of the region. Approximately20% of the population and a third ofthe jobs in Greater Vancouver arelocated in this area. In order tosignificantly improve traffic flow, anew rapid transit link is being built inVancouver: the Canada Line.

The Canada Line is a new Automated LightMetro System joining the VancouverInternational Airport (YVR), the suburb ofRichmond, and the Vancouver downtown coreand providing a fast link to the cruise shipterminals and the Convention Centre.

This large-scale project is approximately 19kmlong and consists of an elevated guideway,two bridges and an at-grade section at theairport. Furthermore, the project includes acut and cover tunnel and a bored tunnelsection under False Creek Harbor indowntown Vancouver. The Canada Line willinitially have 16 stations and is estimated tocarry 100,000 passengers per day. Publicoperation of the new transit link is scheduledto start in November 2009, just prior to theWinter Olympics.

DSI Canada West was awarded a contract tosupply the Multistrand Post-TensioningAnchorages and stressing equipment for theelevated guideway. The project called for 374 type 27x0.6", 2,294 type 19x0.6" and 421 type 12x0.6" complete anchor assemblies and associated stressingequipment. DSI also supplied the corrugatedgalvanized steel PT duct for the tendons.

The anchors and ducts were cast into 3m longprecast concrete segments. Due to the fast-track nature of the project, supply of theinitial anchors had to be carried out at a veryfast pace. The precast segments allowed forthe necessary flexibility in the span betweenthe columns. The precast segments weretrucked to site and installed using a moveablelaunching truss.

The tendons were installed on-site andstressed by the contractor, who employed twotrusses at separate locations to meet theconstruction schedule. Once a guidewaysection was completed and stressed, thelaunching truss was moved to the nextcolumn, allowing for less interruption to traffic.

Thanks to the excellent co-operation of allparties involved, and thanks to the high-quality systems used, all requirements weremet to the complete satisfaction of the owner.

I N F OOwner City of Red Deer, Canada +++ Contractor Cover-All Buildings, Calgary, Canada +++ Consulting Engineers J.R. Spronken & Associates, Calgary, Canada

DSI Unit DSI Canada Ltd., Western Division, Surrey, CanadaDSI Scope Supply and installation of 64t of DSI Monostrand Tendons

America | Canada � Commercial Buildings

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DSI Monostrand System Prevents Loss of Material

The Canadian city of Red Deer, animportant industrial location of theProvince of Alberta, is locatedbetween the cities of Calgary andEdmonton. As is common for theregion, the winters in Red Deer arevery cold, which especially affects thecity’s road network. Each year, largequantities of sand and de-icing saltsare used to free the city streets fromice and packed snow. Up to now,these materials were storedunprotected from the elements. Thisresulted in loss of material due toatmospheric exposure and inenvironmental problems caused byde-icing salts that contaminatedsurrounding soil.

Within the scope of a relocation program ofseveral civic service buildings, the City of RedDeer decided to build a covered storagefacility for sand and de-icing salts in April2007. By appropriately storing thesematerials, the city will save considerable costand protect the environment.

In order to achieve the main goal of preventingmaterial loss, the consulting engineers chosea post-tensioned slab-on-grade structure thatwould result in a monolithic slab with nocracks. With a length of about 78m, a width of38m and a thickness of 0.355m, the slab isvery large.

Since the slab needs to hold a lot of weightand support loading and moving equipment, atremendous amount of post-tensioning isrequired. All in all, DSI supplied 58,000m (64t)of 0.6" Extruded Monostrand and 2,160special Monostrand Anchorages. Other thanslab edge reinforcing, there is no rebarinstalled in the slab. To compensate for

temperature shrinkage, the strands, whichwere installed both transversely andlongitudinally, were stressed in a stagedpattern.

DSI supplied, installed and stressed all of thepost-tensioning materials. With winter quicklyapproaching, time was especially scarce.Consequently, materials had to be delivered tothe site quickly and the layout had to becompleted as soon as possible so concretecould be poured. Post-tensioning wassuccessfully completed within a mere 5 ½weeks from the date of receiving the order toproceed. Due to the tight schedule, all of thestrands were fabricated on site by pulling thestrand directly from the bulk packs.

Everything proceeded seamlessly, and thecontractor was able to pour the concrete oneweek earlier than originally scheduled. Thestructure was completed according toschedule to allow use during the comingwinter months.

I N F OOwner SaskPower, Regina, Canada +++ Contractor DSI Canada Ltd., Western Division, Surrey, Canada Subcontractor for anchorinstallation Beck Drilling and Environmental Services Ltd., Calgary,Canada +++ Engineering SaskPower, Regina, Canada

DSI Unit DSI Canada Ltd., Western Division, Surrey, CanadaDSI Scope Supply of 10 DYWIDAG Strand Anchors with 9 strands as test anchors and supply of the DYNA® Force Sensor System

� Hydro- & Marine Structures Canada | America

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DYNA® Force Project: Retrofitting of Boundary Dam in Canada

The Boundary Dam near Estevanin the Canadian province ofSaskatchewan was built in 1957. Thedam has a spillway that protects itfrom flooding. The spillway ensuresthat floodwater cannot run over thetop of the dam and damage thestructure.

The dam owner, SaskPower, has just startedretrofitting the spillway because the 50 year-old structure showed signs of frost heaving. Inaddition, it does not meet today’s probablemaximum flood requirements established bythe Canadian Dam Association. Furthermore,an investigation in 2006 found that inadequatejoint design and a drainage malfunction hadlead to undermining and to slab movements inthe spillway.

Work is made particularly difficult becauseconstruction may neither compromise thefunctioning of the spillway during high-waterperiods nor interrupt the cooling water supplyto a nearby power station.

The retrofitting of the dam will be carried outin phases and involves installing Post-Tensioned Strand Anchors in the spillwaychute and the stilling basin to enhance slopestability and resist uplift forces during eventualhigh water flow. The new spillway also needsto resist a potential swelling of the rock strataunderneath both the chute and the stillingbasin.

DSI executed a test program during the firstphase of the retrofit program in order todetermine the length and capacity of theresulting anchors. The test anchors wereinstalled in the western side of the spillway.Ten DYWIDAG Strand Anchors with 9 strands

(ASTM A416) and single corrosion protectionwere used as test anchors. The design loadper anchor was 910kN and the ultimate loadwas 2400kN. The anchor bond lengths werepost-grouted because the soil consists ofmudstone and siltstone.

Two of the test anchors with intentionally longbond lengths of 18m and unbonded lengths of20m and 24m were equipped with threeDYNA® Force Sensors placed on the bondedlength of the anchors. The sensors wereattached to the anchors at various depthsmeasured from the top of the bonded lengthat 0.2m, 6.2m and 12.2m.

The main purpose of the DYNA® ForceSensors was to determine how stress isdistributed throughout the anchor bond zonein these specific soil conditions. The tests alsoneeded to determine whether there was anypotential benefit to shortening the bondedlength below the limits recommended in thespecifications.

Readings during testing to 80% of theultimate load showed that the sensor at thetop of the bond zone matched the tensioningforce, the middle sensor indicated significantload reduction and the bottom sensorindicated zero loads.

Consequently, the results of the sensormeasurements confirmed that the entire1900kN load was transferred to the soil in lessthan the first half of the bonded length,resulting in anchor lengths designed with ashorter bond length. This is due to the factthat the shear strength of rock strata can bemobilized to sustain the entire test load,provided that the post grouting method iscarried out and that the hole size and drillingmethods are consistent with those employedduring the testing program.

Because of this test program, the owner issaving material, drilling and labor costs andwill be able to carry out construction workmuch faster as a result of the shorter bondlengths.

America | Canada � Commercial Buildings

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Innovative Roof Design for Modern Skating Oval in Canada with DYWIDAG Systems

The western Canadian city of Richmond inthe south of Vancouver is looking forward to the2010 Olympic Winter Games: the modern iceskating rink, Richmond Oval, was opened to thepublic in December 2008. The 2010 OlympicWinter Games’ long track speed skating willtake place on the Oval’s 400m long skatingtrack.

The 32,000m² Richmond Oval will accommodate 8,000 visitors during the 2010 games. After the Olympics,the Richmond Oval will be converted to house multi-purpose areas for other forms of sport. The Oval willbe used as a sports and wellness center both before andafter the Winter Games.

What is especially interesting about the Richmond Oval isits roof structure. The uniquely designed wooden roof iswave-shaped and features one of the longest spans inNorth America with an approximate surface area of26,300m². The blue tinged “beetle wood” of BritishColumbia’s mountain pine beetle ravaged forests wasdeliberately chosen for the Richmond Oval’s roof toshowcase this unique British Columbian product to theworld.

Working with wood on such a large scale introducesspecial problems not encountered in smaller woodstructures. The designers solved these problems byincluding steel elements along with the wood. The problem of maintaining the curve in each of the roof’sunique wave-shaped panels was solved by usingDYWIDAG THREADBAR®.

I N F OOwner City of Richmond , Richmond, Canada +++ General Contractor Dominion Fairmile Construction Ltd., Vancouver, Canada +++Architect Cannon Johnstone Architecture Inc, Victoria, Canada +++ Engineering (roof panels & building façade) Fast & Epp StructuralEngineers, Vancouver, Canada +++ Engineering (overall structure) Glotman Simpson Consulting Engineers, Vancouver, Canada +++Contractor (roof panels) StructureCraft Builders Inc., Delta, Canada +++ Subcontractor (galvanizing) Ebco Metal Finishing, Richmond, Canada

DSI Unit DSI Canada Ltd., Western Division, Surrey, CanadaDSI Scope Supply of over 1.300 galvanized � 19mm and 28mm DYWIDAG THREADBAR®; supply of accessories

63

Each panel of the roof is made of many small pieces ofwood assembled in a V-shaped length which is curvedalong its bottom edge. To maintain that curve, agalvanized bolt runs directly below the curve, tying theends of the panel together and maintaining the tension inthe segments. As a result, the DYWIDAG THREADBAR®

used for the roof are clearly on display as an integral partof the roof structure.

For the roof of the new skating oval, DSI supplied over1,300 galvanized 19mm 517/690 MPA, GR 75 (BST500/550) DYWIDAG THREADBAR®s with associatedhardware. In addition, 54 galvanized 28mm 517/690 MPA,GR 75 (BST 500/550) DYWIDAG THREADBAR® were used for the lobby roof.

Because of the visual prominence of the bolts in the roofdesign, couplers were not acceptable to the designer. Thismeant that the DYWIDAG THREADBAR® (average length = 13.1m) had to be supplied full length: a challengenot only for shipping, but also for galvanizing.

Because the longest locally available galvanizing kettlecould only accommodate lengths of up to 9.2m, all thebars had to be double dipped rather than just singledipped. Fortunately, full length threadability was notrequired for this project, and the galvanizer was skilledenough to double dip the 19mm DYWIDAG THREADBAR®

without bending them in the process.

All bars had to be individually tested for threadability atboth ends. In addition, there were over 204 uniquelyidentified bar lengths, each of which had to be individuallytagged in order to facilitate assembly at the contractor’sshop.

The contractor, StructureCraft, who had chosen DSIbecause of its specialized systems, was very satisfied withthe DYWIDAG Post-Tensioning Systems supplied.

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I N F OOwner Harbor East Parcel D, LLC, Baltimore, MD, USA +++ General Contractor Armada Hoffler Construction Company, Baltimore,MD, USA +++ Tieback Subcontractor Nicholson Construction Company, Bridgeville, PA, USA, a Solentanche-Bachy company +++Consulting Engineers Mueser Rutledge Consulting Engineers, New York, USA

DSI Unit DSI USA, BU Geotechnics, USADSI Scope Supply of 537 temporary DYWIDAG Strand Anchors with 9-26 strands in lengths of approximately 27 to 30m; supply of 65mm Gr 150 DYWIDAG bars and couplers; supply of approximately 272.800m of strands; rental of equipment

America | USA � Excavation

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Large-scale Project in Baltimore’s Inner Harbor: DSI stabilizes Excavation at Inland Port

The city of Baltimore, with apopulation of approximately 641,000,is the largest city in the state ofMaryland and one of the mostimportant seaports in the US. The cityis an important industrial andcommercial center as well as asignificant location for research anddevelopment in pharmaceutics andmedicine.

Due to its many historic buildings, Baltimorealso attracts numerous tourists. The InnerHarbor, the city’s inland port, is especiallypopular with visitors. The historic inner harborwas a working port from the 17th century up tothe mid 20th century. In the 1970’s, the harborarea was rediscovered as an economic andcultural center of the city, and new buildingswere constructed in the area.

Since then, an increasing number ofmuseums, shops, residential buildings,restaurants and hotels have emerged inBaltimore’s Inner Harbor. Constructionactivities continue to be strong – especially so in Harbor East.

DSI is making a significant contribution to oneof these projects: the construction of the highrise Four Seasons Hotel. Since the newbuilding is a mere 6m away from the portbasin, the bathtub-like excavation for the four-story parking garage, which is up to 18m deepin places, had to be stabilized by an 8,800m²tieback diaphragm wall. The excavation’sbathtub structure is supported laterally by theconcrete slabs that form the parking garagefloor.

DSI USA supplied a total of 537 temporaryDYWIDAG Strand Anchors with 9-26 strandseach in lengths of approximately 27 to 30m.

In addition, DSI USA also supplied 65mm Gr 150 DYWIDAG bars and couplers for 36 temporary micropiles in lengths of 20,5m.These micropiles were later removed betweenthe floors.

The work was made difficult by extremelydiffering soil conditions and high hydrostaticpressures. Due to the varying pressures, fourdifferent levels of tiebacks were used. Inaddition, DYWIDAG Strand Anchors wereadapted individually to meet expected levelsof pressure. In the lowest anchor row, strandanchors with up to 26 strands weresuccessfully installed and post-tensioned.

The completion of the new Four SeasonsHotel is planned for summer 2010.

I N F OGeneral Contractor Hayward Baker Inc., Alpharetta, GA, USA +++ Anchor Installer and Precast Pad Manufacturer Hayward BakerInc., Alpharetta, GA, USA +++ Retrofit Wall Engineer D’Apollonia, Monroeville, PA, USA

DSI Unit DSI USA, BU Geotechnics, Toughkenamon, PA, USADSI Scope Supply of 345 Permanent DYWIDAG Strand Anchors or 125,000m of strand and rental of stressing equipment; supply of eight DYNA® Force Sensors and supervision of measurements

� Slope Stabilization USA | America

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DYNA® Force Load Monitoring Sensor for Strand Tieback Retaining Wall

The Patton Creek shopping centerwas opened in 2004 in Hoover,Alabama. The center was built tosatisfy the increasing demand forshopping facilities in one of thefastest growing cities in Alabama.

Patton Creek mall, with approximately55,750m² of commercial space, has severalbuildings located near a very tall, steep slopethat ends at the Patton Creek shoreline. Theoriginal development stabilized the slope witha 500m long crib wall that is up to 15m tall.During recent years, field inspections andconsequent studies discovered that the wallwas showing signs of slow movement.

The experienced contractor Hayward Bakerwas hired to do engineering, generalconstruction, and subcontract work for adesign-build wall retrofit. The theoreticalfailure plane of the slope was far behind thewall face. The contractor decided that thebest method was to use very long (27m to65m) tiebacks, anchored 13m behind thetheoretical plane. 345 type 9x15.2mm strandanchors with double corrosion protection wereinstalled at different wall heights. They werestressed to 80% of strand ultimate strength or2,342kN and the anchor load was transferredthrough a bearing plate placed against verylarge precast concrete pads. This methodallowed the load to be spread over a largearea of the wall, preventing punching shear ofthe crib units. The anchorage wasencapsulated with a galvanized cover cap andfully cement grouted after installation.

Eight DYNA® Force elasto magnetic sensorswere installed at different wall locations on thestressing length of the eight anchors. Thesensor is placed and taped over one strandand the leading wire protruding from it is leftlong enough to be easily accessible for futurereadings. The sensors were used as anadditional load control during proof test andlock-off load transfer and will serve as thefuture anchor load monitoring system.Measurements taken during the test matchedthe equipment pressure gauge and, 4 hoursand 28 days later, showed that the anchorsand the wall behaved as expected.

The robust DYNA® Force Sensor can be easilyinstalled and also provides a reliable anchorload monitoring system.

America | USA � Special

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DYNA® Force - a Reliable Elasto-Magnetic Sensor for Force Measuring for Post-Tensioning Tendons andAnchors

On many occasions duringconstruction and the service life ofstructures, it is crucial to know theexact loads and forces in post-tensioning tendons and anchors.Although there are many methods tomeasure the tendon force, most ofthem are cumbersome, expensive andunreliable.

The DYNA® Force Sensor System is a newdevelopment that allows the quick and easymonitoring of load changes both duringperformance tests and during the entireservice life of tendons in any kind of structure.The DYNA® Force System can determine theload along the bonded length of anchors atany time so that anchorage lengths can beflexibly adapted to clients’ needs.

The DYNA® Force System uses a combinationof elasto magnetic technology (EM) and nondestructive testing (NDT) to directly measurethe interior stress level in prestressed strands,bars, post-tensioning tendons and anchors.The system is based on the principle that thepermeability of steel to a magnetic fieldchanges with the stress level in the steel. Thismeans that, by measuring the change in amagnetic field, the magnitude of the stress inthe steel element can be determined. With amonitoring accuracy of +/-1%, the DYNA®

Force Sensor permits a measurement ofactual forces which is very reliable.

The sensor system consists of a solenoidcomposed of a primary coil and a secondarycoil that are insulated from each other byplastic or other polymers and which worktogether to formalize the elastic, magneticcharacterization of the material. Pulsedcurrent passes through the primary coil, and

as copper wire or special steel alloys for thesensor’s shell steel cover can be used asrequired.

Furthermore, the system has a temperaturecompensating function in order to avoidperturbations due to variations in ambienttemperature. The calibration process alsotakes into account the altered characteristicsof the tendon which are caused bymagnetization. In order to ensure an exactaccuracy of measurement at all times, everysingle sensor is calibrated in the laboratoryprior to use.

DYNA® Force is an exceptionally robust andmaintenance free system that permitsinstallation and reading of results by a singleperson.

the secondary coil picks up the inducedelectromotive force that is directlyproportional to the change rate of the appliedmagnetic flux and the relative permeability ofthe prestressed steel. The secondary coil islinked to a power stress reading device. TheDYNA® Force Sensor is designed as a self-contained unit which can be directly appliedto the strand or bar anchor whose propertiesare to be measured. The system can beapplied over uncoated, epoxy coated,greased, extruded or HDPE sheathedtendons.

The materials used for the DYNA® ForceSystem are flexible in order to allow anadaptation of the sensor to the service life ofindividual structures. Durable materials such

I N F OOwner California Department of Transportation (CALTRANS), Sacramento Office, USA +++ General Contractor and Anchor InstallerCondon-Johnson & Associates, Inc., Oakland, CA, USA +++ Wall Design Engineer of Record PB& A Inc., Structural Engineers, San Anselmo, CA, USA

DSI Unit DSI USA, BU Geotechnics, Long Beach, CA, USA DSI Scope Supply of 600 m (24 pcs) Permanent Tieback Anchors �46mm; supply of 12 DYNA® Force Sensors; technical assistance

� Slope Stabilization USA | America

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Soldier Pile Retaining Wall and Slope Slide Stabilization on Hwy 49, Near Auburn, California

California Highway 49 used to bethe main route for gold diggers of the1850’s. The picturesque region aroundthe historic route continues to be atouristic attraction, especially aroundthe American River.

The California Department of Transportation(CALTRANS), the owner of State Route 49,detected and recorded landslide movementsover the years at mile post (MP) 37.82, nearthe city of Auburn, El Dorado County, 0.4 milesouth of the North Fork American RiverBridge. CALTRANS’ original slope stabilizationdesign specified slope stabilizationconsolidated with micropiles.

The project was awarded to the experiencedcontractor Condon-Johnson & Associates,Inc. (CJA), Oakland, CA. CJA realized thatchallenging conditions would be encounteredwith the original design, so they developed aCost Reduction Incentive Proposal (CRIP)design. They hired specialized structuralengineer P B & A Inc. of San Anselmo, CA tofinalize the design of the retaining wall.

The final project specified passive permanent,46mm (#14) grade 517 MPa (75 ksi) DYWIDAGTHREADBAR® tieback anchors with a 35-ftunbonded zone, working in conjunction withstructural steel soldier piles and a cast inplace concrete grade beam. The tiebackanchors were produced using the DYWIDAGdouble corrosion protection system.

In order to monitor future slope movements,twelve DYNA® Force Sensors were installedon the bars, close to the anchorage atalternate locations. Up to 30m long lead wireswere conducted to a waterproof box where

the CALTRANS instrumentation team will haveaccess for future load monitoring. Proof andperformance load (666 kN) and lock-off load(0 kN) produced by the stressing equipmentwere verified by the reading unit.

The soldier piles and anchorages wereembedded inside the concrete grade beamand the entire area was covered with originalsoil which was brought to the initial slope.

America | USA � Commercial Buildings

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Unconventional Construction with DSI: Parking Structure serves as the Civic Center’s new Portal

The city of Santa Monica locatedwest of downtown Los Angeles is oneof the most popular residential areasin the greater Los Angeles area. The city has approximately 94,000inhabitants and is known for itsshortage of parking. Parking spaceswere especially scarce for visitors tothe Santa Monica Civic Center.

Consequently, a new 900 car parkingstructure facility was built in 2006 to serve theparking needs of the Santa Monica CourtHouse, Police Station, City Hall and CivicAuditorium. The plans envisioned anexceptional design: instead of an ordinaryfunctional parking structure, a lively buildingwas to serve as the Civic Center’s portal.

Colorful shades at the facade of the parkingstructure protect the interior from directsunlight, yet still allow the wind to passthrough the structure to keep the temperaturedown. Solar panels were also located at thetop of the structure to power the lighting in thegarage and the 14 electric charging stationsfor zero emission electric vehicles.

The building’s design, the materials that wereused and the construction practicespreserved natural resources and reducedwaste. That is why the US Green BuildingCouncil (USGBC) recognized the structure asa “Green Building”.

The exceptionally light structure of thebuilding was made possible by incorporatingthe DYWIDAG Monostrand Tendon Post-Tensioning System. The six level parkingstructure was built using a combination ofpost-tensioned beams and slabs. The beamswere poured monolithically with the columnsthat support the structure. DYWIDAGMonostrand Tendons were used in the beamsand slabs for building the 25,270m² beam andslab system.

I N F OOwner City of Santa Monica, CA, USA +++ Architect International Parking Design, Sherman Oaks,CA,USA +++Engineering Frame Design Group, Sherman Oaks, CA, USA +++ General Contractor ARB Incorporated, Lake Forest, CA, USA +++Subcontractor Pacific Coast Steel, Santa Fe Springs, CA, USA

DSI Unit DSI USA, BU Monostrand, Long Beach, CA, USADSI Scope Supply of DYWIDAG Monostrand Tendons including accessories as well as supplying and installing 11 strand galvanizedbarrier cables and structural steel components

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In addition, DSI USA supplied and installedruns of 11 strand galvanized barrier cable forthe 6 levels of ramps from their localproduction facility in Long Beach. The barriercables were attached to the exterior of thecolumns with galvanized structural steelangles with cap angles at the ends of eachrun. The galvanized cables were also attachedat each intermediate column with structuralsteel channels. Galvanized spacer bars wereplaced between each column in order tomaintain the proper clearance betweencables.

DSI is pleased to have contributed to thisspecial project for the city of Santa Monica.

America | USA � Slope Stabilization

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Slope Stabilization at Devil’s Slide: DSI protects Highway from Landslides

Ever since its inauguration in the1930s, California highway 1 has beendamaged on a regular basis bylandslides and rock slides at Devil’s Slide near San Francisco.Nevertheless, the road is very populardue to its location directly along thepacific cliff line and is universallyconsidered as one of the most scenic roads in the world.

Consequently, slope stabilization measureswere begun on Highway 1 in order to maintainthe future stability of this route even though atunnel is being constructed that will redirect themajor part of traffic around Devil’s Slide region.

The fact that Highway 1 is very popular withcyclists was one of the crucial factors in thedecision to maintain the road serviceable inthe future. Cyclists will continue to use the oldhighway along the cliff line once the bypasstunnel is completed. By separating motorvehicles from bicycles, a higher degree ofsafety is ensured for all road users.

Additional reasons for maintaining the oldroute after the completion of the bypasstunnel were its attractiveness for tourism aswell as the availability of an alternative route incase of high traffic volumes.

I N F OOwner Drill Tech Drilling & Shoring Inc., Antioch, CA, USA +++ General Contractor Gordon N. Ball, Inc., Alamo, CA, USA +++Subcontractor Drill Tech Drilling & Shoring Inc., Antioch, CA, USA

DSI Unit DSI USA, BU Geotechnics, USADSI Scope Supply of 184 type 9x0,6" DCP Multistrand Tieback Anchors in average lengths of 42.7m

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Due to the fact that Devil’s Slide is situated ina highly corrosive environment because of itsproximity to the ocean, DSI USA used DoubleCorrosion Protected (DCP) MultistrandTieback Anchors for stabilizing and repairingthe slope after the latest landslide. A total of184 type 9x0,6" Multistrand Anchors inaverage lengths of 42.7m were used foremergency repair.

Thanks to the excellent co-operation betweenall parties involved, repair work on Highway 1could be completed quickly and safely.

America | USA � Bridges

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Minneapolis’ I-35W Bridge over the Mississippi RiverReconstruction within Record Time

St. Anthony Falls Bridge, Minneapolis, MN, USA

On August 1st, 2007, a steel trussarch bridge built in 1967 across theMississippi River in Minneapolis,Minnesota collapsed during theafternoon rush hour. 13 people losttheir lives and over 100 others wereinjured in this tragic bridge failure.

Carrying 140,000 vehicles per day, the I-35WBridge was one of the busiest bridges leadingover the Mississippi River. This bridge was anextremely important connection for thecitizens of Minneapolis and St. Paul,particularly for the business people in thecenter of the metropolitan area. The economicloss caused by this accident has beenestimated to be in the range of 400,000 USDper day.

The bridge had to be replaced as soon aspossible for everyone’s benefit. A structure ofthis type would take at least three years toconstruct under normal circumstances, notincluding at least one additional year fordesign. However, due to the paramountimportance of this connection across theMississippi and the daily negative financialimpact to the community, all imaginablemeasures were taken to cut downconstruction time as much as possible.

The owner decided to employ the design-build method of project delivery. A short-list offour qualified bidders was establishedconsisting of contractors and design-engineers together forming each team. Threeof the four teams proposed steel, plate girdertype bridges, with the fourth proposing apost-tensioned concrete box girder bridge.Ultimately, the concrete design won over thejudges even with the higher cost and moredays to complete.

I N F OOwner Minnesota Department of Transportation, Minneapolis, Minnesota, USA +++ General Contractor Flatiron Constructors, Inc. and Manson Construction Company Joint Venture, USA

DSI Unit DSI USA BU Post-Tensioning, Chicago, Illinois, USADSI Scope Supply of 1,300km 0.6" 270k strand; 4,100 Anchorages; 9,000m GEWI® Bars and hardware for formwork 57,000m 63 mm � GEWI® Bars with hardware for reinforcement Post-Tensioning installation, stressing, and grouting equipmentEngineering services related to Post-Tensioning Remedial grouting services using the vacuum grouting method

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concrete ensures high quality and lastingdurability, while at the same time providing anaesthetically pleasing design. In addition tostate of the art construction methods and topgrade materials, sensors integrated into thestructure will allow for substantial andcontinuous monitoring of the bridge in thefuture.

Each bridge has a main span of 154m thatconsists of precast concrete box girdersegments supported by eight 21m high piers.The end spans are 108m long each cast-in-place, post-tensioned concrete box girdersbuilt on false work which seamlessly blendsinto the precast main span sections. Each ofthe Northbound and Southbound, 28m widebridges can accommodate 5 lanes of traffic.Additionally, both the foundation andsuperstructure can accommodate future light

rail expansion as well as a bus lane. Theparabolic shape of the double bridge iscreated by the specially formed piers as wellas the box girder with its variable depthranging from 7.6m at the pier to 3.4m at mainspan.

Production of the 120 precast box girdersegments took place in a nearby casting yardset up on the closed section of the I-35Wroadway. The segments were cast using thelong-line casting method in one of the coldestwinters Minnesota has experienced.DYWIDAG 4x0.6" FMA Multistrand Tendonswere installed transversely in the segment topslab and prestressed and grouted in thecasting yard. Afterwards, each precastsegment was moved to a staging area on theriverbank where they were then barged underthe bridge. A barge mounted crane lifted eachsegment into position where 36mm diameter

DYWIDAG THREADBAR®s were used totemporarily hold the segment. DYWIDAG19x0.6" Multistrand Tendons were used topermanently post-tension the segmentslongitudinally. DYWIDAG 19x0.6" and 27x0.6"Multistrand Tendons were threadedthroughout the entire box girders in both topand bottom slabs. Finally, these tendons wereall stressed and then pressure grouted.

All in all, DSI was a key supplier for thismonumental project. 1,300km of prestressingstrand was supplied as well as 4,100Anchorages for the Post-Tensioning. DSI USA also supplied over 9,000m of GEWI®

Bars and hardware for the Form Ties and falsework bracing. A total of over 57,000m 63mm � GEWI® Bars, as well as over 2,00063mm � Couplers were used for verticalreinforcement of the drilled shaft foundation

elements. DSI USA also supplied all post-tensioning installation, stressing, and groutingequipment required to complete this project.

DSI USA supplied all Multistrand Tendons forthe new Mississippi River Bridge just-in-timefrom their nearby Suburban Chicago, Illinoisplant. The high quality and simple handling ofthe DYWIDAG Multistrand Tendons perfectlymatched everybody’s vision for highestpossible performance within an extremelyshort time period. In fact, the last of the 120 precast segments was installed only 46 days after the first unit. This equals anaverage of nearly three segments erected perday.

DSI is proud to have contributed to the extremely rapid replacement of this important bridge.

The new, approximately 371m long bridgeconsists of four separate parallel box girderstructures resting on eight elegant piers. Withits modern design, the double bridge paystribute to the versatility and durability of theconstruction material concrete. The safety ofthe bridge was of utmost importance at alltimes. High performance post-tensioned

I N F OOwner RED Development, LLC, Scottsdale, AZ, USA +++ Shoring Contractor Buesing Corp., Phoenix, AZ, USA +++ General Contractor Hunt Construction Group, Phoenix, AZ, USA +++ Shoring Engineer AMEC, Phoenix, AZ, USA +++ Structural Engineer Paul-Kohler, Scottsdale, AZ, USA +++ Architect Callison Architects, Seattle, Washington, USA

DSI Unit DSI USA, BU Geotechnics, USADSI Scope Supply of 18,480m of type R38N DYWI® Drill Hollow Bars and 13,200m of R51N DYWI® Drill Hollow Bars type incl. accessories; rental of stressing jack

America | USA � Commercial Buildings

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Redevelopment of Downtown Phoenix, Arizona with DSI USA

For more than ten years, therewas a nearly empty area the size ofthree blocks in the downtown area ofPhoenix in Arizona. This spaceincluded two parking lots as well asthe city’s only central park, PatriotsSquare Park. In order to revivePhoenix’s city center and make betteruse of this important location, adecision was made to build thePhoenix CityScape Project.

The project includes an area of more than232,000m² with several new buildings that willaccommodate shops, restaurants,apartments, offices and parking spaces. Inaddition, the city will redesign Patriots SquarePark to make it more appealing for all citizens.

The project is the largest private investmentproject to have ever been carried out indowntown Phoenix. The new complex ofbuildings will function as a service center andbe open to residents, tourists and visitors tothe Phoenix Congress Center. It will bedirectly linked to the city’s new light railwaynetwork.

The plans currently include four forty-story,120m tall high-rise-buildings in which asurface of more than 232,000m² will beavailable for shops and restaurants.Approximately 55,700m² are planned foroffices, and there will be 400 new hotel roomsin two different hotels. In addition toapproximately 1,200 condominiums and 65apartments, the project will includeapproximately 3,900 parking spaces.

For excavation support, DSI USA wasawarded a contract to supply the DYWI® DrillHollow Bar Soil Nail System. All in all, DSIsupplied 18,480m type R38N DYWI® Drill

Hollow Bars as well as 13,200m type R51NDYWI® Drill Hollow Bars. The hollow core ofthese special rods allows for simultaneousdrilling and grouting of the nail.

DSI USA also supplied the necessary systemaccessories such as nuts, washers, plates,drill bits and grout swivels. In addition, DSIUSA rented the stressing jack needed fortesting the soil nails.

Construction for this major project began inOctober 2007 and the first part of the projectis scheduled for completion by the end of2009. The new complex of buildings in the citycenter of Phoenix is scheduled for completionin 2011.

I N F OOwner Washington State Department of Transportation (WDOT), Olympia, USA +++ General Contractor Mowat ConstructionCompany, Woodinville, WA, USA +++ Contractor Drilling Work Northwest Cascade, Inc., Puyallup, WA, USA

DSI Unit DSI USA, BU Geotechnics, USADSI Scope Supply of 387 Epoxy Coated DYWIDAG Soil Nails and of approximately 1,470 Double Corrosion Protected DYWIDAG Soil Nails in lengths of 26m

� Slope Stabilization USA | America

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DSI Supports Washington State Department of Transportationduring the Construction of its Tallest Soil Nail Wall

The University of Washington in Bothell, approximately 20km north of Seattle, is one of the newestuniversities in Washington State. Due to its popularity with students,the university plans to increase its enrollment from 3,000 to 10,000 full time students. According to an ordinance by the city of Bothell, an expansion of the university is only possible if a new access to the campus isconstructed.

of Transportation (WSDOT), designed anapproximately 29m tall soil nail / shotcretewall shoring system. It is the tallest soil nailwall ever constructed by WSDOT.

DSI USA supplied approximately 387 #8, Gr75 Epoxy Coated DYWIDAG Soil Nails inlengths of 4.9m and approximately 1,470 type1-3/8" Gr 150 Ksi Double Corrosion ProtectedDYWIDAG Soil Nails in lengths of 26m, which

were installed by the contractor, NorthwestCascade, Inc.. Afterwards, an approximately13cm thick temporary shotcrete facing wasapplied on the soil nail wall.

DSI is pleased to have contributed to animprovement of traffic flow around theUniversity of Washington.

The new exit is being constructed on highwaySR 522 and offers a direct connection to thesouth entrance of the campus. In addition toconsiderably relieving traffic at the university’snorth entrance, this project will also permittraffic towards Bothell to flow more smoothly.

One of the signature portions of the projectwas the construction of an approximately4,180m² retaining wall selected to stabilize thehillside adjacent to the new south entrance.The owner, the Washington State Department

America | USA � Structural Repair Solutions

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DSI USA Strengthens I-39/Kishwaukee River Bridge in Illinois

The Kishwaukee River Bridge is part ofInterstate I-39, which crosses the US-Americanstate of Illinois from North to South. I-39 isespecially frequented on weekends by Chicagoresidents who spend their weekends inWisconsin.

The Kishwaukee River Bridge consists of two separatebridge structures, one for each direction of travel, over theKishwaukee River near Rockford.

The double bridge consists of two precast segmentalconcrete bridges opened to traffic in 1980. Each bridgehas five spans with lengths of 170ft + 3 x 250ft+170ft(51.8m+3 x 76.2m + 51.8m). Since the double bridgebelongs to the first generation of segmental structures, theresponsible engineers chose the design of a single shear-key joint usually located close to the centroid of the cross-section.

Both bridge decks have an overall length of approximately332m (1096ft) and were built using the balanced cantilevermethod. Each cantilever consists of 17 segmentsapproximately 2.2m (7’-3/5") long and one pier segmentapproximately 1m (3’-6") long. Cast-in-place closures havea length just short of 1m (3’-2 3/4"). During theconstruction of the bridge at the end of the 70s, DSI USA used the special DYWIDAG THREADBAR®

system instead of the post-tensioning system that hadbeen part of the original plans.

At the beginning of the new century, the owner of thebridge, the Illinois Department of Transportation (IDOT),decided on a strengthening program to extend the designlife of both bridge structures. The strengthening designdeveloped by Parsons Transportation Group required anaddition of a total of 24 12x0.6" external Post-TensioningTendons of various lengths in each bridge.

The contract for the strengthening of the bridges wasawarded to the same team as 28 years previously: EdwardKramer & Sons again subcontracted with DSI to supplyand install the post-tensioning. The special challengeduring this project was the fact that all work needed to becompleted within a very short time schedule in order toobstruct the traffic flow as little as possible.

I N F OOwner Illinois Department of Transportation (IDOT), Springfield, USA +++ General Contractor Edward Kraemer and Sons, Plain, WI, USA +++ Engineers Parsons Transportation Group, Chicago, USA

DSI Unit DSI USA, BU Post-Tensioning Systems, USADSI Scope Supply, installation, post-tensioning and grouting of 24 external type 12x0,6" DYWIDAG Tendons each; GPR Services

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In the 1970’s, design practice did not require the inclusionof provisions for future additional post-tensioning tendons.Therefore, new tendon deviators had to be constructedthroughout both bridges as well as new post-tensioninganchorage zones at the diaphragms and abutments. Thenew anchor zones and deviators were cast in place withinthe segmental box and then post-tensioned.

Instead of using traditional steel pipes in the deviators,continuously curved voids (diablos) were cast in thedeviation diapraghm to allow large deviations from thetheoretical tendon profile. According to recent technicalstandards, the post-tensioning was designed with acontinuous air tight HDPE pipe from anchor to anchorgrouted with high performance grout and equipment. Dueto the diablos and continuous HDPE pipe requirements,specially designed post-tensioning anchors were installedat the faces of the existing diapraghms. The location of thenew anchors was made difficult by the tight constraints ofthe existing reinforcement and post-tensioning.

All parties worked very closely together throughout theproject due to the complex 3D geometry and challenges ofaccommodating the tendon paths throughout the existingbridges. In order to locate existing post-tensioning andreinforcing in the diapraghms and abutments, groundpenetrating radar (GPR) was used.Thus, crews couldfollow closely behind with coring of the holes for thetendon paths. After casting, the new anchors and theHDPE pipes were successfully installed.

The work was made difficult by the largely deviated tendonpaths and tendons lengths of over 770ft (235m). Inaddition, the tendon stressing was difficult due to thelocation of the tendons in the upper corners of the box,along with the congestion of the new tendons and newanchors.

The southbound bridge was completed in May 2008 andthe northbound portion of the project was succesfullycompleted in early August 2008, with final projectcompletion coming within the owner’s short-termschedule.

America | USA � Structural Repair Solutions

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Efficient Repair with DSI: Vacuum Grouting on theJamestown Verrazano Bridge

32% of the surface area of RhodeIsland, the smallest US state, consistsof water. In the past, travelers eitherhad to put up with a long ferry trip ortake a long detour along NarragansettBay in order to get from one part ofthe state to another. That is why thefirst bridge to allow a direct crossingfrom Jamestown to Newport wasopened as early as 1940.

Because the old bridge was in a state ofdisrepair and no longer able to cope withincreasing traffic volumes, it was replaced bythe Jamestown Verrazano Bridge in 1992. Thisnew bridge is part of a route network thatleads over Narragansett Bay, providing afaster connection between the states ofRhode Island and Massachusetts.

The Jamestown Verrazano Bridge is a 2-cellbox girder bridge of variable cross sectionthat is post-tensioned with tendons and bars.

During inspections in 2002 and 2005, somepost-tensioning ducts in the bridge structurewere found to be empty of grout, while otherswere found to contain voids. Voids oftenoccur where conventional or outdatedgrouting methods are used and areundesirable because they can result incorrosion of the tendons, when waterinfiltrates and collects in those voids.

The detection of these deficits prompted amore extensive inspection and repair programin 2007. Within the scope of the repair workthat was carried out on the bridge, DSI wasawarded a contract to fill all known voids andto repair the post-tensioning tendons.

During this project, DSI employed a specialnon-destructive testing method (NDT). Thisspecial method uses ground penetrating radar(GPR), Impact Echo Scanners andvideoscopes to detect voids in the ducts from the outside.

As a result, faulty ducts can be identified withabsolute certainty.

Since NDT technology is fairly new to theRhode Island Department of Transportation,

and since most of the work is being done“below the visible surface”, the responsibleproject managers have to receive extensivetraining from experienced DSI staff personnel.

I N F OOwner Rhode Island Department of Transportation, Providence, USA +++ General Contractor Aetna Bridge Company Inc, Pawtucket, USA +++ Engineers Parsons Brinckerhoff, New York, USA

DSI Unit DSI USA, BU Post-Tensioning, USADSI Scope Location of voids in ducts with ground penetrating radar (GPR); inspection of existing post-tensioning tendons with videoscope; volumeter measurement; vacuum grouting of tendon voids

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This project is one of many vacuum groutingprojects undertaken by DSI in the USA. Infact, many Departments of Transportation inthe USA have realized that voids in groutedPT tendons can severely compromise the loadbearing capacity of bridges.

In particular, DSI is conducting a similaroperation on two bridges on the SawgrassParkway near DSI’s Miami, Florida office.

America | USA � Foundations

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DYWIDAG Driven Ductile Cast Iron Pile Used for L’Avant Mer Resort in St. Lucia, West Indies

The Caribbean island of St. Luciais an island paradise with a tropicalclimate, densely wooded mountains,beautiful beaches and bays. Theisland has developed a reputation as apremier honeymoon and familyvacation spot, and continues toattract tourists from all over theworld. As a result, commercial andresidential real estate development onthe island is also booming. Manypeople are now choosing St. Lucia asan ideal location for their second orretirement home.

NH International (Caribbean) Ltd., is a leadingconstruction company with a highly regardedreputation in the Caribbean, and has beeninvolved in major building projects on theisland of St. Lucia. These projects include theAlmond Morgan Bay Hotel for which itreceived the prestigious Contractor of theYear Award by the Trinidad and TobagoContractors Association; Le Sport Hotel;Sandals Halcyon Resort and Spa; St. LuciaFinancial Centre; Hewanorra InternationalAirport; Bordelais Correctional Facility; andthe Castries Market Development.

More recently, NHIC was contracted to buildthe L’Avant Mer Resort project on RodneyBay. Construction of the Foundations beganon June 9th, 2008 and the entire project isscheduled for completion by September 2009.

This resort is situated adjacent to the marinaand involves the construction of 73 luxuryapartments comprising of Garden andWaterfront Suites including Penthouse Units.The reinforced concrete four-storey buildings,using the FORSA System introduced by NHIC,have been founded on driven pile foundations.

I N F OOwner and Developer L’Avant Mer Ltd. +++ General Contractor and Pile Installer NH International (Caribbean) Ltd., Trinidad, West Indies +++ Geotechnical Engineer Strata Engineering Consultants Ltd. +++ Architect Cotton Bay Resorts, Gros Islet, St. Lucia

DSI Unit DSI USA, Caribbean Geotechnical Business UnitDSI Scope Supply of more than 3,000m ductile iron piles and technical support at the beginning of the project

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The project specifications required DYWIDAG170/10.6mm ductile cast iron pipe endbearing pile with 400kN design load, driven atleast 3m into weathered rock to a refusal of30mm per minute. The end of the pile isextended and embedded into the concretefoundation with a hooked rebar dowel and abearing plate. The geotechnical soil reportprovided alluvium fills, and weathered rock ontop of solid rock.

DYWIDAG ductile iron pipe pile supplied in 5msegments can be easily connected throughspigot and socket joint with double wallthickness to resist driven impact. Thesimplicity of the pile system provides highproduction rate and vibration free installation,allowing driven close to adjacent existingbuildings.

The contractor built a new rapid-strokehydraulic hammer and shank and installed thepiles with the help of an excavator and askilled crew. The pipe segments with rockpoint end were quickly driven into theweathered rock up to an average depth of11m. Pipe excess was cut-off and reused forthe next pile. The bore pile was filled withconcrete and the rebar dowel and steelbearing plate placed on top of the pile.

DSI America supplied the piles and providedthe initial stage of installation and technicalassistance. DSI looks forward to its continuedsuccessful relationship with NH International(Caribbean) Ltd.

America | USA � Special

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Tallmadge Bridge, Savannah, GA, USA

In our last edition, we published an article on the Eugene TallmadgeMemorial Bridge (cf. Info 16, p. 78/79). This bridge crosses theSavannah Harbor Navigation Channel approximately 24km from themouth of the Savannah River and is considered to be the region’s

landmark. DSI employees recently installed a new individuallydesigned urethane damper system in the anchorages of the stay cables. The detail pictures provide an insight into theconstruction work.

Europe | France � Special

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Technique Béton Breaks new Ground: Innovative Fire Protection Mortar for Tunneling

Fire Protection has been a central topic intunneling for decades. Traditional methods forfire protection in tunneling include the use offiber concrete or prefabricated panels. However,both systems have significant disadvantages.Fiber concrete cannot be repaired after firedamage, and if prefabricated panels are used,the resulting voids between the panels areproblematical.

Following years of intensive research, Technique Bétonhas now launched a special mortar as a new solution tothe problem. The mineral mortars IR 4020-TUN and IR4010-TUN can be applied directly onto the interior tunnellining, thus forming an efficient shield. Both products arepart of the new product range IR Technologie PTI that hasbeen developed specifically for fire protection in theconcrete sector.

The special mortars can resist up to 30 fires and do notgenerate smoke. In contrast to ordinary concrete, IR 4020-TUN and IR 4010-TUN are porous. In the event ofa fire, the developing water vapor can escape into the

mortar voids. Thus, a flaking of the tunnel lining, which canobstruct rescue work in an emergency and endanger lives,is prevented.

IR 4020-TUN and IR 4010-TUN provide safe fire protectionof up to 6 hours at up to 1,200°C. Thanks to the efficientprotection of the tunnel reinforcement, it does not have tobe replaced even after a fire has taken place. This savesboth expensive renovation and long downtimes of theaffected tunnel.

The fact that repair work at the tunnel lining can be carried out easily at all times is another importantadvantage: the products are merely applied as a protectivefilm onto the tunnel lining. In comparison to conventionalfire protection methods, Technique Béton’s new productrange is also especially economic and can be easilysprayed or rolled on.

� Special France | Europe

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Technique Béton offers New Product Range for Passive Fire Protection

Technique Béton now disposes of acomprehensive product range for passive fireprotection in the industry sector. Among manyapplications, products belonging to the new fireprotection range IR Technologie PTI are alsoused in the oil producing and chemicalindustries.

The utilization of special mortars for fire protection hasconsiderable advantages: the products already protectwhen applied in thin coatings so that the statics ofbuildings are not affected. Quick and easy passive fireprotection is both possible in the case of new and existing buildings.

Technique Béton’s newly developed materials do not dripwhen exposed to fire and stop the spreading of the fireitself. The products provide heat insulation, thuspreventing the loss of static stability in the reinforcementof building structures.

Special mortar IR 4010 is used for sealing tanks and forpreventing carbonatation. The product can even beapplied directly onto reinforcement in concrete that hasalready carbonated, thus preventing the replacement ofthe damaged reinforcement. Consequently, IR 4010 offersthe opportunity of repairing older structures efficiently and quickly.

This property is a decisive criterion, especially in areaswhere production needs to continue due to high resultingcosts. Thanks to its fast curing time, when using IR 4010,operating procedures are only marginally disrupted.

Special mortar IR 4020 protects concrete tanks fromdamage and is also used as passive fire protection. Bothproducts are especially suitable for storing easilyflammable chemical products or mineral oil products.

The new product range perfectly completes TechniqueBéton’s offer and will shortly be CE certified.

Australia � Tunneling

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Faster Public Transport in Brisbane: DSI Supplies Systems for Bus Tunnel

In May 2006, work started on theBoggo Road Busway in Brisbane,Australia. Boggo Road is a specialbusway that will create a muchneeded connection between thesouthern and eastern districts ofQueensland University without goingthrough the city centre. The BoggoRoad Busway is part of a plan issuedby the state government ofQueensland that is aimed atimproving public transport.

Because use of the 1.5km long lane is limitedto buses only, city buses will not depend onthe traffic situation, and traveling times will beshortened. The new bus route will also ensureeasy access to the Park Road Train Stationand to other bus lines. The busway will beused by approximately 600 buses per day,which will considerably improve traffic for allin the city of Brisbane.

In order to minimize the impact on residentialareas near the busway, part of the BoggoRoad Busway runs underground in a 430mlong tunnel that will run below the Clevelandrailway line and the Pacific Highway. Thetunnel will be 14m wide and willaccommodate two bus lanes.

Construction work must be carried out withspecial care for to two reasons. First of all, thegeological conditions near the tunnel areexceptionally diverse, which also makes themharder to evaluate than usual. Secondly, thetunnel runs below the historical Boggo RoadGaol, a listed building. This means that workhad to be carried out with minimal soilmovements. The tunnel walls are stabilized bylattice girders and a thick layer of sprayedconcrete.

I N F OOwner Queensland State Government, Australia +++ General Contractor Joint Venture consisting of Thiess, Southbank, Australia; Sinclair Knight Merz (SKM), Brisbane, Australia and Queensland Transport, Brisbane, Australia

DSI Units DSI Pty. Ltd., Bennetts Green, Australia; DSI Austria, Pasching/Linz, AustriaDSI Scope Supply of approximately 7,000m of the AT–139 Pipe Umbrella Support System; 735 resin anchored AX Rock Bolts, 350 Fiberglass Face Bolts, 450 Friction Bolts and 12 DCP 40mm � GEWI® Anchors

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For achieving an even better degree ofstabilization, DSI Austria and DSI Australiawere contracted to supply special products.Approximately 7,000m of the AT-139 PipeUmbrella Support System were used forstabilizing the tunnel.

This special self-drilling pipe umbrella systemreduces displacements of the surroundingrock mass by immediately supporting the drill

hole. Due to the easy extension of the casingtubes, the system is especially flexible and isused for drill holes in lengths of 9-18m.

Once again, DSI’s systems proved theirefficiency and easy application to the client.Due to its high degree of safety, the generalcontractors plan to use the AT-Pipe UmbrellaSupport System in future projects as well.

In addition, DSI Australia supplied a widerange of other ground support products such

as permanent and temporary DCP bolts.Among other products, DSI Australia supplied735 resin anchored AX Rock Bolts, 350Fiberglass Face Bolts, 450 Friction Bolts and12 DCP 40mm � GEWI® Anchors.

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Australia � Tunneling

Supply of Special Products for Australia’s Longest Road Tunnel in Brisbane

The city of Brisbane on the EastCoast of Australia is Queensland’sindustrial, economic and financialcenter. Many service companies arelocated in the city center. BrisbaneCentral Business District is borderedby the Brisbane River to the east,south and west and is currently linkedwith the southern riverside by threebridges.

Since these three river crossings are oftenovercrowded with traffic, a decision was madeto build a tunnel that will create an additionalconnection between the Central BusinessDistrict and the main roads and motorways ofthe surrounding districts.

In construction, the project is known as theNorth-South Bypass Tunnel (NSBT). However,the tunnel has now been officially named afterClem Jones, one of Brisbane’s former LordMayors. The tunnel is the first section of thenew M7 Motorway, which will improve thecity’s road network as a whole. Oncecompleted, the motorway will carry more than100,000 vehicles per day.

The double tunnel with two lanes in eachdirection will have a length of approximately5km and will thus be the longest road tunnelin Australia after its completion.

The toll tunnel is planned as an alternativeroute to a street with 18 sets of traffic lightsand will save tunnel users approximately 15 minutes’ time. Tunnel advancement iscarried out by special TBMs with a dailyperformance of approximately 15 to 20m. The TBMs stabilize the tunnel with precastsegments during tunnel advancement.

Since the tunneling work is carried out indifficult geological conditions, DSI Austria andDSI Australia, the specialist suppliers fortunnel stabilization systems, are also involvedin the project.

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I N F OOwner City of Brisbane, Brisbane, Australia +++ General Contractor Joint Venture consisting of: Leighton Contractors PtyLtd.,Chatswood, Australia; Baulderstone Hornibrook, Brisbane, Australia and Bilfinger Berger, Mannheim, Germany

DSI Units DSI Pty. Ltd., Bennetts Green, Australia; DSI Austria, Pasching/Linz, AustriaDSI Scope Supply of approximately 6,000m AT-114 Casing System; supply of Self-Drilling Anchors IBO R51 and injection system AT-76;supply of 14,500 temporary DCP bolts, 4,750 permanent DCP Bolts, 13,450 GEWI® Rock Bolts, 2,000 WR tie-down anchors and 1,090 resin anchored AX rock bolts

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DSI Austria supplied more than 6,000m of theAT-114 Pipe Umbrella System. This systemallows an accurate alignment of casing tubes+/- 1% in lengths between 21-24m. Due toextendable casing tubes, the self-drillingsystem is also flexible with regards to drill holelengths. It can be easily adapted to thediffering geological conditions of the project.

For the first time, DSI Austria’s AT-76 injectionsystem was also used in advance for the TBMto protect it from water damage and ensuingfailure. DSI also supplied IBO R51 Self-DrillingAnchors. Fast anchor installation is ensuredby the fact that drilling and injection arecarried out in a single operational step.

DSI Australia was selected by the contractoras the main supplier of rock bolt type groundsupport. DSI Australia supplied 14,500temporary Double Corrosion Protected (DCP)Bolts as well as 4,750 permanent DCP Bolts.Both versions of the DCP Bolt (permanent andtemporary) were used in the road headertunnel section. DSI’s product was chosen bythe consulting engineers because of its highdurability.

DSI’s 30t Fiberglass Bolts were installed atseveral tunnel faces since they can beexcavated without damaging the equipment.Self-drilling 51mm hollow bolts were used forspiling in an area of poor quality ground,hence improving the tunnel advance rate, asthe hollow bolt allows for drilling and groutingin a single operational step.

A total of 13,450 chemically anchored 20mmGEWI® Rock Bolts were used extensively asrock bolts as well as pins to retain latticegirders. The continuous coarse thread allowedfor highly flexible anchor lengths in varyingground conditions. High strength, 26.5mmTHREADBAR® anchored down the tunnelformwork. Large diameter 40, 50 and 63.5mmGEWI® provided stiff anchoring systems forthe TBM launching cradles. In addition, DSI Australia supplied 2,000 26.5mm WR tie-down anchors as well as 1,090 resinanchored AX rock bolts.

Clearly, this project illustrates the wideproduct range offered by DSI Australia andDSI Austria.

America | Canada � Tunneling

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New Tunnel underneath Niagara Falls Built with DSI and ACI: Natural Wonder and Energy Source

The impressive Niagara Falls on the borderbetween the State of New York and theCanadian province of Ontario have always beenone of the most popular destinations for touristson the American continent.

What many people do not know is that a large part of theFalls’ original water volume is diverted to a weir and usedfor power generation at night and during off-peak hours.The exact quantity of water that can be diverted and usedfor power generation is explicitly regulated in terms ofseasonality and times of day by a treaty dating from 1950.

Electrical energy has been generated by the Falls since1922. In 1954, two 9km long tunnels that feed water to alocal power plant were built underneath the city of NiagaraFalls. Only a fraction of Niagara River’s energy,approximately 1,800m3 per second, is currently used forgenerating power.

As a result of Ontario’s ever increasing demand forelectricity, Ontario Power Generation Inc. decided to builda third tunnel underneath the city. The new tunnel has aplanned service life of 90 years and will supply 160,000additional households with energy.

The new tunnel will be 10.4km long and will run at a depthof up to 140m underneath the existing tunnels. With itsdiameter of 14.4m, the pressure gallery will be 1½ times aswide as the Channel Tunnels. The tunnel will divert 500m³of water per second from the headwaters of Niagara Riverto the power plant underneath Niagara Falls.

Tunnel driving is carried out using the world’s largestdiameter hard rock Tunnel Boring Machine (TBM). Themachine has a diameter of 14.4m and weighs 2,000t. TheTBM’s starting shaft had a length of 400m. For this project,a TBM for the first time was not assembled in a factory,but on-site in 11 months.

The tunnel will have a lining consisting of non-reinforcedconcrete that will be up to 70cm thick. In addition, thelining will have to be tensioned by injection in order toresist operating water pressures of up to 15bar.

Installation of Steel Ring Beams

Installation of Friction Bolts

I N F OOwner Ontario Power Generation Inc., Toronto, Canada +++ General Contractor STRABAG, Vienna, Austria +++ Engineers Morrison Hershfield Consulting Engineers, Canada; ILF Consulting Engineers, Munich, Germany

DSI Units DSI Austria, Pasching/Linz, Austria; American Commercial Incorporated (ACI), Bristol, USADSI and ACI Scope Supply of approximately 40,800m of friction bolts in lengths between 2.4 and 6.0m, 1,000 pieces of AT-Power Set Self-Drilling Anchors in lengths of 4m and over 1,200 pieces of type R32 and R38 IBO-Self-Drilling Anchors; supply of steel beams type C150x16, W150x37 and W200x59

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Tunnel construction is made difficult by the fact that theprevailing mudstone is fractured to a great extent and thatthe work has to be carried out in difficult ground waterconditions. Consequently, DSI and ACI as the specialistsfor tunneling in geologically unstable environments arealso involved in the project.

Up to now, DSI has supplied more than 40,800 frictionbolts in lengths between 2.4 and 6.0m as well as morethan 1,000 AT-Power Set Self-drilling Friction Bolts inlengths of 4m. AT-Power Set is a specialist product that isused for instant protection in cases of rock fall hazard. Theanchor has immediate load-bearing capacity afterinstallation, which is why it is especially suitable for thegeologically unstable zones prevailing in this project. Nospecial equipment is necessary for anchor installation.Another advantage is that neither injection nor grouting isnecessary. AT-Power Set is non-sensitive to vibrations andblasting operations and features high shear resistance.

As of this writing, DSI has also supplied more than 1,200type R32 and R38 IBO-Self-Drilling Anchors. These specialanchors can be flexibly adjusted to different rock massconditions by using different types of drill bits. By usingcouplers, IBO-Self-Drilling Anchors are flexible in terms ofanchor length and can thus be adjusted to a variety ofapplication requirements. The anchor rod’s special profileensures optimum bonding with grout.

ACI supplied steel beams for the stabilization of the newtunnel. In order to adapt to specific requirements on site,three types of steel ring beams were installed. The profilesused were steel beams type C150x16, W150x37 andW200x59.

DSI and ACI are proud to have been chosen as specialistsupplier of Tunneling Systems for this major project.

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America | Chile � Tunneling

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Short Cut with DSI: Construction of the San Cristóbal Tunnel in Santiago de Chile

The 880m high Cerro SanCristóbal hill dominates Santiago’scityscape. Although the hill is apopular lookout, it also represents anatural barrier that made a directconnection between the northerndistricts of Huechuraba and Recoletaand the southern district ofProvidencia difficult.

To alleviate this problem, construction workhas begun on two parallel tunnels leadingthrough Cerro San Cristóbal. The tunnels willcreate a more efficient connection betweenthe northern districts and the southernbusiness center of the city and considerablyshorten the travel time between the individualdistricts.

The El Salto Tunnel is part of Santiago deChile’s City Highway. This motorway waswidened from two to three lanes in eachdirection in order to alleviate traffic congestion

on Santiago de Chile’s road network. At thesame time, it is part of the world famous PANAMERICANA Highway that runs from Tierra deFuego to Alaska.

The approximately 4km long toll road throughCerro San Cristóbal serves as an importantfeeder road to the toll road. Each of thetunnels is 2km long and is 9m in diameter.

I N F OOwner Concession company Túnel San Cristóbal S.A., Santiago de Chile, Chile +++ General Contractor Joint Venture consisting ofHochtief PPP Solutions GmbH, Essen, Germany and ACS/Dragados S.A., Madrid, Spain

DSI Unit DSI Austria, Pasching/Linz, AustriaDSI Scope Supply of 20,000m of AT-114 and 10,000m of R32/ R38 and R51 IBO Self-Drilling Anchors; supply of injection pumps and supervision of installation on site

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DSI was involved in the construction of thisnew tunnel. The company supplied more than20,000m of its AT-114 Pipe Umbrella SupportSystem for tunnel advancement. The AT PipeUmbrella Support System is used to stabilizethe tunnel front and the geologically difficultzones in the tunnel’s interior. It reducessettlements and minimizes deformation of therock mass during the excavation of the tunnel.

In addition, DSI supplied more than 10,000mof R32/ R38/ R51Self-Drilling Anchors. Thissystem consists of special hollow bar anchorswith a continuous cold rolled thread on theoutside that are especially suitable for use ingeologically unstable rock mass. The hollowbar anchor also serves as a drill rod, thusfacilitating shorter installation times as well asoptimizing machinery requirements andoperating times. DSI also supplied injection

pumps for both products and supervised on-site installation.

Due to the efficient and competent co-operation of everyone involved, the projectadvanced quickly. In the summer of 2008, partof the new tunnel route was inaugurated andsuccessfully tested.

Africa | South Africa � Tunneling

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Travelling Faster with DSI: Gautrain High Speed Train

With approximately 1.4% of thesurface area of South Africa, Gautengis the country’s smallest province interms of area. However, the provincecontains nearly 20% of the country’spopulation. Because the capital ofJohannesburg is located in Gauteng,the region is also the financial andeconomical center of South Africa.

The province’s high population density isespecially evident on the streets betweenTshwane and Johannesburg. Today’s publictransport systems are mainly dependent onthe road network and contribute to high trafficdensity. In addition, approximately 30,000cars use the traffic corridor between Tshwaneand Johannesburg each week day.

The high traffic density was one of the mainreasons for the decision to build a new highspeed train network, Gautrain, in the provinceof Gauteng. The new transportation systemwill also provide economic advantages byimproving infrastructure and by transportingthe many tourists expected for the SoccerWorld Cup in 2010.

The 80km long route network consists of twolines, the first of which will create a betterconnection between the cities ofJohannesburg and Tshwane (Pretoria). Thesecond line will connect OR TamboInternational Airport with Sandton, a northerndistrict of Johannesburg.

A total of 13km of the train route runsunderground. The contractor was familiar withDSI’s specialist products from several pastprojects, which is why DSI was awarded acontract to supply tunneling products for thisproject as well. DSI South Africa and DSIAustria contribute to three of a total of tenplanned train stations: Rosebank, Sandtonand Marlboro Stations.

I N F OOwner Province of Gauteng, South Africa +++ General Contractor Bombela Consortium, consisting of: Bouygues Travaux Publics,France; Bombardier, Montreal, Canada; Murray & Roberts, Bedfordview, South Africa; Strategic Partners Group, Sandton, South Africa

DSI Units DSI Pty. Ltd., Gauteng, South Africa; DSI Austria, Pasching/Linz, AustriaDSI Scope Supply of the Casing System AT-114 and supply of 70.000 DCP rock bolts; on-site supervision of the installation

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structures and aggressive environments wheregroundwater within the rock predominates.

Geological conditions are especially diverseon the 13km long segment that is to rununderground. In many places, sandstonedeposits cause unstable ground conditions. Inaddition, ground conditions at the Rosebanksite are very sandy, and the water table ishigh.

The double corrosion protection rock bolts are well suited for use in varying geologicalconditions. Due to differing geologicalconditions, anchor lengths varied between 2 and 10m.

Having adapted the lengths of the anchoragesto specific requirements, DSI South Africaproduced and supplied the rock bolts to thejob site just in time.

It is in these stations and the tunnel networkthat DSI Austria’s new AT-114 Pipe UmbrellaSupport System was used for the first time inSouth Africa. DSI supplied more than 5,000mof the AT-114 Pipe Umbrella Support Systemfor tunnel advancement and also supervisedon-site installation. The AT-114 Pipe UmbrellaSupport System is one of the most modernsystems currently on the market. The self-drilling system facilitates quick installationespecially in difficult ground conditions andcan be installed using conventional drillingmachines.

DSI South Africa secured a 21 million Rand(approximately 1.8 million Euro) supplycontract with the Bombela Consortium for thesupply of 70,000 double corrosion protection(DCP) rock bolts for the Gautrain project overa period of 30 months. To date, 18,000 DCProck bolts have been supplied.

The rock bolt technology is used for the veryfirst time in South Africa. This particularanchor type is ideal for complex engineering

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I N F OOwner California Department of Transportation (CALTRANS), Los Angeles, USA +++ General Contractor Kiewit Pacific Co., San Diego,USA +++ Architect / Designer HNTB Corporation, Los Angeles, USA +++ Tunnel Designer ILF Consultants, Inc., Oakland, USA

DSI Units American Commercial Incorporated (ACI), Bristol, USA; DSI Austria, Pasching/Linz, AustriaACI and DSI Scope Supply of 1,531 courses of Lattice Girders, approx. 20,000m of IBO-Self-Drilling Anchors R32/R38, approx. 3,000 pieces of self-drilling Tube Spiles, AT-Casing Systems AT-114 and AT-Drainage Systems AT-76/DR

America | USA � Tunneling

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Tunnel avoids Landslide: ACI and DSI supply Quality Systems for By-Pass

Quality Systems by ACI and DSI for Construction of Devil’s Slide Tunnel near Montara, California, USA

South of San Francisco,California’s Highway 1 takes itscourse directly along the impressivesteep cliffs of the coastline. Betweenthe towns of Pacifica and Montara,the highway passes a region that isaptly named “Devil’s Slide”. Thisregion is geologically extremelyunstable and characterized byerosion, with landslides occurring ona regular basis.

Time and again, traffic on Highway 1 has beenaffected by these landslides. The last time ithad to be closed was between April andAugust 2006 because the road had slippedtowards the ocean and was severelydamaged. In order to avoid similar incidents inthe future, in May 2005, construction beganon a double tunnel that is to lead trafficslightly further inland away from thisdangerous rock formation. The two paralleltunnel structures run underneath San PedroMountain, each of them being 9m wide andnearly 1.3km long.

ACI (American Commercial Incorporated) andDSI are actively involved with specialistproducts for tunneling in this project. Theprimary method of supporting the tunnelexcavation is with lattice girders, rock boltsand shotcrete, commonly known as NATM orSequential Excavation Method. The contractorelected to work with ACI and DSI due to thecomplexity of supplying 18 different profiles oflattice girders which will be used to supportthe twin main tunnels, the equipment

chambers, various cross passages andaccess areas. In total, 1,531 courses of latticegirders will be used, along with DYWIDAGTHREADBAR®s used as rock bolts, alsosupplied by ACI and DSI.

The design required the use of approximately20,000m of IBO Self-Drilling Anchors indiameters of 32mm and 38mm which can beeasily adapted to different rock mass and soilconditions. The IBO Self-Drilling Anchorallows simultaneous drilling, installation andinjection, which is why it is especially efficientin comparison to conventional anchoringmethods.

ACI and DSI have also supplied approximately3,000 4m long self-drilling Tube Spiles so far.The anchor bar is simultaneously used as adrill rod, thus optimizing machineryrequirements.

For the construction of the two tunnelsections, ACI and DSI also supplied AT-CasingSystems AT-114 and AT-76/DR. The AT-PipeUmbrella Support System is used for groundimprovement during mechanical excavation,distributing loads longitudinally. The AT-Drainage System allows an efficient drainageof slopes during tunneling. Both of thesespecialist products are particularly efficientand time-saving thanks to simultaneousdrilling and tubing.

Once again, high quality tunneling productsby ACI and DSI made an importantcontribution to the quick and safe realizationof the construction work for this project.

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American Commercial Shaft Equipment

American Commercial Inc. (ACI), part of theDSI group since October 2006, has suppliedground control products for mining andtunneling around the world for almost 90 years.Steel Ribs, Liner Plates and Lattice Girders fortunnel lining are at the core of ACI’s business. Inaddition, ACI also supplies DSI Group productssuch as DYWIDAG Bolts, DSI’s AT-Systems andinnovative rock bolt systems such as the CT-BoltTM.

In order to compliment its product range, ACI startedsupplying equipment and machinery for tunnel and shaftexcavation in 1998. Today, in its role as a distributor, ACI offers a range of products by well-known internationalproducers such as Wirth TBM’s, Condat GroundConditioners for tunnel advancement, injection equipmentby Aliva, Hany, Mai and Sika, Muehlhaeuser Rolling Stock,Interoc Tie Back Rigs, and Promat Fire Protectionsystems.

ACI has been particularly successful in supplying shaftboring equipment manufactured by the German long-termspecialist Wirth. Besides classical tunnel boring machines,exploration- and shaft boring machines, Pile Top DrillingRigs for use on-shore and off-shore are especially soughtafter. The latter have been used successfully in more than25 projects in North America.

In the summer of 2007, Wirth, ACI and Frontier-KemperConstructors, Inc. formed a joint venture to build a BlindShaft Boring machine. This boring machine is usedunderground and is particularly suitable for use in miningareas. In such applications, sinking separate blind shaftsdown to deeper levels which have no access roads hadpreviously been impossible. Rock cuttings inside the drillrods are brought up to the surface using the pneumaticallybased RCD method (Reverse Circulation Drilling).Compressed air is lead to the bottom of the borehole via aseparate pressure line, and the flushing liquid (water)descends between the drill rod and the borehole wall. Thedischarge of the compressed air near the drill bit causes adrop in density of the water column inside the drilling rods– the flushing medium and the rock cuttings are brought tothe surface by this differential pressure.

Wirth and ACI provided assistance and equipment toupdate and modify existing Frontier-Kemper machinery inorder to allow drilling diameters of 2.5m to depths of

roughly 300m. They were also involved in assisting withthe design and the fabrication of a new rig for FrontierKemper (drilling diameters up to 5m to depths of roughly400m in hard rock). Late in the first quarter of 2008, thefirst shaft was successfully drilled using this new rig.

More new rigs capable of drilling diameters of 6.5 or 8m todepths of 450 or 300m respectively are already in theplanning stages. Wirth and ACI are proud to be part of thissuccessful joint venture and are looking forward tocontinuing long-term activities and developments in thisinnovative business area.

Wirth L 35 Series Rig, similar to the Equipment built by the Joint Venture

� 4.5m BitAssembly,CaseFoundation,Elm Road Project

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I N F OOwner Barrick Gold, Kalgoorlie, WA, Australia

DSI Unit DSI Australia, Bennetts Green, NSW, Australia DSI Scope Design, development, production and supply of approx. 3,000 dynamic bolts; technical assistance

Australia � Mining

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DSI Australia Develops new Dynamic Bolt for Seismic Stability in Deep Mines

R&D Activities in Australia

Among other mines, Barrick Goldalso runs Kanowa Belle MetaliferousGold Mine near Kalgoorlie, about570km east of Perth in WesternAustralia. Barrick Gold had alreadyexperienced the versatility andreliability of DSI’s mining products inseveral other mines. Consequently,when presented with a seismicactivity problem on site, Barrick Goldasked DSI Australia to find a solutionfor stabilizing the working areas.

In accordance with the client’s specifications,DSI developed a new dynamic bolt that couldbe installed efficiently and safely andanchored with a standard resin capsule. The

specific challenge in this case was the smallborehole with a diameter of merely 43 -44.5mm. An even greater obstacle was thefact that the dynamic support needed to beappropriate for installation using a face jumboinstallation method, bolting in cycle in acrowded space.

During the development of the prototype bolt,DSI Australia’s specialists worked in closecollaboration with Garford Pty Ltd’s miningengineers.

Extensive static and dynamic load testing wasthen carried out in WASM, a world renownedGeo-Mechanics testing facility located inKalgoorlie. Excellent teamwork between DSIand Garford lead to successful testing resultsat first go for the new bolt prototype.

The initial site installation of the Dynamic Boltalso proved to be a success. The mineoperator was impressed with the easyhandling of the new dynamic bolt, whichallowed fast installation without the need forextensive training.

DSI Australia has now supplied in excess of3,000 Dynamic Bolts to Kanowna Belle for thesubstantial stabilization of the mine.

The development of this new dynamic bolt isyet another example of DSI’s innovative spiritand close connection to markets. As there is atendency for today’s mines to become deeperand higher in ground stress, demands onmining products are increasingly severe. Withits properties and performancecharacteristics, today’s new dynamic bolt nowcomplies with the market’s future demands.

I N F OOwner Xstrata Zinc Australia, Mount Isa, QL, Australia

DSI Unit DSI Pty. Ltd., Bennetts Green, NSW, Australia DSI Scope Supplier contracts for Posimix anchors and resin cartridges; technical assistance and realization of a test range

� Mining Australia

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Encapsulation Trial of Resin Cartridges in Mines George Fisher Zinc Mine, Australia

A strongly corrosive environmentcaused by geological influencescharacterizes the George Fisher ZincMine in the Mount Isa mining region inNorth Australia. Consequently, theowner, Xstrata Zinc, a subsidiary ofthe globally operating mining groupXstrata Plc., wanted to ensure goodcorrosion protection through fullencapsulation of the anchors in thedrill hole during driving works.

DSI Australia supplied chemicalTB2220T1P10R Posimix Bolts for theanchorage. The bolts are 2,200mm long andhave a diameter of 20mm.

During the fourth quarter of 2007, DSIAustralia carried out a comprehensive range

of tests in cooperation with Xstrata Zinc onsite. The testing was conducted in order tofind the best possible amount ofencapsulation for the anchors by varying thesizes of boreholes and resin cartridges.

A choice could be made from 1,050mm longresin cartridges with both medium and slowcomponents in 26mm and 30mm diameters.

When using the 26mm cartridge in the 35mmdiameter boreholes typical for this anchortype, a degree of encapsulation of 55% wasachieved. Consequently, two alternative trialswere carried out.

Using the same resin cartridge andreduction of the borehole diameter to theminimum diameter of 33mm achieved anencapsulation of 80%.

Keeping the borehole diameter of 35mmand using a larger resin cartridge with adiameter of 30mm resulted in anencapsulation of 87%.

Both alternative tests achieved the degree ofencapsulation required by the customer.Xstrata Zinc opted for alternative 2 becausethe 33mm drill bits could not have been re-used due to local rock characteristics.

In addition, the marginally higher costs for the larger resin cartridges are more than fullycompensated by the multiple use of the 35mm drill bit.

Due to the successful test range, DSI Australiawas given a contract for the supply of Posimixanchors and 30mm resin cartridges by theowner of the mine, Xstrata Zinc.

I N F OOwner Caledon Resources, QLD, Australia

DSI Unit DSI Australia, Bennetts Green, NSW, AustraliaDSI Scope Supply of rock anchors, anchor plates and resin cartridges

Australia � Mining

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A Strong Partner for Security: DSI Australia sponsorsGujarat NRE Minerals Ltd. during Mines Region Competition

In August 2008, 10 teams with 6 members each participated in theSouthern Mines Region Competition.This competition takes place atregular intervals in order to raiseawareness of safety issues withmining companies.

The competition includes several exercisesthat are carried out above and below ground.On the 28th of August, the teams had to passseveral tests in underground galleries. Besidestheoretical and virtual reality exercises, thegroups also participated in exercises in firefighting, extricating injured persons and CABA(compressed air breathing apparatus)exercises.

As a supplier of secure mining solutions, DSIAustralia sponsored the Gujarat NRE MineralsLtd. team. Gujarat NRE Minerals Ltd. is asubsidiary of the largest producer of highquality low ash metallurgical coke in India.Gujarat NRE Minerals Ltd. is located in New

South Wales, Australia and operates the NRE No. 1 Colliery with reserves of more than 300 million tons of coking coal.

DSI Australia is pleased with this further stepon the way to increased safety in mines.

More Coal with DSI: Extension of Cook Colliery in AustraliaHigh-Quality Mining Products by DSI secure Coal Mine in Queensland, Australia

Rising petrol prices govern ourtime. This is one of the main reasonswhy coal production is still animportant alternative to other rawmaterials in Australia. The Cook Mine,situated 30km south of Blackwater inQueensland, Australia, hosts a robustresource base estimated to be 126million tones of coking coal. The CookMine produces a low ash coking coalthat is a recognized brand in thecoking coal market. The Cook Mine’sresource base is currently beingmined from two underground coalseams.

After its extraction, the coal is delivered to theCook wash plant, which is located 14km northof the mine. Subsequently, the coal istransported by rail to the port of Gladstone,315km away.

In order to satisfy the high demand for coal inthe future, the owner, Caledon Resources,decided to gradually increase production to alevel of 100,000t per month.

To achieve this goal, the traditional shuttle carconveyors were replaced by a continuoushaulage system. In addition, the mine investedin a new continuous bolter/miner that allowssimultaneous roadway development andstabilization.

As a specialist in mine stabilization, DSIAustralia provided numerous innovativeproducts for the extension and modernizationof the coal mine. For stabilizing the newroadways, DSI supplied products such asrock bolts, anchor plates and resin cartridges.DSI Australia is pleased to have assistedCaledon Resources with increasing itsproduction at Cook Colliery by providing high-quality products.

I N F OOwner Xstrata Plc., Australia

DSI Unit DSI Pty. Ltd., Bennetts Green, NSW, Australia DSI Scope Contract for supplying the complete range of Mining Products for accessing the new mine

� Mining Australia

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Underground Expansion of an Open Pit Mine using DSI Mining Products

Ernest Henry Mine, Cloncurry, QL, Australia

Ernest Henry Mine, a copper-gold-mine, is located approximately 115kmeast of Mount Isa and 40km north ofCloncurry. It started production in1997 and has been owned by theXstrata Group, a globally operatingmetal and mining group, for severalyears. Each year, approximately100,000t of copper and 125,000ounces of gold are extracted from theore that is produced in the ErnestHenry Open Pit Mine. Open pit ore ispredicted to be exhausted by 2010.However, research showed that anotable amount of ore layers stillexists in deeper grounds.

Following plans to continue the exploitation atErnest Henry Mine, Xstrata announced itsplans for continuing the productionunderground in November 2007.

Pre-research concerning security andprofitability for underground productionshowed positive results. Furthermore, severalpossibilities resulted from the pre-researchthat are going to be investigated further duringthe construction of the first tunnel.

At the end of 2007, the company Barmincosecured a contract to drive the first 3.2kmlong underground decline. From early 2009on, approximately 75,000t of copperconcentrate are expected to be produced in atime span of approximately 3 to 4 years.

As agreed in the supply contract with Xstrata Copper, DSI Australia will supply its high quality and reliable DSI Mining Products for the underground expansion of Ernest Henry Mine.

Modern Gold Rush: DSI Australia supports Gold Producers with new Warehouse

The city of Bendigo, in southernAustralia, is the fourth largest city inthe state of Victoria. During the goldrush from 1850 to 1900, more goldwas found here than in any other goldregion in the world. Even today,Bendigo continues to be the largestgold field in eastern Australia. Thanksto modern ventilating and drainagetechnology, gold reserves in deeplayers that were not accessiblepreviously can now be extracted.

The Australian company Bendigo MiningLimited is currently exploring the region’sdeeper gold deposits. Test borings are beingcarried out in a 6,5km long exploratory shaft

that runs at a depth of up to 850m underneaththe city of Bendigo in order to determine theexact positioning and size of the golddeposits. Once the mine becomes fullyoperative in 2011, the chief executive of

Bendigo Mining, Doug Buerger, is expecting aproduction of 1.6 million ounces of gold peryear.

The company contracted with DSI Australia tosupply a complete range of specializedproducts for mining and ground support. In accordance with the slogan “Local Presence – Global Competence“,DSI Australia opened a new centralwarehouse in Bendigo in 2008 to assure theprompt and flexible supply of the productsneeded. Thanks to the new warehouse, DSIAustralia will be able to service the completemining industry in Victoria by offering acomprehensive range of mining products fromits new local warehouse.

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I N F OOwner Farallón Minera Mexicana S.A. de C.V., Mexico City, Mexico +++ Contractor Farallón Minera Mexicana S.A. de C.V., Mexico City,Mexico +++ Subcontractor Wabi Development, Ontario, Canada +++ Engineering Ing. Jesús Rivera

DSI Units DSI Canada Ltd., Sudbury, Canada; DSI Anclas Mineras S.A. de C.V., Jalisco, MexicoDSI Scope Supply of a grout pump, grout plugs and grout; technical assistance, training and pull tests on site

America | USA � Special

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DSI Solves Water Inflow Problem at Campo Morado Mine

The Canadian mining companyFarallon Resources Ltd. runs a largepolymetallic mine with zinc, gold,silver, copper and lead deposits inGuerrero State, in southern Mexico.The Campo Morado Mine is locatedapproximately 160km southwest ofMexico City and has one of the largestmetal deposits in Mexico. FarallonResources Ltd. opened the mine in1995 and has since discovered sixnew deposits.

In July 2008, the mine owner was facing aproblem: parts of the mine were flooded byground water and were no longer accessiblefor extracting ore. The contractor working onsite knew the experienced DSI employeeGaetan Rivard from DSI Sudbury personallyand knew that he had the experience and

knowledge to solve the problem. GaetanRivard accepted the challenge and travelled toMexico with DSI Mexico’s Sales ManagerJorge Gonzalez and Carlos Roacho, DSIMexico Technical Sales.

The experienced DSI employees soon found asolution to the problem: DSI supplied a groutpump, grout plugs and the grout necessary forcutting off the water. The crew in charge hadto pump grout continuously for two shifts ontwo holes before the water was successfullycontained.

The DSI employees did not only instruct thecrews during injection, but also trainedpersonnel to install cable bolts and performedpull tests to ensure the stability of the miningproducts used.

I N F OOwner Coeur d’Alene Mines Corporation, Palmarejo, Mexico +++ Contractor Aker Kvaerner Solutions, Oslo, Norway +++ Subcontractor Aker Mexico, Chihuaha, Mexico +++ Engineers Isreal Fimbres; Tom Holcomb; Sergio Sotelo

DSI Unit DSI Anclas Mineras S.A. de C.V., Jalisco, MexicoDSI Scope Supply of 12t of Omega-Bolt®s in lengths of approximately 2.4m and supply of the hydraulic pump needed for installation

� Mining Mexico | America

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Mexico: Omega-Bolt® Technology for Precious Metal Mineof International Standing

The foothills of Sierra Madre, in Mexico’snorthern state of Chihuahua, are known for theirprecious metal deposits. One of the mines inthis region, the Palmarejo mine, has been part ofthe world’s leading silver and gold producingcompany since its opening in March 2009.

The mine is operated by Coeur d’Alene Mines Corporation,one of the world’s leading silver producers. According tothe current 11 year plan for the operation of the new mine,approximately 120,000 ounces of Gold and 9 millionounces of silver will be mined per year at Palmarejo.

Because the strata near the main portal is predominantlyunstable, a rock bolt was needed that could be installedquickly and reliably in order to provide the necessarystabilization for gallery advancement. The contractorchose DSI’s Omega-Bolt®s, which were used for the firsttime ever in Mexico.

The Omega-Bolt® is a special anchorage system used fortemporary rock reinforcement in mining and tunneling. Theanchor offers immediate full load bearing capacity alongthe entire bolt length and can be flexibly adapted tovarying borehole diameters. The Omega-Bolt® is shapedinto a Greek Omega and is expanded by high pressurewater after insertion into the borehole. The result isimmediate form closure and friction transfer with thesurrounding rock mass. Another important advantage isthe Omega-Bolt®’s deformation flexibility. This featuremakes the anchor suitable for use in unstable rock massas well as in seismically active mining regions.

For the construction of the main ramp, DSI Anclas Minerassupplied a total of 12t of Omega-Bolt®s in lengths ofapproximately 2.4m as well as the hydraulic pumpnecessary for the expansion of the anchorages. InPalmarejo Mine, Omega-Bolt®s are also used at theintersections, where longer bolts are needed.

Thanks to the usage of the specialized Omega-Bolt®

system, work at the main portal could be carried outquickly and safely.

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Clevis Anchorage for DSI Stay Cables

Architectural requirements for thedesign of stay cable bridges aresteadily increasing. This is especiallytrue for the pylon, which needs to beas thin and elegant as possiblebecause it can be seen from a greatdistance. As a consequence, thespace inside the pylon is ofteninsufficient to accommodate commonstay cable anchorages that aresupported by bearing plates.Frequently, solutions are needed inwhich the stay cables are connectedto the structure by a clevis anchoragewith a large pin. In the past, similardetails have primarily been used inthe case of full locked cables. Fromnow on, a newly developed clevisanchorage by DYWIDAG-SystemsInternational GmbH will also beavailable for strand cables, offering aneconomic alternative to conventionalsystems.

In 2004, 12 and 14 strand clevis anchorageswere used for the first time on the RielEsplanade in Canada (cf. DSI Info 14). At thetime, the anchorage consisted of a thick-walled steel tube with welded steelplates. Further development resulted in moreefficient clevis anchorages made of cast steelfor 12, 37 and 61 strands.

The diagram shows a longitudinal section ofthe anchorage. The clevis is fastened to thestructure via a pin and gusset plate. On theother side, a DYNA Grip® anchor block isthreaded into an inside thread. The anchorageis connected to the stay cable sheathing by aflange tube that also contains the anchorage’ssealing unit.

The anchorages were subjected to fatiguetests and subsequent tensile tests inaccordance with fib Bulletin 30 at theTechnical University of Munich. Initially, astrand bundle containing 12 strands with astrength of 1860 N/mm² and a cross sectionof 150 mm² was installed in an vertical testing

machine that was adapted to include aninclination of 0.6° as required by fibregulations. The assembled cable was thentensioned to an upper load that correspondedto 45% of the cable’s nominal breaking load.During the fatigue test, 2 million load cycleswith a stress range of 200 N/mm² wereapplied. The test was successfully completedwithout a single wire fracture. During thesubsequent tensile test, 95% of the nominalbreaking load, or 92% of the actual breakingload in relation to the values of individualstrands, and a minimum elongation of 1.5% atmaximum load had to be achieved. Theserequirements were also successfully met

without any wire fractures. An additional testwith 61 strands was carried out successfullybetween March and April 2009.

The newly developed clevis anchorages arebeing used for the first time on the Sae PoongStay Cable Bridge in Korea. A detailed articleon this bridge will be included in the nextedition of DSI Info.

The clevis anchorage is not only suitable forstay cable bridges, but can also be used forarch bridge hangers, where available space inthe arch is too small for aligning ordinaryfixed anchors.

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IUT 2008, Hagerbach Test Gallery, Switzerland

September 17 - 18, 2008

During the International UndergroundConstruction and Tunneling Fair (IUT), visitors are able to gain a special kind of insight intothe world of mining and tunneling. From September 17th to 18th 2008, this trade fair tookplace for the 5th time inside the Hagerbach TestGallery. This 5km long gallery has been used forresearch and development since the 1970s. Its unique setting offers visitors the opportunity toexperience the equipment and products on display in a truly realistic environment.

In addition to the trade fair, the interested expert public can also participate in special tunneling seminars and technicalexcursions to current job sites. This year’s tunneling seminarswere focused on the motto “Modern Tunnel Equipment for Road and Rail”.

This year, the DSI company SpannStahl AG, Switzerland, and DSI, Austria were present at the exhibition. The joint appearance of both companies enabled visitors to gaininteresting insights into the newest developments of DSI’sbusiness segments Construction and Underground. Both companies were satisfied with their visitors’ positive feedback.

Conference at DMT in Essen

November 6, 2008

The engineering and consulting company DMT GmbH & Co. KG is active in areas such as producttesting, infrastructure, mining, industrial testing andmeasuring technology.

On November 6th, 2008, the company organized a conference titled“Parallel Strand Stay Cables in Bridge Construction” that was held inEssen, Germany. This event was of special interest for the expertpublic because parallel strand stay cables are increasingly used ashigh-strength tension members in German bridge construction. Theconference was a welcome opportunity for participants to exchangeexperiences and knowledge.

DSI was represented by Mr. Oswald Nuetzel, who gave two technicallectures. The first lecture outlined the use of DYNA Grip® Stay Cablesfor the Wesel Lower Rhine Bridge, Germany. The second lectureintroduced the DYNA Protect® System, a novel corrosion protectionsystem for stay cables. You will find a technical article on this topic inthe “Special” area of this DSI-Info edition. The 120 participants wereespecially interested in the new DYNA Protect® corrosion protectionsystem and engaged in a lively discussion at the end of the lecture.

Special

116

The latest annual GeomechanicsColloquy was held in Salzburg onOctober 9th and 10th, 2008. Thisconference is a forum for planners,engineers and constructioncompanies in tunneling.

Due to the fact that, among other things, theevent also offers a discussion forum with sitemanagers, the Geomechanics Colloquy is themost important professional event for DSIAustria Ges.m.b.H. in the German-speakingarea of Europe.

This year’s half day topics addressed issuessuch as the latest developments ingeomechanics, penstock and cavernconstruction and prediction models.

57th Geomechanics Colloquy and 6th Austrian Tunnel Day in Salzburg

October 8 - 10, 2008

A day before the Geomechanics Colloquy, the6th Austrian Tunnel Day was held inSalzburg’s convention center. Thisprofessional congress is organized by theInternational Tunneling Association’s (ITA)Austrian National Committee.

Topics such as changes in tunnelingtechnology and current large-scale projectswere at the center of the one-day event. Thesymposium was accompanied by a paneldiscussion titled “Fair construction execution- economic construction”.

Within the scope of the GeomechanicsColloquy, DSI Austria and Atlas Copco invitedattendees to a traditional dinner in Salzburg’sSternbraeu restaurant.

The pleasant atmosphere contributed to anintensification of existing contacts as well asto the creation of new contacts.

Once again, this year’s dinner was the festive highlight of the colloquy for more than 600 guests and a complete success for DSI Austria.

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A Strong Partnership: 50th Anniversary of License Agreement between Sumitomo and DSI

Relations between Japan and Germany havealways been close. In fact, the roots of thisintercultural relationship reach back to the 17th

century. Today, both countries cooperate closelyin politics, as well as in science, social life andin issues relating to the economy.

The friendship between the two countries has also allowedmany companies from both countries to establishbusiness relations abroad. 50 years ago, the formerDYWIDAG established a license agreement with Sumitomothat, for the first time ever, made DYWIDAG technologyavailable in Japan.

The Sumitomo Group emerged out of the constructioncompany Osaka Hokko Kaisha Ltd., which was founded in1919. Today, Sumitomo is a global organization with morethan 68,000 employees and approximately 150 agencies in65 countries. The Group is active in the metalliferous andraw materials industries as well as in logistics,infrastructure and telecommunications.

The license agreement between Sumitomo and DSI makesit possible for Sumitomo employees to obtain detailedinformation concerning the characteristics of DYWIDAGSystems during visits in Munich. Since the beginning ofthe license agreement, more than 2,000 bridges have beenbuilt in Japan using the DYWIDAG Post-TensioningSystem.

The cooperation between Sumitomo and DSI continues to be profitable for both partners. Sumitomorepresentatives regularly attend DSI’s Asia Meetings anduse this occasion to exchange information about the latestdevelopments and new markets with DSI.

On the 29th of May, Sumitomo employees and DSIrepresentatives celebrated the 50th anniversary of thelicense agreement in Tokyo. The delegation from Munichconsisted of Mr. Mossmann, the RCEO for ConstructionEurope, Mr. Reif-Lemke, the RCFO for ConstructionEurope, Mr. Nuetzel as the representative of the technicaloffice and Mr. Weber, the contact person for Asia.

Today, we would like to thank Sumitomo for ourpartnership and we are looking forward to many moreyears of cooperation between our two organizations.

Exchange of Presents

DSI with Mr. Yamada and Mr. Ishihara

DSI Crew with former DYWIDAG Trainees

DSI Present Sumitomo Present

Special � Exhibitions

118

GEOFLUID is a higly specialized exhibition ongeotechnics and tunneling. In 2008, the 17th annual tradefair was held in Piacenza, Italy, from October 1 – 4, 2008.

The exhibition is divided into four subject areas concerning drillingtechnology, tunneling and geotechnics and is focused on specialmarket segments. The 2008 fair was attended by approximately 10,000 visitors and nearly 400 exhibitors.

Due to its special focus, the exhibition is a welcome opportunity for DSI to cultivate professional relationships and createnew relationships with the expert public.

This time, the specialist for geotechnics, DYWIT S.p.a. from Milan, Italyand the Tunneling Headquarters, DSI Austria Ges.m.b.H., located inPasching/Linz, Austria, presented their newest products and systemsat a joint booth at GEOFLUID.

The participation at this trade fair was successful for both DSI companies.

GEOFLUID, Piacenza, ItalyOctober 1 - 4, 2008ITA-AITES World Tunnel

Congress, Agra, IndiaSeptember 19 - 25, 2008

Once again, the ITA-AITES World Tunnel Congress in India in 2008 providedparticipants with the opportunity to learnabout the latest developments in thetunneling industry within the framework ofpresentations and a trade exhibition. The presentations and poster exhibitionsdealt with topics such as the interpretationof geological data, rock mass analysis, anddifferent methods of tunnel construction.

As a member of the DSI Group, DSI Austria activelyparticipated with technical contributions. Mr.Volkmann gave a presentation on “Tender DocumentSpecifications for Pipe Umbrella InstallationMethods”. Additionally, DSI Austria contributed aposter titled “Technical Advances of Self-Drilling RockReinforcement and Ground Control Systems” to theposter session.

As every year, DSI Austria used this opportunity topresent the DSI Group’s newest productdevelopments in tunneling to the expert public duringthe accompanying exhibition.

Guenther Volkmann’sspeech

Special

119

For the third time, DSI representativesfrom Europe have had the opportunity tomeet their colleagues and licensees fromeight important Asian countries.

DSI’s Asia Meetings allow participants from bothEurope and Asia to gain a better insight into Asianmarkets and working methods. For this purpose, eachof the participating Asian countries presented thelatest developments in their respective regionalmarkets.

In addition, participants could get an idea of theirKorean colleagues’ work on a jobsite while visitingIncheon Bridge. DSI Korea supplied DYWIDAGTHREADBAR®s, anchor systems and associatedaccessories for this impressive bridge structure whichhas a main span of 800m.

Once again, the large number of participants provedhow important it is for all DSI Group members to workhand in hand with their international colleagues. In fact, it is our global internal communication that allows us to truly live up to our motto „Local Presence – Global Competence“.

3rd DSI Asia Meeting in SeoulMay 26 - 27, 2008

DSI bids Farewell to Mr. Oswald Nuetzel after more than 40 successful years in the Company

On November 30th 2008, Oswald Nuetzel, chief engineer for DSI Stay Cable Systems, retired afterspending over 40 years of his professional life withDYWIDAG and DSI. Oswald Nuetzel began his career inJuly 1968 in DYWIDAG’s engineering office.

Soon, his innovation potential was realized and in April 1969, he became a member of the research and development department. During the early days of this department, he contributed to many of the developments of bar post-tensioningsystems. Even the first stay cable bridge that was equipped with a DSI system in 1972, the Hoechstbridge over the Main River, tookadvantage of these developments andwas supported by bar cables.

During the 1980’s, he conducted basic developments for external posttensioning systems and once moreprepared the ground for a major step inthe development of DSI stay cablesystems. His persistence andenthusiasm were not limited

to the development of such systems, but were much required when he was responsible for the installation of the stay cables atthe Alamillo Bridge in Spain in 1990 and 1991. Besides thisintensive experience abroad, his expertise was requested during theconstruction of many well known bridges all around the world.Several national and international committees benefited from hiscompetence.

Many of Mr. Nuetzel’s companions joined his retirement party in Munich. We wish Mr. Nuetzel all the best and excellenthealth for this new phase of his life.

On December 1st, 2008, Werner Brand succeeded Mr. Nuetzel as theteam leader of the stay cabledepartment within Technical Services.Mr. Brand has been working for DSI since September 1999 and started working as an engineer in theTechnical Service Department. We congratulate Mr. Brand on hispromotion and wish him all the best for his future with DSI.

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40 years of DSI: Gary Kast takes Well-Earned Retirement

On April 30, 2009, after 40 years of service with DSI, Gary Kast, theGeneral Manager of Canada West,retired. Gary was well known andrespected within DSI and throughoutNorth America for his strong technicalskills, leadership and dedication.

Gary graduated from the University of CivilEngineering in Konstanz, Germany in 1962with a diploma in Civil Engineering. He spentseveral years working in the Swiss Alps withConrad Zshokke AG as a site engineer /estimator on hydro-electric power projectsbefore immigrating to Canada.

In April 1969, Gary started working withDYWIDAG Canada in Calgary, Alberta as aField Engineer, Estimator and Project Managerbefore becoming Manager of the PrairieRegion in 1973. In 1981, Gary’s territoryexpanded to include all of Western Canada,and in 1985, he moved to British Columbia.During his tenure, Gary was heavily involved inproduct and system development and enjoyedthe challenges of large projects, particularly indifficult conditions with technical challenges.Along the way, Gary built a strong and loyalteam which helped Canada West become astrong influence in its small but geographicallydiverse market territory.

Some of the interesting projects that Gary carried out include:

� anchor installation at the EdmontonConvention Centre

� installation of micro-piles in permafrost at radar stations in the Arctic North

� installation of GEWI®-Piles and anchors fora transmission line in Papua New Guinea

� installation of rock anchors for a dam inIqualuit, Nunavut in Canada’s arctic north

� supply of multi-strand post-tensioning andform travelers for the Tsable River Bridgeon Vancouver Island, BC

� supply of 92x0.6" strand anchors for theseismic upgrading of Seven Mile Dam

� Supply and installation of Stay Cables forProvencher Pedestrian Bridge in Winnipeg,Manitoba

On May 1, DSI held a celebration of Gary’s 40 year service and his retirement. Attendeesincluded Kerry Allen, RCEO and KhaledShawwaf, Chief Technical Officer as well asmany of Gary’s colleagues, clients andfriends.

As of January 1, 2009, the DSI business wasreorganized into a combined Canadianbusiness unit under the direction of Joe Li,formerly GM of Canada East. The newstructure will bring synergy to the Canadianoperations which are some 4,500kms apart.

We would like to thank Gary Kast for his great contributions during his time with us andwish him health, happiness and success in hiswell deserved retirement.

RCEO Kerry Allen and Gary Kast

Khaled Shawwaf and Gary Kast

� Exhibitions Special

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International fib Symposium, Amsterdam, Netherlands May 19 - 22, 2008

The members of the international federationof concrete fib (Fédération Internationale duBéton) regularly come together for symposia toexchange scientific and practical knowledge inconcrete technology. Further development ofthe construction material concrete with itstechnical, economic, aesthetic andenvironmentally friendly advantages are themain topics of the oral and writtenpresentations.

Hence, the fib Symposium 2008 was themed “Tailor madeconcrete structures - New solutions for our society”. Atotal of 394 abstracts from 46 countries dealing with thistopic were handed in. Out of this exceptionally highnumber, fib’s scientific committee chose 155 oral and 55poster presentations that were animatedly discussedduring the Symposium.

To make the program complete, a large exhibition as well as excursions took place. DYWIDAG-SystemsInternational (DSI) participated in the exhibition with agenerously designed booth. The comprehensive DSIproduct range was well received by the participants of thesymposium. They were able to gather detailed information about the way DSI products foster andcomplement the further development of concrete as aconstruction material.

Special � Exhibitions

122

The Big 5 Show, Dubai,United Arab Emirates

November 23 - 27, 2008

Public interest in Dubai’s Big 5 Show continues tobe very high; in 2008, more than 57,000 people visitedthe booths of 3,200 exhibitors from 53 countries. Theshow’s offer was more diversified than in previousyears. For the first time, the PMV, the most importantexhibition of construction equipment in the Middle East,was held at the same time as the Big 5.

The Big 5 is divided into 7 main areas that also includeconstruction. This segment comprises products linked to theconstruction material concrete, as well as different kinds ofanchorage systems. This setting was a welcome opportunity for DSI to present its broad range of products for the construction andunderground markets.

DSI has severalpartner companiesthat specialize onthe supply ofPost-TensioningSystems, includingdesign and fullinstallation, to theMiddle East. ThereinforcedDYWIDAG FlatAnchorage Post-Tensioning Systemwas one of thesystems which

was upgraded and optimized by DSI and its local partners to suitrequirements on Middle Eastern markets.

The Concrete Accessories Division was also present at the Big 5 Show. In addition to Form Tie Accessories, DSI exhibitedchemical products and special mortars produced by Technique-Béton in Moissy, France, at the company booth.DYWIDAG Form Tie Systems were presented in cooperation withDSI’s local partner, Protools LLC from Dubai.

With traffic steadily increasing in Dubai, the government is currentlyplanning several infrastructure projects that also include theconstruction of new tunnels. That is why, for the first time, DSI also exhibited its special tunneling products.

Once again, DSI was not only able to renew existing businessrelations, but to impress many new contacts with theircomprehensive product range.

IV. ACHE Congress,Valencia

November 24 - 27, 2008

The Spanish version of the fib Congress was held in Valencia at the end of 2008: the IV. ACHECongress. The Scientific-Technical Association forStructural Concrete in Spain, ACHE, organizes this international event on a triennial basis.

The ACHE Congress is a combination of trade show and seminar and serves mainly to exchange know-how andexperiences in the concrete and civil engineering sectors. This does not only include an exchange between businessexperts, but also a knowledge transfer between research and practical experience.

Approximately 500 participants attended the varied lectures and visited the 55 booths. As an active member of the ACHE,DYWIDAG Sistemas Constructivos (DSC), headquartered inFuenlabrada, Madrid, participated with a company booth as well as by making presentations.

DSC presented three papers on recent developments in the field of Ductile Iron Piles, on the damper system that wasused for the Alamillo Bridge and on the Monostrand Flat Slab Post-Tensioning System.

Feedback for DSC’s technical presentations was positivethroughout, and DSC was able to renew existing contacts and toestablish new business connections at their booth.

� Exhibitions Special

123

MINExpo INTERNATIONAL 2008, Las VegasSeptember 22 - 24, 2008

MINExpo is the only NorthernAmerican mining exhibition and thebiggest show of its kind on thatcontinent. MINExpo is held every fouryears and is considered to be one ofthe most important exhibitions of theindustry. From September 22nd to 24th, 2008, more than 1,285 companiesexhibited their products and servicesfor mining and tunneling in Las Vegas.

In 2008, MINExpo’s square footage was 30%larger than in previous years. Approximately40,000 expert visitors collected information onrecent product developments in mining andtunneling both at the exhibition and duringaccompanying educational sessions.

DSI, the specialist for mining and tunnelingproducts, was also present at MINExpo. Atthe company booth, DSI presented specialproducts of the DSI division UndergroundAmerica to the interested expert public.

A large number of professional visitorsshowed great interest in the products of theDSI companies. DSI is very satisfied with theresults of this year’s show and plans to berepresented at the next MINExpo in Las Vegas in 2012.

DSI USA: Kris KriofskeRetires

After 9 successful years ofworking for DSI USA, KrisKriofske retired in the summer of2008. Mr. Kriofske started hiscareer with DSI USA in June 1999as Interim General Manager forthe DSI/Strandtech Joint Venturewhile at the same time working asa sales engineer for DSI in Texas.

After the successful dissolution of theJoint Venture between DSI andStrandtech in October 1999, Kris Kriofskeworked as a full-time Sales Engineer forwhat at the time was the South CentralDivision of USA.

Mr. Kriofske continued to work in this position until his well-earnedretirement on June 15th 2008. We wish Kris all the best and good healthfor his future path of life.

Kris Kriofske and his wife Jaynie

Info 17English

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DSI Holding GmbHDywidagstrasse 185609 Aschheim, GermanyPhone +49-89-30 90 50 200E-mail info@dywidag-systems.comwww.dywidag-systems.com

■ ■ ■ Construction

AmericaDYWIDAG-Systems International USA Inc.320 Marmon DriveBolingbrook, IL 60440, USAPhone +1-630-739-1100E-mail dsiamerica@dsiamerica.comwww.dsiamerica.com

EMEADYWIDAG-Systems International GmbHSiemensstrasse 885716 Unterschleissheim, GermanyPhone +49-89-30 90 50 100E-mail dsihv@dywidag-systems.comwww.dywidag-systems.com

Concrete AccessoriesDYWIDAG-Systems International GmbHSiemensstrasse 885716 Unterschleissheim, GermanyPhone +49-89-30 90 50 100E-mail dsihv@dywidag-systems.comwww.dsi-accessories.com

■ ■ Underground

Mining/Tunneling Asia/PacificDYWIDAG-Systems International Pty. Ltd.25 Pacific HighwayBennetts Green, NSW 2290, AustraliaPhone +61-2-49 48 90 99E-mail dsi@dywidag.com.auwww.dsiminingproducts.com/au

Mining/Tunneling AmericaDSI Ground Support Inc.3900 West 700 SouthSalt Lake City, UT 84104, USAPhone +1-801-973-7169E-mail dsimining@dsimining.comwww.dsigroundsupport.com

Mining/Tunneling EMEADYWIDAG-Systems International GmbHWagram 494061 Pasching/Linz, AustriaPhone +43-7229-6 10 49 0E-mail alwag@dywidag-systems.atwww.alwag.com

Imprint

Imprint

Published byDSI Holding GmbHDywidagstrasse 1, 85609 Aschheim, GermanyTelefon +49-89-30 90 50-200Fax +49-89-30 90 50-252E-mail info@dywidag-systems.comwww.dywidag-systems.com

Design and Editorial ContentDSI Holding GmbHMarketing DepartmentEditor in ChiefGerhard KahrAssistant EditorsChristine RitzBirgit Etzold-Carl

RevisionRon BonomoNaperville, Illinois, USA

Design, Layout and TypesettingGO2, Karsten GorissenMunich, Germany

Image EditorNUREG Neue MedienNuremberg, Germany

PrintingHolzer Druck and MedienWeiler im Allgaeu, Germany

Picture CreditsSpecial Foundations for the new Hungerburg Funicular Railway, Innsbruck, Austria (pages 22-23)Photos reprinted courtesy of FELBERMAYR Bau GmbH & CoKG and of Brandner Engineers, Austria

Cantilever Construction facilitates Easy Travelling: the Tanaro Bridge in Italy (pages 30-31)Photos reprinted courtesy of IMPRESA S.p.a., Italy

Longest Bridge in Africa Strengthened using GEWI® Bars (page 45)Photos reprinted courtesy of DYWIDAG International GmbH, Munich, Germany

Bridges in Africa constructed using DYWIDAG Strand Tendons (pages 46-47)Photos reprinted courtesy of DYWIDAG International GmbH, Munich, Germany

Redevelopment of Downtown Phoenix, Arizona with DSI USA (page 76)Photo reprinted courtesy of Buesing Corp., USA

New Tunnel underneath Niagara Falls Built with ALWAG and ACI (pages 94-95)Photos reprinted courtesy of STRABAG, Cologne, Germany

Gautrain High Speed Train, South Africa (pages 98-99)Photos reprinted courtesy of Bombela Consortium, South Africa

Text Copyright © DSI Holding GmbH, 2009All rights reserved. No part of DSI Info 17 may bereproduced or transmitted in any form or by any means,electronic or mechanical, including photocopying,recording or any information storage or retrieval system,without the express prior written consent ofDSI Holding GmbH.

This publication is published in English (15,000 pcs.)and German (4,000 pcs.).

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Info 17English

200720082009201020112012

A R G E N T I N A

A U S T R A L I A

A U S T R I A

B E L G I U M

B O S N I A A N D H E R Z E G O V I N A

B R A Z I L

C A N A D A

C H I L E

C H I N A

C O L O M B I A

C O S TA R I C A

C R O AT I A

C Z E C H R E P U B L I C

D E N M A R K

E G Y P T

E S T O N I A

F I N L A N D

F R A N C E

G E R M A N Y

G R E E C E

G U AT E M A L A

H O N D U R A S

H O N G K O N G

I N D O N E S I A

I R A N

I TA LY

J A P A N

K O R E A

L E B A N O N

L U X E M B O U R G

M A L A Y S I A

M E X I C O

N E T H E R L A N D S

N O R W A Y

O M A N

P A N A M A

P A R A G U A Y

P E R U

P O L A N D

P O R T U G A L

Q ATA R

R U S S I A

S A U D I A R A B I A

S I N G A P O R E

S O U T H A F R I C A

S P A I N

S W E D E N

S W I T Z E R L A N D

TA I W A N

T H A I L A N D

T U R K E Y

U N I T E D A R A B E M I R AT E S

U N I T E D K I N G D O M

U R U G U A Y

U S A

V E N E Z U E L A

w w w . d y w i d a g - s y s t e m s . c o m 0420

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goho

DSI Holding GmbHDywidagstrasse 185609 Aschheim, GermanyPhone +49-89-30 90 50 200E-mail info@dywidag-systems.comwww.dywidag-systems.com

■ ■ ■ Construction

AmericaDYWIDAG-Systems International USA Inc.320 Marmon DriveBolingbrook, IL 60440, USAPhone +1-630-739-1100E-mail dsiamerica@dsiamerica.comwww.dsiamerica.com

EMEADYWIDAG-Systems International GmbHSiemensstrasse 885716 Unterschleissheim, GermanyPhone +49-89-30 90 50 100E-mail dsihv@dywidag-systems.comwww.dywidag-systems.com

Concrete AccessoriesDYWIDAG-Systems International GmbHSiemensstrasse 885716 Unterschleissheim, GermanyPhone +49-89-30 90 50 100E-mail dsihv@dywidag-systems.comwww.dsi-accessories.com

■ ■ Underground

Mining/Tunneling Asia/PacificDYWIDAG-Systems International Pty. Ltd.25 Pacific HighwayBennetts Green, NSW 2290, AustraliaPhone +61-2-49 48 90 99E-mail dsi@dywidag.com.auwww.dsiminingproducts.com/au

Mining/Tunneling AmericaDSI Ground Support Inc.3900 West 700 SouthSalt Lake City, UT 84104, USAPhone +1-801-973-7169E-mail dsimining@dsimining.comwww.dsigroundsupport.com

Mining/Tunneling EMEADYWIDAG-Systems International GmbHWagram 494061 Pasching/Linz, AustriaPhone +43-7229-6 10 49 0E-mail alwag@dywidag-systems.atwww.alwag.com

Imprint

Imprint

Published byDSI Holding GmbHDywidagstrasse 1, 85609 Aschheim, GermanyTelefon +49-89-30 90 50-200Fax +49-89-30 90 50-252E-mail info@dywidag-systems.comwww.dywidag-systems.com

Design and Editorial ContentDSI Holding GmbHMarketing DepartmentEditor in ChiefGerhard KahrAssistant EditorsChristine RitzBirgit Etzold-Carl

RevisionRon BonomoNaperville, Illinois, USA

Design, Layout and TypesettingGO2, Karsten GorissenMunich, Germany

Image EditorNUREG Neue MedienNuremberg, Germany

PrintingHolzer Druck and MedienWeiler im Allgaeu, Germany

Picture CreditsSpecial Foundations for the new Hungerburg Funicular Railway, Innsbruck, Austria (pages 22-23)Photos reprinted courtesy of FELBERMAYR Bau GmbH & CoKG and of Brandner Engineers, Austria

Cantilever Construction facilitates Easy Travelling: the Tanaro Bridge in Italy (pages 30-31)Photos reprinted courtesy of IMPRESA S.p.a., Italy

Longest Bridge in Africa Strengthened using GEWI® Bars (page 45)Photos reprinted courtesy of DYWIDAG International GmbH, Munich, Germany

Bridges in Africa constructed using DYWIDAG Strand Tendons (pages 46-47)Photos reprinted courtesy of DYWIDAG International GmbH, Munich, Germany

Redevelopment of Downtown Phoenix, Arizona with DSI USA (page 76)Photo reprinted courtesy of Buesing Corp., USA

New Tunnel underneath Niagara Falls Built with ALWAG and ACI (pages 94-95)Photos reprinted courtesy of STRABAG, Cologne, Germany

Gautrain High Speed Train, South Africa (pages 98-99)Photos reprinted courtesy of Bombela Consortium, South Africa

Text Copyright © DSI Holding GmbH, 2009All rights reserved. No part of DSI Info 17 may bereproduced or transmitted in any form or by any means,electronic or mechanical, including photocopying,recording or any information storage or retrieval system,without the express prior written consent ofDSI Holding GmbH.

This publication is published in English (15,000 pcs.)and German (4,000 pcs.).

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