Strukturas News

Excellent productivity using Overhead MSS at River Lima bridge construction in Portugal

Overhead MSS at River Lima bridge construction, Portugal

Overhead movable scaffolding system (OHMSS)
Highlights and facts:

Max Span: 33,0m
Min Span: 22,45m
Max MSS Span: 33,0m
Weight of Superstructure: Approx 26.2t/m
Width Of Bridge Slab: 15,9m
Max Crossfall: N.A.
Max Long Slope: 4,8%

August 2025 Grupo ACA Construction team casted first span of 816m length river Lima bridge.

The Overhead movable scaffolding system of Strukturas created a perfect opportunity to reach maximum productivity – complete 25 spans in just 8 months.

Bridge construction is planning to by finished in March of 2026 as last spans and Overhead MSS will be demobilized.

This project is a true example of planning, coordination, and execution in large-scale infrastructure.

STRUKTURAS
WE MAKE IT SIMPLE!

Post-tensioned concrete bridges

POST-TENSIONED CONCRETE BRIDGES: DESIGN AND CONSTRUCTION USING THE SPAN-BY-SPAN METHOD WITH MOVABLE SCAFFOLDING SYSTEMS (MSS) AND BRIDGE INFORMATION MODELLING (BIM)

1. Introduction

The development of the MSS (Movable Scaffolding Systems) for long bridges using span by span methods has been intensively used in recent decades in Europe for a typical and optimal span range of 45m to 65m. The need and possibility of flexible horizontal and vertical track or road geometry together with optimal usage of post-tensioning on bridge decks has contributed significantly to the adoption of this design method in large scale road and railway projects currently in Poland.

The high-speed railway (HSR) design requirements meet very well this span-by-span bridge building method. Given the demanding parameters of HSR tracks, usually very long bridges at moderate heights are needed. These conditions are very suitable to MSS systems since this equipment is a launching span-by-span method that doesn’t introduce large launching forces at construction yard or on the piers. The versatility MSS building method allows its application on decks with variable horizontal curvature, with minimum radius of 250 m to 300 m.

This paper summarizes some bridge examples built by MSS method focusing on the different type of systems – underslung and overhead – and their main advantages, the various improvements on the concrete bridge decks cross sections and on the post-tensioning solutions typically considered. Optimizations on design and construction using a close interaction between designers, contractors and post-tensioning alternatives and/or suppliers will also be addressed.

Additionally, some examples and advantages of 3D model-based design solely developed using BIM models and with no drawings at the site will be presented. The main focus will be pointed to reinforcement/rebar optimizations and preassembling, as well as posttensioning layouts and improvements.

2. Rail requirements, local conditions and span arrangement

The design of bridges for high-speed trains is primarily governed by the substantial dynamic loads associated with train mass and velocity, which far exceed those considered in road structures, as well as by the large superimposed dead loads of the railway infrastructure.

The railway track consists of ballast, sleepers, rails and other equipment, which also represent significant additional loads, approximately three to four times greater than the remaining permanent load of road structures.

In general terms, it can also be said that the vertical overload due to rail traffic has values in the order of 100 kN/m per track, which, for the typical case of a two-track deck with a width of 14 m, results in a uniformly distributed load of 14.3 kN/m2, substantially higher than the traditional 4 kN/m2 considered for the overload of road structures.

Therefore, although for bridges intended for high-speed trains, the solutions generally correspond to those usually recommended on bridges and road viaducts, they must be adapted to the particular aspects that large loads and railway tracks impose.

The nature and size of the railway loads and decks stiffness requirements, justify the lower slenderness of this type of bridge structures when compared to the current values of road structures. In straight railway structures, the slenderness ratio between the height and the span of the deck, in continuous structures, is between 1/13 and 1/15, instead of the value of 1/20, considered as a reference in road structures.

The width of the deck supporting the railway platform depends, of course, on the number of tracks, varying in the most common case – double track – between 12.5 m and 14.0 m. Whenever possible, however, there will be every interest in standardizing the width to allow a better optimization of the building method, the equipment effectiveness, the definition and maintenance of the track, etc.

In general, in railway viaducts with high ground hills that do not have special associated local constraints, the current trend is to use prestressed reinforced concrete structures with typical spans ranging from 45 m to 65 m, for which there is a broad consensus that the most suitable solution for the deck is the single-stage box girder cross-section, since with this typology an excellent use of the material is achieved, also ensuring adequate behavior for stiffness and for resistance to bending and torsion.

For this range of spans and cross-section typology, the choice of construction systems largely depends on the bridge length, height, and local geotechnical conditions. In general, the most commonly adopted method for deck construction involves self-launching Movable Scaffolding Systems (MSS), particularly when the bridge height is moderate to high (20 m < h < 70 m). Alternatively, ground-supported falsework is preferred when the bridge is relatively short (<150 m), the height is low (<25 m), and favorable foundation or support conditions are present. Furthermore, when opting for MSS, a minimum of four to five spans is typically considered good practice to ensure efficiency and cost-effectiveness.

3. Underslung and overhead MSS

3.1. Underslung MSS

The Underslung MSS solution is currently employed in the construction of road and railway bridge decks, typically for spans ranging from 20 m to 70 m.

Concreting each box girder span using the Underslung MSS can be done in one or multiple stages, depending on the deck design. A single-stage casting is generally more cost-effective, as it enables faster construction cycles and reduces the quantity of post-tensioning required. Based on recent projects experience, it has been observed that two stages casting for box girders – dividing the deck into the U-shaped section and the upper slab – can increase post-tensioning quantities by approximately 20 to 30%.

In single-stage casting, the entire U-shaped deck cross-section including the slab (bottom slab, webs, and top slab) is cast in one operation using MSS. Main advantages are:

Faster cycle time (1 span per 7–10 days).
Monolithic structure with fewer joints, with increased durability.
Simplified post-tensioning since less tendons are used when compared to two-stage.

In two-stage casting, the deck is divided into two pours: Stage 1: Bottom slab and webs; Stage 2: Top slab (deck surface). As main advantages one can point out easier access for installing top slab reinforcement and ducts and better control of concrete quality and curing. However, other challenges arise such as longer construction time, and more careful joint treatment between stages.

When two-stage casting is chosen external cables may be used for post-tension which makes less post tension cables inside the cross section itself but results in more complicated internal geometry for formwork system.

The versatility of the Underslung MSS solution allows its application on decks with variable horizontal curvature, with minimum radius of 250 m to 300 m.

The pursuit of simple yet effective construction solutions has been carried out for many years. Contactors, designers and MSS suppliers have collaborated intensively to optimize construction cycles, notably through the increased use of preassembled reinforcement wherever feasible.

3.2. Overhead MSS

Overhead MSS is another movable scaffolding system solution also suitable for casting boxgirder deck sections.

Both MSS configurations – Underslung or Overhead – share similar principles and functionalities. However, each system may offer distinct advantages depending on specific site conditions. For instance, the choice between them often depends on available vertical clearance and overall bridge height. If sufficient height is not available to accommodate an Underslung MSS, or if vertical clearance requirements cannot be met, the Overhead MSS may present a more viable alternative.

4. Other MSS and deck details

Several modern MSS systems also incorporate inner formworks equipped with rails and/or hydraulic mechanisms which, when paired with an appropriate deck design, can significantly enhance the efficiency of formworks relocation from span to span. As illustrated in Picture 6, the image on the left shows one of the systems used on Vila Pouca de Aguiar Viaduct in Portugal, where rail-based movement was utilized. On the right-hand side, the typical reinforcement assembly is shown, along with the arrangement of parabolic continuity tendons and bottom tendons as observed on site.

As a result, by adopting a well-studied, organized and repetitive deck geometry, combined with strategic placement of post-tensioning blisters, a very straightforward and “clean” appearance is achieved within the deck interior, as illustrated in the pictures below.

5. Model-based 3D design (BIM)

Drawings have played a central role in the construction industry for thousands of years serving as the primary medium for conveying information between design, planning, and execution phases. Until recently, they were considered the most important official channel for communication across disciplines.

Today, when referring to BIM (Building Information Modeling), most people think of digital 3D models. However, the term BIM also encompasses the broader workflow that facilitates seamless information exchange throughout the lifecycle of a structure—from planning and design to construction and maintenance.

Today, when referring to BIM (Building Information Modeling), most people think of digital 3D models. However, the term BIM also encompasses the broader workflow that facilitates seamless information-flow throughout the lifecycle of a structure – from planning and design to construction and maintenance.

A drawing-less project, or the so-called model-based project, has the following advantages:

Understanding scope of work: A 3D-model greatly enhances the understanding of the scope of work during both planning and building. While a drawing gives a limited amount of information, like levels and measurements, a BIM-model gives the user the ability to access any information needed. Compared to a 2D-drawing, a BIM-model also gives the ability to sequence information.
Clash control: Finding, anticipating, and solving clashes in a BIM-model is much easier than on a 2D-drawing and cheaper than solving clashes on site.
Parametric design: BIM-models can be made with the help of parametric design. This way of working gives a lot of flexibility for design changes and saves a lot of time when working on repetitive tasks.
Cross border cooperation: A BIM-model looks the same in any country, while drawings usually are very country-specific. Thus, cross-country collaboration becomes easier.
Procurement: As all objects that need to be built or bought are represented in the model, accurate and updated data for volumes and quantities are always present in the BIM-model. Also, reinforcement can be ordered directly from the BIM-model, eliminating the need for manually made bar bending schedules.
Preparing for the future: If we want to improve automation in the construction industry, it’s essential to find alternatives to 2D-drawings when transferring information from design to site. Feeding 2D-drawings to robots or machines will not be optimal.

Choosing an optimal level of detail in a BIM-model is very important. Objects need to be modelled with enough details to be useful in clash control and understanding scope of work. At the same time, too many details will make model very large and software will start lagging and be difficult to control.

Post tensioning tendons and anchorages are important components in a bridge as they are the “arteries” of the bridge. The post tensioning geometry may be complex if it’s not wellthought, and the position of its components is not flexible. However, only the outer shape of the tendons geometry and anchorages is important to model correctly, as it will form the basis for clash control.

The steel strands and the inner geometry of the anchorages are handled by the supplier responsible for delivering the product and, in general, do not need to be modelled. Picture 9 illustrates a post tensioning drawing detail (top) and the equivalent area in a BIMmodel shown in perspective (bottom). They both carry information about post tensioning at the top and at the bottom of the cross-girder and how it will end in blisters where the anchorages are placed, either for continuity tendons or strengthening tendons, on the lower flange of the deck. The 3d-view does however offer a lot more information on potential clashes and a greatly improved understanding of scope of work even before one starts rotating the view.

Another advantage of modelling all rebars is that reinforcement can be ordered directly from the BIM-model, removing the need for manually prepared bar bending schedules.

5. Conclusions

The span-by-span construction method using Movable Scaffolding Systems (MSS) has demonstrated its efficiency and adaptability in long-span bridge projects, particularly in highspeed railway (HSR) applications. The compatibility of MSS with demanding track geometry, heavy loads, and moderate heights makes it a preferred solution in large-scale infrastructure works. The choice between Underslung and Overhead systems depends on site-specific constraints, but both offer advantages in terms of construction speed, structural performance, and post-tensioning optimization.

The integration of model-based design through BIM has further enhanced the efficiency of MSS-based construction. By combining the repetitive and optimized geometry typical of MSS methods with the precision and clarity of BIM models, teams can preassemble reinforcement, streamline post-tensioning layouts, and reduce errors on site. The ability to visualize and coordinate all elements in 3D before execution supports faster cycles, cleaner deck interiors, and better collaboration between designers, contractors, and suppliers. This synergy between digital design and mechanized construction sets a strong foundation for future advancements in bridge engineering.

References

Le viaduct de Vila Pouca au Portugal. Travaux. 2008, nr 853.
ENGENHARIA SA, ARMANDO RITO, NORGE AS, SWECO. Detailed design of Randselva bridge, E16 Eggemoen – Åsbygda, 2019.
Trimble’s World’s best BIM project and best BIM infrastructure project. https://www.tekla.com/bim-awards/randselva-bridge.
VIEIRA T., ULVESTAD Ø., CABRAL P., GEICKE A. Randselva bridge, Norway – designing and building solely based on BIM models. W: fib Symposium 2021, Lisbon, 2021.

Article by Tiago VIEIRA

Strukturas attended 20th Wrocław Bridge Days

Strukturas was attending 20th Wrocław Bridge Days

Strukturas attended 20th Wrocław Bridge Days – Wrocław University of Science and Technology, 27-28 November 2025.

Linas Adomavičius and Maciej Masłowski met with numerous bridge professionals to discuss efficient and sustainable cast-in-situ bridge construction methods, including:

Span by span Movable Scaffolding System – MSS
Balanced Cantilever Form Travellers – FT

Tiago Vieira from ARMANDO RITO ENGENHARIA, SA made a very informative presentation about Movable Scaffolding System bridge design and best practices implemented together with Strukturas.

Poland is a very good example of Strukturas as cooperation with Hünnebeck by BrandSafway. Maciej Masłowski and Daniel Hutnik make this partnership strong.

Elbebrücke bridge construction using Underslung MSS

Underslung MSS finishes the job at Elbebrücke construction site by ‪@ImpleniaTube‬ Consortium Implenia / DSD / Stahlbau Niesky has been awarded the contract for the construction of the new 1.1 km long Elbe bridge near Wittenberge. This project is the perfect example of sustainable and extreme bridge construction at sensitive and flood risk #NATURA2000 area.

Environmental aspects and sustainability play an important role in the planning and construction of the new bridge. The water levels of the Elbe have to be taken into account during construction.

Henning Schrewe, Head of Civil Engineering Germany at Implenia, commented: “We are delighted to be able to demonstrate our expertise in the planning and execution of challenging bridge projects with this contract. Winning this important contract also testifies to the consistent implementation of Implenia’s strategy of positioning itself as a partner for the realisation of complex major projects.”

Stukturas delivered underslung Movable Scaffolding System – MSS and site services related to MSS.

This MSS was special – a tower crane was placed on it. During launching the tower crane moves together with MSS. This cast in situ bridge construction equipment ensures high productivity and sustainability of Elbe bridge construction even when water level increases during river floods.

In 24 month MSS was used to build 2 parallel decks with 14 span each. This period includes the MSS relocation from 1st deck to 2nd.

STRUKTURAS
WE MAKE IT SIMPLE!

Photo credits to Implenia.

We also leave here the podcast about this project for your further information:

https://impact.implenia.com/artikel/projekt-im-fokus-neubau-der-elbebruecke-bei-wittenberge/

5 pairs of Balanced Cantilever Form Travellers at the Morawica and Wola Morawicka bypasses

5 pairs of Balanced Cantilever Form Travellers at Construction of the Morawica and Wola Morawicka bypasses

5 pairs of Balanced Cantilever Form Travellers at the construction of the Morawica and Wola Morawicka bypasses in Poland.

The construction of the Morawica and Wola Morawicka bypass along National Road No. 73, class GP, from km 3+850.0 to 8+230.0 (section length: 4.38 km) is being carried out using the “Design and Build” system by Fabe Polska Sp. z o.o. The scope of construction includes the construction of two road structures with the following parameters.

ED-2 viaduct over the Czarna Nida River:

Continuous, five-span structure
Span length: 75.15 + 2 x 108.00 + 98.0 + 65.15
Total length of the structure: 456.30 m
Total width of the structure: 11.40 + 1.70 + 11.40 m

ED-5 overpass over the river Morawka:

Continuous, four-span structure
Span length: 63.50 + 99.00 + 99.00 + 63.50 m
Total length of the structure: 327.00 m
Total width of the structure: 11.40 + 1.70 + 11.40 m

Highlighs & Facts of Strukturas Form Travellers:

Max. Segments length: 5,0 m
Max. width superstructure = 11,78 m
Length of hammerhead: 13,0 m
Min. hor. radius: STRAIGHT
Max. longitudinal slope: 0,7 %
Section cross fall: 2,5 %
Weight of heaviest segment: 154 TONS
Highest Segment height: 4,92 m
Lowest Segment height: 2,5 m
Min. Distance to neighbor bridge: 2,07 m
The maximum allowable deflection of the Main Girder due to concrete load is approx.: L/400
The maximum allowable deflection for other structural members: L/250

STRUKTURAS
WE MAKE IT SIMPLE!

Video Credits to Fabe Polska Sp. z o.o..

5 pairs of Balanced Cantilever Form Travellers at Construction of the Morawica and Wola Morawicka bypasses in Poland

Stay tuned for this project and follow us on social media to updates.

Anna Jagiellon Bridge construction in Poland (Warsaw) using 3 different systems

Anna Jagiellon Bridge, Warsaw, Poland construction using Form Travellers, Overheard Movable Scaffolding System and Wing Form Travellers

The project:

The new Vistula crossing integrated into the S2 Expressway and consists of two parallel decks with the following lengths:
• Central bridge MG04-02 measuring 536.5 m per deck;
• MG04-01 and MG04-03 access viaducts with a total of 970 m per deck.

The client:

GP Mosty JV Gülermak Heavy Industries Construction & Contracting Co. Inc Branch in Poland and PBDiM Mińsk Mazowiecki

The Balanced Cantilever FT solution:

The main characteristic of the Vistula cantilever bridge deck crossing the river, is the fact that it has pre casted concrete struts to support the outer wings, as well as another precast strut installed inside the deck box in between the webs.The prefabricated struts normally difficult the Form traveller operation, as they interfere with the webs and top slab formwork.

In the Vistula case the solution allows to operate the Form travellers basically in a standard way, since the webs formwork panels incorporate some slots aligned with both ends of the precast concrete struts. These slots are closed during the concerting stage, being opened before the formwork is prepared for the Form traveller launching.

The installation of the external precast struts is made as soon as the Form traveller is adjusted to its position at the new segment. The external deck wings top slab formwork panels are equipped with an opening through which the pre cast struts will pass. This opening will be closed by a plywood plate before the rebar works start. The pre cast struts will stay on top of adjustable supports delivered with the Form traveller formwork system.

The internal pre cast strut will be placed in a awaiting position on top of the bottom slab rebar, inside the deck box before the Form traveller internal formwork is launched forward. After the internal formwork is launched to its final position and adjusted, then the internal precast strut will be lifted, rotated and installed at its final position in between the deck webs.

The OHMSS and WFT solution:

Taking into account conditions and location of construction site, Overhead Movable Scaffolding System (OHMSS) combined with a Wing Formtraveller (WFT) solutions were implemented.

The OHMSS was used for concreting the central deck box and the WFT used to install the pre cast struts and concrete the wings.

The broad range of technical requirements used during the design phase of the OHMSS included the following features:

the outer formwork of the OHMSS must be possible to open when free distance to the ground is only 3.0m;
the outer formwork must be able to pass in the closed position over the existing railway without reaching a height of more than 0.7 m;
the rebar U-cages (bottom slab and webs) of the deck must allow for assembly in 12 m sections and in the final position using the transport devices that equip the OHMSS;
the sections of the rebar U-cages of the deck must allow for lifting from ground level or as an alternative be transported over the deck that has already been built and later moved through the inside of the OHMSS main structure through its rear support;
the deck shall be concreted in two phases, the first phase involving the concreting of the central box using the OHMSS, the second phase involving the installation of the pre-fabricated struts of the deck wings and the concreting of the wings itself using the WFT;
allow for the OHMSS to move backward to the abutment and proceed with a side-shift to the alignment of the second deck parallel to the first one;
allow for the passing of the OHMSS through the WFT, after dismantling the OHMSS external formwork and without needing to dismantle the WFT (only its 4 legs are dismantled);
allow for the forward movement of the OHMSS passing over the deck of the central bridge to the opposite shore of the Vistula River.

Stay tuned for more projects like this and follow us on social media for updates.

STRUKTURAS
WE MAKE IT SIMPLE!

Movable scaffolding system (MSS) mobilisation at Rail Baltica Neris bridge

We are thrilled to announce that Strukturas started mobilisation of the Underslung Movable Scaffolding System MSS tailored to the unique High Speed Railway bridge over Neris river in Lithuania.

The project owner LTG Infra awarded construction of this bridge to Italian contractor Rizzani de Eccher

1,5 km-long bridge – the longest bridge ever built not only in Lithuania but in the Baltics.

The project will be implemented in strict compliance with the regulations for the protection of the nearby Natura 2000 site.

What is special about Strukturas MSS technical solution?

MSS construction method ensures minimal interference with nature, traffic and private property.
MSS Mezio will be utilised for NERIS bridge, it what was produced 2005 for viaduct MEZIO, Portugal and running on sharing economy base over 20 years in multiple bridges in Europe. This shows Strukturas sustainable approach for designing and utilising machines with long lifespan creating minimal CO2 emission footprint.
MSS will be used with tower crane on top. Tower crane will be launched with MSS.
Fresh concrete loads will be transferred not to the pier, but to the pier foundation.
Tailored Hydraulic Internal formwork will be used to boost construction productivity.
Typical cycle is expected 2 week/span.

MSS Neris Key facts:

Max span: 45,0m
Max. MSS span: 36,35m
Weight of superstructure: 28,8t/m
Width of superstructure: 13,9m
Min hor. radius: R = 3965m
Max long. Slope: 0,25%
Bridge length: 1510,0m

Stay tuned for this project and follow us on social media to updates.

Balanced cantilever bridge project – Rader Hochbrücke / BAB A7

We are thrilled to announce that Strukturas started mobilisation of the Special Balanced Cantilever Formwork tailored to the unique engineering challenge of Implenia.

The new Rader bridge Key facts:

1,500m long and 42m high.

Concrete in situ: 49,815 m³

Reinforcement Civil: 9,079 t

Precast Concrete: 1,890 m³

DOWNLOAD 9 Pages ARTICLE ABOUT THIS PROJECT IN GERMAN LANGUAGE

What is special about Strukturas solution?

Tailored for Concreting the massive and geometrically narrow complex hammerhead to extend additional long and heavy segments using the balanced cantilever method.
Prepared for the installation by incremental launching of a steel deck that will seamlessly overlay the partially concreted hammerhead.
Allows continued concreting the hammerhead under the steel deck, integrating it with the deck while maintaining full support and precision.
This innovative solution minimise crane and labour needs through hydraulic adjustments, while keeping the Special Form Traveller in place to ensure precise geometry and alignment.

Stay tuned for this project and follow us on social media to updates.

Strukturas GmbH at VDI Wissensforum GmbH Konferenz Rückbau von Brücken

Strukturas GmbH has participated at bridge demolition conference 2025.

The venue had a hall for participants to have a great networking space.

Therefore Strukturas GmbH managing director Stefan Flachhuber and Strukturas AS managing director Øyvind Karlsen took a possibility to have a booth at conference hall to meet the visitors. They are happy for all the contacts and interesting conversations.

With their extensive expertise in bridge construction they are are leading our activities in Germany, Austria and Switzerland.

If you missed this event and want to discus bridge building equipment solutions in Germany, Austria or Switzerland please contact:

STRUKTURAS GmbH

Wallbrunnstrasse 24

D-79539 LÖRRACH

Tel.: +49 155 6007 8114

Mail: sfl@strukturas.com

Celebration of Tore Gjølme 80th birthday

Strukturas team congratulates founder Engineer Tore Gjølme on his 80th birthday. Everyone is inspired by the founder’s professional life and appreciates every insight of his engineering legacy. Tore still going strong and working together with Strukturas team.

Key facts about Tore Gjølme achievements:

✅ 1975 – The first Norwegian MSS was created for construction of the E18 Drammen bridge, the longest bridge in Norway. Tore Gjølme was participating in the development of the MSS.

✅ 1979 to 1990 – several rebuilt projects of the MSS Drammenvogna to fit new bridge constructions in Norway and Sweden.

✅ 1991 – Strukturas AS was founded.

✅ 1992 – Strukturas sold the first MSS to Korea High-Speed Railway project Seoul to Pusan. Strukturas delivered16 MSS to several main contractors.

✅ 1993 – Strukturas sold the first MSS in Portugal by Aquilino Raimundo. During the following twenty years Portugal became a very important market.

✅ 1994 – Strukturas sold the first MSS to Taiwan ROC. In the same way as Portugal, Taiwan became after that a very important market for the next 15 years.

✅ 1994 – first sale contract for Launching Gantries to Light Rail Transit project, Kuala Lumpur, Malaysia.

✅ 1995 – The bridge with the smallest horizontal radius ever made by Strukturas MSS was the bridge Amoreira in Madeira, Portugal with a horizontal radius of 230 m.

✅ 1999 – The bridge with the smallest horizontal radius ever made by Strukturas Launching Gantry was the bridge C810 – LRT for Sengkang & Punggol in Singapore with a horizontal radius of 75 m.

✅ 2002 – 100 bridges made with Strukturas MSS.

✅ 2002 – Strukturas quality system using NS-EN ISO 9001:2000 was implemented.

✅ 2002 – Strukturas started to use the 3D software Tekla for drafting of the bridge building equipment.

✅ 2002 – Strukturas delivered the biggest MSS up to now to Industrial Ring Road (IRR) project in Bangkok, Thailand. 67,5 meter span. Concrete weight per span was 69,1 tons/m.

✅ 2004 – Second deck of the Drammensbrua (longest bridge in Norway) was made with the same MSS as Tore Gjølme designed in 1974.

✅ 2004 – first rental contract for MSS, Lotto 2 d`Asti Motta, Italy.

✅ 2005 – Strukturas designed the first Mid Water Arches for the project Alvheim MWA.

✅ 2006 – we sold our first SLMSS (Self Launching MSS) to Zambezi River project, Mozambique.

✅ 2008 – first rental contract for FT, Mondego bridge, Portugal.

✅ 2014 – Strukturas delivered its next biggest MSS up to now to the Gerald Desmond Bridge in California, USA. 70,1 meter span. Concrete weight per span was 47,6 tons/m.

✅ 2015 – Øyvind Karlsen replaced founder Tore Gjølme as Managing Director.

Strukturas managing director Øyvind Karlsen says:

“HAPPY BIRTHDAY TORE!

Thanks for everything you have done for the company and the employees.

For me, it has been incredibly educational and rewarding to go from being the youngest person in the company to 26 years later being the general manager and Tore’s successor.”

STRUKTURAS

WE MAKE IT SIMPLE!

Excellent productivity using Overhead MSS at River Lima bridge construction in Portugal

Post-tensioned concrete bridges

Strukturas attended 20th Wrocław Bridge Days

Elbebrücke bridge construction using Underslung MSS

5 pairs of Balanced Cantilever Form Travellers at the Morawica and Wola Morawicka bypasses

Anna Jagiellon Bridge construction in Poland (Warsaw) using 3 different systems

Movable scaffolding system (MSS) mobilisation at Rail Baltica Neris bridge

Balanced cantilever bridge project – Rader Hochbrücke / BAB A7

Strukturas GmbH at VDI Wissensforum GmbH Konferenz Rückbau von Brücken

Celebration of Tore Gjølme 80th birthday

STRUKTURAS - WE MAKE IT SIMPLE !

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