the second penang bridge

Presented by: Dato’ Prof. Ir. Dr. Ismail bin Mohamed Taib Managing Director, Jambatan Kedua Sdn Bhd

UNIVERSITI TEKNOLOGI MALAYSIA

SEMINAR KEJURUTERAAN AWAM (SEMKA) PROGRAM PERDANA SEMESTER II SESI 2010/2011

THE SECOND PENANG BRIDGE

PLANNING, DESIGN AND CONSTRUCTION

20 February 2011

JAMBATAN KEDUA

SDN BHD.

Introduction

The Second Penang Bridge (Project):

Planning

Design

Construction

Topics Covered

Began operations in 1920, making it the oldest ferry service in Malaysia. The iconic ferries ply between the Seberang Perai in mainland and

Penang Island.

Ferry Service

Then…

Today the ferry still continue its services which connects Sultan Abdul Halim ferry terminal in Butterworth to Raja Tun Uda ferry terminal at Weld Quay in George Town in Penang Island.

Now…

http://www.mir.com.my/rb/photography/portfolio/sultan/lunch.htm

The idea to build a bridge linking the island and mainland was mooted by the late Tun Abdul Razak, the second Prime Minister of Malaysia in 1960’s. The construction was carried out during the premiership of YAB Tun Dr Mahathir bin Mohamad, the fourth Malaysian Prime Minister in 1982. The 13.5km (8.5km over water) bridge was officially opened to traffic on September 14, 1985.

The First Penang Bridge 1985

• The bridge widening initiatives were undertaken to accommodate the increase in traffic volume which has reached its maximum capacity of 120,000 vehicles per day.

• The project which started in December 2005 was completed in August 2009.

Additional 4.8m wide lane each carriageway

The First Penang Bridge – widening initiatives 2009

The Second Penang Bridge (24km total length and 16.9km over water) when completed will be the longest in Southeast Asia connecting Batu Kawan on the mainland and Batu Maung on the island.

The Second Penang Bridge 2013 – now under construction

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PULAU

JEREJAK

PULAU

AMAN

PENANG

ISLAND

(Batu Maung)

NAVIGATIONAL

SPAN

MAIN LAND

(Batu Kawan)

Existing Penang Bridge

Project Alignment

Legend: Existing Penang Bridge

North South Highway (PLUS)

Package 1&2

Package 3

Marine Bridge

Land Expressway

8.4 km

Objectives of Second Penang Bridge

Responding to National Objectives

Considering the importance of road network in the State, the following objectives of the Second Penang Bridge Project is identified as follows:

To strengthen the transportation system corresponding to national objectives

To support balanced economic development of the State

To provide smooth and safe traffic service

PLANNING STAGE

Traffic Demand

The traffic demand on the existing bridge has been increasing since its opening in 1985.

Traffic projection without Second Crossing:

2000 – 97,200 vehicle per day



Due to a tremendous increase of motorcycle traffic utilising the bridge, it has brought about declining in the bridge’s level of service enforcing the motorist into intolerable traffic condition.

Both the ferry service and existing widened Penang Bridge will imminently not be able to cater for the traffic demand hence, a Second Crossing is needed to continuously support the economic development of the Penang State in addition to providing a smooth and safe driving facility.

2000 2020 2010

Aft

er w

iden

ing

80,000

100,000

120,000

140,000

160,000

116,500

163,400

140,400

155,000 155,000

97,200

120,000

103,800

Legends

Maximum capacity at existing bridge

Actual / Projected capacity without Second Penang Bridge

Projected capacity with Second Penang Bridge

x

Traffic Study at Existing Penang Bridge

Veh/day

Year

Feasibility Study

The feasibility study was carried out with the objectives :

To investigate the technical and economic Feasibility of the alternative alignments

To prepare the necessary documents for loan facilities purposes

To prepare an Implementation Programme (IP) as well as a report on Preliminary Environmental Impact Assessment

To investigate the financial viability of tolling the proposed crossing

Southern Route C

Mid-Channel

Route

Northern Route

Alternative Alignments

Feasibility Study Alternative Alignments:

1. Northern Route

• Linking the Penang Outer Ring Road (PORR) at Bagan Jermal on the island with Butterworth Outer Ring Road (BORR) at Bagan Ajam on the mainland.

• The total length of crossing is 9.2km.

• Restricted by the Royal Malaysian Air Force (RMAF) aviation requirement.

• Hence, only immersed tube tunnel can be considered for the main crossing.

2. Mid-Channel Route

• Linking Georgetown with the Butterworth-Kulim Expressway (BKS).

• The total length is 8.3km long crossing which include the 2.4km long undersea tunnel.

• Immersed tube tunnel is considered due to part of the straits is subjected to the movements of exceptionally high cargo vessels. Building a bridge structure will further constraint the waterway.

3. Southern Route C

• Linking Bayan Lepas Expressway at Batu Maung on the island with Batu Kawan on mainland and ended at North South Expressway at KM 154.

• This alternative involves a 24km long crossing in which 16.9km crosses the Straits of Penang and 7.1km long connecting road.

Feasibility Study Conclusion

The alignment of Southern Route was finally chosen by YAB Tun Dr Mahathir Bin Mohamad, the fourth Prime Minister of Malaysia. The decision was to promote socio-economics development in the south that would provide a balance across the Penang State.

Package 3B,3C,3D,3E, 3F & 3G :

Conventional Contract

Package 1 : Main Navigation Span & Substructure & Foundation Works for Approach Spans. Package 2: Superstructure Works of Approach Spans.

Package 3A:

Conventional

Contract

Integrated Toll System

Design & Build

Distribution of Contract Packages

8

Project Organization Chart

ARUP JURURUNDING S/B

Description Contract Period 2008 2009 2010 2011 2012 2013

Mths Start Finish

JKSB was Incorporated. - - 9-July-08

JKSB was appointed as the Concessionaire for the Second Penang Bridge

- - 5-Aug-08

Letter of Award for Package 1 Contract - - 20-Oct-08

Letter of Award for Package 2 Contract - - 4-Jun-09

Letter of Award for Package 3A Contract - - 5-May-10

Letter of Award for Package 3C Contract - - 5-May-10

Letter of Award for Package 3B Contract - - 14-Jun-10

Overall Construction Period: 60.0 8-Nov-08 8-Nov-13

Package 1 - Main Navigation Span & Substructure and Foundation Works for Approach Spans

52.0 8-Nov-08 8-Mar-13

Package 2 - Superstructure Works of Approach Spans

51.1 8-Jun-09 8-Sep-13

Package 3A - Batu Maung Interchange 24.0 19-May-10 18-May-12

Package 3B - Batu Kawan Expressways 31.0 28-Jun-10 27-Jan-13

Package 3C - Batu Kawan Trumpet Interchange 28.0 19-May-10 18-Sep-12

Package 3D - Toll Plaza and Related Works 14.0 1-Nov-11 31-Dec-12

Package 3E - Toll Collection System 12.0 9-Oct-12 8-Oct-13

Package 3F - Traffic Control and Surveillance System 12.0 9-Sep-12 8-Sep-13

Package 3G - M&E Works for Package 3A & 3C 24.0 9-Sep-11 8-Sep-13 18

Project Implementation Plan

DESIGN & BUILD CONCEPT

JKSB issue Letter of Offer (LOO) to Contractors including Employer’s Requirements (Need

Statement)

Contractors submit technical & financial proposal

JKSB issue Letter of Acceptance (LA)

Contractor submit design brief & work programme

Contractor submit the preliminary drawings

Contractor submit detailed drawing & method statements

Construction stage

Design & Build Contract Management

Employer‟s Requirements

A key feature of design and build contracts is the document commonly known as the employer‟s requirements or need statements which is drawn up by the employer and provides the outline design.

The Employer‟s Requirements set out the project needs in terms of specification, function and performance of the project required and if applicable will also define planning and any other restrictions.

Design & Build Contract Documentation Details

Design & Build Contract

Document

Employer’s Requirements

Letter Acceptance

Drawings Technical Proposal Condition of

Contract

Contract Sum Analysis (CSA)

Contractor’s proposal

Project Specifications

Contract Drawings

Form of Design Guarantee Form

Preliminary

Construction

As-Built

Due to time constraint to complete and to open the bridge for the traffic by end of 2013, a fast-track strategy was crucial.

Design and Build Contract


DESIGN & BUILD CONTRACT vs Conventional Contract

Design and Build contract is a combination of

all (running parallel), depending on the size, scope, and complexity.

In Second Penang Bridge, the contracts are divided into 2 types:

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Due to stringent Project timeframe , most of the major Project Scopes will be implemented on a Fast Track Basis


Technical Proposal

Design

Procurement

Construction

Construction Drawings

TIME

Construction Drawings Completed

Commissioning Overlap between Design & Construction

Sep 13 Nov 13

Construction Completed

Design Completed

Nov 08

Oct 08

Package 1 & 2 – RM3.75 billion or 83% of the Total Project Cost

Package 1 – Main Navigation Span and Substructure and Foundation Works of Approach Span. o Contractor : China Harbour & Engineering Construction Ptd Ltd o Date of Site Possession : 8 Nov 2008 o Date of Completion : 8 March 2013 o Completion Period : 52 Months o Contract Amount : RM2.2 billion o Work Progress : 63.81%

Package 2 – Superstructure Works of Approach Span. o Contractor : UEM Builders Ltd o Date of Site Possession : 8 Jun 2009 o Date of Completion : 4 June 2013 o Completion Period : 48 Months o Contract Amount : RM1.55 billion o Work Progress : 29.69%

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Design and Build Contract


The Design & Build contract implemented in the

Second Penang Bridge Project, provides the following advantages:

Singular Responsibility concept

Better Quality of product

Time Saving for the project

Improved Risk Management

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JAMBATAN KEDUA Ptd. Ltd.

CONSESSIONAIRE / PROJECT MANAGER

JAMBATAN KEDUA Ptd. Ltd.

INDEPENDENT CHECK ENGINEER

ARUP Jururunding Ptd. Ltd.

INDEPENDENT CHECKING ENGINEER

Package 1 & 2

ERE CONSULTING GROUP Ptd. Ltd.

INDEPENDENT EIA CONSULTANT

FISHERIES IMPACT ASSESSMENT CONSULTANT

FANLI MARINE AND CONSULTING Ptd. Ltd.

Package 1, 2 & 3

Package 1, 2 & 3

CONSULTANT (DESIGNER)

PACKAGE 1

CONTRACTORS

UEM Builders Ltd.

PACKAGE 2

CHEC Construction (M) Ptd. Ltd.

CONSULTANT (Designer)

HPDI Consultants

Co. Ltd

CONSULTANT (DESIGN REVIEW & SUPERVISION)

MMSB Consult Ptd. Ltd RB Perunding Ptd. Ltd.

EIA CONSULTANT EIA CONSULTANT

R-SYNC Tech.

Resources Ptd. Ltd. YES Enviro Services

Ptd. Ltd.

EIA CONSULTANT

DR. Nik & Associates

Ptd. Ltd.

Singular Responsibility Concept


• The primary advantage of design and build contracts is that this form of arrangement leaves the employer with a single point of responsibility for any problems, whether design or construction.

Employer „s Requirement (ER) ER was introduced by JKSB to outline the scope of Design & Build (D&B) Contract

for general, contractual & technical requirements and contractor shall comply with all the requirements within the stipulated time up to as well as defect liability period.

Independent Checking Engineer (ICE) ICE is appointed by JKSB for the following scope of works to ensure the specific

client’s requirements & high quality of work are delivered: Review design input parameters adopted to confirm on fundamental design

issue Review & comment design brief & final design report Prepare design check report & certification Verify & endorse progress payment Audit construction works

Design & Build Contractors Contractors hold most of the responsibility for the design, construction and

supervision of the project

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Client, Independent Checking Engineer and Contractor - Roles and Responsibilities


The objectives are: to give the opportunity to local/„Bumiputera‟ Contractor/Consultant

to participate in such prestigious project to expose local Contractor/Consultant in executing mega project to encourage transfer of technology to create job opportunities for local people to spur economic development for the benefit of local businesses and

trades

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Conventional Contract is adopted for Package 3 (Land Expressway Portion) with the value of RM 750 million.



DESIGN STAGE

COMPARISON BETWEEN SECOND AND FIRST PENANG BRIDGE

First Penang Bridge

Year built: 1982

Overall length : 13.5 km

Length over water: 8.4 km

Type of bridge:

- Main bridge Cable-stayed concrete girder bridge

- Approach bridge Beam and slab deck bridge

Main Navigation Span 107.5m + 225m + 107.5m

Main Navigation Span Ship Protection

Man-made island

Other spans 40m

Speed limit 80 km/h

Second Penang Bridge

Year built: 2008

Overall length : 24 km

Length over water: 16.9 km

Type of bridge:

- Main bridge Cable-stayed bridge with beam and slab deck

- Approach bridge Box girder bridge

Main Navigation Span 117.5m + 240m + 117.5m

Main Navigation Span Ship Protection

Steel Box Buffer System

Other spans 55m

Speed limit 80 km/h

DESIGN COMPARISON BETWEEN SECOND AND FIRST PENANG BRIDGE

First Penang Bridge

No dedicated motorcycle lane

Traffic Loading to UK BS 153, 45 units HB guided along centreline of carriageway

Seismic design: 475 year event -Ground peak acceleration: 0.075 g 2500 year event - no collapse

Structural concrete design to CP110: 1972

No specific durability requirements

Normal concrete


2-lane dual carriageway with dedicated 3m motorcycle lane

Traffic Loading to UK BD 37/2001, 45 units HB unguided

Seismic design: 475 year event -Ground peak acceleration: 0.1773 g 2500 year event - no collapse -Ground peak acceleration: 0.3261 g

Structural concrete design to BS 5400: 2006

Durability requirements to latest Eurocodes

High performance concrete: RCPT less than 800 Coulombs for 56 days

DESIGN COMPARISON BETWEEN SECOND AND FIRST PENANG BRIDGE

First Penang Bridge

Estimated Concrete Strength: Spun pile : 50 N/mm2 Pile cap : 30 N/mm2 Pylon : 40 N/mm2 I-Beam : 40 N/mm2 Slab : 30 N/mm2

Expansion joint at every 5 spans (200 m)

Degree of compaction for earth embankment: 95 % : 0.75m below formation level 90 % : remainder

Settlement criteria for earth embankment: 367 mm in 5 years

Pavement IRR Index: Not specified


Estimated Concrete Strength: Spun pile : 80 N/mm2 Pile cap : 40 N/mm2 Pylon : 50 N/mm2 Box girder : 55 N/mm2

Expansion joint at every 5 or 6 spans (275m or 330m)

Degree of compaction for earth embankment: 100%

Settlement criteria for earth embankment: 100 mm in 5 years

Pavement IRR Index: 2m/km

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Length of Bridge 16.9km

Length of Expressway 7.1km

Lane Configuration Dual 2 lanes traffic + emergency lane +

1 motorcycle lane each direction.

Main Navigation Span

Approach Span

•Substructure

•Superstructure

Cast in-situ Cable-Stayed Bridge

P24 to P27 = 117.5m + 240m + 117.5m

= 475m.

Height Clearance: 30m

Navigation Channel: 150m

P0 to P24 = 24 span x 55m

= 1,320m.

P27 to P292 = 265 span x 55m

= 14,575m.

Height Clearance :

• Low Piers: 6m

• High Piers: 6m to 21.6m

Pre-cast Prestressed Segmental Box Girder

= 8,092 nos.

Design Features

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PULAU

JEREJAK

PULAU

AMAN

PENANG ISLAND

(BATU MAUNG)

MAIN NAVIGATIONAL SPAN

PENANG SECOND

CROSSING BRIDGE

TOLL PLAZA

PLUS TOLL

PLAZA

BATU MAUNG INTERCHANGE

BATU KAWAN EXPRESSWAYS

BATU KAWAN TRUMPET

INTERCHANGE

MAIN LAND

(BATU KAWAN)

PACKAGE 3A

PACKAGE 3C

P24-P27

P292

P0

Project Packages

P024

P025P026

P027

Main Navigation Span

(Front Elevation)

m NGVD m NGVD

m NGVD m NGVDm NGVDm NGVD NGVD

m NGVD

m NGVD m NGVD

m NGVD

240m 117.5m 117.5m

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Package 1 – Main Navigation Span

Design Concept

Scope of D&B Packages

29800

Approach Span

(Cross Section)

m NGVD

7300 3000

14400

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PACKAGE 2 Superstructure

PACKAGE 1 Substructure

Horizontal Split

Scope of Works for the Design and Build Contractor

Package 1 & 2 – Approach Spans

Scope of D&B Packages

Design Concept

Foundation

Bored piles – adopted for main and end piers at thick layer of dense sand and silty clayey below 45m of seabed level. – Total 66 pts. of 2.0m and 2.2m dia Bored Piles with average length of 120m.

38

MAIN NAVIGATION SPAN

Design Concept

Steel Fender Man-made Island

i) Easy to construct, hence shorter construction period

i) Difficult to construct & much longer construction period

ii) Compact thus does not restrict the navigation passageway

ii) Restrict navigation passageway

iii) Low impact on the environment and existing hydrological condition due to its relatively small size

iii) Occupy larger water area restricting flow tidal

Substructure Steel Fender vs Man-made Island (First Penang Bridge)

MAIN NAVIGATION SPANS

Design Concept

The steel fender system was adopted due to its environmental friendliness, cost saving and shorter construction period.

Substructure Total pilecap : 4 nos Pilecap size (P25 & P26): 48.1m x 17.5m x 6m Pilecap size (P24 & P27): 42.7m x 10.6m x 4m

Steel Fender System


Design Concept

Superstructure

Cable Stayed Bridge The cable stayed bridge design is adopted for its advantages in the aspects of performance, construction methodology, project duration and cost competitiveness.

The main navigation is a 3-span twin tower fan-type cable stayed bridge of continuous rigid beam and slab deck with span arrangement of 117.5m + 240m + 117.5m and to be erected by the balanced cantilever method.

MAIN NAVIGATION SPAN

Design Concept

SUPERSTRUCTURE FEATURES

• Type of Structure: prestressed concrete beam and slab deck

• Spans arrangement: 117.5m + 240m + 117.5m

• Pylon type: H shape concrete tower

• Pylon size: Upper – 3.0m x 4.0m Lower – Gradually increase from top to bottom (5.0m x 6.0m)

• The pylon concrete grade: 50 N/mm²

• Main beam: table shape section (2 side web and 1 top flange)

• Typical beam height : 2.8m

• Deck slab thickness : 28cm

• The main beam concrete grade: 55 N/mm²

Design Concept

Prestressed Precast – designed where the Concrete Spun Piles overlaid deposit is thick – 40m length for each pile total 5166 pts of 1.0m dia Spun Piles with average penetration length of 55m Tubular steel piles – adopted at deep water area – Total 368 pts of 1.6m dia Steel Piles with average length of 80m Bored piles – applied at the shallow water and thin deposit area – Total 80 pts of 1.5m dia Bored Piles

Foundation

APPROACH SPAN

Design Concept

a) Bored pile - easily adapted to the various load and soil requirements due to large variety in dia and construction techniques. - enable the immediate in-situ evaluation of drilled soil layers to revise foundation length due to changed soil conditions - Absence of vibration will not disturb adjacent piles b) Steel pile - have high load-carrying capacity for a given weight of pile, which can reduce driving costs - can be driven in very long lengths and cause little ground displacement - easy to splice c) Spun pile - Faster, prefabricated allows longer length with less joint - Efficient mass to strength ratio - Piles can be withstand higher tension forces which make them suitable for cater wind load & earthquake problem

APPROACH SPAN

Advantages of different types of foundation

44

Design Concept

Prestressed precast concrete spun piles

Out of total of 292 piers, 248 piers or 85% adopted prestressed precast concrete spun piles.

Advantages: Suitable for the Project by dredging at the thick overlaid deposit area. Dredging is also

carried out to allow for the transportation of materials and movement of marine traffic.

More competitive on cost compared to steel piles or bored piles.

Available locally from pile manufacturers and Installers.

Easy to install in marine environment.

Able to safely withstand ship impact forces via raking piles.

Does not involve usage of expensive steel casing.

Fast construction. One piling machine can complete 1 pier in 5 days compared to bored piles area which takes about 6 months to complete one pier with 2 RCD drilling machines based on the same number of quantity. 45

Foundation

APPROACH SPAN

Design Concept

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Substructure •Pile caps, Columns and Crossheads are designed as reinforced concrete structures

•Total no of Piers – 289 nos at Approach Spans

•The sections and shapes of the pile caps, columns and crossheads are designed to enhance constructability, construction time and aesthetically pleasing.

APPROACH SPAN

Design Concept

Segmental Box Girders •The precast segmental box girder is designed as a continuous single twin box of 14.08m width, 4.0m length and 3.20m depth structure with match cast joints, multiple shear keys and prestressing tendons.

• This type of box-girder was selected because of its size that does not require extensive casting facilities, special heavy lifting equipment and storage as compared to a precast full-length box girder.

•The design of the segments is repetitive which allows the same formwork to be used

•The depth is maintained constant to present aesthetically consistent soffit line.

•Total 7 types of Segmental Box Girder are designed for each span.

APPROACH SPAN

Superstructure

47

Design Concept

Construction Stage

Dredging Activities

PULAU JEREJAK

PULAU AMAN

TRUMPET INTERCHANGE AT Km 154 NSE

PULAU PINANG

NAVIGATIONAL SPAN

BATU MAUNG DIRECTIONAL RAMPS

RSA

PENANG SECOND CROSSING BRIDGE TOLL PLAZA

PLUS TOLL PLAZA (EXIT)

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BATU MAUNG TEMPORARY JETTY

PROPOSED

PROPOSED

PROPOSED

PROPOSED

PROPOSED

MAINLAND (BATU KAWAN)

LEGEND

Dredging works for 270m width Temporary Navigational Channel Total volume 11 million m³ of Dredged Materials

MATERIAL STORAGE YARD

BATU KAWAN TEMPORARY JTTY

BUKIT TAMBUN TEMPORARY

FABRICATION YARD

Construction Methods

50

Building Platform Casing Installation Mixing of Bentonite Slurry

Concrete of Bored Pile

Drilling with Bentonite slurry lining

Inspection of Drilled Hole Steel Cage Inspection

Construction Sequence of Bored Piling

Installation of Steel Cage


Substructure

Steel Fender

Fabrication : Factory – Dongguan Yin Ji Heavy Industry Con. Ltd Maximum dimension of Steel Fender (Main Pier P25 & P26) : 8.6m ×9.1m. Maximum dimension of Steel Fender (Transition pier P24 & P27): 8.6×9.1m.

Installation Sequence For Steel Fenders - Main Pier P25 & P26

Installation Sequence For Steel Fenders - Transition Pier P24 & P27



Construction Sequence of Pilecaps


H:/承台套箱下放工艺流程2.doc

Construction Sequence of Pilecaps – Cont‟d


H:/承台套箱下放工艺流程2.doc

Slip Form System • Slip form is a self-climbing formwork that once set up as a desired-shaped

wall to be built, it ascends continually to the height of the structure. • Slip form system is used for the construction of pylon and piers which are

more than 8m height. • Each lift will be 4m ~ 5m height • Working platform will be provided at the top of the formwork system

• Slip form system provides high speed of erection (works’ execution speed

increases) and as a result, rapid completion of the project

• There is no need to dismantling or re-assembling.


Superstructure

54


Reasons for the selection of cable stayed bridge

1. Allow for a slim section

2. Enable for long spans bridge

3. Better aspect in performance

4. Construction methodology

5. Project duration – faster

6. Cost optimization

55



Superstructure

Deck Works Construction using Cantilever Method

Stage 1 – Construct piers and pylons

Stage 2 – Erect temporary falsework and cast first deck segment

Stage 3 – Remove temporary falsework, install cable, traveler form and cast the next deck segment.


Stage 4 and onwards – The process is repeated until all the cables and decks are installed.

Deck Works Construction using Cantilever Method – Cont‟d


Super Structure

Traveler form for deck

For deck works construction at

main navigation span, traveler

formworks system is used. This

method will start with stay cable

erection followed by the casting

and prestressing of segments in

stages until it reaches the

maximum free cantilever mode.

Then the same procedures will be

repeated for the next segments.

58



Insitu construction is ruled out due to high cost and time requirements of cofferdam.

Precast Concrete Shells are adopted for:

• Minimisation of temporary works (no cofferdams).

• Minimisation of insitu works

• Speed of construction

• Better surface finishing works

Precast Concrete Shells are used as a formwork for second layer

casting and permanently incorporated into the pile cap

6 pieces of Precast Concrete Shell are required for each pilecap. Total of 3,468 nos of Precast Concrete Shell will be used

Casting and Curing are carried out in the Casting Yard

Transported to temporary jetty and delivered to worksite by barge.

Two casting yards have been establish for overall production

Total 27 sets of precast mould are used which consist of 18 sets

of 9m dia. and 9 sets of 10m dia.

APPROACH SPAN

Pilecap Construction


Two stage construction of pilecap

APPROACH SPAN

Substructure

60

• The pilecap is designed in accordance to method construction sequence where 2 stages casting are allowed.

• The 1st layer is cast to act as a base for the installation of precast concrete shell which is designed to act as permanent formwork for the 2nd layer pile cap construction. Both casting to be carried out during low tide condition


Steel formwork

APPROACH SPAN

Substructure

The bridge consists of 578 nos. of Piers i.e. P0(L/R) to P292 (L/R)

Piers are classified as Low (max height 6m) and High Piers (> 6m to 21.6m) from top of pile cap to top of crosshead - using self climbing formwork.

60 nos. of high piers constructed using layer of prefabricated steel Pier modules – installed, cast, removed and installed for the next layer. Process is repeated until crosshead level is reached.

518 nos. of low piers to be constructed using one continuous set installation of pre fabricated steel formwork from pier to crosshead.

The crosshead forms are erected, fixed, cast and removed

61


Superstructure

APPROACH SPAN

• Due to requirements of the project and launching speed, short line match-casting method is used for precasting of segmental box girder.

• Segments are being cast similar to cast of any structure via moulds to specific shapes and dimensions

• Main components of the segments are reinforcement bars and concrete.

• Segment cast is allowed to cure prior to opening of moulds section

• Similar process is being adopted for casting of next segment in the exception that frontal side of the next segment shall be cast against the previous cast segment. This term is match casting. The shear keys act as the interlocking shapes between the two segments.

Casting of Segmental Box Girder (SBG)

OPEN CASTING

YARD 1

(7 BAYS)

OPEN CASTING

YARD 2

(9 BAYS)

COVER CASTING

YARD

(7 BAYS)

REBAR

CUT

SHOP

WORK

SHOP

OFFICE

BATCHING

PLANT

OPERATION

CENTRE

LAB

SEGMENT STORAGE AREA 1 & 2

SEGMENT STORAGE AREA 3 & 4

567m

29

8m

Total area= 50 Acres


SBG Casting Requirements

Method of casting – Short Line Match-Casting

Concrete volume – 260,000 cu.m Gd 55/20

Steel Reinforcement – 60,000 metric tonne

Weight of each SBG – 65 tonne to100 tonne

Total SBG required – 8,092 numbers

Total moulds – 21 moulds

Daily output – 14 nos/day (at peak)

Casting Cycle – 3 days/bay

Total casting duration – 28 months

63

APPROACH SPAN

Superstructure


SBG match casting concept applicable for every span.

Segmental Box Girders Match Casting

Shortline Casting (Match Cast)

Perfect Match

Methods of Segmental Box Girder Casting


Tying rebar to in the dedicated reinforcement jig.

Concreting of SBG

Completed SBG transported to yard by Straddle Carrier

Final inspection prior to concreting of SBG

SBG storage yard


SBG Casting Sequence

Placement of reinforcement cage in the SBG mould using overhead crane.

Launching of SBG using Span by Span Method

Features and Advantages

Flexibility to use overhead or under-slung gantries Fast rate of erection – due to use of external post tensioning Segment delivery is possible along completed deck to rear of gantry or

at sea level Smaller crew size is required compared to balanced cantilever construction Good access provided within the gantry to all work fronts

APPROACH SPAN


Overall Planning A dedicated jetty is also built near the

precast factory to facilitate the delivery of SBG to the bridge via sea barges.

There will be 4 barges carrying 5 numbers of SBG on each barges for delivery to the 4 launching gantries.

Each 55m span consists of 14 SBG which are 1 type P1, 1 Type P2, 2 Type S1, 2 Type S2, 2 Type D1, 5 Type S3 and 1 Type S3A.

APPROACH SPAN

Launching Requirements

Total Marine Bridge Span – 578 spans

Total launching gantry – 4 nos.

Total launching output/gantry – 1.5 span/wk

Total segments required – 84 nos/wk

Plant storage capacity – 750 nos

Plant daily output – 12~14 nos/day


Tug barge loaded with segment to the erection front

Approaching, berthing and mooring at Jetty

Segment Transportation Procedure

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Anchor Handling Tug Boat disengage from working barge

Mooring Barges At The Erection Fronts

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Launching Sequence

70


Offloading of segment from Barge

Gluing and temporary stressing

Launching Sequence – cont‟d


- Segments have been installed to form a full span

- Launch Main Girder to next pier

- First stage Post Tensioning & Incremental Load Transfer

to form simply supported span

- Release hanger bars and remove lifting beams after the span supported on the temporary support on pier

APPRECIATING INCREASING IN ENVIRONMENTAL CONCERNS IN

BRIDGE CONSTRUCTION

72

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Introduction

Sustainable development is an enduring balanced approach to economic activity, environmental responsibility and social progress.

Environmental Management Organization Chart

Design & Build Conventional

Overview Fisheries Industry in Penang

There are 17 fishing villages on the island and 14 fishing landing point on the main land.

In 2007, marine fisheries catch in Penang amounted to 37,774 tonnes worth RM 218.9 million.

The industry provides livelihood to nearly 3,193 fulltime fishermen.

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Fisheries

Location of Fisheries Landing Points Location of Cage Culture Farms

Location of Cockle Farms

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Fisheries

Independent Consultant of Fisheries Impact Assessment (FIA) Fanli Marine & Consultancy Ptd. Ltd. (Fanli) is appointed by JKSB as

an Independent Consultant to monitor the Fisheries Impact Assessment (FIA) for this project. Fanli had earlier completed the base line study in 2007 for the Fisheries Department.

Fanli scope of works cover: o To assess on the impact of construction activities on fishing, cockle farming o To advise for such measures as necessary o To propose the mitigation measures

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Appreciating Increasing Environmental Concerns In Bridge Construction


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Result of Water Quality in the fisheries landing point

Temperature (°C) levels at Study Area

Salinity (ppt) level at Study Area

Dissolved Oxygen (mg/L) levels at Study Area

• Generally, most parameters were recorded within suitable range for marine environment and fisheries purposes

Previous Study Current Study

Research by Lund University in Sweden has discovered that the Oresund Bridge connecting Denmark and Sweden have improved the Marine Environment in 10 years since it was built.

In the Second Penang Bridge, aquatic life such

as algae and fishes are found around the driven piles.

They become food for fish like the Longfin Bannerfish (Heniochus acumiratus), Rock Grouper (Epinephelus fasciatomaculosus) and White Cheeked Monocle Bream (Scolopsis vosmeri) and the local “udang lipan” (Stomatopod Crustacean).


Dredging activities at Package 1

The dredging activities have to be carried out due to shallow water conditions at certain portions of the bridge alignment which affect the barges movement for piling, pier and launching activities.

The estimated amount of spoil to be dredged is 11,000,000 m3.

Dredging Works Location of dredge channel


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CROSS SECTION OF MAIN DREDGED CHANNEL

-3.5m ACD

Sea Bed Level

Sea Water

Level

-3.0m ACD

1:5 1:5

1:5

Viaducts

60m 170m 40m

270m

Note:

National Geodetic Vertical Datum (NGVD)

Admiralty Chart Datum (ACD)

(+0.00 NGVD = +1.72m ACD)

C L

Main Dredged Channel

(MDC)

Barges Navigation

Channel (BNC)


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Package 1: EMA Consultant

R- Sync Technical Resources Ptd. Ltd is appointed as the EMA Consultant for the monitoring of dredging and offshore disposal Of spoils during construction phase.

The Scope of works cover: o TSS mapping via satellite imagery o Marine water quality monitoring at disposal site o Marine water quality monitoring along transportation on route o Composition of dredged materials o Bathymetric survey at disposal site o Final Environmental Audit

Equipment used:

o Garmin GPS Receiver ( Model GPSMAP 76 CSx)


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Disposal Area Water Quality sampling location at disposal route

Package 1 : Location of Water Quality Sampling by R-Sync Ptd Ltd


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Result of Water Quality Sampling by R-Sync Ptd Ltd


All sampling locations generally recorded a significant decrease in TSS level compared to the baseline level. This shows that the spoils disposal activities are being carried out in a proper manner.

Package 1: Environmental Monitoring (EM) Consultant

Dr Nik & Associates Ptd Ltd is appointed to carry out the environmental monitoring which cover the following scope of work:

• Environmental Impact Assessment (EIA) • Environmental Management Plan (EMP)

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Total Suspended Solids (TSS) - Marine

Water Quality Sampling stations


Package 1 : Location of Water Quality Sampling by Dr Nik & Associates Ptd Ltd

Activities Location : Batu Kawan

Activities Location : Batu Maung

Water Quality : Comparison data between baseline and actual for total suspended solids (TSS)

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Above baseline TSS level at station W18 may be caused by surface run-off originated from northern coastline.

Package 2: EIA Consultant

YES Enviro Services Ptd Ltd is appointed to carry out the EIA monitoring and preparing the reports which cover the following scope of work: Marine Water Quality during construction of load out jetty River Water Quality Air Quality Noise Level Discharge from Sedimentation Ponds Discharge from Septic Tank

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At the load out jetty

Sampling location for dredging activity At the casting yard

Location of sampling YES Enviro Services Ptd Ltd


Results of sampling YES Enviro Services Ptd Ltd


Generally, suspended solids and turbidity values were below the baseline conditions although the values showed fluctuations

Independent EIA Auditor / Consultant To ensure the compliance to Department of Environmental (DOE) requirements, ERE Consulting Group Ptd. Ltd. is

appointed by JKSB as an Independent EIA Auditor/Consultant for the overall project.

The scopes and objectives of the EIA Auditor are to:

o Check the implementation of environmental mitigation measures

o Review environmental monthly report o Review methodology, sampling and testing o Identify potential environmental issues and recommend

the mitigation measures


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Best Management Practices At Site


Dredging Work Silt curtain was erected and maintained properly

PACKAGE 1 PACKAGE 2

PACKAGE 3A

Generator set was placed in containment area

PACKAGE 3B

Skid tanks and diesel drums was placed in containment area

Piling Barge Good housekeeping on the barge

Embodied energy is the total amount of energy required for the

processes of extraction, processing, construction, and disposal of a material

The design of Segmental Box Girder is optimized by adopting higher reinforcement ratios and less concrete with a higher strength concrete

High performance concrete with silica fume and pfa cement is used to give the durability required

Effective use of embodied energy; designs to be efficient and reduce waste

Embodied Energy

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IDENTIFYING ALTERNATIVE MATERIALS AND COMPOSITES

FOR BRIDGES

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High Damping Rubber Bearing (HDRB)

• The Employer’s Requirement (ER) requires no damage criteria for a 500 years return period. In addition to this, a requirement of ‘no collapse’ criteria for the most credible earthquake (2500 years return period) was also introduced. First Penang Bridge was design on a similar requirement.

• Detail design checking by ICE indicated that spun piles at the approach bridge of Package 1 could only cater for the 500 years return period earthquake. No plastic hinge forms as required for ‘no collapse’ criteria of 2500 years return period.

Identifying alternative Materials And Composites For Bridges

HDRB –Section

HDRB – Layout

HDRB – Cont‟d • Considering the current progress of works, it

was decided that a change of bridge bearing system shall be the best solution. The original Pot Bearing system has to be replaced with High Damping Rubber Bearing to provide an effective seismic isolation system.

• Elastomeric bearing have a low embodied energy per m² of the bridge deck.

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HDRB Prototype testing - Shear Test for 240 mm

displacement


HDRB – Cont‟d

The design of the HDRB is by Tun Abdul Razak Research Centre (TARRC) at Brickendonbury, United Kingdom, a laboratory of the Malaysian Rubber Board (MRB).

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HDRB Prototype testing -

Compression test

HDRB – Cont‟d

HDRB provide a simple and economical isolation system. It possesses the low horizontal stiffness needed and are capable of safely withstanding the large horizontal displacements imposed during an earthquake. The bearing was design to meet two set of action as per below:

o SLS non-seismic actions – conformance with BS5400

o SLS non-seismic actions simultaneous with a 2500-year return period seismic event – conformance with EN15129

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ISSUES

Seismic Design Detailed Study Detailed study was carried out on the seismic design to ensure the

structure could cater for earthquakes loading. Based on the outcome of the study, High Damping Rubber Bearing (HDRB) designed by Malaysian Rubber Board in conjunction with Tun Abdul Razak Research Centre (TARRC) in UK is adopted in lieu of the original pot bearing design.

Ship Impact Load Assessment Further assessment was also carried out on the ship impact load

criteria to ascertain that the bridge could withstand any accidental ship impact.

Additional Soil Investigations Soil investigations for design does not reflect the actual soil

condition causing several incidents of broken pile heads, piles driven shorter than the design length and drilling bit broken inside the bored holes. Additional soil investigations was conducted to ascertain the profile and conditions of soil below seabed level.

Issues Affecting Marine Bridge Works

Dredging works The area along the alignment of the bridge is shallow and need to be deepen

to facilitate for the movement of working barges. It takes approximately 2 years to dredge the 10 million cubic meter of sludge. However, due to fast rate of siltation, maintenance dredging is being carried out to ensure the depth is sufficient for the movement of segmental box girder barges.

Interfacing works Interfacing works between Package 1, 2 and 3 contractors require longer

time to resolve due to matters related to design and technical issues at the interfacing packages. For example, Package 3 deck has to be redesigned (strengthened) to sustain the launching gantry load imposed by Package 2 works.

Additional load tests on the driven piles Additional load tests were imposed to verify the quality of piles driven is to

the highest standard and provide solid foundation to the bridge. Note: The above issues have initially affected the completion of the marine bridge portion. However, it has now been resolved and the construction is moving forward for the completion in September 2013 with the commitment to achieve highest standard quality of works.

Issues Affecting Marine Bridge Works

Additional Materials Testing for Geotextiles Compliance tests carried out in PSB Lab in Singapore, indicate that

the geotextile materials did not comply with the specifications and thus rejected.

Further confirmatory test was carried out at TRI lab in Austin, Texas, USA which also demonstrates failure. Approval of other alternative suppliers shall be subjected to compliance of similar tests.

Additional Test of Prefabricated Vertical Drains (PVD) To ensure ‘no settlement’ criteria is complied, buckling test for PVD

was carried out at PSB Lab in Singapore and subsequently to National University of Singapore to show that the results complement the compliance test.

Load Test for Stone Column Compliance test that was carried out failed to comply with the

specification criteria. Consultant was directed to review their design and ensure that no sliding failure during construction and no settlement after completion occurs.

Issues Affecting Land Expressway Works

Additional Soil Investigations (SI) The number of boreholes done for the previous SI works is inadequate to determine the soil profile. Thus, the contractors are required to conduct additional soil investigation works to confirm the existing SI. Other Non Compliance Issues

Several materials were tested to the Project specification and were found to be non compliant. (e.g pipe culvert, sand and spun piles). JKSB have rejected the materials which do not meet the Project requirements as we are committed to produce the highest quality of works.

Note: Since the activities at land expressway works are not critical, JKSB is confident and committed to ensure the Project is delivered with the highest standard of quality and meets the target completion of September 2013.

Issues Affecting Land Expressway Works

105

Despite its implementation in a fast track manner, the Penang Bridge Second Crossing is being constructed to the highest quality, considering health, safety, cost, sustainability and environmental conservation. The Second Penang Bridge when completed will be the longest bridge in Malaysia and South East Asia when it opens for traffic in 2013.

Conclusion

SITE PROGRESS PHOTOGRAPHS

Main Span at P26

Main Span at P25

Site Progress Photograph

P25/9 - World largest statnamic load test


Transferring fenders for P26 at southern channel


View of the Construction of Pilecaps at P218


View of the Completed Piers from P237


View of the Launching Girder at Pier 117


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Launching Gantry Load Test


View of the Segmental Box Girder (SBG) Storage at Casting Yard with Production Line in Background


PVD installation at

Ramp 4

Jack in spun pile works at Pier 2 of

Ramp 3


PVD installation at CH18100

Stone Column installation at Ramp 3

of Cloverleaf Interchange Stone Column load test


Stone Column installation at CH23325

PVD installation at MSL 2


Thank You

For Your Kind Attention

* JKSB acknowledges the assistance of CHEC & UEMB for the preparation of this presentation.

Documents

the second penang bridge