the second penang bridge - Jambatan Kedua Sdn. Bhd

Transcription

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.
Presented by: Dato’ Prof. Ir. Dr. Ismail bin Mohamed Taib
Managing Director, Jambatan Kedua Sdn Bhd
Topics Covered
 Introduction
 The Second Penang Bridge (Project):
 Planning
 Design
 Construction
Ferry Service
Then…
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.
Now…
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.
The First Penang Bridge 1985
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 – widening initiatives 2009
Additional 4.8m wide lane each carriageway
• 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.
The Second Penang Bridge 2013 – now under construction
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.
Project Alignment
Legend:
Existing Penang Bridge
Existing Penang Bridge
North South Highway (PLUS)
PENANG
ISLAND
(Batu Maung)
Package 1&2
Package 3
Marine Bridge
8.4 km
Land Expressway
PULAU
JEREJAK
0.
NAVIGATIONAL
SPAN
0.
4+
00
6+
23
+0
12
+0
000
.
00
.
00
+0
.
000
11
10+
.
.
9+000
8+000
0.
7+00
0.
00
00
.
.
000
21+
.
0.
20+00
0.
19+00
0.
18+00
0.
0.
17+00
0.
16+00
00
.
15+00
14
+0
.
00
0.
5+
00
22+
+0
13
00
0.
3+
0.
00
2+
0.
00
1+
PULAU
AMAN
MAIN LAND
(Batu Kawan)
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.
Traffic Study at Existing Penang Bridge
Legends
Veh/day
155,000
160,000
163,400
140,400
120,000
100,000
97,200
80,000
2000
After widening
140,000
120,000
155,000
2010
Maximum capacity at
existing bridge
Actual / Projected capacity
x
without Second
Penang
Bridge
Projected capacity
with Second Penang
Bridge
116,500
103,800
2020
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
Alternative Alignments
Northern Route
Mid-Channel
Route
Southern Route C
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.
Distribution of Contract Packages
Integrated Toll System
Package 3A:
Conventional
Contract
Package 1 : Main Navigation Span &
Substructure & Foundation Works for Approach
Spans.
Package 2: Superstructure Works of Approach
Spans.
Package 3B,3C,3D,3E, 3F & 3G :
Conventional Contract
Design & Build
8
Project Organization Chart
ARUP JURURUNDING S/B
Project Implementation Plan
Description
Contract Period
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
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
2008
2009
2010
2011
2012
2013
8-Sep-13
18
DESIGN & BUILD
CONCEPT
JKSB issue Letter of Offer (LOO) to Contractors
including Employer’s Requirements (Need
Statement)
Contractors submit technical & financial
proposal
Design &
Build Contract
Management
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
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
Condition of
Contract
Technical Proposal
Drawings
Letter
Acceptance
Project
Specifications
Contract
Drawings
Employer’s
Requirements
Preliminary
Contractor’s
proposal
Construction
Contract Sum
Analysis (CSA)
As-Built
Form of Design
Guarantee Form
DESIGN & BUILD CONTRACT vs Conventional Contract
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 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:
 Design and Build Contract
 Conventional Contract
12
Due to stringent Project timeframe , most of the major
Project Scopes will be implemented on a Fast Track Basis
Nov 08
Oct 08
Technical Proposal
Design
Procurement
Sep 13
TIME
Design
Completed
Construction
Drawings
Completed
Construction Drawings
Construction
Commissioning
Nov 13
Overlap between
Design & Construction
Construction
Completed
Design and Build Contract

Package 1 & 2 – RM3.75 billion or 83% of the Total
Cost

Package 1 – Main Navigation Span and Substructure and
Foundation Works of Approach Span.
o
o
o
o
o
o

Project
Contractor
: China Harbour & Engineering Construction Ptd Ltd
Date of Site Possession : 8 Nov 2008
Date of Completion
: 8 March 2013
Completion Period
: 52 Months
Contract Amount
: RM2.2 billion
Work Progress
: 63.81%
Package 2 – Superstructure Works of Approach Span.
o
o
o
o
o
o
Contractor
Date of Site Possession
Date of Completion
Completion Period
Contract Amount
Work Progress
: UEM Builders Ltd
: 8 Jun 2009
: 4 June 2013
: 48 Months
: RM1.55 billion
: 29.69%
14
 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
16
CONSESSIONAIRE /
PROJECT MANAGER
Singular
Responsibility
Concept
JAMBATAN KEDUA
Ptd.Ltd.
Ltd.
Ptd.
INDEPENDENT EIA CONSULTANT
INDEPENDENT CHECKING
INDEPENDENT CHECK
ENGINEER
ENGINEER
ERE CONSULTING
GROUP Ptd. Ltd.
ARUP Jururunding
Ptd. Ltd.
Package 1, 2 & 3
Package 1 & 2
FISHERIES IMPACT ASSESSMENT
CONSULTANT
FANLI MARINE AND
CONSULTING Ptd. Ltd.
Package 1, 2 & 3
CONTRACTORS
PACKAGE 1
PACKAGE 2
CHEC
Construction (M)
Ptd. Ltd.
CONSULTANT
(Designer)
HPDI Consultants
Co. Ltd
UEM Builders
Ltd.
CONSULTANT
(DESIGN REVIEW & SUPERVISION)
MMSB Consult Ptd. Ltd
EIA CONSULTANT
R-SYNC Tech.
Resources Ptd. Ltd.
EIA CONSULTANT
DR. Nik & Associates
Ptd. Ltd.
CONSULTANT (DESIGNER)
RB Perunding Ptd. Ltd.
EIA CONSULTANT
YES Enviro Services
Ptd. Ltd.
• 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.
27
Client, Independent Checking Engineer and Contractor - Roles and Responsibilities

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
28
Conventional Contract
Conventional Contract is adopted for Package 3 (Land Expressway
Portion) with the value of RM 750 million.
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
29
DESIGN STAGE
COMPARISON BETWEEN SECOND AND FIRST PENANG BRIDGE
First Penang Bridge
Year built:
1982
Year built:
2008
Overall length :
13.5 km
Overall length :
24 km
Length over water:
8.4 km
Length over water:
16.9 km
Type of bridge:
Type of bridge:
- Main bridge
Cable-stayed concrete
girder bridge
- Main bridge
Cable-stayed bridge
with beam and slab
deck
- Approach bridge
Beam and slab deck
bridge
- Approach bridge
Box girder bridge
Main Navigation Span
107.5m + 225m +
107.5m
117.5m + 240m +
117.5m
Main Navigation Span Ship
Protection
Man-made island
Main Navigation Span Ship
Protection
Steel Box Buffer
System
Other spans
40m
Speed limit
80 km/h
Other spans
55m
Speed limit
80 km/h
DESIGN COMPARISON BETWEEN SECOND AND FIRST PENANG BRIDGE
First Penang Bridge
No dedicated motorcycle lane
2-lane dual carriageway with dedicated 3m
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
Traffic Loading to UK BD 37/2001, 45 units HB
unguided
Seismic design:
475 year event
2500 year event - no collapse
Structural concrete design to BS 5400: 2006
Durability requirements to latest Eurocodes
No specific durability requirements
Normal concrete
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
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 spans (200 m)
Expansion joint at every 5 or 6 spans (275m or
330m)
Degree of compaction for earth embankment:
95 % : 0.75m below formation level
90 % : remainder
Degree of compaction for earth embankment: 100%
Settlement criteria for earth embankment:
367 mm in 5 years
Settlement criteria for earth embankment:
100 mm in 5 years
Pavement IRR Index: Not specified
Pavement IRR Index: 2m/km
Design Features

Length of Bridge
16.9km

Length of Expressway
7.1km

Lane Configuration
Dual 2 lanes traffic + emergency lane +
1 motorcycle lane each direction.
Cast in-situ Cable-Stayed Bridge
P24 to P27 = 117.5m + 240m + 117.5m
= 475m.
Height Clearance: 30m
Navigation Channel: 150m
Approach Span
Substructure
P0 to P24
•Superstructure
Pre-cast Prestressed Segmental Box Girder
= 8,092 nos.
•
= 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
34
Project Packages
PENANG ISLAND
(BATU MAUNG)
BATU KAWAN EXPRESSWAYS
PULAU
JEREJAK
BATU KAWAN TRUMPET
INTERCHANGE
P24-P27
0.
MAIN NAVIGATIONAL SPAN
1+
PACKAGE 3C
PULAU
AMAN
0.
4+
00
.
00
00
0.
3+
0
2+
00
0.
P0
5+
0
0.
0 00
.
000
20+00
0.
0.
19+00
0.
0.
PENANG SECOND
CROSSING BRIDGE
TOLL PLAZA
18+00
17+00
0.
16+00
15+00
0.
0
+0
0.
0.
00
14
+
P292
.
21+
13
0.
BATU MAUNG INTERCHANGE
0
+0
23
1
22+
2+
00
00
0.
0 00
.
11
+
10+
.
9+000
.
8+000
.
7+00
0
0.
00
6+
00
.
PACKAGE 3A
PLUS TOLL
PLAZA
MAIN LAND
(BATU KAWAN)
Design Concept
Scope of D&B
Packages
Package 1 – Main Navigation Span
m NGVD
117.5m
m NGVD
m NGVD
240m
m NGVD
m NGVD
NGVD
117.5m
m NGVD
m NGVD
m NGVD
P024
m NGVD
m NGVD
P025
P027
P026
(Front Elevation)
36
Scope of Works for the Design and Build Contractor
Design Concept
Package 1 & 2 – Approach Spans
Scope of D&B
Packages
14400
7300
3000
29800
PACKAGE 2
Superstructure
Horizontal Split
PACKAGE 1
Substructure
m NGVD
Approach Span
(Cross Section)
37
Design Concept
MAIN NAVIGATION SPAN
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
Design Concept
MAIN NAVIGATION SPANS
Substructure
Steel Fender vs Man-made Island (First Penang Bridge)
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
Design Concept
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
The steel fender system was adopted due to its environmental
friendliness, cost saving and shorter construction period.
Design Concept
MAIN NAVIGATION SPAN
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.
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
APPROACH SPAN
Foundation
Prestressed Precast
Concrete Spun Piles
– designed where the
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
Design Concept
APPROACH SPAN
Advantages of different types of foundation
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
44
Design Concept
APPROACH SPAN
Foundation
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
Design Concept
APPROACH SPAN
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.
46
Design Concept
APPROACH SPAN
Superstructure
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.
47
Construction Stage
Construction Methods
Dredging Activities
PULAU
PINANG
MAINLAND
(BATU KAWAN)
PULAU
JEREJAK
PROPOSED
BATU MAUNG
DIRECTIONAL RAMPS
BUKIT TAMBUN
TEMPORARY
FABRICATION YARD
0.
PROPOSED
NAVIGATIONAL SPAN
1+
0
PULAU
AMAN
0.
4+
00
5+
0
6+
.
00
+0
22+
.
00
RSA
21+
.
000
20+00
0.
0.
19+00
0.
0.
18+00
17+00
0.
0.
16+00
00
.
15+00
14
+0
MATERIAL STORAGE YARD
LEGEND
Dredging works for 270m width Temporary Navigational Channel
Total volume 11 million m³ of Dredged Materials
.
00
2+
0
0.
PROPOSED
PLUS TOLL
PLAZA (EXIT)
23
PROPOSED
PENANG SECOND
CROSSING BRIDGE
TOLL PLAZA
1
+0
0
00.
11
10+
0
.
9+000
.
8+000
7+00
0.
0.
00
BATU KAWAN
TEMPORARY JTTY
.
00
0.
00
3+
0.
00
2+
00
.
PROPOSED
TRUMPET
INTERCHANGE
AT Km 154 NSE
+0
13
BATU MAUNG
TEMPORARY JETTY
000
.
Construction Sequence of Bored Piling
Building Platform
Steel Cage Inspection
Installation of Steel Cage
Casing Installation
Inspection of Drilled Hole
Concrete of Bored Pile
Mixing of Bentonite Slurry
Drilling with Bentonite
slurry lining
50
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
Construction Sequence of Pilecaps – Cont‟d
Superstructure
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.
54
Superstructure
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
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.
Deck Works
Construction using
Cantilever Method –
Cont‟d
Stage 4 and onwards – The
process is repeated until all
the cables and decks are
installed.
Traveler form for deck
Super Structure
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
APPROACH SPAN
Pilecap Construction

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
Substructure
Two stage construction of pilecap
• 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
60
APPROACH SPAN
Substructure
Steel formwork
 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
APPROACH SPAN
Superstructure
Casting of Segmental Box Girder (SBG)
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.
SEGMENT STORAGE AREA 1 & 2
WORK
BATCHING SHOP
PLANT
OPERATION
CENTRE
LAB
OFFICE
OPEN CASTING
YARD 1
(7 BAYS)
OPEN CASTING
YARD 2
(9 BAYS)
SEGMENT STORAGE AREA 3 & 4
Total area= 50 Acres
567m
REBAR
CUT
SHOP
COVER CASTING
YARD
(7 BAYS)
298m
•
APPROACH SPAN
Superstructure
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
Methods of Segmental Box Girder Casting
Shortline Casting (Match Cast)
Segmental Box Girders
Match Casting
Perfect Match
SBG match casting concept
applicable for every span.
SBG Casting Sequence
Tying rebar to in the dedicated
reinforcement jig.
SBG storage yard
Placement of reinforcement
cage in the SBG mould using
overhead crane.
Completed SBG transported
to yard by Straddle Carrier
Final inspection prior
to concreting of SBG
Concreting of
SBG
APPROACH SPAN
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
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
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.
Segment Transportation Procedure
Approaching, berthing and mooring at Jetty
Tug barge loaded with segment to the erection front
68
Mooring Barges At The Erection Fronts
Anchor Handling Tug Boat disengage from working barge
69
Launching Sequence
Offloading of segment from Barge
Gluing and temporary stressing
70
Launching Sequence – cont‟d
- Segments have been installed to form a full span
- 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
- Launch Main Girder to next pier
APPRECIATING INCREASING IN
ENVIRONMENTAL CONCERNS IN
BRIDGE CONSTRUCTION
72
Introduction
Sustainable development is an enduring balanced
approach to economic activity, environmental
responsibility and social progress.
73
Environmental Management
Organization Chart
Design & Build
Conventional
Fisheries
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.
75
Fisheries
Location of Fisheries Landing Points
Location of Cage Culture Farms
Location of Cockle Farms
76
Appreciating Increasing Environmental
Concerns In Bridge Construction
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
o
o
To assess on the impact of construction
activities on fishing, cockle farming
To advise for such measures as necessary
To propose the mitigation measures
77
Result of Water Quality in the fisheries landing point
Temperature (°C)
levels at Study
Area
Dissolved Oxygen
(mg/L) levels at
Study Area
Salinity (ppt) level
at Study Area
Previous Study
Current Study
• Generally, most parameters were recorded within suitable
range for marine environment and fisheries purposes
78
Appreciating Increasing Environmental Concerns
In Bridge Construction



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.
Location of dredge channel
Dredging Works
81
CROSS SECTION OF MAIN DREDGED CHANNEL
CL
Viaducts
Sea Water
Level
Sea Bed Level
-3.0m ACD
-3.5m ACD
1:5
1:5 Barges Navigation1:5
Channel (BNC)
60m
170m
270m
40m
Main Dredged Channel
(MDC)
Note:
National Geodetic Vertical Datum (NGVD)
Admiralty Chart Datum (ACD)
(+0.00 NGVD = +1.72m ACD)
82
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
o
o
o
o
o
TSS mapping via satellite imagery
Marine water quality monitoring at disposal site
Marine water quality monitoring along transportation on route
Composition of dredged materials
Bathymetric survey at disposal site
Final Environmental Audit
 Equipment used:
o
Garmin GPS Receiver ( Model GPSMAP 76 CSx)
83
Package 1 : Location of Water Quality Sampling by R-Sync Ptd Ltd
Water Quality sampling location
at disposal route
Disposal Area
84
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)
Total Suspended Solids (TSS) - Marine
86
Package 1 : Location of Water Quality
Sampling by Dr Nik & Associates Ptd Ltd
Activities Location : Batu Kawan
Water Quality Sampling
stations
Activities Location : Batu Maung
Water Quality : Comparison data between baseline
and actual for total suspended solids (TSS)
Above baseline TSS level at
station W18 may be caused
by surface run-off originated
from northern coastline.
88
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
89
Location of sampling YES Enviro Services Ptd Ltd
At the load out jetty
Sampling location for dredging activity
At the casting yard
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
o
o
o
Check the implementation of environmental mitigation
measures
Review environmental monthly report
Review methodology, sampling and testing
Identify potential environmental issues and recommend
the mitigation measures
92
Best Management Practices At Site
PACKAGE 1
PACKAGE 2
Piling Barge
Dredging Work
Good housekeeping
on the barge
Silt curtain was erected
and maintained properly
PACKAGE 3A
PACKAGE 3B
Generator set was
placed in containment
area
Skid tanks and diesel
drums was placed in
containment area
Embodied Energy

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
94
IDENTIFYING ALTERNATIVE
MATERIALS AND COMPOSITES
FOR BRIDGES
95
Identifying alternative Materials And
Composites For Bridges
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.
HDRB – Layout
• 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.
HDRB –Section
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.
HDRB Prototype testing
- Shear Test for 240 mm
displacement
97
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).
HDRB Prototype
testing Compression test
98
98
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
o
SLS non-seismic actions – conformance with BS5400
SLS non-seismic actions simultaneous with a 2500year return period seismic event – conformance with
EN15129
99
ISSUES
Issues Affecting Marine Bridge Works
 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 Land Expressway 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
inadequate to determine the soil profile.
previous SI works is
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.
Conclusion
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.
105
SITE PROGRESS
PHOTOGRAPHS
Site Progress Photograph
Main Span at
P25
Main Span at
P26
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
Launching Gantry Load
Test
113
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
PVD installation at MSL 2
Stone Column installation
at CH23325
Thank You
For Your Kind Attention
* JKSB acknowledges the assistance of CHEC & UEMB for the preparation of this
presentation.

the second penang bridge - Jambatan Kedua Sdn. Bhd

Transcription

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