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  2010 – 140,400 vehicle per day  2020 – 163,400 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

DESIGN & BUILD CONTRACT vs Conventional Contract

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 & BUILD CONTRACT vs Conventional Contract

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

DESIGN & BUILD CONTRACT vs Conventional 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

16

DESIGN & BUILD CONTRACT vs Conventional Contract 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

DESIGN & BUILD CONTRACT vs Conventional Contract 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

DESIGN & BUILD CONTRACT vs Conventional Contract

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

Second 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

Main Navigation Span

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

Second 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 -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

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

Second 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.

Main Navigation Span

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

Main Navigation Span (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 MAIN NAVIGATION SPANS 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 Methods 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

Construction Methods MAIN NAVIGATION SPANS 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 Methods Construction Sequence of Pilecaps

Construction Methods Construction Sequence of Pilecaps – Cont‟d

Construction Methods MAIN NAVIGATION SPANS

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

Construction Methods MAIN NAVIGATION SPANS 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

Construction Methods 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.

Construction Methods Deck Works Construction using Cantilever Method – Cont‟d

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

Construction Methods Traveler form for deck

MAIN NAVIGATION SPANS 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

Construction Methods 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.

Construction Methods 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

Construction Methods 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

Construction Methods 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

•

Construction Methods 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

Construction Methods 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.

Construction Methods 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

Construction Methods 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

Construction Methods 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.

Construction Methods Segment Transportation Procedure Approaching, berthing and mooring at Jetty

Tug barge loaded with segment to the erection front

68

Construction Methods Mooring Barges At The Erection Fronts Anchor Handling Tug Boat disengage from working barge

69

Construction Methods Launching Sequence Offloading of segment from Barge

Gluing and temporary stressing

70

Construction Methods 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.

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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

Appreciating Increasing Environmental Concerns In Bridge Construction 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).

Appreciating Increasing Environmental Concerns In Bridge Construction 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

Appreciating Increasing Environmental Concerns In Bridge Construction 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

Appreciating Increasing Environmental Concerns In Bridge Construction 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

Appreciating Increasing Environmental Concerns In Bridge Construction Package 1 : Location of Water Quality Sampling by R-Sync Ptd Ltd

Water Quality sampling location at disposal route

Disposal Area 84

Appreciating Increasing Environmental Concerns In Bridge Construction 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.

Appreciating Increasing Environmental Concerns In Bridge Construction 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

Appreciating Increasing Environmental Concerns In Bridge Construction 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

Appreciating Increasing Environmental Concerns In Bridge Construction 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

Appreciating Increasing Environmental Concerns In Bridge Construction 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

Appreciating Increasing Environmental Concerns In Bridge Construction Location of sampling YES Enviro Services Ptd Ltd

At the load out jetty

Sampling location for dredging activity

At the casting yard

Appreciating Increasing Environmental Concerns In Bridge Construction Results of sampling YES Enviro Services Ptd Ltd

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

Appreciating Increasing Environmental Concerns In Bridge Construction 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

Appreciating Increasing Environmental Concerns In Bridge Construction 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

Appreciating Increasing Environmental Concerns In Bridge Construction 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

Identifying alternative Materials And Composites For Bridges 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

Identifying alternative Materials And Composites For Bridges 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

Identifying alternative Materials And Composites For Bridges 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

Site Progress Photograph

P25/9 - World largest statnamic load test

Site Progress Photograph

Transferring fenders for P26 at southern channel

Site Progress Photograph

View of the Construction of Pilecaps at P218

Site Progress Photograph

View of the Completed Piers from P237

Site Progress Photograph

View of the Launching Girder at Pier 117

Site Progress Photograph

Launching Gantry Load Test 113

Site Progress Photograph

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

Site Progress Photograph

PVD installation at Ramp 4

Jack in spun pile works at Pier 2 of Ramp 3

Site Progress Photograph

PVD installation at CH18100

Stone Column installation at Ramp 3 of Cloverleaf Interchange

Stone Column load test

Site Progress Photograph

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.