First International Seminar On The Design & Construction of Second Penang Bridge

11/8/2011
1
Presented by: Dato Ir. Dr. Ismail bin Mohamed Taib
Managing Director, Jambatan Kedua Sdn Bhd
SUSTAINABILITY THROUGH
INNOVATION IN DESIGN
15 - 16 November 2011
JAMBATANKEDUA
SDN BHD.
LEMBAGA LEBUHRAYA
MALAYSIA
KERAJAAN
MALAYSIA
THE SECOND PENANG BRIDGE
First International Seminar on the Design & Construction
of Second Penang Bridge
JAMBATAN KEDUA SDN. BHD. (824573-U)
Whollyowned by Minister of Finance, Incorporated
First International Seminar on the Design & Construction of Second Penang Bridge
Sustainability Through Innovation in Design 15 & 16 November 2011
Project Introduction
Project Details
Sustainable Development
i. Social Progress
ii. Economic Activity
iii. Environmental Responsibility
Site Progress Photographs
Content
11/8/2011
2
Project
Introduction
The bridge connecting Batu Kawan on the Mainland and Batu
Maung on the island when completed by November 2013 will be
the longest in South-East Asia with the total length over water of
16.9kmand total estimated construction cost of RM 4.5 billion.
Project Introduction
Jambatan Kedua Sdn Bhd (JKSB), a wholly-owned company of
the Minister of Finance, Incorporated (MoF Inc.) was appointed
as the concessionaire for the Second Penang Bridge Project in
August 2008.
11/8/2011
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PULAU
JEREJAK
PULAU
AMAN
PENANG
ISLAND
(Batu Maung)
NAVIGATIONAL
SPAN
MAIN LAND
(Batu Kawan)
Existing Penang Bridge
Legend:
North South Expressway (PLUS)
Package 1&2
Package 3
Marine Bridge
Land Expressway
8.4 km
Second Penang Bridge
Project Alignment
PACKAGE 3A
BATU KAWAN EXPRESSWAY
PACKAGE 3B
BATU MAUNG
INTERCHANGE
BATU KAWAN TRUMPET
INTERCHANGE
PACKAGE 3C
PROPOSED BATU
MAUNG INTERCHANGE
SECOND PENANG
BRIDGE
MAIN NAVIGATION SPAN
TUN DR. LIM
CHONG EU
HIGHWAY
BATU KAWAN
Project Alignment (Proposed Batu Maung
Interchange)
11/8/2011
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PLAZA TOL JPP2
PLAZA TOL PLUS
LEBUHRAYA UTARA
SELATAN
PERSIMPANGAN BATU
KAWAN
PERSIMPANGAN BATU
KAWAN CLOVERLEAF
SECOND PENANG
BRIDGE
EXISTING PENANG
BRIDGE
Project Alignment (Proposed Batu Kawan
Expressway)
Feasibility Study
Based on feasibility study report by HSSI & Yachiyo Engineering in June 2001,
3 alternative routes i.e Northern Route, Mid-Channel Route and Southern Route
were identified for the Second Penang Bridge project.
PENANG
ISLAND
(Batu Maung)
MAIN LAND
(Batu Kawan)
Southern Route
Northern Route
Mid-Channel Route
Butterworth Outer
Ring Road (BORR)
Jelutong
Expressway
North South
Expressway
Royal Malaysian Air
Force
Butterworth-Kulim
Expressway
Proposed PORR
11/8/2011
5
1. Northern Route
Linking the proposed Penang Outer Ring Road (PORR) at Bagan Jermal on the island with Butterworth
Outer Ring Road (BORR) at Bagan Ajam on the mainland and continue to North-South Expressway.
Land acquisition of heavily urbanized and densely populated area which involve commercial buildings,
school, residential houses, food hawkers, burial grounds, farms , light industrials, mosque and etc.
The total length of crossing is 9.2km.
Restricted by the Royal Malaysian Air Force (RMAF) aviation requirement and Post Panamax ships of
60m air draught and requirement of greater than 16m depth.
Combination of a low level bridge and 2.15km long immersed tube tunnel is considered for the main
crossing to overcome the above requirement. Building a bridge structure will further constraint the
waterway.
2. Mid-Channel Route
Linking Georgetown with the Butterworth-Kulim Expressway (BKS).
The total length is 8.0km long crossing which include the 2.86km long undersea tunnel.
Similar to Northern Route, the immersed tube tunnel is the only option.
Cut across an existing 36 dia undersea waterpipe Relocation of these pipes is inevitable.
Acquisition of residential and commercial premises will be necessary
3. Southern Route
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.
Provide opportunity to replicate the successful pattern of development currently seen in Butterworth
Alternative Alignments:
Feasibility Study
Feasibility Study
Initial Estimated Construction Cost Based on Feasibility Study
report by HSSI & Yachiyo Engineering in June 2001
Route
Estimated
Crossing Cost
(RM Million)
Essential Links
Island
(RM Million)
Essential Link
Mainland (RM
Million)
Total Estimated
Cost
(RM Million)
NorthernRoute 1,790 215 212 2,337
Mid-Channel
Route
2,258 135 50 2,572
Southern Route 2,079 24 347 2,582
11/8/2011
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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 growth in the south that
would provide a balanced development across the Penang State.
Feasibility Study
Project Details
11/8/2011
7
Work Packages Diagram
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
Design & Build
Integrated Toll System
Current Progress - 31 October 2011 (Rev 01)
PAKEJ DESCRIPTION CONTRACTOR
COST
(RM MIL.)
START FINISH
PHYSICAL PROGRESS %
(31 Oct 2011)
SCH % ACT %
1
Main Navigation Span And
Substructure And Foundation
Works For Approach Spans
CHEC
Construction (M)
Sdn Bhd
2,200 8 Nov 08 24 Jul 13 82.53 88.31
2
Superstructure Works of
Approach Spans
UEM Builders Bhd 1,550 8 Jun 09 30 Sep 13 46.82 46.12
3A Batu Maung Interchange
Cergas Murni Sdn
Bhd
152.7 19 May 10 14 Dec 12 32.95 36.06
3B Batu Kawan Expressways
IJM Construction
Sdn Bhd
349.9 28 Jun 10 28 Sep 13 29.79 31.90
3C
Batu Kawan Trumpet
Interchange
HRA Teguh Sdn
Bhd
67.3 19 May 10 15 Apr 13 40.88 39.87
3D Toll Plaza And Related Works
S.U Citra Bina Sdn
Bhd
79.8 15-Nov-11 14-Jul-13 - -
3E Toll Collection System - - 30 Mar 12 30 Sep 13 - -
3F
Traffic Control An Surveillance
System
- - 30 Mar 12 8 Sep 13 - -
3G M&E Works for P3A & 3C - - 30 Mar 12 8 Sep 13 - -
Total
4.5
billion
8 Nov 08 8 Nov 13
61.56 64.45
Variance +2.89
11/8/2011
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Length of Bridge Over Water 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
240 m
30 m
117.5 m
117.5 m
Navigation Channel
150 m
p24
p25
p26
p27
Year built: 1982
Overall length : 13.5 km
Length over water: 8.4 km
Type of bridge:
- Main Navigation Span Cable-stayed concrete
girder bridge
- Approach Span Beam and slab deck
bridge
Main Navigation Span 107.5m + 225m +
107.5m
Main Navigation Span Ship
Protection
Man-made island
Approach spans length 40m each span
Speed limit 80 km/h
Year built: 2008
Overall length : 24 km
Length over water: 16.9 km
Type of bridge:
- Main Navigation Span Cable-stayed concrete
girder bridge
- Approach Span Box girder bridge
Main Navigation Span 117.5m + 240m +
117.5m
Main Navigation Span Ship
Protection
Steel Fender system
Approach spans length 55m each span
Speed limit 80 km/h
Comparison between Second &
11/8/2011
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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
2500 year event - no collapse
Structural concrete design to BS 5400: 2006
Durability requirements to latest Eurocodes
High performance concrete: RCPT less than 800
Coulombs for 56 days
Design 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 IRI Index: Not specified
Design 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: 50 mm
in 20 years
Pavement IRI Index: 2m/km
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Sustainable
Development
1. Social Progress
2. Economic Activity
3. Environmental Responsibility
Sustainable development is an enduring balanced approach to
social progress , economic activity and environmental responsibility.
Social
Environment Economic
Sustainable
Sustainable Development
Sustainable
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Contributing Toward Sustainable
Development
The new route is anticipated to promote economic and social
integration throughout the northern region .
High standards of environmental protection are incorporated into
the project while flora and fauna are closely monitored to avoid
changes to the sensitive marine environment.
The construction of the bridge engaged the regional construction
industry, pioneered high standards of quality and safety as well as
initiated local employment programme to promote transfer of
technology.
IBS concept and minimal maintenance approach are introduced in
the planning, design and construction of the bridge to promote
sustainabledevelopment.
Factors that encompass sustainable development in the Second
Penang Bridge project include:
1. Social Progress
i. Stakeholder communication and
involvement
ii. Occupational Safety
iii. Public Road Safety
iv. Bridge Optimization
v. Bridge Durability
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Stakeholder Communication and
Involvement
Project Organization Chart
Monthly Coordination meetings are held regularly
with MHA and government agencies to solve
project issues and to ensure compliance with
regulatory bodies requirements.
The public, factory owners, marine department
and other local authorities are informed well in
advance of any disruptions caused by construction
activities through meetings and correspondences.
I-supervision is being implemented to monitor the
construction progress at site and for public to view
via JKSB website.
Stakeholder Communication and
Involvement
I-Supervision
Ministry of Finance, Unit Kerjasama AwamSwasta (UKAS), Ministry of
Works (JKR) and Malaysian Highway Authority (MHA) are advised on the
status of the project on regular basis.
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13
Occupational Safety
Safety measures are implemented which
include detailed planning of construction
activities, safety training and education,
inspections by safety officers and health
checks.
A well balanced training/ penalty/ award
system is utilized to keep all management
staff and workers up to date with the latest
HSE standards and to ensure their compliance.
Lost time injury (LTI) achieved is 0.24 per million hours, which is very minor
with only 2 cases at 8.3 million hours. According to OSHA International
Standard, the LTI shall not be more than 5 cases in every 1 million hours.
Traffic management system will be implemented
when the bridge is operational. It will be controlled
and managed 24 hours a day by a central traffic
control and monitoring and Closed Circuit Television
(CCTV) installed at the toll plazas, interchanges and
strategic locations along the expressway. The main
use of CCTV is to provide operator with means of
viewing traffic flow and detecting traffic problems.
Minconsult Sdn Bhd (C&S Consultant) has been
appointed as the Road Safety Auditor to ensure that
the Second Penang Bridge is in compliance with the
Stage I to IV Safety Audit in Guideline for Safety
Audit of Roads in Malaysia.
Proposed Implementation of Multi-Lane Free Flow
(MLFF) system will reduce traffic congestion at toll
plazas as the system allows free flow high speed toll
system.
Public Road Safety
MLFF system
The toll plaza is designed to cater for combination of existing toll payment system and
also MLFF system. However, the MLFF system which was originally scheduled to be
implemented in year 2013 has been temporarily deferred by the government.
11/8/2011
14
Standard Guardrails with level TL3 is upgraded to level TL4 at strategic locations to
ensure that in the event of accident, heavy vehicles are contained.
Motorcycle lane is separated from the main lane by NJB to protect vulnerable
motorcyclist.
Public Road Safety
Contd
Thrie Beam Guardrails
NJB
a) 2.0m dia. Bored pile for cable-stayed bridge
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
Achieved required capacity of 25 Meganewton (MN) at
120m depth (8m socketed into bedrock)
b) 1.5m dia. Steel pile for approach bridge
Have high load-carrying capacity for a given weight of
pile, which can reduce driving costs
Driven to 80m length and cause little ground
displacement
Easy to splice
c) 1m dia. Spun pile for low-level bridge
Faster, prefabrication allows 65m length with no joint
Efficient mass to strength ratio
Piles can withstand high tension forces
Advantages of different types of foundation
Bridge Optimization
11/8/2011
15
Precast Concrete Shells are used as a
formwork for the second layer casting and
permanently incorporated into the pile cap
6 pieces of Precast Concrete Shells are
required for each pilecap
Pilecap Construction
Total of 3,468 nos of Precast Concrete Shell are used
Precast Concrete Shells are adopted for:
Minimisation of temporary works (no cofferdams).
Minimisation of insitu works
Speed of construction
Better surface finishing work
Bridge Optimization
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, optimise cost and still
aesthetically pleasing.
The pier are cast in one complete operation
using reusable steel formwork
Substructure at the Approach Span Pilecap,
Columns and Crossheads
Bridge Optimization
11/8/2011
16
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.
The design has been highly optimized to minimize
weight such that it does not require special heavy
lifting equipment. Segments weight between 69 to
100 ton.
Hybrid pre-stressing encompassing both external
and internal prestressing for design economy.
The design of the segments is identical
which allows the same formwork to be
repeatedly used.
The depth is maintained constant to
present aesthetically consistent soffit
line.
Superstructure at the Approach Span Segmental Box Girder
Bridge Optimization
View of Completed Piers View of Completed SBG
Cathodic protection system and special coating are applied to the tubular steel piles for
protection against corrosion.
High strength concrete with Ground Granular Blastfurnace Slag (GGBS) and Pulverised
Fuel Ash (PFA) are used for the pilecap, pier column, crosshead and SBG. This will
prevent sulphate and chloride attack that can cause corrosion to the reinforcement bar.
Concrete cover was designed to latest Eurocode: pilecap (75 mm), pier column (65mm),
crosshead (60 mm) to protect the reinforcement bar against corrosion.
Bridge Durability
The Second Penang Bridge is designed to have an operational lifespan of 120 years.
For this project,
Tubular Steel Piles
11/8/2011
17
Contd
Bridge Durability
Silane coating is applied to precast concrete spun piles, pilecap and pier concrete surface to
further reduce the water and salt uptake that can cause corrosion to the embedded
reinforcing steel.
Structural Health Monitoring System (SHMS) shall be used for preventive maintenance to
assess the state of health (e.g., damage) of the structures. It improves safety and reliability
of the bridge by detecting damage before it reaches a critical state.
Applying Silane coating to RC
Shell and Pier column
Typical SHMS at a
cable-stayed bridge
Bridge Durability
Stay Cables
The stay cable will be provided with protection against corrosion by means of 3 barriers:
i) The first barrier is hot dip galvanising that covers the full length of the individual steel
wires.
ii) The second barrier (internal barrier) consists of High Density Polyethylene (HDPE)
sheaths around the individual strands and that the intermediate medium fills the space
between the individual sheath and the galvanized strand.
iii) The third barrier (external barrier) is the outer casing which consist of HDPE sheath
around the group of strands.
The stay cables consists of the Parallel Strand System (PSS) made
up of parallel individually polyethylene coated seven-wire strands,
placed inside an external polyethylene stay pipe.
First Barrier
Second Barrier Third Barrier
Typical PSS cables
11/8/2011
18
Bridge Durability
Design life of stay cables is 60 years and designed to be replaceable. For non-replacement
components (such as cable saddle) the design life is 125 years.
For the anchorage components which are accessible for maintenance operation in-situ, the
corrosion protection system have a design life of 25 years. After this period of 25 years, if
necessary, the protection system will be renewed in-situ at regular intervals of 15 years
corresponding to the maintenance operations.
Stay Cables contd
Cable Saddle
Anchorage
The Employers 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.
Detail design checking by Independent Checking
Engineer (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.
High Damping Rubber Bearing (HDRB)
HDRB Section
Bridge Durability
11/8/2011
19
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 m of the bridge deck.
High Damping Rubber Bearing (HDRB) contd
Bridge Durability
HDRB testing - Shear
Test for 104 mm
displacement
HDRB was designed by Tun Abdul Razak Research Centre (TARRC)
at Brickendonbury, United Kingdom, a laboratory of the Malaysian
Rubber Board (MRB).
Bridge articulation for a 6 span module
Bridge Durability
11/8/2011
20
HDRB provides a simple and economical isolation system. It possesses
the low horizontal stiffness needed and is capable of safely
withstanding the large horizontal displacements imposed during an
earthquake. The bearing was designed to meet two sets 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
Bridge Durability
2. Economic Activity
i. Local construction employment
ii. Usage of Local Materials
iii.Vocational Training
iv. Regional Economic Development
11/8/2011
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Package % of Works
Package 2 30%
Package 3A 60%
Package 3B 30%
Package 3C 60%
Local Construction Employment
Conventional Form of Contract is adopted for Package 3 (Land Expressway
Portion), to give the opportunity for local / Bumiputera Contractor /
Consultant to participate in such prestigious project and to expose them in
managing and executing mega project.
To promote Bumiputera Contractors participation in the project, certain
percentage of works has been allocated:
Economic Activity
Usage of Local Material
The use of HDRB for the bridge bearing system promotes natural rubber;
abundantly produced in Malaysia.
Except for the cable-stayed saddle and anchorage, and steel fender, all
other construction materials are obtained locally.
The usage of local materials provides great advantage to the project in
terms of supplier availability and cost as well as economic contribution
to the nation.
Economic Activity
11/8/2011
22
Vocational Training
To promote transfer of technology, an
employment programme is initiated to train
local people in order to meet the skill level
requirement of the project. This include
employing local engineers, technicians,
consultants and construction workers.
Weekly educational visits by Government
authorities, private sectors and universities
as part of the programme to expose them in
the construction aspects of the mega
project.
Site visit by University Students
Young Engineers Scheme (YES) programme is introduced in Package 2 Contract
to give opportunity to young engineers to get exposure in the mega-scale
construction project.
Economic Activity
Regional Economic Development
The bridge is expected to reduce traffic volume on the First
Penang Bridge by 20%
The bridge will serve as a catalyst for development at the
northern corridor and also position the state as a transportation
hub for the northern region.
Spur the economic growth at Batu Kawan and surrounding area.
The route will become major passage for the movement of goods
to Penang ports and the international airport in which will
facilitate economic activity and also promote regional tourism
industry.
It wil also contribute to accelerate economic transformation
under the Indonesia, Malaysia & Thailand Growth Triangle
programme (IMTGT).
Economic Activity
11/8/2011
23
3. Environmental
Responsibility
i. High Environmental Standards
ii. Minimal Impact on water flow
iii. Green Building Technology
iv. Reducing the Impact of Dredging
v. Flora and Fauna Monitoring
vi. Habitat Creation
i. High Environmental Standards
Environmental Responsibility
Various environmental consultants were appointed to conduct a comprehensive
monitoring regime through Environmental Impact Assessment (EIA), Environmental
Management Plan (EMP) and the Fisheries Impact Assessment (FIA).
CONSESSIONAIRE /
PROJECT MANAGER
JAMBATAN KEDUA
Sdn. Bhd.
ERE CONSULTING
GROUP Sdn. Bhd.
INDEPENDENT EIA AUDITOR
Package 1, 2 & 3
PACKAGE 1
UEM Builders
Bhd.
PACKAGE 2
CHEC
Construction (M)
Sdn. Bhd.
EIA & EMP
DR. Nik &
Associates Sdn
Bhd.
R-SYNC Tech.
Resources
Sdn. Bhd.
DREDGING AND
DISPOSAL OF
SPOIL MATERIAL
Cergas Murni
Sdn Bhd
PACKAGE 3A PACKAGE 3B PACKAGE 3C
CSK
Murni
Services
Environmental
Science
IJM Corporation
Berhad
HRA Teguh
Sdn Bhd
Design & Build Conventional
YES Enviro
Services
Sdn. Bhd.
CSK
Murni
Services
FANLI Marine &
Consultancy Sdn Bhd
INDEPENDENT FIA
CONSULTANT
EIA & EMP EIA & EMP EIA & EMP EIA & EMP
11/8/2011
24
i. High Environmental Standards contd
Most of the bridge sections including tubular steel piles, precast spun piles,
reinforcement caging, precast shell and Segmental Box Girder are IBS
components that are prefabricated on land to reduce the amount of time
spent at the bridging line and the risk of damaging or polluting the marine
environment.
Precast Spun Piles
Precast Shell
Segmental
Box Girder
Reinforcement Caging
The steel fender system was adopted due to its environmental friendliness, cost
saving and shorter construction period.
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
MAIN NAVIGATION SPANS
Substructure
ii. Minimal Impact On Water Flow
11/8/2011
25
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
Steel Fender System
ii. Minimal Impact On Water Flow contd
The design is based on requirements of
80% of IBS and 80% of Green Building
Index.
A green building concept is introduced to
save water, energy and material.
The landscaping and the exterior look of
the Toll Plaza are designed in such a way
that the trespassing light is eliminated by
plants and shaded area.
Rain water from the roof of the building is
harvested to supplement the conventional
water supply. The natural light is
maximized for the intermediate floors to
minimize the usage of electricity. High
efficiency windows and insulation in walls,
ceilings and floors are used for the benefit
of better temperature control.
Tender for the toll plaza package has been
awarded and the works shall commence on
15 Nov 2011.
Proposed Toll Plaza & Administrative Building Complex
iii. Green Building Technology
11/8/2011
26
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)
9
+
0
0
0
.
1
0
+
0
0
0
.
1
1
+
0
0
0
.
1
2
+
0
0
0
.1
3
+
0
0
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.
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4
+
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5
+
0
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+
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.
7
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BATUMAUNG
TEMPORARYJETTY
PROPOSED
PROPOSED
PROPOSED
PROPOSED
PROPOSED
MAINLAND
(BATU KAWAN)
LEGEND
Dredging works for 270m width Temporary Navigational Channel
Total volume 11 million m of Dredged Materials
MATERIALSTORAGEYARD
BATUKAWANTEMPORARY
JTTY
BUKITTAMBUN
TEMPORARYFABRICATION
YARD
Dredged material disposal to
Pulau Kendi
iv. Reducing the impact of dredging
Dredging Location
The dredging activities have to be carried out due to shallow water conditions at
major portions of the bridge alignment which affect the barges movement for
piling, pier and launching activities.
-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)
Cross Section of Main Dredged Channel
iv. Reducing the impact of dredging contd
11/8/2011
27
In total, 11 million m of material was dredged from the seabed in the
Penang Strait. Dredging was done carefully and spillage was minimised to
avoid suspended sediment that could shade and potentially endanger the
marine life.
Silt curtain was erected
and maintained properly
Dredging Work
Sampling Points for the
Monitoring Study
Location of Ambient
Environmental Monitoring
Station
Location of Water Quality
Sampling Works
Environmental Monitoring and Auditing (EMA)
Base line data have been established by the respective Package 1 and 2 contractors
as referenced data for EMA for dredging and offshore disposal of spoils, piling,
construction machineries and equipment during the Construction Phase of the
Penang Second Bridge.
54
11/8/2011
28
Package 1: EMA Consultant
R- Sync Technical Resources Sdn Bhd 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)
Package 1 : Location of Water Quality Sampling by R-Sync Sdn Bhd
Water Quality sampling location at
disposal route
Disposal Area
11/8/2011
29
Result of Water Quality Sampling by R-Sync Sdn Bhd
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.
April 2009 March 2011
v. Flora & Fauna Monitoring
Marine flora and fauna are monitored throughout the construction phase to
reduce demands and complaints from fishermen and fish farmers who
ostensibly incurred losses as a result of the bridge construction.
To ensure the aquatic life is not effected by the construction of Second
Penang Bridge, 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.
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.
11/8/2011
30
Fisheries Location
Location of Fisheries Landing Points
Location of Cage
Culture Farms
Location of Cockle Farms
v. Flora & Fauna Monitoring contd
Independent Consultant of Fisheries Impact Assessment (FIA)
Fanli scope of works cover:
o To assess on the impact of construction activities on fishing and fish farming
communities within the impact zone.
o To propose the mitigation measures
Monitored at 1m below
surface
Readings were collected
every minute for at least
10 minutes
11/8/2011
31
Result of Water Quality in the fisheries landing point
Generally, most parameters were recorded within suitable range for marine
environment and fisheries purposes
Previous Study
Current Study
Salinity (ppt) level at
Study Area Temperature (C)
levels at Study Area
Dissolved Oxygen
(mg/L) levels at Study
Area
vi. Habitat Creation
Research by Lund University in Sweden has
discovered that the Oresund Bridge connecting
Denmark and Sweden has 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 abundantly around the
newly 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).
It is evident that the construction of Second Penang
Bridge does not affect the marine environment of
the surrounding area.
11/8/2011
32
Learning From Good Practice
Contractor /
Consultant
Role Signature Project
CHEC Construction
(M) Sdn Bhd
- subsidiary of China
Harbour
Engineering
Company Ltd
(CHEC)
Main contractor
for Main
Navigation span
and substructure
for approach span.
The Donghai Bridge, China
25.5km length over water cable-stayed bridge,
the second longest cross sea bridge in the
world.
The Sutong Bridge, China
Cable stayed bridge with the longest main span
(1088m) in the world.
Highway Planning &
Design Institute,
China
Designer for CHEC
Construction (M)
Sdn Bhd
The Sutong Bridge, China
The Hangzhou Gulf Bridge, China
The worlds longest sea-crossing bridge (36km)
The Xihoumen Bridge, China
The worlds second largest span suspension
bridge (1650m)
MMSB
- Technical support
from AECOM
Malaysia and
AECOM Hong Kong
Submitting
engineer for CHEC
Construction
Padma Multipurpose Bridge, Bangladesh
A 6.15 km long two-level steel-truss road and
rail bridge (AECOM)
Learning From Good Practice
Contractor /
Consultant
Role Signature Project
ARUP Jururunding
Sdn Bhd
- Technical support
from ARUP Hong
Kong
Independent
Checking Engineer
for Package 1& 2
Supervision
Consultant for
Package 3
Stonecutter Bridge, Hong Kong
Cable stayed bridge with the second longest main span
(1018m) in the world
Forth Replacement Crossing, Scotland, UK
A 2.7 km cable-stayed bridge with three single column
towers, wind shielding and a single deck carrying two
general lanes of traffic and hard shoulders in each
direction
MINCO Independent
Checking Engineer
for Package 3
Experience in 23 countries on the design of highways
and infrastructures.
Arch-Bridge crossing Wetland Lake, Putrajaya
Jalan Duta Interchange, Kuala Lumpur
New Klang Valley Tolled Expressway, Kuala Lumpur
Tanjung Malim Expressway
11/8/2011
33
JKSB is committed to complete the Second Penang Bridge
with the highest quality, timely delivery, within the
budgeted cost and to contribute towards sustainable
development.
Conclusion
Site Progress
Photographs
11/8/2011
34
Site Photographs Package 1
Aerial View of the Completed Piers
Site Photographs
17 Oct 2011: Site Visit by YB Datuk Seri Shaziman Bin Abu
Mansur Minister of Works, Malaysia on deck of Pier 90
11/8/2011
35
View of the Low Piers Pier 09 (Decreasing Chainage)
View of the High Piers from P28 (Increasing Chainage)
11/8/2011
36
View of the Completed Low & High Piers from P086 (Decreasing
Chainage)
View of the pilecap works at P24
11/8/2011
37
P25 2nd layer pier is in progress
P26 2
nd
layer pier is in progress
11/8/2011
38
View of the pilecap works at P27
SBG Storage Area
Open Casting Yard Batching Plant Rebar Cut Shop Office
View of SBG Casting Yard
11/8/2011
39
View of Load-out Jetty
Launching of SBG in progress
11/8/2011
40
View of completed deck
Stressing works for SBG on the completed span
Pier segment installation in
progress
SBG erection in progress
11/8/2011
41
Gluing works in progress
Site Photographs Package 3A
I-Supervision view of construction activities at Ramp areas
11/8/2011
42
Site Photographs Package 3A
Relocation of 132kV cables
is in progress
Service culvert installation for the
relocation of 11kV and 33kV cables is
in progress
Site Photographs Package 3B
View of driven Spun Pile at
Pier 3 Land Bridge
Piled embankment works at
CH17100
11/8/2011
43
PVD works at CH18400
Stone Column Works at Ramp
2, Cloverleaf Interchange
Pilecap works at Abutment B,
Bridge over PDC
Piling works at Abutment A,
Bridge Over PDC
11/8/2011
44
Casting of T-beam is in
progress
Surcharge fill with crusher run
at PLUS Toll Plaza
Pilecap for Pier 11 at Bridge
over Sungai Tengah
Piling works at Abutment B,
Bridge over Canal
11/8/2011
45
Piling works for Piled Embankment Abut
B, Bridge over Sg Tengah
Site Photographs Package 3C
View of the progress of
earthworks
11/8/2011
46
Stone Column installation
has been completed
PVD installation works in
progress at M001
Culvert extension works is in
progress at CH345, MSL1
Relocation of Pylon is
completed
11/8/2011
47
Thank You
For Your Kind Attention
* JKSB acknowledges the assistance of CHEC & UEMB for the preparation of this
presentation.

First International Seminar On The Design & Construction of Second Penang Bridge

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