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SYNOPSIS
The Kuala Lumpur Monorail Project was a pioneer project in many ways with
new advances in engineering, construction and management, not just by
Malaysian standards, but at an international level also.
This paper describes how these new advances were achieved by a fully
integrated team including main contractor, designer, specialist subcontractors
and suppliers. The close working relationship between these key parties was
paramount to the successful development of engineered solutions and their
subsequent implementation. Rather than describing the whole of the Monorail
construction in general, key topics have been chosen to illustrate the pertinent
issues presented.
The focus will be on the necessity to communicate and coordinate with all
parties in order to provide a tailor made engineered solution that would use
the latest technology available in the industry. Aspects covered will include
planning, integration of buildability, methodology, temporary works and
permanent works design; preparing and understanding all the boundary
conditions for the design; use of specialist design and analysis software and
electronic data transfer between parties; preparation of fully detailed
construction drawings; and selection of specialist equipment and materials
from suppliers and subcontractors.
1.0 INTRODUCTION
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“TEAMWORK & TECHNOLOGY – A Pre-requisite for Today’s Projects”
Through teamwork and its active involvement of all key parties (e.g.
Contractor, Suppliers, Consultants), projects are far more likely to be
finished within the budget, on time, and with the least number of conflicts,
claims and work defects. With its emphasis on commitment, trust, equity,
continual project evaluations, minimized risks, and its mandate for open
communication, teamwork solves problems, saves time and money (thus
increasing profits), and minimizes headaches.
Further, over the past several years, quality management and teamwork
have rapidly worked their way into a prominent position for creating and
maintaining smooth, profitable construction projects.
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This paper describes how these new advances were achieved by a fully
integrated team including main contractor, designer, specialist
subcontractors and suppliers. The close working relationship between
these key parties was paramount to the successful development of
engineered solutions and their subsequent implementation.
The KLM route begins at Jalan Tun Razak and passes through Jalan Pahang,
Jalan Tuanku Abdul Rahman, Jalan Sultan Ismail. Jalan Imbi, Jalan Hang
Tuah, Jalan Maharajalela, Jalan Sultan Sulaiman, Jalan Tebing, Jalan Tun
Sambanthan 5 before terminating at KL Sentral.
The Monorail guideway structure is unique in many ways since the structure
also forms the running surface for the vehicle, unlike other rail or highway
structures, which have additional surfacing, or track laid over the top. This
fundamental constraint of the design criteria means that the beams have to be
formed to suit the final alignment geometry, including both vertical and
horizontal curves, gradients, transition curves and superelevation.
Generally, spans are around 30m, however due to various obstructions such as
junctions, buried utilities and drainage, as well as other structures such as
stations and switches, the spans vary between 12m and 44m.
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Photo 2: The Sungai Long Precasting Yard was established specifically for casting Guideway
Beams using state of the art technology
The beams are precast in a purpose built factory near Sungai Long, from where
they are transported to the city using multiaxle transporters ready for their
subsequent erection. The lifting and placing of the beams is typically done at
night using two telescopic mobile cranes and then held in place by a
sophisticated temporary works system which will stabilise the beam and allow
beams to be adjusted later to their final position prior to continuity works.
3.0 DESIGN
After award of the works to GSS, an agreement between GSS & K+S was
finalized and the design works could start. The first step was to study/evaluate
the works previously performed by others and to look for areas of improvement
as it is always good to learn from the experiences of others.
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The KLM is very different from many civil engineering projects since there
are so many influencing factors on the design. Therefore it is fundamental
to establish a full set of design criteria and then document them prior to
commencing design activities. These factors include:
a) vehicle loading;
b) vehicle rideability;
c) other system requirements such as E&M inserts for signalling,
communications and traction power;
d) local authority requirements;
e) codes of practices and standards; and
f) construction methods and operational requirements such as casting
cycle times, transport, lifting and erection systems, prestressing
systems and other material specifications.
The preparation of such a design criteria document requires the input from
many parties including, client, end users /system supplier, various
construction teams as well as perhaps those with previous experience
through research and further study.
The analysis and design of structures today is much easier and efficient
with the use of sophisticated software that can now be bought off the shelf
from an abundance of specialist software developers. The difficult aspect
of Monorail design is that the whole structure is completely three
dimensional with loadings applied in more than one direction or plane. As
well as the vertical axle loads there are lateral centrifugal forces, hunting
forces, wind loads on train and structure, longitudinal braking and traction
forces, as well as the typical thermal, creep and shrinkage forces
associated with prestressed concrete design.
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With such an array of loadings to apply to more than eighty unique frames,
the selection of a software package(s) which could model all of these
criteria together with the soil interaction from the fixed piers within the
portal frame type structure, was crucial. The software that was used was
called “Sofistik” which allowed all of the forces to be applied to each three
dimensional frame model, including an auto loader to simulate the moving
train.
The software also provided all the necessary details for the prestressing
design including post-tensioning forces, losses and expected tendon
extensions. The design required a time dependent analysis for the creep
and shrinkage effects since the construction method required several
stages of prestressing at different phases of the construction, as well as
different support conditions during lifting, storage, transportation and
placement. The software was able to provide all this and allowed the input
for each frame to be entered using various template formats to make the
whole analysis process more efficient.
The design process would have been considerably more tedious and time
consuming if the design team had not decided to invest time and money in
new software and consequently new technology.
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K+S prepared for each frame an overview drawing showing the following
information:
• Plan layout and elevation
• Continuity prestressing detail
• Joint details
• Bearing schedule
• Height levels
• Beam weights
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Earlier concrete mix designs by others for grade 60Mpa called for
510kg/m3 cement in combination with Silica Fume.
Addition of fly-ash was one of the options studied to reduce the hydration
temperature. However, fly-ash proved not suitable as a high early strength
of 28Mpa at 18 hours or sooner is required in order to apply first stage
prestressing which then facilitates the lifting and removal of the beam from
the mould within 24 hours from pouring concrete, subsequently reducing
cycle times.
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Adjust top
chamfer level
Master Panel
Concrete
Trough
Upper
Adjust Soffit turnbuckle
Pivot Lower
Turnbuckle
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The beam transport, lifting, stabilising and adjustment methods for this project
are probably what make the KLM stand apart from other Monorail projects. The
longer spans, tighter radii (68m on mainline) and continuous span
arrangements required extensive design and development of the temporary
works equipment necessary.
Special lifting brackets were utilised in the casting yard (Photo 6) that
could be preset to counter
balance the offset centre of
gravity. The amount of
adjustment and subsequent
torsional forces in bracket and
beam were reduced by moving
the lifting positions in from either
end. These positions were shown
on the detailed shop drawings,
having previously been
calculated. This also had the
effect of reducing the sagging
moments during early stage
lifting. These identified positions Photo 6: Special lifting brackets designed
were also used for supporting for lifting the curved beams from the
the beams during storage and moulds were one of the many items of
special equipment required for the
transport. guideway construction.
e-L
calculated and supplied for
each beam.
K6 K5
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With beams typically weighing anything from 35 tonnes to 185 tonnes and
up to 44m in length the selection of the equipment to be used and its
configuration must also be worked out with specialist consultants and
equipment suppliers. Multi-axle hydraulic platform transporters were used
which although their use is not common for civil engineering structures in
Malaysia, are in fact widely used for petrochemical and power projects to
move large vessels, turbines, transformers and so on. Their benefits are
not extensively known or understood by civil engineers, yet can offer so
much to the bridge construction industry in Malaysia.
Steering
Line Axle
Draw Header
Bar Beam
Suspension Pivot
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loads. The transporters used for this project were hauled using heavy duty
prime movers equipped with powerful 500bhp engines with torque
converters and special gearboxes to give maximum power and control.
Figures 5a, b, c and d illustrate some of the basic features of multi-axle
transporters.
The design of the interface between the beam and transporter is crucial
since it must accommodate the variable geometry, restraining forces
required to stabilise the beam, together with the dynamic movements of
the transporter as it negotiates the bends, gradients and junctions along
the route from Sungai Long to the city. It was imperative to design an
interface that would not only transmit the huge loads into the transporter
correctly and safely but also had to ensure that dynamic forces transmitted
back into the beam were controlled and considered by the beam designer.
This critical interface was developed through team effort between
specialist consultant, specialist transport equipment supplier and
permanent works engineer and resulted in the design and fabrication of a
set of “smart” bolsters and brackets that could be used for any type of
guideway beam.
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As with the transportation, the interface between crane and beam was
another vital element to the success and safety of the operation. This
lifting bracket had to cope with the offset centre of gravity at a lifting
position that will be accessible from the crosshead such that it could be
removed after placing. The bracket was also designed to adjust for the
centre of gravity and tilt the beam to the correct superelevation whilst still
hanging from the crane hook. A basic operational requirement was that the
bracket must be quick and easy to install and remove to enable two beams
to be erected within the 11.00pm to 6.00am road closure time window.
After lifting the beam into position the beam must be stabilised and made
secure until final adjustment. A unique stability system was developed to
clamp the beams firmly in position yet act as a guide during placing and
facilitate precise adjustment to the final alignment position within
tolerances of a few millimetres. Once again, this equipment had the
unenviable task of accommodating the huge varieties of beams as well as
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the huge forces that can be expected when dealing with beams weighing
more than 100 tonnes.
Figure 7: The Beam Stability System was developed to stabilise and adjust the beam, provide
working access at all levels for placing and securing; surveying and adjustment; continuity
stitching; and prestressing as well as installation of bearings. Three dimensional computer
simulation was used to demonstrate all aspects of the functionality prior to fabrication
Upon finalising the design, the whole system was modelled on three-
dimensional CAD software so that every aspect of the system could be
simulated by the operation team to ensure that there would be sufficient
working space. A working test bed was constructed upon fabrication of the
prototype set of equipment in order to full load test the system prior to starting
production.
Frame 68 that crosses Mahameru Highway has been chosen for the particular
case study since it presented many technical challenges associated with the
design, precasting and launching.
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The frame consists of a three span frame from the top of Sultan Sulaiman
TPSS (Traction Power Sub-Station) (pier position M4) to Pier M7 with Piers M5
and M6 located adjacent to the Mahameru Highway. The guideway, which is
following a route parallel to the nearby Klang River, will cross over the approach
abutment of an existing highway bridge that spans the Klang River, making it
difficult to find a favourable location for the M5 and M6 columns.
KLANG RIVER
EXISTING M6 M7
M5 BRIDGE
M4
SITE BOUNDARY
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The first problem was that the longest mould in the precasting factory is only
capable of casting beams up to 44m in length, but the lifting equipment and
overhead gantries within the casting yard have a combined Safe Working Load
of 200t. Furthermore, the site was also extremely small, bordered by the Klang
River, highway embankment and highway structure as well as the Sultan
Sulaiman TPSS and adjoining property boundaries. Positioning the cranes is
always a difficult task; however positioning cranes in such a way so to enable
the beam transporter to get into position to deliver the beam within picking
radius of the crane only compounds the planning problem.
The detailed planning for these types of operations is essential since the
boundary conditions of the design are so critical there is no room of error or
mistakes.
The design and construction of this section of the guideway structure would test
every aspect of the design and construction process requiring an integrated,
well planned and managed effort by all members of the team.
6.1 Launching
The position and capacity of the crane was a driving influence for the
whole operation and with such tight space constraints minimum lifting
radius was as critical as maximum radius. The planning of this operation
was only made possible by the extensive use of CAD, in order to simulate
every position of the transporter, crane and beam so that clearance could
be checked from site boundary conditions, the TPSS building structure
and beam stability system.
The lifting positions on the beam were very important since the side spans
were cantilever beams, which would not allow lifting at the tip since this
would cause a temporary sagging moment in the beam – opposite to the
hogging resistance provided by the permanent prestressing tendons.
However by moving the lifting position of the first crane back towards the
M5 support the weight distribution between cranes would differ
dramatically and require a lift which would be close to the capacity of the
300t Liebherr LT1300 crane. Furthermore, the second crane, a similar
300t crane would also be working close to its capacity when placing the
furthest most beam; having to reach over the building without hitting the
structure with the main boom.
The only possible position for the crane meant that the outriggers would
prevent the transporter from delivering the beam to the required picking
position. Therefore, a special solution was discussed and worked out
between transport supplier and crane supplier whereby the beam could be
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self-off-loaded first. This method required setting the cranes in position first
and then retracting the obstructing outriggers. The beam transporter was
then pushed into position and a set of temporary steel transfer beams
were set under the beam with supports on either side of the trailer. By
using the hydraulic suspension of the trailer, it was possible to lower the
trailer and leave the beam supported by the temporary transfer beams.
This “self-off-load” operation allowed the transporter to be removed and
the crane outriggers extended below the beam. The crane was then fully
rigged complete with full 60t counterweights and the first phase of the
lifting operation proceeded.
KLANG RIVER
EXISTING
M4 M5 HIGHWAY
Figure 10a: 2no. 300t BRIDGE
mobile cranes are set in
position with outriggers SULTAN SULAIMAN TPSS
retracted. Beam MAHAMERU
Transporter with left- HIGHWAY
EMBANKMENT
hand beam is pushed CRANE 1
into position CRANE 2
SITE BOUNDARY
KLANG RIVER
SITE BOUNDARY
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KLANG RIVER
EXISTING
M4 M5 HIGHWAY
Figure 10c: Beam BRIDGE
Transporter is removed
and cranes are fully SULTAN SULAIMAN TPSS
rigged for lifting MAHAMERU
HIGHWAY
EMBANKMENT
CRANE 1
R=
4.0
CRANE 2
m
R=
5.
7m
SITE BOUNDARY
KLANG RIVER
EXISTING
M4 M5 HIGHWAY
Figure 10d: Left-hand BRIDGE
beam is lifted and
SULTAN SULAIMAN TPSS
temporarily secured in
MAHAMERU
the right-hand beam HIGHWAY
EMBANKMENT
CRANE 1
m
CRANE 2
8. 5
R=
.4m
R= 9
SITE BOUNDARY
KLANG RIVER
EXISTING
M4 M5 HIGHWAY
BRIDGE
Figure 10e: Crane 1 is
derigged and set up SULTAN SULAIMAN TPSS
again in new position MAHAMERU
E 1 4m HIGHWAY
CRAN R= 6.
EMBANKMENT
CRANE 2
.4m
R= 9
SITE BOUNDARY
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“TEAMWORK & TECHNOLOGY – A Pre-requisite for Today’s Projects”
KLANG RIVER
EXISTING
M4 M5 HIGHWAY
Figure 10f: Left hand BRIDGE
beam is then picked
from right side and SULTAN SULAIMAN TPSS
MAHAMERU
placed in final position. E1 HIGHWAY
CRAN
7m
EMBANKMENT
8.
R=
CRANE 2
.0m
R= 13
SITE BOUNDARY
The capacity requirements were so critical that it was necessary to lift the
furthest beam first onto the near position, reset crane 1, and lift again to
the far position. The second beam was then lifted in a similar manner to
the first by self-off-loading prior to fully rigging the crane.
Photo 9: The multi-functional beam stability system ready to receive M4-M5 Beam.
M6-M7 beams can be seen in the background
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“TEAMWORK & TECHNOLOGY – A Pre-requisite for Today’s Projects”
This operation would not have been possible if it was not for the combined
effort of transporter and lifter, who fully understood and maximised the
capabilities of their equipment by planning every detail and working
together as a team.
6.2 Bearings
For this particular frame, the connection at M5 and M6 should have been
fixed, however, it was not possible to have a typical RC stitching joint
connecting crosshead and beam together. The only solution was to use
some form of a mechanical connection such as a bearing. Furthermore,
due to the long centre span and short side spans there was a requirement
for the end piers to have bearings that would provide the necessary lateral
restraint, longitudinal
movement and uplift forces
under certain load
combinations.
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The most critical detailing exercise for this frame and perhaps the project
was the halving joint between cantilever spans and the centre drop-in
span. Positioning of prestressing anchorages for the cantilever tendons as
well as the second stage continuity prestressing ducts, vertical
prestressing bars and the necessary reinforcement required for the
temporary support of the centre span, all created a very complex design
and detailing problem. This again, required input from the precasting team
as well as the launching and continuity teams for the designer to produce
a detail that would best satisfy every team member’s needs. The benefit of
fully detailed and large-scale shop drawings is clearly apparent for this
particular case as can be seen below in Figures 11, 12 and 13.
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7.0 CONCLUSION
Many of the systems including precasting moulds, transport, lifting and stability
temporary works equipment were developed specifically for KLM and many
aspects are unique. The study and advancement in the temporary works
technology for this project has been at the heart of the success of the KLM
guideway construction.
One of the key factors to the successful efforts by the whole team has been
through increased communication and the use of electronic media. In fact
almost all of the design activities by K+S were undertaken in Germany and
every document, drawing and detail were sent via email and then printed in
Malaysia.
With so many projects becoming more complex and the demands from clients
to become more innovative and cost effective ever increasing, the exploration of
new technology and a more efficient method of working via teamwork have now
become a pre-requisite for today’s projects.
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