universiti sains malaysia building and … · traffic loading to uk bs 153, ... structural concrete...

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

UNIVERSITI SAINS MALAYSIA

BUILDING AND INFRASTRUCTURE TECHNOLOGY CONFERENCE 2011

SUSTAINABLE

DESIGN & CONSTRUCTION

7 JUNE 2011 JAMBATAN KEDUA

SDN BHD.

LEMBAGA LEBUHRAYA MALAYSIA

KERAJAAN MALAYSIA

THE SECOND PENANG BRIDGE

JAMBATAN KEDUA SDN. BHD. (824573-U)

Wholly owned by Minister of Finance, Incorporated

Building and Infrastructure Technology Conference 2011 – 7 June 2011

Sustainable Bridge Design and Construction

Project Introduction

Project Details Sustainable Development

i. Social Progress

ii. Economic Activity

iii.Environmental Responsibility

Site Progress Photographs

Content





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 16.9km and 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.





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PULAU

JEREJAK

PULAU

AMAN

PENANG

ISLAND

(Batu Maung)

NAVIGATIONAL

SPAN

MAIN LAND

(Batu Kawan)

Existing Penang Bridge Legend: Existing Penang Bridge

North South Expressway (PLUS)

Package 1&2

Package 3

Marine Bridge

Land Expressway

8.4 km

Second Penang Bridge

Project Alignment





Project Details





Work Packages Diagram

Package 3B,3C,3D,3E, 3F & M&E

Works for Package 3A & 3C

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





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PULAU

JEREJAK

PULAU

AMAN

PENANG ISLAND

(BATU MAUNG)

MAIN NAVIGATIONAL SPAN

BATU MAUNG INTERCHANGE

BATU KAWAN EXPRESSWAYS

BATU KAWAN TRUMPET

INTERCHANGE

MAIN LAND

(BATU KAWAN)

PACKAGE 3A

PACKAGE 3C

P24-P27

P292

P0

Work Packages Layout

PB2X TOLL PLAZA PLUS TOLL

PLAZA





Current Progress

PAKEJ DESCRIPTION CONTRACTOR COST

(RM MIL.) START FINISH

PHYSICAL PROGRESS % (19 MAY 2011)

SCH % ACT %

1 Main Navigation Span And

Substructure And Foundation Works For Approach Spans

CHEC 2,200 8 Nov 08 8 Mar 13 70.37 74.62

2 Superstructure Works of

Approach Spans UEMB 1,550 8 Jun 09 8 Sep 13 47.16 34.20

3A Batu Maung Interchange CMSB 152.7 19 May 10 14 Dec 12 18.28 11.81

3B Batu Kawan Expressways IJMC 349.9 28 Jun 10 8 Jun 13 27.80 13.70

3C Batu Kawan Trumpet

Interchange HRA 67.3 19 May 10 16 Jan 13 29.69 23.77

3D Toll Plaza And Related Works - - 2 Jan 12 30 Apr 13 - -

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

3F Traffic Control And Surveillance

System - - 9 Sep 12 8 Sep 13 - -

M&E Works for P3A & 3C - - 14 Dec 11 16 Jan 13 - -

OVERALL 4.5

billion 8 Nov 08 8 Nov 13 54.80 50.94





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





Existing Penang Bridge

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 bridge with beam and slab deck

- 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 &







No dedicated motorcycle lane

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

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

Structural concrete design to CP110: 1972

No specific durability requirements

Normal concrete


2-lane dual carriageway with dedicated 3m motorcycle lane

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

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

Structural concrete design to BS 5400: 2006

Durability requirements to latest Eurocodes

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








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

Expansion joint at every 5 spans (200 m)

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

Settlement criteria for earth embankment: 367 mm in 5 years

Pavement IRR Index: Not specified


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: 100 mm in 5 years

Pavement IRR Index: 2m/km







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





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 sustainable development.

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





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 Awam Swasta (UKAS), Ministry of Works (JKR) and Malaysian Highway Authority (MHA) are advised on the status of the project on regular basis.





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.





• Road safety 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





• 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

Cont‟d

Thrie Beam Guardrails

NJB





a) 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

Absence of vibration will not disturb adjacent piles

b) Steel pile for approach bridge

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 for low-level bridge Faster, prefabricated allows longer length with less joint

Efficient mass to strength ratio Piles can withstand higher tension forces which make

them suitable to cater wind load & earthquake problem

Advantages of different types of foundation

Bridge Optimization





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.

Substructure at the Approach Span – Pilecap, Columns and Crossheads

Bridge Optimization





• 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.

• 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





Cont‟d

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

Typical PSS cables

Second Barrier Third Barrier





Bridge Durability

• Design life of stay cables shall be 60 years and they shall design to be replaceable. For non-replacement components (such as cable saddle) the design life should be 125 years.

• For the anchorage components which are accessible for maintenance operation in-situ, the corrosion protection system shall 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 – cont‟d

Cable Saddle Anchorage





• 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.

• 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





• 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.

High Damping Rubber Bearing (HDRB) – cont‟d

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





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





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





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.

• Educational visits by Government

authorities, private sectors and universities are welcome 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





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





i. High Environmental Standards – cont’d

• 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





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 – cont’d





• The design is based on requirements of 80% of IBS and 80% of Green Building Index.

• A green building concept is introduced which is taken up 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.

Proposed Toll Plaza & Administrative Building Complex


iii. Green Building Technology





PULAU JEREJAK

PULAU AMAN

TRUMPET INTERCHANGE AT Km 154 NSE

PULAU PINANG

NAVIGATIONAL SPAN

BATU MAUNG DIRECTIONAL RAMPS

RSA

PENANG SECOND CROSSING BRIDGE TOLL PLAZA PLUS TOLL

PLAZA (EXIT)

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BATU MAUNG TEMPORARY JETTY

PROPOSED

PROPOSED

PROPOSED

PROPOSED

PROPOSED

MAINLAND (BATU KAWAN)

LEGEND

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

MATERIAL STORAGE YARD

BATU KAWAN TEMPORARY JTTY

BUKIT TAMBUN TEMPORARY FABRICATION

YARD

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 certain 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 – cont’d






• In total, 11 million m³ 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.

49







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





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.





Fisheries Location Location of Fisheries Landing Points

Location of Cage Culture Farms

Location of Cockle Farms

v. Flora & Fauna Monitoring – cont’d






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






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

Temperature (°C) levels at Study Area Salinity (ppt) level 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 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).

It is evident that the construction of Second Penang Bridge does not affect the marine environment of the surrounding area.






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 world‟s longest sea-crossing bridge (36km) • The Xihoumen Bridge, China The world‟s 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.





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





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





Thank You

For Your Kind Attention

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





Site Photographs – Package 1

View of the Completed Piers






Aerial View of the Completed Piers





View of the Completed Piers from P45 (Increasing Chainage)






P26 Blinding Concrete Pouring (First Core)


P25 Lowering Down of Steel Fender Completed






Launching of SBG in progress at P114N – P113N






SBG Erection Works





Gluing works for SBG on the completed span

Stressing works for SBG on the completed span






View of completed deck






Construction of Temporary Bridge in

progress

Jack in spun piles in progress

Site Photographs – Package 3A





Road diversion in progress

Excavation for pilecap in progress






Installation of Rebar for Pilecap Ramp 3/Pier 2

Casting of T – beam in progress

Temporary bridge in progress

Jack in spun pile at Ramp 2 is in progress






Jack in spun pile in progress

Beam casting and Road Diversion in

progress




Piling & cofferdam works are in progress at Land

Bridge



Piling work is in progress at Land Bridge

Site Photographs – Package 3B



Earth filling is in progress at PB2X Toll

Plaza

Stone Column installation in progress

(CH17100)






PVD installation at CH18100

Stone Column installation at Ramp 3 of Cloverleaf

Interchange






Sand blanket is in progress after PVD installed



Piling work is in progress at Sg Tengah




PVD work (CH18900)

Works in progress at Cloverleaf

Interchange






Temporary Pylon

Existing Pylon

Erection of Temporary Pylon is completed

Laying of Sand Blanket in progress



Site Photographs – Package 3C



Stone Column &PVD installation at MOO1

& MSL3

Earth filling is in progress






Trumpet Interchange works in progress

PLUS North South Expressway




universiti sains malaysia building and … · traffic loading to uk bs 153, ... structural concrete...

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