THE SECOND PENANG BRIDGE - Jambatan Kedua Sdn. Bhd

Transcription

THE SECOND PENANG BRIDGE
KERAJAAN
MALAYSIA
LEMBAGA LEBUHRAYA
MALAYSIA
PROJECT BRIEFING & INDUSTRIAL TRAINING PLACEMENT
UNIVERSITI TEKNOLOGI MALAYSIA (UTM), SKUDAI, JOHOR
SUSTAINABLE
DESIGN & CONSTRUCTION
7th MARCH 2012
JAMBATAN KEDUA
SDN BHD.
Presented by: Dato’ Ir. Dr. Ismail bin Mohamed Taib
Managing Director, Jambatan Kedua Sdn Bhd
Content
JAMBATAN KEDUA SDN. BHD. (824573-U)
Wholly owned by Minister of Finance, Incorporated

Project Introduction

Project Details

Sustainable Development
i. Social Progress
ii. Economic Activity
iii. Environmental Responsibility

Site Progress Photographs
Project
Introduction
Introduction
o
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.
o
JKSB is responsible for the design, construction, management,
operation and maintenance of the bridge.
o
The Second Penang Bridge which connects Batu Kawan on the
Mainland and Batu Maung on the island when completed by
September 2013 will be the longest in South-East Asia with the total
length over water of 16.9km. The total estimated construction cost is
RM 4.5 billion.
Project Alignment
Legend:
Existing Penang Bridge
North South Expressway (PLUS)
PENANG
ISLAND
(Batu Maung)
Package 1&2
Package 3
Marine Bridge
8.4 km
Land Expressway
PULAU
JEREJAK
0.
NAVIGATIONAL
SPAN
0.
00
4+
0.
00
5+
23
+0
11
+
00
22+
000
.
0.
12
+
00
.
0.
00
.
000
21+
0.
20+00
0.
0.
0.
19+00
18+00
17+00
0.
0.
16+00
.
00
15+00
+0
14
0.
.
000
10+
9+000
.
8+000
.
0.
7+00
0.
00
6+
0.
0
+0
.
PULAU
AMAN
13
00
3+
00
2+
0
0.
00
1+
Second Penang Bridge
MAIN LAND
(Batu Kawan)
Project Alignment (View from Batu Kawan)
EXISTING PENANG
BRIDGE
SECOND PENANG
BRIDGE
PERSIMPANGAN
CLOVERLEAF
BATU KAWAN
PLAZA TOL PB2X
PERSIMPANGAN BATU
KAWAN
PLAZA TOL PLUS
LEBUHRAYA UTARA
SELATAN
Project Details
Work Packages Diagram
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.
Design & Build
Package 3B,3C,3D,3E, 3F & 3G
Conventional Contract
Work Packages Layout
BATU KAWAN EXPRESSWAYS
PENANG ISLAND PULAU
(BATU MAUNG) JEREJAK
BATU KAWAN TRUMPET
INTERCHANGE
P24-P27
0.
P0
MAIN NAVIGATIONAL SPAN
00
1+
0.
+0
0
4
00
.
0.
00
3+
0
2+
0.
PACKAGE 3C
PULAU
AMAN
5+
0
23
00
.
.
000
PLUS TOLL
PLAZA
21+
0.
20+00
0.
19+00
0.
PB2X TOLL PLAZA
18+00
0.
0.
17+00
16+00
0.
15+00
+0
00
.
0.
00
14
+
BATU MAUNG INTERCHANGE
P292
000
.
12
+0
.
00
22+
00
+0
+0
11
.
000
10+
.
9+000
.
8+000
MAIN LAND
(BATU KAWAN)
13
0.
7+00
0.
00
6+
.
00
PACKAGE 3A
.
Summary of Progress – 29 February 2012
PAKEJ
DESCRIPTION
CONTRACTOR
COST
(RM MIL.)
START
FINISH
PHYSICAL PROGRESS %
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
89.57
92.68
2
Superstructure Works of
Approach Spans
UEM Builders
Bhd
1,550
8 Jun 09
8-Sep-13
57.42
57.98
3A
Batu Maung Interchange
Cergas Murni Sdn
Bhd
152.7
19 May 10
13-Dec-12
50.78
47.42
3B
Batu Kawan Expressways
IJM Construction
Sdn Bhd
349.9
28 Jun 10
8-Sep-13
45.04
44.30
3C
Batu Kawan Trumpet
Interchange
HRA Teguh Sdn
Bhd
67.3
19 May 10
15-Apr-13
53.67
45.79
3D
Toll Plaza And Related Works
S.U Citra Bina Sdn
Bhd
79.8
15-Nov-11
14-Jul-13
1.17
3.89
3E
Toll Collection System
-
-
30 Apr 12
30 Jul 13
-
-
3F
Traffic Control An Surveillance
System
-
-
30 May 12
8 Sep 13
-
-
3G
M&E Works for P3A & 3C
-
-
30 Jun 12
8 Sep 13
-
-
70.87
73.42
Variance
+2.55
Total
4.5
billion
8 Nov 08
8 Sep 13
Design Features

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
p26
p25
p27
p24
117.5 m
Cast in-situ Cable-Stayed Bridge
P24 to P27 = 117.5m + 240m + 117.5m
= 475m.
Height Clearance: 30m
Navigation Channel: 150m
240 m
117.5 m
30 m
150 m
Navigation Channel
Approach Span
Substructure
•
•Superstructure
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.
Comparison between Second &
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 Navigation Span
Cable-stayed concrete
girder bridge
- Main Navigation Span
Cable-stayed concrete
girder bridge
- Approach Span
Beam and slab deck
bridge
- Approach Span
Box girder bridge
107.5m + 225m +
107.5m
117.5m + 240m +
117.5m
Main Navigation Span Ship
Protection
Man-made island
Main Navigation Span Ship
Protection
Steel Fender system
Approach spans length
40m each span
Approach spans length
55m each span
Speed limit
80 km/h
Speed limit
80 km/h
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
Traffic Loading to UK BD 37/2001, 45 units HB
unguided
Seismic design:
475 year event
-Ground peak acceleration: 0.075 g
2500 year event - no collapse
Seismic design:
475 year event
2500 year event - no collapse
Structural concrete design to CP110: 1972
Structural concrete design to BS 5400: 2006
No specific durability requirements
Durability requirements to latest Eurocodes
Normal concrete
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
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 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: 50 mm
in 20 years
Pavement IRI Index: Not specified
Pavement IRI Index: 2m/km
Type of Bearing used: Laminated Rubber Bearing
Type of Bearing used: High Damping Rubber
Bearing (HDRB)
Sustainable
Development
1.
2.
3.
Social Progress
Economic Activity
Environmental Responsibility
Sustainable Development
Sustainable development is an enduring balanced approach to
social progress , economic activity and environmental responsibility.
Social
Sustainable
Environment
Economic
Contributing Toward Sustainable
Development
Factors that encompass sustainable development in the Second
Penang Bridge project include:
• 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.
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
Stakeholder Communication and
Involvement
• Ministry of Finance, Unit Kerjasama Awam Swasta (UKAS), Ministry of
Works (JKR) and Malaysian Highway Authority (MHA) are notified on
the status of the project on regular basis.
• 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, 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.
I-Supervision
Occupational Safety
• Safety measures are implemented which
include detailed planning of construction
activities, safety training, 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.
Public Road Safety
• The Second Penang Bridge will be controlled and
managed by a central traffic control and
monitoring and Closed Circuit Television (CCTV)
during operation. The main use of CCTV is to
monitor the 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.
However, the MLFF system which was originally scheduled to be implemented in year
2013 has been temporarily deferred by the government
Public Road Safety
Cont’d
• 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.
NJB
Thrie Beam Guardrails
Bridge Optimization
Advantages of different types of foundation
a)
Bored Pile
i) 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)
ii) 1.5m dia. Bored Pile for P283 – P292
 80 nos of piles installed at average 85m depth.
 4 nos of piles per pilecap.
 This section contains huge amount of mud and seabed
is exposed during low tide while the water level is just
about 1m during high tide. Therefore, it is not
practical to use spun piles as huge amount of mud
need to be dredged prior to installation works using
barge.
 As a solution, Bored Pile design is adopted which was
installed via temporary platform.
Bridge Optimization
Advantages of different types of foundation – Cont’d
b) 1.5m dia. Steel pile for approach bridge
 Have high load-carrying capacity for a
given weight of pile, which can reduce nos
of piles per pilecap.
 Driven to 80m length and cause little
ground displacement
 Easy to splice
 6 – 8 nos of pile per pilecap.
c)
1m dia. Spun pile for low-level bridge
 Prefabrication allows 65m length with no
joint
 Efficient mass to strength ratio
 Piles can withstand high tension forces
 10 – 12 piles per pilecap.
Bridge Optimization
Pilecap Construction
 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
 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
Substructure at the Approach Span – Pilecap,
Columns and Crossheads
• 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
Bridge Optimization
Superstructure at the Approach Span – Segmental Box Girder
•
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.
Bridge Optimization
PERI Formwork
•
PERI formwork system is used for the construction of pylon and piers which are more
than 8m height.
•
It 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.
•
Each lift will be 4m ~ 5m height
•
Working platform will be provided at the top of the formwork system
•
PERI
Formwork
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
reassembling for every lift.
Bridge Durability
The Second Penang Bridge is designed to have an operational lifespan of 120 years.
For this project,
•
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.
Tubular Steel Piles
View of Completed Piers
View of Completed SBG
Bridge Durability
Cont’d
•
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.
Typical SHMS at a
cable-stayed bridge
Applying Silane coating to RC
Shell and Pier column
Bridge Durability
Stay Cables
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.
Typical PSS cables
First Barrier
Third Barrier
Second Barrier
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.
Bridge Durability
Stay Cables – cont’d
• 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.
‘V’ Shaped Strand Holes
Anchorage
Cable Saddle
Bridge Durability
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.
• 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.
HDRB –Section
Bridge Durability
High Damping Rubber Bearing (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 is 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 testing - Shear
Test for 104 mm
displacement
Bridge Durability

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
o
SLS non-seismic actions
conformance with BS5400
–
SLS
non-seismic
actions
simultaneous with a 2500-year
return period seismic event –
conformance with EN15129
2. Economic Activity
i. Local construction employment
ii. Usage of Local Materials
iii.Vocational Training
iv. Regional Economic Development
Economic Activity
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:
Package
% of Works
Package 2
30%
Package 3A
60%
Package 3B
30%
Package 3C
60%
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.
• 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.
• JKSB has planned for the involvement of 100 students from the local high
institution to participate in the industrial training programme in the year 2012.
Economic Activity
 The bridge is expected to reduce traffic volume on the First Penang Bridge by
20%.
 The bridge provides an alternative route to road users who commute daily
between Penang Island and the Mainland.
 The future Juru Bypass and Jelas Expressway will be linked to the Second
Penang Bridge via the trumpet interchange at KM154 of PLUS Expressway thus
improving the traffic flow to and from Penang Island.
 The route will provide high standard direct link between Penang and Mainland,
resulting in improved logistic processes, hence improving the overall efficiency
of the local economics, with resultant benefits to the populations of the
Southern area of Penang Island and Mainland.
 The bridge will serve as a catalyst for development to the state as a
transportation hub for the northern region.
 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.
Economic Activity
 It will spur the economic growth at Batu Kawan and surrounding area.
 It wil also contribute to accelerate economic transformation under the Northern
Corridor Economic Region (NCER).
 It will result to the increase of property values in Batu Kawan area.
 Factories and Plants development in the Batu Kawan area by PDC will provide
employment opportunities for the locals.
JKSB is also in the process of appointing Malaysian Institute of Economic
Research (MIER) to conduct Economic Impact Study on the construction Second
Penang Bridge.
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
•
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).
ERE CONSULTING
GROUP Sdn. Bhd.
JAMBATAN KEDUA
Sdn. Bhd.
Package 1, 2 & 3
Design & Build
CHEC
Construction (M)
Sdn. Bhd.
EIA & EMP
DR. Nik &
Associates Sdn
Bhd.
FANLI Marine &
Consultancy Sdn Bhd
Conventional
PACKAGE 3A
PACKAGE 2
PACKAGE 1
INDEPENDENT FIA
CONSULTANT
CONSESSIONAIRE /
PROJECT MANAGER
INDEPENDENT EIA AUDITOR
Cergas Murni
Sdn Bhd
UEM Builders
Bhd.
DREDGING AND
DISPOSAL OF
SPOIL MATERIAL
R-SYNC Tech.
Resources
Sdn. Bhd.
PACKAGE 3B
EIA & EMP
YES Enviro
Services
Sdn. Bhd.
PACKAGE 3C
IJM Corporation
Berhad
EIA & EMP
CSK
Murni
Services
EIA & EMP
Environmental
Science
PACKAGE 3D
HRA Teguh
Sdn Bhd
EIA & EMP
CSK
Murni
Services
S.U. Citra Bina
Sdn Bhd
EIA & EMP
Enviro
Sustain
Consult
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.
Reinforcement Caging
Precast Spun Piles
Segmental
Box Girder
Precast Shell
ii. Minimal Impact On Water Flow
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.
ii. Minimal Impact On Water Flow – cont’d
Steel Fender System
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
iii. Green Building Technology
Proposed Toll Plaza & Administrative Building Complex
• The design is based on requirements of
80% of IBS and 80% of Green Building
Index.
PB2X Toll Plaza
• 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.
• Construction work is currently in progress.
PLUS Toll Plaza
iv. Reducing the impact of dredging
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.
PULAU
PINANG
Dredging Location
BATU MAUNG
TEMPORARY JETTY
0.
PULAU
JEREJAK
PROPOSED
BATU MAUNG
DIRECTIONAL RAMPS
PROPOSED
NAVIGATIONAL SPAN
MAINLAND
(BATU KAWAN)
BUKIT TAMBUN
TEMPORARY FABRICATION
YARD
1+
0
PULAU
AMAN
0.
4+
00
5+
0
+0
23
00
0.
12
+
.
00
22+
.
00
.
+0
000
11
10+
0 00
.
.
000
21+
.
0
20+00
0.
19+00
0.
17+00
.
0.
0.
16+00
.
00
15+00
4+
0
0.
18+00
1
00
.
9+000
.
8+000
0.
7+00
00
0.
6+
.
00
Dredged material disposal to
Pulau Kendi
BATU KAWAN TEMPORARY
JTTY
PROPOSED
PENANG SECOND
CROSSING BRIDGE
PROPOSED
PLUS TOLL
TOLL PLAZA
PLAZA (EXIT)
RSA
+0
0.
00
3+
0.
00
2+
00
.
PROPOSED
TRUMPET
INTERCHANGE
AT Km 154 NSE
13

MATERIAL STORAGE YARD
LEGEND
Dredging works for 270m width Temporary Navigational Channel
Total volume 14 million m³ of Dredged Materials
iv. Reducing the impact of dredging – cont’d
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)
• In total, 14 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
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.
Location of Water Quality
Sampling Works
Sampling Points for the
Monitoring Study
Location of Ambient
Environmental Monitoring
Station
53
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.

o
o
o
o
o
o

o
o
o
The Scope of works cover:
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
Monitoring equipment used during dredging:
Split Hopper Sensor
Draft Sensor
Automatic Identification System (AIS) integrated with 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
decrease in TSS level
compared to the level.
This shows that the spoil
disposal activities are
being carried out in a
proper
manner
as
recommended in the EIA
report.
April 2009 – January 2012
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.
v. Flora & Fauna Monitoring – cont’d
Location of Fisheries Landing Points
Fisheries Location
Location of Cage Culture &
Cockle Farms
Independent Consultant of Fisheries Impact Assessment (FIA)

o
o
Fanli scope of works cover:
Reconnaissance assessments of the water quality at areas of fisheries and
aquaculture importance.
Reconnaissance assessments of the marine and fisheries resources including:
Aquatic Environment
 Benthic fauna diversity and distribution
 Coral reef health
Fisheries and Aquaculture
 Fisheries landings and value
 Aquaculture activities and production
• Monitored at 1m below
surface
• Readings were collected
every minute for at least
10 minutes
Result of Water Quality in the fisheries landing point
Temperature (°C)
levels at Study Area
Dissolved Oxygen
(mg/L) levels at Study
Area
1st Sampling
2nd Sampling
Salinity (ppt) level at
Study Area
•
Generally, most parameters were recorded within suitable range for marine
environment and fisheries purposes
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).
According to Fanli’s 7th Quarter Monitoring Report, it shows
that in terms of seabed productivity, highest macrobenthos
(collection of organisms living in sea) densities were recorded
during the study as compared to the previous monitoring
events (Quarters 1st to 6th). This signifies that the study area is
still highly productive. It has also benefited the fishermen.
It is evident that the construction of Second Penang Bridge
does not affect the marine environment of the surrounding
area.
Ex-Gratia Payment to Fishermen
o JKSB has issued ex-gratia payment
amounting to RM 6.685 million to 3,011
fishermen, cockles breeders and aqua
breeders on 24 October 2011 as part of
the settlement to their claim of being
affected by the construction of the
Second Penang Bridge.
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 (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
•
MINCO
Independent
Checking Engineer
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
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
Conclusion
JKSB is committed to completing the Second Penang Bridge
with the highest quality, timely delivery, within the
budgeted cost and to contribute towards sustainable
development.
Site Progress
Photographs
Site Photographs – Package 1
View of the Completed Low & High Piers from P069 (Towards Batu Maung)
Construction of Main Span piers in
progress
P27 – Crossbeam construction in progress
P25 – Platform for Crossbeam construction in progress
View of SBG launching from P267
View of completed deck
View of SBG casting yard
Site Photographs – Package 3A
View of the overall progress of Package 3A
Site Photographs – Package 3B
View of the construction of Cloverleaf Interchange and mainline towards island
Site Photographs – Package 3B
View of the construction works from Sg Tengah to Trumpet Interchange
Site Photographs – Package 3C
Overall view of progress at Trumpet Interchange
Thank You
For Your Kind Attention
* JKSB acknowledges the assistance of CHEC & UEMB for the preparation of this
presentation.

THE SECOND PENANG BRIDGE - Jambatan Kedua Sdn. Bhd

Transcription

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