HDNRB - Seminar on Earthquake Protection

Transcription

PERFORMANCE OF
HIGH DAMPING NATURAL RUBBER BEARING (HDNRB)
AT JAMBATAN SULTAN ABDUL HALIM MU’ADZAM SHAH
Presented by : Dato’ Ir. Dr. Ismail Mohamed Taib,
Managing Director, Jambatan Kedua Sdn Bhd
12th November 2015
Hotel Promenade
Kota Kinabalu, Sabah, Malaysia
SEMINAR ON EARTHQUAKE PROTECTION
AWARENESS AND PROMOTION OF HIGH DAMPING RUBBER BEARING
 CONTENT
JAMBATAN KEDUA SDN. BHD. (824573-U)
Wholly owned by Minister of Finance, Incorporated
 Project Introduction
 Design Consideration
 Structural Health and Monitoring System
 Awards
 Conclusion
 PROJECT INTRODUCTION

Jambatan Kedua Sdn Bhd (JKSB), a
wholly-owned
company
of
the
Malaysia Minister of Finance (MoF
Inc.) is the concessionaire for the
Second Penang Bridge Project (PB2X).

The RM4.5 billion bridge project is the
longest in South-East Asia with a total
length of 16.9 km over water.

The construction of PB2X commenced in November, 2008 was open to
traffic on 1st March 2014.

The Project faces various challenges in applying sustainability to both
design, construction, operation and maintenance.

Jambatan Sultan Abdul Halim Mu’adzam Shah is the longest bridge in the
world to have High Damping Natural Rubber Bearing (HDNRB).
JKSB was appointed as concessionaire for PB2X in August 2008 for
period of 45 years. It is responsible for the project management, design,
construction, operation and maintenance.
Overall View of Jambatan Sultan Abdul Halim Mu’adzam Shah, Malaysia (Second Penang Bridge)
Overall Project Organization
Distribution of Contract Packages
• PB2X is divided into the following packages :-
Package 1, 2, 3A & 3B Involves HDNRB
Photo by Lim Kien Hock
© 2014 Jambatan Kedua Sdn Bhd
 DESIGN CONSIDERATION
Seismic Design Consideration
•
Second Penang Bridge area is located within the stable Sunda tectonic plate
with low seismic activity level. However, this low seismic region is situated
about 300-600 km from Sumatran faults which have produced earthquakes
with ground motions that are felt in buildings in Kuala Lumpur and
Singapore.
•
The seismic design was based on the Design Response Spectrum obtained
from a Seismic Hazard Assessment Study carried out for the Project.
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.
During the design review process, the
Independent Checking Engineer (ICE)
had highlighted that the spun piles at the
approach marine bridge by Package 1
Contractor could only safely cater for the
475 year earthquake and found to be
overstressed under the 2500 years
earthquake event and the piles would
experience section failure due to
brittleness.
In line with the current design requirement, the Second Penang Bridge is
pioneering in Malaysia to be fully designed for seismic load for a 475 year
return period earthquake and a 2500 year return period earthquake with ‘no
collapse’ criteria.
475 Years Return
Period Earthquake
Minimal Damage
•
•
•
•
Essentially elastic performance
Minor inelastic response may
occur and post earthquake
damage is limited to cracking of
concrete and minor yielding of
steel components
Permanent offsets associated
with plastic hinging or with nonlinear foundation behavior are
not apparent
Full access to normal traffic is
available almost immediately
following the earthquake
Repairable Damage
•
•
•
•
Damage that can be repaired
without compromising the
requirement service level
Inelastic response is acceptable
including concrete cracking
reinforcement yielding, local
minor spalling of cover concrete
The extent of damage is to be
sufficiently limited such the
structure can be restored
essentially to its pre-earthquake
condition without replacement
of reinforcement bars of
primary structure members.
Repairs will not require
structure closure to traffic
2500 Years Return
Period Earthquake
No Collapse
•
•
•
Damage that does not cause
collapse of any span or part of
the structure, non lead to the
loss of ability of primary support
members to sustain gravity loads
Permanent offsets may occur
and damage consisting of
cracking, reinforcement yielding
and major spalling of concrete
may require bridge closure
Reinstatement of the structure
may require extensive repairs
and potentially the
reconstruction of the bridge.
• A resolution between JKSB, ICE and Package
1 and 2 designer was reached by changing
the bridge articulation via introducing
seismic bearing as construction was already
at an advanced stage.
• High Damping Natural Rubber Bearing
(HDNRB) has the ability to withstand large
displacement in bilateral and rotational
direction, durable with minimal maintenance
as well as utilizing natural rubber available
locally
• Packages 3A and 3B was also instructed to
adopt HDNRB to replace the conventional
mechanical pot bearings.
Interface Between Package 1 and Package 2
It is observed that the seismic design criteria
and design response spectra for both 475
years and 2500 years return period
earthquake have been derived by the design
and build contractor responsible for Package
1 but that the criteria are also being used in
the design of Package 2.
Coordination is required between Package 1
and Package 2 in order that the performance
level can be achieved for the whole
structure.
Package 2
Package 1
Principal Plastic
Hinge
Secondary Plastic
Hinge
Comparison between CHEC and ICE Design Response Spectrum
HDNRB 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
On 11 April 2012, 3.30 pm, an
earthquake measuring 8.6 on the Ritcher
scale shook Northern Sumatra just 419
km away from Second Penang Bridge
project site. It was a moment of
reckoning for JKSB. The bridge was not
yet complete, but its earthquake
protection system had been installed, so
this was a real test of its efficacy. The
bridge passed the test with flying
colours.
Although cracks appeared on one of land
pier, Package 3B, this was due to the fact
that the pier has been cast only three
hours before the earthquake, hence the
concrete had yet to set. The pier was of
course, duly repaired.
HDNRB Installation
Two (2) bearings will be required of
each intermediate pier and 4 bearings
will be required of each expansion joint
piers. For this project there are 88 nos.
6 spans modules in total. Also, have 10
nos. 5 span modules in total.
HDNRB
will be required
for the
installation at each pier heads of the
bridge for the purpose to transmit the
loads from the superstructures to the
substructures
and to accommodate
translation movement due to expansion
and contraction and restrain the bridge
within its alignment.
There are two types of pier for the bearing installation.
One is for
intermediate joint where the bearing will be installed underneath the
1.4m width the cast in-situ stitch segment and another one will be
installed underneath the P1 segment (for movement joint pier). The top
masonry plate will be cast into the down-stand plinth of the P1 segment
at the casting yard.
Bridge articulation for a 5 span module
Bridge articulation for a 6 span module
Four types of High Damping Natural Rubber Bearing (HDNRB) used in
the project and they are as follows:
1)
2)
3)
4)
HDNRB Type E1
HDNRB Type E2 with preset displacement
HDNRB Type E3 with preset displacement
HDNRB Type E4
Typical Types E1 & E4
Typical Types E2 & E3
Only two type HDNRB have preset displacement, Type E2 and Type E3.
For this HDNRB, the preset plate will be used for the bearing installation.
Once the bearing has been grouted and all loads have been transferred to
the bearing, the preset plate will be removed from the bearing
HDNRB with preset plate (background),
HDNRB with preset plate removed (foreground)
The bearing with preset plates in place were installed when the deck is at
it’s lowest temperature, i.e. between nightfall and daybreak. This is to
reduce the possibility of excessive loads on the uncured installation grout
and so that the expansion of the deck assembly during subsequent
thermal cycles causes the unidirectional preset plates to become
disengaged from each other. The preset plates were removed when in the
disengaged condition in the early morning hours.
Sequence Installation of HDNRB
Installation of HDNBR at Package 2 ( Marine )
Installation of HDNBR at Package 3B ( Land )
Cable Stayed Design
• In order to meet 2500 years return period earthquake criteria, Package
1’s contractor also re-designed the cable stayed bridge.
• Bridge dampers are also installed at the critical cables.
Balanced Cantilever Construction
• The total weight of the form traveller
is 1,655kN.
• Package 1 analysis indicate that the
risk during construction is within
acceptable limit based on a 100 years
return period. ICE also agreed to the
analysis.
• ICE also noted that the traveller
formwork design did not take into
account of any seismic effect.
Expansion Joint
With the introduction of HDRB, the Modular Type
expansion joint system with 3D movement capability
was adopted for the interface between the approach
spans and the Cable-Stayed Bridge and between the
approach spans and interface piers at the land
expressways to cater for the difference in structural
behavior.
Expansion Joint
The segmental box girders (SBGs) for the
approach spans were redesigned with
Interlocking Finger-type expansion joints
assisted with twin dowels at the expansion
joint piers segments to control the seismic
transverse movement.
Liquefaction
A report of “Study of Likelihood of Tsunami
and Resulting Liquefaction Phenomena in
the Second Penang Bridge Site” had been
carried out in August 2009 concluded that
the probability of liquefaction was
generally less than 50% for earthquake
magnitude of less than 7, with a maximum
acceleration of 0.1g based on a return
period of 500 years.
For earthquake of magnitude greater than
7 and a horizontal acceleration 0.1g, the
probability of liquefaction is 50% to 95%
for the layers with SPT-N values less than
10 which mean likely to be liquefied. With
likely epicenters of earthquake being
300km to 500km away from the bridge the
ground acceleration are much lower than
the values adopted in the study and so the
potential risk of liquefaction at the site is
small.
Cost
• Original Package 2 contract amount for bridge bearing was
RM 32,024,454.40.
• HDNRB was installed at Package 2 to replace the Mechanical Pot
bearings at NO ADDITIONAL COST.
View of Bandar Cassia Toll Plaza at Night
Structural Health & Monitoring System (SHMS)
Integrated Module Overview
To monitor the HDNRB’s performance, accelerometers and FBG displacement
sensors for bearings and expansion joints are used. Data loggers and related
components are configured to transmit the acquired monitoring data to the
DAQ server
The data from FBG displacement sensors for bearings and expansion joints are
to be acquired by the FBG data loggers.
The data from FBG displacement sensors for bearings and expansion joints
installed at the interface between the cable-stayed bridge and the approach
bridges are to be acquired by the FBG data logger located at the cable-stayed
bridge.
The data from FBG displacement sensors for bearing and expansion joints
installed at the interface between the approach bridges and expressway, and
the ramp in Batu Maung area are to be acquired by the FBG data logger located
between the approach bridges and the expressway.
Acceleration data is acquired by the dedicated dynamic acceleration data
loggers.
Data loggers are deployed on the same sections as where the rubber bearing
displacement sensors are located for easy maintenance.
FBG Displacement Sensor
By monitoring the horizontal and vertical displacement of the bearings installed at
the ramp in Batu Maung area as well as the bearings at approach bridges, compare
and analyse the tolerance of the bearings to evaluate their operational status.
Analyse with the same behavioral analysis method as for the bearing in Cablestayed section.
Monitor the operational status of bearings to evaluate the structural health of the
bridge and use the data for reinforcement and maintenance.
FBG displacement sensors for the
rubber bearings are placed at the
expansion joints between the
approach bridge and cable-stayed
bridge, the approach bridge and
expressway, and the ramp in Batu
Maung area so that strain gauges
are placed evenly in the Approach
Bridge section.
Accelerometer
•
In order to evaluate the damping performance of bearings, monitor the
vibration which transfers from the upper structure to the lower structure.
•
Compare and analyse the acceleration data with the displacement data to
evaluate the bearings’ status.
•
By evaluating the operational
status of bearings, compare with
the displacement data to use for
reinforcement and maintenance.
•
Accelerometers for the rubber
bearings are placed on the
interfacing piers between the
approach bridges and cablestayed bridge, the approach
bridge and expressway, and the
ramp in Batu Maung area.
Expansion Joint Displacement
In addition to LVDT and accelerometers, tri-axial and uni-axial load cells and strain gauges
are suggested in the pre-bid document in order to monitor the function of rubber bearing.
As the load cell shall be installed between superstructure and bearing, bridge deck shall be
lifted up for the installation, which is impracticable due to potential structural damage.
Moreover in case strain gauges are installed at rubber bearing, actual displacement of
bearing exceeds the measurable range of strain gauges. So load cells and strain gauges are
excluded and it is preferable to measure the displacements instead of strain to evaluate the
function of bearings.
Expansion joint displacement measurement is required to analyse the relationship between
bearing and superstructure, which is to evaluate the rubber bearing function by comparing
the expansion of Approach Bridge with displacement measurement of the bearings.
Monitoring the expansion joint displacement of approach bridge box gives a basis for
operation status evaluation and planning of repair and rehabilitation.
The movements of bearing and superstructure are analysed and the result will be used to
evaluate the function of expansion joint. Analysis of expansion joint displacement
measurement will be done in the same way as that in the cable-stayed bridge.
Expansion joint displacement transducers in Approach Bridge are deployed at the same
location as rubber bearing sensors.
Deployment Plan for Expansion Joint Transducers
Data logger deployment
Data logger deployment
Kamaruzzaman
 AWARDS
 The International Green Apple Awards; for
the Built
Environment & Architectural Heritage 2013
– 24 June 2013
The award is giving by The Green Organization
which recognize and reward those who are making a
positive contribution to their built environment and
architectural heritage. JKSB also became the Green
World Ambassador for year 2014.
 Platinum
Building
Award
(Design
Assessment) – Green Building Index (GBI)
– 27 February 2014
The benefits of GBI are; Save energy and resources,
minimize the emission of toxic substances
throughout its life cycle, harmony with the local
climate, traditions, culture and the surrounding
environment and increase workplace activities.
 Geneva International Star Award for Quality (ISAQ) 2014 International Star Quality Convention in Geneva, 2014
– 21 September 2014
The objective of the International Star Award for Quality (ISAQ) is to recognize the
commitment to quality in the top areas of business, services and industry from
diverse sectors all around the world.
Jambatan Kedua Sdn Bhd (JKSB), the concessionaire for the Sultan Abdul Halim
Mu’adzam Shah Bridge or Penang Second Bridge, won a gold award at the
International Star Award for Quality (ISAQ) during the International Quality
Convention in Geneva.
 Road Engineering Excellence Award 2014 Road Engineering Association Of Malaysia
(REAM)
– 10 November 2014
This award was introduced to confer recognition to
the most outstanding road engineering project built
within Malaysia.
 Special Project Award (Silver Awardee) Prime Minister’s Hibiscus Award 2014/2015
Prime Minister’s Award 2014/2015 presents an
opportunity for public recognition of business,
industry’s environmental accomplishment, leadership
and serves to create environmental awareness
amongst enterprises that have yet to demonstrate
environmental stewardship. JKSB was the first
construction company/concessionaire to participate
and achieve the Special Project Award.
 The Brunel Medal Awards 2015 - ICE (Institution of Civil Engineers), UK
– 9 October 2015
ICE's Annual Awards are designed to recognize both outstanding civil engineering
achievements and contribution to the profession and the institution. The Brunel Medal
is awarded to a project or individual that represents excellence within civil engineering.
Jambatan Kedua Sdn Bhd (JKSB), has carved Malaysia name on the 'Civil Engineering
Wall of Fame' after being the first Southeast Asian country and the third country
outside the United Kingdom to be honoured with the prestigious Brunel Medal
award.
The ICE Awards Ceremony was held at ICE Headquarters, One Great George Street,
Westminster, London.
 CONCLUSION
After almost two years since Jambatan Sultan Abdul Halim Mu’adzam Shah
open to traffic, the performance of HDNRB are within the expectation and
JKSB is proud on the implementation of HDNRB in the project.
Despite its implementation in a fast track manner, the Jambatan Sultan Abdul
Halim Mu’adzam Shah project was constructed to the highest quality,
considering health, safety, cost, sustainability and environmental
conservation.
Thank You
For Your Kind Attention

HDNRB - Seminar on Earthquake Protection

Transcription

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