Download - Penang Second Bridge
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Presented by: Dato Ir. Dr. Ismail bin Mohamed TaibManaging Director, Jambatan Kedua Sdn Bhd
PLANNING,
DESIGN & CONSTRUCTION OFTHE SECOND PENANG BRIDGE
28 AUGUST 2012
JAMBATAN KEDUASDN BHD.
LEMBAGA LEBUHRAYAMALAYSIA
KERAJAANMALAYSIA
THE SECOND PENANG BRIDGEINTERNATIONAL CONFERECENCE IN CIVIL ENGINEERING &
GEOHAZARD INFORMATION ZONATION 2012
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Project Introduction
Feasibility Study
Project Details
Geotechnical design for marine bridge
Seismic design consideration
Superstructure & Stay Cable Design
Environmental Responsibility
Site Progress Photographs
Content
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ProjectIntroduction
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JAMBATAN KEDUA SDN. BHD. (824573-U)Wholly owned by Minister of Finance, Incorporated
o Jambatan Kedua Sdn Bhd (JKSB), a wholly-owned company of the
Ministry of Finance, Incorporated (MoF Inc.) was appointed as theconcessionaire 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.
Introduction
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9+000.
10+000.
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PULAU
JEREJAK
PULAUAMAN
PENANG
ISLAND
(Batu Maung)
NAVIGATIONAL
SPAN
MAIN LAND
(Batu Kawan)
Existing Penang Bridge Legend:ExistingPenang Bridge
North South Expressway (PLUS)Package 1&2
Package 3
Marine Bridge
Land Expressway8.4 km
Second Penang Bridge
Project Alignment
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Traffic Demand
The traffic demand on the existing bridge has been increasing since its
opening in 1985.
Traffic projection without Second Crossing:
200097,200 vehicle per day
2010140,400 vehicle per day
2020163,400 vehicle per day
Due to a tremendous increase of motorcycle traffic utilising the bridge, it
has brought about declining in the bridges level of service enforcing the
motorist into intolerable traffic condition.
Both the ferry service and existing widened Penang Bridge will
imminently not be able to cater for the traffic demand hence, a Second
Crossing is needed to continuously support the economic development of
the Penang State in addition to providing a smooth and safe driving
facility.
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Traffic Study at Existing Penang Bridge
2000 20202010
Afterwidening
80,000
100,000
120,000
140,000
160,000
116,500
163,400
140,400
155,000 155,000
97,200
120,000
103,800
Veh/day
Year
Legends
Maximum capacity at
existing bridge
Actual / Projected capacity
without Second Penang
Bridge
Projected capacity
with Second Penang
Bridge
x
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Feasibility Study
The feasibility study was carried out with theobjectives :
To investigate the technical and economic Feasibility of thealternative alignments
To prepare the necessary documents for loan facilities purposes
To prepare an Implementation Programme (IP) as well as areport on Preliminary Environmental Impact Assessment
To investigate the financial viability of tolling the proposedcrossing
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Southern Route C
Mid-Channel
Route
Northern Route
Alternative Alignments
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Feasibility Study
ConclusionThe alignment of Southern Route was finally chosen by YABTun Dr Mahathir Bin Mohamad, the fourth Prime Minister ofMalaysia. The decision was to promote socio-economicsdevelopment in the south that would provide a balance acrossthe Penang State.
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Project Details
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Project Organization Chart
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Work Packages Diagram
Package 3B,3C,3D,3E, 3F & 3G
Conventional Contract
Package 1 : Main Navigation Span &
Substructure & Foundation Works for
Approach Spans.
Package 2: Superstructure Works of Approach
Spans.
Package 3A:
Conventional
Contract
Design & Build
Integrated Toll System
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10+000.
11+
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1
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1+00
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7+000.
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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 PLAZAPLUS TOLL
PLAZA
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Summary of Progress9 August 2012
PACKAGE DESCRIPTION CONTRACTOR
COST
(RM
MIL.)
START FINISH
PHYSICAL PROGRESS
%
SCH % ACT %
1
Main Navigation Span AndSubstructure And
Foundation Works For
Approach Spans
CHEC Construction
(M) Sdn Bhd2,200 8 Nov 08 24-Jul-13 95.07 95.21
2Superstructure Works of
Approach SpansUEM Builders Bhd 1,550 8 Jun 09 30-Sep-13 70.36 75.29
3A Batu Maung InterchangeCergas Murni Sdn
Bhd152.7 19 May 10 31-Mar-13 70.42 61.54
3B Batu Kawan ExpresswaysIJM Construction
Sdn Bhd349.9 28 Jun 10 28-Sep-13 57.20 58.80
3CBatu Kawan Trumpet
Interchange
HRA Teguh Sdn
Bhd67.3 19 May 10 30-Apr-13 55.92 55.61
3DToll Plaza And Related
Works
S.U Citra Bina Sdn
Bhd79.8 15-Nov-11 14-Jul-13 16.25 9.26
3E Toll Collection SystemTeras Teknologi
Sdn Bhd15.0 1-Jun-2012 31-Aug-13 0.00 8.00
3FTraffic Control An
Surveillance System
ItraMAS Teknologi
Sdn Bhd19.8 26-Jun-12 25-Jul-13 - -
3G M&E Works for P3A & 3C TBA 13.4 - - - -
Total 4.446billion
8 Nov 08 8 Nov 1379.64 82.01
Variance +2.37
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Length of Bridge Over Water 16.9km
Length of Expressway 7.1km
Lane Configuration Dual 2 lanes traffic + emergency lane + 1 motorcycle lane eachdirection.
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 m30 m117.5 m
117.5 m
Navigation Channel
150 m
p24
p25
p26
p27
C i b t S d &
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Comparison between Second &
Existing Penang Bridge
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
Second Penang Bridge
Year built: 2008
Overall length : 24 km
Length over water: 16.9 km
Type of bridge:
- Main Navigation Span Cable-stayed concrete
girder bridge
- Approach Span Box girder bridge
Main Navigation Span 117.5m + 240m +117.5m
Main Navigation Span Ship
Protection
Steel Fender system
Approach spans length 55m each span
Speed limit 80 km/h
C i b t S d &
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Comparison between Second &
Existing Penang Bridge
Existing Penang Bridge
No dedicated motorcycle lane
Traffic Loading to UK BS 153, 45 units HB guided
along centreline of carriageway
Seismic design:
475 year event
-Peak bedrock acceleration: 0.075 g
2500 year event - no collapse
Structural concrete design to CP110: 1972
No specific durability requirements
Normal concrete
Second Penang Bridge
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
-Peak bedrock acceleration: 0.0555 g
-Peak response acceleration: 0.1773 g
2500 year event - no collapse
-Peak response 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
C i b t S d &
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Comparison between Second &
Existing Penang Bridge
Existing Penang Bridge
Design Concrete Strength:
Spun pile : 50 N/mm2
Pile cap : 30 N/mm2
Pylon : 40 N/mm2
I-Beam : 40 N/mm2Slab : 30 N/mm2
Expansion joint at every 5 spans (200 m)
Degree of compaction for earth embankment:
95 % : 0.75m below formation level
90 % : remainder
Settlement criteria for earth embankment:
367 mm in 5 years
Pavement IRI Index: Not specified
Type of Bearing used: Laminated Rubber Bearing
Second Penang Bridge
Design Concrete Strength:
Spun pile : 80 N/mm2
Pile cap : 40 N/mm2
Pylon : 50 N/mm2
Box girder : 55 N/mm2
Expansion joint at every 5 or 6 spans (275m or
330m)
Degree of compaction for earth embankment:
100%
Settlement criteria for earth embankment: 50 mm
in 20 years
Pavement IRI Index: 2m/km
Type of Bearing used: High Damping RubberBearing (HDRB)
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Geotechnical
Design For Marine Bridge
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a) In accordance with BS 5930:1999
b) Carried out with a combination of floating/platformbarge, fixed/platform barge, drilling machines, tugboats.
c) Setting out using GPSd) 205 boreholes drilled: approx. 50% - technical boreholes,
50% - common geological boreholese) Summary of Laboratory Tests carried out:-
Geotechnical Investigation
Geotechnical Design for Marine Bridge
SI in marine area
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a) The proposed site lies within a seismically stable region.b) The deformation due to tectonic activities is believed to have ended in Quartenary
era.
c) The existing faults in Penang and its surrounding areas are inactive.d) Presently no active volcanoes are found in Peninsular Malaysia. However, the site
may experience trembles due to earthquake beyond Sumatra.
Geotechnical Investigation Conclusion:-
Geotechnical Design for Marine Bridge
Based on the Geotechnical Investigation carried out, the proposedfoundation types are as follows:-
i. 2.3m ~ 2.0m dia. bored pilesfor Cable-Stayed Bridgeii. 1m dia. concrete spun pilesfor shallow water depth regioniii. 1.6m dia. steel pipe pilesfor higher water depth region at
two sides of Cable-Stayed Bridge
iv. 1.5m dia. bored pilesfor area near mainland side due todifficulty in dredging
v. 1.2m dia. steel pipe pilesfor shallow water zone where soilSPT value is large
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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. andconstruction techniques
Enable the immediate in-situ evaluation of drilled soillayers to revise foundation length due to changed soil
conditions
Achieved required capacity of 25 Meganewton (MN) at120m depth (8m socketed into bedrock)
ii) 1.5m dia. Bored Pile for P283P292 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 justabout 1m during high tide. Therefore, it is not
practical to use spun piles as huge amount of mudneed to be dredged prior to installation works using
barge. As a solution, Bored Pile design is adopted and
installed via temporary platform.
Advantages of different types of foundation
Substructure & Foundation Design for Marine
Bridge
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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 littleground displacement
Easy to splice 68 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 1012 piles per pilecap.
Advantages of different types of foundationContd
Substructure & Foundation Design for Marine
Bridge
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Precast Concrete Shells are used as aformwork for the second layer casting andpermanently incorporated into the pile cap
6 pieces of Precast Concrete Shells arerequired 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
Substructure & Foundation Design for Marine
Bridge
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Pile caps, Columns and Crossheads are designedas 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 toenhance constructability, optimise cost whilestill be aesthetically pleasing.
The pier are cast in one complete operationusing reusable steel formwork
Substructure at the Approach SpanPilecap,
Columns and Crossheads
Substructure & Foundation Design for Marine
Bridge
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Seismic
Design Consideration
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Seismic Design Consideration
In line with the current design requirement, theSecond Penang Bridge is pioneering in Malaysia tobe fully designed for seismic load for a 475yearreturn period earthquake and a 2500 year returnperiod earthquake with no collapse criteria.
The design was based on the Design ResponseSpectrum obtained from a Seismic Hazard
Assessment Study carried out for the Project.
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Seismic Design Consideration
Site specific ground response
spectra
Comparison between CHEC &
ICE Design Response Spectrum
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Seismic Design Consideration
Design Criteria:
Damage Performance Criteria:
475years Earthquake:Minimal Damage- Marine bridges- Critical Land Expressway
bridges
Repairable Damage- Other Land Expressway
bridges
2500years Earthquake:No collapse requirement- All bridges
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Seismic Design Consideration
Minimal Damage
Essentially elasticperformance.
Minor inelastic responsemay occur and post-earthquake damage islimited to cracking ofconcrete and minoryielding of steelcomponents.
Permanent offsetsassociated with plastichinging or with non-linear foundationbehaviour are notapparent.
Full access to normaltraffic is available almostimmediately following
the earthquake
Repairable Damage
Damage that can be repairedwithout compromising therequired service level.
Inelastic response isacceptable, includingconcrete cracking,reinforcement yielding, localminor spalling of coverconcrete.
The extent of damage is to
be sufficiently limited suchthe structure can be restoredessentially to its pre-earthquake conditionwithout replacement ofreinforcing bars of primarystructural members.
Repairs will not requirestructure closure to traffic.
No Collapse
Damage that does notcause collapse of anyspan or part of thestructure, non lead tothe loss of the ability ofprimary supportmembers to sustaingravity loads.
Permanent offsets may
occur and damageconsisting of cracking,reinforcement yieldingand major spalling ofconcrete may requirebridge closure.
Reinstatement of thestructure may requireextensive repairs andpotentially thereconstruction of bridge.
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Construction of the bridge was awarded to ChinaHarbour Engineering Company Ltd (CHEC) FOR
Package 1 and UEMB Builders (UEMB) for Package
2 as Design and Build contract with horizontal
split responsibility.
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
safely cater for the 475 year earthquake and
found to be overstressed under the 2500 yearearthquake event and the piles would experience
section failure due to brittleness.
Principal Plastic
Hinge
Secondary Plastic
Hinge
Package 1
Package 2
Seismic Design
High Damping Rubber Bearing (HDRB)contd
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S i i D i E i J i t
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Seismic DesignExpansion Joint
With the introduction of HDRB, the Modular Typeexpansion 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.
S i i D i E i J i t
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Meanwhile, the segmental box girders (SBGs) forthe 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.
Seismic DesignExpansion Joint
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Superstructure &
Stay Cable Design
B id O ti i ti
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PERI formwork system is used for the construction of pylon and piers which are morethan 8m height.
It is a self-climbing formwork that once set up as a desired-shaped wall to be built, itascends 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 systemprovides high speed oferection (works executionspeed increases) and as a
result, rapid completion ofthe project
There is no need todismantling or re-assembling for every lift.
PERI Formwork
Bridge Optimization
Superstructure Design for Marine Bridge
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The precast segmental box girder is designed as acontinuous single twin box of 14.08m width, 4.0mlength and 3.20m depth structure with match castjoints, multiple shear keys and prestressingtendons.
The design has been highly optimized to minimize
weight such that it does not require special heavylifting equipment. Segments weight between 69 to100 ton.
Hybrid pre-stressing encompassing both externaland internal prestressing for design economy.
The design of the segments is identical
which allows the same formwork to berepeatedly used.
The depth is maintained constant topresent aesthetically consistent soffitline.
Superstructure at the Approach SpanSegmental Box Girder
Superstructure Design for Marine Bridge
Superstructure Design for Marine Bridge
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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 spacebetween the individual sheath and the galvanized strand.
iii) The third barrier (external barrier) is the outer casing which consist of HDPE sheatharound the group of strands.
The stay cables consists of the Parallel Strand System (PSS) madeup of parallel individually polyethylene coated seven-wire strands,placed inside an external polyethylene stay pipe.
First Barrier
Second BarrierThird Barrier
Typical PSS cables
Superstructure Design for Marine Bridge
Superstructure Design for Marine Bridge
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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, thecorrosion protection system have a design life of 25 years. After this period of 25 years, ifnecessary, the protection system will be renewed in-situ at regular intervals of 15 yearscorresponding to the maintenance operations.
Stay Cablescontd
Anchorage Cable Saddles
V Shaped Strand Holes
Superstructure Design for Marine Bridge
Bridge Durability
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View of Completed Piers View of Completed SBG
Cathodic protection system and special coating are applied to the tubular steel piles & steelfenders for protection against corrosion.
High strength concrete with Ground Granular Blastfurnace Slag (GGBS) and PulverisedFuel 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
Bridge Durability
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Contd
Bridge Durability
Silane coating is applied to precast concrete spun piles, pilecap and pier concrete surface to
further reduce the water and salt uptake that can cause corrosion to the embeddedreinforcing steel.
Structural Health Monitoring System (SHMS) shall be used for preventive maintenance toassess the state of health (e.g., damage) of the structures. It improves safety and reliabilityof the bridge by detecting damage before it reaches a critical state.
Applying Silane coating to RCShell and Pier column
Eg. Stonecutters Bridge, HK
SHMS at acable-stayed bridge
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Environmental
Responsibility
Environmental Responsibility
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i. High Environmental Standards
Environmental Responsibility
Various environmental consultants were appointed to conduct a comprehensivemonitoring regime through Environmental Impact Assessment (EIA), EnvironmentalManagement 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
YES Enviro
Services
Sdn. Bhd.
CSK
Murni
Services
FANLI Marine &
Consultancy Sdn Bhd
INDEPENDENT FIA
CONSULTANT
EIA & EMP EIA & EMP EIA & EMP EIA & EMP
PACKAGE 3D
S.U. Citra Bina
Sdn Bhd
Enviro
Sustain
Consult
EIA & EMP
Conventional
Environmental Concern in Design &
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JAMBATAN KEDUA SDN. BHD. (824573-U)Wholly owned by Minister of Finance, Incorporated
ii. Green Building Technology
The design is based onrequirements of 80% of IBSand 80% of Green BuildingIndex.
A green building concept isintroduced to save water,energy and material.
Proposed Toll Plaza & Administrative Building Complex
PB2X Toll Plaza
PLUS Toll Plaza
g
Construction
Environmental Concern in Design &
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ii. Green Building Technology (contd)
RECOGNIZED BY:
ITEMMAXIMUM
POINTS
TARGETED
SCORE
Energy Efficient
(EE)
35 32
Indoor
Environment
Quality (EQ)
21 20
Sustainable Site
Planning &
Management
(SM)
16 12
Materials &
Resources (MR)11 9
Water Efficiency(WE)
10 8
Innovations (IN) 7 7
Total Score 100 88 (PLATINUM)
GreenConcept
Energy Efficient(EE)
- Thermalresistance
- Window system(double glazing)
- Photovoltaic Indoor EnvironmentQuality (EQ)
- Air quality
- Thermal comfort
- Lighting visual and
acoustic comfort
Sustainable SitePlanning &
Management (SM)
- Site planning
- Constructionmanagement
- TransportationMaterials &
Resources (MR)
-- Sustainableresources
- Wastemanagement
- Green products
Water Efficiency(WE)
- Rainwaterharvesting &
recycling
- Water efficiency
Innovations (IN)
- Wind turbine atsurau minaret foradditional power
supply
Green Building Index Score
Construction
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ii. Green Building Technology (contd)
Naturally
Ventilated
Low VOC
Paint
Recycled
Materials
Rainwater
Harvesting
Integrated Photovoltaic
Double Glazing Window
LED Lighting
IBS
Structure
INNOVATIVE FEATURES
SUSTAINABLE LANDSCAPE FEATURES
Wind Turbine as
minaret
Railway Slipper
Recycled rubber paver block
Formwork timberOil drum chair
Construction
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iii. Design Optimization, Minimal Maintenance & the 4 Rs
Construction
Design Optimization:-
Optimum design of segmental box-girder (SBG) with 180mmbottom slab thickness. Optimized to minimize weight of SBG(69 ~ 100 tonnes)
Design for Minimal Maintenance:-
a) Use of high performance & durable concrete (RCPT
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JAMBATAN KEDUA SDN. BHD. (824573-U)Wholly owned by Minister of Finance, Incorporated
iii. Design Optimization, Minimal Maintenance & the 4 Rs (contd)
Construction
Respect
Impose highenvironmental
standards &continuous
monitoring by DOE
Reduce
Less total embodiedenergy by adopting
higher reinforcementratios & less concrete
with higher strengthconcrete
Reuse
IBS design,
repetitive use offormwork andmachineries
Re-environment
Increased fishactivity around the
bridges pillars ,negligible impact
to sensitiveenvironment
4 Rs
Conclusion
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JAMBATAN KEDUA SDN. BHD. (824573-U)Wholly owned by Minister of Finance, Incorporated
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
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Site ProgressPhotographs
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Main Span
P27P26P25P24
Overall view of construction progress at Main Navigation Span
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South North
Stage 15Sch9 Jul 12
Act29 Jul 12
Stage 15Sch8 Jul 12
Act29 Jul 12
Crossbeam
Sch23 Apr 12
Act - 10 May 12Cast slab
MS01, SS01
Sch17 May 12
Act14 Jun 12
Main Span Pier 25
Target Pylon Completion
15 Aug 12
Cast slab
MS00, SS00
Sch30 Apr 12
Act22 May 12
Cast edge beam
MS02, SS02
Sch5 Jul 12
Act5 Aug 12
Cable Stayed Deck Construction -
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JAMBATAN KEDUA SDN. BHD. (824573-U)Wholly owned by Minister of Finance, Incorporated
First tensioning of Stay Cables S01 & M01
Pier 25
Traveler formwork
Installation of traveler formworkSide span : 7 Jul 12
Main span : 12 Jul 12
Load test completed ; 25 Jul 12
Casting edge beam : 4 Aug 12
1ststressing : 11 Aug 12
Slab casting : 18 Aug 12
Cast edge beam
MS02, SS02Sch5 Jul 12
Act5 Aug 12
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Stage 15
Sch10 Jul 12
Act25 Jul 12
Stage 15
Sch11 Jul 12
Act - 25 Jul 12
Crossbeam
Sch2 May 12
Act - 9 May 12
South North
Main Span Pier 26
Cast slab
MS00, SS00
Sch9 May 12
Act24 May 12
Cast slab
MS01, SS01
Sch26 May 12
Act25 Jun 12
Target Pylon Completion
15 Aug 12
Traveler formwork
Installation of traveler formwork
Side span : 24 Jul 12
Main span : 19 Jul 12
Casting edge beam : 11 Aug 12
1ststressing : 17 Aug 12
Slab casting : 25 Aug 12
Cast edge beam
MS02, SS02
Sch7 Jul 12
Act5 Aug 12
Completed SBG Launching from P117
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JAMBATAN KEDUA SDN. BHD. (824573-U)Wholly owned by Minister of Finance, IncorporatedP27
SBG launching completed up to P2730 May 12
Launching SBG ( LG 3 LG 4) towards
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JAMBATAN KEDUA SDN. BHD. (824573-U)Wholly owned by Minister of Finance, IncorporatedP24
P24
P0
Target to complete P24 :
7 Sept 2012
LG 4 :
P16(S)
LG 3 :
P16 (N)
Launching SBG ( LG 1 LG 2) towards
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JAMBATAN KEDUA SDN. BHD. (824573-U)Wholly owned by Minister of Finance, IncorporatedP292
LG 1 :
P292(N)
View of SBG launching works in progress at P292
(N)
Package 3A
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JAMBATAN KEDUA SDN. BHD. (824573-U)Wholly owned by Minister of Finance, Incorporated
M1/P1
M1/P2
M1/P3
M1/P4
M2/P
2
M2/P
3
M2/P
4
M2/P
5
g
Target Pier No. Total Beam
Target Beam
Launching : 15 Jul
2012
M2/P1M2/P6 41 nos
M1/P1M1/P5 33 nos
Total 74 nos
M1/P5
M2/P
6
Package 3A
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JAMBATAN KEDUA SDN. BHD. (824573-U)Wholly owned by Minister of Finance, Incorporated
R2/P2R2/P3
R2/P4
R2/P5
R2/P6
R2/P8
R2/P9R2/P10
R1/P2
R1/P3
R1/P5R1/P6
g
Ramp 2
Ramp 4
Ramp 1
Ramp 3
R2/P1R2/A
R1/P4
R1/P7
R1/P7
Target to launch : 2 spans
AreaTotal Pre-stressed Beam
to be launchedRamp 1 8 nos (2 spans)
Ramp 2 20 nos (5 spans)
Ramp 3 4 nos (1 spans)
Ramp 4 4 nos (1 spans)
TOTAL 36 nos (9 spans)
Package 3A
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View of construction works at
Marine Bridge
g
3B
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View of construction works at Cloverleaf Interchange and mainline towardsLand Bridge.
Package 3B
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Package 3BCloverleaf
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Ramp 1- Installation of PVD is in progress
Ramp 5Installation of stone column is in
progress
Ramp 8Installation of PVD is in progress
JAMBATAN KEDUA SDN BHD (824573 U)
Package 3BBridge Over Sg Jejawi
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Pier 11 & PE3Nehemiah wall is in progress. Target to launch by 3rd
week Aug 2012.
Pier 0pilecap is in progress
Pier 7& 9Erection of formwork for
crosshead
Pier 1, 2, 4piling completed Pier 5, 8,10crosshead
completed
JAMBATAN KEDUA SDN BHD (824573 U)Package 3C
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JAMBATAN KEDUA SDN. BHD. (824573-U)Wholly owned by Minister of Finance, Incorporated
Overall view of progress at Trumpet Interchange
g
Target to complete :End of July 2012
New BoxCulvert
Bridge Over NSE
(Pier 2)
Target to complete:
Bored pile : 15 Aug 12
Pilecap, column : 15 Nov 12
& crosshead
JAMBATAN KEDUA SDN BHD (824573 U)Package 3C
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JAMBATAN KEDUA SDN. BHD. (824573-U)Wholly owned by Minister of Finance, Incorporated
g
Bridge over NSEconstruction of
pilecap is in progress
Bridge over NSEPiling is in
progress at Pier 2
JAMBATAN KEDUA SDN BHD (824573 U)
Package 3DPB2X Toll Plaza
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Platform Handover
CH18025CH18100 : 22 Mar
12
CH18100CH18275 : 30 Apr
12
CH18025
CH18275
Handed over on : 30 May 2012
JAMBATAN KEDUA SDN. BHD. (824573-U)Package 3D
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PB2X Toll PlazaPiling work is in progress
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