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THE SECOND PENANG BRIDGE PROJECT - Package 1: Main Navigation Span and Substructure & Foundation Works of Approach Spans

THE SECOND PENANG BRIDGE PROJECT Package 1: Main Navigation Span and Substructure & Foundation Works of Approach Spans


BRIEFING OF CHINA HARBOUR ENGINEERING COMPANY (CHEC)

INTRODUCTION OF SECOND PENANG BRIDGE PROJECT(P2B)

DESIGN MANAGEMENT AND TECHNICAL RESOLUTIONS

CONSTRUCTION PLANNING & MANAGEMENT

PLANNING & SCHEDULING

HEALTH & SAFETY & ENVIRONMENT (HSE)

QUALITY MANAGEMENT

RISK MANAGEMENT

CONCLUSION

ACKNOWLEDGEMENT

29 January 2013 CHEC Construction (M) Sdn Bhd

2

TABLE OF CONTENT


Preliminary stage

Secondary Stage

Third Stage

Early 1980s-late 1990s (Labour supply, contracting of low-end project or project with Chinese

factors)

Late 1990s-2005 (Overall contracting of

projects)

2006-present (Contracting of EPC, BOT and other sophisticated

projects)

Since founded in the 1980s, CHEC has spanned 3 stages within 30 years, and

keeps moving on the fast track of development.

Initiation

Leap

Development

HISTORY & EVOLUTION


Friendship Port, Mauritania 300,000DWT Drydock, Malta

360m long,62m wide and 12.5 deep

INITIATION (EARLY 1980S-LATE 1990S)


Client: Ports and Shipping Wing, MOC, Pakistan

Contract value: USD 248 million

Construction period: March 2002 to April 2004

Scope of Works:

Design & build of three multi-purpose berths with

602m long to accommodate 50,000 DWT container

vessels plus navigation dredging and associated

facilities.

Dredging & Reclamation of Macau International Airport, Macau

Client: Macao Airport Authority

Contract Value: US$ 677 million

Construction Period: Jan. 1992 to Jan. 1995

Scope of Works:

Design and build an artificial island of 115m2

including 34M m3 sandfill with ground improvement

and 8km seawalls plus 300,000 m2 pavement and two

linking bridges for an international airport.

Gwadar Deep Water Port Project (Phase I), Pakistan

DEVELOPMENT(LATE 1990S-2005)


Client: Energia Costa Azul. (Sempra Energy)

Contract Value: US$ 161.3 million.

Construction Period: January 2005 to May 2008.

Scope of Works:

• Design and construct 660 m long and 25

m water deep breakwater at 300 m

offshore.

• Supply and install 12 nos. precast

concrete caissons which are 38 m wide,

46 m long and 25.5 m high, each caisson

weighs approx. 18,000T.

Phase1 Project of International Container Terminal in

Ho Chi Minh City, Vietnam Energia Costa Azul LNG Terminal Work Pack II

Breakwater, Baja California, Mexico

LEAP(2006-PRESENT)


Hambantota International Airport, Sri Lanka

Scope of works:

3500m*60m runway; 370m*45m taxiway;

110,000m2 parking apron; 12,000m2 passenger

terminal and control tower; 10,000m2 cargo

terminal and others, such as installation and

commissioning of navigation aids, lighting,

firefighting and rescuing facilities, energy

supply and pollution discharge system.

New Puking Hotel, Macao

Project Features:

228m in height,

44 floors,

covering 12,000 m2.

LEAP(2006-PRESENT)


Boubyan Seaport Project Stage 1 – Road, Bridge & Soil Treatment, Kuwait

Employer: Mega Project Agency, Ministry of Public Works

Contractor: CHEC – GDC – SAC Joint Venture

Contract Value: US$ 413 million

Contract Period: July 2007 to December 2009

Scope of Works:

• Design and build 33km three lanes carriageway including 1.3km

sea crossing bridge with the navigation channels 35m + 45m +

35m of 17m above HAT (sea level)

• Design and build 29km rail section including 1.3km sea crossing

bridge, 9.8km railway viaducts and rail embankments

• Approximately 50 million lin. m vertical band drains plus the

surcharge are adopted for ground improvement works.

• Maintain the works for five years after the substantial completion.

Design, Construction and Completion of The Second

Penang Bridge, Malaysia (ongoing)

a project under the cooperative framework between China and Malaysia, and

the largest civil work in Malaysia for the past 20 years

LEAP(2006-PRESENT)


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Asia

CHEC is recognized as a world-

renowned international contractor;

4, 35, 70+ 4 worldwide business regions, 35 overseas

offices covering over 70 countries and areas

9.5bn+ contract value of ongoing projects over 9.5bn

USD;

7,000+ Over 7000 domestic and international staff;

4bn, 2.4bn+ Newly signed contract value over 4bn USD and

turnover over 2.4bn USD in 2010;

5 CHEC, major international operating division of CCCC,

contribute mostly to CCCC’s ranking No. 5 among

international Contractors so far as turnover is concerned

according to ENR.

Network of Overseas Business and Branches

Middle

East

Africa

Latin

America

ORGANIZATIONS & SUMMARY


海事工程轨道交通公路桥梁

成套设备疏浚吹填其他领域

Marine Engineering Railways Roads and Bridges Aviation

Complete Plant Dredging & Reclamation Others: Investment, Environment,

Natural Resources, Buildings, etc.

CORE BUSINESS


CHEC provides full services of project planning, feasibility study, financing, design,

construction, maintenance and operation to create the maximum value for its clients.

Full Service

INTEGRATED RESOLUTION & SERVICES


Creating the

greatest value for

our clients

Excellent leader and

organizer to provide full

service in the field of

marine engineering

Fulfilling both commercial

and social responsibilities;

Ensuring safety and Quality;

Establishing win-win

cooperation.

CHEC:

the ocean of a thousand streams,

the bearer of great social responsibility,

the seeker of everlasting excellence.

CORE VALUES


PROJECT ALIGNMENT


14

BRIDGE ALIGHMENT & PERSPECTIVE VIEW

PROJECT INTRODUCTION


PROJECT PACKAGES

Package 1: Main Navigation Span and Substructure & Foundation Works of Approach Spans

Package 2: The Design, Construction and Completion of the Superstructure for the Approach Spans

Package 3: The Design, Construction and Completion of the 7km Batu Maung Interchange and the Landside Works

INTRODUCTION OF SECOND PENANG BRIDGE(P2B)


15


CHEC’S SCOPE OF WORK - PACKAGE 1

From approximately CH0+543.46m to CH16+913.46m(16km long). comprises of:

Main Navigation Span comprising of the navigation span of 117.5m + 240m + 117.5m(total 475m) arrangement

Substructure & Foundation of approach spans structure comprising of series of 55m span (excluding the bridge bearings)

Deck drainage, road pavement, marking & signages, street lighting, decorative lighting, aviation lighting and navigation lighting for main navigation span

ARRANGEMENT

Bridge type : A four-lane dual carriageway bridge with two motorcycle lanes

Design speed : 80 km/h

Overall deck width: 29.8 m for Approach Spans

35.6 m for Main Navigation Span

Span arrangement: 475m (117.5m+240m+117.5m) for Main Navigation Span

55 m of each span for Approach Spans



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PROJECT QUANTITIES

Foundation Piles

PHC Driven Spun Piles(Ø1.0mx40mm) : 5,187 nos. (5,168 nos.)

Driven Steel Piles(Ø1.6mx22mm) : 368 nos. (360 nos.)

Bored piles(Ø2.0mx121m) : 66 nos. (Main Spans) (14+21+21+14)

Bored Piles(Ø1.5mx105m) : 80 nos. (Approach Spans) (8x10)

Materials

Concrete : 263,000 m3

Reinforcement : 42,700 tonne

Stayed cables : 753 tonne



17


MHA

JKSB

UEM BUILDERS BHD

PACKAGE 2

CERGAS MURNI

PACKAGE 3A

CHEC CONSTRUCTION SDN BHD

PACKAGE 1 (中国港湾)

SUBCONTRACTORS

SECTION 1 SECTION 2

HRA

ICP

SECTION 3

HRA

ICP

SECTION 4

CONSULTANTS

MMSB

AECOM

HPDI

SPECIALISTS

FDINE

(SLT&PDA)

THEIDI

(SOIL)

CTESI

(TEST)

TPEIJG

(MLT)

CCYY (SURVEY)

GEONAMICS

(STATNAMIC)

ADVISORS

AECOM HK MR. PETER OTHER

IJM CONSTRUCTION

PACKAGE 3B

HRA TEGUH

PACKAGE 3C

ORGANIZATIONAL CHART


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PROJECT MANAGEMENT FRAMEWORK


CODES, STANDARDS & SPECIFICATIONS

JKR, LLM, Arahan Teknik (Jalan)

British Standard(BS), BD, BA, European Code(EN)

American AASHTO

Chinese Standard


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CODES, STANDARDS & SPECIFICATIONS

Design-Build(DB) Contract for P2B

Volume I

Conditions of Contract

General

Employer's Requirements Design Brief

Volume II

Specifications

Malaysian JKR Specifications

Supplementary Speciffications from

Contractor Volume III

Contract Drawings

Contractual Documents related with Technical Requirements & Standards


SOLUTIONS FOR NAVIGATIONAL CHANNEL

BRIDGE OPTIONS AND PARAMETERS – SOLUTIONS FOR NAVIGATIONAL CHANNEL

Finalized and Adopted Option - Perspective View of Concrete cable stayed bridge (Feb 2008) Arrangement of 117.5m + 240m + 117.5m


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SOLUTIONS FOR NAVIGATIONAL CHANNEL

BRIDGE OPTIONS AND PARAMETERS – PERCEPTION OF MARINE VIEWING PLATFORM

Perspective View of Marine Viewing Platform (Dec 2007)


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TYPE OF FOUNDATIONS

BRIDGE OPTIONS AND PARAMETERS – TYPE OF FOUNDATIONS

Bored Pile

2.0m Diameter with depth of 120m for Main Navigational Channel

1.5m Diameter with depth of 105m for Landside Approach Spans

Driven Steel Pile

1.6m Diameter with depth of 83m for High Piers Area

PHC Driven Spun Pile

1.0m Diameter with depth of 53m for Most of Approach Spans


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GEOTECHNICAL INVESTIGATION & PILING TEST

SITE INVESTIGATION

Objective

Carry out detailed geotechnical investigation along the proposed bridge alignment

Identify the subsurface soil profile, bedrock geology, ground water condition and the presence of unfavorable soil conditions, if any

Provide basis for engineering design of the foundation

Primary Borehole and Findings

Planning and Summary of Primary Borehole

Test Equipments & Methods

Laboratory Test and Findings

Recommendations

Additional Borehole and Analysis

Planning and summary of Additional Borehole

Testing method and Determination of Estimated Borehole Depth

Comparisons & Findings

Reanalysis & Recommendations


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SITE INVESTIGATION - ADDITIONAL BOREHOLE AND ANALYSIS



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Drilling Rig & CPT Test System






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Site Investigation – ABH14






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Site Investigation – ABH8



PILING TEST - PRIMARY PLANNING & GENERAL LAYOUT

Test Stages

It is proposed that, 10 numbers of piles are to be tested in two stages. Stage 1 will cover 6 numbers of piles consisting of PHC piles and steel pipe piles. Stage 2 will cover 4 numbers of piles which will be bored piles and a steel pipe pile. Stage 1 piles are sacrificial piles and stage 2 piles are working piles.

Stage 1: involves high strain dynamic pile load test(PDA) and static pile load test(SLT/MLT) on 5 numbers of PHC piles (4 concrete spun piles of Φ1m, 1 concrete spun pile of Φ1.2m) and 1 number of steel pipe pile of Φ1.2m.

Stage 2: covers 4 numbers of piles, includes 2 numbers of bored cast-in-place piles of Φ2.5m and steel pipe driven piles of Φ1.6m.


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Locations of Testing Piles


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Scheme on Piling Test

High-strain Dynamic Pile Test(PDA)

Osterberg Cell Test

Static-load test(MLT)

Dynamic load test(PDA)


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No. Pile Type Pile Diameter

(m) Pier Ref.

Pile Length (m)

Test Load (kN) (x2.5)

Reaction System

Stage

BHT1 PHC Pile 1.0 - 58 9500 Anchor Pile 1st Stage BHT2 PHC Pile 1.0 - 68 9500 Anchor Pile 1st Stage

BHT3 Steel Pile 1.2 - 72.8 14500 Anchor Pile &

Osterberg Test 1st Stage

BHT4 PHC Pile 1.0 - 50.5 9500 Anchor Pile 1st Stage

BHT5 PHC Pile 1.0 - 66 9500 Anchor Pile 1st Stage

BHT6 PHC Pile 1.2 - 62 11500 Anchor Pile 1st Stage BHT7 Bored Pile 2.5 P26 120 80000 Osterberg Test 2nd Stage BHT8 Bored Pile 2.0 P27 95 32500 Osterberg Test 2nd Stage BHT9 Steel Pile 1.6 P13 90 24000 Osterberg Test 2nd Stage

BHT10 Steel Pile 1.6 P38 90 24000 Osterberg Test 2nd Stage



PILING TEST - DISCUSSIONS & FURTHER ACTIONS

Revised Test Scheme


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Load Test Location Category Pile Type Type of Load Test Instrument

ation Purpose

PDA MLT Statnamic

BHT8 near P15 non-working pile 1.6m steel pile initial

restrike test pile anchor pile no

To establish correlation

BHT11 near P163 non-working pile 1.0m spun pile initial

restrike anchor pile

anchor pile test pile

no yes

To establish correlation

BHT12 near P292 non-working pile 1.5m bored pile NIL test pile anchor pile yes To establish correlation

N.A. *P49-15 working pile 1.0m spun pile NIL NIL working pile no For acceptance of

driven pile

N.A. *P185-8 working pile 1.0m spun pile NIL NIL working pile no For acceptance of

driven pile

BHT7 P33-7 working pile 1.6m steel pile NIL test pile(O-cell) working pile no For acceptance of

driven pile

N.A. P24 working pile 2.0m bored pile NIL NIL working pile no For acceptance of installed pile and verification of pile

design

N.A. P25 working pile 2.0m bored pile NIL NIL working pile yes

N.A. P26 working pile 2.0m bored pile NIL NIL working pile no

N.A. P27 working pile 2.0m bored pile NIL NIL working pile no

NOTES: *Selected pile was determined by the Engineer for statnamic test for P49 and P185 Suspicious working pile shall be checked and verified for acceptance as follows: a) Driven pile - by PDA or statnamic b) Bored pile - by statnamic All working piles for statnamic test shall be tested to 2 times Working Load




Revised MLT – Principles & Methodology


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Details of Test Platform




Revised MLT – Principles & Methodology


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Details of Test Platform




Statnamic Test - Principles & Methodology


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Statnamic Schematic

Statnamic Schematic

Gravel container

Gravel

Reaction masses

Silencer

Cylinder

Laser

Laser beam

Pile to be tested

Piston

Laser sensor

Platform

Load cell

GravelContainer

Masses

Pile

Laser

Gravel




Statnamic Test – Set Up


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Offshore Setup of Statnamic Test




Statnamic Test – Set Up


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Land Setup of Statnamic Test


METHOD STATEMENTS & TECHNICAL RESOLUTIONS

METHOD STATEMENTS & TECHNICAL RESOLUTIONS FOR CONSTRUCTION

Construction Processes & Method Statements


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Construction basically consists of two parts, namely foundation of approach spans and whole main cable-stayed bridge. For foundation of approach spans, activities cover piling(PHC Spun Pile, Steel Pile and Bored pile), pilecap and pier construction. While for main cable-stayed bridge, from substructure to superstructure, major construction works include piling, construction of pilecap & Pylon & Deck & Cable & Pavement & Facilities and so on.




Construction Processes & Method Statements


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Piling Construction – Technical routings and Resolutions

Requirements on Fabrication of PHC Spun Pile

Manufacture Requirement of PHC Piles

• PHC Spun Pile Performance Requirements


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Item Parameter Test method or reference standards Nominal diameter 1000 mm MS 1314-4:2004

Min. characteristic strength (MPa)

78.5

Characteristic value for 28 day age compressive strength of 150mm cube under the same curing condition (guarantee rate above 95% (failure rate less than 5%)) shall not be less than 78.5MPa

Effective prestress 8.4 MPa

Local specifications (ICP-PHC Pile Type C)

Cracking flexural capacity 936.6 kNm Ultimate flexural capacity 2085.7 kNm Min. wall thickness 140 mm

Min. concrete cover 55 m Shortest distance from concrete surface to the outermost rebar





Construction Specifications and Piling Control

Construction Methodology of Driven Piles

• Driving of Piles


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Set Criteria of Hydraulic Hammer for Spun Pile

Difference between pile top elevation and the

designed elevation Δh(m)

Blow energy E(KJ)

Average penetration of last 20cm

Detailed operations

Up to the design height

E≥150

≤8 Stop driving

>8

Carry out high strain dynamic test and analyze test results, report to designer and supervising engineer if the test result is not satisfactory

0<Δh≤1.5

E≥150～180

≤5 Stop driving

Δh>1.5 ≤5

Carry out high strain dynamic test and analyze test results, report to designer and supervision engineer if the test result is not satisfactory









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Set Criteria of Hydraulic Hammer for Tubular Steel Pile

Difference Between the Actual Level and Design Level of the

Pile Top Δh (m)

Ram Energy E (kj)

Average penetration

depth for the last 10 blows

Detailed operations

Reach the design pile top level

E≥250

≤6 Stop Driving

>6


0<Δh≤1.5

E≥250~300

≤4 Stop driving

Δh>1.5 ≤4









• Updated Acceptance Criteria for Deviation of Driven Piles

- The tolerance of pile installation for marine driven piles within 150mm shall be acceptable and applicable WITHOUT further analysis or action for the Second Penang Bridge Project, including both spun piles and steel piles.

- While for pile deviation more than 150mm, it’s recommended that FURTHER calculation shall be carried out to justify the structural acceptance.


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Pile Deviation Tolerances

Inspection Item Pile Type

Permitted deviation from the intended position(mm)

Pile shaft inclination tolerance

Vertical Pile 75 1/75 Raked Pile 75 1/25







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Driving PHC Spun Piles







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Demobilization of Piling Rigs(Sub-mariner)







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Demobilization of Piling Rigs






Construction Methodology of Bored Piles

• Borehole Construction


45

Slurry Fluid Index After Hole Cleaning

Item PH

Value Density (g/cm3)

Adhesiveness(s)

Plasticity Permeability Rate

(ml/30min) Sand

Content (%)

Index 8～10 ≤1.10 20～22 98% & above ≤20 ≤2

Item(JJC-1D) Allowable Deviation Remarks

Hole Center Position

Pile group (on the sea area) , not exceeding 75mm

Use GPS, theodolite to determine vertical and horizontal alignment

Hole Diameter Not less than the pile design diameter

Check before concrete pouring

Inclination Not exceeding 1/75 of pile length Check before concrete pouring

Hole Depth

Friction Pile: Not less than hole design depth End Bearing Pile: Deeper than design depth by not less than 50mm

Check before concrete pouring







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Bored Pile Construction







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Driven Records & Findings


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Summary of Driven Piles Notes : 19 replacement piles @ P193-21 A & B, P280-15A & B, P107-07 A & B, P102-12 A & B, P61-13 A & B, P120-04 A & B, P122-07A, 07B & 08A, P137-07 A & B, P9-17 A & B








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Summary of Bored Piles at Main Span








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Summary of Bored Piles at Approach Spans





Inspection Methods & Records

Inspection Methods & Acceptance Criteria

• Inspection Objective

- PDA Test

To evaluate the activated static capacity, driving stresses, hammer performance and to assess the integrity of the pile during the pile driving.

- PIT Test

To check the quality of pile foundation works for the approach spans.

- Sonic Logging Test(CSL)

To check the quality of bored pile foundation works.


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• High Strain Dynamic Testing

- Pile Integrity Determination for Spun Pile


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BETA Value(BTA) Description Qualification Determination

100% Uniform Pile Good 80 to 99% Slight Damage Qualified 60 to 80% Damage Unqualified

< 60% Pile Broken (generally pile is then rejected)

Unqualified ( Broken)

Pile Integrity Determination Criteria







• Pile Integrity Test

- Sonic Logging Test(For Bored Piles Only)


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Concrete Quality

FAT (First Arrival time) Increase (%)

Simultaneously Satisfies / An Item Satisfies

Energy Reduction(dB)

Good 0 to 10 add <6 Questionable 10 to 20 add <9 Poor/Flaw 20 to 30 or 9 to 12 Poor/Defect >30 or >12







• Pile Integrity Test

- Sonic Logging Test(For Bored Piles Only)


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Class Characteristics

I The pile is integral. All sonic parameters of all the points in the testing profiles are regular, and there is no sonic velocity less than allowable low limit.

II The pile is with slight flaw. Some of sonic parameters of certainn points in one of the testing profiles are irregular, there are no sonic velocity less than allowable low limit.

III

The pile can be judged as obviously defective. Sonic parameters of many continuous points in one of the testing profiles are irregular. Sonic parameters of the same depth points in two or more testing profiles are irregular. There are few sonic velocities of concrete less than the allowable low limit.

IV

The pile can be judged as seriously defective or with fracture. Sonic parameters of many continuous points in one of the testing profiles are irregular. Sonic parameters of the same depth points in two or more testing profiles are irregular. There are many sonic velocities of concrete less than allowable low limit or there is no way of detecting whether the first achieved wave or received signals are seriously defective.







• Proposed Acceptance Criteria for Bored Piles

- Proposed Acceptance Criteria

The proposed acceptance criteria is shown as below, which can be applied to bored piles for both Approach Span and Cable-stayed Bridge in Second Penang Bridge Project.

Proposed Acceptance Criteria for Bored Piles


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Class Class (ASTM) Acceptance Remedial Measure Inspection after

Repair I

Good Acceptable N/A N/A

II Acceptable* N/A N/A

III Questionable/ Poor

Obvious defects, remedy required

Remove defect concrete by chiseling or pressure water jetting and concrete casting or pressure grouting

Crosshole Sonic Logging(CSL)

IV Poor/ Defect Serious defects, remedy required

Remove defect concrete by chiseling or pressure water jetting and concrete casting or pressure grouting

Crosshole Sonic Logging(CSL)







• Proposed Acceptance Criteria for Bored Piles

- Supplementary Acceptance Criteria on Class II Bored Piles


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Type No. of detected anomalies Action to be taken

1 1 line of anomaly (side) No treatment required 2 1 or 2 lines of anomalies (diagonal) No treatment required 3 2 lines of anomalies (adjacent sides) No treatment required 4 2 lines of anomalies (opposite sides) No treatment required

5 2 lines of anomalies (side and diagonal)

No treatment required

6 3 lines of anomalies Further investigation to define problem

Acceptance Criteria for Bored Piles with Class II anomalies






Inspection Records & Further Discussions

• Inspection on Acceptance for Bored Piles


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Construction of Pilecaps and Piers at Approach Spans

Construction of Pilecaps

Construction Survey

Preparation of Pile Heads

Bottom Forms and Waling of Pile cap

Rebar (Reinforcement) Bending of the 1st Layer (First Casting)

Steel Side Forms Erecting (for first casting)

Concrete Placing of the 1st Layer (or first casting)

Removal of Forms

Concrete plug Placing (or plugging of pile head)

Construction of Precast RC Shell

Rebar Bending of the 2nd Layer of Pile Cap

Concrete Placing of the 2nd Layer of Pile Cap

Anti-corrosion Treatment of Pile Cap


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Layout Plan of Steel Waling of Pile Cap







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Installation of Steel Waling of Pile Cap







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Installation of Steel Waling of Pile Cap







• Brief Introduction

In the second casting operation of the pile cap, precast RC shell (concrete plank or facial precast concrete panel) shall be installed around the pile caps from P1 to P282 of the proposed bridge except P23~28 (which is the main navigational span). For the second casting of each pile cap, six pieces of precast RC shell shall be required. There are two types of the precast RC shell involved. The heights of the two types of panels are 3.8m and 3.2m respectively.


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Height of RC Shell Part of Concrete Plank Height(mm) Thickness(mm)

3800mm Upper portion 2000 250

Lower portion 1800 200

3200mm Upper portion 1400 250

Lower portion 1800 200








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Installation of RC Shell & Joint Details








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Precasting & Installation of RC Shell Details





Construction of Piers

Scope of Works on Piers

• The construction of Piers will depend on the fabrication, assembly and erection of appropriate steel formworks. Steel moulds shall be fabricated to suit to the three types of piers and crossheads to be constructed.

• All the 296 piers are low piers which are to be constructed using one continuous set installation of pre-fabricated steel formworks from pier to crosshead. These low piers have maximum height of about 5 meters from top of pile cap to top of crosshead. These piers shall be constructed using layer of pre-fabricated steel pier modules which are installed, casted, removed and installed on the next layer, repeating the concreting process until the crosshead level is reached.


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PIER & CROSSHEAD TYPE PIER TYPE TYPE OF STEEL MOULD

C1 Free Piers Type 1/1A

C1A Fixed Piers

C1B M.J. Piers Type 1B

Summary of Moulds for Piers






Construction Procedures


67

4. INSTALLATION OF MOULD TYPE 1, 1A OR 1B AFTER PIER RE-BAR INSTALLATION

a) Prior to setting up the pier mould assembly, re-check the steel base for any movement by visual inspection and using bar level. If the alignment and level have been disturbed, fix the base accordingly.

b) Apply approved mould oil on the internal surface of the mould.

c) Using crane, lift the pier mould assembly no. 1 on the designated pick up points using appropriate spreader/frame to be connected to the mould.

d) Secure the pier mould assembly no.1 onto the base and install the diagonal supports with turn-buckles anchored to the pile cap using the previously installed dowels.

e) Once secured, release the mould from the lifting frame and prepare for lifting of the pier mould assembly no.2.

f) Lift the pier assembly no.2 just like the first one, and slowly put in place on top of the steel base mould until properly aligned.

g) Secure the mould in place using the diagonal braces and then release the mould from the lifting frame.

h) Adjust the diagonal braces using the turnbuckles and insert the bolts and nuts to form the concreting outline.

i) When all bolts and nuts are installed, adjust the diagonal braces if necessary for proper alignment and verticality.

j) Check the top of the mould using bar level to make sure the next mould assembly would fit well.









68

Construction Procedures 6. INSTALLATION OF STEEL MOULD SUPPORTS

a) Once all re-bar works are complete, install the vertical spine members to join continuously the pier and crosshead moulds.

b) The horizontal bracing members shall then be installed at the top of the crosshead. Bracket members to be bolted into the spine member to ensure the stiffness and rigidity of the steel mould.








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10. REMOVAL OF FORMWORKS

g) Using the crane and frame, lift down the crosshead mould assembly and place it in the designated place for cleaning and future use;

h) Remove the bolts joining the two pier mould assemblies, and keep them in proper storage for future use;

i) Place hydraulic jack support and timber support below the pier mould assembly to prevent abrupt or accidental dropping of the heavy mould.

j) Loosen the turn-buckles of the diagonal braces of the first pier mould assembly to separate the mould internal face from the concrete surface.

k) Once the mould has separated from the concrete surface, use the crane and lifting frame to hold the first pier assembly and detach the diagonal braces from the mould;

l) After that, slowly take out the mould away from the pier by using the crane and stockpile in designated place for cleaning and preparation for next use.

m) For the removal of the second pier mould assembly, repeat steps (h) to (l) above.

n) Immediately after removal of moulds, check for any defects on the concrete. Minor surface defects should be immediately rectified. Major defects shall be reported and method to rectify shall be submitted for approval prior to doing repairs.

o) As stated in curing works, immediately spray curing compound on the concrete surface.

p) Apply anti-corrosion paint onto the cured concrete surface within the height of 2m from top of pile cap immediately after the surface getting dry.







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71







72




Construction of Cable-stayed Bridge – Technology and Methodology

Construction Engineering – Responsibility Matrix and Techniques

Organization and Responsibility Matrix


73






Construction Stages & Analytic Techniques


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75







• Objectives of Construction Engineering

Construction Analysis is to be carried out for the main cable-stayed bridge construction taking full account of the sequence and method of construction, permanent loads, and temporary loads during construction, construction schedule, material properties, time dependent effects, etc.

The objective of the Construction Analysis is:

- To establish a methodology for the construction of the bridge which does not cause overstress to any part of the permanent bridge structure during construction

- Results in a structure exhibiting the dead load geometry and force distribution defined by the designer and as shown in the contract drawings

- Based on the construction erection analysis, a Construction Manual shall be produced, which aims at outline the construction methods and techniques used in the construction, with respect to their influence on the final geometry and force distribution in the completed bridge structure.


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• Analytic Construction Sequences & Stages


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Construction of Pilecaps Encased with Steel Fender

Steel Fender – Fabrication, Delivery and Installation

• Lower Down Steel Fender Casing


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Installation of Steel Fender








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Installation of Steel Fender






Concreting Work of Pilecap


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Sequence of concreting work for main pier pilecap






Concreting Work of Pilecap


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concreting work for main pier pilecap






Temperature & Crack Control

• Introduction

The dimension of pile cap supporting the main tower is 48.1m×17.5m×6.0m and the volume of concrete to be cast is 5051m3. The dimension of accessory pile cap is 42.7m×10.6m×4.0m and the volume of concrete to be cast is about 1810m3 .The grade of concrete used for pile cap is 40Mpa at 28 days.

• Temperature Criteria Specified in JKR Specification


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NO. Items Requirement

1 Placing Temperature ≤ 36℃ 2 Maximum Internal Temperature ≤ 70℃ 3 Maximum Temperature Gradient ≤27.7℃ 4 Rise rate in Temperature ≤ 10℃/30min






Temperature & Crack Control

• Temperature Control Measures in-Situ

- Concrete Preparation

- Placing Temperature Control

◊ Proper measures should be taken to control the placing temperature.

◊ Fresh Cement can not be used on site immediately because of the high temperature and the fresh cement shall be cooled in the storehouse of manufacturer, which has been reached agreement with supplier.

◊ Set the sunshine shutter, lay gravel higher and utilize from the bottom of stockpile, sprinkling cool water on gravel to reduce the temperature.

- Controlling the Pouring Interim and Layer Thickness

- Design Cooling Water Pipe

◊ The concrete poured in two layers separately. Pipes with cycling cooling water embedded in these layers to bring out the internal heat.


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Pylon Construction – Overview and Detailing

Construction Stages of Pylon Tower


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General Layout of Construction Stages of Pylon Tower






Construction Sequence of Pylon Tower


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Pylon Tower Construction


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Pylon Tower Construction

• Cross Beam


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General Layout of Cross Beam Formwork Support at Pylon Tower





Construction of Transition Piers


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General Layout of Cross Beam Formwork Support at Transition Pier





Construction of Superstructure – Deck & Stay Cable System

General Description


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103.280

2.680 2.680

CL OF BRIDGE

STAY CABLE

M18

M01

S18

S01






Construction of Typical Main Girder Beam Segment

• Form Traveler

Traveler form consists of the following:

- Loading bearing system

- Travel system

- Anchorage system

- Formwork system

- Operation platform

- Embedded fitting / material system


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• Form Traveler


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General Arrangement of Form Traveler







• Form Traveler


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Components of Form Traveler







• Form Traveler

- Assembly and Installation Methodology


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Form Traveler on Transportation Barge Against Steel Fender







• Form Traveler

- Assembly and Installation Methodology


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General Layout of Position During Lifting of Form Traveler







• Form Traveler


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Lifting & Positioning of Form Traveler







• Form Traveler

- Operation during Construction


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Traveler Form installation in position







• Form Traveler



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Step 1 : n section : Casting of Edge Beam at side & main span simultaneously n Section Edge Beam - Longitudinal Stressing n-1 & n-2 Section Diaphragm – Transverse Stressing







• Form Traveler



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Step 2: Installation of 1st Cable Stay and 1st stage stressing at n Section







• Form Traveler



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Step 3: Lowering down Slab Formwork Support Frame (Arch) with top slab formwork by using hollow jacks– 1m. Connect Front & Back Suspension Leg (Launching System) & launching rails. Launch the rail to the next segment. Remove the high strength tension bars Launch form traveler forward until it in in position of next segment.







• Form Traveler



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Step 4: Install the high strength tension bars. Lift up the whole form Traveler – 1m Stress the high strength tension bars to tighten the form traveler Adjust Formwork System, Installation of support Install the rebar cage to deck slab & diaphragm 2nd stage tension to stay cables symmetrically Make final adjustment of top slab formwork & diaphragm n Section – casting deck slab & diaphragm







• Form Traveler



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Step 4:







• Form Traveler



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Step 5: Cable Stay n Section – 3rd stage stressing simetrically Adjust edge beam formwork & install rebar cage The form traveller is ready for edge beam No n+1 concreting Repeat the similar operation to cast subsequent segment







• Construction of Typical Section


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Casting Sequence of Main Girder Beam







• Construction of Typical Section


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Flowchart of Balanced Cantilever Cast-in-situ Construction






Stitch Construction

3 locations of stitch have been designed for the main girder beam base on the span combination. For the both side span, the stitch location is between SS16 and SS18 with length of 2.0m. For the main span, the stitch location is between both MS18 segments with length of 3.0m.

Based on pre-determined construction sequence, the construction of the stitch at both side spans shall be carried out first only follow by main span. Upon completion of the stitch construction at the main span, remove the traveler form and formwork support for the stitch. Subsequently, remove the stitch formwork support at both side spans. In order to avoid tensile stress, casting for the stitch is recommended to carry out at low temperature hour so as to induce compressive stress during initial setting as a result of increment of temperature.


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Stay Cable System – Components & Construction Methodology

• General Information

- Stay Type: multi-strand, double planes of semi-fan type

- No. of Stays: (2x36) + (2x36) = 144

- Stay Length

shortest: ~22m longest: ~131m

- Stay Sizes: 6-37 to 6-73

• Stay Cable Installation

- Saddle Installation Methodology

Each saddle in the bridge pylons is supported by a separate support system. The construction of the upper pylons is divided into fifteen concrete pours, and as each section is completed, the support system for the saddle in the next section can be fixed to the top of the previous section.


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- Saddle Installation Methodology


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Saddle arrangement









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Stay pipe suspended by rope and interfacing with formtraveller









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HDPE Pipe clamp and trolley









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Stressing using mono strand jack and application of power seating


CONSTUCTION PLANNING AND MANAGEMENT


Master Plan – Organizing, Monitoring & Updating

Master Work Programme


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Overall Construction planning & Sequences




Progress Monitoring & Control

Establishing detail programme such as monthly working programme according to site construction progress and project baseline programme which is approved by the Client

Gathering, recording, and documenting project construction progress

Reporting and comparing actual project results against the baseline programme

Analyzing performance data and determining whether corrective or preventive action should be recommended

Gathering, recording, and documenting project information that provides project status, measurements of progress and reported to top management

Identifying the risk of delaying the project and corresponding actions


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Construction Supervision – Hierarchy & Implementation

Objective

To implement the Project Quality Plan in order to ensure that the works comply with the requirements of CHEC Construction (M) Sdn. Bhd. as stipulated in the Contract and shall be constructed in accordance with the following documents:

• The approved construction drawings

• The approved specifications

• All other relevant documents

To satisfy the supervision and certification requirements

Implementation of Quality Assurance / Quality Control (QA/QC) processes

Daily monitoring of the construction activities in order to meet the Project Quality Policy


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Quality Management – PDCA

Quality Management System

Level 1: CHEC’s Quality Manual

• The manual outlines the company’s quality policy, which is implemented via the setting up of efficient organizational responsibilities and operating procedures that touch on all relevant requirements by International Standard Organization, ISO 9001:2008 standards.

Level 2: CHEC’s Operating Procedure

• It is a system for controlling all the activities and processes, their interaction, with the attainment of quality, documented under operating procedure.

Level 3: CHEC’s Project Quality Plan

• These are detail instructions describing how specific activities are to be performed. Functions and responsibilities of staffs and their authorities are also clearly defined. In this project, Project Director is overall in charge and assisted by other members as detailed in the Project Organization Chart.


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Quality Management & Control


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HSE MANAGEMENT

HSE MANAGEMENT

Summary Implementation of HSE Management System

Local Authorities Legislation and requirements and Company Safety Management System and all HSE procedures were provided with practically guidance on achieving the objectives of the company Health Safety and Environmental Policy. All HSE obligations relating to the HSE legislations, Requirements, Codes of Practices Local Authority Requirements and Client requirements, as well as CHEC ‘s requirements have been adhered for the project duration.

Safety & Health Performances and Statistic. From the year 2007 the accumulative workers exposure hours were total up with 12,000,000 hours. With that total exposure hours our company CHEC was manage to sustained two (2) Lost Time Injuries and fifty one (51) total lost workdays due to accident.

Zero Accident. We manage to sustained 5,000,000 (about three and half years) hours with zero accident. And sad to reports here at 5,120,000 working hours we had one fatality accident due to the human error as a root course of the accident.

Emergency Response Plan The effective ERP was set up for the project and the drills were conducted biannually to ensure the effectiveness of the action plan. And the ERP were effectively utilised during the accident occurred on site during the project period.


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HSE MANAGEMENT

HSE MANAGEMENT

Conclusion

All of the Health Safety & Environmental requirements as stipulated by DOSH and DOE were complied and being implemented on this project. And project HSE Plan and procedure was found in-compliance and practically were implemented on site.

All the Machineries and premises registration were done and approvals from the DOSH being obtain accordingly.

Training was conducted accordingly, includes the toolbox talk, CIDB and HSE induction is compulsory to all sections.

The commitment from the employer was practically committed and all the recommendation made by the Safety & Health Officer being implemented and immediately rectified as per recommended.

The Performance of Safety & Health in this project was achieved with 5,000,000 (five million working hour with zero LTI in March 2011) the commitment and cooperation from all employees were great. The culture of safety & health was currently adopted into the working procedure.


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HSE MANAGEMENT

HSE MANAGEMENT

Conclusion


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RISK MANAGEMENT

RISK MANAGEMENT

Technically related Risks : Assessment and Control

Risks of Underground and Geotechnical Conditions

Unforeseen or unexpected underground and geotechnical conditions are major contributors to cost and schedule overruns on large civil engineering projects

The basic problem faced in attempting to predict the geological and geotechnical risks in the project is the adequacy of the information obtained from the site investigation program

Overall risks under control for complicated geo-conditions

For driven piles, high pile loading capacity and economic pile length achieved, dramatically benefiting the Employer with excellent cost reduction as of re-measurement contract

For friction bored piles, due to unforeseen or unexpected geological conditions, the Contractor exposed to great risks with the specified project risk responsibility system

Unlikely to eliminate all geological risks, Effective Risk Sharing Mechanism(RSM) between the Employer and the Contractor


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RISK MANAGEMENT

RISK MANAGEMENT

Risk Handling and Managing on Construction

Challenges on Dredging Works - Planning and Methodology

Dredging is a very costly operation and involves many uncertainties that cause environmental impacts and affect project cost

Factors considered in developing a dredging operation, including:

Determining the quantity of material to be dredged

Sampling to determine the physical and chemical properties of material to be dredged to assess production rates so that time and cost estimates are realistic, and to identify any pollutants

Selecting the appropriate dredge type and size, disposal method, and disposal area to ensure environmental protection


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RISK MANAGEMENT

RISK MANAGEMENT



The proposed bridge alignment spanning extensive shallows in the Penang Channel requiring dredging for construction boats

Dredging Planning & Scheduling

• Construction requirements of Piling and Launching of SBG, both on access and matching project master program

• Consideration of the speed of sedimentation

Dredging Methodology

• Comparison between Trailing suction hopper dredger(TSHD) and grab dredger on Efficiency & Environmental Impacts

• Approximately 12 million m3 dredging volume, accounting for 10% of the whole project cost


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RISK MANAGEMENT

RISK MANAGEMENT




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Dredging Equipments


RISK MANAGEMENT

RISK MANAGEMENT




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Dredging Equipments


RISK MANAGEMENT

RISK MANAGEMENT


Quality Control to Minimize Impacts on Delays & Cost

Very Low Damage Ratio of 1.26% (<1.5%) of Spun Piles(5187 nos)


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CONCLUSION

CONCLUSION

For Second Penang Bridge Project with Design-Build Contract, through well project management system and with effective implementation of such system, during project execution, technical and construction issues have been addressed and managed, which has dramatically helped bring project progress, control and quality under control. Furthermore, such good practices on project management have also helped on the following achievements:

Satisfied and even exceeded the Employer’s expectations on smooth and timely project delivery;

Helped improve and better local people’s quality of life and sustain our the environment;

Contributed to the practices and experiences for civil engineering industry.

Overall it has been proved quite successful project delivery for Second Penang Bridge Project.


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ACKNOWLEDGEMENT

ACKNOWLEDGEMENT

The author would like to extend grateful thanks to the Employer of the project JKSB, especially JKSB’s managing director Dato. Dr. Ismail, also Malaysian Highway Authority(MHA), other relevant Malaysian Authorities and relevant Departments of Malaysian Government, UEM and other relevant package contractors, our local consultants and specialists for their kindness and collaboration to ensure China Harbor Engineering Company(CHEC)with successful project delivery for this mega project in Malaysia. It’s great honor and pleasure for CHEC to contribute to the local communities and work with all these respected parties.

Also here, on behalf on CHEC and our team, the author would like to extend our greater appreciation for the organizer JKSB to provide the excellent opportunity to share our knowledge and experiences with all present.

We are looking forward to the potential cooperation with all of you in future.


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THANK YOU！