Paper 01 - Major_Sea_Crossings

SECOND INTERNATIONAL SEMINARON THE DESIGN & CONSTRUCTION OF THE SECOND PENANG BRIDGE28 – 29 November 2012

Sunway Putra Hotel, Kuala Lumpur

of 34

11/19/2012

1

Matt Carter | Associate Director

2nd International Seminar on Design & Construction of Second Penang Bridge

Construction of the Superstructure of Major Sea Crossings

2 Second Penang Bridge

Construction of the Superstructure of Major Sea Crossings Mr. Matt Carter, Associate Director

Arup Group Ltd, Hong Kong

11/19/2012

1

Matt Carter | Associate Director

2nd International Seminar on Design & Construction of Second Penang Bridge

Construction of the Superstructure of Major Sea Crossings

2 Second Penang Bridge



of 34

11/19/2012

2

3 Typical Sea Crossing Bridges

Donghai Bridge Incheon Bridge

Penang Bridge Shenzhen Western Corridor

4 Long Section

Scale H:V = 10:1Maximum water depth = 10mTypical water depth = 2 to 3m



of 34

11/19/2012

3

5 Stonecutters Bridge, Hong Kong

6 Second Penang Bridge, Malaysia



of 34

11/19/2012

4

7 Substructure optimization

Substructure is typically around one third of the total cost

Innovative design gives substantial savings

Depends on ground conditions

Innovations:- Construction methods- Lateral pile load tests- Articulation- Seismic isolation

Typical Superstructure



of 34

11/19/2012

5

9

Quality – Production line casting in a controlled environment

Economy – Repetitive operations, re-use of equipment

Safety – Minimise working at height and over water

Advantages of precast construction

10

Quality Cost Speed of Construction Durability Safety Environmental

Impact Aesthetics

Design Drivers



of 34

11/19/2012

6

11

Quality Cost Speed of Construction Durability Safety Environmental

Impact Aesthetics

Design Drivers

12

For given site conditions there will be an optimum economic span

With current technologies in shallow seas without navigation requirements this is typically around 50m to 55m

Span

Cost

Low elevation / shallow water

High elevation / deep water



of 34

11/19/2012

7

Economic Comparison of First Penang Bridge

Based on prevailing costs and available technologies in July 1977

Source: The Penang Bridge, Planning Design and Construction by Tan Sri Datuk Professor Ir. Chin Fung Kee

14

Asia’s first precast segmental bridge

Design & Build contract

Opened 1991

Kwun Tong Bypass Phase 2

Balanced cantilever segment erection

Completed project next to the old Kai Tak Airport Overhead gantry weighted 400 tonnes and was 130m long



of 34

11/19/2012

8

15

Comparison between First and Second PenangPenang Bridge (1985)

40m PC beam and slab

Second Penang Bridge (2013)55m precast segmental box girders



of 34

11/19/2012

9

Typical Cross Section

16m is enough for a three lane highway with full width breakdown land

Typically 10 – 16m Typically 10 – 16m

Precast Segmental Span by Span



of 34

11/19/2012

10

19 Span by Span Erection

20

Erection Sequence



of 34

11/19/2012

11

21 Erection Gantry

22



of 34

11/19/2012

12

23

24 Srtuctural Completion



of 34

11/19/2012

13

Precast Segmental Balanced Cantilever

26 Why balanced cantilever?

Deep Bay Link

West Tsing Yi Viaducts

Span-by-span segmental needs all of the segments in a span to be simultaneously supported by the gantry

Under some design conditions this could lead to a very expensive gantry:- Long spans- Tight radius curves

Shorter projects may not justify investment



of 34

11/19/2012

14

27 Shenzhen Western Corridor

28

Total only ~ 4 ½ years

• Feasibility Study (incl. Conceptual Design & EIA) Aug 2001 – Sep 2002• Detailed Design Jul 2002 – Jul 2003• Construction Aug 2003 – Dec 2005 (28 months)

Fast Track Design & Construction



of 34

11/19/2012

15

29

30 Segment erection



of 34

11/19/2012

16

31

Cantilever tip derricks Segment delivery by barge

Segment storage Short line segment match casting

End Spans

Expansion joints are needed at regular intervals which interfere with balanced cantilever erection

Options- Short end spans – interrupt the rhythm of the bridge- Temporary fixity of joints- Mid span hinge- SWC – hybrid solution



of 34

11/19/2012

17

33 End span erection

Full Span Launching Method



of 34

11/19/2012

18

35

36 Project Overview

Project Overview



of 34

11/19/2012

19

37 Incheon Bridge

38 Full Span Launching Method



of 34

11/19/2012

20

39 Launching gantry

40 Full Span Casting Factory



of 34

11/19/2012

21

41

42 Pretensioning



of 34

11/19/2012

22

43 Erection of first segment

44

Delivery of segments in deep water which is accessible by floating crane

Transportation along the already erected deck by a mutli-wheeled transporter



of 34

11/19/2012

23

45

Segment transportation is governing load

1,300 tonne segment and 950 tonnetransporter unit

Spread onto four girders

46 Erection equipment



of 34

11/19/2012

24

Full Span Launching Method

Contractor was experienced with the method Very long viaduct justifies investment in bespoke

launching gantry to achieve very fast construction No variations in deck width, no tight radius curves

in highway alignment Marine environment and availability of large

capacity floating cranes Low level viaduct makes moderate span length

(50m) economical

Comparison of Sea Crossing Construction Methods



of 34

11/19/2012

25

49

Project Second PenangBridge Incheon Bridge Shenzhen

Western CorridorDeck Type Precast Concrete Box Girder

ProcurementMethod Design & Build Design & Build Engineers Design

Contractor UEM Builders SamsungConstruction JV

Gammon-Skanska-MBEC Joint Venture

Construction Method Span by span precast segmental

Full span precast launching

Balanced cantilever precast segmental

Status Under Construction Completed 2009 Completed 2006

Total Length 16.9 km 12.3 km 5.5 km

Viaduct Length 16.5 km 9.0 km 4.7 km

Width 2 x 14.0 m 2 x 15.7 m 12 x 16.05 m

Typical Span 55 m 50 m 75 m

Typical Bridge Unit Length 330 m 250 m 590 m

Three sea crossings constructed in shallow water in East Asia

50

8092 segments

3 lines of 7 moulds per line (different fabricators)

Storage capacity for 780 segments (2 months supply)

Typical segment – 1 per day

Second Penang Bridge Precast Yard



of 34

11/19/2012

26

51

360 segments

1 mould

Storage capacity for six segments (<2 weeks production)

One segment every 2 days

Incheon Bridge Precast Yard

52

Project Second PenangBridge Incheon Bridge Shenzhen

Western CorridorNumber of Spans 580 360 90

(Hong Kong section)Number of Gantries 4 2 1 overhead gantry

+ 4 pairs of cantilever derricks

Spans Per Gantry 145 180 16

Number of Segments

8,092 360 1,879

Number of Moulds 3 x 7 = 21 1 6

Segments Per Mould

385 360 313

Peak Cycle Time 4 days per span per gantry

2 days per span per mould

1 week per span pergantry

Theoretical Durationat Peak Productivity

20 months 24 months 4.5 months

Three sea crossings constructed in shallow water in East Asia



of 34

11/19/2012

27

53

Second Penang Bridge• Design & Build – contractor can tailor method• Contractor had previous experience of span by span segmental• Environmental impacts acceptable with a 55m span

Incheon Bridge• Design & Build – contractor can tailor method • Contractor had previous experience of full span launching• Large number of spans justifies investment in bespoke gantry

Shenzhen Western Corridor• Very fast track project - needs multiple gantries• Limited number of spans – hard to justify bespoke investment• Engineers design – needs flexible method• Environmentally sensitive mud flats needs longer spans (75m)

Conclusions

With constant width and gentle plan curvature a typical span length of 50m to 55m can be constructed by any one of the three methods

Speed of construction depends on number of construction fronts so the cycle time for a single gantry may not dictate project duration

Span by span segmental construction is a versatile method but span is limited to around 55m

Balanced cantilever will be more economical at longer spans

Full span launching will only be economical for very large projects which tends to limit the number of contractors who will adopt it



of 34

11/19/2012

28

Hong Kong Zhuhai Macau Bridge

• 43.6 km bridge over Pearl River Estuary

• 1st major combined bridge & tunnel sea-crossing in China

• reduce travel time to 0.5 hour from HK and Pearl River West

Macau

Zhuhai

HKSAR



of 34

11/19/2012

29

LantauIsland

Macau

Zhuhai

Lantau Island

Qin

gzho

u n

avig

atio

nch

anne

l

West Artificial Island East Artificial

IslandTunnel

HKBCFHK Section

58 Mainland Section



of 34

11/19/2012

30

Flooding Control

Line of bridge completely crosses a major delta outlet

Pier blockage could lead to upstream flooding



of 34

11/19/2012

31

61

85m span shallow water sections

110m span deep water sections

62 Hong Kong Section



of 34

11/19/2012

32

63 Hong Kong Link Road

12km long highway

Including 9.4km sea crossing viaduct

64

Design-build contract awarded May 2012 to Dragages-China Harbour-VSL JV

75m precast segmental balanced cantilever



of 34

11/19/2012

33

Emerging Trends

66 Stainless steel reinforcement

Extension of Design Life Asset Management

Structural Health Monitoring Threat and Vulnerability Assessment



of 34

11/19/2012

34

Thank You

Paper 01 - Major_Sea_Crossings

Documents

Transcript of Paper 01 - Major_Sea_Crossings