Penang Bridge 2

Presented by: Dato Ir. Dr. Ismail bin Mohamed Taib Managing Director, Jambatan Kedua Sdn Bhd

SUSTAINABLE

DESIGN & CONSTRUCTION

8 October 2011

JAMBATAN KEDUA SDN BHD.

LEMBAGA LEBUHRAYA MALAYSIA

KERAJAAN MALAYSIA THE SECOND PENANG BRIDGE

The Institution of Engineers, Malaysia Highway & Transportation Engineering Technical

Divisions (HTETD) 20th Annual General Meeting (AGM)

JAMBATAN KEDUA SDN. BHD. (824573-U) Wholly owned by Minister of Finance, Incorporated

The IEM, HTETDs 20th Annual General Meeting 8 October 2011 Sustainable Bridge Design and Construction

Project Introduction

Project Details Sustainable Development

i. Social Progress

ii. Economic Activity

iii.Environmental Responsibility

Site Progress Photographs

Content



Project

Introduction



The bridge connecting Batu Kawan on the Mainland and Batu

Maung on the island when completed by November 2013 will be the longest in South-East Asia with the total length over water of 16.9km and total estimated construction cost of RM 4.5 billion.

Project Introduction

Jambatan Kedua Sdn Bhd (JKSB), a wholly-owned company of the Minister of Finance, Incorporated (MoF Inc.) was appointed as the concessionaire for the Second Penang Bridge Project in August 2008.



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PULAU

JEREJAK

PULAU

AMAN

PENANG

ISLAND

(Batu Maung)

NAVIGATIONAL

SPAN

MAIN LAND

(Batu Kawan)

Existing Penang Bridge Legend: Existing Penang Bridge North South Expressway (PLUS)

Package 1&2

Package 3

Marine Bridge

Land Expressway

8.4 km

Second Penang Bridge

Project Alignment



Project Details



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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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 PLAZA PLUS TOLL

PLAZA



Current Progress

PAKEJ DESCRIPTION CONTRACTOR COST

(RM MIL.) START FINISH

PHYSICAL PROGRESS % (Rev 01)

(29 Sep 2011)

SCH % ACT %

1 Main Navigation Span And

Substructure And Foundation Works For Approach Spans

CHEC 2,200 20 Oct 08 24 Jul 13 80.03 85.96

2 Superstructure Works of

Approach Spans UEMB 1,550 8 Jun 09 30 Sep 13 43.68 42.91

3A Batu Maung Interchange CMSB 152.7 19 May 10 14 Dec 12 21.00 28.98

3B Batu Kawan Expressways IJMC 349.9 28 Jun 10 28 Sep 13 25.90 28.40

3C Batu Kawan Trumpet

Interchange HRA 67.3 19 May 10 15 Apr 13 37.04 36.54

3D Toll Plaza And Related Works - - 1 Dec 11 31 Jul 13 - -

3E Toll Collection System - - 30 Mar 12 30 Sep 13 - -

3F Traffic Control An Surveillance

System - - 30 Mar 12 8 Sep 13 - -

3G M&E Works for P3A & 3C - - 30 Mar 12 8 Sep 13 - -

OVERALL 4.5

billion 20 Oct 08 8 Nov 13 58.44 61.58



Length of Bridge Over Water 16.9km

Length of Expressway 7.1km

Lane Configuration Dual 2 lanes traffic + emergency lane + 1 motorcycle lane each direction.

Main Navigation Span

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 m 30 m 117.5 m

117.5 m

Navigation Channel

150 m

p24

p25 p26

p27



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


Year built: 2008

Overall length : 24 km

Length over water: 16.9 km

Type of bridge:

- Main Navigation Span

Cable-stayed bridge with beam and slab deck

- 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

Comparison between Second &





No dedicated motorcycle lane

Traffic Loading to UK BS 153, 45 units HB guided along centreline of carriageway

Seismic design: 475 year event -Ground peak acceleration: 0.075 g 2500 year event - no collapse

Structural concrete design to CP110: 1972

No specific durability requirements

Normal concrete


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 -Ground peak acceleration: 0.1773 g 2500 year event - no collapse -Ground peak 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






Design Concrete Strength: Spun pile : 50 N/mm2 Pile cap : 30 N/mm2 Pylon : 40 N/mm2 I-Beam : 40 N/mm2 Slab : 30 N/mm2

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 IRR Index: Not specified


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 IRR Index: 2m/km





Sustainable

Development

1. Social Progress

2. Economic Activity

3. Environmental Responsibility



Sustainable development is an enduring balanced approach to

social progress , economic activity and environmental responsibility.

Social

Environment Economic

Sustainable

Sustainable Development

Sustainable



Contributing Toward Sustainable

Development

The new route is anticipated to promote economic and social integration throughout the northern region .

High standards of environmental protection are incorporated into the project while flora and fauna are closely monitored to avoid changes to the sensitive marine environment.

The construction of the bridge engaged the regional construction

industry, pioneered high standards of quality and safety as well as initiated local employment programme to promote transfer of technology.

IBS concept and minimal maintenance approach are introduced in the planning, design and construction of the bridge to promote sustainable development.

Factors that encompass sustainable development in the Second Penang Bridge project include:



1. Social Progress

i. Stakeholder communication and

involvement

ii. Occupational Safety

iii. Public Road Safety

iv. Bridge Optimization

v. Bridge Durability



Stakeholder Communication and Involvement

Project Organization Chart



Monthly Coordination meetings are held regularly with MHA and government agencies to solve project issues and to ensure compliance with regulatory bodies requirements.

The public, factory owners, marine department and other local authorities are informed well in advance of any disruptions caused by construction activities through meetings and correspondences.

I-supervision is being implemented to monitor the construction progress at site and for public to view via JKSB website.

Stakeholder Communication and Involvement

I-Supervision

Ministry of Finance, Unit Kerjasama Awam Swasta (UKAS), Ministry of Works (JKR) and Malaysian Highway Authority (MHA) are advised on the status of the project on regular basis.



Occupational Safety

Safety measures are implemented which

include detailed planning of construction

activities, safety training and education,

inspections by safety officers and health

checks.

A well balanced training/ penalty/ award

system is utilized to keep all management

staff and workers up to date with the latest

HSE standards and to ensure their compliance.

Lost time injury (LTI) achieved is 0.24 per million hours, which is very minor

with only 2 cases at 8.3 million hours. According to OSHA International

Standard, the LTI shall not be more than 5 cases in every 1 million hours.



Traffic management system will be implemented when the bridge is operational. It will be controlled and managed 24 hours a day by a central traffic control and monitoring and Closed Circuit Television (CCTV) installed at the toll plazas, interchanges and strategic locations along the expressway. The main use of CCTV is to provide operator with means of viewing traffic flow and detecting traffic problems.

Minconsult Sdn Bhd (C&S Consultant) has been

appointed as the Road Safety Auditor to ensure that the Second Penang Bridge is in compliance with the Stage I to IV Safety Audit in Guideline for Safety Audit of Roads in Malaysia.

Proposed Implementation of Multi-Lane Free Flow

(MLFF) system will reduce traffic congestion at toll plazas as the system allows free flow high speed toll system.

Public Road Safety

MLFF system



Standard Guardrails with level TL3 is upgraded to level TL4 at strategic locations to ensure that in the event of accident, heavy vehicles are contained.

Motorcycle lane is separated from the main lane by NJB to protect vulnerable motorcyclist.

Public Road Safety

Contd

Thrie Beam Guardrails

NJB



a) 2.0m dia. Bored pile for cable-stayed bridge Easily adapted to the various load and soil requirements

due to large variety in dia. and construction techniques

Enable the immediate in-situ evaluation of drilled soil layers to revise foundation length due to changed soil

conditions Achieved required capacity of 25 Meganewton (MN) at

120m depth (8m socketed into bedrock)

b) 1.5m dia. Steel pile for approach bridge Have high load-carrying capacity for a given weight of

pile, which can reduce driving costs Driven to 80m length and cause little ground

displacement Easy to splice

c) 1m dia. Spun pile for low-level bridge Faster, prefabrication allows 65m length with no joint Efficient mass to strength ratio Piles can withstand high tension forces

Advantages of different types of foundation

Bridge Optimization



Precast Concrete Shells are used as a formwork for the second layer casting and permanently incorporated into the pile cap

6 pieces of Precast Concrete Shells are required for each pilecap

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

Bridge Optimization



Pile caps, Columns and Crossheads are designed as reinforced concrete structures

Total no of Piers 289 nos at Approach Spans

The sections and shapes of the pile caps, columns and crossheads are designed to enhance constructability, optimise cost and still aesthetically pleasing.

The pier are cast in one complete operation using reusable steel formwork

Substructure at the Approach Span Pilecap, Columns and Crossheads

Bridge Optimization



The precast segmental box girder is designed as a continuous single twin box of 14.08m width, 4.0m length and 3.20m depth structure with match cast joints, multiple shear keys and prestressing tendons.

The design has been highly optimized to minimize weight such that it does not require special heavy lifting equipment. Segments weight between 69 to 100 ton.

Hybrid pre-stressing encompassing both external and internal prestressing for design economy.

The design of the segments is identical which allows the same formwork to be repeatedly used.

The depth is maintained constant to present aesthetically consistent soffit line.

Superstructure at the Approach Span Segmental Box Girder

Bridge Optimization



View of Completed Piers View of Completed SBG

Cathodic protection system and special coating are applied to the tubular steel piles for protection against corrosion.

High strength concrete with Ground Granular Blastfurnace Slag (GGBS) and Pulverised Fuel Ash (PFA) are used for the pilecap, pier column, crosshead and SBG. This will

prevent sulphate and chloride attack that can cause corrosion to the reinforcement bar.

Concrete cover was designed to latest Eurocode: pilecap (75 mm), pier column (65mm), crosshead (60 mm) to protect the reinforcement bar against corrosion.

Bridge Durability

The Second Penang Bridge is designed to have an operational lifespan of 120 years. For this project,

Tubular Steel Piles



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 embedded reinforcing steel.

Structural Health Monitoring System (SHMS) shall be used for preventive maintenance to

assess the state of health (e.g., damage) of the structures. It improves safety and reliability of the bridge by detecting damage before it reaches a critical state.

Applying Silane coating to RC Shell and Pier column

Typical SHMS at a cable-stayed bridge



Bridge Durability

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 space between the individual sheath and the galvanized strand.

iii) The third barrier (external barrier) is the outer casing which consist of HDPE sheath around the group of strands.

The stay cables consists of the Parallel Strand System (PSS) made up of parallel individually polyethylene coated seven-wire strands, placed inside an external polyethylene stay pipe.

First Barrier

Second Barrier Third Barrier

Typical PSS cables



Bridge Durability

Design life of stay cables is 60 years and designed to be replaceable. For non-replacement components (such as cable saddle) the design life is 125 years.

For the anchorage components which are accessible for maintenance operation in-situ, the corrosion protection system have a design life of 25 years. After this period of 25 years, if necessary, the protection system will be renewed in-situ at regular intervals of 15 years corresponding to the maintenance operations.

Stay Cables contd

Cable Saddle Anchorage



The Employers Requirement (ER) requires no damage criteria for a 500 years return period. In addition to this, a requirement of no collapse criteria for the most credible earthquake (2500 years return period) was also introduced.

Detail design checking by Independent Checking

Engineer (ICE) indicated that spun piles at the approach bridge of Package 1 could only cater for the 500 years return period earthquake. No plastic hinge forms as required for no collapse criteria of 2500 years return period.

High Damping Rubber Bearing (HDRB)

HDRB Section

Bridge Durability



Considering the current progress of works, it was decided that a change of bridge bearing system shall be the best solution. The original Pot Bearing system has to be replaced with High Damping Rubber Bearing to provide an effective seismic isolation system.

Elastomeric bearing have a low embodied energy per m of the bridge deck.

High Damping Rubber Bearing (HDRB) contd

Bridge Durability

HDRB testing - Shear Test for 104 mm

displacement



HDRB was designed by Tun Abdul Razak Research Centre (TARRC) at Brickendonbury, United Kingdom, a laboratory of the Malaysian Rubber Board (MRB).


Bridge articulation for a 6 span module

Bridge Durability



HDRB provides a simple and economical isolation system. It possesses the low horizontal stiffness needed and is capable of safely withstanding the large horizontal displacements imposed during an earthquake. The bearing was designed to meet two sets of action as per below:

o SLS non-seismic actions conformance with BS5400

o SLS non-seismic actions simultaneous with a 2500-year return period seismic event conformance with EN15129


Bridge Durability



2. Economic Activity

i. Local construction employment

ii. Usage of Local Materials

iii.Vocational Training

iv.Regional Economic Development



Package % of Works

Package 2 30%

Package 3A 60%

Package 3B 30%

Package 3C 60%

Local Construction Employment

Conventional Form of Contract is adopted for Package 3 (Land Expressway Portion), to give the opportunity for local / Bumiputera Contractor / Consultant to participate in such prestigious project and to expose them in managing and executing mega project.

To promote Bumiputera Contractors participation in the project, certain percentage of works has been allocated:

Economic Activity



Usage of Local Material

The use of HDRB for the bridge bearing system promotes natural rubber; abundantly produced in Malaysia.

Except for the cable-stayed saddle and anchorage, and steel fender, all

other construction materials are obtained locally.

The usage of local materials provides great advantage to the project in terms of supplier availability and cost as well as economic contribution to the nation.

Economic Activity



Vocational Training

To promote transfer of technology, an employment programme is initiated to train local people in order to meet the skill level requirement of the project. This include employing local engineers, technicians, consultants and construction workers.

Weekly educational visits by Government

authorities, private sectors and universities as part of the programme to expose them in the construction aspects of the mega project.

Site visit by University Students

Young Engineers Scheme (YES) programme is introduced in Package 2 Contract to give opportunity to young engineers to get exposure in the mega-scale construction project.

Economic Activity



Regional Economic Development

The bridge is expected to reduce traffic volume on the First Penang Bridge by 20%

The bridge will serve as a catalyst for development at the northern corridor and also position the state as a transportation hub for the northern region.

Spur the economic growth at Batu Kawan and surrounding area.

The route will become major passage for the movement of goods

to Penang ports and the international airport in which will facilitate economic activity and also promote regional tourism industry.

It wil also contribute to accelerate economic transformation

under the Indonesia, Malaysia & Thailand Growth Triangle programme (IMTGT).

Economic Activity



3. Environmental

Responsibility

i. High Environmental Standards

ii. Minimal Impact on water flow

iii. Green Building Technology

iv. Reducing the Impact of Dredging

v. Flora and Fauna Monitoring

vi. Habitat Creation



i. High Environmental Standards

Environmental Responsibility

Various environmental consultants were appointed to conduct a comprehensive monitoring regime through Environmental Impact Assessment (EIA), Environmental Management Plan (EMP) and the Fisheries Impact Assessment (FIA).

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 Conventional

YES Enviro

Services

Sdn. Bhd.

CSK

Murni

Services

FANLI Marine & Consultancy Sdn Bhd

INDEPENDENT FIA CONSULTANT

EIA & EMP EIA & EMP EIA & EMP EIA & EMP



i. High Environmental Standards contd

Most of the bridge sections including tubular steel piles, precast spun piles, reinforcement caging, precast shell and Segmental Box Girder are IBS components that are prefabricated on land to reduce the amount of time spent at the bridging line and the risk of damaging or polluting the marine environment.

Precast Spun Piles

Precast Shell

Segmental Box Girder

Reinforcement Caging




The steel fender system was adopted due to its environmental friendliness, cost saving and shorter construction period.

Total pilecap : 4 nos Pilecap size (P25 & P26): 48.1m x 17.5m x 6m Pilecap size (P24 & P27): 42.7m x 10.6m x 4m

Steel Fender System

MAIN NAVIGATION SPANS Substructure


ii. Minimal Impact On Water Flow



Steel Fender Man-made Island

i) Easy to construct, hence shorter construction period

i) Difficult to construct & much longer construction period

ii) Compact thus does not restrict the navigation passageway

ii) Restrict navigation passageway

iii) Low impact on the environment and existing hydrological condition due to its relatively small size

iii) Occupy larger water area restricting flow tidal

Steel Fender System


ii. Minimal Impact On Water Flow contd



The design is based on requirements of 80% of IBS and 80% of Green Building Index.

A green building concept is introduced to save water, energy and material. The landscaping and the exterior look of the Toll Plaza are designed in such a way that

the trespassing light is eliminated by plants and shaded area.

Rain water from the roof of the building is harvested to supplement the conventional water supply. The natural light is maximized for the intermediate floors to minimize the usage of electricity. High efficiency windows and insulation in walls, ceilings and floors are used for the benefit of better temperature control.

Proposed Toll Plaza & Administrative Building Complex


iii. Green Building Technology



PULAU JEREJAK

PULAU AMAN

TRUMPET INTERCHANGE AT Km 154 NSE

PULAU PINANG

NAVIGATIONAL SPAN

BATU MAUNG DIRECTIONAL RAMPS

RSA

PENANG SECOND CROSSING BRIDGE TOLL PLAZA PLUS TOLL

PLAZA (EXIT)

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BATU MAUNG TEMPORARY JETTY

PROPOSED

PROPOSED

PROPOSED

PROPOSED

PROPOSED

MAINLAND (BATU KAWAN)

LEGEND

Dredging works for 270m width Temporary Navigational Channel Total volume 11 million m of Dredged Materials

MATERIAL STORAGE YARD

BATU KAWAN TEMPORARY JTTY

BUKIT TAMBUN TEMPORARY FABRICATION

YARD

Dredged material disposal to Pulau Kendi


iv. Reducing the impact of dredging

Dredging Location

The dredging activities have to be carried out due to shallow water conditions at major portions of the bridge alignment which affect the barges movement for piling, pier and launching activities.



-3.5m ACD

Sea Bed Level

Sea Water

Level

-3.0m ACD

1:5 1:5

1:5

Viaducts

60m 170m 40m

270m

Note:

National Geodetic Vertical Datum (NGVD)

Admiralty Chart Datum (ACD)

(+0.00 NGVD = +1.72m ACD)

C L

Main Dredged Channel

(MDC)

Barges Navigation

Channel (BNC)

Cross Section of Main Dredged Channel

iv. Reducing the impact of dredging contd




In total, 11 million m of material was dredged from the seabed in the Penang Strait. Dredging was done carefully and spillage was minimised to avoid suspended sediment that could shade and potentially endanger the marine life.

Silt curtain was erected and maintained properly

Dredging Work





Sampling Points for the Monitoring Study

Location of Ambient Environmental Monitoring

Station

Location of Water Quality Sampling Works

Environmental Monitoring and Auditing (EMA)

Base line data have been established by the respective Package 1 and 2 contractors as referenced data for EMA for dredging and offshore disposal of spoils, piling, construction machineries and equipment during the Construction Phase of the Penang Second Bridge.

49





Package 1: EMA Consultant

R- Sync Technical Resources Sdn Bhd is appointed as the EMA Consultant for the monitoring of dredging and offshore disposal of spoils during construction phase. The Scope of works cover:

o TSS mapping via satellite imagery o Marine water quality monitoring at disposal site o Marine water quality monitoring along transportation on route o Composition of dredged materials o Bathymetric survey at disposal site o Final Environmental Audit

Equipment used:

o Garmin GPS Receiver ( Model GPSMAP 76 CSx)





Package 1 : Location of Water Quality Sampling by R-Sync Sdn Bhd



Water Quality sampling location at disposal route

Disposal Area



Result of Water Quality Sampling by R-Sync Sdn Bhd

All sampling locations generally recorded a significant decrease in TSS level compared to the baseline level. This shows that the spoils disposal activities are being carried out in a proper manner.



April 2009 March 2011



v. Flora & Fauna Monitoring

Marine flora and fauna are monitored throughout the construction phase to reduce demands and complaints from fishermen and fish farmers who ostensibly incurred losses as a result of the bridge construction.

To ensure the aquatic life is not effected by the construction of Second Penang Bridge, Fanli Marine & Consultancy Ptd. Ltd. (Fanli) is appointed by JKSB as an Independent Consultant to monitor the Fisheries Impact Assessment (FIA) for this project. Fanli had earlier completed the base line study in 2007 for the Fisheries Department.


Overview Fisheries Industry in Penang There are 17 fishing villages on the island and 14

fishing landing point on the main land. In 2007, marine fisheries catch in Penang

amounted to 37,774 tonnes worth RM 218.9 million.

The industry provides livelihood to nearly 3,193 fulltime fishermen.



Fisheries Location Location of Fisheries Landing Points

Location of Cage Culture Farms

Location of Cockle Farms

v. Flora & Fauna Monitoring contd




Independent Consultant of Fisheries Impact Assessment (FIA)

Fanli scope of works cover:

o To assess on the impact of construction activities on fishing and fish farming communities within the impact zone.

o To propose the mitigation measures


Monitored at 1m below surface

Readings were collected every minute for at least 10 minutes




Result of Water Quality in the fisheries landing point

Generally, most parameters were recorded within suitable range for marine environment and fisheries purposes

Previous Study Current Study

Salinity (ppt) level at Study Area Temperature (C)

levels at Study Area

Dissolved Oxygen (mg/L) levels at Study

Area





vi. Habitat Creation

Research by Lund University in Sweden has discovered that the Oresund Bridge connecting Denmark and Sweden has improved the Marine Environment in 10 years since it was built.

In the Second Penang Bridge, aquatic life such as

algae and fishes are found abundantly around the newly driven piles.

They become food for fish like the Longfin Bannerfish (Heniochus acumiratus), Rock Grouper (Epinephelus fasciatomaculosus) and White Cheeked Monocle Bream (Scolopsis vosmeri) and the local udang lipan (Stomatopod Crustacean).

It is evident that the construction of Second Penang Bridge does not affect the marine environment of the surrounding area.




Learning From Good Practice

Contractor / Consultant

Role Signature Project

CHEC Construction (M) Sdn Bhd - subsidiary of China

Harbour Engineering Company Ltd (CHEC)

Main contractor for Main Navigation span and substructure for approach span.

The Donghai Bridge, China 25.5km length over water cable-stayed bridge,

the second longest cross sea bridge in the world.

The Sutong Bridge, China Cable stayed bridge with the longest main span

(1088m) in the world.

Highway Planning & Design Institute, China

Designer for CHEC Construction (M) Sdn Bhd

The Sutong Bridge, China The Hangzhou Gulf Bridge, China The worlds longest sea-crossing bridge (36km) The Xihoumen Bridge, China The worlds second largest span suspension

bridge (1650m)

MMSB - Technical support

from AECOM Malaysia and AECOM Hong Kong

Submitting engineer for CHEC Construction

Padma Multipurpose Bridge, Bangladesh

A 6.15 km long two-level steel-truss road and rail bridge (AECOM)



Learning From Good Practice

Contractor / Consultant

Role Signature Project

ARUP Jururunding Sdn Bhd - Technical support

from ARUP Hong Kong

Independent Checking Engineer for Package 1& 2

Supervision Consultant for Package 3

Stonecutter Bridge, Hong Kong Cable stayed bridge with the second longest main span

(1018m) in the world Forth Replacement Crossing, Scotland, UK A 2.7 km cable-stayed bridge with three single column

towers, wind shielding and a single deck carrying two general lanes of traffic and hard shoulders in each direction

MINCO Independent Checking Engineer for Package 3

Experience in 23 countries on the design of highways and infrastructures.

Arch-Bridge crossing Wetland Lake, Putrajaya Jalan Duta Interchange, Kuala Lumpur New Klang Valley Tolled Expressway, Kuala Lumpur

Tanjung Malim Expressway



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



Thank You

For Your Kind Attention

* JKSB acknowledges the assistance of CHEC & UEMB for the preparation of this presentation.



Site Photographs Package 1

Aerial View of the Completed Piers




View of the Completed Low Piers



View of the High Piers from P35 (Increasing Chainage)





View of the completed pilecap at P26




Covered Casting Yard

SBG Storage Area

Office Open Casting Yard Batching Plant




View of Load-out Jetty




Stressing works for SBG on the completed span

Pier segment installation in progress SBG erection in progress




Gluing works in progress




Launching of SBG in progress



View of completed deck





High Damping Rubber Bearing



Site Photographs Package 3A

I-Supervision view of construction activities at Ramp areas



Site Photographs Package 3A

I-Supervision view of marine bridge piling works in progress



Site Photographs Package 3B

Installation of Sheet Pile Cofferdam at Pier 3 Land Bridge

Earthfilling at PB2X Toll Plaza




PDC Bridge - Piling Works Pile Embankment No 6 &

Abutment A

Stone column installation at Cloverleaf



Casting of T-beam is in progress


Construction activities at CH18480




PVD works in progress

Pilecap for Pier 11 at Bridge over Sungai Tengah




Piling works at Bridge over Canal

Pile Embankment works at CH20900


Site Photographs Package 3C


View of the progress of earthworks


Stone Column installation has been completed



PVD installation works in progress at M001




Culvert extension works is in progress at CH345, MSL1

Relocation of Pylon is completed

Penang Bridge 2

Documents

Transcript of Penang Bridge 2