Penang 2 ND Bridge

THE SECOND PENANG BRIDGE PROJECT - Package 1: Main Navigation Span and Substructure & Foundation Works of Approach
of Approach Spans
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 115m
2

including 34M m
3
sandfill with ground improvement
and 8km seawalls plus 300,000 m
2
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;
110,000m
2
parking apron; 12,000m
2
passenger
terminal and control tower; 10,000m
2
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 m
2
.

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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10
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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 CCCCs 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

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
CHECS 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


16
PROJECT QUANTITIES
Foundation Piles
PHC Driven Spun Piles(1.0mx40mm) : 5,187 nos. (5,168 nos.)
Driven Steel Piles(1.6mx22mm) : 368 nos. (360 nos.)
Bored piles(2.0mx121m) : 66 nos. (Main Spans) (14+21+21+14)
Bored Piles(1.5mx105m) : 80 nos. (Approach Spans) (8x10)
Materials
Concrete : 263,000 m
3
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 ()
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

18
PROJECT MANAGEMENT FRAMEWORK
CODES, STANDARDS & SPECIFICATIONS
JKR, LLM, Arahan Teknik (Jalan)
British Standard(BS), BD, BA, European Code(EN)
American AASHTO
Chinese Standard


19
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

20
SOLUTIONS FOR NAVIGATIONAL CHANNEL
BRIDGE OPTIONS AND PARAMETERS PERCEPTION OF MARINE VIEWING PLATFORM

Perspective View of Marine Viewing Platform (Dec 2007)

21
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


22
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

23
SITE INVESTIGATION - ADDITIONAL BOREHOLE AND ANALYSIS


24

Drilling Rig & CPT Test System


25

Site Investigation ABH14


26

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
1m, 1 concrete spun pile of 1.2m) and 1 number of steel pipe pile of
1.2m.
Stage 2: covers 4 numbers of piles, includes 2 numbers of bored cast-in-
place piles of 2.5m and steel pipe driven piles of 1.6m.

27
Locations of Testing Piles

28
Scheme on Piling Test

High-strain Dynamic Pile Test(PDA)
Osterberg Cell Test
Static-load test(MLT)
Dynamic load test(PDA)


29
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 1
st
Stage
st
Stage
BHT3 Steel Pile 1.2 - 72.8 14500
Anchor Pile &
Osterberg Test
1
st
Stage
BHT4 PHC Pile 1.0 - 50.5 9500 Anchor Pile 1
st
Stage
st
Stage
st
Stage
BHT7 Bored Pile 2.5 P26 120 80000 Osterberg Test 2
nd
Stage
BHT8 Bored Pile 2.0 P27 95 32500 Osterberg Test 2
nd
Stage
BHT9 Steel Pile 1.6 P13 90 24000 Osterberg Test 2
nd
Stage
BHT10 Steel Pile 1.6 P38 90 24000 Osterberg Test 2
nd
Stage
PILING TEST - DISCUSSIONS & FURTHER ACTIONS
Revised Test Scheme

30
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
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


31
Details of Test Platform

Revised MLT Principles & Methodology


32
Details of Test Platform

Statnamic Test - Principles & Methodology

33
Statnamic Schematic

Statnamic Schematic
Gravel container
Gravel
Reaction masses
Silencer
Cylinder
Laser
Laser beam
Pile to be tested
Piston
Laser sensor
Platform
Load cell
Gravel
Container
Masses
Pile
Laser
Gravel
Statnamic Test Set Up

34
Offshore Setup of Statnamic Test

Statnamic Test Set Up

35
Land Setup of Statnamic Test

METHOD STATEMENTS & TECHNICAL RESOLUTIONS
METHOD STATEMENTS & TECHNICAL RESOLUTIONS FOR CONSTRUCTION
Construction Processes & Method Statements


36
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


37
Piling Construction Technical routings and Resolutions
Requirements on Fabrication of PHC Spun Pile
Manufacture Requirement of PHC Piles
PHC Spun Pile Performance Requirements


38
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


39
Set Criteria of Hydraulic Hammer for Spun Pile
Difference
between pile top
elevation and the
designed elevation
h(m)
Blow energy
E(KJ)
Average
penetration
of last 20cm
Detailed operations
Up to the design
height
E150
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<h1.5
E150180
5 Stop driving
h>1.5 5
designer and supervision engineer if
the test result is not satisfactory
Driving of Piles


40
Set Criteria of Hydraulic Hammer for Tubular Steel Pile
Difference Between
the Actual Level and
Design Level of the
Pile Top h (m)
Ram Energy
E (kj)
Average
penetration
depth for the
last 10 blows
Detailed operations
Reach the design
pile top level
E250
6 Stop Driving
>6
designer and supervision engineer
if the test result is not satisfactory
0<h1.5
E250~300
4 Stop driving
h>1.5 4
designer and supervision engineer
if the test result is not satisfactory
Driving of Piles

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, its recommended that
FURTHER calculation shall be carried out to justify the structural
acceptance.


41
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

42
Driving PHC Spun Piles

43
Demobilization of Piling Rigs(Sub-mariner)

44
Demobilization of Piling Rigs
Construction Methodology of Bored Piles
Borehole Construction


45
Slurry Fluid Index After Hole Cleaning
Item
PH
Value
Density
(g/cm
3
)
Adhesive
ness(s)
Plasticity
Permeability Rate
(ml/30min)
Sand
Content (%)
Index 810 1.10 2022 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

46
Bored Pile Construction

47

48
Driven Records & Findings

49
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

50
Summary of Bored Piles at Main Span

51
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.


52
High Strain Dynamic Testing
- Pile Integrity Determination for Spun Pile


53
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)


54
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)


55
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.


56
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)
- Supplementary Acceptance Criteria on Class II Bored Piles

57
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

58
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


59


60
Layout Plan of Steel Waling of Pile Cap


61
Installation of Steel Waling of Pile Cap


62
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.

63
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

64
Installation of RC Shell & Joint Details

65
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.


66
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

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.


69

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.

70

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


74


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.

76
Analytic Construction Sequences & Stages

77
Construction of Pilecaps Encased with Steel Fender
Steel Fender Fabrication, Delivery and Installation
Lower Down Steel Fender Casing

78

79
Installation of Steel Fender

80
Installation of Steel Fender
Concreting Work of Pilecap


81
Sequence of concreting work for main pier pilecap
Concreting Work of Pilecap


82
concreting work for main pier pilecap
Temperature & Crack Control
Introduction
The dimension of pile cap supporting the main tower is 48.1m17.5m6.0m
and the volume of concrete to be cast is 5051m3. The dimension of accessory
pile cap is 42.7m10.6m4.0m 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


83
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.

84
Pylon Construction Overview and Detailing
Construction Stages of Pylon Tower


85
General Layout of Construction Stages of Pylon Tower
Construction Sequence of Pylon Tower


86
Pylon Tower Construction


87
Pylon Tower Construction
Cross Beam

88
General Layout of Cross Beam Formwork Support at Pylon Tower
Construction of Transition Piers

89
General Layout of Cross Beam Formwork Support at Transition Pier
Construction of Superstructure Deck & Stay Cable System
General Description

90
103.280
2.680 2.680
CL OF BRIDGE
STAY CABLE
M18
M
0
1
S18
S
0
1
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

91
Form Traveler

92
General Arrangement of Form Traveler
Form Traveler

93
Components of Form Traveler
Form Traveler
- Assembly and Installation Methodology


94
Form Traveler on Transportation Barge Against Steel Fender
Form Traveler
- Assembly and Installation Methodology


95
General Layout of Position During Lifting of Form Traveler
Form Traveler


96
Lifting & Positioning of Form Traveler
Form Traveler
- Operation during Construction


97
Traveler Form installation in position
Form Traveler


98
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


99
Step 2:
Installation of 1st Cable Stay and 1st stage stressing at n Section
Form Traveler


100
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


101
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


102
Step 4:
Form Traveler


103
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


104
Casting Sequence of Main Girder Beam
Construction of Typical Section


105
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.

106
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.


107
- Saddle Installation Methodology


108
Saddle arrangement


109
Stay pipe suspended by rope and interfacing with formtraveller


110
HDPE Pipe clamp and trolley


111
Stressing using mono strand jack and application of power seating
CONSTUCTION PLANNING AND MANAGEMENT
Master Plan Organizing, Monitoring & Updating
Master Work Programme


112
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

113
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

114
Quality Management PDCA
Quality Management System
Level 1: CHECs Quality Manual
The manual outlines the companys 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: CHECs 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: CHECs 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.


115
Quality Management & Control


116
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.

117
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.

118
HSE MANAGEMENT
HSE MANAGEMENT
Conclusion

119
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

120
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


121
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


122
RISK MANAGEMENT
RISK MANAGEMENT


123
Dredging Equipments
RISK MANAGEMENT
RISK MANAGEMENT


124
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)


125
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 Employers expectations on smooth and
timely project delivery;
Helped improve and better local peoples 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.

126
ACKNOWLEDGEMENT
ACKNOWLEDGEMENT
The author would like to extend grateful thanks to the Employer of the project
JKSB, especially JKSBs 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. Its 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.


127
THANK YOU

Penang 2 ND Bridge

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

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