Bridges - Asia-22-25 02 10

GOVERNMENT OF
MALAYSIA
MALAYSIAN HIGHWAY
AUTHORITY
JAMBATAN KEDUA
PTD. LTD.
Bridges Asia
22-25 February 2010
Sustainable Bridge Construction Practices
Case Study: Second Penang Bridge,
Malaysia
Presented by: Dato Prof. Ir. Dr. Ismail Mohamed Taib

Managing Director
Jambatan Kedua Ptd. Ltd.
Sustainable Bridge Construction Practices

Case Study: Second Penang Bridge,
Malaysia
PROJECT INTRODUCTION
UNDERSTANDING FAST-TRACK CONSTRUCTION
PROCESSES OF LONG BRIDGE
APPRECIATING INCREASING ENVIRONMENTAL

CONCERNS IN BRIDGE CONSTRUCTION
IDENTIFYING ALTERNATIVE MATERIALS AND
COMPOSITES FOR BRIDGES
Location Map
We Are Here
Location of Second
Penang Bridge,
Malaysia
Project Alignment
Legend:
Existing Penang Bridge
Existing Penang Bridge

North South Highway (PLUS)
PENANG
ISLAND
(Batu Maung)
Package 1&2
Package 3
Marine Bridge
Land Expressway
PULAU
JEREJAK
0.
NAVIGATIONAL
SPAN
0.
4+
00
6+
23
+0
12
+0
000
00
.
00
+0
000
11
10+
9+000
8+000
0.
7+00
0.
00
00
.
000
21+
.
0.
20+00
0.
19+00
0.
18+00
0.
0.
17+00
0.
16+00
00
.
15+00
14
+0
.
00
0.
5+
00
22+
+0
13
00
0.
3+
0.
00
2+
0.
00
1+
PULAU
AMAN
MAIN LAND
(Batu Kawan)
Background
Being a major transportation hub, Penang has witnessed a fast economic

growth over the past 15 years.
The traffic flow to the island has reached 65,000 vehicles per day. Despite
the existing Penang Bridge has been expanded, the number of vehicles
are expected to rise to 80,000 vehicles per day in two years time.
It is imminent that the existing Penang Bridge will not be able to cope
with the manifold increase of traffic volume.
The construction of the Second Penang

Bridge is aimed to alleviate the current
overloaded traffic at the existing
bridge and to meet the future traffic
demand, apart from being the key
catalyst
for
the
sosio-economic
development in the region.
Introduction
The Second Penang Bridge was designed to resemble the existing

cable-stayed Penang Bridge, which span on the straits of Penang from
Batu Kawan on the mainland to Batu Maung on the island.
The bridge is expected to reduce traffic on the First Penang Bridge by

20% and will transform Penang into key logistic and transportation hub
for the northern region of Malaysia under the Northern Corridor
Economic Region (NCER) programme
and Growth Triangle comprising
Indonesia, Malaysia and Thailand
(IMTGT).
The iconic bridge when completed

will be the longest in South-East Asia
with the total length of 16.9km and
an estimated cost of RM 4.5 billion.
Overall Project Organization
Distribution of Contract Packages

Integrated Toll System
Package 3A:
Conventional
Contract
Package 1 : Main Navigation Span &

Substructure & Foundation Works for Approach
Spans.
Package 2: Superstructure Works of Approach
Spans.
Package 3B,3C,3D,3E, 3F & 3G :

Conventional Contract
Design & Build

8
Design Features
Length of Bridge
16.9km
Length of Expressway
7.1km
Lane Configuration
Dual 2 lanes traffic + emergency lane +

1 motorcycle lane each direction.
Main Navigation Span
Cast in-situ Cable-Stayed Bridge

P24 to P27 = 117.5m + 240m + 117.5m
= 475m.
Height Clearance: 30m
Navigation Channel: 150m
Approach Span
Substructure
P0 to P24
Superstructure
Pre-cast Prestressed Segmental Box Girder

= 8,092 nos.
= 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
UNDERSTANDING FAST-TRACK CONSTRUCTION

PROCESS OF LONG BRIDGE
Case Study: Second Penang Bridge
ELEMENTS
DESIGN & BUILD CONTRACT vs Conventional
Contract
DESIGN CONCEPT
CONSTRUCTION METHODS
10
DESIGN & BUILD CONTRACT vs Conventional Contract
Due to time constraint to complete and to

open the bridge for the traffic by end of
2013, a fast-track strategy was crucial.
Design and Build contract is a combination of
all (running parallel), depending on the size,

scope, and complexity.
In Second Penang Bridge, the contracts are
divided into 2 types:
Design and Build Contract

12
Design & Build contract for project delivery
system was adopted for Package 1 and 2 to

reduce the delivery schedule by overlapping the
design phase and the construction phase.
The
interfacing works between the two

packages and the Land Expressway packages
are clarified and incorporated under the
Interfacing Agreement of both Contracts.
13
Design and Build Contract
Package 1 & 2 RM3.75 billion or 83% of the Total

Project Cost
Package 1 Main Navigation Span and Substructure and

Foundation Works of Approach Span.
o
o
o
o
Date of Site Possession

Date of Completion
Completion Period
Contract Amount
: 8 Nov 2008
: 8 Mar 2013
: 52 Months
: RM2.2 billion
Package 2 Superstructure Works of Approach Span.

o
o
o
o
Date of Site Possession

Date of Completion
Completion Period
Contract Amount
: 8 Jun 2009
: 8 Sept 2013
: 51 Months
: RM1.55 billion
14

Due to stringent Project timeframe , most of the major Project
Scopes will be implemented on a Fast Track Basis
TIME
Oct 08
Technical Proposal
Nov 08
Sep 13
Nov 13
Design
Completed
Design
Procurement
Construction
Drawings
Completed
Construction
Completed
Construction Drawings
Construction
Commissioning
Overlap between
Design & Construction
15
The Design & Build contract implemented in the
Second Penang Bridge Project, provides the

following advantages:
Singular Responsibility concept

Better Quality of product
Time Saving for the project
Improved Risk Management
16

CONSESSIONAIRE /
PROJECT MANAGER
Singular
Responsibility
Concept
JAMBATAN KEDUA
Ptd. Ltd.
Ptd.
INDEPENDENT EIA CONSULTANT
INDEPENDENT CHECKING
INDEPENDENT
CHECK ENGINEER
ENGINEER
ERE CONSULTING
GROUP Ptd. Ltd.
ARUP Jururunding
Ptd. Ltd.
Package 1, 2 & 3
Package 1 & 2
FISHERIES IMPACT ASSESSMENT

CONSULTANT
FANLI MARINE AND
CONSULTING Ptd. Ltd.
Package 1, 2 & 3
CONTRACTORS
PACKAGE 1
PACKAGE 2
CHEC
Construction (M)
Ptd. Ltd.
CONSULTANT
(Designer)
HPDI Consultants
Co. Ltd
UEM Builders
Ltd.
CONSULTANT
(DESIGN REVIEW &
SUPERVISION)
MMSB Consult Ptd. Ltd
EIA CONSULTANT
R-SYNC Tech.
Resources Ptd. Ltd.
EIA CONSULTANT
DR. Nik & Associates
Ptd. Ltd.
CONSULTANT
(DESIGNER)
RB Perunding Ptd. Ltd.
EIA CONSULTANT
YES Enviro Services
Ptd. Ltd.
16

Client, Independent Checking Engineer and Contractor - Roles and Responsibilities
Employer s Requirement (ER)

ER was introduced by JKSB to outline the scope of Design & Build (D&B) Contract
for general, contractual & technical requirements and contractor shall comply with
all the requirements within the stipulated time up to as well as defect liability
period.
Independent Checking Engineer (ICE)

ICE is appointed by JKSB for the following scope of works to ensure the specific
clients requirements & high quality of work are delivered:
Review design input parameters adopted to confirm on fundamental design

issue
Review & comment design brief & final design report
Prepare design check report & certification
Verify & endorse progress payment
Audit construction works
Design & Build Contractors

Contractors hold most of the responsibility for the design, construction and
supervision of the project
17
Conventional Contract is adopted for Package 3 (Land Expressway
Portion) with the value of RM 750 mil or 17% of the Total Project Cost.
The objectives are:
to give the opportunity to local/Bumiputera Contractor/Consultant

to participate in such prestigious project
to expose local Contractor/Consultant in executing mega project
to encourage transfer of technology
to create job opportunities for local people
to spur economic development for the benefit of local businesses and

trades
18
Design Concept
Package 1 Main Navigation Span
Scope of D&B
Packages
m NGVD
117.5m
m NGVD
m NGVD
240m
m NGVD
m NGVD
NGVD
117.5m
m NGVD
m NGVD
m NGVD
P024
m NGVD
m NGVD
P025
P027
P026

(Front Elevation)
19
Scope of Works for the Design and Build Contractor
Design Concept
Package 1 & 2 Approach Spans

14400
7300
3000
29800
Scope of D&B
Packages
PACKAGE 2
Superstructure
Horizontal Split
PACKAGE 1
Substructure
m NGVD
Approach Span
(Cross Section)
20
Design Concept
MAIN NAVIGATION SPAN
Foundation
Bored piles adopted for main and end piers at
thick layer of dense sand and silty
clayey below 45m of seabed level.
Total 66 pts. of 2.0m and 2.2m dia
Bored Piles with average length of
120m.
21
Design Concept
MAIN NAVIGATION SPANS
Substructure
Steel Fender vs Man-made Island (First Penang Bridge)

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) Occupy larger water area,

restricting navigation
passageway
iii) Low impact on the environment

and existing hydrological condition
due to its relatively small size
iii) Dredging and sand taking

greatly damage environment
Design Concept
Substructure
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

The steel fender system was adopted due to its environmental friendliness, cost
saving and shorter construction period.
Design Concept
MAIN NAVIGATION SPAN
Superstructure
Cable Stayed Bridge
The cable stayed bridge design is adopted for its advantages in the
aspects of performance, construction methodology, project duration
and cost competitiveness.
The main navigation is a 3-span twin tower fan-type cable stayed
bridge of continuous rigid beam and slab deck with span arrangement
of 117.5m + 240m + 117.5m and to be erected by the balanced
cantilever method.
Design Concept
SUPERSTRUCTURE FEATURES
Type of Structure: prestressed concrete beam and slab deck
Spans arrangement: 117.5m + 240m + 117.5m
Pylon type: H shape concrete tower
Pylon size: Upper 3.0m x 4.0m

Lower Gradually increase from top to
bottom (5.0m x 6.0m)
The pylon concrete grade: 50 N/mm
Main beam: table shape section (2 side web and 1 top flange)
Typical beam height : 2.8m
Deck slab thickness : 28cm
The main beam concrete

grade: 55 N/mm
Design Concept
APPROACH SPAN
Foundation
Prestressed Precast
Concrete Spun Piles
designed where the

overlaid deposit is thick
40m length for each pile
total 5166 pts of 1.0m dia
Spun Piles with average
penetration length of 55m
Tubular steel piles
adopted at deep water area

Total 368 pts of 1.6m dia
Steel Piles with
average length of 80m
Bored piles
applied at the shallow water

and thin deposit area
Total 80 pts of 1.5m dia Bored
Piles
Design Concept
APPROACH SPAN
Advantages of different types of foundation

a) Bored pile
- 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
- Absence of vibration will not disturb adjacent piles
b) Steel pile
- have high load-carrying capacity for a given weight of pile, which can reduce driving
costs
- can be driven in very long lengths and cause little ground displacement
- easy to splice
c) Spun pile
- Faster, prefabricated allows longer length with less joint
- Efficient mass to strength ratio
- Piles can be withstand higher tension forces which make them suitable for cater
wind load & earthquake problem
27
Design Concept
APPROACH SPAN
Foundation
Prestressed precast concrete spun piles

Out of total of 292 piers, 248 piers or 85% adopted prestressed precast concrete spun piles.
Advantages:
Suitable for the Project by dredging at the thick overlaid deposit area. Dredging is also
carried out to allow for the transportation of materials and movement of marine traffic.
More competitive on cost compared to steel piles or

bored piles.
Available locally from pile manufacturers and

Installers.
Easy to install in marine environment.
Able to safely withstand ship impact forces via

raking piles.
Does not involve usage of expensive steel casing.
Fast construction. One piling machine can

complete 1 pier in 5 days compared to bored piles
area which takes about 6 months to complete one
pier with 2 RCD drilling machines based on the
same number of quantity.
28
Design Concept
APPROACH SPAN
Substructure
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,

construction time and aesthetically pleasing.
29
Design Concept
APPROACH SPAN
Superstructure
Segmental Box Girders
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.
This type of box-girder was selected because of its size that does not require extensive casting
facilities, special heavy lifting equipment and storage as compared to a precast full-length box
girder.
The design of the segments is repetitive which allows the same formwork to be used
The depth is maintained constant to present aesthetically consistent soffit line.
Total 7 types of Segmental Box Girder are designed for each span.
30
Construction Methods
1. Foundation & Substructures
a) Method of Reverse Circulation Drilling (RCD) drilling bored piles
b) Construction sequence of pile cap and installation of steel fender
2. Superstructures
a) Slip form system for pier column and pylon
b) Cable stayed system
c) Traveler form for deck
Approach Span
1. Foundation & Substructures
a) Precast RC Shell
b) 2 stage construction of pile cap (low tide or high tide)
2. Superstructure
a) 1 system steel formwork for the column and crosshead
b) Precast segmental box girder
c) Launching of SBG using span by span method
31
Substructure
Method of Reverse Circulation Drilling (RCD) for bored pile
The first stage of the borehole is bored by rotary drill and lined with
a temporary steel casing.
Bentonite slurry is fed into the hole in order to maintain the

required counter pressure.
On reaching the required depth, reinforcement is lowered through

the bentonite slurry and concrete is placed using a tremie pipe. The
concrete displaces the slurry, which is pumped back into the storage
tank as it rises up the borehole.
Slurry waste and debris are then conveyed into mud container and
transported to centralized treatment.
32
Construction Sequence of Bored Piling
Building Platform
Steel Cage Inspection
Installation of Steel Cage
Casing Installation
Inspection of Drilled Hole
Concrete of Bored Pile
Mixing of Bentonite Slurry
Drilling with Bentonite

slurry lining
33
Substructure
Steel Fender
Fabrication : Factory Dongguan Yin Ji Heavy Industry Con. Ltd
Maximum dimension of Steel Fender (Main Pier P25 & P26) : 8.6m 9.1m.
Maximum dimension of Steel Fender (Transition pier P24 & P27): 8.69.1m.
Installation
Sequence For Steel
Fenders - Main Pier
P25 & P26
Installation
Sequence For Steel
Fenders - Transition
Pier P24 & P27
Construction Sequence of Pile Cap
Construction Sequence of Pile Cap Contd
Superstructure
Slip Form System
Slip form is a self-climbing formwork that once set up as a desired-shaped

wall to be built, it ascends continually to the height of the structure.
Slip form system is used for the construction of pylon and piers which are
more than 8m height.
Each lift will be 4m ~ 5m height
Working platform will be provided at the top of the formwork system
Slip form system provides high speed of erection (works execution speed
increases) and as a result, rapid completion of the project
There is no need to dismantling or re-assembling.

37
Superstructure
Reasons for the selection of cable stayed bridge
1. Allow for a slim section

2. Enable for long spans bridge
3. Better aspect in performance

4. Construction methodology
5. Project duration faster
6. Cost optimization
38
Deck Works
Construction using
Cantilever Method
Stage 1 Construct
piers and pylons
Stage 2 Erect temporary

falsework and cast first
deck segment
Stage 3 Remove
temporary falsework,
install cable, traveler form
and cast the next deck
segment.
Deck Works
Construction using
Cantilever Method
Contd
Stage 4 and onwards The

process is repeated until all
the cables and decks are
installed.
Traveler form for deck

Super Structure
For deck works construction at

main navigation span, traveler
formworks system is used. This

method will start with stay cable
erection followed by the casting
and prestressing of segments in
stages until it reaches the
maximum free cantilever mode.
Then the same procedures will be
repeated for the next segments.
41
APPROACH SPAN
Pilecap Construction
Insitu construction is ruled out due to high cost and time

requirements of cofferdam.
Precast Concrete Shells are adopted for:
Minimisation of temporary works (no cofferdams).
Minimisation of insitu works

Speed of construction
Better surface finishing works
Precast Concrete Shells are used as a formwork for second layer

casting and permanently incorporated into the pile cap
6 pieces of Precast Concrete Shell are required for each pilecap.
Total of 3,468 nos of Precast Concrete Shell will be used
Casting and Curing are carried out in the Casting Yard
Transported to temporary jetty and delivered to

worksite by barge.
Two casting yards have been establish for overall production
Total 27 sets of precast mould are used which consist of 18 sets

of 9m dia. and 9 sets of 10m dia.
APPROACH SPAN
Substructure
Two stage construction of pilecap
The pilecap is designed in accordance to method
construction sequence where 2 stages casting are

allowed.
The 1st layer is cast to act as a base for the installation
of precast concrete shell which is designed to act as

permanent formwork for the 2nd layer pile cap
construction. Both casting to be carried out during low
tide condition
43
APPROACH SPAN
Substructure
Steel formwork
The bridge consists of 578 nos. of Piers i.e. P0(L/R) to P292 (L/R)
Piers are classified as Low (max height 6m) and High Piers (> 6m to
21.6m) from top of pile cap to top of crosshead - using self climbing
formwork.
60 nos. of high piers constructed using layer of prefabricated steel Pier
modules installed, cast, removed and installed for the next layer.
Process is repeated until crosshead level is reached.
518 nos. of low piers to be constructed using one continuous set
installation of pre fabricated steel formwork from pier to crosshead.
The crosshead forms are erected, fixed, cast and removed
44
APPROACH SPAN
Superstructure
Casting of Segmental Box Girder (SBG)
Due to requirements of the project and
launching speed, short line match-casting
method is used for precasting of segmental box
girder.
Segments are being cast similar to cast of any

structure via moulds to specific shapes and
dimensions
Main components of the segments are

reinforcement bars and concrete.
Segment cast is allowed to cure prior to opening

of moulds section
Similar process is being adopted for casting of

next segment in the exception that frontal side
of the next segment shall be cast against the
previous cast segment. This term is match
casting. The shear keys act as the interlocking
shapes between the two segments.
SEGMENT STORAGE AREA 1 & 2
WORK
BATCHING SHOP
PLANT
OPERATION
CENTRE
LAB
OFFICE
OPEN CASTING
YARD 1
(7 BAYS)
OPEN CASTING
YARD 2
(9 BAYS)
SEGMENT STORAGE AREA 3 & 4
Total area= 50 Acres
567m
REBAR
CUT
SHOP
COVER CASTING
YARD
(7 BAYS)
298m
APPROACH SPAN
Superstructure
SBG Casting Requirements
Method of casting
Short Line Match-Casting
Concrete volume
260,000 cu.m Gd 55/20
Steel Reinforcement
60,000 metric tonne
Weight of each SBG
65 tonne to100 tonne
Total SBG required
8,092 numbers
Total moulds
21 moulds
Daily output
14 nos/day (at peak)
Casting Cycle
3 days/bay
Total casting duration
28 months
46
Methods of Segmental Box Girder Casting
Shortline Casting (Match Cast)
Segmental Box Girders

Match Casting
Perfect Match
SBG match casting concept

applicable for every span.
SBG Casting Sequence
Tying rebar to in the dedicated

reinforcement jig.
SBG storage yard
Placement of reinforcement
cage in the SBG mould using
overhead crane.
Completed SBG transported

to yard by Straddle Carrier
Final inspection prior

to concreting of SBG
Concreting of
SBG
APPROACH SPAN
Launching of SBG using Span by Span Method
Features and Advantages
Flexibility to use overhead or under-slung gantries
Fast rate of erection due to use of external post tensioning
Segment delivery is possible along completed deck to rear of gantry or

at sea level
Smaller crew size is required

compared to balanced cantilever
construction
Good access provided within the

gantry to all work fronts
APPROACH SPAN
Launching Requirements
Total Marine Bridge Span
578 spans
Total launching gantry
4 nos.
Total launching output/gantry 1.5 span/wk

Total segments required
84 nos/wk
Plant storage capacity
750 nos
Plant daily output
12~14 nos/day
Overall Planning
A dedicated jetty is also built near the
precast factory to facilitate the delivery of
SBG to the bridge via sea barges.
There will be 4 barges carrying 5 numbers
of SBG on each barges for delivery to the

4 launching gantries.
Each 55m span consists of 14 SBG which
are 1 type P1, 1 Type P2, 2 Type S1, 2

Type S2, 2 Type D1, 5 Type S3 and 1 Type
S3A.
Segment Transportation Procedure
Approaching, berthing and mooring at Jetty
Tug barge loaded with segment to the erection front
51
Mooring Barges At The Erection Fronts
Anchor Handling Tug Boat disengage from working barge
52
Launching Sequence
Offloading of segment from Barge
Gluing and temporary stressing
53
Launching Sequence contd
- Segments have been installed to form a full span
- First stage Post Tensioning & Incremental Load Transfer
to form simply supported span
- Release hanger bars and remove lifting beams after the span
supported on the temporary support on pier
- Launch Main Girder to next pier
APPRECIATING INCREASING IN
ENVIRONMENTAL CONCERNS IN
BRIDGE CONSTRUCTION
55
Introduction
Environmental concerns in bridge construction take into
account the health and marine ecosystem as well as to
reduce demands and complaints from fishermen and fish
farmers who ostensibly incurred losses as a result of the
bridge construction.
56
Environmental Management
Organization Chart
Fisheries
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.
58
Fisheries
Location of Fisheries Landing Points
Location of Cage Culture Farms
Location of Cockle Farms
59
Appreciating Increasing Environmental

Concerns In Bridge Construction
Independent Consultant of Fisheries Impact Assessment (FIA)
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.
Fanli scope of works cover:

o
o
o
To assess on the impact of construction

activities on fishing, cockle farming
To advise for such measures as necessary
To propose the mitigation measures
60

Result of Water Quality in the fisheries landing point
Temperature (C)
levels at Study
Area
Dissolved Oxygen
(mg/L) levels at
Study Area
pH level at Study
Area
1st Sampling
2nd Sampling
Generally, most parameters were recorded within suitable

range for marine environment and fisheries purposes
61
Appreciating Increasing Environmental Concerns

In Bridge Construction
In the Second Penang Bridge, aquatic life such

as algae and fishes are found around the 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).
Research by Lund University in Sweden has
discovered that the Oresund Bridge connecting
Denmark and Sweden have improved the Marine
Environment in 10 years since it was built.

Package 1: EMA Consultant
R- Sync Technical Resources Ptd. Ltd 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
o
o
o
o
o
TSS mapping via satellite imagery

Marine water quality monitoring at disposal site
Marine water quality monitoring along transportation on route
Composition of dredged materials
Bathymetric survey at disposal site
Final Environmental Audit
Equipment used:
o
Garmin GPS Receiver ( Model GPSMAP 76 CSx)

64

Dredging activities at Package 1
The dredging activities have to be carried out due to shallow

water conditions at certain portions of the bridge alignment
which affect the barges movement for piling, pier and
launching activities.
The estimated amount of spoil to be dredged is 11,000,000 m3.
Location of dredge channel
Dredging Works
65

CROSS SECTION OF MAIN DREDGED CHANNEL
CL
Viaducts
Sea Water
Level
Sea Bed Level
-3.0m ACD
-3.5m ACD
1:5
1:5 Barges Navigation1:5

Channel (BNC)
60m
170m
270m
40m
Main Dredged Channel

(MDC)
Note:
National Geodetic Vertical Datum (NGVD)
Admiralty Chart Datum (ACD)
(+0.00 NGVD = +1.72m ACD)
66

Package 1 : Location of Water Quality Sampling by R-Sync Ptd Ltd
Water Quality sampling location

at disposal route
Disposal Area
67

Result of Water Quality Sampling by R-Sync Ptd Ltd
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.

Package 1: Environmental Monitoring (EM) Consultant
Dr Nik & Associates Ptd Ltd is appointed to carry out the
environmental monitoring which cover the following scope
of work:
Environmental Impact Assessment (EIA)
Environmental Management Plan (EMP)
Total Suspended Solids (TSS) - Marine

69

Package 1 : Location of Water Quality
Sampling by Dr Nik & Associates Ptd Ltd
Activities Location : Batu Kawan
Water Quality Sampling

stations
Activities Location : Batu Maung

Water Quality : Comparison data between baseline
and actual for total suspended solids (TSS)
Above baseline TSS level at

station W18 may be caused by
surface run-off originated from
northern coastline.
71

Package 2: EIA Consultant
YES Enviro Services Ptd Ltd is appointed to carry out the
EIA monitoring and preparing the reports which cover the
following scope of work:
Marine Water Quality during construction of load out jetty

River Water Quality
Air Quality
Noise Level
Discharge from Sedimentation Ponds
Discharge from Septic Tank
72

Location of sampling YES Enviro Services Ptd Ltd
At the load out jetty
Sampling location for dredging activity
At the casting yard

Results of sampling YES Enviro Services Ptd Ltd
Generally, suspended solids and turbidity values were

below the baseline conditions although the values
showed fluctuations

Independent EIA Auditor / Consultant
To ensure the compliance to Department of Environmental
(DOE) requirements, ERE Consulting Group Ptd. Ltd. is

appointed by JKSB as an Independent EIA
Auditor/Consultant for the overall project.
The scopes and objectives of the EIA Auditor are to:

o
o
o
Check the implementation of environmental mitigation

measures
Review environmental monthly report
Review methodology, sampling and testing
Identify potential environmental issues and recommend
the mitigation measures
75

Implementation of Environmental Monitoring Control
Location of Water Quality

Sampling Works
Location of Ambient
Environmental Monitoring
Station
76

Best Management Practices At Site
PACKAGE 1
PACKAGE 1
Piling Barge Pier 200
Dredging Work Pier

276
Proper rubbish bins

was provided on the
barge
Silt curtain was erected

and maintained properly
PACKAGE 2
Piling Barge Pier 200
Good housekeeping on
the barge
Domestic bins was

provided at the working
area and site office
77
77

Embodied Energy
Embodied energy is the total amount of energy required for the processes of
extraction, processing, construction, and disposal of a material
The design of Segmental Box Girder is optimized by adopting higher

reinforcement ratios and less concrete with a higher strength concrete
High performance concrete with silica fume and pfa cement is used to give the
durability required
Effective use of embodied energy; designs to be efficient and reduce waste
Silica Fume
78
IDENTIFYING ALTERNATIVE
MATERIALS AND COMPOSITES
FOR BRIDGES
79
Identifying alternative Materials And

Composites For Bridges
High Damping Rubber Bearing (HDRB)
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. First
Penang Bridge was design on a similar
requirement.
HDRB Layout
Based on ICEs comments on the detail design,
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.
HDRB Section

HDRB Contd
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.
Environment Friendly Natural Rubber

The Malaysian Rubber Board (MRB) is
positioning the Malaysian rubber industry to
be the leader in technology and
environmental conservation.
Prototype testing - Shear

Test for 240 mm
displacement
81

HDRB Contd
HDRB provide a simple and economical isolation system. It

possesses the low horizontal stiffness needed and are capable
of safely withstanding the large horizontal displacements
imposed during an earthquake. The bearing was design to
meet two set of action as per below:
o
o
SLS non-seismic actions conformance with BS5400

SLS non-seismic actions simultaneous with a 2500year return period seismic event conformance with
EN15129
82

HDRB Contd
The design of the HDRB is by
Tun Abdul Razak Research

Centre (TARRC), a laboratory of
the Malaysian Rubber Board
(MRB). MRB works with the
Andre Rubber Company and W S
Atkins Consulting Engineers to
implement the concept of
laminated rubber bridge
bearings in earthquake
engineering in the 70s.
Prototype testing Compression test
83
83
Conclusion Remarks
Despite its implementation in a fast track manner, the
Penang Bridge Second Crossing is being constructed to the highest
quality, considering health, safety, cost, sustainability and
environmental conservation.
The Second Penang Bridge when completed will be the
longest bridge in Malaysia and South East Asia when it
opens for traffic in 2013.
84
Thank You
For Your Kind Attention
* JKSB acknowledges the assistance of CHEC & UEMB for the preparation of this
presentation.

Bridges - Asia-22-25 02 10

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GOVERNMENT OF

Presented by: Dato Prof. Ir. Dr. Ismail Mohamed Taib

Sustainable Bridge Construction Practices

APPRECIATING INCREASING ENVIRONMENTAL

Existing Penang Bridge

Existing Penang Bridge

Being a major transportation hub, Penang has witnessed a fast economic

The construction of the Second Penang

The Second Penang Bridge was designed to resemble the existing

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

The iconic bridge when completed

Overall Project Organization

Distribution of Contract Packages

Package 1 : Main Navigation Span &

Package 3B,3C,3D,3E, 3F & 3G :

Design & Build

Dual 2 lanes traffic + emergency lane +

Main Navigation Span

Cast in-situ Cable-Stayed Bridge

Pre-cast Prestressed Segmental Box Girder

UNDERSTANDING FAST-TRACK CONSTRUCTION

DESIGN & BUILD CONTRACT vs Conventional Contract

Due to time constraint to complete and to

all (running parallel), depending on the size,

In Second Penang Bridge, the contracts are

divided into 2 types:

Design and Build Contract

DESIGN & BUILD CONTRACT vs Conventional Contract

Design & Build contract for project delivery

system was adopted for Package 1 and 2 to

interfacing works between the two

DESIGN & BUILD CONTRACT vs Conventional Contract

Design and Build Contract

Package 1 & 2 RM3.75 billion or 83% of the Total

Package 1 Main Navigation Span and Substructure and

Date of Site Possession

Package 2 Superstructure Works of Approach Span.

Date of Site Possession

DESIGN & BUILD CONTRACT vs Conventional Contract

DESIGN & BUILD CONTRACT vs Conventional Contract

The Design & Build contract implemented in the

Second Penang Bridge Project, provides the

Singular Responsibility concept

DESIGN & BUILD CONTRACT vs Conventional Contract

INDEPENDENT EIA CONSULTANT

FISHERIES IMPACT ASSESSMENT

MMSB Consult Ptd. Ltd

DESIGN & BUILD CONTRACT vs Conventional Contract

Employer s Requirement (ER)

Independent Checking Engineer (ICE)

Review design input parameters adopted to confirm on fundamental design

Review & comment design brief & final design report

Prepare design check report & certification

Verify & endorse progress payment

Audit construction works

Design & Build Contractors

DESIGN & BUILD CONTRACT vs Conventional Contract

to give the opportunity to local/Bumiputera Contractor/Consultant

to expose local Contractor/Consultant in executing mega project

to encourage transfer of technology

to create job opportunities for local people

to spur economic development for the benefit of local businesses and

Main Navigation Span