method statements & technical resolutions

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


TABLE OF CONTENT

 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



HISTORY & EVOLUTION

Since founded in the 1980s, CHEC has spanned 3 stages within 30 years, and keeps moving on the fast track of development.

Leap

Development

Initiation

Preliminary stage

Early 1980s-late 1990s

(

Labour supply, contracting of lowend project or project with Chinese factors)

Secondary Stage

Late 1990s-2005

(Overall contracting of projects)

Third Stage

2006-present

(Contracting of EPC, BOT and other sophisticated projects)


INITIATION (EARLY 1980S-LATE 1990S)

Friendship Port, Mauritania 300,000DWT Drydock, Malta

360m long,62m wide and 12.5 deep


DEVELOPMENT(LATE 1990S-2005)

Gwadar Deep Water Port Project (Phase I), Pakistan Dredging & Reclamation of Macau International Airport, Macau

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.

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.


LEAP(2006-PRESENT)

Energia Costa Azul LNG Terminal Work Pack II

Breakwater, Baja California, Mexico

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



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 .



 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


ORGANIZATIONS & SUMMARY

4, 35, 70+

4 worldwide business regions, 35 overseas offices covering over 70 countries and areas

Network of Overseas Business and Branches

Middle

East

4bn, 2.4bn+

Newly signed contract value over 4bn USD and turnover over 2.4bn USD in 2010;

9.5bn+ contract value of ongoing projects over 9.5bn

USD;

7,000+

Over 7000 domestic and international staff;

Africa

Asia

6

5

Latin

America

CHEC is recognized as a worldrenowned international contractor;

5

CHEC, major international operating division of CCCC, contribute mostly to CCCC’s ranking No. 5 among international Contractors so far as turnover is concerned according to ENR.


CORE BUSINESS

海事工程

Marine Engineering

轨道交通

Railways

公路桥梁

Roads and Bridges Aviation

成套设备

Complete Plant

疏浚吹填

Dredging & Reclamation

其他领域

Others: Investment, Environment,

Natural Resources, Buildings, etc.


INTEGRATED RESOLUTION & SERVICES

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

Creating the greatest value for our clients


CORE VALUES

CHEC: the ocean of a thousand streams, the bearer of great social responsibility, the seeker of everlasting excellence.

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.


PROJECT INTRODUCTION

 PROJECT ALIGNMENT

29 January 2013

BRIDGE ALIGHMENT & PERSPECTIVE VIEW

CHEC Construction (M) Sdn Bhd 14


INTRODUCTION OF SECOND PENANG BRIDGE(P2B)

 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




 CHEC’S SCOPE OF WORK - PACKAGE 1

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

 Main Navigation Span comprising of the navigation span of 117.5m + 240m +

117.5m(total 475m) arrangement

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

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

 ARRANGEMENT

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

 Design speed : 80 km/h

 Overall deck width: 29.8 m for Approach Spans

35.6 m for Main Navigation Span

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

55 m of each span for Approach Spans




 PROJECT QUANTITIES

 Foundation Piles

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

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

(360 nos.)

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

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

 Materials

 Concrete : 263,000 m 3

 Reinforcement : 42,700 tonne

 Stayed cables : 753 tonne



PROJECT MANAGEMENT FRAMEWORK

 ORGANIZATIONAL CHART

MHA

JKSB

UEM BUILDERS BHD

PACKAGE 2

CERGAS MURNI

PACKAGE 3A

CHEC CONSTRUCTION SDN BHD

PACKAGE 1 ( 中国港湾 )

IJM CONSTRUCTION

PACKAGE 3B

HRA TEGUH

PACKAGE 3C

SUBCONTRACTORS CONSULTANTS SPECIALISTS ADVISORS

SECTION 1 SECTION 2 SECTION 3 SECTION 4

MMSB HPDI

FDINE

(SLT&PDA)

THEIDI

(SOIL)

CTESI

(TEST)

TPEIJG

(MLT)

CCYY

(SURVEY)

GEONAMICS

(STATNAMIC)

MR. PETER AECOM HK OTHER

HRA HRA

AECOM

29 January 2013

ICP ICP



CODES, STANDARDS & SPECIFICATIONS

 CODES, STANDARDS & SPECIFICATIONS

 JKR, LLM, Arahan Teknik (Jalan)

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

 American AASHTO

 Chinese Standard

General

Volume I

Conditions of Contract

Employer's

Requirements

Design-Build(DB)

Contract for P2B

Volume II

Specifications

Volume III

Contract Drawings

Malaysian JKR

Specifications

Supplementary

Speciffications from

Contractor

Contractual Documents related with Technical Requirements & Standards

29 January 2013 CHEC Construction (M) Sdn Bhd

Design Brief

19


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



SOLUTIONS FOR NAVIGATIONAL CHANNEL

 BRIDGE OPTIONS AND PARAMETERS – PERCEPTION OF MARINE VIEWING PLATFORM

29 January 2013

Perspective View of Marine Viewing Platform (Dec 2007)



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



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




 SITE INVESTIGATION - ADDITIONAL BOREHOLE AND ANALYSIS

 Planning and summary of Additional Borehole

29 January 2013

Drilling Rig & CPT Test System






29 January 2013

Site Investigation – ABH14






29 January 2013

Site Investigation – ABH8




 PILING TEST - PRIMARY PLANNING & GENERAL LAYOUT

 Test Stages

It is proposed that, 10 numbers of piles are to be tested in two stages. Stage 1 will cover 6 numbers of piles consisting of PHC piles and steel pipe piles.

Stage 2 will cover 4 numbers of piles which will be bored piles and a steel pipe pile. Stage 1 piles are sacrificial piles and stage 2 piles are working piles.

 Stage 1: involves high strain dynamic pile load test(PDA) and static pile load test(SLT/MLT) on 5 numbers of PHC piles (4 concrete spun piles of

Φ1m, 1 concrete spun pile of Φ1.2m) and 1 number of steel pipe pile of

Φ1.2m.

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





 Locations of Testing Piles





 Scheme on Piling Test

No. Pile Type

BHT1 PHC Pile

BHT2 PHC Pile

BHT3 Steel Pile

BHT4 PHC Pile

BHT5 PHC Pile

BHT6 PHC Pile

BHT7 Bored Pile

BHT8 Bored Pile

BHT9 Steel Pile

BHT10 Steel Pile

Pile Diameter

(m)

1.0

1.0

1.2

1.0

1.0

1.2

2.5

2.0

1.6

1.6

Pier

Ref.

-

-

-

-

-

-

P26

P27

P13

P38

Pile Length

(m)

58

68

72.8

50.5

66

62

120

95

90

90

Test Load

(kN) (x2.5)

9500

9500

Reaction

System

Stage

Anchor Pile 1 st Stage


14500

9500

Anchor Pile &

Osterberg Test

1 st Stage


Anchor Pile 1 st Stage 9500

11500 Anchor Pile 1 st Stage

80000 Osterberg Test 2 nd Stage




 High-strain Dynamic Pile Test(PDA)

 Osterberg Cell Test

 Static-load test(MLT)

 Dynamic load test(PDA)




 PILING TEST - DISCUSSIONS & FURTHER ACTIONS

 Revised Test Scheme

Load Test Location

BHT8

Category near P15 non-working pile 1.6m steel pile

BHT11 near P163 non-working pile 1.0m spun pile

BHT12 near P292 non-working pile 1.5m bored pile

N.A.

N.A.

BHT7

N.A.

N.A.

N.A.

N.A.

*P49-15

*P185-8

P33-7

P24

P25

P26

P27 working pile working pile working pile working pile working pile working pile working pile

Pile Type

1.0m spun pile

1.0m spun pile

1.6m steel pile

2.0m bored pile

2.0m bored pile

2.0m bored pile

2.0m bored pile

PDA initial restrike initial restrike

NIL

NIL

NIL

Type of Load Test

MLT Statnamic test pile anchor pile test pile

NIL

NIL anchor pile anchor pile test pile anchor pile working pile working pile

NIL test pile(O-cell) working pile

NIL

NIL

NIL

NIL

NIL

NIL

NIL

NIL working pile working pile working pile working pile

Instrument ation no no yes yes no no no no yes no no

Purpose

To establish correlation



For acceptance of driven pile



For acceptance of installed pile and verification of pile design

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

29 January 2013

Details of Test Platform





 Revised MLT – Principles & Methodology

29 January 2013

Details of Test Platform





 Statnamic Test - Principles & Methodology

Statnamic Schematic

Gravel

Container

Gravel container

Gravel

Silencer

Cylinder

Platform

Laser

Laser beam

Laser

Pile

Piston

Load cell

Pile to be tested

29 January 2013

Statnamic Schematic





 Statnamic Test – Set Up

29 January 2013

Offshore Setup of Statnamic Test





 Statnamic Test – Set Up

29 January 2013

Land Setup of Statnamic Test



METHOD STATEMENTS & TECHNICAL RESOLUTIONS

 METHOD STATEMENTS & TECHNICAL RESOLUTIONS FOR CONSTRUCTION

 Construction Processes & Method Statements

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





 Piling Construction – Technical routings and Resolutions

 Requirements on Fabrication of PHC Spun Pile

 Manufacture Requirement of PHC Piles

• PHC Spun Pile Performance Requirements

Item

Nominal diameter

Min. characteristic strength

(MPa)

Parameter Test method or reference standards

1000 mm MS 1314-4:2004

Characteristic value for 28 day age compressive strength of 150mm cube

78.5 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

Cracking flexural capacity 936.6 kNm

Ultimate flexural capacity 2085.7 kNm

Min. wall thickness 140 mm

Local specifications (ICP-PHC Pile Type

C)

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

Difference between pile top elevation and the designed elevation

Δh(m)

Set Criteria of Hydraulic Hammer for Spun Pile

Blow energy

E(KJ)

Average penetration of last 20cm

Detailed operations

Up to the design height

E≥150

0<Δh≤1.5

Δh>1.5

E≥150 ～ 180

≤8

>8

≤5

≤5

Stop driving

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

Stop driving

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









Set Criteria of Hydraulic Hammer for Tubular Steel Pile

Difference Between the Actual Level and

Design Level of the

Pile Top Δh (m)

Ram Energy

E (kj)

Detailed operations

≤6

Average penetration depth for the last 10 blows

Reach the design pile top level

E≥250

>6

Stop Driving


0<Δh≤1.5

Δh>1.5

≤4

E≥250~300

≤4

Stop driving










29 January 2013

Pile Deviation Tolerances

Inspection Item

Pile Type

Vertical Pile

Raked Pile

Permitted deviation from the intended position(mm)

75

75

• Updated Acceptance Criteria for Deviation of Driven Piles

Pile shaft inclination tolerance

1/75

1/25

- The tolerance of pile installation for marine driven piles within 150mm shall be acceptable and applicable WITHOUT further analysis or action for the

Second Penang Bridge Project, including both spun piles and steel piles.

- While for pile deviation more than 150mm, it’s recommended that

FURTHER calculation shall be carried out to justify the structural acceptance.







29 January 2013

Driving PHC Spun Piles







29 January 2013

Demobilization of Piling Rigs(Sub-mariner)







29 January 2013

Demobilization of Piling Rigs







 Construction Methodology of Bored Piles

• Borehole Construction

Slurry Fluid Index After Hole Cleaning

Item

PH

Value

Density

(g/cm 3 )

Adhesive ness(s)

Plasticity

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

Permeability Rate

(ml/30min)

≤20

Sand

Content (%)

≤2

29 January 2013

Item(JJC-1D)

Hole Center

Position

Hole Diameter

Inclination

Hole Depth

Allowable Deviation

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

Remarks

Use GPS, theodolite to determine vertical and horizontal alignment

Not less than the pile design diameter

Not exceeding 1/75 of pile length

Friction Pile: Not less than hole design depth

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

Check before concrete pouring









29 January 2013

Bored Pile Construction







29 January 2013








29 January 2013








 Driven Records & Findings

29 January 2013

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








29 January 2013

Summary of Bored Piles at Main Span








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.








• High Strain Dynamic Testing

- Pile Integrity Determination for Spun Pile

Pile Integrity Determination Criteria

BETA Value(BTA)

100%

80 to 99%

60 to 80%

< 60%

Description

Uniform Pile

Slight Damage

Damage

Pile Broken (generally pile is then rejected)

Qualification Determination

Good

Qualified

Unqualified

Unqualified ( Broken)








• Pile Integrity Test

- Sonic Logging Test(For Bored Piles Only)

Concrete

Quality

FAT (First Arrival time) Increase (%)

Good 0 to 10

Questionable 10 to 20

Poor/Flaw

Poor/Defect

20 to 30

>30

Simultaneously Satisfies

/ An Item Satisfies

add

add

or

or

Energy

Reduction(dB)

<6

<9

9 to 12

>12








• Pile Integrity Test

- Sonic Logging Test(For Bored Piles Only)

Class

I

II

III

IV

Characteristics

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.

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.

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.

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

29 January 2013

- Proposed Acceptance Criteria

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

Penang Bridge Project.

Proposed Acceptance Criteria for Bored Piles

Inspection after

Repair

N/A

N/A

I

II

Class Class (ASTM)

III

IV

Acceptance Remedial Measure

Good

Questionable/

Poor

Poor/ Defect

Acceptable

Acceptable*

Obvious defects, remedy required

Serious defects, remedy required

N/A

N/A

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

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

CHEC Construction (M) Sdn Bhd

Crosshole Sonic

Logging(CSL)

Crosshole Sonic

Logging(CSL)

56







• Proposed Acceptance Criteria for Bored Piles

- Supplementary Acceptance Criteria on Class II Bored Piles

Acceptance Criteria for Bored Piles with Class II anomalies

Type

1

2

3

4

5

6

No. of detected anomalies Action to be taken

1 line of anomaly (side) No treatment required

1 or 2 lines of anomalies (diagonal) No treatment required

2 lines of anomalies (adjacent sides) No treatment required

2 lines of anomalies (opposite sides) No treatment required

2 lines of anomalies (side and diagonal)

No treatment required

3 lines of anomalies

Further investigation to define problem







 Inspection Records & Further Discussions

• Inspection on Acceptance for Bored Piles





 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







29 January 2013

Layout Plan of Steel Waling of Pile Cap







29 January 2013

Installation of Steel Waling of Pile Cap







29 January 2013

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.

29 January 2013

Height of RC Shell

3800mm

3200mm

Part of Concrete Plank Height(mm)

Upper portion

Lower portion

Upper portion

Lower portion

2000

1800

1400

1800


Thickness(mm)

250

200

250

200

63







29 January 2013

Installation of RC Shell & Joint Details








29 January 2013

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.

Summary of Moulds for Piers

PIER & CROSSHEAD TYPE PIER TYPE TYPE OF STEEL MOULD

C1

C1A

C1B

Free Piers

Fixed Piers

M.J. Piers

Type 1/1A

Type 1B







 Construction Procedures

Construction Procedures

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.









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.







29 January 2013



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.























 Construction of Cable-stayed Bridge – Technology and Methodology

 Construction Engineering – Responsibility Matrix and Techniques

 Organization and Responsibility Matrix







 Construction Stages & Analytic Techniques















• 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.








• Analytic Construction Sequences & Stages






 Construction of Pilecaps Encased with Steel Fender

 Steel Fender – Fabrication, Delivery and Installation

• Lower Down Steel Fender Casing








29 January 2013

Installation of Steel Fender








29 January 2013

Installation of Steel Fender







 Concreting Work of Pilecap

29 January 2013

Sequence of concreting work for main pier pilecap







 Concreting Work of Pilecap

29 January 2013 concreting work for main pier pilecap







 Temperature & Crack Control

• Introduction

The dimension of pile cap supporting the main tower is 48.1m

×

17.5m

×

6.0m and the volume of concrete to be cast is 5051m3. The dimension of accessory pile cap is 42.7m

×

10.6m

×

4.0m and the volume of concrete to be cast is about 1810m3 .The grade of concrete used for pile cap is 40Mpa at 28 days.

• Temperature Criteria Specified in JKR Specification

NO. Items

1 Placing Temperature

2 Maximum Internal Temperature

3 Maximum Temperature Gradient

4 Rise rate in Temperature

Requirement

≤ 36 ℃

≤ 70 ℃

≤27.7

℃

≤ 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.






 Pylon Construction – Overview and Detailing

 Construction Stages of Pylon Tower

29 January 2013

General Layout of Construction Stages of Pylon Tower







 Construction Sequence of Pylon Tower







 Pylon Tower Construction







 Pylon Tower Construction

• Cross Beam

29 January 2013

General Layout of Cross Beam Formwork Support at Pylon Tower






 Construction of Transition Piers

29 January 2013

General Layout of Cross Beam Formwork Support at Transition Pier






 Construction of Superstructure – Deck & Stay Cable System

 General Description

29 January 2013

2 . 6 8 0

S1

8

S0

1

M0

1

1 0 3 . 2 8 0

S T A Y C A B L E

M18

2 . 6 8 0


C L O F B R I D G E

90






 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








• Form Traveler

29 January 2013

General Arrangement of Form Traveler








• Form Traveler

29 January 2013

Components of Form Traveler








• Form Traveler

- Assembly and Installation Methodology

29 January 2013

Form Traveler on Transportation Barge Against Steel Fender








• Form Traveler

- Assembly and Installation Methodology

29 January 2013

General Layout of Position During Lifting of Form Traveler








• Form Traveler

29 January 2013

Lifting & Positioning of Form Traveler








• Form Traveler

- Operation during Construction

29 January 2013

Traveler Form installation in position








• Form Traveler


29 January 2013

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


29 January 2013

Step 2:

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








• Form Traveler


29 January 2013

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


29 January 2013

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


29 January 2013

Step 4:








• Form Traveler


29 January 2013

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

29 January 2013

Casting Sequence of Main Girder Beam








• Construction of Typical Section

29 January 2013

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.







 Stay Cable System – Components & Construction Methodology

• General Information

29 January 2013

- 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.









- Saddle Installation Methodology

29 January 2013

Saddle arrangement









29 January 2013

Stay pipe suspended by rope and interfacing with formtraveller









29 January 2013

HDPE Pipe clamp and trolley









29 January 2013

Stressing using mono strand jack and application of power seating



CONSTUCTION PLANNING AND MANAGEMENT

 CONSTUCTION PLANNING AND MANAGEMENT

 Master Plan – Organizing, Monitoring & Updating

 Master Work Programme

29 January 2013

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





 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





 Quality Management – PDCA

 Quality Management System

 Level 1: CHEC’s Quality Manual

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

 Level 2: CHEC’s Operating Procedure

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

 Level 3: CHEC’s Project Quality Plan

• These are detail instructions describing how specific activities are to be performed.

Functions and responsibilities of staffs and their authorities are also clearly defined. In this project, Project Director is overall in charge and assisted by other members as detailed in the Project Organization Chart.





 Quality Management & Control



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.



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.



HSE MANAGEMENT


 Conclusion



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 remeasurement 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



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



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



RISK MANAGEMENT




29 January 2013

Dredging Equipments



RISK MANAGEMENT




29 January 2013

Dredging Equipments



RISK MANAGEMENT



 Quality Control to Minimize Impacts on Delays & Cost

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



CONCLUSION

 CONCLUSION

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

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

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

 Contributed to the practices and experiences for civil engineering industry.

 Overall it has been proved quite successful project delivery for Second

Penang Bridge Project.



ACKNOWLEDGEMENT

 ACKNOWLEDGEMENT

The author would like to extend grateful thanks to the Employer of the project

JKSB, especially JKSB’s managing director Dato. Dr. Ismail, also Malaysian Highway

Authority(MHA), other relevant Malaysian Authorities and relevant Departments of Malaysian Government, UEM and other relevant package contractors, our local consultants and specialists for their kindness and collaboration to ensure China

Harbor Engineering Company(CHEC)with successful project delivery for this mega project in Malaysia. It’s great honor and pleasure for CHEC to contribute to the local communities and work with all these respected parties.

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

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


THANK YOU

！

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