Penang Second Bridge

8/10/2019 Penang Second Bridge

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

PLANNING,

DESIGN & CONSTRUCTION OFTHE SECOND PENANG BRIDGE

28 AUGUST 2012

JAMBATAN KEDUASDN BHD.

LEMBAGA LEBUHRAYAMALAYSIA

KERAJAANMALAYSIA

THE SECOND PENANG BRIDGEINTERNATIONAL CONFERECENCE IN CIVIL ENGINEERING &

GEOHAZARD INFORMATION ZONATION 2012


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

Project Introduction

Feasibility Study

Project Details

Geotechnical design for marine bridge

Seismic design consideration

Superstructure & Stay Cable Design

Environmental Responsibility

Site Progress Photographs

Content


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ProjectIntroduction


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o Jambatan Kedua Sdn Bhd (JKSB), a wholly-owned company of the

Ministry of Finance, Incorporated (MoF Inc.) was appointed as theconcessionaire for the Second Penang Bridge Project in August 2008.

o JKSB is responsible for the design, construction, management,

operation and maintenance of the bridge.

o The Second Penang Bridge which connects Batu Kawan on the

Mainland and Batu Maung on the island when completed by

September 2013 will be the longest in South-East Asia with the total

length over water of 16.9km. The total estimated construction cost is

RM 4.5 billion.

Introduction


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9+000.

10+000.

11+

000.

12+

000. 13+000.

14+

000.

15+000.

16+000.

0.

1+000. 2

+000.

3+000. 4+

000. 5+

000. 6

+000.

7+000.

8+000.

17+000.

18+000.

19+000.

20+000.

21+000.

22+000.

23+000.

PULAU

JEREJAK

PULAUAMAN

PENANG

ISLAND

(Batu Maung)

NAVIGATIONAL

SPAN

MAIN LAND

(Batu Kawan)

Existing Penang Bridge Legend:ExistingPenang Bridge

North South Expressway (PLUS)Package 1&2

Package 3

Marine Bridge

Land Expressway8.4 km

Second Penang Bridge

Project Alignment


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Traffic Demand

The traffic demand on the existing bridge has been increasing since its

opening in 1985.

Traffic projection without Second Crossing:

200097,200 vehicle per day



Due to a tremendous increase of motorcycle traffic utilising the bridge, it

has brought about declining in the bridges level of service enforcing the

motorist into intolerable traffic condition.

Both the ferry service and existing widened Penang Bridge will

imminently not be able to cater for the traffic demand hence, a Second

Crossing is needed to continuously support the economic development of

the Penang State in addition to providing a smooth and safe driving

facility.


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Traffic Study at Existing Penang Bridge

2000 20202010

Afterwidening

80,000

100,000

120,000

140,000

160,000

116,500

163,400

140,400

155,000 155,000

97,200

120,000

103,800

Veh/day

Year

Legends

Maximum capacity at

existing bridge

Actual / Projected capacity

without Second Penang

Bridge

Projected capacity

with Second Penang

Bridge

x


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Feasibility Study

The feasibility study was carried out with theobjectives :

To investigate the technical and economic Feasibility of thealternative alignments

To prepare the necessary documents for loan facilities purposes

To prepare an Implementation Programme (IP) as well as areport on Preliminary Environmental Impact Assessment

To investigate the financial viability of tolling the proposedcrossing


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Southern Route C

Mid-Channel

Route

Northern Route

Alternative Alignments


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Feasibility Study

ConclusionThe alignment of Southern Route was finally chosen by YABTun Dr Mahathir Bin Mohamad, the fourth Prime Minister ofMalaysia. The decision was to promote socio-economicsdevelopment in the south that would provide a balance acrossthe Penang State.


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Project Details


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Project Organization Chart


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Work Packages Diagram

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

Conventional Contract

Package 1 : Main Navigation Span &

Substructure & Foundation Works for

Approach Spans.

Package 2: Superstructure Works of Approach

Spans.

Package 3A:

Conventional

Contract

Design & Build

Integrated Toll System


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9+000.

10+000.

11+

00

0.

1

2+000. 13+000.

14+

000.

15+000.

16+000.

0.

1+00

0. 2+000.

3+

000. 4+

000. 5+

000. 6+

000.

7+000.

8+000.

17+000.

18+000.

19+000.

20+000.

21+000.

22+000.

23+000.

PULAU

JEREJAK

PULAU

AMAN

PENANG ISLAND(BATU MAUNG)

MAIN NAVIGATIONAL SPAN

BATU MAUNG INTERCHANGE

BATU KAWAN EXPRESSWAYS

BATU KAWAN TRUMPET

INTERCHANGE

MAIN LAND

(BATU KAWAN)

PACKAGE 3A

PACKAGE 3C

P24-P27

P292

P0

Work Packages Layout

PB2X TOLL PLAZAPLUS TOLL

PLAZA


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Summary of Progress9 August 2012

PACKAGE DESCRIPTION CONTRACTOR

COST

(RM

MIL.)

START FINISH

PHYSICAL PROGRESS

%

SCH % ACT %

1

Main Navigation Span AndSubstructure And

Foundation Works For

Approach Spans

CHEC Construction

(M) Sdn Bhd2,200 8 Nov 08 24-Jul-13 95.07 95.21

2Superstructure Works of

Approach SpansUEM Builders Bhd 1,550 8 Jun 09 30-Sep-13 70.36 75.29

3A Batu Maung InterchangeCergas Murni Sdn

Bhd152.7 19 May 10 31-Mar-13 70.42 61.54

3B Batu Kawan ExpresswaysIJM Construction

Sdn Bhd349.9 28 Jun 10 28-Sep-13 57.20 58.80

3CBatu Kawan Trumpet

Interchange

HRA Teguh Sdn

Bhd67.3 19 May 10 30-Apr-13 55.92 55.61

3DToll Plaza And Related

Works

S.U Citra Bina Sdn

Bhd79.8 15-Nov-11 14-Jul-13 16.25 9.26

3E Toll Collection SystemTeras Teknologi

Sdn Bhd15.0 1-Jun-2012 31-Aug-13 0.00 8.00

3FTraffic Control An

Surveillance System

ItraMAS Teknologi

Sdn Bhd19.8 26-Jun-12 25-Jul-13 - -

3G M&E Works for P3A & 3C TBA 13.4 - - - -

Total 4.446billion

8 Nov 08 8 Nov 1379.64 82.01

Variance +2.37


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Length of Bridge Over Water 16.9km

Length of Expressway 7.1km

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

Main Navigation Span

Approach Span

Substructure

Superstructure

Cast in-situ Cable-Stayed Bridge

P24 to P27 = 117.5m + 240m + 117.5m

= 475m.

Height Clearance: 30m

Navigation Channel: 150m

P0 to P24 = 24 span x 55m

= 1,320m.

P27 to P292 = 265 span x 55m

= 14,575m.

Height Clearance : Low Piers: 6m

High Piers: 6m to 21.6m

Pre-cast Prestressed Segmental Box Girder

= 8,092 nos.

Design Features

240 m30 m117.5 m

117.5 m

Navigation Channel

150 m

p24

p25

p26

p27

C i b t S d &


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Comparison between Second &

Existing Penang Bridge


Year built: 1982

Overall length : 13.5 km

Length over water: 8.4 km

Type of bridge:

- Main Navigation Span Cable-stayed concrete

girder bridge

- Approach Span Beam and slab deck

bridge

Main Navigation Span 107.5m + 225m +

107.5m

Main Navigation Span Ship

Protection

Man-made island

Approach spans length 40m each span

Speed limit 80 km/h


Year built: 2008

Overall length : 24 km

Length over water: 16.9 km

Type of bridge:

- Main Navigation Span Cable-stayed concrete

girder bridge

- Approach Span Box girder bridge

Main Navigation Span 117.5m + 240m +117.5m

Main Navigation Span Ship

Protection

Steel Fender system

Approach spans length 55m each span

Speed limit 80 km/h

C i b t S d &


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No dedicated motorcycle lane

Traffic Loading to UK BS 153, 45 units HB guided

along centreline of carriageway

Seismic design:

475 year event

-Peak bedrock acceleration: 0.075 g

2500 year event - no collapse

Structural concrete design to CP110: 1972

No specific durability requirements

Normal concrete


2-lane dual carriageway with dedicated 3m

motorcycle lane

Traffic Loading to UK BD 37/2001, 45 units HB

unguided

Seismic design:

475 year event

-Peak bedrock acceleration: 0.0555 g

-Peak response acceleration: 0.1773 g

2500 year event - no collapse

-Peak response acceleration: 0.3261 g

Structural concrete design to BS 5400: 2006

Durability requirements to latest Eurocodes

High performance concrete: RCPT less than 800

Coulombs for 56 days

C i b t S d &


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Design Concrete Strength:

Spun pile : 50 N/mm2

Pile cap : 30 N/mm2

Pylon : 40 N/mm2

I-Beam : 40 N/mm2Slab : 30 N/mm2

Expansion joint at every 5 spans (200 m)

Degree of compaction for earth embankment:

95 % : 0.75m below formation level

90 % : remainder

Settlement criteria for earth embankment:

367 mm in 5 years

Pavement IRI Index: Not specified

Type of Bearing used: Laminated Rubber Bearing


Design Concrete Strength:

Spun pile : 80 N/mm2

Pile cap : 40 N/mm2

Pylon : 50 N/mm2

Box girder : 55 N/mm2

Expansion joint at every 5 or 6 spans (275m or

330m)

Degree of compaction for earth embankment:

100%

Settlement criteria for earth embankment: 50 mm

in 20 years

Pavement IRI Index: 2m/km

Type of Bearing used: High Damping RubberBearing (HDRB)


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Geotechnical

Design For Marine Bridge


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a) In accordance with BS 5930:1999

b) Carried out with a combination of floating/platformbarge, fixed/platform barge, drilling machines, tugboats.

c) Setting out using GPSd) 205 boreholes drilled: approx. 50% - technical boreholes,

50% - common geological boreholese) Summary of Laboratory Tests carried out:-

Geotechnical Investigation

Geotechnical Design for Marine Bridge

SI in marine area


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a) The proposed site lies within a seismically stable region.b) The deformation due to tectonic activities is believed to have ended in Quartenary

era.

c) The existing faults in Penang and its surrounding areas are inactive.d) Presently no active volcanoes are found in Peninsular Malaysia. However, the site

may experience trembles due to earthquake beyond Sumatra.

Geotechnical Investigation Conclusion:-

Geotechnical Design for Marine Bridge

Based on the Geotechnical Investigation carried out, the proposedfoundation types are as follows:-

i. 2.3m ~ 2.0m dia. bored pilesfor Cable-Stayed Bridgeii. 1m dia. concrete spun pilesfor shallow water depth regioniii. 1.6m dia. steel pipe pilesfor higher water depth region at

two sides of Cable-Stayed Bridge

iv. 1.5m dia. bored pilesfor area near mainland side due todifficulty in dredging

v. 1.2m dia. steel pipe pilesfor shallow water zone where soilSPT value is large


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a) Bored Pile

i) 2.0m dia. Bored Pile for Cable-Stayed Bridge Easily adapted to the various load and soil

requirements due to large variety in dia. andconstruction techniques

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

conditions

Achieved required capacity of 25 Meganewton (MN) at120m depth (8m socketed into bedrock)

ii) 1.5m dia. Bored Pile for P283P292 80 nos. of piles installed at average 85m depth.

4 nos. of piles per pilecap. This section contains huge amount of mud and seabed

is exposed during low tide while the water level is justabout 1m during high tide. Therefore, it is not

practical to use spun piles as huge amount of mudneed to be dredged prior to installation works using

barge. As a solution, Bored Pile design is adopted and

installed via temporary platform.

Advantages of different types of foundation

Substructure & Foundation Design for Marine

Bridge


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

given weight of pile, which can reduce nos.of piles per pilecap.

Driven to 80m length and cause littleground displacement

Easy to splice 68 nos of pile per pilecap.

c) 1m dia. Spun pile for low-level bridge Prefabrication allows 65m length with no

joint Efficient mass to strength ratio

Piles can withstand high tension forces 1012 piles per pilecap.

Advantages of different types of foundationContd


Bridge


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Precast Concrete Shells are used as aformwork for the second layer casting andpermanently incorporated into the pile cap

6 pieces of Precast Concrete Shells arerequired for each pilecap

Pilecap Construction

Total of 3,468 nos of Precast Concrete Shell are used

Precast Concrete Shells are adopted for:

Minimisation of temporary works (no cofferdams).

Minimisation of insitu works

Speed of construction

Better surface finishing work


Bridge


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Pile caps, Columns and Crossheads are designedas 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 toenhance constructability, optimise cost whilestill be aesthetically pleasing.

The pier are cast in one complete operationusing reusable steel formwork

Substructure at the Approach SpanPilecap,

Columns and Crossheads


Bridge


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Seismic

Design Consideration


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Seismic Design Consideration

In line with the current design requirement, theSecond Penang Bridge is pioneering in Malaysia tobe fully designed for seismic load for a 475yearreturn period earthquake and a 2500 year returnperiod earthquake with no collapse criteria.

The design was based on the Design ResponseSpectrum obtained from a Seismic Hazard

Assessment Study carried out for the Project.


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Site specific ground response

spectra

Comparison between CHEC &

ICE Design Response Spectrum


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Design Criteria:

Damage Performance Criteria:

475years Earthquake:Minimal Damage- Marine bridges- Critical Land Expressway

bridges

Repairable Damage- Other Land Expressway

bridges

2500years Earthquake:No collapse requirement- All bridges


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Minimal Damage

Essentially elasticperformance.

Minor inelastic responsemay occur and post-earthquake damage islimited to cracking ofconcrete and minoryielding of steelcomponents.

Permanent offsetsassociated with plastichinging or with non-linear foundationbehaviour are notapparent.

Full access to normaltraffic is available almostimmediately following

the earthquake

Repairable Damage

Damage that can be repairedwithout compromising therequired service level.

Inelastic response isacceptable, includingconcrete cracking,reinforcement yielding, localminor spalling of coverconcrete.

The extent of damage is to

be sufficiently limited suchthe structure can be restoredessentially to its pre-earthquake conditionwithout replacement ofreinforcing bars of primarystructural members.

Repairs will not requirestructure closure to traffic.

No Collapse

Damage that does notcause collapse of anyspan or part of thestructure, non lead tothe loss of the ability ofprimary supportmembers to sustaingravity loads.

Permanent offsets may

occur and damageconsisting of cracking,reinforcement yieldingand major spalling ofconcrete may requirebridge closure.

Reinstatement of thestructure may requireextensive repairs andpotentially thereconstruction of bridge.


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Construction of the bridge was awarded to ChinaHarbour Engineering Company Ltd (CHEC) FOR

Package 1 and UEMB Builders (UEMB) for Package

2 as Design and Build contract with horizontal

split responsibility.

During the design review process, the

Independent Checking Engineer (ICE) had

highlighted that the spun piles at the approach

marine bridge by Package 1 Contractor could

safely cater for the 475 year earthquake and

found to be overstressed under the 2500 yearearthquake event and the piles would experience

section failure due to brittleness.

Principal Plastic

Hinge

Secondary Plastic

Hinge

Package 1

Package 2

Seismic Design

High Damping Rubber Bearing (HDRB)contd


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S i i D i E i J i t


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Seismic DesignExpansion Joint

With the introduction of HDRB, the Modular Typeexpansion joint system with 3D movement

capability was adopted for the interface between

the approach spans and the Cable-Stayed Bridge

and between the approach spans and interface

piers at the land expressways to cater for the

difference in structural behavior.

S i i D i E i J i t


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Meanwhile, the segmental box girders (SBGs) forthe approach spans were redesigned with

Interlocking Finger-type expansion joints assisted

with twin dowels at the expansion joint piers

segments to control the seismic transverse

movement.

Seismic DesignExpansion Joint


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Superstructure &

Stay Cable Design

B id O ti i ti


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PERI formwork system is used for the construction of pylon and piers which are morethan 8m height.

It is a self-climbing formwork that once set up as a desired-shaped wall to be built, itascends continually to the height of the structure.

Each lift will be 4m ~ 5m height

Working platform will be provided at the top of the formwork system

PERI Formwork systemprovides high speed oferection (works executionspeed increases) and as a

result, rapid completion ofthe project

There is no need todismantling or re-assembling for every lift.

PERI Formwork

Bridge Optimization

Superstructure Design for Marine Bridge


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The precast segmental box girder is designed as acontinuous single twin box of 14.08m width, 4.0mlength and 3.20m depth structure with match castjoints, multiple shear keys and prestressingtendons.

The design has been highly optimized to minimize

weight such that it does not require special heavylifting equipment. Segments weight between 69 to100 ton.

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

The design of the segments is identical

which allows the same formwork to berepeatedly used.

The depth is maintained constant topresent aesthetically consistent soffitline.

Superstructure at the Approach SpanSegmental Box Girder




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Stay Cables

The stay cable will be provided with protection against corrosion by means of 3 barriers:

i) The first barrier is hot dip galvanising that covers the full length of the individual steel

wires.ii) The second barrier (internal barrier) consists of High Density Polyethylene (HDPE)

sheaths around the individual strands and that the intermediate medium fills the spacebetween the individual sheath and the galvanized strand.

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

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

First Barrier

Second BarrierThird Barrier

Typical PSS cables




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Design life of stay cables is 60 years and designed to be replaceable. For non-replacement

components (such as cable saddle) the design life is 125 years.

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

Stay Cablescontd

Anchorage Cable Saddles

V Shaped Strand Holes


Bridge Durability


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View of Completed Piers View of Completed SBG

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

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

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

Concrete cover was designed to latest Eurocode: pilecap (75 mm), pier column (65mm),

crosshead (60 mm) to protect the reinforcement bar against corrosion.

Bridge Durability

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

Tubular Steel Piles

Bridge Durability


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Contd

Bridge Durability

Silane coating is applied to precast concrete spun piles, pilecap and pier concrete surface to

further reduce the water and salt uptake that can cause corrosion to the embeddedreinforcing steel.

Structural Health Monitoring System (SHMS) shall be used for preventive maintenance toassess the state of health (e.g., damage) of the structures. It improves safety and reliabilityof the bridge by detecting damage before it reaches a critical state.

Applying Silane coating to RCShell and Pier column

Eg. Stonecutters Bridge, HK

SHMS at acable-stayed bridge


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Environmental

Responsibility



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i. High Environmental Standards


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

CONSESSIONAIRE /

PROJECT MANAGER

JAMBATAN KEDUA

Sdn. Bhd.

ERE CONSULTING

GROUP Sdn. Bhd.

INDEPENDENT EIA AUDITOR

Package 1, 2 & 3

PACKAGE 1

UEM Builders

Bhd.

PACKAGE 2

CHEC

Construction (M)

Sdn. Bhd.

EIA & EMP

DR. Nik &

Associates Sdn

Bhd.

R-SYNC Tech.

Resources

Sdn. Bhd.

DREDGING AND

DISPOSAL OF

SPOIL MATERIAL

Cergas Murni

Sdn Bhd

PACKAGE 3A PACKAGE 3B PACKAGE 3C

CSK

Murni

Services

Environmental

Science

IJM Corporation

Berhad

HRA Teguh

Sdn Bhd

Design & Build

YES Enviro

Services

Sdn. Bhd.

CSK

Murni

Services

FANLI Marine &

Consultancy Sdn Bhd

INDEPENDENT FIA

CONSULTANT

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

PACKAGE 3D

S.U. Citra Bina

Sdn Bhd

Enviro

Sustain

Consult

EIA & EMP

Conventional

Environmental Concern in Design &


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ii. Green Building Technology

The design is based onrequirements of 80% of IBSand 80% of Green BuildingIndex.

A green building concept isintroduced to save water,energy and material.

Proposed Toll Plaza & Administrative Building Complex

PB2X Toll Plaza

PLUS Toll Plaza

g

Construction



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ii. Green Building Technology (contd)

RECOGNIZED BY:

ITEMMAXIMUM

POINTS

TARGETED

SCORE

Energy Efficient

(EE)

35 32

Indoor

Environment

Quality (EQ)

21 20

Sustainable Site

Planning &

Management

(SM)

16 12

Materials &

Resources (MR)11 9

Water Efficiency(WE)

10 8

Innovations (IN) 7 7

Total Score 100 88 (PLATINUM)

GreenConcept

Energy Efficient(EE)

- Thermalresistance

- Window system(double glazing)

- Photovoltaic Indoor EnvironmentQuality (EQ)

- Air quality

- Thermal comfort

- Lighting visual and

acoustic comfort

Sustainable SitePlanning &

Management (SM)

- Site planning

- Constructionmanagement

- TransportationMaterials &

Resources (MR)

-- Sustainableresources

- Wastemanagement

- Green products

Water Efficiency(WE)

- Rainwaterharvesting &

recycling

- Water efficiency

Innovations (IN)

- Wind turbine atsurau minaret foradditional power

supply

Green Building Index Score

Construction



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ii. Green Building Technology (contd)

Naturally

Ventilated

Low VOC

Paint

Recycled

Materials

Rainwater

Harvesting

Integrated Photovoltaic

Double Glazing Window

LED Lighting

IBS

Structure

INNOVATIVE FEATURES

SUSTAINABLE LANDSCAPE FEATURES

Wind Turbine as

minaret

Railway Slipper

Recycled rubber paver block

Formwork timberOil drum chair

Construction



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iii. Design Optimization, Minimal Maintenance & the 4 Rs

Construction

Design Optimization:-

Optimum design of segmental box-girder (SBG) with 180mmbottom slab thickness. Optimized to minimize weight of SBG(69 ~ 100 tonnes)

Design for Minimal Maintenance:-

a) Use of high performance & durable concrete (RCPT


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iii. Design Optimization, Minimal Maintenance & the 4 Rs (contd)

Construction

Respect

Impose highenvironmental

standards &continuous

monitoring by DOE

Reduce

Less total embodiedenergy by adopting

higher reinforcementratios & less concrete

with higher strengthconcrete

Reuse

IBS design,

repetitive use offormwork andmachineries

Re-environment

Increased fishactivity around the

bridges pillars ,negligible impact

to sensitiveenvironment

4 Rs

Conclusion


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JKSB is committed to complete the Second Penang Bridge

with the highest quality, timely delivery, within the

budgeted cost and to contribute towards sustainable

development.

Conclusion


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Site ProgressPhotographs


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Main Span

P27P26P25P24

Overall view of construction progress at Main Navigation Span


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South North

Stage 15Sch9 Jul 12

Act29 Jul 12

Stage 15Sch8 Jul 12

Act29 Jul 12

Crossbeam

Sch23 Apr 12

Act - 10 May 12Cast slab

MS01, SS01

Sch17 May 12

Act14 Jun 12

Main Span Pier 25

Target Pylon Completion

15 Aug 12

Cast slab

MS00, SS00

Sch30 Apr 12

Act22 May 12

Cast edge beam

MS02, SS02

Sch5 Jul 12

Act5 Aug 12

Cable Stayed Deck Construction -


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First tensioning of Stay Cables S01 & M01

Pier 25

Traveler formwork

Installation of traveler formworkSide span : 7 Jul 12

Main span : 12 Jul 12

Load test completed ; 25 Jul 12

Casting edge beam : 4 Aug 12

1ststressing : 11 Aug 12

Slab casting : 18 Aug 12

Cast edge beam

MS02, SS02Sch5 Jul 12

Act5 Aug 12


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Stage 15

Sch10 Jul 12

Act25 Jul 12

Stage 15

Sch11 Jul 12

Act - 25 Jul 12

Crossbeam

Sch2 May 12

Act - 9 May 12

South North

Main Span Pier 26

Cast slab

MS00, SS00

Sch9 May 12

Act24 May 12

Cast slab

MS01, SS01

Sch26 May 12

Act25 Jun 12

Target Pylon Completion

15 Aug 12

Traveler formwork

Installation of traveler formwork

Side span : 24 Jul 12

Main span : 19 Jul 12

Casting edge beam : 11 Aug 12

1ststressing : 17 Aug 12

Slab casting : 25 Aug 12

Cast edge beam

MS02, SS02

Sch7 Jul 12

Act5 Aug 12

Completed SBG Launching from P117


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JAMBATAN KEDUA SDN. BHD. (824573-U)Wholly owned by Minister of Finance, IncorporatedP27

SBG launching completed up to P2730 May 12

Launching SBG ( LG 3 LG 4) towards


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P24

P0

Target to complete P24 :

7 Sept 2012

LG 4 :

P16(S)

LG 3 :

P16 (N)

Launching SBG ( LG 1 LG 2) towards


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LG 1 :

P292(N)

View of SBG launching works in progress at P292

(N)

Package 3A


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M1/P1

M1/P2

M1/P3

M1/P4

M2/P

2

M2/P

3

M2/P

4

M2/P

5

g

Target Pier No. Total Beam

Target Beam

Launching : 15 Jul

2012

M2/P1M2/P6 41 nos

M1/P1M1/P5 33 nos

Total 74 nos

M1/P5

M2/P

6

Package 3A


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R2/P2R2/P3

R2/P4

R2/P5

R2/P6

R2/P8

R2/P9R2/P10

R1/P2

R1/P3

R1/P5R1/P6

g

Ramp 2

Ramp 4

Ramp 1

Ramp 3

R2/P1R2/A

R1/P4

R1/P7

R1/P7

Target to launch : 2 spans

AreaTotal Pre-stressed Beam

to be launchedRamp 1 8 nos (2 spans)

Ramp 2 20 nos (5 spans)



TOTAL 36 nos (9 spans)

Package 3A


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View of construction works at

Marine Bridge

g

3B


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View of construction works at Cloverleaf Interchange and mainline towardsLand Bridge.

Package 3B


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JAMBATAN KEDUA SDN BHD

Package 3BCloverleaf


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Ramp 1- Installation of PVD is in progress

Ramp 5Installation of stone column is in

progress

Ramp 8Installation of PVD is in progress

JAMBATAN KEDUA SDN BHD (824573 U)

Package 3BBridge Over Sg Jejawi


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Pier 11 & PE3Nehemiah wall is in progress. Target to launch by 3rd

week Aug 2012.

Pier 0pilecap is in progress

Pier 7& 9Erection of formwork for

crosshead

Pier 1, 2, 4piling completed Pier 5, 8,10crosshead

completed

JAMBATAN KEDUA SDN BHD (824573 U)Package 3C


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Overall view of progress at Trumpet Interchange

g

Target to complete :End of July 2012

New BoxCulvert

Bridge Over NSE

(Pier 2)

Target to complete:

Bored pile : 15 Aug 12

Pilecap, column : 15 Nov 12

& crosshead

JAMBATAN KEDUA SDN BHD (824573 U)Package 3C


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g

Bridge over NSEconstruction of

pilecap is in progress

Bridge over NSEPiling is in

progress at Pier 2

JAMBATAN KEDUA SDN BHD (824573 U)

Package 3DPB2X Toll Plaza


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Platform Handover

CH18025CH18100 : 22 Mar

12

CH18100CH18275 : 30 Apr

12

CH18025

CH18275

Handed over on : 30 May 2012

JAMBATAN KEDUA SDN. BHD. (824573-U)Package 3D


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

PB2X Toll PlazaPiling work is in progress


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Penang Second Bridge

Documents

Transcript of Penang Second Bridge