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THE DESIGN OF SECOND PENANG BRIDGE Prof. Fan Chao Meng

Vice Director, China Highway Planning and Design Institute

Dr. Robin Sham

Global Long Span and Specialty Bridges Director, AECOM

Ir. Fang Zhenru

Executive Project Director, CHEC Construction (M) Sdn Bhn

Nov-11

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SECOND PENANG BRIDGE

The Pride of Malaysia a Major Contribution to International Bridge Engineering

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BRIDGE LOCATION

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ROUTE OPTIONS

Option 1 – Northern Route

Option 2 – Mid-Channel Alignment

Option 3 – Southern Routes

A, B, C, D and E

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BRIDGE OPTIONS – MAIN NAVIGATION

CHANNEL

Options Structure Type Span Arrangement

Girder

Height

Recommended

Option 3-Span Continuous PC

Rigid Frame Bridge 125m+225m+125m 4m to 13m

Alternative

Option 1 7-Span Continuous Steel

Box Extradosed Bridge 42m+42m+70m+225m+70m+42m+42m 3m

Alternative

Option 2

5-Span Continuous Steel

Box Girder Rigid Frame

with V-Shaped Piers 42m+90m+225m+90m+42m 2.8m to 11m

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3-Span Continuous Prestressed Concrete Rigid Frame Bridge Option

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Extradosed Bridge Option

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Steel Box Girder Rigid Frame Bridge Option

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FURTHER OPTIONS – MAIN NAVIGATION

CHANNEL

Options Structure Type Span Arrangement

Girder

Height

Supplemental

Option 1

Self-Anchored

Suspension Bridge 55m+240m+180m+55m 125m

Supplemental

Option 2

Single Pylon Cable-

Stayed Bridge 70m+225m+125m+55m 137m

Supplemental

Option 3 Extradosed Bridge 117.5m+240m+117.5m 66m

Supplemental

Option 4

Concrete Cable-Stayed

Bridge

117.5m+240m+117.5m

106m

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Self-Anchored Suspension Bridge Option

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Single Pylon Cable-Stayed Bridge Option

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Extradosed Bridge Option

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Concrete Cable-Stayed Bridge Option

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BRIDGE OPTIONS – MARINE VIADUCTS

Attributes 42m 55m 70m

Superstructure Box girder depth 2.8m 3.2m 4.0m

Substructure

Piers Section 3.5mx1.4m 3.5mx1.6m 4.5mx1.8m

Piled Foundation

7 number,

1.0m-diameter

concrete spun piles

10 number

1.0m–diameter

concrete spun piles

11 number

1.2m-diameter

concrete spun piles

Cost rating 0.95 1 1.15

Technology and

Implementation

Structure durability Can satisfy the relevant requirements

Water blocking rate 0.148 0.113 0.11

Typ. Segment Weight 72t 75t 85t

Construction period 630 days 675 Days 610 Day

Recommended option Not recommended Recommended Not recommended

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CONSTRUCTION WORKS BY CHEC

Marine

Bridges

Position Length(m) Engineering Design

Option

Penang Island side

non-navigation spans 1320

24 x 55m prestressed concrete

continuous box girder

Main navigation

channel 475

Cable-stayed bridge

117.5m + 240m +117.5m

Mainland side non-

navigation spans 14575

265 x 55m prestressed concrete

continuous box girder

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MAIN BRIDGE – GENERAL ARRANGEMENT

• 117.5m+240m+117.5m

• founded on 2.3m diameter bored piles

• pylons of 103m tall

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MAIN DECK GIRDER

• 34.6m wide x 6m long deck segments

• 2.8m deep edge beams and 280mm think deck slabs

• 2 highway lanes + 1 motorcycle lane + 1 pedestrian walkway (either direction)

• C55 concrete

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STAY CABLES

8 planes of stay cables for H-shaped pylons

18 sets of stay cables supported through deviation saddles for each plane

Stay cables of 7-15mm galvanized strands with HDPE sheathing

Each strand has a minimum breaking load of 279 kN

Design life = 60 years for stay cables, 25 years for deviation saddles, deck anchorage assembly = 15 to 25 years

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STRUCTURAL ANALYSIS

• Global Structural Modelling with line members

• Deck Slab Analysis

• Diaphragm Analysis

• Modified Design/Re-Design

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STAGED CONSTRUCTION ANALYSIS

Completion of transition piers and pylons

Completion of Deck Segments 0 and 1

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STAGED CONSTRUCTION ANALYSIS (CONT.)

Deck Construction Using Form Traveller (12-day cycles)

Maximum Double Cantilevers

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STAGED CONSTRUCTION ANALYSIS (CONT.)

Side Span Closure

Main Span Closure

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MODIFIED DESIGN Make provision for two outer motorcycle lanes to highway traffic lanes

• Global Structural Analyses for Construction Stages and at Bridge Completion

• Beam Model – both edge beams and slabs are simulated using beam elements in the longitudinal directions.

• Plate Model – slabs in beam model are modeled using plate elements to account for the shear lag effect

• Both models took full account of method and sequence of construction, temporary loads, permanent loads, traffic loads, wind loads, seismic loads, material properties and time-dependent effects.

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DESIGN BRIEF, MAY 2010

• Prestressed Concrete Members during construction tensile limit of 1MPa and compressive limit of 0.4fcu

• Reinforced Concrete Members (slabs, transition piers, pylons) during construction crack width limits

• Ultimate Limit State (ULS) axial force-bending moment interaction

• Stay Cables limiting stress of 0.45 GUTS • Deviation Saddles limiting stress of 0.70 GUTS

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SEISMIC ANALYSIS AND DESIGN

• Principles and procedures in AASHTO 2004

• Design Earthquake with a return period of 475 years

• Maximum Credible Earthquake with a return period of 2500 years

• Linear Spectrum Analysis with SRSS

• Nonlinear Time History Analysis

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SITE-SPECIFIC SEISMIC HAZARD

ASSESSMENT • 7 boreholes at various locations and depths

• PGA = 0.057g for Design Earthquake

• PGA = 0.11g for Maximum Credible Earthquake

• 25 Artificial Acceleration Time History Records

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BRIDGE AERODYNAMICS AND WIND

TUNNEL TESTING

• Wind Tunnel at Southwest Jiaotung University, China

• Static and Dynamic Section Model Testing for Bridge Deck

• Aeroelastic Model Testing of a Freestanding Bridge Pylon (scale 1:40)

• Aeroelastic Bridge Model Testing of Two Critical Erection Stages as well as at Bridge Completion (scale 1:60)

- maximum double cantilevers before side span closure - maximum single cantilever after side span closure

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Stable Performance

SECTION MODEL TESTING – ERECTION

Positive slope of CH

between -5o and 5o

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SECTION MODEL TESTING - COMPLETION

Positive slope of CH

between -5o and 5o

Stable Performance

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SECTION MODEL TESTING - DYNAMIC

• Vortex Shedding at low wind speed • Amplitude of oscillation is very small

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AEROELASTIC BRIDGE MODEL - ERECTION

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AEROELASTIC BRIDGE MODEL - COMPLETION

• No static divergent phenomenon • The induced displacement is small. • The induced stresses are within acceptable limits. • Buffeting response is within the acceptable limits.

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SHIP COLLISION PROTECTION

• Energy Dissipation Facilities – Steel Box Buffers (fenders) • Man-made Island • Fender Piles • Sand Injection Cofferdam • Floating Buoy

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HYDRAULICS STUDY

• Depth of Local Scour at Various Locations

• Wave and Current Loadings on Piles and Pile Caps

General Scour = 0.56m

Local Scour

Under Maximum Astronomical Tide,

4.23m at Pylons, 3.34m at Transition Piers, 3.33m at Approach Piers

Under Maximum Astronomical Tide and 120-year Wind,

6.18m at Pylons, 4.96m at Transition Piers, 5.03m at Approach Piers

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TSUNAMI AND LIQUEFACTION

Tsunami • Wave Generation and Propagation Hydrodynamics Model

• Calibration with tsunami event on 26 December 2004

• Maximum wave of 2.17m with an arrival time of 5 hours

Liquefaction

• probability < 5% for 0.06g ever recorded in Malaysia

• probability < 50% for 0.1g and Magnitude 7

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STRUCTURAL HEALTH MONITORING SYSTEM

• To monitor structural health and safety of the Bridge and embankment

• To provide information for practical planning and execution of inspection and maintenance

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EMBANKMENT MONITORING SYSTEM

• settlement • lateral movement • excess pore water profile • ground water table

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STRUCTURAL HEALTH MONITORING SYSTEM

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AESTHETICS

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THANK YOU