Penang Second Bridge

THE SECOND PENANG BRIDGE
KERAJAAN
MALAYSIA
LEMBAGA LEBUHRAYA
MALAYSIA
INTERNATIONAL CONFERECENCE IN CIVIL ENGINEERING &

GEOHAZARD INFORMATION ZONATION 2012
PLANNING,
DESIGN & CONSTRUCTION OF
THE SECOND PENANG BRIDGE
28 AUGUST 2012
JAMBATAN KEDUA
SDN BHD.
Presented by: Dato Ir. Dr. Ismail bin Mohamed Taib

Managing Director, Jambatan Kedua Sdn Bhd
Content
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

Project
Introduction
Introduction

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

Ministry of Finance, Incorporated (MoF Inc.) was appointed as the
concessionaire for the Second Penang Bridge Project in August 2008.
JKSB is responsible for the design, construction, management,

operation and maintenance of the bridge.
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.
Project Alignment

Legend:
Existing Penang Bridge

North South Expressway (PLUS)
PENANG
ISLAND
(Batu Maung)
Package 1&2
Package 3
Marine Bridge
8.4 km
Land Expressway
PULAU
JEREJAK
0.
NAVIGATIONAL
SPAN
0.
00
4+
0.
00
5+
23
+0
11
+
00
22+
000
0.
12
+
00
0.
00
000
21+
0.
20+00
0.
0.
0.
19+00
18+00
17+00
0.
0.
16+00
00
15+00
+0
14
0.
000
10+
9+000
.
8+000
.
0.
7+00
0.
00
6+
0.
0
+0
PULAU
AMAN
13
00
3+
00
2+
0
0.
00
1+
Second Penang Bridge
MAIN LAND
(Batu Kawan)
Traffic Demand

The traffic demand on the existing bridge has been increasing since its
opening in 1985.
Traffic projection without Second Crossing:
2000 97,200 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.
Traffic Study at Existing Penang Bridge

Legends
Veh/day
155,000
160,000
163,400
140,400
120,000
100,000
97,200
80,000
2000
After widening
140,000
120,000
155,000
2010
Maximum capacity at
existing bridge
Actual / Projected capacity
x
without Second
Penang
Bridge
Projected capacity
with Second Penang
Bridge
116,500
103,800
2020
Year
Feasibility Study

The feasibility study was carried out with the

objectives :
To investigate the technical and economic Feasibility of the

alternative alignments
To prepare the necessary documents for loan facilities purposes
To prepare an Implementation Programme (IP) as well as a

report on Preliminary Environmental Impact Assessment
To investigate the financial viability of tolling the proposed

crossing
Alternative Alignments
Northern Route
Mid-Channel
Route
Southern Route C
Feasibility Study

Alternative Alignments:
1.
Northern Route
Linking the Penang Outer Ring Road (PORR) at Bagan Jermal on the island with
Butterworth Outer Ring Road (BORR) at Bagan Ajam on the mainland.
The total length of crossing is 9.2km.
Restricted by the Royal Malaysian Air Force (RMAF) aviation requirement.
Hence, only immersed tube tunnel can be considered for the main crossing.
2.
Mid-Channel Route
Linking Georgetown with the Butterworth-Kulim Expressway (BKS).
The total length is 8.3km long crossing which include the 2.4km long undersea
tunnel.
Immersed tube tunnel is considered due to part of the straits is subjected to the
movements of exceptionally high cargo vessels. Building a bridge structure will
further constraint the waterway.
3.
Southern Route C
Linking Bayan Lepas Expressway at Batu Maung on the island with Batu Kawan on
mainland and ended at North South Expressway at KM 154.
This alternative involves a 24km long crossing in which 16.9km crosses the Straits
of Penang and 7.1km long connecting road.
Feasibility Study

Conclusion
The alignment of Southern Route was finally chosen by YAB
Tun Dr Mahathir Bin Mohamad, the fourth Prime Minister of
Malaysia. The decision was to promote socio-economics
development in the south that would provide a balance across
the Penang State.

Project Details
Project Organization Chart

Work Packages Diagram

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.
Design & Build
Package 3B,3C,3D,3E, 3F & 3G

Conventional Contract
Work Packages Layout

BATU KAWAN EXPRESSWAYS

PENANG ISLAND PULAU
(BATU MAUNG) JEREJAK
BATU KAWAN TRUMPET

INTERCHANGE
P24-P27
0.
P0
MAIN NAVIGATIONAL SPAN
00
1+
0.
+0
0
00
.
0.
00
3+
0
2+
0.
PACKAGE 3C
PULAU
AMAN
5+
0
23
00
.
000
PLUS TOLL
PLAZA
21+
0.
20+00
0.
19+00
0.
PB2X TOLL PLAZA
18+00
0.
0.
17+00
16+00
0.
15+00
+0
00
0.
00
14
+
BATU MAUNG INTERCHANGE
P292
000
12
+0
00
22+
00
+0
+0
11
000
10+
9+000
8+000
MAIN LAND
(BATU KAWAN)
13
0.
7+00
0.
00
6+
00
PACKAGE 3A
Summary of Progress 9 August 2012

PACKAGE
DESCRIPTION
CONTRACTOR
COST
(RM
MIL.)
START
FINISH
PHYSICAL PROGRESS
%
SCH %
ACT %
Main Navigation Span And

Substructure And
Foundation Works For
Approach Spans
CHEC Construction
(M) Sdn Bhd
2,200
8 Nov 08
24-Jul-13
95.07
95.21
Superstructure Works of
Approach Spans
UEM Builders Bhd
1,550
8 Jun 09
30-Sep-13
70.36
75.29
3A
Batu Maung Interchange
Cergas Murni Sdn

Bhd
152.7
19 May 10
31-Mar-13
70.42
61.54
3B
Batu Kawan Expressways
IJM Construction
Sdn Bhd
349.9
28 Jun 10
28-Sep-13
57.20
58.80
3C
Batu Kawan Trumpet

Interchange
HRA Teguh Sdn

Bhd
67.3
19 May 10
30-Apr-13
55.92
55.61
3D
Toll Plaza And Related

Works
S.U Citra Bina Sdn

Bhd
79.8
15-Nov-11
14-Jul-13
16.25
9.26
3E
Toll Collection System
Teras Teknologi
Sdn Bhd
15.0
1-Jun-2012
31-Aug-13
0.00
8.00
3F
Traffic Control An
Surveillance System
ItraMAS Teknologi
Sdn Bhd
19.8
26-Jun-12
25-Jul-13
3G
M&E Works for P3A & 3C
TBA
13.4
4.446
billion
8 Nov 08
8 Nov 13
79.64
82.01
Variance
+2.37
Total
Design Features

Length of Bridge Over Water
16.9km
Length of Expressway
7.1km
Lane Configuration
Dual 2 lanes traffic + emergency lane + 1 motorcycle lane each

direction.
Main Navigation Span

p26
p25
p27
p24
117.5 m
Cast in-situ Cable-Stayed Bridge

P24 to P27 = 117.5m + 240m + 117.5m
= 475m.
Height Clearance: 30m
Navigation Channel: 150m
240 m
117.5 m
30 m
150 m
Navigation Channel
Approach Span
Substructure
Superstructure
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.
Comparison between Second &


Year built:
1982
Year built:
2008
Overall length :
13.5 km
Overall length :
24 km
Length over water:
8.4 km
Length over water:
16.9 km
Type of bridge:
Type of bridge:
- Main Navigation Span
Cable-stayed concrete
girder bridge
- Main Navigation Span
Cable-stayed concrete
girder bridge
- Approach Span
Beam and slab deck

bridge
- Approach Span
Box girder bridge
107.5m + 225m +
107.5m
117.5m + 240m +
117.5m
Main Navigation Span Ship

Protection
Man-made island
Main Navigation Span Ship

Protection
Steel Fender system
Approach spans length
40m each span
Approach spans length
55m each span
Speed limit
80 km/h
Speed limit
80 km/h


No dedicated motorcycle lane
2-lane dual carriageway with dedicated 3m

motorcycle lane
Traffic Loading to UK BS 153, 45 units HB guided

along centreline of carriageway
Traffic Loading to UK BD 37/2001, 45 units HB

unguided
Seismic design:
475 year event
-Peak bedrock acceleration: 0.075 g
2500 year event - no collapse
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 CP110: 1972
Structural concrete design to BS 5400: 2006
No specific durability requirements
Durability requirements to latest Eurocodes
Normal concrete
High performance concrete: RCPT less than 800

Coulombs for 56 days


Design Concrete Strength:

Spun pile : 50 N/mm2
Pile cap : 30 N/mm2
Pylon : 40 N/mm2
I-Beam : 40 N/mm2
Slab : 30 N/mm2
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 spans (200 m)
Expansion joint at every 5 or 6 spans (275m or

330m)
Degree of compaction for earth embankment:

95 % : 0.75m below formation level
90 % : remainder
Degree of compaction for earth embankment:

100%
Settlement criteria for earth embankment:

367 mm in 5 years
Settlement criteria for earth embankment: 50 mm

in 20 years
Pavement IRI Index: Not specified
Pavement IRI Index: 2m/km
Type of Bearing used: Laminated Rubber Bearing
Type of Bearing used: High Damping Rubber

Bearing (HDRB)

Geotechnical
Design For Marine Bridge
Geotechnical Design for Marine Bridge

Geotechnical Investigation
a)
b)
c)
d)
e)
In accordance with BS 5930:1999

Carried out with a combination of floating/platform
barge, fixed/platform barge, drilling machines, tugboats.
Setting out using GPS
205 boreholes drilled: approx. 50% - technical boreholes,
50% - common geological boreholes
Summary of Laboratory Tests carried out:-
SI in marine area
Geotechnical Design for Marine Bridge

Geotechnical Investigation Conclusion:a)

b)
c)
d)
The proposed site lies within a seismically stable region.

The deformation due to tectonic activities is believed to have ended in Quartenary
era.
The existing faults in Penang and its surrounding areas are inactive.
Presently no active volcanoes are found in Peninsular Malaysia. However, the site
may experience trembles due to earthquake beyond Sumatra.
Based on the Geotechnical Investigation carried out, the proposed
foundation types are as follows:i.
2.3m ~ 2.0m dia. bored piles for Cable-Stayed Bridge
ii. 1m dia. concrete spun piles for shallow water depth region
iii. 1.6m dia. steel pipe piles for higher water depth region at
two sides of Cable-Stayed Bridge
iv. 1.5m dia. bored piles for area near mainland side due to
difficulty in dredging
v. 1.2m dia. steel pipe piles for shallow water zone where soil
SPT value is large
Substructure & Foundation Design for Marine

Bridge
Advantages of different types of foundation

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. and
construction techniques
Enable the immediate in-situ evaluation of drilled soil
layers to revise foundation length due to changed soil
conditions
Achieved required capacity of 25 Meganewton (MN) at
120m depth (8m socketed into bedrock)
ii) 1.5m dia. Bored Pile for P283 P292

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 just
about 1m during high tide. Therefore, it is not
practical to use spun piles as huge amount of mud
need to be dredged prior to installation works using
barge.
As a solution, Bored Pile design is adopted and
installed via temporary platform.


Bridge
Advantages of different types of foundation Contd

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 little
ground displacement
Easy to splice
6 8 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
10 12 piles per pilecap.


Bridge
Pilecap Construction
Precast Concrete Shells are used as a
formwork for the second layer casting and
permanently incorporated into the pile cap
6 pieces of Precast Concrete Shells are
required for each pilecap
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

Substructure at the Approach Span Pilecap,

Columns and Crossheads
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, optimise cost while
still be aesthetically pleasing.
The pier are cast in one complete operation
using reusable steel formwork

Seismic
Design Consideration
Seismic Design Consideration

In line with the current design requirement, the

Second Penang Bridge is pioneering in Malaysia to
be fully designed for seismic load for a 475year
return period earthquake and a 2500 year return
period earthquake with no collapse criteria.
The design was based on the Design Response

Spectrum obtained from a Seismic Hazard
Assessment Study carried out for the Project.

Site specific ground response

spectra
Comparison between CHEC &

ICE Design Response Spectrum

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

Minimal Damage
Repairable Damage
No Collapse
Essentially elastic
performance.
Minor inelastic response
may occur and postearthquake damage is
limited to cracking of
concrete and minor
yielding of steel
components.
Permanent offsets
associated with plastic
hinging or with nonlinear foundation
behaviour are not
apparent.
Full access to normal
traffic is available almost
immediately following
the earthquake
Damage that can be repaired

without compromising the
required service level.
Inelastic response is
acceptable, including
concrete cracking,
reinforcement yielding, local
minor spalling of cover
concrete.
The extent of damage is to
be sufficiently limited such
the structure can be restored
essentially to its preearthquake condition
without replacement of
reinforcing bars of primary
structural members.
Repairs will not require
structure closure to traffic.
Damage that does not

cause collapse of any
span or part of the
structure, non lead to
the loss of the ability of
primary support
members to sustain
gravity loads.
Permanent offsets may
occur and damage
consisting of cracking,
reinforcement yielding
and major spalling of
concrete may require
bridge closure.
Reinstatement of the
structure may require
extensive repairs and
potentially the
reconstruction of bridge.
Seismic Design

High Damping Rubber Bearing (HDRB) contd

Construction of the bridge was awarded to China
Harbour 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 year
earthquake event and the piles would experience
section failure due to brittleness.
Package 2
Package 1
Principal Plastic
Hinge
Secondary Plastic
Hinge
Seismic Design

High Damping Rubber Bearing (HDRB)

A resolution between JKSB, ICE and Package 1 designer
was reached by changing the bridge articulation via
introducing seismic bearing as construction was already
at an advanced stage.
Package 2 Contractor was instructed to adopt High
Damping Rubber Bearings (HDRB) to replace the
conventional mechanical pot bearings.
Advantages of HDRB:- Ability to withstand large displacement in bilateral and
rotational direction: Flexible
Possess high damping properties
Good energy dissipator
- Durable with minimal maintenance
- Use of natural rubber
HDRB Section
Seismic Design

High Damping Rubber Bearing (HDRB) contd
HDRB was designed by Tun Abdul Razak Research Centre (TARRC)

at Brickendonbury, United Kingdom, a laboratory of the Malaysian
Rubber Board (MRB).
At specified locations, the HDRB are installed locked to a preset

plate to accommodate temporary creep & shrinkage of deck.
HDRB with preset plate (background)

HDRB with preset plate removed
(foreground)
Seismic Design Expansion Joint

With the introduction of HDRB, the Modular Type

expansion 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.
Seismic Design Expansion Joint

Meanwhile, the segmental box girders (SBGs) for

the 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.

Superstructure &
Stay Cable Design
Bridge Optimization

PERI Formwork
PERI formwork system is used for the construction of pylon and piers which are more
than 8m height.
It 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.
Each lift will be 4m ~ 5m height
Working platform will be provided at the top of the formwork system
PERI
Formwork
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
reassembling for every lift.
Superstructure Design for Marine Bridge

Superstructure at the Approach Span Segmental Box Girder
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.
The design has been highly optimized to minimize

weight such that it does not require special heavy
lifting equipment. Segments weight between 69 to
100 ton.
Hybrid pre-stressing encompassing both external

and internal prestressing for design economy.
The design of the segments is identical
which allows the same formwork to be
repeatedly used.
The depth is maintained constant to

present aesthetically consistent soffit
line.

Stay Cables
The stay cables consists of the Parallel Strand System (PSS) made
up of parallel individually polyethylene coated seven-wire strands,
placed inside an external polyethylene stay pipe.
Typical PSS cables
First Barrier
Third Barrier
Second Barrier
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 space
between the individual sheath and the galvanized strand.
iii) The third barrier (external barrier) is the outer casing which consist of HDPE sheath
around the group of strands.

Stay Cables contd

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, the
corrosion protection system have a design life of 25 years. After this period of 25 years, if
necessary, the protection system will be renewed in-situ at regular intervals of 15 years
corresponding to the maintenance operations.
V Shaped Strand Holes
Anchorage
Cable Saddles
Bridge Durability

The Second Penang Bridge is designed to have an operational lifespan of 120 years.
For this project,
Cathodic protection system and special coating are applied to the tubular steel piles & steel
fenders for protection against corrosion.
High strength concrete with Ground Granular Blastfurnace Slag (GGBS) and Pulverised
Fuel 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.
Tubular Steel Piles
View of Completed Piers
View of Completed SBG
Bridge Durability

Contd
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 embedded
reinforcing steel.
Structural Health Monitoring System (SHMS) shall be used for preventive maintenance to
assess the state of health (e.g., damage) of the structures. It improves safety and reliability
of the bridge by detecting damage before it reaches a critical state.
SHMS at a
cable-stayed bridge
Eg. Stonecutters Bridge, HK
Applying Silane coating to RC

Shell and Pier column

Environmental
Responsibility
Environmental Responsibility

i. High Environmental Standards
Various environmental consultants were appointed to conduct a comprehensive

monitoring regime through Environmental Impact Assessment (EIA), Environmental
Management Plan (EMP) and the Fisheries Impact Assessment (FIA).
ERE CONSULTING
GROUP Sdn. Bhd.
JAMBATAN KEDUA
Sdn. Bhd.
Package 1, 2 & 3
Design & Build
CHEC
Construction (M)
Sdn. Bhd.
EIA & EMP

DR. Nik &
Associates Sdn
Bhd.
FANLI Marine &

Consultancy Sdn Bhd
Conventional
PACKAGE 3A
PACKAGE 2
PACKAGE 1
INDEPENDENT FIA
CONSULTANT
CONSESSIONAIRE /
PROJECT MANAGER
INDEPENDENT EIA AUDITOR
Cergas Murni
Sdn Bhd
UEM Builders
Bhd.
DREDGING AND
DISPOSAL OF
SPOIL MATERIAL
R-SYNC Tech.
Resources
Sdn. Bhd.
PACKAGE 3B
EIA & EMP

YES Enviro
Services
Sdn. Bhd.
PACKAGE 3C
IJM Corporation
Berhad
EIA & EMP

CSK
Murni
Services
EIA & EMP

Environmental
Science
PACKAGE 3D
HRA Teguh
Sdn Bhd
EIA & EMP

CSK
Murni
Services
S.U. Citra Bina

Sdn Bhd
EIA & EMP

Enviro
Sustain
Consult
Environmental Concern in Design &

Construction

ii. Green Building Technology

Proposed Toll Plaza & Administrative Building Complex
PB2X Toll Plaza

The
design
is
based
on
requirements of 80% of IBS
and 80% of Green Building
Index.
A green building concept is
introduced to save water,
energy and material.
PLUS Toll Plaza

Construction
ii. Green Building Technology (contd)

Green Building Index Score
Energy Efficient
(EE)
Innovations (IN)
- Thermal
resistance
- Window system
(double glazing)
- Photovoltaic
- Wind turbine at
surau minaret for
additional power
supply
Indoor Environment
Quality (EQ)
- Air quality
- Thermal comfort
- Lighting visual and
acoustic comfort
Green
Concept
Water Efficiency
(WE)
- Rainwater
harvesting &
recycling
- Water efficiency
Sustainable Site
Planning &
Management (SM)
- Site planning
Materials &
Resources (MR)
-- Sustainable
resources
- Waste
management
- Green products
RECOGNIZED BY:
- Construction
management
- Transportation

ITEM
Energy Efficient
(EE)
Indoor
Environment
Quality (EQ)
Sustainable Site
Planning &
Management
(SM)
Materials &
Resources (MR)
Water Efficiency
(WE)
Innovations (IN)
Total Score
MAXIMUM
POINTS
TARGETED
SCORE
35
32
21
20
16
12
11
10
7
100
7
88 (PLATINUM)

Construction

ii. Green Building Technology (contd)

INNOVATIVE FEATURES
Naturally
Ventilated
Integrated Photovoltaic
Double Glazing Window
Low VOC
Paint
LED Lighting
Recycled
Materials
IBS
Structure
Rainwater
Harvesting
SUSTAINABLE LANDSCAPE FEATURES

Wind Turbine as
minaret
Recycled rubber paver block
Railway Slipper
Formwork timber
Oil drum chair

Construction

iii. Design Optimization, Minimal Maintenance & the 4 Rs

Design Optimization:Optimum design of segmental box-girder (SBG) with 180mm
bottom slab thickness. Optimized to minimize weight of SBG
(69 ~ 100 tonnes)
Design for Minimal Maintenance:-
a) Use of high performance & durable concrete (RCPT <800

Coulombs for 56 days)
b) Concrete cover conforming to Eurocode
c) Stringent quality control during construction
d) 100% primary consolidation and 50mm in 20 years
settlement under final embankment load to ensure nominal
settlement.

Construction

iii. Design Optimization, Minimal Maintenance & the 4 Rs (contd)
Respect
Reduce
Impose high
environmental
standards &
continuous
monitoring by DOE
Less total embodied

energy by adopting
higher reinforcement
ratios & less concrete
with higher strength
concrete
4 Rs
Re-environment
Reuse
IBS design,
repetitive use of
formwork and
machineries
Increased fish
activity around the
bridges pillars ,
negligible impact
to sensitive
environment
Conclusion

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.

Site Progress
Photographs
Main Span

P24
P25
P26
P27
Overall view of construction progress at Main Navigation Span
Main Span Pier 25

Target Pylon Completion

15 Aug 12
Stage 15
Sch 9 Jul 12
Act 29 Jul 12
Stage 15
Sch 8 Jul 12
Act 29 Jul 12
Cast slab
MS00, SS00
Sch 30 Apr 12
Act 22 May 12
Crossbeam
Sch 23 Apr 12
Act - 10 May 12
Cast slab
MS01, SS01
Sch 17 May 12
Act 14 Jun 12
Cast edge beam

MS02, SS02
Sch 5 Jul 12
Act 5 Aug 12
South
North
Cable Stayed Deck Construction Pier 25

Cast edge beam

MS02, SS02
Sch 5 Jul 12
Act 5 Aug 12
Traveler formwork
Installation of traveler formwork
Side span : 7 Jul 12
Main span : 12 Jul 12
Load test completed ; 25 Jul 12
Casting edge beam : 4 Aug 12
1st stressing : 11 Aug 12
Slab casting : 18 Aug 12
First tensioning of Stay Cables S01 & M01
Main Span Pier 26

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
1st stressing : 17 Aug 12
Slab casting : 25 Aug 12
Stage 15
Sch 11 Jul 12
Act - 25 Jul 12
Stage 15
Sch 10 Jul 12
Act 25 Jul 12
Crossbeam
Sch 2 May 12
Act - 9 May 12
Cast slab
MS00, SS00
Sch 9 May 12
Act 24 May 12
Cast slab
MS01, SS01
Sch 26 May 12
Act 25 Jun 12
Cast edge beam

MS02, SS02
Sch 7 Jul 12
Act 5 Aug 12
South
North
Completed SBG Launching from P117

P27
SBG launching completed up to P27 30 May 12

Launching SBG ( LG 3 & LG 4) towards

P24
Target to complete P24 :

7 Sept 2012
LG 4 :
P16(S)
P24
LG 3 :
P16 (N)
P0

Launching SBG ( LG 1 & LG 2) towards

P292
LG 1 :
P292(N)
View of SBG launching works in progress at P292

(N)

Package 3A

M2/P
6
M1/P5
M2/P
5
M2/P
4
M1/P4
M2/P
3
M2/P
2
M1/P3
M1/P2
M1/P1
Target
Target Beam
Launching : 15 Jul
2012
Total
Pier No.
Total Beam
M2/P1 M2/P6
41 nos
M1/P1 M1/P5
33 nos
74 nos
Package 3A

R2/P3
R2/P2
R2/A
R2/P1
R2/P4
R2/P5
R2/P6
R1/P7
R1/P6
R1/P5
R1/P3
R1/P2
R1/P4
R1/P7
Ramp 3
R2/P8
Target to launch : 2 spans
R2/P10
Ramp 1
Ramp 2
Ramp 4
R2/P9
Area
Total Pre-stressed Beam

to be launched
Ramp 1
8 nos (2 spans)
Ramp 2
20 nos (5 spans)
Ramp 3
4 nos (1 spans)
Ramp 4
4 nos (1 spans)
TOTAL
36 nos (9 spans)
Package 3A

View of construction works at

Marine Bridge
Package 3B

View of construction works at Cloverleaf Interchange and mainline towards

Land Bridge.
Package 3B Toll Plaza

PB2X Toll Plaza removal of surcharge at toll

booth area completed
PLUS Toll Plaza
Package 3B Cloverleaf
Ramp 1- Installation of PVD is in progress

Ramp 5 Installation of stone column is in
progress
Ramp 8 Installation of PVD is in progress
Package 3B Bridge Over Sg Jejawi

Pier 0 pilecap is in progress
Pier 7& 9 Erection of formwork for

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

completed
Pier 11 & PE3 Nehemiah wall is in progress. Target to launch by 3rd

week Aug 2012.
Package 3C

New Box
Culvert
Target to complete :
End of July 2012
Bridge Over NSE

(Pier 2)
Target to complete:
Bored pile : 15 Aug 12
Pilecap, column : 15 Nov 12
& crosshead
Overall view of progress at Trumpet Interchange
Package 3C

Bridge over NSE Piling is in

progress at Pier 2
Bridge over NSE construction of

pilecap is in progress
Package 3D PB2X Toll Plaza

CH18025
Platform Handover
CH18025 CH18100 : 22 Mar
12
CH18100 CH18275 : 30 Apr
12
Handed over on : 30 May 2012
CH18275
Package 3D

PB2X Toll Plaza Piling work is in progress
Package 3D

PLUS Toll Plaza Piling work is in progress
Thank You
For Your Kind Attention

Penang Second Bridge

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Penang Second Bridge

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THE SECOND PENANG BRIDGE

INTERNATIONAL CONFERECENCE IN CIVIL ENGINEERING &

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

JAMBATAN KEDUA SDN. BHD. (824573-U)

Geotechnical design for marine bridge

Seismic design consideration

Superstructure & Stay Cable Design

Site Progress Photographs

JAMBATAN KEDUA SDN. BHD. (824573-U)

JAMBATAN KEDUA SDN. BHD. (824573-U)

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

JKSB is responsible for the design, construction, management,

The Second Penang Bridge which connects Batu Kawan on the

JAMBATAN KEDUA SDN. BHD. (824573-U)

Existing Penang Bridge

Existing Penang Bridge

Second Penang Bridge

JAMBATAN KEDUA SDN. BHD. (824573-U)

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

Traffic Study at Existing Penang Bridge

JAMBATAN KEDUA SDN. BHD. (824573-U)

JAMBATAN KEDUA SDN. BHD. (824573-U)

The feasibility study was carried out with the

To investigate the technical and economic Feasibility of the

To prepare the necessary documents for loan facilities purposes

To prepare an Implementation Programme (IP) as well as a

To investigate the financial viability of tolling the proposed

JAMBATAN KEDUA SDN. BHD. (824573-U)

JAMBATAN KEDUA SDN. BHD. (824573-U)

JAMBATAN KEDUA SDN. BHD. (824573-U)

Project Organization Chart

Work Packages Diagram

JAMBATAN KEDUA SDN. BHD. (824573-U)

Integrated Toll System

Package 1 : Main Navigation Span &

Design & Build

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

Work Packages Layout

JAMBATAN KEDUA SDN. BHD. (824573-U)

BATU KAWAN EXPRESSWAYS

BATU KAWAN TRUMPET

MAIN NAVIGATIONAL SPAN

PB2X TOLL PLAZA

BATU MAUNG INTERCHANGE

Summary of Progress 9 August 2012

JAMBATAN KEDUA SDN. BHD. (824573-U)

Main Navigation Span And

UEM Builders Bhd

Batu Maung Interchange

Cergas Murni Sdn

Batu Kawan Expressways

Batu Kawan Trumpet

HRA Teguh Sdn

Toll Plaza And Related

S.U Citra Bina Sdn

Toll Collection System

M&E Works for P3A & 3C

JAMBATAN KEDUA SDN. BHD. (824573-U)

Length of Bridge Over Water

Dual 2 lanes traffic + emergency lane + 1 motorcycle lane each

Main Navigation Span

Cast in-situ Cable-Stayed Bridge

Comparison between Second &

Existing Penang Bridge