Paper No.

507

BRIDGING THE ARABIANGULF BETWEEN

QATAR AND BAHRAIN-CONCEPTUAL DESIGN &
CONSTRUCTION +
By
DR.V.K. R AINA*

CONTENTS
Page
1.
2.
3.
4.
5.
6.
7.
8.
9.

Introduction
Geometrical and Functional Requirements
Structural Capacity Requirements
Materials and Workmanship Requirements
Bridge Locations and Type
Conceptual Design Philosophy
Conceptual Design
Construction and Erection Concept
Prefabrication Yards
1.

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INTRODUCTION

1.1. The Challenge

This most mighty of bridges, a 40 km. long Sea-Link, will connect
Bahrain with Qatar, cutting through the Arabian Gulf waters that are one
of the most highly charged with the attacking chlorides, sulphates and
moluscsthe tripple killers of structuredurability in the Gulf waters.
Above all, its alignment, effecting the location and extent of the
navigation channels, the effect of associated dredging for these channels,
the location and extent of islandembankmants, their effect on the delicate
balancing of water and salt exchange across, the unobstructed migration
of shrimps and minimum disturbance to the fresh water acquifers mid-sea,
+ Written comments on this Paper are invited and will be received upto 31 st
December, 2004.

* Advisor to Govt. of Bahrain, Bahrain.

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in order to have an almost zero impact on environment, are only some of

the terrible challenges to be met in designing and constructing this truly
unique civil engineering feat of the century!
Hence evolvement and fixing of the various technical requirements
and parameters of design for this classical structure are a class of their
own that call for unstinted clinical attention of the best minds there are
in bridge structure location, design and construction in such trying
circumstances.
1.2. The Project
For a large project of this nature, a decision on the number and
scope of contracts constituting it may be critical to the eventual success
of the project. Having multiple contracts will give the Employer more
control than under a single contract for the entire project, and it may be
more economic by maximising competitive pricing. On the other hand,
multiple contracts will require more interface managemeent from the Clients
organisation.
The contract packaging could perhaps be divided into the following
contracts:

Contract No 1:
Contract No 2:
Contract No 3:

Coast-to-Coast Fixed Link (39.94 km. long)

Qatar Land Works
Bahrain Land Works

The offshore part of the Works could perhiaps be done on Designand-Build basis (for reasons of clearer risk allocation and speedier
construction since Design-Build allowes an overlap between Design
and Construction activities), while the on-shore works - where the
risk allocation is simpler - need not necessarily be of a Design-andBuild nature and therefore could be done as item rate construction
contracts. However, no final decision has been taken as yet.
The characteristcs and scope of each contract will determine the
party responsible for the design of the Works. A brief description of the
scope might then be as follows:
Contract No. 1, The Causeway
of the Work:

__

Coast-to-Coast (i.e. offshore) part

The characteristics and overall scope of Contract No.1 may be

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summarised as follows:

A total causeway length of 39,940 m from coast to coast;

A dual carriageway road on the causeway with two lanes in
each direction;
Six embankments in the causeway alignment with individual
lengths between 500 m and 6,245 m, and with a total embankment
length of approximately 17,990 m;
Five bridges with individual lengths between 1,320 m and
10,070 m, including high-level navigation spans in two of the
five bridges, and with a total bridge length of approximately
21,950 m;
Miscellaneous works including ancillary buildings, utilities
and services from coast to coast;
Dredging from two navigation channels;
Two extended embankments for the purposes of rest areas,
and
Two fill depots for surplus dredged material.

Contracts No. 2 & 3, the Land Works (i.e. on-shore) parts of the
work:
The Land Works under Contracts No. 2 and 3 will comprise all
works on land in each country from the Coast-to-Coast Fixed Link
interface up to and including tie-ins with existing infrastructures. These
Contracts could include the following:

Directional interchanges in Qatar and Bahrain

Road Works
Border and Tolling facilities
An Operation and Maintenance complex in Qatar
Miscellaneous works, including ancillary buildings, fencing,
parking areas, utilities and services, and
Landscaping

1.3.

Materials & Quantities:

The construction of the Causeway will require import of considerable

quantities of materials. Most of the materials will be imported directly to
the work sites through temporary harbours established near the landfalls
of the Causeway. Some materials will require land transport or combined

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land/sea transport. The bulk parts of the materials will be imported from
other countries as available resources both in Qatar and Bahrain are
limited.
Table 1 provides a summary of main construction material quantities.
The table summarises permanent materials as per theoretical bulit-in
volumes. In addition are quantities for temporary works which for some
of the materials (e.g. stone and sand fill) can reach approximately 10 per
cent of the volumes for the permanent materials.
For the permanent materials an add-on for waste and tolerances
should be made to reach the actual required quantity of the respective
materials. This could add a volume of as much as 20-25 per cent for some
of the material categories (e.g. blinding layers and sand fill).
TABLE-1. MAIN QUANTITIES
Material

Unit

Stone fill

Quantity

Potential Source

~ 5,630,000

UAE, Iran, Oman

m3

~10,400,000

Locally dredged material

m3

~ 850,000

Local sources

Geotextile

m2

~ 691,000

Europe, Far East, USA

Structural concrete

m3

~ 650,000

Coarse aggregates from UAE

Fine aggregates either locally
dredged sea sand or desert
sand from Saudi Arabia

Sand fill, offshore

Sand fill, onshore

AND POTENTIAL SOURCES OF MATERIALS

1)
2)

Cement from Qatar, Europe,

Far East or USA
Reinforcement &
prestressing

tonnes

~ 116,000

Europe, Far East, USA, Qatar

Cable stay tendons

tonnes

~ 840

Europe, Far East, USA

Structural steel

tonnes

~ 2,200

Europe, Far East, USA

Road base

m3

~ 274,000

UAE, Oman

Asphalt

m2

~ 1,418,000

Coarse aggregates from UAE,

Oman Bitumen from sources
in the Gulf Area

Crash barriers & railings

~ 201,000

Europe, Far East, USA

Buildings

m2

~ 17,000

Miscellaneous sources

~ 600,000

Local sources

Landscaping
1)
2)

Sand fill in embankments, rest areas and protection islands

Sand fill/imported fill in embankments for interchanges & link roads in Qatar and
Bahrain.

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1.4. Studies, Surveys, Site-lnvestigations, Conceptual Design,

Time and Cost
The works carried out so far were accomplished in two phases.
1.4.1. During Phase 1 the following tasks were undertaken:

1.4.2.

1.4.3.
follows:

Studies, Surveys and Site-investigations in a 15 x 40 km study

corridor,
alternative alignments and recommending in favour of one
alignment,
a Sketch Design for the Causeway.
During Phase 2 the following tasks were accomplished:
detailed studies, surveys and site investingations for the
selected alignment,
developing a conceptual design for the Causeway
A very brief summary of Phase 2 accomplishments is as

Planning Study: A further review of the existing and planned land

use and drawing up Conceptual Local Area Plans for the areas adjecent
to the Causeway landing points.
Traffic Study: Updating and detailing of the Phase 1 Traffic Study
for the selected alignment. The traffic forecast made in Phase 1 was
confirmed with Causeway average daily traffic of 3,900 vehicles in 2005,
5,000 in 2010 and eventually reaching 12,000 in 2050.
Topographic Survey: Detailed survey of a 300 m wide corridor
around the onshore part of the alignment to create a digital terrain model.
Also, the selected alignment has been staked out on site in both countries.
Utility Survey: The information collected in Phase 1 on existing
and planned services close to the landing points has been updated and
further detailed.
Bathymetric and Geophysical Surveys: Close grid Bathymetric and
Geophysical Surveys have been conducted in the selected alignment.

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Geotechnical Investigations and Evaluation: A total of 14 onshore

boreholes, 8 trial pits and 110 offshore boreholes have been made in
Phase 2
along with laboratory testing. These have been used as basis
for a geotechnical evaluation to establish feasible foundation methods
for bridges and embankments.
Marine Studies: The Phase 1 marine surveys and measurements
have been supplemented during Phase 2. The numerical hydraulic modelling
has been refined and optimised. The modelling concludes that the Zerosolution on water exchange can be achieved by dredging of two channels,
that also serve for navigational purposes.
Environmental Impact Assessment: An EIA study has been
conducted, reported and presented to the Qatar Supreme Council for
Environmental & Natural Reserves and to Environmental Affairs in Bahrain.
Conceptual Design, Time & Cost Study: Conceptual Design has
been made for the following components of the project:
Alignment and Road: Drawings of horizontal alignment and vertical
profile for the selected road including the interchanges onshore Qatar
and Bahrain.
Bridges: Toal bridge length of 22 km, with two main navigation
span bridges made as cable stayed, each with a main span of 225 m. All
other bridges are low level viaduct bridges using a concept of span-long
(50 m) pre-cast units made onshore and placed by heavy marine lifting
equipment.
Embankment and Dredging: About 18 km of the Causeway will be
made as embankment using dredged fill as core material with stone bunds
and armour slope protection at the sides. Extended embankments at two
locations provide rest and turn-around facilities for the Causeway users.
Surplus dredged materials will be placed in two fill depots located close
to the dredged shipping channels.
Tolling and Border Facilities: Tolling facilities will be located
onshore in the two countries. Border facilities and Causeway Operation
& Maintenance complex will be located onshore in Qatar.
Utilities and Services: Utilities and Services are required for the
Causeway itself in addition to space provision for a possible future
national electrical link.

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Construction Time: A review of the expected construction period

has concluded with 4 years as a realistic, albiet tight construction
programme.
Construction Cost: Cost estimates have been prepared and conclude
with a total estimate for the tender sum of QR 6,200 million (USD 1,700
million) for the coast-to-coast Causeway including services and onshore
facilities and interchanges, but excluding wastage, VAT and various
other items but including 7 per cent escalation of price; rates and costs
based on January, 2002 values and best guesses of Contractors Direct
Costs. However, the actual overall cost today is likely to exceed the
above figure, which will soon be known when the job is put to tender.
1.5. Special Features of Qatar-Bahrain Causeway (QBC)
The most important special features of the Conceptual Design for
the Qatar-Bahrain Causeway are:
Environmental Impact

A zero-solution for exchange of water and salt from Bay of

Salwa has been obtained for the conceptual design solution.
Optional culverts can be made in long embankments to improve
exchange of water-mainly to benefit shrimp spawning and
nursery.
All reclamation including the surplus material from dredging
of navigation channels are placed behind bunds to keep spillage
low.

Alignment & Layout

Large radii horizontal curves assure a view to the oncoming

parts of the Causeway, variatioion in the view and avoidance
of sun glare over longer distances.
A free view over the sea area and other Causeway elements
is assured all along the causeway.
The longitudinal profile places the bridge girders high enough
to avoid wave loads and severe salt water spray.
Provisions are made in the longitudinal profile for free vertical
clearances for the main bridges of 35 m (Qatar) and 27 m
(Bahrain) in addition to two secondary navigation routes with
vertical bridge clearances of 15 m.

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Bridges

Rational prestressed concete box girder design over entire

length and cable stayed altenative over two large navigation
portions.
Same generic shape is applied for all bridge piers in order to
obtain a coherent design and the appearance as a same family
of bridge components.
Large diameter bored pile design for pier foundations assures
a great flexibility in the contractors design and work schedule.
(Precast tubular concrete piles placed in pre-drilled vertical
holes).
The overall structural systems are designed for efficient
construction methods.
The components are well suited for mass production onshore,
which will help to obtain a good quality and durability for the
elements.
Landmark qualities of the main bridges are aimed at.
Design is for a 100 years service life of the Causeway.

Embankments & Dredging (Marine Works)

Conventional revetment design.

use of materials available from the Gulf region is emphasized.
Revetment protection designed for wave action.
Limited inconvenience from overtopping waves for travellers.
Limited likelihood of soft soil and need for soil replacement.
Low spillage dredging methods for the works.

Tolling & Border facilities

Tolling and border facilities located onshore.

Tolling, immigration, car insurance check and customs check
in Qatar.
Tolling and arrrival check in Bahrain.
Access to rest areas for Tourists and visitors.

Installations & Services

Provision of power, water and sanitary systems at border

stations and rest areas.
Road lighting sysyem all along the Causeway.
Illumination of landmark main bridge structures.

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Illumination and marking of navigation spans of bridges.

Traffic Monitoring and Surveillance System (TMSS) to secure
safe and efficient use of the Causeway facilities.
Electroinic Payment Systems for collection of toll and transfer
of information to banking systems and administrative systems
at the Causeway Authority.
SCADA Supervisory Control and Data Acquisition System
for collection of all measurement data and information on the
status of Causeway systems.
Communication systems for internal and external communication
by the Causeway Authority and communication by travellers.
Povisions for 3 future HV-Interconnection Cables between
Qatar and Bahrain.
Provisions for Telecommunication Cables between Qatar and
Bahrain.

Time, Quantities and Cost

Design & Build contract assumed at conceptual design stage

for coast-to-coast part of Causeway.
4 years construction period is estimated for the project (very
tight).
A tender price estimate (mentioned above) is provided for the
Causeway including the land works.

Aesthetics

A smooth crossing experience for the travellers.

Efficient handling at check points by a linear layout of the

facilities.

A pronounced visual variation is obtained by the curved

alignment, variations in longitudinal profile due to navigation
bridges, rest areas and landmark structures like main bridges
and canopy structures at the land facilities and rest areas.

Landmark bridges are focus points along the Causeway.

A unique, strong and simple visual entity.

Transparent and light structures are at the border facilities

and at the rest areas.

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GEOMETRICAL AND FUNCTIONAL REQUIREMENTS

2.1. The geometrical requirements to roadway layout and width are

to accommodate an emergency lane of 3.0 m and two travel lanes of
3.65 m each, with a shoulder of 1.2 m, thereby giving two 11.5 m wide
roadways kerb to kerb.
2.2. The soffit of girders shall be at a certain height above water,
the three criteria being:
Requirement 1
Dictated by two main navigation channels at stations 34335 and
57175, both with a width of 160 m and vertical clearances of 35 m and
27 m respectively, corresponding to heights of 35.3 m and 27.3 m above
QBC2001. (The 0.3 m portions allow for the long term sea level rise
due to feared Global Warming Effect.)
Requirement 2
Dictated by two secondary navigation channels at stations 21210
and 54045, both with a width of 45 m, and vertical clearance of 15 m
corresponding to a height of 15.3 m above QBC2001. (The 0.3 m portions
allow for the long term sea-level rise due to feared Global Warning
Effect.)
Requirement 3
Dictated by the requirement that the deck-soffit should be at a
certain height above the sea to avoid direct hit of waves and to have only
a limited amount of salt spray on the structure. The required height is
7.2 m above QBC2001 for bridge structures from station 20500 (BR1,
begin-station) to station 36000, and 5.8 m above QBC2001 for bridge
structures from station 36000 to station 58647.5 (BR5, end-station).
2.3. Various Requirements for the Bridges have already been
reported in the other related Papers dealing with Conceptual Design
Basis1 and Conceptual Study & Strategy for Durability2 for the QATAR
Bahrain CAUSEWAY (QBC), to which reference may be made.
2.4. A longitudinal and a plan profile have been developed for the
selected alignment according to the above requirements.

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developed:

473

Accordingly following three Bridge types have been

Viaduct Bridge Low Level type

Viaduct Bridge Elevated type
Main Bridge Cable Stayed type

The Viaduct Bridge Low Level portions cover majority of the

bridge structure with a length of 18,450 m out of the total bridge length
of 21,950 m. The Viaduct Bridge Elevated portions cover a length of
2,672 m while the two Main Bridges each have a length of 414 m (main
span and anchor span).
The location of the bridge structures is defined in Fig. 1 and
Table 1.

Fig. 1. Naming and numbering of bridge structures and embankments

The requirement for two navigational channels each with a navigation

width of 160 m has led to the introduction of a cable-stayed bridge type
that has landmark qualities and will be the central attraction for the
Causeway.
3. STRUCTURAL CAPACITY REQUIREMENTS

The structural capacity has been verified according to the AASHTO

Load and Resistance Factor Design specifications. The LRFD specifications
have been followed in general with the exceptance where it is found not
to represent the local conditions for the Causeway.

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The modifications to the LRFD have been introduced in the following

areas:

Wind pressure:

The available extreme wind data at the Al Arish site during the
years 1985-1995 has been studied. A design gust wind velocity V G at
10 m above design water level of 36.2 m/s has been found to represent
the conditions at the site. This value has been used in the conceptual
design as the V G value when defining the wind pressure according to
AASHTO LRFD, section 3.8. This represents a reduction from the default
design gust wind velocity value of 44.4 m/s. The corresponding design
mean wind velocity averaged over 10 minutes and measured in 10 m
height is V 10=24 m/s.

Site-specific ship collision forces have been considered as per

Conceptual Design Basis document mentioned above, and
not according to AASHTO Load and Resistance Factor Design.

Durability aspects against the harsh environmental exposure

dictate modifications and additions to concrete specifications
and workmanship.

4. MATERIALS AND WORKMANSHIP REQUIREMENTS

The Causeway is located in a severe marine environment with extreme

exposure to salt from water, water spray and salt-laden dust in combination
with high temperatures. The exposure calls for the highest attention to
durability during design, construction and operation and maintenance of
the Causeway. In combination with state-of-the art material and
workmanship specifications the structural detailing requires all external
surfaces to have sloping surfaces to secure good run-off of water with
minimum collection of salt-laiden dust and water. Corners are rounded or
chamfered to avoid acute corners likely to deteriorate and spall.
With
regard to workmanship following have been suggested.

Use of slip-forming should be prohibited and in-situ concrete

work in the sea severely limited.
Compulsory use of permeable form liner shall be considered in
selected areas (to give clean solid surfaces).
The curing requirements shall be strict and comprehensive.

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Steam curing shall not be allowed (to cut out possibility of

differential temperature cracks from probable human error).
Strict restictions shall be applied to maximum and differential
temperatures during casting and curing of concrete.
Strict restrictions shall apply to ensure careful handling during
transport and erection of elements.
Strict QA procedures shall apply.
5. BRIDGE LOCATIONS AND TYPE

The proposed Causeway bridge structures are numbered according

to the figure below. The exact locations of the three bridge types are
identified with regard to station begin and station end.
TABLE-2. BRIDGE
Bridge
No:
BR1
BR2

NUMBER, TYPE, LENGTH AND STATIONING

Bridge type

Length
(m)

Station (m)
Begin
End

Viaduct type, Low Level

10070

20500,0

30570,0

Viaduct type, & Main type

2620

33012,5

35632,5

Viaduct type, low level

342

33012,5

33354,5

Viaduct type, elevated

686

33354,5

34040,5

Main
(cable stayed portion)

414

34040,5

34454,5

Viaduct type, elevated

850

34454,5

35304,5

Viaduct type, low level

328

35304,5

35632,5

BR3

Viaduct type, low level

1320

41420,0

42740.0

BR4

Viaduct type, low level

5220

48985,0

54205,0

BR5

Viaduct type, & Main type

2720

55927,5

58647,5

Viaduct type, low level

492

55927,5

56419,5

Viaduct type, elevated

636

56419,5

57055,5

Main
(cable stayed protion)

414

57055,5

57469,5

Viaduct type, elevated

500

57469,5

57969,5

Viaduct type, low level

678

57969,5

58647,5

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6. CONCEPTUAL DESIGN PHILOSOPHY

6.1. The objective of the conceptual design has been to identify,

visualise, verify and document a feasible rational design and construction
method that fulfils overall functional and engineering requirements taking
into account prevailing conditions and restraints.
6.2. However, if the conceptual design were to be developed into
a tender design, it may not necessarily turn out to be the lowest cost
solution among alternative tender design submittals. An alternative
tender desing has the benefit of being suited to a specific contractors
work methods and available equipment and on the marked situation with
regard to material cost. The presented conceptual design uses a
prestressed concrete deck girder but the possibiliy of a steel bridge
solution or a composite steel/concrete solution being cost competitive
exists and cannot be ruled out at this stage although prestressed concecte
has more advantages. The preparation of tender documents will therefore
consider carefully the requirements that would be applicable to these
alternative solutions.
The durability and maintenance requirements are more stringent for
the structural steel as also for the composition of the wearing course for
the steel only solution. The hot climate and a relatively flexible steel
deck plate requires careful considerations into a suitable wearing course.
More importantly it should be noted that the steel box decks will
require to be permanently equipped with perenially power driven dehumidifiers to control humidity perpertually to control corrosion. This
factor, together with other Durability considderations, itself is likely to
tilt the balance in favour of prestressed concrete, as happened in the case
of King Fahad Causeway.
6.3. Some key factors have been identified in achieving the rational
design in concrete that is considered to yield a cost efficient and
durable design. These key factors are:

Relatively, short span lengths:

-economical best solution for relatively shallow foundations
for the given substrata conditions.

Prefabrication in a precast yard onshore:

-maximum work on-shore/and minimum work at sea is the
economical best solution.

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Prestressed concrete:
-material preferred in achieving specified design requirements
and durability with low maintenance cost.

Repetition in prefabrication:
- results in a rational and cost effective solution.

Large prefabricated elements:

-shortens construction time and reduces cost but limit weights
to 1000 T (because of limitation on available draught).

Minimum draught required for the barges to carry heavy P/c

elements:
-the average 4 to 5 m deep stretches along the alignment will
allow just about enough draught for these barges to cary
about 1000 T P/c elements. This sets the weight limit if these
stretches do not have to be dredged generally. (Bridge to be
replaced by Embankment in shallower stretches.)

6.4. The draught for a barge loaded by a 1000 t carrying crane is

around 2.0 m to 2.4 m and allowance for waves and clearance under keel
is required for a weather-independent and safe construction progress.
TABLE-3. WATER
Bridge

DEPTH AT BRIDGE LOCATIONS

Min. water

Max. water Depth

depth (m)

Average water
depth (m)

BR1

2.0

7.4

5.6

BR2

1.3

4.5

3.0

BR3

1.4

6.2

5.0

BR4

2.8

6.9

5.7

BR5

3.8

6.1

5.3

6.5. The listed water depths at various bridge locations given in

Table 3 confirms the generally shallow water along the Causeway location.
The very shallow water at BR2 over a fairly long section is considered to be
insufficient for the construction without dredging. Dredging has to done for
water depth less than 4 m. Lesser water depths for the remaining bridges are
very localised and do not represent a significant problem for the construction.
The average water depth is more than 4 m, except for BR2.

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6.6. The selection of a limiting lifting capacity of 1000 t allows the

construction to be carried out with existing standard equipment that can be
obtained in the construction market at reasonable commercial rates. (KFC
could use slightly heavier lifting capacity for its water depth.).
6.7. Longer spans, requiring heavier lifts, would increase the required
draught and hence the water depth. This would require additional dredging
in localised areas for all bridges and for deeper dredging for the entire length
of BR2. After due consideration, this idea of heavier lifts was given up finally.
However, the issue can be re-visited during detailed design for the possibility
of heavier lifts.
6.8. The 50 m optimum span lengh for the Causeway has been
considered at a conceptual level but the cost difference between 50 m span
and longer spans up to 65 m is within a few percent. This can be considered
in the detailed design.
6.9. Infact even the span articulation of 50 m spans with 8 m cantilever
arms and 34 m drop spans, as in KFC, could also be looked into in detailed
design stage, yielding a determinate structural system too.
7. CONCEPTUAL DESIGN

7.1. Foundation
7.1.1. For viaduct bridges: It is pile foundation for all viaduct
bridges, consisting of precast prestressed concrete hollow 4.5 m diameter
piles, installed into predrilled holes. The conceptual design of the piles
has established that piles are to be installed with pile tip elevation at a
depth of approximaterly 10 m into competent rock. The average pile
length has been found to be just short of 17 m with a variation from 10
to 27 m. The magnitude of the soft sand, silt and clay layers varies along
the alignment according to the geological profile of sub strata.
An alternative open foundation for the viaduct bridges is feasible
but is not favoured for the following reasons:

The pile foundation is more flexible in obtaining the required

load bearing capacity as the depth of the boring/pile can be
increased to adjust for corrections to the assumed bearing
capacity during construction.

The pile foundation working is less prone to adverse weather

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conditions in comparison, with the benefit of an almost

uninterrupted construction cycle. Interruptions are likely to
be more problematic for the open foundation where adverse
weather conditions will cause longer delays during installation
of numerous such foundations in the open sea.
The difference in cost was found to be marginal with a small cost
advantage to the pile alternative, even ignoring the possible weatherrelated delay problems with open foundation work.
The (deeper) pile foundation could present a problem if fresh-water
aquifers were to be found at their locations. The bore hole information
obtained during Phases 1 and 2 has not identified the existence of aquifers
but it is considered too early to rule out the existence of aquifers all
together. Fresh water aquifers are known to exist below the sea bed close
to the coastline of Bahrain and therefore the Bahrain Water Resource
Directorate was contacted. Their initial conclusion is that the proposed
deeper pile foundation along the selected alignment will not be a problem
to aquifers. This conclusion should be verified by the selected contractor
once his pile design has been completed. There are no records of fresh
water aquifers close to the Qatar coast.
The open foundation could be an alternative solution. It is
recommended to keep it as an alternative in the preparation of tender
documents to allow contractors such option.
The foundation for the low level sections of the Viaduct Bridges is
a single pile per pier (i.e. per carriageway). The single pile solution has
been found to possess sufficient structural capacity up to a roadway
elevation of approximately 19 m above QBC2001. The soil-structure
interaction has not been fully studied and the maximum elevation of the
roadway with a single pile could be further raised when taking the soilstructure interaction into consideration. The information available in
Phase 2 has not been sufficient to fully determine further relief from the
soil-structure interaction. This should be the focus of the tender Document
and the detailed design when the soil data collection has been carried out
rigorously.
In the elevated portions of VaiductBridges at a roadway height
above approximately 19 m above QBC2001, a single pile is inadequate. A
two-pile support is introduced under each pier and foundations under
adjacent piers at the same station are tied togerther with a cross beam
connector.

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7.1.2. For main bridges (Cable Stayed) : The pylon is founded on

a huge open founation (40x40 m). The bottom of this foundation of the
Qatar side Main Bridge (at station 34222.5) is determined to be at -17.0
m. This foundation level at the Bahrain side Main Bridge (at station
57287.5) is determined to be at 16.0 m. Both elevations secure the open
foundation in competent material in the Pleistocene deposits. This open
foundation is a cast in-situ concrete footing suggested to be cast in
dry within a cofferdam enclosure. The footing is below the MSL, leaving
the pylon shaft elegantly protruding uninterrupted through the water
line.
7.2.

Substructure

7.2.1. In the low level portions of the viaduct bridges: The pier
emerges from the pile from an elevation of approximately 0.75 m below
sea-bed, extending to approximately 0.5 m below soffit of deck girders.
the pier shafts have been shaped with a curved surface for aesthetic
reasons, and are precast prestressed concrete hollow shafts. The pier
shafts have been sized to support Bearings, provide required load carrying
capacity and have, to some degree, been shaped to minimise the blocking
of the water flow. Up to a roadway elevation of 16 m, the piers have a
depth of 2.50 m in the longitudinal direction of the bridge. For highter
elevations (taller piers) the depth is increased to 3.0 m.
Scour protection shall be provided around the pier shafts unless
rocky sea floor provides sufficient protection against scour.
7.2.2. In the elevated portions of the viaduct bridges: The 3.0 m
deep pier section depth with the same shape as for the low level section
is used for the elevated sections.
7.2.3. In the main bridges (Cable stayed): Each Main Bridge has
a single central pylon. The shape of the pylon shaft is in family with
the pier shapes for the Viaduct Bridges. The pylon is a hollow cast insitu concrete pylon with variable wall thickness from 400 mm at the top
of the pylon to 800 mm at the base. The pylon is tapered with decreasting
cross sectional dimensions from its base at footing towards its top. The
top of the pylon can be accessed through a ladder and entry door at the
deck level with an access system inside the pylon. Access to the top
of the pylon is required not only during construction but also for inspection
and maintenance of the cable anchorages and pylon top light.

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Submerged ship collision fender islands have tentatively been

assumed to be provided at the pylon, at the anchor pier and at the pier
closest to the naviagation channel. Ships not on course will hit shallow
ground at the island edge and the island will absorb the kinetic energy
of the ships blow.
Each pier shaft at either end of the Main Bridge will be of the
elevated Viaduct Bridge pier category but will be tied-down to its pile
cap by 4 Nos: 19 multistrands (through the box decks).
7.3.

Superstructure

7.3.1. For viaduct bridges: The Viaduct Bridges have span lengths
of 50 m with a superstructure consisting of two precast prestressed
concrete box girders. The conceptual design of the superstructure for
the Viaduct Bridges consists of two independent identical psc box girders
for both low as well as for elevated portions.
Structural depth of box girder is 2.8 m.
7.3.2. For main bridges (Cable stayed): The standard Viaduct
Bridge deck precast box girder is to be used also for the Main Bridges.
The outside dimentsions of the box will be retained with modifications to
the web thickness and with some additional details to allow for a different
static system, with stay cable support at every 7.5 m in the main span
and at every 5.0 m in the back span. A system of in-plan and cross
girder bracings by steel trusses between the boxes is proposed to carry
the horizontal and vertical load component of the stay forces in the main
span; while an in-plan thick cast in-situ concrete slab between the boxflanges and steel cross-girders, carry such components of the stay forces
in the back span. Box girders are fabricated and installed in 50 m lengths
as for the Viaduct Bridges. The impression will therefore be one of a
soothing single continuous girder all along BR2 and BR5 where the Main
Bridges are located.
Plates 1 to 11 may be referred for explanation.
8. CONSTRUCTION AND ERECTION CONCEPT

8.1. Introduction
The conceptual study of the optimal construction method resulted
in the selection of large prefabricated prestressed concrete elements as
the preferred construction method. This applies to both super and

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substructure elements. The same erection equipment is assumed to be

used for all components throughtout the construction period.
8.2.

For Superstructure

8.2.1. In viaduct bridges: Typical box elements are fabricated in

span-long lengths. Box sections are constructed as being balanced
cantilevers on piers once erected with internal cantilever post-tensioning
cables installed and stessed in the precast yard. After erection on site,
the external continuity cables are installed and stressed after concreting/
grouting of in-situ stitches between successive elements.
Precast prestressed elements are carried by crane or barge to the
location of installation and then lifted into their final positions. The
elements are erected with utmost care as balanced cantilevers with the
pier support at the centre of gravity for each span-long p/c psc doublecantilever butterfly element. Positioning the lifting points is of paramount
importance as also the presence of fair weather and wind. It is considered
necessary to erect the elements on temporary jacks with the capacity to
adjust the final positioning in both vertical and horizontal directions.
Once the girder is located correctly the permanent Bearings are built into
the structure.
The next step in the erection will be to construct the in-situ stitch
between the successive erected girders (comprising consprusign the semi
continuous unit between the Expansion Joints) at the Halving Joints.
Before concrete is placed, a positive fixation of the stitch is established
by providing precast concrete pads to maintain the specified gap distance
and at the same time tension temporary post-tensioning bars across the
in-situ stitch. Once the fixation is in place, the in-situ stitch concrete is
cast, using rapid hardening cement. At the prescribed curing age of the
in-stiu stitch, the external continuity tendons can be installed and tensioned.
The temporary post-tensioning bars can then be released and removed.
The erection method does not allow support from a previously
erected girder element as each element in principal is balanced around its
pier-support and would not require external balancing. However, in practice,
the girder elements would not be 100 per cent balanced and during
erection the wind load on the structure would also cause some out-ofbalance forces. These are however to be resisted by the temporary jacks
that are located on either side of the permanent Bearings. Extreme
caution is called for this construction method.

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The adjustment facility in the temporary jacks and the independence

of the neighbouring girder element is considered an advantage when
achieving the correct alignment. At the same time it will cause minimal
restraints to the operations during erection with regard to progress of
previously erected girder elements.
8.2.2. In main bridges (Cable stayed) : Temporary rigid trestle
supports at 50 m intervals are used to allow same erection procedure as
for the Viaduct Bridges, with the entire deck structure erected before
installation of cable stays. Temporary post-tensioning will be used to
control the stresses during transport and erection of the deck girders.
8.3.

For Substructure and Foundation

8.3.1. In viaduct bridges : The substructure comprises a single pile

and pier shaft unit constructed by firstly drilling a 4.75 m diameter hole
into the seabed to the required depth. A steel casing supports the
circumference while drilling and while installing the prefabricated pile
unit. The steel casing is afterwards withdrawn while grouting the annular
space between soil and pile. Installation of pile casings, bottom seal
concreting and grouting are carried out from a jack-up platform working
for two adjacent piers simultaneously. The pier-pile is installed in the
casing by a 1000 t capacity floating crane. The taller piers near the main
bridges require two piles per pier and an interconnection between pilecaps, and possibly between piers.
Installation is carried out as for the typical viaduct bridges but
additional work must be restricted to within the limit of 1000 t erection
capacity of the floating crane.
To allow for the variation in pier and pile length due to variable
elevation of roadway and pile tip, a large number of different-length
precast pier and pile units has to be considered. A selection of adjustmentsections in intervals of 0.3 m has been considered in the conceptual
design to allow for any late decision of final pile tip elevation. The
adjustment-sections can be added to the bottom of the pile at the last
minute before it is prestressed and transported for installation.
Confirmatory Geotechnical investigations have to be done for each
pile for deciding its exact length.
Despite all this, where the founding level may, at the last minute,
require to be taken slightly deeper still, suitable concrete can plug be cast
under water in the pre-drilled hole and then the already prefabricated
psc pile installed on it.

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The roadway elevation will be fixed in the design and the variable
length of pier can be arranged in adjustment of the shaft length in the
precast yard. Some tolerance in the top of pier elevation of +/-100 mm
is anticipated to be accommodated in an in-situ concrete plinth on which
the Bearing will be positioned with a high degree of accuracy.
8.3.2. In main bridges (Cable stayed) : A temporary island,
constructed at the pylon location, will serve as work area for construction
of the pylon and its foundation. The island will subsequently be modified
to serve as submerged ship collision island which shall be contained
within stone-bunds and protected by armour stone. Landings for
construction materials and equipment are required. The pylon foundation
is constructed insitu on the work island within a cofferdam enclousure
which is first excavated and de-watered. The pylon foundation will be
cast insitu at the bottom of the cofferdamed/ excavated/de-watared area.
The pylons are constructed in a climbing form, assisted by a tower
crane.
The anchor piers are modified taller Viaduct Bridge piers but 4
Nos. 19 strand tie-down cables are required to carry the uplift forces
occurring in adverse situations of heavy traffic on the main span.
9. PREFABRICATION YARDS

One or more prefabrication yards will need to be established onshore at a location where a temporary harbour facility, with 5 m water
depth, can be constructed.
The fabrication yard provides areas for steel fixing, pre-casting of
units, pre-assembly, prestressing, storage, concrete batching facilities,
offices and stores, workshops, etc.
The temporary harbour is to be protected by breakwaters and has
load-out facilities for the prefabricated elements and quays for
unloading of concrete aggregates, cement, reinforcement, etc., and berthing
and service of marine construction plant.
A single construction yard for fabrication of all p.c. elements is
considered to be the most cost efficient arrangement and locations for
such a yard appear to be technically feasible both on Qatar and Bahrain
side.

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Should it be decided ot establish more fabrication yards, each

facility should be dedicated to fabrication of one type of elements e.g.
piers or deck units, to reap the benefit of repetition in production at same
site. A second fabrication yard with a parallel production would be an
advantage because this provides a full back-up.
The prefabrication yard is arranged such that pile units, pier units
and deck units are constructed between the tracks of a 1000 t gantry
crane. The crane lifts fabricated units from casting beds to storage and
transport barges in a load-out facility arranged at the end of the track.
Prefabrication of reinorcement cages, small concrete elements and
special parts for sub assemblies is carried out outside the main production
line and moved into the line by cranes.
ACKNOWLEDGEMENTS

I am grateful and highly indebted to the authorities in Bahrain for

my association with this mighty and one of the most challenging civil
engineering Projects of the century and cannot thank them enough for
the trust reposed. Participation in this most prestigeous of Projects is
really a lifetimes dream and opportunity which, for me, nothing else
could equal. Grateful thanks to Cowi Consult who assisted in carrying
out the study.

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Plate 2.

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Plate 3.

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Plate 4.

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Plate 5.

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Plate 6.

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Plate 8.

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Plate 9.

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Plate 10.

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