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Teamwork & Technology - A Pre-Requisite For Today's Projects
Teamwork & Technology - A Pre-Requisite For Today's Projects
and
Manfred Braun Dipl.-Ing.(FH)
Project Director Khler+Seitz Beraten und Planen GmbH
SYNOPSIS
The Kuala Lumpur Monorail Project was a pioneer project in many ways with
new advances in engineering, construction and management, not just by
Malaysian standards, but at an international level also.
This paper describes how these new advances were achieved by a fully
integrated team including main contractor, designer, specialist subcontractors
and suppliers. The close working relationship between these key parties was
paramount to the successful development of engineered solutions and their
subsequent implementation. Rather than describing the whole of the Monorail
construction in general, key topics have been chosen to illustrate the pertinent
issues presented.
Finally, a case study illustrates further points using experiences encountered
whilst completing three very difficult non-typical spans crossing Jalan
Mahameru close to the Klang River, which required a 50m main span.
The focus will be on the necessity to communicate and coordinate with all
parties in order to provide a tailor made engineered solution that would use
the latest technology available in the industry. Aspects covered will include
planning, integration of buildability, methodology, temporary works and
permanent works design; preparing and understanding all the boundary
conditions for the design; use of specialist design and analysis software and
electronic data transfer between parties; preparation of fully detailed
construction drawings; and selection of specialist equipment and materials
from suppliers and subcontractors.
1.0 INTRODUCTION
1.1 Teamwork and Technology
Teamwork in construction is not a new concept, but many of its
applications to the construction industry are, such as better flow of
information, added value to the design, etc. In addition, its use in
construction projects is rapidly increasing as its benefits and advantages
are becoming more apparent and pervasive.
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Through teamwork and its active involvement of all key parties (e.g.
Contractor, Suppliers, Consultants), projects are far more likely to be
finished within the budget, on time, and with the least number of conflicts,
claims and work defects. With its emphasis on commitment, trust, equity,
continual project evaluations, minimized risks, and its mandate for open
communication, teamwork solves problems, saves time and money (thus
increasing profits), and minimizes headaches.
Further, over the past several years, quality management and teamwork
have rapidly worked their way into a prominent position for creating and
maintaining smooth, profitable construction projects.
If the Construction Industry is to strive to improve, create new milestones
and become more efficient, it is vital to explore and develop new
technologies to assist us. This process is commonplace in many industries
such as electronics, manufacturing, petrochemical, pharmaceuticals etc,
where it is known as Research and Development (R&D). These industries
have huge R&D departments and divisions with large budgets allocated
just for the very purpose of improving so that they can offer something
better or cheaper than their competitors. However, in the construction
industry it is rarely practised since few consultants or contractors are
willing to fund or invest in R&D knowing that any commercial advantages
gained would be short lived. Few Engineers or Contractors are willing to
jeopardise their reputations by attempting something new at the risk of it
failing or being unable to complete the project successfully, and instead
tend towards proven techniques and materials.
Neither Engineers nor Contractors attempt to look towards other fields of
engineering outside of their civil engineering domain, to see if other
technologies which have already been proven can be used on civil
engineering projects. There is much knowledge to be learnt from this type
of continuous improvement since it is cost effective and fast. Areas that
can be explored should not just be limited to design or equipment and
methods, but management skills also. Topics such as project scheduling,
budget, safety and quality are all worthy topics for study including their
planning, implementation and monitoring.
1.2 The Kuala Lumpur Monorail Project
The Kuala Lumpur Monorail (KLM)
Project was a pioneer project in many
ways
with
new
advances
in
engineering,
construction
and
management, not just by Malaysian
standards, but at an international level
also. Although KLM was the first large
scale Monorail project in Malaysia, the
Monorail technology has been used
elsewhere in the world for more than
forty years. However, some of the
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Page 3 of 25
Photo 2: The Sungai Long Precasting Yard was established specifically for casting Guideway
Beams using state of the art technology
The beams are precast in a purpose built factory near Sungai Long, from where
they are transported to the city using multiaxle transporters ready for their
subsequent erection. The lifting and placing of the beams is typically done at
night using two telescopic mobile cranes and then held in place by a
sophisticated temporary works system which will stabilise the beam and allow
beams to be adjusted later to their final position prior to continuity works.
3.0 DESIGN
Different contractors submitted their bid for the construction of KL Monorail
Guideway Beams. Genesis Structural Systems Sdn Bhd (GSS) teamed up with
Khler+Seitz Beraten und Planen GmbH (K+S) to submit a proposal and
establish an estimated construction cost. All existing information, which had
been produced by earlier parties, was evaluated/checked and then K+S
provided GSS with a guaranteed Bill of Quantities to price. As a result, the bid
by GSS was the lowest and GSS was awarded with the Design & Construct
package for KL Monorail Guideway Beam. The early creation of a close working
relationship between contractor and consultant prior to contract award enabled
a competitive proposal to be made.
After award of the works to GSS, an agreement between GSS & K+S was
finalized and the design works could start. The first step was to study/evaluate
the works previously performed by others and to look for areas of improvement
as it is always good to learn from the experiences of others.
3.1 Methodology and Buildability,
It is paramount that the construction methodology be thought out at the
onset of any project and continuously throughout the duration of the
project particularly as new and different situations and locations present
themselves. With a wide variety of span combinations and alignment
geometry shared with differing topography on site, the methods of
construction were required to be flexible enough to suit the stringent
requirements of the permanent works design. However, it was also
necessary for the permanent works to be tailored to suit the methodology
in some cases.
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Page 5 of 25
With such an array of loadings to apply to more than eighty unique frames,
the selection of a software package(s) which could model all of these
criteria together with the soil interaction from the fixed piers within the
portal frame type structure, was crucial. The software that was used was
called Sofistik which allowed all of the forces to be applied to each three
dimensional frame model, including an auto loader to simulate the moving
train.
The software also provided all the necessary details for the prestressing
design including post-tensioning forces, losses and expected tendon
extensions. The design required a time dependent analysis for the creep
and shrinkage effects since the construction method required several
stages of prestressing at different phases of the construction, as well as
different support conditions during lifting, storage, transportation and
placement. The software was able to provide all this and allowed the input
for each frame to be entered using various template formats to make the
whole analysis process more efficient.
The design process would have been considerably more tedious and time
consuming if the design team had not decided to invest time and money in
new software and consequently new technology.
3.4 Preparation of Detailed Construction Drawings.
It is the conviction of K+S that shop-drawings need to be prepared by the
Consultant/Designer since they are in the best position and understanding
of critical construction details.
Ambiguities, misunderstandings and confusion during the construction
execution are eliminated via fully descriptive shop drawings to enhance to
overall construction quality. More important, detailed shop-drawings help
to avoid cost overruns. One must remember that the majority of the project
cost is spent on site. Any design related problems encountered during the
construction process are extremely costly and delay the project
completion. Further, having many site-meetings to discuss technical
issues binds resources of top personnel that could be used elsewhere
more effectively.
While developing difficult details on the drafting board, possible problems
can be addressed and counter-measures can be taken already during the
design stage. If necessary, due to geometric problems in the
reinforcement/prestressing arrangement, a different design approach may
have to be taken. This proves to be of no major problem during the design
stage but is a major headache during the actual construction as it is
difficult to make major changes by then.
Page 6 of 25
K+S prepared for each frame an overview drawing showing the following
information:
Plan layout and elevation
Continuity prestressing detail
Joint details
Bearing schedule
Height levels
Beam weights
Further, K+S prepares for each & every beam reinforcement-drawings
showing the following information:
Reinforcement details
Prestressing tendon profiles
Inserts & cast-in-items for Lifting and E&M System
Bar-bending schedules
In addition to the above, various sequence drawings and standard details
are prepared to compliment the reinforcement drawings.
Page 7 of 25
Page 8 of 25
Page 9 of 25
Adjust top
chamfer level
Concrete
Trough
Adjust Soffit
Master Panel
Upper
turnbuckle
Pivot
Lower
Turnbuckle
Page 10 of 25
3.00
1.00
2.00
Jack Nr.
x cell (P1)
inclination(deg)
-14
-17.500
- 1.961
- 1.999
1.105
-13
-16.250
- 1.965
- 2.002
1.055
-12
-15.000
- 1.977
- 2.009
0.898
-11
-13.750
- 1.987
- 2.013
0.741
-10
-12.500
- 1.994
- 2.015
0.584
- 9
-11.250
- 2.000
- 2.015
0.427
- 8
-10.000
- 2.003
- 2.013
0.269
- 7
- 8.750
- 2.005
- 2.009
0.110
- 6
- 7.500
- 2.006
- 2.004
-0.048
- 5
- 6.250
- 2.006
- 1.998
-0.207
- 4
- 5.000
- 2.004
- 1.992
-0.367
- 3
- 3.750
- 2.003
- 1.984
-0.526
- 2
- 2.500
- 2.001
- 1.977
-0.686
- 1
- 1.250
- 1.999
- 1.973
-0.748
0.000
- 1.997
- 1.971
-0.748
1.250
- 1.996
- 1.970
-0.748
2.500
- 1.994
- 1.968
-0.748
3.750
- 1.992
- 1.966
-0.748
5.000
- 1.991
- 1.965
-0.748
6.250
- 1.989
- 1.963
-0.748
7.500
- 1.988
- 1.962
-0.748
8.750
- 1.986
- 1.960
-0.748
10.000
- 1.984
- 1.958
-0.748
11.250
- 1.983
- 1.957
-0.748
10
12.500
- 1.981
- 1.955
-0.748
11
13.750
- 1.980
- 1.954
-0.748
12
15.000
- 1.978
- 1.952
-0.748
13
16.250
- 1.976
- 1.950
-0.748
Cell axis
jack
length
z
Y
jack
ref(y )
Lateral Panel
z
ax is lev el 1
jack length 1
inclination(deg)
ax is lev el 2
jack length 2
jack reference
Page 11 of 25
The beam transport, lifting, stabilising and adjustment methods for this project
are probably what make the KLM stand apart from other Monorail projects. The
longer spans, tighter radii (68m on mainline) and continuous span
arrangements required extensive design and development of the temporary
works equipment necessary.
The curvature of the beams presents the obvious problem of managing a
displaced centre of gravity at every stage of construction, from lifting the beams
from the mould to storage in the casting yard, to maintaining their stability
during transport and subsequent placement on the crosshead supports. This
can only be done by studying the location and conditions of the supports, which
vary for all these situations and are further complicated by the different
curvatures and superelevations that occur on transition beams.
5.1 Lifting Beams from Mould
Special lifting brackets were utilised in the casting yard (Photo 6) that
could be preset to counter
balance the offset centre of
gravity.
The
amount
of
adjustment
and
subsequent
torsional forces in bracket and
beam were reduced by moving
the lifting positions in from either
end. These positions were shown
on the detailed shop drawings,
having
previously
been
calculated. This also had the
effect of reducing the sagging
moments during early stage
lifting. These identified positions
Photo 6: Special lifting brackets designed
for lifting the curved beams from the
were also used for supporting
moulds
were one of the many items of
the beams during storage and
special equipment required for the
transport.
guideway construction.
8.85m
Y
Centre of
gravity
Alpha-L
8.85m
Alpha-R
e-R
e-L
K5
K6
e-L = 0.061m
e = 0.060m
e-R = 0.061m
Page 12 of 25
Line
Draw
Bar
Axle
Module 1
Steering
Header
Beam
Module 2
Suspension Pivot
Hydraulic
Suspension
Cylinder
Air Brake
Tyre
Page 13 of 25
loads. The transporters used for this project were hauled using heavy duty
prime movers equipped with powerful 500bhp engines with torque
converters and special gearboxes to give maximum power and control.
Figures 5a, b, c and d illustrate some of the basic features of multi-axle
transporters.
(Self propelled transporters with onboard drive systems, fully computer
controlled steering and suspension systems are also available and can be
used to pick up and move complete bridges weighing thousands of
tonnes.)
The design of the interface between the beam and transporter is crucial
since it must accommodate the variable geometry, restraining forces
required to stabilise the beam, together with the dynamic movements of
the transporter as it negotiates the bends, gradients and junctions along
the route from Sungai Long to the city. It was imperative to design an
interface that would not only transmit the huge loads into the transporter
correctly and safely but also had to ensure that dynamic forces transmitted
back into the beam were controlled and considered by the beam designer.
This critical interface was developed through team effort between
specialist consultant, specialist transport equipment supplier and
permanent works engineer and resulted in the design and fabrication of a
set of smart bolsters and brackets that could be used for any type of
guideway beam.
5.3 Beam Lifting
The heavy lifting operations
played a significant role in
shaping the success of the
KLM with more than 800
lifts totalling more than
75,000 tonnes (including
station
spine
beam
elements) it was imperative
to select the correct type
and capacity of crane for
each and every lift. The
logistical constraints of
Photo 7: A combination of 160 tonnes and 300
working in the city with the
t
onnes
capacity were used with some other cranes
many
tight
roads,
used from time to time including a massive 350t
sidewalks, trees and street
Manitowoc 4100 Ringer crane to place beams over
furniture as well as the
the River Klang.
buried utilities was a
fundamental part of the equipment selection and lift planning. Generally,
two telescopic mobile cranes were used in tandem lifting to place the
beams. A combination of 160 tonnes and 300 tonnes capacity were used
with some other cranes used from time to time including a massive 350t
Manitowoc 4100 Ringer crane to place beams over the River Klang.
Page 14 of 25
As with the transportation, the interface between crane and beam was
another vital element to the success and safety of the operation. This
lifting bracket had to cope with the offset centre of gravity at a lifting
position that will be accessible from the crosshead such that it could be
removed after placing. The bracket was also designed to adjust for the
centre of gravity and tilt the beam to the correct superelevation whilst still
hanging from the crane hook. A basic operational requirement was that the
bracket must be quick and easy to install and remove to enable two beams
to be erected within the 11.00pm to 6.00am road closure time window.
In order to satisfy these criteria
the
bracket
incorporated
hydraulics to adjust the lifting
sling position on the bracket
whilst still maintaining full load.
Sufficient range of adjustment
had to be provided for all
variations
of
beam.
The
specialist
designer
worked
closely with the fabricator to
detail available materials and
practical
welding
details,
together with the hydraulics
supplier and operations team for
this safety critical piece of
equipment.
Prior to commencing the
fabrication a 1:5 scale model
was made with a steel beam
and various counterweights in
order to prove the geometrical
adjustments would be possible.
Page 15 of 25
the huge forces that can be expected when dealing with beams weighing
more than 100 tonnes.
This piece of equipment would require very careful thought and
understanding to ensure that all possible load combinations are
considered, and that every possible measure is taken to ensure that safety
is maximised. The system had to be practical and simple to install, use
and remove, and so development via close consultation with various
operations people who would be using it was essential. The end result was
a system which could stabilise and adjust the beam, provide working
access at all levels for placing and securing; survey and adjustment;
continuity stitching; and prestressing as well as installation of bearings. It
utilises the permanent prestressing bars used to secure the crosshead to
column connection, resulting in a safe and effective method of installation
that will accommodate the massive overturning moments experienced
when stabilising four curved beams.
Figure 7: The Beam Stability System was developed to stabilise and adjust the beam, provide
working access at all levels for placing and securing; surveying and adjustment; continuity
stitching; and prestressing as well as installation of bearings. Three dimensional computer
simulation was used to demonstrate all aspects of the functionality prior to fabrication
Upon finalising the design, the whole system was modelled on threedimensional CAD software so that every aspect of the system could be
simulated by the operation team to ensure that there would be sufficient
working space. A working test bed was constructed upon fabrication of the
prototype set of equipment in order to full load test the system prior to starting
production.
Page 16 of 25
The frame consists of a three span frame from the top of Sultan Sulaiman
TPSS (Traction Power Sub-Station) (pier position M4) to Pier M7 with Piers M5
and M6 located adjacent to the Mahameru Highway. The guideway, which is
following a route parallel to the nearby Klang River, will cross over the approach
abutment of an existing highway bridge that spans the Klang River, making it
difficult to find a favourable location for the M5 and M6 columns.
Following the completion of trial excavations and the determination of the
existing highway structure, the position of the pile caps and the column centres
could be finalised. Unfortunately it meant that a centre span of 50.0m would be
required with side spans of 25.85m and 25.0m. See Figure 8 - Site Layout and
Figure 9 - General Arrangement Drawing.
KLANG RIVER
EXISTING RETAINING WALL
M4
M5
EXISTING
BRIDGE
M6
MAHAMERU
HIGHWAY
SITE BOUNDARY
Page 17 of 25
M7
The first problem was that the longest mould in the precasting factory is only
capable of casting beams up to 44m in length, but the lifting equipment and
overhead gantries within the casting yard have a combined Safe Working Load
of 200t. Furthermore, the site was also extremely small, bordered by the Klang
River, highway embankment and highway structure as well as the Sultan
Sulaiman TPSS and adjoining property boundaries. Positioning the cranes is
always a difficult task; however positioning cranes in such a way so to enable
the beam transporter to get into position to deliver the beam within picking
radius of the crane only compounds the planning problem.
The detailed planning for these types of operations is essential since the
boundary conditions of the design are so critical there is no room of error or
mistakes.
The design and construction of this section of the guideway structure would test
every aspect of the design and construction process requiring an integrated,
well planned and managed effort by all members of the team.
6.1 Launching
The position and capacity of the crane was a driving influence for the
whole operation and with such tight space constraints minimum lifting
radius was as critical as maximum radius. The planning of this operation
was only made possible by the extensive use of CAD, in order to simulate
every position of the transporter, crane and beam so that clearance could
be checked from site boundary conditions, the TPSS building structure
and beam stability system.
A detailed site topographical survey was undertaken and plotted
electronically together with the building layout plans to provide the basis of
the crane rigging drawing.
The lifting positions on the beam were very important since the side spans
were cantilever beams, which would not allow lifting at the tip since this
would cause a temporary sagging moment in the beam opposite to the
hogging resistance provided by the permanent prestressing tendons.
However by moving the lifting position of the first crane back towards the
M5 support the weight distribution between cranes would differ
dramatically and require a lift which would be close to the capacity of the
300t Liebherr LT1300 crane. Furthermore, the second crane, a similar
300t crane would also be working close to its capacity when placing the
furthest most beam; having to reach over the building without hitting the
structure with the main boom.
The only possible position for the crane meant that the outriggers would
prevent the transporter from delivering the beam to the required picking
position. Therefore, a special solution was discussed and worked out
between transport supplier and crane supplier whereby the beam could be
Page 18 of 25
self-off-loaded first. This method required setting the cranes in position first
and then retracting the obstructing outriggers. The beam transporter was
then pushed into position and a set of temporary steel transfer beams
were set under the beam with supports on either side of the trailer. By
using the hydraulic suspension of the trailer, it was possible to lower the
trailer and leave the beam supported by the temporary transfer beams.
This self-off-load operation allowed the transporter to be removed and
the crane outriggers extended below the beam. The crane was then fully
rigged complete with full 60t counterweights and the first phase of the
lifting operation proceeded.
KLANG RIVER
EXISTING RETAINING WALL
M5
M4
EXISTING
HIGHWAY
BRIDGE
MAHAMERU
HIGHWAY
EMBANKMENT
CRANE 1
CRANE 2
SITE BOUNDARY
KLANG RIVER
EXISTING RETAINING WALL
M5
M4
EXISTING
HIGHWAY
BRIDGE
CRANE 2
CR ANE 1
SITE BOUNDARY
Page 19 of 25
MAHAMERU
HIGHWAY
EMBANKMENT
KLANG RIVER
EXISTING RETAINING WALL
M5
M4
EXISTING
HIGHWAY
BRIDGE
R=
CRANE 1
m
4.0
R=
CRANE 2
MAHAMERU
HIGHWAY
EMBANKMENT
7m
5.
SITE BOUNDARY
KLANG RIVER
EXISTING RETAINING WALL
EXISTING
HIGHWAY
BRIDGE
CRANE 1
R= 9
.4m
R=
CRANE 2
MAHAMERU
HIGHWAY
EMBANKMENT
8. 5
m
M5
M4
SITE BOUNDARY
KLANG RIVER
EXISTING RETAINING WALL
M5
M4
SULTAN SULAIMAN TPSS
E 1 4m
CRAN R= 6.
CRANE 2
R= 9
.4m
EXISTING
HIGHWAY
BRIDGE
SITE BOUNDARY
Page 20 of 25
MAHAMERU
HIGHWAY
EMBANKMENT
KLANG RIVER
EXISTING RETAINING WALL
E1
CRAN
8.
7m
R=
M5
M4
EXISTING
HIGHWAY
BRIDGE
MAHAMERU
HIGHWAY
EMBANKMENT
R= 13
.0m
CRANE 2
SITE BOUNDARY
The capacity requirements were so critical that it was necessary to lift the
furthest beam first onto the near position, reset crane 1, and lift again to
the far position. The second beam was then lifted in a similar manner to
the first by self-off-loading prior to fully rigging the crane.
Photo 9: The multi-functional beam stability system ready to receive M4-M5 Beam.
M6-M7 beams can be seen in the background
Page 21 of 25
This operation would not have been possible if it was not for the combined
effort of transporter and lifter, who fully understood and maximised the
capabilities of their equipment by planning every detail and working
together as a team.
6.2 Bearings
For this particular frame, the connection at M5 and M6 should have been
fixed, however, it was not possible to have a typical RC stitching joint
connecting crosshead and beam together. The only solution was to use
some form of a mechanical connection such as a bearing. Furthermore,
due to the long centre span and short side spans there was a requirement
for the end piers to have bearings that would provide the necessary lateral
restraint,
longitudinal
movement and uplift forces
under
certain
load
combinations.
Page 23 of 25
Page 24 of 25
7.0 CONCLUSION
Some of the achievements made on the Kuala Lumpur Monorail Guideway
Beam construction were only made possible through teamwork and
determination to develop new systems and methods of construction not
previously used before.
Many of the systems including precasting moulds, transport, lifting and stability
temporary works equipment were developed specifically for KLM and many
aspects are unique. The study and advancement in the temporary works
technology for this project has been at the heart of the success of the KLM
guideway construction.
One of the key factors to the successful efforts by the whole team has been
through increased communication and the use of electronic media. In fact
almost all of the design activities by K+S were undertaken in Germany and
every document, drawing and detail were sent via email and then printed in
Malaysia.
Communication with suppliers and specialist consultants was also effected in
this manner with lifting and rigging plans, shop drawings and calculations for
bearings and fabrication drawings for temporary works equipment all being
transmitted to the team members via email. Through the use of .pdf formats and
plot files, the designer was assured that the information would be received just
as he had intended, and it could not be altered later by those with itchy fingers!
The use of electronic communication was very effective and fast when dealing
with queries from site personnel, which could be directed straight to the
designer and where necessary replies or revised details could be issued almost
immediately.
With so many projects becoming more complex and the demands from clients
to become more innovative and cost effective ever increasing, the exploration of
new technology and a more efficient method of working via teamwork have now
become a pre-requisite for todays projects.
Page 25 of 25