Sustainable Design N Constn - 2nd Penang Bridge-PUO

Executive Talk : The Advantages of The Second Penang Bridge Design & Construction
THE SECOND PENANG BRIDGE:

KERAJAAN
MALAYSIA
SUSTAINABLE DESIGN & CONSTRUCTION
Presented by : Dato’ Ir. Dr. Ismail Mohamed Taib,

LEMBAGA LEBUHRAYA
Managing Director, Jambatan Kedua Sdn Bhd
MALAYSIA
18th December 2014

Politeknik Ungku Omar, Perak
JAMBATAN KEDUA
SDN BHD
Content JAMBATAN KEDUA SDN. BHD. (824573-U)
Wholly owned by Minister of Finance, Incorporated
 Abstract
 Project Introduction
 Project Details
 Sustainable Development
i. Social Progress
ii. Economic Activity
iii. Environmental Responsibility
 Achievements
 Site Progress Photographs
 Abstract JAMBATAN KEDUA SDN. BHD. (824573-U)
 Jambatan Kedua Sdn Bhd (JKSB), a wholly-owned company of

the Minister of Finance (MoF Inc.) is the concessionaire for the
Second Penang Bridge Project (PB2X).
 The bridge with the cost of RM4.5 billion was crowned as the
longest in South-East Asia with a total length of 16.9 km over
water.
 The construction of PB2X commenced in November, 2008 was
open to traffic on 1st March 2014.
 The Project faces various challenges in applying sustainability to
both design, construction, operation and maintenance.
 It is also pioneering in Malaysia to

be fully designed for seismic load
for a 475 year return period
earthquake and a 2500 year
return period earthquake with "no
collapse” criteria.
 Project Introduction JAMBATAN KEDUA SDN. BHD. (824573-U)
 The Second Penang Bridge was constructed to improve trade

efficiency and enhance logistics systems by providing better
connectivity and accessibility to Penang International Airport.
 The bridge alleviate the current overloaded traffic at the
existing bridge and to meet the future traffic demand, apart
from being one of the key elements in the development of
Penang as logistics and transportation hub for the Northern
Region of Malaysia under the Northern Corridor Economic
Region (NCER) programme.
 Feasibility Study on the Project

started under the 8th Malaysia Plan
and completed in 2002.
 The preliminary Environment Impact
Assessment study was undertaken for
the project and approved by the
Department of Environment in 2007.
Project Alignment JAMBATAN KEDUA SDN. BHD. (824573-U)
Existing Penang Bridge Legend:

Existing Penang Bridge
PENANG North South Expressway (PLUS)
ISLAND Package 1&2
Package 3
(Batu Maung) 8.4 km Marine Bridge
Land Expressway
PULAU
JEREJAK
NAVIGATIONAL
SPAN
0.
1+
00
0.
Second Penang Bridge

2+
3+
00
00
0.
PULAU
0.
4+
00
AMAN
0.
5+
00
0.
6+
00
7+00
0.
8+000
9+000
0.
10+
23
11
000
.
+0
+0
00
22+
.
00
000
12
.
.
+0
00
13
21+
+0
00
20+00
000
.
19+00
14
18+00
17+00
+0
.
15+00
16+00
0.
00
0.
.
0.
0.
0.
0.
MAIN LAND
(Batu Kawan)
Overall Project Organization JAMBATAN KEDUA SDN. BHD. (824573-U)
THE SECOND PENANG BRIDGE: SUSTAINABLE DESIGN, CONSTRUCTION AND OPERATION

Work Packages Diagram JAMBATAN KEDUA SDN. BHD. (824573-U)
Integrated Toll System
Package 1 : Main Navigation Span &

Substructure & Foundation Works for
Package 3A: Approach Spans.
Conventional Package 3B,3C,3D,3E, 3F & 3G
Contract Package 2: Superstructure Works of Approach Conventional Contract
Spans.
Design & Build

Work Packages Layout JAMBATAN KEDUA SDN. BHD. (824573-U)
BATU KAWAN EXPRESSWAYS
PENANG ISLAND PULAU

(BATU MAUNG) JEREJAK BATU KAWAN TRUMPET
INTERCHANGE
P24-P27
P0
0.
MAIN NAVIGATIONAL SPAN

1+
00
0.
2+
3+
00
PACKAGE 3C
0
0.
00
PULAU
.
+04
AMAN
0. 0
5 +00
0.
6+
PACKAGE 3A MAIN LAND

00
7+00
0.
8+000
(BATU KAWAN)
9+000
0.
10+
23
11
000
.
+0
+0
00
22+
.
00
1
000
.
2+
.
.
00 0
13
.
21+
+0
00
20+00
P292
000
.
19+00
14
18+00
17+00
+
.
00
15+00
16+00
0.
0.
0.
0.
BATU MAUNG INTERCHANGE
0.
0.
0.
PLUS TOLL
PB2X TOLL PLAZA
PLAZA
PACKAGE 3E & 3F
Design Features JAMBATAN KEDUA SDN. BHD. (824573-U)
 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 Cast in-situ Cable-Stayed Bridge
P24 to P27 = 117.5m + 240m + 117.5m
p26 = 475m.
p25
p27
Height Clearance: 30m
p24 117.5 m
Navigation Channel: 150m
240 m
117.5 m 30 m
150 m
P0 to P24 = 24 span x 55m
Navigation Channel = 1,320m.
Approach Span P27 to P292 = 265 span x 55m
•Substructure = 14,575m.
Height Clearance :
• Low Piers: 6m
• High Piers: 6m to 21.6m
•Superstructure Pre-cast Prestressed Segmental Box Girder

= 8,092 nos.
Comparison between Existing &
Second Penang Bridge JAMBATAN KEDUA SDN. BHD. (824573-U)
Existing Penang Bridge Second Penang Bridge

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 - Main Navigation Span Cable-stayed concrete
girder bridge girder bridge
- Approach Span Beam and slab deck - Approach Span Box girder bridge
bridge
Main Navigation Span 117.5m + 240m +
Main Navigation Span 107.5m + 225m + 117.5m
107.5m
Main Navigation Span Ship Man-made island Main Navigation Span Ship Steel Fender system
Protection Protection
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 Traffic Loading to UK BD 37/2001, 45 units HB
along centreline of carriageway unguided
Seismic design: Seismic design:
475 year event 475 year event
-Ground peak acceleration: 0.075 g -Ground peak acceleration: 0.1773 g
2500 year event - no collapse 2500 year event - no collapse
-Ground peak 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
High performance concrete: RCPT less than 800

Normal concrete
Coulombs for 56 days

Design Concrete Strength: Design Concrete Strength:
Spun pile : 50 N/mm2 Spun pile : 80 N/mm2
Pile cap : 30 N/mm2 Pile cap : 40 N/mm2
Pylon : 40 N/mm2 Pylon : 50 N/mm2
I-Beam : 40 N/mm2 Box girder : 55 N/mm2
Slab : 30 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: Degree of compaction for earth embankment:
95 % : 0.75m below formation level 100%
90 % : remainder
Settlement criteria for earth embankment: Settlement criteria for earth embankment:
367 mm in 5 years 50 mm in 20 years
Pavement IRR Index: Not specified Pavement IRR Index: 2m/km

 Sustainable Development JAMBATAN KEDUA SDN. BHD. (824573-U)
Sustainable development is an enduring balanced approach

to social progress, economic activity and environmental
responsibility.
Social
Sustainable
Environment Economic
Contributing Toward Sustainable
Development JAMBATAN KEDUA SDN. BHD. (824573-U)
Factors that encompass sustainable development in the Second

Penang Bridge project include:
• The new route is anticipated to promote economic and social
integration throughout the northern region.
• High standards of environmental protection are incorporated into

the project while flora and fauna are closely monitored to avoid
changes to the sensitive marine environment.
• The construction of the bridge engaged the regional construction

industry, pioneered high standards of quality and safety as well as
an initiated local employment programme to promote transfer of
technology.
• IBS concept and minimal maintenance approach are introduced in

the planning, design and construction of the bridge to promote
sustainable development.
JAMBATAN KEDUA SDN. BHD. (824573-U)
Social Progress
i. Stakeholder communication and
involvement
ii. Occupational Safety
iii. Public Road Safety
iv. Bridge Optimization
v. Bridge Durability
Stakeholder Communication and
Involvement JAMBATAN KEDUA SDN. BHD. (824573-U)
• Ministry of Finance, Unit Kerjasama Awam Swasta (UKAS), Ministry of

Works (JKR) and Malaysian Highway Authority (MHA) are advised on the
status of the project on regular basis.
• Monthly Coordination meetings are held regularly
with MHA and government agencies to solve
project issues and to ensure compliance with
regulatory bodies requirements.
• The public, factory owners, marine department
and other local authorities are informed well in
advance of any disruptions caused by construction
activities through meetings and correspondences.
• I-supervision was implemented to monitor the
construction progress at site and for public to view
via JKSB website.
I-Supervision
Occupational Safety JAMBATAN KEDUA SDN. BHD. (824573-U)
• Safety measures are implemented which

include detailed planning of construction
activities, safety training and education,
inspections by safety officers and health
checks.
• A well balanced training/ penalty/ award
system is utilized to keep all management
staff and workers up to date with the latest
HSE standards and to ensure their
compliance.
• Safety features during construction is of prime concern, the recorded Lost
Time Accident Rate (LTAR) at Second Penang Bridge is 8.98
Nos./million.Hr on the entire project.
• By comparison, one of Europe safest record is accorded to the 12km
Oresund Crossing (connecting Sweden & Denmark) recording 11
Nos/million.Hr with 1 death case.
(Case study 49; Aspect of Sustainability, Oresund Bridge, Sweden & Denmark; January 2009 49cs:V1 )
Ramp Collapse Incident at Second
Penang Bridge Project. JAMBATAN KEDUA SDN. BHD. (824573-U)
6 June 2013 @ 7pm – Collapse incident at Elevated Ramp No. 2 at Span

no. 3 (R2/ P6 to R2/ P7) at Package 3A – 1 fatality and 3 injured.
Series of Load Test at Second Penang Bridge Project
Load Test was done as follows:

1. Package 2- on 22 to 26 April 2013 with load weight of 120 tonnes.
 Heavy Vehicle Load Test: Deflection theory is 5.5mm with actual

reading of 7.12mm.
 Normal Vehicle Load Test: Deflection theory is 2.0mm with actual
reading of 1.46mm.
2. Package 1 - on 17 Oct 2013 on the Main Span with load weight of 595
tonnes.
 The first load test in Malaysia for new bridge before opening to the
public.
 Vertical Deflection: Theory is 31mm, with actual reading of 17.7mm.
3. Package 3A – on 10 Dec 2013 at Ramp 2 with load weight of 360 tonnes.
 The collapsed incident is independent to the permanent structure.

To get public confidence on to the safety of the ramp.
 Deflection theory is 10.65mm with the actual reading of maximum
deflection 8.4mm.
Incident During Construction at First
Penang Bridge Project. JAMBATAN KEDUA SDN. BHD. (824573-U)
Bridge Collapsed During Construction in
Trondheim, Norway. JAMBATAN KEDUA SDN. BHD. (824573-U)
• 8th May 2013, two persons killed and five

others were injured after a bridge under
construction collapsed in the Trondheim
area of Norway.
• Probable cause of collapse is the failure of
scaffolding works.
Public Road Safety JAMBATAN KEDUA SDN. BHD. (824573-U)
• Traffic management system is implemented at the Second Penang Bridge. It

controls and manages 24 hours a day through a central traffic control and
monitoring and Closed Circuit Television (CCTV) installed at the toll plazas,
interchanges and strategic locations along the expressway. The main use of
CCTV is to provide the operator by means of viewing traffic flow and detecting
traffic problems.
• Minconsult Sdn Bhd (C&S Consultant) has been

appointed as the Road Safety Auditor to ensure
that the Second Penang Bridge is in compliance
with the Stage I to IV Safety Audit in ‘Guideline
for Safety Audit of Roads in Malaysia”.
• Implementation of Multi-Lane Free Flow
(MLFF) system will reduce traffic congestion at
toll plazas as the system allows free flow high
speed toll system.
MLFF system
Public Road Safety JAMBATAN KEDUA SDN. BHD. (824573-U)
Cont’d
• Standard Guardrails with level TL3 is upgraded to level TL4 at strategic locations
to ensure that in the event of an accident, heavy vehicles are contained.
• Motorcycle lane is separated from the main lane by NJB to protect vulnerable
motorcyclist.
NJB
Thrie Beam Guardrails
Bridge Optimization JAMBATAN KEDUA SDN. BHD. (824573-U)
Advantages of different types of foundation

a) 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)
b) 1.5m dia. Steel pile for approach bridge
 Have high load-carrying capacity for a given weight
of pile, which can reduce driving costs
 Driven to 80m length and cause little ground
displacement
 Easy to splice
c) 1m dia. Spun pile for low-level bridge
 Faster, prefabrication allows 65m length with no
site jointing.
 Efficient mass to strength ratio
 Piles can withstand high tension forces
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
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
and still aesthetically pleasing.
• The low piers are cast in one complete

operation using reusable steel formwork
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 pre-stressing
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 pre-stressing 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.
Bridge Durability JAMBATAN KEDUA SDN. BHD. (824573-U)
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 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

Cont’d
• 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.
Typical SHMS at a
cable-stayed bridge
Applying Silane coating to RC

Shell and Pier column
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 wax 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 – cont’d

• 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.
Cable Saddle
Anchorage
High Damping Rubber Bearing (HDRB)
• The Employer’s Requirement (ER) requires no

damage criteria for a 500 years return period.
In addition to this, a requirement of ‘no
collapse’ criteria for the most credible
earthquake (2500 years return period) was
also introduced.
HDRB –Section
• Detail design checking by Independent
Checking Engineer (ICE) indicated that spun
piles at the approach bridge of Package 1 could
only cater for the 500 years return period
earthquake. No plastic hinge forms as required
for ‘no collapse’ criteria of 2500 years return
period.
High Damping Rubber Bearing (HDRB) – cont’d
• Considering the current progress of works, it was decided that a

change of bridge bearing system shall be the best solution. The
original Pot Bearing system has to be replaced with High Damping
Rubber Bearing to provide an effective seismic isolation system.
• Elastomeric bearing have a low embodied energy per m² of the

bridge deck.
 HDRB was designed by Tun Abdul Razak Research Centre

(TARRC) at Brickendonbury, United Kingdom, a laboratory of the
Malaysian Rubber Board (MRB).
Bridge articulation for a 6 span module

 HDRB provides a simple and economical isolation system. It

possesses the low horizontal stiffness needed and is capable of safely
withstanding the large horizontal displacements imposed during an
earthquake. The bearing was designed to meet two sets of action as
per below:
o SLS non-seismic actions –

conformance with BS5400
o SLS non-seismic actions
simultaneous with a 2500-year
return period seismic event –
conformance with EN15129
Economic Activity
i. Local construction employment
ii. Usage of Local Materials
iii. Vocational Training
iv. Regional Economic Development
Economic Activity JAMBATAN KEDUA SDN. BHD. (824573-U)
Local Construction Employment

• Conventional Form of Contract is adopted for Package 3 (Land
Expressway Portion), to give the opportunity for local / ‘Bumiputera’
Contractor / Consultant to participate in such prestigious project and
to expose them in managing and executing mega project.
• To promote Bumiputera Contractors participation in the project,

certain percentage of works has been allocated:
Package % of Works
Package 2 30%
Package 3A 60%
Package 3B 30%
Package 3C 60%
Usage of Local Material

• The use of HDRB for the bridge bearing system promotes natural
rubber; abundantly produced in Malaysia.
• Except for the cable-stayed saddle and anchorage, and steel
fender, all other construction materials are obtained locally.
• The usage of local materials provides great advantage to the
project in terms of supplier availability and cost as well as
economic contribution to the nation.
Vocational Training
• To promote transfer of technology, an
employment programme is initiated to
train local people in order to meet the
skill level requirement of the project.
This include employing local engineers,
technicians, consultants and
construction workers.
• Weekly educational visits by
Government authorities, private
sectors and universities as part of the Site visit by University Students
programme to expose them in the
construction aspects of the mega
project.
• Young Engineers Scheme (YES) programme is introduced in Package 2
Contract to give opportunity to young engineers to get exposure in the
mega-scale construction project.
Regional Economic Development

 The bridge has reduce traffic volume on the First Penang Bridge
by 8%
 The bridge isa catalyst for development at the northern corridor
and also position the state as a transportation hub for the
northern region.
 Spur the economic growth at Batu Kawan and surrounding area.
 The route will become major passage for the movement of goods
to Penang ports and the international airport in which will
facilitate economic activity and also promote regional tourism
industry.
 It wil also contribute to accelerate economic transformation
under the Indonesia, Malaysia & Thailand Growth Triangle
programme (IMTGT).
Environmental Responsibility
i. High Environmental Standards
ii. Minimal Impact on water flow
iii. Green Building Technology
iv. Reducing the Impact of Dredging
v. Flora and Fauna Monitoring
vi. Habitat Creation
Environmental Responsibility JAMBATAN KEDUA SDN. BHD. (824573-U)
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).
CONSESSIONAIRE / INDEPENDENT FIA

INDEPENDENT EIA AUDITOR
PROJECT MANAGER CONSULTANT
ERE CONSULTING
GROUP Sdn. Bhd. JAMBATAN KEDUA FANLI Marine &
Package 1, 2 & 3 Sdn. Bhd. Consultancy Sdn Bhd
Design & Build Conventional
PACKAGE 1 PACKAGE 2 PACKAGE 3A PACKAGE 3B PACKAGE 3C

CHEC UEM Builders Cergas Murni IJM Corporation HRA Teguh
Construction (M)
Bhd. Sdn Bhd Berhad Sdn Bhd
Sdn. Bhd.
DREDGING AND
DISPOSAL OF
EIA & EMP EIA & EMP EIA & EMP EIA & EMP EIA & EMP
SPOIL MATERIAL
DR. Nik & R-SYNC Tech. YES Enviro CSK CSK
Associates Sdn Environmental
Resources Services Murni Murni
Bhd. Science
Sdn. Bhd. Sdn. Bhd. Services Services
i. High Environmental Standards – cont’d

• Most of the bridge sections including tubular steel piles, precast spun piles,
reinforcement caging, precast shell and Segmental Box Girder are IBS
components that are prefabricated on land to reduce the amount of time
spent at the bridging line and the risk of damaging or polluting the marine
environment.
Reinforcement Caging
Precast Spun Piles
Segmental
Box Girder
Precast Shell
ii. Minimal Impact On Water Flow

MAIN NAVIGATION SPANS
Substructure
Total pilecap : 4 nos
Pilecap size (P25 & P26): 48.1m x 17.5m x 6m
Pilecap size (P24 & P27): 42.7m x 10.6m x 4m
Steel Fender System

The steel fender system was adopted due to its environmental friendliness, cost
saving and shorter construction period.
ii. Minimal Impact On Water Flow – cont’d

Steel Fender System
Steel Fender Man-made Island
i) Easy to construct, hence i) Difficult to construct & much
shorter construction period longer construction period
ii) Compact thus does not restrict
the navigation passageway ii) Restrict navigation passageway
iii) Low impact on the environment iii) Occupy larger water area restricting
and existing hydrological condition tidal flow
due to its relatively small size
iii. Green Building Technology

Proposed Toll Plaza & Administrative Building Complex
• 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.
• The landscaping and the exterior look of the Toll Plaza are designed
in such a way that the trespassing light is eliminated by plants and
shaded area.
• Rain water from the roof of the building is harvested to supplement
the conventional water supply. The natural light is maximized for the
intermediate floors to minimize the usage of electricity. High
efficiency windows and insulation in walls, ceilings and floors are
used for the benefit of better temperature control.
iv. Reducing the impact of dredging

 The dredging activities have to be carried out due to shallow water conditions at
major portions of the bridge alignment which affect the barges movement for
piling, pier and launching activities.
PULAU
PINANG Dredging Location
PULAU MAINLAND
JEREJAK
BATU MAUNG
PROPOSED
BATU MAUNG
(BATU KAWAN)
TEMPORARY JETTY
DIRECTIONAL RAMPS BUKIT TAMBUN
TEMPORARY FABRICATION
PROPOSED YARD
0.
NAVIGATIONAL SPAN
1+
PROPOSED
00
0.
TRUMPET
2+
3+
00
00
INTERCHANGE
0.
0.
PULAU
+0 4
AT Km 154 NSE
0. 0
AMAN
5+
00 0
PROPOSED
.
6+
00
PENANG SECOND
7+00
0.
8+000
9+000
CROSSING BRIDGE PROPOSED

0.
10+
BATU KAWAN TEMPORARY
23
TOLL PLAZA PLUS TOLL
11
000
.
+0
JTTY
+0
22+
00
.
Dredged material disposal to PLAZA (EXIT)

00
000
12
.
.
.
+0
RSA
00
Pulau Kendi
13
.
21+
+0
00
20+00
000
.
19+00
1
18+00
4+
17+00
.
0
15+00
16+00
0.
00
0.
.
0.
0.
0.
0. MATERIAL STORAGE YARD
LEGEND
Dredging works for 270m width Temporary Navigational Channel

Total volume 11 million m³ of Dredged Materials
iv. Reducing the impact of dredging – cont’d
Cross Section of Main Dredged Channel
CL
Viaducts
Sea Water
Level
Sea Bed Level

-3.0m ACD -3.5m ACD
1:5 1:5 Barges Navigation1:5
Channel (BNC)
60m 170m 40m
270m Main Dredged Channel

(MDC)
Note:
National Geodetic Vertical Datum (NGVD)
Admiralty Chart Datum (ACD)
(+0.00 NGVD = +1.72m ACD)

• In total, 11 million m³ of material was dredged from the seabed in the
Penang Strait. Dredging was done carefully and spillage was minimised to
avoid suspended sediment that could shade and potentially endanger the
marine life.
• Disposal barge are monitor through:
 GPS
 Depth monitor
 Discharge opening sensor
Silt curtain was erected Dredging Work

and maintained properly
Environmental Monitoring and Auditing (EMA)

Base line data have been established by the respective Package 1 and 2 contractors
as referenced data for EMA for dredging and offshore disposal of spoils, piling,
construction machineries and equipment during the Construction Phase of the
Penang Second Bridge.
Location of Water Quality Sampling Points for the Location of Ambient

Sampling Works Monitoring Study Environmental Monitoring
Station
50
Package 1: EMA Consultant
R- Sync Technical Resources Sdn Bhd is appointed as the EMA Consultant for the
monitoring of dredging and offshore disposal of spoils during construction phase.
 The Scope of works cover:

o TSS mapping via satellite imagery
o Marine water quality monitoring at disposal site
o Marine water quality monitoring along transportation on route
o Composition of dredged materials
o Bathymetric survey at disposal site
o Final Environmental Audit
 Equipment used:
o Garmin GPS Receiver ( Model GPSMAP 76 CSx)

Package 1 : Location of Water Quality Sampling by R-Sync Sdn Bhd
Water Quality sampling location at

disposal route
Disposal Area
Result of Water Quality Sampling by R-Sync Sdn Bhd
All sampling locations generally

recorded a significant decrease in
TSS level compared to the baseline
level. This shows that the spoils
disposal activities are being carried
out in a proper manner.
April 2009 – March 2011

v. Flora & Fauna Monitoring

• Marine flora and fauna are monitored throughout the construction phase to
reduce demands and complaints from fishermen and fish farmers who
ostensibly incurred losses as a result of the bridge construction.
• To ensure the aquatic life is not effected by the construction of Second

Penang Bridge, Fanli Marine & Consultancy Ptd. Ltd. (Fanli) is appointed by
JKSB as an Independent Consultant to monitor the Fisheries Impact
Assessment (FIA) for this project. Fanli had earlier completed the base line
study in 2007 for the Fisheries Department.
Overview Fisheries Industry in Penang
 There are 17 fishing villages on the island and 14

fishing landing point on the main land.
 In 2007, marine fisheries catch in Penang
amounted to 37,774 tonnes worth RM 218.9
million.
 The industry provides livelihood to nearly 3,193
fulltime fishermen.
v. Flora & Fauna Monitoring – cont’d

Location of Fisheries Landing Points Fisheries Location
Location of Cockle Farms
Location of Cage
Culture Farms
Independent Consultant of Fisheries Impact Assessment (FIA)

 Fanli scope of works cover:
o To assess on the impact of construction activities on fishing and fish farming
communities within the impact zone.
o To propose the mitigation measures
• Monitored at 1m below
surface
• Readings were collected
every minute for at least
10 minutes

Result of Water Quality in the fisheries landing point
Salinity (ppt) level at

Temperature (°C) Study Area
levels at Study Area
Previous Study
Current Study
Dissolved Oxygen
(mg/L) levels at Study
Area
• Generally, most parameters were recorded within suitable range for marine
environment and fisheries purposes
vi. Habitat Creation

 Research by Lund University in Sweden has discovered
that the Oresund Bridge connecting Denmark and
Sweden has improved the Marine Environment in 10
years since it was built.
 In the Second Penang Bridge, aquatic life such as
algae, oysters, fishes are found abundantly around the
newly driven piles.
 They become food for fish like the Longfin Bannerfish
(Heniochus acumiratus), Rock Grouper (Epinephelus
fasciatomaculosus) and White Cheeked Monocle Bream
(Scolopsis vosmeri) and the local “udang lipan”
(Stomatopod Crustacean).
 It has been recorded that towards the end of the
project, the number of fish and invertebrate species
also found to increased from 9 to 23 and 4 to 12
respectively for four years of monitoring. As such, it
has been proven that the construction of Second
Penang Bridge does not affect the marine environment
of the surrounding area.
Learning From Good Practice JAMBATAN KEDUA SDN. BHD. (824573-U)
Contractor /
Role Signature Project
Consultant
CHEC Construction Main contractor • The Donghai Bridge, China
(M) Sdn Bhd for Main 25.5km length over water cable-stayed bridge,
- subsidiary of China Navigation span the second longest cross sea bridge in the
Harbour and substructure world.
Engineering for approach span. • The Sutong Bridge, China
Company Ltd Cable stayed bridge with the longest main span
(CHEC) (1088m) in the world.
Highway Planning & Designer for CHEC • The Sutong Bridge, China
Design Institute, Construction (M) • The Hangzhou Gulf Bridge, China
China Sdn Bhd The world’s longest sea-crossing bridge (36km)
• The Xihoumen Bridge, China
The world’s second largest span suspension
bridge (1650m)
MMSB Submitting • Padma Multipurpose Bridge, Bangladesh

- Technical support engineer for CHEC A 6.15 km long two-level steel-truss road and
from AECOM Construction rail bridge (AECOM)
Malaysia and
AECOM Hong Kong
Learning From Good Practice JAMBATAN KEDUA SDN. BHD. (824573-U)
Contractor /
Role Signature Project
Consultant
ARUP Jururunding • Independent • Stonecutter Bridge, Hong Kong
Sdn Bhd Checking Engineer Cable stayed bridge with the second longest main span
- Technical support for Package 1& 2 (1018m) in the world
from ARUP Hong • Supervision • Forth Replacement Crossing, Scotland, UK
Kong Consultant for A 2.7 km cable-stayed bridge with three single column
Package 3 towers, wind shielding and a single deck carrying two
general lanes of traffic and hard shoulders in each
direction
MINCO Independent • Experience in 23 countries on the design of highways

Checking Engineer and infrastructures.
for Package 3 • Arch-Bridge crossing Wetland Lake, Putrajaya
• Jalan Duta Interchange, Kuala Lumpur
• New Klang Valley Tolled Expressway, Kuala Lumpur –
Tanjung Malim Expressway
Achievements of The Second Penang Bridge Project
–Road Engineering Excellence Award, 2014 JAMBATAN KEDUA SDN. BHD. (824573-U)
The Second Penang Bridge Project has been awarded with the Road
Engineering Excellence Award 2014 by REAM on 10 November 2014.
This award was introduced to confer recognition to the most
outstanding road engineering project built within Malaysia.
Geneva International Star for
Quality Award, 2014 JAMBATAN KEDUA SDN. BHD. (824573-U)
On 21 September, 2014, Managing Director, Dr. Ismail Mohamed

Taib on behalf Jambatan Kedua Sdn Bhd received the Geneva
International Star for Quality Award during International Star
Quality Convention in Geneva, 2014.
Malaysia Book of Records, 2014 JAMBATAN KEDUA SDN. BHD. (824573-U)
Jambatan Kedua Sdn Bhd has been

recognized by The Malaysia Book of
Records for achieving 15 numbers of
records established in the Second Penang
Bridge Project.
Award Ceremony during the opening ceremony of Second Penang Bridge

on 1st March 2014
Malaysia Book of Records, 2014 JAMBATAN KEDUA SDN. BHD. (824573-U)
15 Numbers of Records awarded to Second Penang Bridge Project :

1. Longest Bridge.
2. Longest Bridge Installed With High Damping Natural Rubber (HDNR) Bearing.
3. Deepest Bored Pile.
4. Biggest Statnamic Load Test Conducted.
5. First Highway Concessionaire Operating With Electric Car.
6. First Toll Plaza To Receive Platinum Green Building Index (GBI) Rating.
7. First Embankment Designed For An Upgraded Secondary Consolidation
Criteria.
8. First Bridge Installed With Seismic Expansion Joint.
9. First Bridge Install With Noise Reduction Seismic Expansion Joint.
10. First Third Generation Saddles For Main Span Stayed Cable Bridge.
11. Biggest Ethylene Tetrafluoroethylene (ETFE) Roof For The Toll Canopy.
12. Longest Pre-joint Precast Spun Concrete Pile.
13. First Tl-4 Movable Barrier Installed For The Bridge.
14. First Dynamic Road Signage Application (Interactive Traffic Information
System).
15. Biggest Non Vehicular Span Steel Arch.
Platinum Award – Green Building Index
Organization, 2014 JAMBATAN KEDUA SDN. BHD. (824573-U)
The Second Penang Bridge also has received a PLATINUM Award from
Green Building Index organization for its PB2X Toll Plaza.
Award Ceremony at Sime Darby Convention Centre, Kuala Lumpur on 27th

February 2014
The Green Apple Award, 2013 JAMBATAN KEDUA SDN. BHD. (824573-U)
The Second Penang Bridge has been awarded with The Green Apple
Award 2013 for the Built Environment and Architectural Heritage
from The Green Organization, UK. Jambatan Kedua Sdn Bhd also
entitled to be the Green Apple Ambassador for the year 2014.
Award Ceremony at National Self Built and Renovation Centre, Swindon on 24th June 2013
Photographs JAMBATAN KEDUA SDN. BHD. (824573-U)
Overall View of Jambatan Sultan Abdul Halim Mu’adzam Shah, Malaysia

(Second Penang Bridge)
View of Main Navigation Span at Night

Batu Maung Interchange

Cloverleaf Interchange
Trumpet Interchange
PB2X Toll Plaza

Bandar Cassia Toll Plaza

Conclusion JAMBATAN KEDUA SDN. BHD. (824573-U)
Despite its implementation in a fast track manner, the

Penang Bridge Second crossing was constructed to the highest
quality, considering health, safety, cost, sustainability and
environmental conservation.
Thank You
For Your Kind Attention

Sustainable Design N Constn - 2nd Penang Bridge-PUO

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Executive Talk : The Advantages of The Second Penang Bridge Design & Construction

THE SECOND PENANG BRIDGE:

Presented by : Dato’ Ir. Dr. Ismail Mohamed Taib,

18th December 2014

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

 It is also pioneering in Malaysia to

 The Second Penang Bridge was constructed to improve trade

 Feasibility Study on the Project

Existing Penang Bridge Legend:

Second Penang Bridge

THE SECOND PENANG BRIDGE: SUSTAINABLE DESIGN, CONSTRUCTION AND OPERATION

Integrated Toll System

Package 1 : Main Navigation Span &

Design & Build

BATU KAWAN EXPRESSWAYS

PENANG ISLAND PULAU

MAIN NAVIGATIONAL SPAN

PACKAGE 3A MAIN LAND

 Length of Bridge Over Water 16.9km

• High Piers: 6m to 21.6m

•Superstructure Pre-cast Prestressed Segmental Box Girder

Existing Penang Bridge Second Penang Bridge

Existing Penang Bridge Second Penang Bridge

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

No specific durability requirements Durability requirements to latest Eurocodes

High performance concrete: RCPT less than 800

Existing Penang Bridge Second Penang Bridge

Pavement IRR Index: Not specified Pavement IRR Index: 2m/km

Sustainable development is an enduring balanced approach

Factors that encompass sustainable development in the Second

• High standards of environmental protection are incorporated into

• The construction of the bridge engaged the regional construction

• IBS concept and minimal maintenance approach are introduced in

• Ministry of Finance, Unit Kerjasama Awam Swasta (UKAS), Ministry of

• Safety measures are implemented which

6 June 2013 @ 7pm – Collapse incident at Elevated Ramp No. 2 at Span

Load Test was done as follows:

 Heavy Vehicle Load Test: Deflection theory is 5.5mm with actual

3. Package 3A – on 10 Dec 2013 at Ramp 2 with load weight of 360 tonnes.

 The collapsed incident is independent to the permanent structure.

• 8th May 2013, two persons killed and five

• Traffic management system is implemented at the Second Penang Bridge. It

• Minconsult Sdn Bhd (C&S Consultant) has been

Advantages of different types of foundation

Substructure at the Approach Span – Pilecap,

• Pile caps, Columns and Crossheads are

• Total no of Piers – 289 nos at Approach

• The sections and shapes of the pile caps,

• The low piers are cast in one complete

Superstructure at the Approach Span – Segmental Box Girder

• The design has been highly optimized to minimize

Tubular Steel Piles View of Completed Piers View of Completed SBG

• Structural Health Monitoring System (SHMS) shall be used for preventive

Applying Silane coating to RC

Typical PSS cables

Third Barrier Second Barrier

Stay Cables – cont’d

High Damping Rubber Bearing (HDRB)

• The Employer’s Requirement (ER) requires no

High Damping Rubber Bearing (HDRB) – cont’d

• Considering the current progress of works, it was decided that a

• Elastomeric bearing have a low embodied energy per m² of the

High Damping Rubber Bearing (HDRB) – cont’d