Professional Documents
Culture Documents
BC Construction UTM
BC Construction UTM
To my beloved wife, Siti Shairra Zakaria, my children Nurul Asyikin, Mohd Amir
Arif, Nurul Amira, Mohd Amir Afiq………..
………………..thank you for your love, support and patience during this hard time.
ACKNOWLEDGEMENT
I am also would like to thank all the lecturers who have conducted the course
from the beginning and not hesitating to share their knowledge with us. I am grateful
to all my family members who are very understanding and have been patience with
me during my hard time. My fellow postgraduate students should also be recognized
for their support. My sincere appreciation also extends to all my colleagues and
others who have provided assistance at various occasions. Their views and tips are
useful indeed. Unfortunately, it is not possible to list all of them in this limited
space.
v
ABSTRACT
ABSTRAK
TABLE OF CONTENTS
DECLARATION ii
DEDICATION iii
ACKNOWLEDGEMENTS iv
ABSTRACT v
ABSTRAK vi
LIST OF TABLES xi
1 INTRODUCTION
1.1 Background 1
1.3 Objective 5
2.1 Introduction 9
4.1 Introduction 43
5 RESEARCH METHODOLOGY
5.1 Introduction 78
6.1 Introduction 84
7 DISCUSSION
REFERENCES 129
xi
APPENDICES 133
LIST OF TABLE
LIST OF FIGURES
4.2 Preparing the hardstand for gantry assembly near P13 and 47
P12 at Subang Kelana project
4.27 Stitch beam installed and stress to align the box girder 75
7.2 Close up of the above at the middle and left of the segment 111
7.6 Temporary blister at both left & right of the web for 113
temporary prestressing
7.7 The temporary staging for erection of half end of segment 114
at expansion joint pier design by contractor
7.9 Temporary nailing (tie down) pier segment to the pierhead 116
LIST OF APPENDICES
CHAPTER 1
INTRODUCTION
1.1 Background
Bridge construction using the precast post tension segmental box girder is
considered a new trend in Malaysia. This method of construction started with
construction of Light Rail Transit (LRT) viaduct in 1997, post tension box girder
start to gain recognition as a preferred method of construction of bridge within the
urban area. This similar construction follows by construction of Second Link Bridge
to Singapore, Bayan Baru By-pass, Butterworth Offshore ring Road, several bridges
in Kuala Lumpur such as Ampang-Kuala Lumpur Elevated Highway, SPRINT
Highway, Kerinci Link, New Pantai Expressway, Subang Kelana Link and so on.
The constructed box girder bridge has been utilizing several methods such as Span-
by-Span, Balanced Cantilever and Incremental Launching. This master project
explores the process of manufacturing the segmental box girder and the
construction/erection of the post tension precasted segmental box girder bridge using
balance cantilever method.
During the design stage, in normal practice, the main consultant design
normally will cater for permanent structure only. Any design for temporary work
such as temporary pre-stressing, segment modification, additional blister, check for
segment lifting, check for segment’s reinforcement for additional load, thickening of
2
top slab, etc, being carried out by the contractor and / or bridge specialist contractor.
The process of preparing shop drawing, review by consultant, resubmitting the
revised shop drawings, getting the shop drawing endorsed by Professional Engineer
always take a few round and time consuming before it could be approved and use for
manufacturing the segment.
FHWA (2005) in their Task Number 7.11 – Proper Detailing had addressed
the common problem in detailing of the segment that result in problem during
casting such as:
2. Nodes. All tensile reinforcing entering a structural node (Strut & Tie design)
should be adequately developed. Post-tensioning bars require some distance
from the free, perpendicular edge to become developed; cover requirements,
bar extension, nut and plate thickness can combine to shift a node off of the
center of the neutral axis of an entering thin wall element (e.g. web or slab
entering a diaphragm).
3
3. Appurtenances. Details for access openings, drains, lighting fixtures etc. are
often presented as separate details at the end of a plan set. These too should
be drawn to scale with the reinforcing from typical plan sheets prior to final
plan preparation. In complex projects, fully-integrated drawings may be
necessary. Access hatches should swing free of external tendons, plumbing
etc. Plumbing should be positioned so that it creates the least interference
with passageways in the box. Additional reinforcing should be added if the
element creates a disturbance in the flow of forces.
6. Jack Fit-Up. Hydraulic ram dimensions and stroke need to be accounted for
when locating tendon anchors within the box.
8. Temporary Drain Caps. Plans should specify a temporary plumbing line cap
at the top of the column to discourage solid waste disposal by construction
personnel.
9. Critter Guards. Roosting birds and varmints need to be kept out of the girder.
Expanded metal mesh mounted to a metal frame on the inside circumference
of the box (i.e. oriented in the planes of the webs and flanges) at expansion
joints has worked well. Transverse screens impede movement of
maintenance personnel through the box and should be avoided.
10. Future Post-Tensioning. During the design of the very first segmental
1.3 Objective
The aim of this master project is to study the system of the construction of
post tension precast box girder bridge using gantry launcher by Balance Cantilever
method.
1. This study is limited to the manufacturing of the segment by the short line
match-casting method.
2. The study is limited to the bridge construct using Post Tension Precasted
Segmental Box Girder erected using the gantry launcher by Balanced
Cantilever method.
6
Even though there are several method of construction of bridge for segmental
bridge, but the other method does not affected the modification of the segment and
structure.
The questionnaire survey has been conducted among the selected person
from the segment manufacturer and contractors in Malaysia to establish the problem
they faced in manufacturing the precast segment and erection of the segmental
bridge using the gantry launcher. A structured interview also has been conducted
with the segment manufacturer, contractors, consultant and the consultant’s
representative at site to seek their opinion and suggestion on how to improve the
construction procedures. The data compiled are analysed using simple frequency
method and Relative Index Analysis. Figure 1.1 shows the research methodology
procedure and sequence in this study.
Based on the analysis and finding, several recommendation have been made
in according to the objective that have been set off earlier. The recommendation
represent constructive proposals and suggestions on how to eliminate or at least
7
minimise the problem that have been determine, thus could also eliminate the
problem that may occurs during operation and maintenance.
START
DETERMINE
TITLE, AIM,
OBJECTIVE, SCOPE &
LIMITATION OF STUDY
LITERATURE REVIEW
DATA
COLLECTION
QUESTIONNAIRE INTERVIEW
ANALYSE
DATA
DISCUSSION
RECOMMENDATION
& CONCLUSION
END
CHAPTER 2
2.1 Introduction
Precast Segmental Box Girder has become a very popular method of bridge
construction in Malaysia nowadays. The advantages provided by this method have
benefited a lot of highway concession especially those constructing the bridge within
the urban area or crossing the river or wide valley.
The trend emerged in Malaysia when the first segmental bridge being
constructed for the Light Rail Transit (LRT) in Kuala Lumpur and secondly
followed by the Second Link to Singapore in Johor and Ampang-KL Elevated
Highway. The same method of construction using segmental box girder shows its
capabilities in easing the construction in urban area when it being use for MRR2,
Sprint Highway, Penchala Link, New Pantai Expressway, Bayan Baru bypass and
Butterworth Offshore Ring Road in Penang. This same method is now being use in
Subang Kelana Link which connecting Jalan Lapangan Terbang Subang crossing
Federal Highway to Subang Jaya/KESAS Highway.
to the site and hoisted into place. As the new segment is suspended in place by the
crane or gantry, workers install steel reinforced that attaches the new segment to
proceeding segment. Each segment of the bridge is design to accept connections
from both proceeding and succeeding segment. This process is repeated until the
span is completed. The details erection procedure is elaborated in detail in Chapter
4.
The post-tensioning method was originally invented in France and was used
in the construction of the Veudre Bridge in 1908 (Juan and Joseph, 2004). The post-
tensioning tendons of this structure were inspected in 1993 and were found to be in
good condition, free of corrosion. The first post-tensioned segmental bridge was also
built in France, over the River Marne in 1939. The use of this type of construction
increased significantly in Europe in the 1950s, and the technology made its way to
the U.S. in the 1970s.
The first segmental concrete bridge, built in 1950, was cast-in-place across
Lahn River in Balduinstein, Germany. The first precast segmental concrete bridge,
built in 1962, was built crossing Seine River, in France (Juan and Joseph, 2004;
FHWA, 2003; LoBuono, 2005).
The first precast segmental bridge built in US, in 1973 was built in Corpus
Christi, Texas. The first cast-in-place segmental bridge built in 1974 was built in San
Diego, California (Juan and Joseph, 2004). The Federal Highway Association of
U.S. Department of Transportation (2003) also reported the same history in their
Research Synthesis Statement on Segmental Concrete Bridge Design and
Construction Practices.
In the early developments of the segmental concrete bridge the iron and steel truss
toward outward from the supporting piers toward the midspan in as close to a
balanced condition as possible to prevent “tipping” of the entire, partially completed
structure. This method required only minimal falsework for support during
construction because most of the bridge’s weight was supported by the previously
constructed structure or pier. Resistance to tipping was provided by limiting the
unbalanced weight and either fixing the superstructure to the foundation or using
temporary support. This construction scheme was referred to as “canted lever” or
cantilever erection as shown in Figure 2.1.
Gunnar (2003) quoted the report by Menn (1990) that concrete segmental
bridges were built as early as 1925 (Plougastel Bridge) by French engineer
Freyssinet (1879-1962) who was among the first to implement prestressed concrete
in bridge construction. The adaptation of this kind of construction clearly indicates
the advantages compares to other in terms of cost, buildibility, highly functional and
aesthetically pleasing structure. It also being the most economical for long span
bridge, proven to be versatile and adaptable especially when the construction site is
restricted such as urban area, across the river etc (Vijay et al., 2004). Today
prestressing segmental concrete bridge is widely used method of construction and
has been cited as one of the most important developments in concrete bridge
construction (Richard et al., 2002).
The expansions of the segmental bridge technology were exhibited with the
increased in number of bridge project, together with the transformation of segmental
construction from R & D to widely accepted mass production environment. The
growth of Asian economy in 1990s has created a demand for more infrastructure
project for transportation with less impact to the environment and existing traffic.
Specialized erection equipment has been developed and large scale prefabricating
yard accommodate for the larger segmental concrete bridge. The Bang Nia
Expressway in Bangkok constructed in late 1990s is a 1200-span continuously for
50 km long viaduct costing about USD 1.0 billion (Juan and Joseph, 2004). The
demand also contributes by the decline in demand for steel bridge in favour of
prestressed concrete structure.
Other mega project in U.S., Canada and Europe such as Storaebelt and
Oresung Bridge in Denmark and Confederation Bridge in Canada gave a better
approach in mega segmental construction to new phenomenon in mega application
of heavy lifting technology due to the weight of concrete segment exceed 6803
metric tonne. Continuing of heavy lifting technology offer the prospect of increasing
span length and mean greater use of prefabrication yard to speed the erection time.
13
The vast majority of the early concrete cantilever bridges were box girders
due to the efficiency of the structural form and the stability inherent in the box cross
section configuration. Without the requirement for falsework, these early bridges
could be constructed at great heights above the ground. The development of high-
strength prestressing steels allowed construction of long spans. By the mid 1960s,
the first generation of prestressed concrete cantilever box girder bridges had
extended concrete girder bridge construction to spans of nearly 150 m (500 feet)
(Juan and Joseph, 2004)
Figure 2.1; Nineteenth century cantilever bridge construction (the Firth of Forth Bridge in
Scotland) (Juan and Joseph, 2004)
14
The post-tensioned precast segmental box girder bridge has proven to benefit
the highway concession/owner such as Public Works Department (PWD), Malaysian
Highway Authority (LLM), PLUS, SPRINT, and also to the contractors in the
following areas:
Consideration for choosing the segmental construction also governs by the following
criteria (FHWA, 2003):
5. Aesthetics.
Many bridge projects have tipped in the favour of segmental for their
simple elegance.
Past experience also has shown that segmental concrete bridges are
particularly suited to the following types of projects (Juan and Joseph, 2004):
4. Long span bridge over navigated waterway, long crossings over water or
crossing over waterways subject to scouring or unique hydraulic features.
Even though the segmental bridge construction has been the most acceptable
type of construction, it does not means that it was the safest bridge. The incident
happened to the sudden collapsed of Bickton Meadows footbridge in 1967 and
Ynys-y-Gwas Bridge in 1985 due to corrosion of tendon have aroused the concern
among the professional to look into the workmanship and quality of materials too
(R.W. Poston and J.P. Wouters, 1998). The recently collapsed of Setia Alam viaduct
at New Klang Valley Expressway (NKVE) in Shah Alam triggered an alarm to the
professional in bridge engineering to thoroughly study the design and the
construction process and procedure of the segmental bridge.
17
1. Initial cost for the usage of gantry launcher, include mobilize and
demobilize of the gantry to and from site.
4. Lack of expertise in the local country where the bridge is being build,
thus expatriate professional has been engaged which increase the cost
for overhead.
5. Lack of facilities and site closer to bridge site for segment casting,
thus the segment has to be casted in the factory far from site, increase
the delivery cost.
Actual cost for segmental bridge can vary widely depending on several
reasons. Large projects about 100 to 200 short spans in favorable locations have
been constructed for USD40/square foot while other long, three-span segmental built
in difficult-to-access sites could reach a cost of USD300/square foot (FHWA, 2005)
The common factors that affect cost are the same for segmental bridge as for other
bridge types:
x Span Length: longer spans have higher per square foot costs.
18
The different in cost between segmental to normal bridges incurred by the owner is
depending on the factor as bellows:
x Span-by-Span.
x Progressive Placement.
x Incremental Launching.
Table 2.1: FHWA Condition Ratings for Concrete Bridges (Maurice, 2001).
Code Description
N Not applicable
9 Excellent condition
Table 2.2: Segmental Concrete Bridge Inspection Report Summary (Maurice, 2001).
5 6 7 8 9 5 6 7 8 9 5 6 7 8 9
1972 1 1 1 1
1973 1 1
1974 2 1 1 2 2
1975 2 1 1 1
1976
1977 12 1 1 10 1 3 7 1 2 9 1
1978 3 2 2 2
1979 2 2 1 1
1980 6 4 1 3 2 2 3
1981 7 3 2 1 2 2 3 2
1982 7 3 4 4 3 3 2 2
1983 10 9 1 4 4 1 4 4
1984 10 4 5 4 4 1 1 5 3
1985 1
1986 15 11 4 3 8 4 4 11
1987 8 4 3 5 3 3 5
1988 12 1 8 3 1 7 4 1 3 8
1989 7 1 3 1 2 3 1 4
1990 4 1 3 1 2
1991 10 5 3 1 3 4 1 3 4
1992 6 4 1 2 1 4
1993 7 5 3 2 4 1
1994
1995 4 2 1 2 1 1 2
1996 4 3 2 1 3
1997 8 1 5 3 2 1 1 4 1
1998 5 3 3 3
1999 3
.
23
Figure 2.2: Precast span-by-span construction with overhead truss (the Spaghetti
Bowl in Las Vegas, Nevada) (Juan and Joseph, 2004).
Figure 2.4: Incrementally launched deck for Neckarburg Arch Bridge in Germany,
1977 (Juan and Joseph, 2004).
Figure 2.6 - Typical shape of box girder on pier for Subang Kelana Link project
26
CHAPTER 3
Precasting the box girder segments speeds up the construction of the bridge structure
in two ways:
27
Being casted in the plant environment, the erector has to think about transportation
of the segment to the site. Due to the large size of the segment, a special contract for
transportation being given to the heavy transportation company. Normally one
segment will fit onto one truck or low-loader only. Many large construction
companies developed increasingly larger capacity equipment for precasting,
transporting and erecting concrete segments.
Specialized epoxies for sealing the precast segment joints were developed. In
addition, match cast technology provided a method to precisely match adjacent
segment face geometry, allowing the necessary precision to achieve the required
structural geometry in the field. The first segmental concrete bridge with precast
segments was the Choisy-le-Roi, constructed in Paris in 1964.
28
This modification is necessary to cater for the load from the gantry, which it was not
considered by main consultant during their design.
6. Bar bending schedule with the bar size, shape, quantity and total weight.
7. Details drawing which shows the reinforcement arrangement for critical
area such as blister, web-slab junction.
8. Details drawing which shows all the holes and insertions into the
segment.
TOLERANCES
SEGMENT’S PART thickness up to thickness exceed
500mm 500mm
1 Web ± 6 mm ± 9 mm
2 Top slab ± 6 mm ± 9 mm
3 Bottom slab ± 6 mm ± 9 mm
4 Overall depth of segment ± 9 mm
5 Overall width of segment ± 10 mm
6 Overall length of individual ± 10 mm
segment
7 Overall length of 2 adjoining ± 15 mm
segments in match cast position
8 Overall length of one complete ± 20 mm
span of segments
9 Straightness or bow (derivation ± 5 mm
from intended line)
30
Figure 3.2 The rebar jig where the reinforcement is being fix.
32
Any deficiencies from the segment catalogue compare to the actual reinforcement
arrangement have to be made known to the Resident Engineer and/or designer. Any
adjustment to be done also shall be approved and accepted by consultant, in order to
ensure it’s fulfilled the technical requirement.
Prior to assembling of the segment mould, all the shop drawings for the
mould have been submitted to the consultant for approval. Segment mould including
the casting bed and support are made of steel. It has been design structurally
adequate to support segments without distortion or settlement, sufficiently rigid and
tight to prevent loss of grout or mortar from the concrete at all stages of construction
and shall be appropriate for the short line casting method.
Figure 3.3 Reinforcement arrangement in the segment at the left and right web
area
33
It also should be rigid enough to maintain the casted segment in their correct
position, shape, profile, and dimension. The support have been design to withstand
the worst combination of forces due to self weight, formwork forces, reinforcement
weight, wet concrete weight, construction and wind loads, together with all the
incidental dynamic effects cause by placing, vibrating and compacting the concrete
(PWD, 2004; Lee and Raymond, 2005b; Arthur, 2004). The mould surfaces which
will produce the external surface of the segment have a Class F3 finish as described
in Specification for Concrete. The mould has been so arranged that it is readily to be
dismantle and removed from the casted concrete segment without shock, disturbance
or damage.
The mould also has been design to accommodate the various changes in
segment lengths, widths and cross fall such that on re-assembly on site the
appropriate geometry is achieved.
In the internal side of the mould, the mould lining is applied. The mould
lining is incorporate to the concrete finish requirement and complied to the
following requirement (PWD, 2005):
The mould lining must be suitable for the application of suitable release agents and
capable of repetitive cleaning. Mould lining also should be in accordance to Section
9.8.2.1 of the Specification (PWD, 2005).
Casting surface of the skin plate to be power brushed to remove rust and other
blemishes to enable the required surface to be obtained and to receive a protective
coating of oil based grease to prevent corrosion. Where holes are needed to
accommodate projecting reinforcement or fixing devices, extra care being taken to
prevent loss of grout when concreting, or damage when removing the mould.
Prior to casting the segment, another round of inspection with the consultant
is done to ensure all the fitting and insertion such as tendon conduits, pipe sleeve,
anchor head are fixed firmly and does not dislocated during concreting. Before the
segment is casted, the surveyor again checks the alignment control, the super-
elevation, cambering and the level. The surveyor set four points on the top of
segment with a nail and the level and coordinates are checked and confirmed tally
with the consultant’s alignment control.
For the precast segment, concrete Grade G55/20 has been used with a
characteristic strength of 55 N/mm2 at 28 days. During concreting the compaction of
the concrete is achieved by using vibrator attached on the external side of the mould.
A total of 6 nos. of vibrators are attached on the external side of the mould. After
two days the segment will be de-mould. A design checking calculation of the
segment has been carried out by the specialist contractor to determine that at two
days the concrete strength, the segment could stand on its own on the support
without developing any crack due to early de-mould. The two days concrete strength
is being determine by carrying out the concrete cube test. The segment which is
35
seated on the casting table on castor wheel will be push along it track into the curing
cell. Curing is done by spraying the water to form mist in a closed curing cell (K. M.
Lee and S. Raymond, 2005b). The result is excellent. No crack appears on the
segment after curing completed. The Figure 3.5 shows the schematic diagram of the
curing cell. This method of curing speeds up the production and allow for a cycle of
two day per segment for each mould.
SKL Project-
Project-Curing Chamber
SKL
Subang-kelana link
Figure 3.5: Schematic diagram for curing cell for SKL Project (Raymond and Lee,
2005a)
After the whole span completed, we can witness the geometry of the
bridge. The advantage of this method is that we could always counter check
the geometry control based on the previously casted segments. The longline
match casting is not discussed in this project as stated in the scope and
limitation in Chapter 1.
Before casting the segment, the manufacturer produces the method statement
for geometry control of the match casting operation. The geometry control
procedure inclusive of:
After the segment has been cast and before the bond breaking, the relative position
of the two adjoining segments shall be determine from establish control point. This
information shall then be used to determine the required alignment of the adjacent
matching segment. If the tolerance exceeds the S.O has the discretion to accept or
reject the segment which will look into consideration the effects of the inaccuracies
and whether or not it can be compensated for the subsequent segments. Before
casting the manufacturer shall submit the details of the setting out and geometry
control readings for the segment and obtain approval from the consultant.
The completed segments are marked in the following order as in Figure 3.7:
Px-D04
Px-D03
Px-D02
Px-D01
Px-U01
Px-U02
Px-U03
Px-U04
Px-Dn
Px-Un
Px-PS
There are several cases where the casted segment has been rejected by the
S.O. or consultant’s representative. The rejection is normally due to:
39
The mould of the segment shall remain in place until the concrete had
reached a compressive strength of (PWD, 2005):
The mould stripping times apply to strength criteria only and the cantilever
should be check for creep deflections and some adjustment to the stripping
procedure. The segment should not be lifted from the mould forms until strength of
20 N/mm2 has been achieved. In order to optimize the production of the segment at
two days per segment per mould, the segment is being de-moulded at two days. In
this procedure, the manufacturer has carried out the checking that at the concrete
strength of two days, the segment should be able to be seated on the support during
curing period. The manufacturer might have to put additional reinforcement to cater
for this practice. The manufacturer have carried out trial at their own cost to
demonstrate that the segment is not damage at the time of removing the forms or
handling the segments with the concrete of strength and age as that proposed on site
when these operation will occur.
The segment shall be lifted and supported only at points and by methods
agreed by S.O. and handle and placed without impact, and to prevent torsion or other
undue stress. At storage yard, the area should be clear from ponding water and
deleterious matter in the units shall be prevented. Care should be taken to avoid
staining and efflorescence.
At the yard, the segments are normally kept double stack. The manufacturer
has to ensure that double stacking is being done in a manner where the older
segment is laid at the bottom. The manufacturer also carried out design check to
ensure reinforcement is adequate to support the other segment on it. Any damaged
segment should be reported to the S.O. and manufacturer should propose the
41
The contractor should deliver the precast segment from the casting yard on a
suitable trucks or trailer units. The precast segment is not allowed to be erected until
they have reached an age of 28 days unless approved by S.O. However the
longitudinal post tensioned tendons should not be stressed until the concrete
segments have attained the specific 28 days characteristic strength. Prior to delivery
of the segment, the match-cast side of the segment shall be sand blasted to roughen
the surface to receive the epoxy for jointing, as shown in Figure 3.9.
Figure 3.9: Sand blasting to the match-cast surface of the segment. (Raymond and
Lee, 2005a).
At casting yard a special straddle carrier is utilize to shift the segment within the
casting area. Figure 3.10 shows the straddle carrier use within the casting yard.
42
Figure 3.10: Straddle carrier being used to shift the segment within casting yard.
(Raymond and Lee, 2005a)
43
CHAPTER 4
4.1 Introduction
There is several method of erecting the segmental bridge that available. The
selected method normally decided by the consultant after details consideration of
several factors that affected the choice as briefed in Chapter 2. This chapter
discusses the erection of segmental box girder bridge utilising Balance Cantilever
method using overhead gantry truss.
built self-launching overhead gantry used allow all works to be carried out above the
ground and eliminated possible conflicts with the traffic on at grade road.
The massive size and length of the gantry is not so much for lifting the
segments but to launch it to move from pier to pier as it completes one section of the
bridge and moves on to the next. It normally sits on supports near the center and the
rear of the gantry while lifting segments to build a cantilever. With the aid of
temporary props, the gantry can be raised so the supports can be moved to the next
pier. The gantry then follows by sliding along the top of the supports as
demonstrated in Figure 4.1
The subcontractor is solely responsible for the design, fabrication, assembly and
operation of all equipment within the loading limitations mentioned above to be
used for handling, transporting and erecting the segments. The erection equipment or
gantry was design based on several codes of practice and guideline.
The gantry launcher normally comprised of several module of triangular steel truss
with each module length up to 15 meter. Assembling the gantry, means all the
module should connected to made a complete gantry of length about 120 meter
spanning between three pier and supported on moveable support legs. For assembly
45
of the gantry, the ground between these three piers has to be replace with hardstand
to cater for the gantry load. One or two temporary steel tower is erected in the
middle between the piers depending on the length of the span between two piers.
Next step is to assemble one of the gantry legs onto the pier to support the gantry
truss and the tower will support the truss at the other end. In some cases the gantry’s
leg is design to seat direct on the pier and others may design the gantry’s leg seat on
the pier segment. If the gantry’s leg seat on the pier segment, then the pier segment
should be erect first onto the pier. In this case the design checking has been carried
out to check the strength of the segment and might need some additional
reinforcement to cater for extra load from gantry.
The erection of this pier segment is being carried out using the crane. Two
cranes might be needed if the segment is huge and heavy. This pier segment is not
seating direct on the bearing on the pier but is seated on a temporary bearing made
up of jacks. In this situation the load from gantry and segment is not transferred to
the pier through the bearing. Again, here the design checking has been carried out to
ensure the pier could take the load from gantry and segment at different position
46
temporarily. The figure on how the segment erection is explained in Section 4.4 of
the chapter.
The first two intermediate modules of the gantry are jointed on the ground,
then by using two cranes, the module being hoisted and seated on the pier and
temporary tower. Then the next module is hoisted up and joint to the modules that
have been jointed together on the pier. Until all the modules are joint together, then
the assembly is completed. The completed gantry is now seated on three piers and
the temporary tower could be dismantled. The overhead gantry is now ready for
testing and erection of the segment (Poh and Raymond, 2006). The Figure 4.2 to
Figure 4.6 shows the assembly procedure as explained above.
Prior to the handling and erection of any segment, the contractor submitted
the method statement for performing the test to the satisfaction of the S.O. The tests
that need to be performed are (PWD, 2004):
Both tests are performed by the contractor onto the overhead gantry and
witnessed by personnel from Department of Occupational Safety and Health
(DOSH). The overhead gantry is being support in the same manner and using the
same supporting devices as to be used during erection the span.
Figure 4.2: Preparing the hardstand for gantry assembly near P13 and P12 at
Subang Kelana project (Poh and Raymond, 2006)
Figure 4.3: Part of the gantry being assembled at Bayan Baru bypass project,
Pulau Pinang. The same gantry is being use at Subang Kelana Link project, the
similar assemblies steps being utilize. (Poh and Raymond, 2006)
48
Figure 4.4: Schematic figure for step by step gantry assembly (Andrew and
Raymond, 2006)
50
Figure 4.5: Schematic figure for step by step gantry assembly (Andrew and
Raymond, 2006)
51
Figure 4.6: Schematic figure for step by step gantry assembly (Andrew and
Raymond, 2006)
52
Figure 4.9 shows the schematic traffic arrangement at Subang Kelana Link
project where the erection is being done in the middle of the busy road. At most of
the project where the erection is done within the urban area and no storage or
holding bay nearby the site, the contractor has successfully implemented the concept
of “Just in Time” in delivery the segment from casting yard to site. The segment
delivered to site and arrived at the site just in time the gantry is already ready to lift
the segment and erected it. Low and Choong (2001) strongly recommended that all
the precast construction to utilised the concept of “Just In Time”, where it has
tremendous potential for managing the movement of precast concrete component
53
from fabricating yard to site, especially those with space constraint and restricted
site area.
Figure 4.8: Load testing for the complete assembled gantry to a 1.5 factor of
safety. To achieve 1.5 FOS, additional weight was attached to the segment. (Poh and
Raymond, 2006)
Segment Delivery
Distance of
Road Clearance
48m 48m
Pier
12m
Trailer Length
Plan View
SKL
Bayan Baru Viaduct
Subang-kelana link
The segment later being tied down to the pierhead by four (4) nos. of
stress bar embedded in the pierhead. The design for the embedded stress bar
and the pierhead design have been checked by the contractor for its moment
and capacity. The contractor will propose the modification to the pierhead
and segment by issuing the shop drawing and design check (Andrew and
Raymond, 2006).
55
Support Jacks
Bearing
PS U1
Temp.
Grout StressBar
Jacks
Sledge Plate
M. Bearing
SKL
Bayan Baru Viaduct
Subang-kelana link
and size of the segment. This expansion joint segment (EJS) also not seating
direct on the bearing on the pier but is seated on a temporary bearing made
up of several jacks. In this situation the load from gantry and segment is not
transferred to the pier through the bearing, the contractor also carried out
design checking ensure the pier could take the load from gantry and segment
at different position temporarily.
The segment later being tied down to the pierhead by four (4) nos. of
stress bar embedded in the pierhead. The contractor will propose the
modification to the pierhead and segment by issuing the shop drawing and
design check (Andrew and Raymond, 2006).
After the gantry is ready to receive the segment, the first two segments (the
first segment on left and right of the pier – known as upchainage and downchainage
of the respective pier), marked as PnU01 & PnD01 respectively, where “n” denote
the pier number, “U” denoted for upchainage and “D” denoted for downchainage,
will be delivered to site. The two segments shall be hoisted concurrently by the
hoisting lift hanging underneath the gantry, in order to balanced up the gantry
loading. Prior to fixing the segment onto the matching segment, a layer of epoxy
mortar is applied on the match-cast interfacing face of the segment. The epoxy
mortar will act as an adhesive between the two segments and also provide a layer of
water proofing to avoid water from entering the tendon conduit before the tendon is
pre-stress and grouted. The segments then will be fixing to the pier segment (PS)
and temporary stressing using stress bar will be applied to fix the segment together.
Again here the temporary stressing is design by contractor and therefore segment
need to be modified. Modification is done by proposing the temporary blister to hold
the stressing.
After the segment being secured with temporary stressing, the next two
segments marked as PnU02 and PnD02 will be erected by the same procedure.
When the segments were placed matched to the previously fixed segment, the strand
will be push in through the tendon conduit. This strand will make up a stressing
tendon for permanent stressing to hold the segment permanently. This tendon also
57
known as cantilever tendon and being applied for every two segment fixed on both
end of the cantilever.
The same erection sequence will be apply for the next segment until all the
segments are erected and formed a balanced cantilever structure of bridge deck for a
span. The schematic diagram in Figure 4.12 and Figure 4.13 shows the erection
sequence for erection commence at intermediate pier and expansion joint pier
respectively.
Table 4.1 shows the erection tolerance which has been set up by Public
Works Department for project handle by them (PWD, 2004)
During erection of the precast segment, epoxy is applied to the surface of the
match-cast side prior to fixing the next segment. Epoxy bonding agent for match
cast joint shall be thermosetting 100% solid compositions that do not contain solvent
or any non-reactive ingredient except for pigments required for coloring. Epoxy
bonding agent comes in form of two components, a resin and a hardener. The two
components shall be distinctly pigmented so that mixing produces a third colour
similar to the concrete in the segments to be joint and packaged in per-portioned,
labeled, ready to use container. Epoxy bonding agent is formulated to provide
application temperature ranges that permit erection of match cast segment at
58
No Description Tolerances
1 Maximum differential between outside faces of adjacent Not exceed 3mm
segments in the erected position
4 Transversely the angular deviation from the theoretical Not exceed 0.001
slope difference between two successive segments joint radians
5 Vertically the angular deviation from the theoretical Not exceed 0.003
slope difference between two successive segments joint radians
8 In plan the centerline of each segment shall not depart Not more than 10
from the nominal design centerline. mm
substrate temperatures from 5oC to 45oC. If the two surfaces to be bonded have
different substrate temperatures, the adhesive applicable to the lower temperature
shall be used.
bonding agents also must function as a lubricant during the joined of the match cast
segments, as a filler to accurately match the surfaces being joined, and a durable,
water tight bond at the joint.
The bonding agents also being tested to determine their workability, gel time,
open time, bond and compressive strength, shear and working temperature range.
The following tests have been carried out (PWD, 2004):
Launching Forward
Launching Forward
Launching Forward
Completion Of Launching
6. Re-
Re-engage Truss Support
Step 7 After the truss move forward and the front leg reach next pier, engage
the Rear Support and Front Support firmly and also the Front leg on
the next pier.
64
All the tests except compressive strength are carried out once in one
cantilever whereas the compressive test is carried out once per joint, however
the frequency of test is decided by the S.O.
The level and alignment of each segment being checked against the
previous segment prior to application of epoxy bonding agent. Correction of
the alignment, if necessary, must be made prior to application of epoxy.
66
Mixing and placing of epoxy is carried out under the trained supervision.
Mixing should not start until the segment is prepared for installation.
Application shall according to the manufacturer’s instruction using trowel,
rubber glove or brush on one or both surfaces to be joined. The coating must
be smooth and uniform and shall cover the entire surface with a minimum
thickness of 1.5mm if applied on both surfaces and 3.0mm if applied on one
surface.
The epoxy materials must be applied to all surfaces within the first
half of the gel time as shown on the containers. The segment shall be joined
within 45 minuets after application of the first epoxy materials placed and a
minimum average temporary prestress of 0.2MPa over the cross-section
If the joint is not completed within 70% of the open time, then the
bonding agent shall be completely removed from the surface. The surfaces
must be prepared again and fresh epoxy shall be applied to the surface before
resuming jointing operations.
A record for each joint shall be prepared which should exhibit the following:
1. Joint reference,
2. Date and time of jointing,
3. Ambient temperature,
4. Weather conditions,
68
Personnel applying the epoxy shall be notified about the dangers of skin
contact and supplied with suitable protective clothing. Chemical for removal
shall be available within 10m from the mixing place.
shows the temporary blister and temporary stress bar being stressed
to hold the segment.
Stress bar
The estimated losses of prestressing in post tensioned box girder have been
design as shows in Table 4.2:
submitted the calculation of the estimated tendon elongation for each tendon.
After stressing, the deviation of elongation from actual to the estimated one
should be ± 5% for each tendon measured at one-forth of the tendon length
and ± 8% of overall tendon in a span.
The tendon deviators both within the span and adjacent to anchorage
should be formed to required radius with bell mouth entries using galvanized
steel tube. The bell mouth radius should not less than 1000 mm. the external
diameter of deviator should be at least 15 mm greater than outside diameter
of the tendon sheaths.
of the box girder in term of level and alignment. Figure 4.26 shows the schematic
diagram of the stitch arrangement. If the precasting of the box girder has been done
accurately, the problem with alignment should not exist. Problem in level do exist
due to discrepancies in actual stressing compare to theoretical stressing forces. At
this gap, the cantilever structure sometime did not match in term of level and/or
alignment. Therefore before the gap is stitch, the different in level and alignment
have to be resolved. The realignment is being done by installing the stitch beam
across the gap. The stitch beam is later tie to the segment at both sides with stress
bar and the bars are later stress to level up and realign the box girder as shown in
Figure 4.27. After the level is up to the acceptable tolerance, the steel formwork is
installed underneath the gap and the gap is concreted with the same grade of
concrete as the box girder. After the concrete achieved the specific characteristic
strength, the continuity tendon is installed and stressed.
Concrete
Stitch Beam
SKL
Bayan Baru Viaduct
Subang-kelana link
Tendon in a prestress structure is the one that carry service load from the
structure. In post tensioned prestressed box girder bridge, tendon is the element that
hold the segmental box girder intact to form a bridge deck for a span. No doubt the
75
Stressbars
200mm Gap
Stitch Beam
Bayan Baru Viaduct
Figure 4.27 Stitch beam installed and stress to align the box girder.
(Raymond, 2005)
tendon is the most important element, thus we cannot afford to allow the tendon to
be deteriorated. The actual deterioration affected the tendon is corrosion. In order to
avoid the tendon from corroded; the tendon has to be grouted. This exercise applied
to both internal and external tendon.
76
Figure 4.29 Typical arrangement of the tendon in prestress structure (VSL Far
East)
Poston and Wouters (1998) wrote in their report stated that in the United
Kingdom the experience of the corrosion to the grouted tendon happened due to
improper grouting, detailing for the Walnut Lane Bridge, meanwhile Sixth South
Street Viaduct experienced corrosion distress of post tension tendon.
In United State, tendon grouting is a specialist job, where the engineer or supervisor
in charge for grouting work should have a Grouting Competency Certificate issued
by American Segmental Bridge Institutes (ASBI). The certificate shall be renewing
every five years by attending the refreshing course and sit for an examination
(ASBI, 2006).
78
CHAPTER 5
RESEARCH METHODOLOGY
5.1 Introduction
This chapter elaborated the methods utilised in carrying out the study for this
project. A proper planning and schedule had been organied on the methodology of
the study in proper sequence to ensure a smooth running of this project from
literature review, questionnaire survey, and interview with the experts, data
collections, data analysis, until the discussion, recommendation and conclusion.
Preliminary interview and talk has been done with the consultant and
contractor in the related field to determine the research objectives and scope of the
project. Some information pertaining to the problem faced by contractor has been
raise up by the contractor which has not being considered by the consultant in their
design. The contractor also point out the problem at casting yard as well as the
problem faced in checking the segment. After the preliminary review, specific
scopes of the study has been recognized considering various scope such as
probability to achieve the target or objective of the project, the time constraints,
availability of the literature materials and other scopes.
79
Literature review has been carried out to establish some technical knowledge
and problem that has been encounter by other bridge project. The literature review
has been obtained from several sources such as published books, textbooks,
information from internet, articles in journals and papers of some published
guidance from practice in the industry and previous construction records. The
purpose of literature review is to gather important information related to the project
and deepen the understanding of the construction of the segmental bridge and the
precast segmental box girder bridge in particular. The author faced with difficulties
in looking for book in this field as the published books is very limited, thus have to
rely on the journals and on-line journal, magazines and a few unpublished materials
such as method statement and PowerPoint presentation. The author also referred to
some technical articles that produced by local department of transport of certain city
in U.S but it only accessible through the internet.
Data collections have been done in two stages namely by interviews with the
expertise and professional in bridge construction and questionnaire survey with the
contractors and segment manufacturer in the industry. The structured interviews are
conducted for the purposes to obtain the data and information that is not mentioned
in the questionnaire. After the interview, the respondent is given a set of written
questionnaire for them to answer. In the interview with consultant, no questionnaire
is given for answer.
and construction and erection of the segment. The questionnaire has been divided
into three sections.
The author faced with the problem to get the information as only two companies that
involved in manufacturing the segment and only three companies that is the
specialist in erecting the precast segmental box girder bridge.
happened with the consultant when only a handful of consultant expert in segmental
bridge. Most of the contractor’s personnel are not totally involved in bridge
construction but they are assigned to the project for the sake of handling the project
only.
The objectives of the interviews are to obtain additional information and data
regarding the design and construction of segmental bridge. The interview
strengthens the research findings based on the main objectives as specified earlier.
These objectives are:
The interviews were conducted with the consultant’s main person in their
team. In this project, interview was conducted with the Chief Designer and Senior
bridge designer. With the contractor, the interview conducted with their top
management in the manufacturer and erector. The same person has been interview at
the beginning of the project for preliminary interview. This time they are being
interview on more details information and why the fragmentation of design
happened between consultant and specialist contractor.
82
A simple data analysis is being carried out from the questionnaire. The
statistical methods used here are content analysis and relative indices technique to
analysis the data. The discussions are mainly to evaluate the results obtained from
the survey to compare with the experts opinions in conjunction with the objectives
of the study. The summary of the study are presented with the recommendations and
conclusion.
The relative index analysis for each variable is calculated by using the
formula as follows:
Where,
The computation of Relative Index using this formula yield the value of
Relative Index (RI) ranging from 0.2 to 1, where 0.2 denoted the minimum strength
and 1 denoted the maximum strength. The RI computed is referred to make
comparison between each factor generated from the survey.
84
CHAPTER 6
6.1 Introduction
In this project case study, questionnaires have been distributed to the person
that has direct involvement in manufacturing and erection of the segmental box
girder bridge. Several interviews have been conducted with several personnel from
consultant and contractor in this field. The persons interviewed actually have hands-
on experience with the works. However, in arranging the questionnaire and
interview we experienced some difficulties due to limited construction company and
limited person that actually have experience in this method of construction. Most
main contractor that secured the contract to build such bridge is only managing the
construction and sub-contracts it to the specialist contractor. The sub-contractor that
specializes in prestressed segmental box girder bridge is only three in Malaysia,
namely Freyssinet PSC Sdn Bhd, VSL Engineers Sd Bhd, a company belong to
Germany’s VSL International plc, and Persys Sdn. Bhd, a local company under
Associate Concrete Product Industries Berhad (ACPI) which is a well known
concrete product manufacturer in Malaysia. The segment manufacturer in Malaysia
is only two companies, namely PROJALMA Sdn Bhd and ACPI. PROJALMA has
involved in producing the segment for several project such as Ampang-KL Elevated
Highway, Seremban Middle Ring Road, Jalan Gopeng bypass in Ipoh and currently
for Subang Kelana Link Project in Subang Jaya and another project in Singapore.
ACPI has produced the segment for many projects in Malaysia such as LRT
Viaduct, Jalan Duta – Jalan Kuching Interchange, Sprint Highway, New Pantai
Expressway etc.
85
The respondent for the questionnaire survey has been selected from engineer
to managing director in the company that has direct involvement in manufacturing
the segment and specialist contractor that carry out the erecting of the segmental
bridge. Unfortunately there are only three companies in Malaysia that involved
direct in erecting the segmental bridge and two companies in manufacturing the
segment, thus the information is quite limited. The authors’ efforts to seek respond
from overseas company failed after several email sent are not answered. Twelve
questionnaires have been sent out to local company but only nine responded, which
comprised of 75% of all questionnaires. The distribution of the person that
responded to the questionnaire is shown in the Table 6.1.
86
Replied for
1 8.3%
Section B only
Replied for
3 25.0%
Section C only
Replied for both
5 41.7%
section
Total 12 100%
No.of
1 2 3 3 9
Respondents
Percentage 11.1% 22.2% 33.3% 33.3% 100%
87
GM
ENG. 11%
33% PM
22%
DM
34%
GM PM DM ENG.
Experience
Below 5 5 to 10 More than
of Total
years years 10 years
Respondent
No. of
1 5 3 9
Respondents
Below 5 yrs
More than 10 11%
yrs
33%
5 to 10 yrs
56%
From the questionnaire that has been replied by the respondents, we have carried out
the analysis on the data. The analysis is divided into two main categories, namely
Section B for manufacturing of Segmental box girder and Section C for
erection/construction of segmental box girder bridge. Section A is for professional
background of the respondent only.
A. Method of Casting
cast short line is does not acquire big area as it could cast only one segment
at a time in each casting bay, thus it could allow other area to be use for
storage area. Long line match casting could only be done if the casting yard
area is big and have ample space for storage.
B. Segment Modification
All the respondents agreed that they have to carry out modification to
the segment from the construction drawing issued by consultant, and this
phenomenon has become a trend in construction of segmental bridge in
Malaysia due to fragmentation of work between consultant and contractor.
The modification is done to suit the erection requirement as required by the
specialist contractor.
From the questionnaires responded, the most segment that has been carried
out modification is Pier Segment (PS), Expansion Joint Segment (EJS), the
First Segment after Pier Segment (1stAPS) and Deviator Segment (DS). The
reasons given were:
3. To cater for temporary stressing where the blister has been added to the
segment.
The extra reinforcement also ranging between zero to 0.75 tonne per
segment and according to one of the respondent which is the segment
manufacturer, the additional reinforcement may exceed 0.75 tonne per
segment for 1st after PS and DS due to additional load to be support.
D. Congested Reinforcement
Type of Resp. Resp. Resp. Resp. Resp. Resp. Resp. Resp. Resp
segment 1 2 3 4 5 6 7 8 .9
Pier
segment / / / / / /
Expansion
joint / / / / / /
segment
1st segment
after PS / / / / / /
2nd segment
after PS
Deviator
segment / / / / / /
Standard
segment / /
Segment part Resp. Resp. Resp. Resp. Resp. Resp. Resp. Resp. Resp.
1 2 3 4 5 6 7 8 9
Top slab
Bottom slab
Web / / / / / /
Centre web
Flange
Blister / / / / /
Junction between
top slab & web / / / / / /
Junction between
bottom slab & web / / / / / /
3 – Moderately
4 – Extensively
5 – Most extensive
Table 6.7 shown the contribution factor being analyse using Relative Index.
The result shown that:
Mound
fabrication
1 0 1 2 2 0.73 1
Mould
modification
0 3 3 3 0 0.50 7
Rebar
arrangement
0 0 0 5 0 0.67 2
Tendon
conduit 0 1 4 1 0 0.60 4
arrangement
Tendon &
rebar clash
0 0 3 2 1 0.73 1
Insertion &
rebar clash
0 2 2 2 0 0.60 4
Quality of
concrete
0 1 4 0 1 0.63 3
Supply of
concrete
0 4 1 0 1 0.53 6
Equipment
efficiency
0 3 1 2 0 0.57 5
Survey setting
out
1 3 0 0 2 0.57 5
Alignment
control
1 3 0 0 2 0.57 5
The above analysis has been done based on the Relative Index
Where,
A. Segment Weight
B. Method of Erection
All the respondents experience in erecting the Pier Segment (PS) and
Expansion Joint Segment (EJS) using both crane and gantry. The erection of
this segment is address here because this segment is difficult to be erected by
crane as it was heavy. In erection by Balance cantilever method, the first PS
and EJS was erected by crane and the gantry truss will sit on the segment. If
erection is done by Span by span method, the PS and EJS are erected using
gantry truss.
All the respondents have experience with wet joint when jointing the
segment with three of them from the same company experience using dry
joint.
96
All the respondents agreed that the pier capacity has to be re-
checking by them to ensure that the design by consultant could take the extra
load from the gantry. The checking done is tabulated in the Table 4.8 below.
Add bracket / / / / / / / /
Gantry tie down / / / / / / / /
Additional
reinforcement / / / / / / / /
Temporary
additional support / / / / / / / /
Others
The analysis shows that the respondents confirmed that they have
carried out the inspection onto the gantry. The inspections that have been
done are:
Load test will be the last to be carried out before the gantry is allowed
to commence segment erection. Load test will be carrying out for 1.5 times
the service load. The load test will be witnessed by officer from Department
of Occupational Safety and Health and upon passing the load test, the gantry
will be granted a “Permit for Hoisting Machine” certificate (Permit Mesin
Angkat – PMA) with a serial number with it. This load test shall be done at
every different project site even if the same gantry is being use.
98
From the analysis that been carried out, five respondents confirmed
that their gantry operator and supervisor is competence in this field of
operation. The competency of operator and supervisor is being tested by their
internal certification body. Meanwhile, three respondents noted that their
operator is not competence in operating the gantry truss. Non competence
operator is considered a serious misconduct since the gantry truss is a huge
steel structure that carried a huge load and might be operating just next to the
busy road. Any mishap could result in serious accident.
1 – None
99
2 – Slightly
3 – Moderately
4 – Extensively
5 – Most extensive
The respond is tabulated in the Table 6.10 and the analysis by Frequency Analysis
and Relative Index is shown in Table 6.11. From the Relative Index analysis
tabulated in Table 6.11, the main contribution factors to problem in erection process
are:
Tendon stressing 1 2 5 2 2 2 2 2
Efficiency of gantry
operation
1 1 5 2 3 3 2 3
Competency of
gantry operator
1 2 5 1 3 3 3 2
Gantry launching
procedure
2 2 5 4 2 3 2 2
Gantry disassembly 4 4 5 5 4 4 4 4
101
Gantry
assembly
0 0 0 4 4 0.90 1
Segment
delivery
5 3 0 0 0 0.27 14
Traffic
management
5 2 0 1 0 0.32 13
Tie down
gantry leg
1 0 5 2 0 0.60 6
Erection Pier
segment
1 0 4 2 0 0.52 9
Gantry
kinematic 1 1 2 4 0 0.62 5
drawing
Segment
Alignment 0 2 1 4 1 0.70 4
control
Segment
Level control
0 2 1 4 1 0.70 4
Clogged
Tendon 0 0 4 3 1 0.72 3
conduit
Misalign
tendon 1 0 5 1 1 0.62 5
conduit
Blister
Position
1 0 6 1 0 0.57 7
Tendon strand
Installation 1 6 0 1 0 0.42 12
Tendon
stressing
1 6 0 0 1 0.45 11
Efficiency of
gantry 2 2 3 0 1 0.50 10
operation
Competency
of gantry 2 1 4 0 1 0.52 9
operator
Gantry
launching 0 5 1 1 1 0.55 8
procedure
Gantry
disassembly
0 0 0 6 2 0.85 2
102
The analysis of the respondent background for the interview has been done
and tabulated as per Table 6.12 and pie chart in Figure 6.3 below.
Type of
Consultant Contractor Total
respondent
No. of
3 3 6
Respondents
Percentages
50% 50% 100%
Consultant,
50%
Consultant
Contractor
Consultant,
50%
The respond from the interview is shown in Table 6.13 based on the following
rating:
1 – Less
2 – Slightly
3 – Moderately
4 – Extensively
5 – Most extensive
103
Table 6.14 Frequency analysis and Relative Index analysis on the respond to
interview
Relative
Questions 1 2 3 4 5 Ranking
Index
1. Do you think the segment is
congested with reinforcement, insertions 0 0 0 1 5 0.97 1
and tendon conduit?
2. Do you carry out modification to the
segment? 0 0 0 2 1 0.43 8
3. In general, to which extend the
modification done? 0 0 3 1 2 0.77 5
From the Frequency Analysis and Relative Index tabulated in Table 6.14 above, the
respondents agreed that:
2. Secondly the respondent agreed that there is necessity to check the capacity
of the pier column in term of moment capacity, unbalance moment, etc.
105
3. Thirdly the respondents agreed that the assembly and disassembly of the
gantry delay their work due to difficulties in the works.
4. The respondents also agreed that the main contractor and specialist
contractor to joint venture in this kind of project and the project should be a
design and build project.
106
CHAPTER 7
DISCUSSION
7.1 Introduction
Construction of segmental box girder bridge has become one of the chosen
methods for bridge construction within restricted area. Restriction may be in forms
of access, sensitive environment, crossing river, deep valley, existing railway or
crossing wide expressway etc. The constructability shown by this method has
proven that is was the most practical to construct the bridge with this method. The
only disadvantage that wondering the client is the cost due to usage of the gantry
launcher and setting up the casing yard if the site is remote.
This master project has discussed the manufacturing of precast segment and
erection of the precast segmental box girder bridge in length and addressed the
problem faced by the professional in the field.
In the current practice in Malaysia, the main consultant will only carried out
the design for permanent structure only and any temporary requirement has to be
done by the contractor and/or specialist bridge sub-contractor. The fragmentation of
design works by consultant and contractor cause time consuming due to submission,
review, resubmission and acceptance and approval by consultant for the shop
drawing and alternative system. The practice in Malaysia also sees that the main
contractor that secured the bridge contract is not a bridge contractor but merely a big
player in construction industry and a general contractor. This main contractor later
107
sub contract the bridge works to the bridge contractor at later stage and the main
contractor played the role as construction management company.
All the segment manufacturers agreed that the segment need to be modified. The
reason given is:
The manufacturers also utilized only one method of segment casting, namely
Shortline Match Casting due to the advantage in space planning for casting yard and
easiness to control the alignment and level of segment. The manufacturers also
agreed that the most extensively modified segment is pier segment (PS), expansion
joint segment (EJS) and first segment after pier segment.
108
In erection of segment, the erectors has mentioned that most of the segment
are weighted more that 70 tonne, with the pier segment to be weighted the most
109
which may reach more than 100 tonne. The weight is due to the design of the
segment based on the number of carriageway needed. The widest segment so far has
been design for four lanes for single carriageway with width of 21 meter.
Based on the interview with the specialist contractor, they have carried out
several design and checking to the segment and requires modification and additional
reinforcement. The checkings done are:
Meanwhile design check also being carried out to check the impact and ensure the
additional forces and stresses occurs during erection of segment to the pier column
and pilecap and piles are catered for. The checkings done are:
1. Check on moment, shear & torsion capacity check during cantilever stage
for every pier.
2. Check for unbalanced moment during construction for every pier.
110
There are several way of erection can be done by the erectors such as span by
span, balance cantilever, incremental launching and etc. The decision to erect the
bridge in different method is based on the site condition and this method of
construction has to be decided during initial stage by consultant, as advice by the
erector during the interview. On the pier modification, not many modification
actually done but they have to check the capacity of the pier on the moment, torsion
and shear during cantilever construction.
Based on the design and design check being carried out, the modification has been
made to the segment. The Figure 7.1 to Figure 7.6 below show several segment
modification that has been done by contractor.
111
Figure 7.2 Close up of the above at the middle and left of the segment.
112
Figure 7.5 above and Figure 7.6 below show the additional blister design by
contractor for temporary pre-stressing to hold the segment temporarily before
permanent stressing
Figure 7.6 Temporary blister at both left & right of the web for
temporary prestressing
114
Figure 7.7 The temporary staging for erection of half end of segment at
expansion joint pier design by contractor
115
Figure 7.9 Temporary nailing (tie down) pier segment to the pierhead
117
For the purposes of gantry operation, the erectors mentioned that their gantry
operator is a competent operator but the competency test was done by their own
internal tester and the competency level is questionable. Prior to commencing the
gantry operation the erector has carried out the test on the gantry by their internal
safety and technical auditor. After the gantry certified by their internal auditor, the
load test being carried out witnessed by officers from Department of Occupational
Safety and Health (DOSH). The test is necessary and requested by the client and
consultant for safety reason. It also has to comply with requirement from
Department of Occupational Safety and Health, which will issue the “Hoisting
Machine Permit” (Permit Mesin Angkat – PMA) prior to gantry operation. The
specialist erector also has invented the “Safe-Fail” mechanism onto the gantry
whereby if the normal mechanism failed; the contingency safety mechanism will
automatically activate and secure the gantry and the load into safe situation. The
“Safe-Fail Mechanism” and Safety Plan and Procedure have been produced and
vetted through by consultant and client and must be adhere by the operator and
supervised by engineer in-charge. The erector also produced the kinematic drawing
which shows the details step by step gantry movement for the gantry launching with
the checklist. During launching, no further movement of the gantry shall be done
without consent by engineer-in-charge. Any deviation from the kinematic drawing
for the movement, the operator shall refer to the engineer and confirmed by the
erector’s designer.
During the interview, the contractor agreed that the contract for bridge project is a
design and build contract. They also purpose that the specialist contractor should be
identified and awarded the sub contract at early stage, but they do not favorable for
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joint venture with main contractor mainly due to commercial reason. The overall
conclusion on the respond is as follows:
1. From the analysis the respondents agreed that the main problem is
contributed by congested reinforcement in the segment and difficult to
arrange.
2. Secondly the respondent agreed that there is necessity to check the capacity
of the pier column in term of moment capacity, unbalance moment, etc.
3. Thirdly the respondents agreed that the assembly and disassembly of the
gantry delay their work due to difficulties in the works.
4. The respondents also agreed that the main contractor and specialist
contractor to joint venture in this kind of project and the project should be a
design and build project.
Apart from the problems that have been discussed earlier, the specialist
contractor and supplier keep updating their products and accessories in order to
ensure the bridge is safe and sound. Even though the maintenance part is not discuss
in this project, but it is interesting to know several new invention has been made by
the supplier and specialist in prestressing which could enhance the safety and
durability as well as minimise the maintenance of the bridge..
In Japan, the industry has started using the transparent sheathing developed
for external tendon of segmental bridge. The sheathing called "Himilan" is an
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Freyssinet LLC, one of the specialist in prestressing has come out with a new
invention to reduce the leakage of water into the tendon duct at segment joint. The
invention consists of the duct jointing accessories as shown in the Figure 7.11, 7.12
and 7.13 below.
Freyssinet LLC has completed testing and production tooling is online for
the patented Freyssinet Liaseal Couplers. The Liaseal was developed in response to
the demand for additional corrosion protection for prestressing steel passing through
match-cast joints in concrete segmental projects. The three (3) - piece assemblies
(Refer to Figures 7.11 and 7.12) are manufactured entirely of HDPE and are
designed to be water tight at a dry joint at 3 bars (43 psi). Actual test results proved
the Liaseal to be watertight at pressures up to 24 bars! (Nearly 350 psi!).
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Liaseal Couplers are currently available for duct outside diameters of 3-3/8", 3-5/8"
and 4-1/4". In addition to providing enhanced corrosion protection to prestressing
steel, Liaseal Couplers ensure perfect duct alignment at the match-cast joints,
maintain ducts free from epoxy intrusion during segment erection and eliminate
grouting crossovers at segment joints.
protection, and to facilitate handling of the systems during installation. At this time,
the system is being produced in Germany (ASBI, 2006)
CHAPTER 8
Lubuono (2005) recommended that the consultant and client had to look into
several scope of factor that governs the selection of the bridge construction method
such as:
From the database they have to come out addressing the following:
1. If the main contractor is not the bridge specialist contractor, then the
appointment of bridge specialist contractor must be made at early stage,
possibly during tender stage or negotiation stage. The client should insist
the main contractor to nominate their specialist bridge sub contractor
during tender stage by incorporated the requirement in the tender
document.
2. The client could award direct the project to the bridge specialist
contractor as main contractor. For any civil works, the bridge contractor
could sub contract the work to other sub contractor.
3. The main contractor and the bridge specialist contractor to form a Joint
Venture company to take this project. As what we have discovered in the
finding that the specialist contractor is not favourable in this proposal.
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The reason for this rejection is not clear, but most probably due to
commercial issues.
Cliff (2006) expressed the two real challenges that the client should respond to,
the challenges are:
In Chapter 6, the specialist bridge contractor has stated that they agreed with the
proposal that they enter the contract at the early stage. In order to do so, the
author recommended that the concept of Partnering or Concurrent Engineering
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being implemented. The client should take the initiative to insist the main
consultant, main contractor and/or specialist bridge contractor and segment
manufacturer to form a team of contractor based on design and build contract.
The client also should play a bigger role to ensure the team carry out their duty
without fragmentation.
Institutes. The governing body could always monitor and scrutinise the level of
competency of the plant as well as controlling the quality and cost of the segment
and the project.
At this stage, the common problem occurs due to alignment and the level of
the segmental bridge. If the segment which was match casted is being cast
accurately according to the theoretical alignment at casting yard, the problem of
alignment could be resolved.
Problem about level has to do something with the stressing force. Prior to
erection the contractor has come out with precamber calculation to determine the
amount of deflection to the bridge when stressing is being carried out. Based on the
calculation, the adjustment could be done to the level of the deck during stressing,
thus we could achieve the design level after the stressing is completed.
There is more space for improvement and this study should not stop here and
hopefully someone could resume the study on other method of erection of the
segment.
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REFERENCES
Andrew C., Raymond S. (2006). “Method Statement for Segment Erection”, VSL
Engineers Sdn Bhd & Projalma Sdn Bhd JV (VPJV), Subang Kelana Link Project.
unpublished
Arthur M. P. (2004). “Precast Segmental Casting Yards: Past, Present And Future”,
PB Networks Online Magazine, Issue No. 57, Vol. XIX, Number 1. Feb. Website:
http://www.pbworld.com
Cliff F. ed. (2006). “Design and Construction of Segmental Concrete Bridges for
Service Life of 100 to 150 Years”, American Segmental Bridge Institute Magazine
(SEGMENTS) Vol. 47, Winter.
Poh B. S., Raymond S. (2006). ”Method Statement for Gantry Assembly”, VSL
Engineers Sdn Bhd & Projalma Sdn Bhd JV (VPJV), Subang Kelana Link Project,
April. unpublished.
Raymond S., (2005). “MS PowerPoint Presentation for segment erection”. VSL
Engineers Sdn Bhd & Projalma Sdn Bhd JV (VPJV), July. unpublished.
Poston R.W., Wouters J.P. (1998). “Durability of Precast Segmental Bridges” Final
Report for National Cooperative Highway Research Program, Transportation
Research Board, National Research Council, United State of America, June.
Vijay C., Peter A., Paul J. T. (2004), “South Bay Interchange: New Frontiers in
Segmental Construction”, PB Networks Online Magazine, Feb, Issue No. 57, Vol.
XIX, Number 1.
Website: http://www.pbworld.com
VSL Far East (2005) “Post tensioning Systems”, VSL Engineering Pte. Ltd., Hong
Kong.
133
APPENDIX
A
Example of Questionnaire
134
Email : jazlan@azrb.com
All information given will be treat strictly confidential and for the purposes of
preparing the thesis only.
I would like to thank you in advance for willing to spared your valued time to
respond to this questionnaire and share your experience, knowledge, and technical
know-how in this field.
Thank you,
3. How long your firm has been involved in segmental bridge project?
A. Less than 5 yrs B. 5 to 10 yrs C. more than 10 yrs
2. Does the segment has been modified from the original construction drawings
issued by consultant
Yes No
3. Which type of segment those beings carry out the modification? (You may
tick more than one )
A. Pier Segment (PS)
B. Expansion Joint Segment (EJS)
C. First segment after PS
D. Second segment after PS
E. Deviator Segment (DS)
F. Standard intermediate segment
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5. What kind of modification that being done for the following segment. Please
tick based on the item mention. (You may tick more than one choice )
1. Dimension change
2. Additional blister for temporary pre-stress
3. Additional reinforcement
4. Additional concrete
5. Others
Reason for
modification:…………………………………………………………
…………………………………………………………………………
…………
Reason for
modification:…………………………………………………………
…………………………………………………………………………
…………
Reason for
modification:…………………………………………………………
…………………………………………………………………………
…………
Reason for
modification:…………………………………………………………
…………………………………………………………………………
…………
Reason for
modification:…………………………………………………………
…………………………………………………………………………
…………
Reason for
modification:…………………………………………………………
…………………………………………………………………………
…………
A. Top slab
B. Bottom slab
C. Web
D. Center web
E. Flange
F. Blister
G. Junction between web & top slab
H. Junction between web & bottom slab
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10. Please indicate whether the following item contribute to problem in the
process of manufacturing the segment at the factory/casting yard.
(Please tick based on the rating shown below).
1. Less 2. Slightly 3. Moderately 4. Extensively 5. Most extensive
A. Mould fabrication 1 2 3 4 5
B. Mould modification 1 2 3 4 5
C. Reinforcement arrangement 1 2 3 4 5
D. Tendon conduit arrangement 1 2 3 4 5
E. Tendon collide with reinforcement 1 2 3 4 5
F. Insertion clash with reinforcement 1 2 3 4 5
G. Quality of concrete 1 2 3 4 5
H. Supply of concrete 1 2 3 4 5
I. Efficiency of the equipment 1 2 3 4 5
J. Survey setting out 1 2 3 4 5
K. Alignment survey 1 2 3 4 5
L. Workers skills 1 2 3 4 5
12. How do you erect the Pier Segment / Expansion Joint Segment?
A. Using crane B. Using gantry launcher
15. Do you make any design checking to the pier column/ pierhead design?
A. Yes B. No
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…………………………………………………………………………
………..
…………………………………………………………………………
………..
Yes No
Yes No
If YES, please state the agency’s name:
..……………………………………..
21. In tendon grouting, does your grouting supervisor is a competent & certified
person to do the grouting.
Yes No
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Which agency that issues the Competency / certificate for grouting job.
(Please
state)………………………………………………………………………
22. Do the following items contribute to the problem in erection of the segment?
(Please tick based on the rating below)
1. Less 2. Slightly 3. Moderately 4. Extensively
5. Most extensive
23. In order to expedite the construction, ensure the good quality, and
effectiveness of the construction sequence of construction of segmental box
girder bridge, do you agree with the following statement. Give your respond
based on the following rating.
1. AGREE 2. NOT AGREE
B. The main contractor should confirmed their specialist sub contractor earlier
for construction of box girder portion earlier
1 2
C. The main contractor and specialist sub contractor should form a joint venture
for this portion of construction
1 2
I would like to thank all the respondent of these questionnaires that have spared
their valued time to share their experiences, knowledge and technical know-how
in this field. All the respondents data will be treat strictly confidential and for the
purposes of this study only. I sincerely hope that all the information discussed in
this project will be further study for the used of the other professional in the
future.
Thank you.
JAZLAN SALLEH
MSc. Construction Management
UNIVERSITY TECHNOLOGY MALAYSIA
SCHOOL OF GRADUATE STUDIES