CASE STUDY FOR THE HONG KONG ZHUHAI MACAU BRIDGE

( HZMB )

TEAM MEMBERS :

1. Wan Ali Imran Bin Wan Othman 21235

2. Nabeel Bin Shahrol Azmi 17005127
3. Abdulqader Abdullah Abdulqader Al-hebshi 16659
EXECUTIVE SUMMARY

The Hong Kong Zhuhai Macao Link built across the mouth of the Pearl River Delta linking
Hong Kong, Zhuhai and Macao in the south of China. The link will comprise of a dual 3-lane
with hard shoulder motorway with a total length of approximately 42km, of which
approximately 30km will be in mainland territory and approximately 12km will be within
Hong Kong territory. The link will comprise of Border Crossing Facilities on reclaimed land
in Zhuhai and Hong Kong, approximately 30km of sea-crossing bridges, approximately 5km
of immersed tunnel, two artificial islands, approximately 2km of at-grade road and
approximately 2km of cut and cover tunnel.

BACKGROUND OF THE PROJECT

The construction of the HZMB Immersed Tunnel is scheduled to commence early 2011 as
part of more than 50 km Link between Hong Kong, Macao and the Mainland China. It will
carry a three-lane dual carriageway with a design speed of 100 km/h and is designed for a
120-year design life. With a length of approximately 6 km the immersed tunnel will become
the worlds’ longest. To accommodate the passing of 300.000 tons vessels the tunnel will
approx. 30 m (tunnel roof) below sea level, being one of the deepest in the world.

The Pearl River Delta area is one of the fastest developing industrial regions in China for
both light and
heavy industries. The region to the east of the delta, comprising Guangzhou, Dongguan,
Shenzhen, is
relatively more developed than the west side of the delta comprising West Guangdong and
Zhuhai, with
Hong Kong providing the gateway for international shipping and air services. Currently the
delta is
bridged approximately 50 miles upstream of the mouth of the delta and the journey time
between Hong
Kong and Zhuhai/Macao is about 4 hours by road and 1 hour by fast ferries. The new link
will reduce the
journey time to approximately 30 minutes and more importantly provide a safe and fast link
to Hong
Kong International Airport and Hong Kong Shipping Container Terminals. It should also
facilitate the
development around Zhuhai and Macao and provide a strategic link for the development of
the Pearl
River Delta region as a whole.

Figure 1 - Pearl River Delta Region

The link will have one of the longest sea-crossing bridges in the world and will be seen from
the air, land
and sea and its design has been developed to provide an iconic unique and instantly
recognizable bridge
befitting the second decade of the 21st century.

literature review

1. Structural design
The immersed tunnel can be considered as one of the most challenging parts of this
project and
special in a number of ways. The structural design of the immersed tunnel is
determined by various boundary conditions. Since the tunnel has to carry a three lane
dual carriageway the spans within the cross section are relatively large with 14.55m.
As explained earlier the tunnel is placed deep under the existing seabed to allow for
the future deepening of the shipping channel to accommodate passage of 300.000 tons
vessels. Until the future navigation channel is dredged, the immersion trench is
allowed to fill with sedimentation up to the existing sea bed, which may result in a
ground cover on the tunnel of over 20 m. When also taking into account the varying
and poor soil conditions at the project location the cross section design in reinforced
concrete becomes critical, however still feasible. The option of transverse post
tensioning has been studied, but was not preferred due to a more complicated
execution of the works.
The geotechnical conditions at the project location are unfavourable and have an
significant impact on the immersed tunnel design. Although the immersed tunnel can
be applied in relatively poor soil conditions additional measures are required over a
large part of the immersed tunnel alignment due to settlement/deformation
requirements. In the deep sections the geotechnical conditions are relatively good and
additional measures are not required. The immersed tunnel is founded on a gravel bed
direct on the existing soil. To limit settlements and more important differential
settlements the additional measures have been taken by means of sand replacement,
settlement reduction piles and foundation piles.

2. Offshore conditions during transport and immersion

The immersed part consists of 33 tunnel elements, of which most have a length of 180
 m. With the cross sectional dimensions of 11.5 * 37.95 m the elements will become
the largest concrete tunnel elements in the world. The tunnel elements will be built in
a construction dock located at some 10 km of the project site, and will be transported
and immersed under offshore conditions. During these stages adverse wave conditions
may be encountered.

3. Artificial Islands
At the transition from the tunnels to the bridge parts artificial islands are constructed.
The land reclamation for these islands is carried out in relatively soft soil conditions.
For the design the very soft top layers are replaced by sand; the underlying soft layers
are treated by means of sand compaction piles. The transition between the artificial
island, where extensive land reclamation will take place (loading situation) and the
immersed tunnel, where substantial dredging will be carried out (unloading situation),
is quite complicated from a design point of view. For the detailed design it has been
advised to combine 3D geotechnical modelling with an extensive monitoring to
support / confirm design decisions.

4. Tunnel Installations and Road Safety

The development of an integral safety concept of a bridge-tunnel link of this size is a
true challenge. Especially when three different governments are involved, and several
design companies have participated in different parts of the project. For the tunnel an
integral safety concept has been developed using advanced design approaches
resulting in efficient ventilation systems, safety provisions and escape procedures,
also taking account the human factor (behavior and response of the road users). In
addition, for maximum availability of the tunnel state of the art traffic management
systems and tunnel installations will be applied.

5. Durability and Operation & Maintenance

The design life of the civil works of the tunnel has been defined as 120 years.
Considering the severe marine environment, this can be regarded as a challenging
requirement. For the concrete works special studies have been carried out using the
 Duracrete design method for concrete mixes and concrete covers. In addition an
Operation and Maintenance Strategy has been developed that is intended to be in
balance with the detailed design, allowing for easy accessibility, inspection and
maintenance and therefore results in a maximum availability of the tunnel.

WORK BREAKDOWN

To ensure the HZMB project is a success, the governments of Hong Kong, Macau and
mainland China had to rely on numerous private contractors for tasks that are pertaining to
designing, procurement, constructing, inspection and operation of the HZMB. For designing,
several designs were proposed including with suggestions on where should the bridge be
located and its feasibility. After the designing had been finalized, contracts would be signed
for procuring all the materials and workers for the construction project. Throughout the
project, inspections from government agencies would be conducted to ensure that the
construction work is sustainable. Finally, after the construction is finished, other private
companies would hired to take charge of the operation for the bridge mainly in managing and
maintaining the condition of the bridge.

The governments of Hong Kong, mainland China and Macau would also be discuss on
matters pertaining to immigration, trade barriers and customs that would enter through their
respective borders. They would also discuss the matter of how much would each government
fund the construction project in a sustainable way. The Bank of China was also selected as a
leading bank for providing additional loans for funding the project.

ACTIVITIES ESTIMATE

In the west of Hong Kong, it’s open water with vast horizon where the Hong Kong Link
Road ( HKLR ) where it connects to the main Hong Kong-Zhuhai-Macau bridge main bridge
in the mainland. The surrounding seabed is surrounded with 30m-40m of soft clay. The depth
of bedrocks could reach as deep as 100m deep. Long span decks of 180 m have been built
since it stretches over an archeological site and no construction, permanent or temporary,
may be built over it. Long span decks are also utilized in the Airport Channel in Hong Kong
in which a 2-way tunnel linking with the bridge was provided. To reduce the hydrodynamic
impact in the channel, all pile caps are embedded below existing seabed. Exception was given
to navigation span with emerged with pile cap top above the sea at the portal of Scenic Hill.

1. Viaduct Structures

The viaduct structures constructed must be adhered by following guidelines of Structures

Design Manual for Highways & Railways (SDMHR) published by Highways Department of
HKSAR Government and the Employer’s Requirements. Generally, the viaducts for ultimate
limit state( ULS ) and serviceability limit state( SLS ) according to BS5400 with a
design life of 120 year with the exception of seismic and ship impact designs. However, the
two seismic performances in EN are extended to 3 performances requirements of “no
damage”, “ repairable damage” and “no collapse”. In the design for ship impact, guidelines
were taken from Ship Collision with Bridges by International Association for Bridge and
Structural Engineering (IABSE) and Guide Specifications & Commentary for Vessel
Collision Design of Highway Bridges by AASHTO.

2. Pile Foundation

The total number of bored piles used is 725 and 65 are used in land with diameter of 2.3m,
2.5m and 2.8m. But the pile varies greatly as the construction ventures into d=areas with
different geology where the length could range from 7m to 107m. These piles are designed as
end-bearings piles socketed in Category 1(c) or Category 1(b) bedrock with allowable end-
bearing capacity equals 5000 kN/m2 or 7500 kN/m2 respectively. Friction resistance in CDG
and alluvium is considered to be negligible. The long piles are located in marine viaducts in
Western Waters where the geology is characterized by a thick layer(maximum 40m) of weak
marine deposits immediately below seabed. It is underlain by alluvial clay/sand, CGD and
SDG of variable depth. In some depth, there are bedrocks that can go as deep as 100m and
more. Friction bored piles are used for such locations as piling machines cannot function
properly in these depths.

3. Pile Caps

Pile caps are play a crucial part in the construction of this sea bridge. They provide a safe and
dry environment to allow construction work to be done in marine tidal zone. All the top level
of pile caps in marine viaducts at +3.95mPD so that they can be seen at sea levels by various
ships. The pile group has ranges from 3 to 6 diameter with 2.3 m, 2.5m and 2.8m. Due to the
complex shell geometry, 3-D finite element analyses were conducted for simulating structural
behaviour of system in different stages. It was designed that the thermal stresses induced due
to concrete hydration in permanent cap would be controlling the load scenario. In order to
release the thermal strain induced in shell, a fresh idea of thermal-structure insolation was put
in this design.
 4. Casting Yard

To facilitate construction of the bridge more efficiently, a casting yard in Zhongshan has been
built with total 6 operation lines for casting over 5694 members of precast deck members.
The deck is about 20 hectres in size and equipped with all facilities with concrete batching
plant. Three operation lines and 33 sets of formwork molds for day to day segment
productions. Remaining lines are reserved for repairs and storage use. With the ability of
joining up to 1000 segment productions, these casting yards can be used to cope with the
actual deck erection cycle on-site. Two segments jetties were set up with heavy duty cranes
for unloading segments directly onto barges of different capacities.

5. Piers

Tall piers with the exception of the twin-blade piers were designed as precast concrete
structures are located in the Western Waters. The dimensions for a pier section is 5.0 m X 3.2
m externally and 3.0 X 1.5 m internally and is hollow designed. The dimensions for a precast
column unit is 6m and an-in situ stich of 400mmto connect the in-situ pier base and first
precast unit. To connect the precast units, U-shaped internally prestressed tendons were used.
Tendons are then anchored at pier head instead of pier segment and the prestressed piers are
then classified as Class 1 structure under service load combinations as stipulated in SDMHR.

Monolithic connection between pier segment and pier was achieved by using prestressing. By
precasting all components in components, this method is newly practiced in Hong Kong and
is driven by need for minimizing the in-situ concrete works in marine environment. When all
the piers segment are linked geometrically, the spatial positions was fixed on temporary
supports. Before the installation of the vertical nailing prestressing in formation of monolithic
joints, the precast plinths would be grouted. To further facilitate with the stressing operation,
the U-shape nailing tendons were anchored to the pier segment.
 6. Decks

 Marine viaducts

The typical span length in the Western Waters is 75m with a box depth of 4m. To reduce
future maintenance efforts, a bridge unit of 8-span continuous deck of 600m long was used
with optimal used of the bearings and movement joints. All internal piers were constructed
monolithically with bridge deck with the exception of the first internal piers. The length of
the end span was made the same as the internal ones to provide regular rhythm of spans to
improve aesthetics. Bu using external and internal tendons for a mixed prestressing scheme
was utilized for minimizing the self-weight of deck and reduce erection cycle time. For
supporting the cantilever decks self-weight, internal cantilever tendons was used. External
continuity tendons & internal span tendons was used to resist other loads. Spare ducts were
set aside for tendon replacement operations. Double curvature surface was used in the design
instead of conventional single curvature steel tubes was also utilized upgrade the performance
and constructability of these deflectors at deviator segments.
  Long-Span Viaducts

With a span length of between 150m and 180m, these structures are utilized in the navigation
channels of the Western Waters accompanied with the viaducts near the headlands and
Airport Channel. And the navigation channels constructed are a 5-span bridge unit with a
configuration of 109m+3x150m+109m. These internal twin-blade piers are largely linked to
the deck. At both ends of the 668m long bridge, movement joints and bearings are connected.

For the headland part, the 3-span continuous structure that has dimensions including a 180m
long clear span with two 115m long end spans that stretches over the archaeological site in
the island. Spans of 180m are designed on the upper limit of precast segmental concrete
bridges. With variable box depth of 4-10m, the ratio of the span-depth is 1/45 at mid span and
1/18 at SOP. Large internal twin-blades supports strong fixity for long span decks and
bearings placed at both ends allow release of large movements due to creep, shrinkage and
thermal effects.

The requirements on temporary stabilizing system when the erection of the cantilever occurs
can be reduced with deck-pier monolithic conditions. But, this came with consequences in the
form of strong interactions among decks, piers and foundations. The longitudinal behaviour
from this bridge is heavily sensitive to foundation stiffness like the bridges with low piers.
The longitudinal portal frame behaviour can cause large pressure in piles due to the seismic
load cases. In order reduce these effects, some bridge cantilever jacked against each other
prior to stitch formation.

In the Hong-Kong-Zhuhai-Macau bridge, the decks in both carriageways separates with

typical box width of 16.82m. Howevr, the requirements on sight distance in tight horizontal
alignment with dimensions of 513m, the box in Bridge ML13 and Bridge ML14 together
with a portion of Bridge ML12 is widened to 18.47m. For these areas, two decks are
connected extensively by a cross beam at SOP.
  Land section

This deck is placed in situ portal with each column being supported on single pile

Five bridge units along sea wall are twin docks and with the sixth one is integrated with 3
decks. These viaducts are constructed as precast segmental erected by balanced cantilever
method with overhead launching gantry. And to allow adequate structural behaviour, side
with span lengths on sliding bearings and intermediate ones and are embedded in the portals.
 Standards of segment designs
The driving factor for the bridge’s construction success is a good set of standards so that all
construction works can be coordinated well. In this project, the segment geometry was
carefully designed so that minimal changes to the construction method and equipment
occurred. For typical 75m spans, constant segment box of 4m deep used. For the long span
decks that has length between 150m to 180m, the segment depth varied from 10m at pier to
4mat mid span. Segment design with shorter spans was re-used in long ones. For example,
segments in typical 165m span would be re-used in 180m long dec, the 15m extra deck length
was made with additional segments.

7. Geometry Control

In conjunction with Datums in-house software, three dimensional models is updated after
each segment moulded is installed to make it as geometrically close as possible to the sighted
one. Statistically accurate analysis carries out to confirm As Cast shapes. On the construction
sites, first segment is adjusted against the As Cast geometry in order to reduce any potential
step at mid span stitch. Any potential misalignment identifies at very early edge stage by
analysing the erection follow up tables. This method is also similar for other structures
including columns and decks. At casting yard, the shape between the column segment to be
cast and the counter mould is shaped and the final segment calculated superposing the
achived geometry bbetween two segments.
ESTIMATED COSTS

Based on several documents, the Hong Kong-Zhuhai-Macau Bridge were funded by several
parties which were the federal government, the Hong Kong state government, the Macau
state government and loans from several Chinese banks. The table below shows how much
each of these parties contributed to the construction of the bridge.

Government Contribution Population

Hong Kong $1.38 billion 7.35 million
Macau $43 billion 0.61 million
Federal Government $1.43 billion 1.68 million
( Zhuhai )
Bank Loans $4.32 billion
Total $7.56 billion 9.64 million

More funds were allocated by the Hong Kong Transport and Housing Bureau that shows the
city a further $4.57 billion and $3.19 billion on facilities for the bridge including for
boundary crossings and linkage between main bridge and its boundary crossing.

SCHEDULE

Date Milestone
January 2007 Establishment of HZMB Task Force
February 2008 Governments of Hong Kong, Macau and
mainland China planning the scope HZMB
 Main Bridge for the construction, operation
and maintenance of their own boundary
crossing facilities and associated link roads.
December 2008 HZMB Feasibility Study Report was
finished and submitted to the Chinese
federal government.
March 2009 Contract of HZMB Main Bridge for
preliminary design and site investigation
was signed.
April 2009 Bank of China was selected as the leading
bank and managing loan for funding
October 2009 HZMB Feasibility Study Report was
approved by State Council.

December 2009 HZMB construction works has started

including reclamation works for the west
landing point and toll plaza of the HZMB
Main Bridge commenced.
January 2010 HZMB preliminary design report was
submitted to the Ministry of Transport
February 2010 The three governments signed a joint
agreement for to specify the partnership
arrangements between the three
governments as well as their roles in respect
of the construction, operation, maintenance
and management of the HZMB Main
Bridge.
March 2010 HZMB Main Bridge design was approved
by the Ministry of Transport
May 2010 Joint Works Committee of the Three
Governments was established.
July 2010 Establishment of HZMB Authority
December 2010 Contract for the design and construction
work for HZMB was signed which indicates
the beginning of construction works.
January 2011 Contracts for designing and engineering
from various companies are signed
 and this includes quality management
consultancy, design of communication
engineering and detailed design of the
bridges.
April 2012 Contracts for further affairs relating to the
HZMB and this includes Procurement and
Fabrication of Steel Box Girders,
Construction of Composite Bridges as well
as Construction of Substructure of Bridges
were signed.
May 2013 Placement of the first immersed tube tunnel
segment of HZMB Main Bridge
December 2013 Erection of the first composite bridge girder
of the HZMN Main Bridge
June 2014 Commencement of bridge pavement
contract for bridge section.
December 2014 Erection of the first composite bridge girder
of HZMB Main Bridge.
April 2015 Placement of precast bridge pile caps and
piers for the HZMB Main Bridge.
June 2016 The erection of the HZMB Main Bridge
tower has been finished.
August 2016 Attention has been shifted to bridge
surfacing works.
September 2016 Construction of the HZMB Main Bridge has
been finished.
June 2017 The tunnel for the HZMB Main Bridge has
been settled.
July 2017 Surfacing works for HZMB has been
completed.
December 2017 Lighting up ceremony of the bridge
June 2018 HZMB Main Bridge hand over inspection is
finished.
September 2018 Hong Kong, Zhuhai, Macau authorities
performed a joint 3 day drilling operations.
October 2018 HZMB has commenced operations.
 ENVIROMENTAL IMPACT

The EIA has considered various options for the bridge alignments and different built
forms for the Project, taken into account environmental factors as well as other considerations
like geographical and geological considerations, airport height restrictions, site constraints,
constructability and safety. The preferred alignment option for the HKBCF location. In
addition, the road section at the south-eastern coast of the Airport Island originally run in a
viaduct has been changed to a tunnel-cum-at grade road to minimize the visual instruction of
an elevated viaduct structure to the Tung Chung residents.

1. Air quality

An air quality impact assessment has been conducted for both the construction and
operational phases. The fugitive dust assessment for the construction phase has concluded
that 8 times/day watering in all works areas would be required to control the fugitive dust
impact. For the assessment of operational phase air quality, sensitivity tests have been
undertaken to identify the highest emission scenario from the combinations of vehicular
emission factors and the projected traffic flow at different years of operation of the Project.
The effect of emission from portals and ventilation buildings including those of the HZMB
Main Bridge has been modelled, taking the length of each tunnel and its ventilation scheme
into account. The results show that the predicted cumulative pollution concentrations at all
identified air sensitive receptors will comply with Air Quality Objectives.

2. Noise impact

Construction noise assessment has been conducted. Results indicate that the construction
noise impacts would comply with stipulated noise criteria after the implementation of good
site practices, quiet construction plant and other mitigation measures. Operational cumulative
road traffic noise impact on neighbouring noise sensitive receivers has been assessed and
found to comply with the requirements.

3. Sediment Quality and Waste Management

 The Environment Impact Assessment (EIA) indicates that the current engineering design
for the reclamation of the Project has reduced the amount of dredge materials as far as
possible. As a result, only a total of 5.95 Mm3 bulk volume of marine sediment will be dredge
under the Project.

To minimize off-site disposal of dredged marine sediment, the EIA proposes to redeposit
the dredged contaminated marine sediment (classified Category Mf in accordance with
ETWB TC (Works) No. 34/2002) within the HKLR reclamation site. Such redeposition work
will be surrounded by sheet piles and silt curtains to avoid any adverse water quality impacts.
For disposal of the dredged uncontaminated marine sediment, the EIA proposes cross-
boundary disposal in the Mainland in accordance with existing established practice.

The EIA has estimated the quality and timing for the generation and re-use of
construction and demolition (C&D) materials required in the reclamation and infrastructural
works of the Project. Various means to minimize the generation and to maximize the reuse of
C&D materials and other surplus materials have been proposed.

4. Water Quality Impact

The EIA has identified and assessed the possible worst case scenario when the
construction of the seawalls for the eastern and western artificial islands and the dredging
works of the tunnel trench for the HZMB Main Bridge might be carried out concurrently with
the dredging and filling activities of the Project, HKBCF and the Tuen-Chek Lap Kok Link
(TMCLKL).

Modelling results indicate that with the implementation of a series of mitigation

measures, the water quality impacts during construction of the Project from the dredging and
filling activities at the key sensitive receivers including the Sha Chau and Lung Kwu Chau
Marine Park, Tai Ho Site of Special Scientific Interest (SSSI), San Tau SSSI, Butterfly beach
and Ma Wan Fish culture zone could be controlled to within the established criteria. These
mitigation measures include formation of seawall for enclosing the site area before
reclamation, installation of temporary sheet piles and silt curtains, application of enhanced
cage type silt curtain around all grab dredgers and controlled dredging and filling rates.
 For the operations phase of the Project, the main concern is the hydrodynamic impact on
Tai Ho Bay and the Airport Channel. The hydrodynamic study confirms that there would be
insignificant impact on Tai Ho Bay while the changes in hydrodynamic patterns in the
Airport Channel would not cause unacceptable ecological impacts. The changes in the
sedimentation and erosion patterns in the Airport Channel are also predicted to be
insignificant and all water quality parameters in the Airport Channel would comply with the
Water Quality Objectives.

5. Ecological impact

Disturbance to terrestrial ecology would be insignificant owing to the to the large distance
separation between the Project sites and natural habitats in North Lantau. Nonetheless, good
site practices during land-based construction of the Project would avoid most of the potential
impacts on the Romer’s Tree Frog habitat in Scenic Hill.

The waters to the west of Airport currently feature two areas of dolphin-conservation
importance, viz the Sha Chau/Lung Kwu Chau Marine Park and the waters near Tai O
Peninsula to Fan Lau. The alignment of the Project has avoided areas of high dolphin density
in these two areas. The EIA indicates insignificant impacts on the Chinese White Dolphin
(CWD) along the southern edge of the Airport Island and inside the Airport Channel, as there
have been no sightings of the CWD in the Airport Channel and there is no evidence to
indicate the channel is currently used by the CWD or any other cetaceans.

The proposed reclamation along the east coast of Airport Island is situated at a very low-
density area of CWD and with very low coverage of common gorgonians. As a result,
potential impacts on the CWD in this area would be much less significant. Dolphins
monitoring during construction will be thoroughly implemented.

6. Fisheries impact

The area to reclaimed under the Project in not of high fisheries production rates. The EIA
indicates that the construction and operation of the Project would cause insignificant loss of
fishing ground. When compared with the available fishing ground in Hong Kong waters, the
cumulative permanent loss due to the Project, HKBCF and other concurrent project projects
would also be insignificant. With the implementation of mitigation measures recommended
in the EIS report, all relevant Water Quality Objectives will be met.

7. Cultural Heritage Impact

There are two temples, namely Hung Shing Temple and Tin Hau Temple, an Earth Shrine
and some graves at the Sha Lo Wan area. The proposed bridge structure will span over Sha
Lo Wan but all proposed bridge structures will totally avoid the archaeological site. No
mitigation measure is required but as a precautionary measure, storage of construction
equipment at the archaeological site is not allowed and periodic monitoring will be conducted
during construction stage to ensure the avoidance of any impacts on the archaeological site.

8. Hazard to Life

The potential hazard posed to future users of the Project by both the existing and new
extension sections of the airport fuel tank farm have been identified and assessed. A full
range of tank hazards have been evaluated including the remote possibility of a major bund
overtopping with drainage down the Scenic Road and the surrounding area towards the
Project. The EIA concludes that the risks lie well within the acceptable criteria of Ames 4 of
the Technical Memorandum on EIA Process with a significant wide margin, primarily
because of the large distance of separation between the tank farm and the Project. No
mitigation measure is considered necessary or justified during both the construction and
operation phases.

9. Loss of Natural Shoreline/Landscape and Visual Impact

The applicant has adopted the “tunnel plus at-grade road” scheme for the section of the
Project from Scenic Hill to the HKBCF along the east coast of the Airport Island, as opposed
to the “low-level bridge” alternative. The main reason is to address the objections from the
residents of the Tung Chung waterfront premises on the ground of visual instruction from the
bridge structures. However, the at-grade road option will permanently remove a section of the
natural shoreline, zoned Coastal Protection Area (CPA) in the Chek Lap KOK Outline
Zoning Plan.

HEALTH AND SAFETY ISSUES

To ensure we comply with the relevant Heath, Security, Safety and Environment
(“HSSE”) regulations, Hong Kong has developed frameworks and processes in accordance
with relevant laws, regulations and other requirements. These include various audits and
verification programs. In 2016, we successfully conducted three different types of audits,
namely the Quality, Health, Security, Safety and Environment (“QHSSE”) Internal Audit, the
Group HSSE Audit and Inspection, Transport and Housing Bureau and China State
Construction Engineering (Hong Kong).

The HSE management system (Health, Safety and Environment Protection) for the
island and tunnel project was established and is operated to carry out systematic HSE
management with full involvement, all level and throughout whole process. The organization
institute of health, safety and environmental management is combined with duty, system and
measures, procedures, process and sources organically through advanced, scientific and
system running modes. A dynamic management system which is interrelated, interaction was
developed and serves as a guide to works execution and operation performances.

The project continues to implement a comprehensive HSSE Management System in

accordance with ISO 14001 and OHSAS 18001 international standards. In 2016, the Hong
Kong Zhuhai-Macau Bridge focused on improving its OSH performance by introducing the
theme “Awareness & Enforcement”. The theme was selected as Malakoff believes in
ensuring that a sustainable OSH performance requires a systematic approach of increasing the
awareness while at the same time ensuring its strict enforcement.

A serious flooding and water seepage in a basement inside the passenger clearance
building built on an artificial island on the Hong Kong side of the multibillion-dollar mega
bridge, including the transformant room and switch room. Usually the transformer room and
switch are relocated on the ground floor, not the basement as that is where water leakage
easily crops up said by Civil and structural engineer Simon So Yiu-kwan. The leaking water
could easily cause short circuits in the electrical system and explosions in the equipment
because of the very high voltages involved. Civil engineer Albert Lai Kwong-tak said
construction workers were being put at risk as the basement should be free of water before
the transformer room was connected to the power supply.

SUSTAINABILITY

One of the most striking criticisms of the HZMB is the rate of usability from the residents of
Macau, Hong Kong and mainland China. Since private sectors would be in charge in
operating the bridge, the toll rates must be set and adjusted accordingly to recover
expenditure acquired for managing and maintenance services.

Prior to the HZMB project, there was also another mega project which was East and West
Harbour crossing. This project was procured from BOT model along with the Cross Harbour
Tunnel. However, East and West Harbour crossing reported so much losses since the Cross
Harbour Tunnel’s toll fees were cheaper than the East and West Harbour.

Initially, if the bridge was procured by the PPP model would be approximately HK$150 for
each vehicle. However, it is still not clear if the toll fee would be lowered because of public
financing. Suggestions for toll rates ranges from HK$80 to $HK120 to entice motorists to use
it. A Hong Kong newspaper called Ming Pao published a study to find the most sustainable
price for toll rates and is based on three scenarios.

One would be the HZMB financed by the host governments for a period of 60 year. The
second scenario would be like the first but with a 120 year period. The last scenario would be
under Private-Public Partnership (PPP) model for a period of 30 years. For the first and
second scenario, the price would be $HK211.42 and $HK423.94. While for the last scenario
the price would $HK909.22. All three toll rate would still be too expensive to convince
motorist to use the bridge and this would definitely make the bridge to register losses.

ETHICAL ISSUES

Code of ethics serves as a guideline and principle for the engineer involved in the
project, in ensuring the correct decision is made, and the engineering practice is performed
with good moral value during the planning and construction phases. Specifically, for this
project, a few ethics have been identified.
 1. Delays

The opening day of the bridge was pushed back multiple times. It was expected to
start operating by the end of 2016, but the construction of the main projects were only
completed in February 2018. The boundary crossing facilities for the Hong Kong side were
the final parts to be completed.

The delay in opening the bridge was reportedly because of difficulties in coordination
between all three cities on immigration and customs clearance mechanisms, as well as
disagreements over the desired opening date, which had to be approved by all three sides.

2. Budget Overruns

The initial budget for the Hong Kong side stood at HK$76.2 billion, but the
government has to ask for additional funding from the Legislative Council multiple times,
increasing the bill to HK$117.7 billion.

Layout plan for HZMB Main Bridge and the related projects

Figure 1 Hong Kong-Zhuhai-Macao Bridge

In 2010, a Tung Chung resident filed a judicial review challenging the environmental
impact assessment reports for the bridge. She first won the case but then lost an appeal,
before giving up an opportunity to lodge a final appeal. The government claimed the delay
caused by the legal challenge was around nine months and cost HK$8.8 billion.

But the cost increases were often related to construction issues. In explaining the
latest budget overrun of HK$2.36 billion in November 2015, the government said it was
because of a rise in labour and material costs and refinements of the design and construction
schemes.

3. Construction Problems

In September 2015, the government confirmed that the artificial island for the Hong
Kong boundary crossing facilities are built on the Hong Kong side post next to the airport, it
had moved by up to seven metres since 2014.

Figure 2 Hong Kong Boundary Crossing Facilities of the HKZMB

In February 2017, the Highways Department was accused of covering up the irregular
movements of seawalls built near Hong Kong airport. The department confirmed that it had
discovered “movements” at the end of 2014, but denied allegations from lawmakers that it
had tried to cover up the incident for two years.

Additionally, serious water seepage had occurred at the port immigration building,
causing flooding at a basement generator room. A video shot in June showed black smoke
coming out of the electric cabinet.

4. Fatalities
 The construction of the bridge has led to the deaths of 19 workers and injured over
600. A government investigation into the accidental deaths of two workers was completed on
2017, but the Highways Department has yet to make it public.

5. Falsifies Tests and Hacking

It emerged last year that falsified concrete compression tests had been submitted by
engineers Technicians used high-strength concrete cubes to falsify the tests in order to
replace the original results.

The Independent Commission Against Corruption charged 19 former laboratory staff

at Jacobs China Limited, a contractor of the Civil Engineering and Development Department,
for their alleged roles in the scandal. A former site laboratory technician was jailed for eight
months last December of 2017 and two other technicians were jailed for 22 and 32 months in
July 2017.

On March 2018, a computer at the bridge project was hacked, though the government
only admitted the incident occurred following media reports two months later. The hackers
locked files, demanded ransoms and eventually deleted some files after the police were
notified.

DISCUSSION AND RECOMMENDATIONS

The HZMB remains as one the most ambitious projects that the Chinese federal government
undertook with years of planning, funding, constructing and eventually completing with the
hopes that it could give the boost that China need for its economy especially in the
development of the Greater Bay Area along with Macau and Hong Kong. The bridge was
meant to reduce trade barriers by providing a simpler and faster way to travel between cities .
But critics remain sceptic if the risks outweigh the benefits that the bridge could bring
especially considering all the major risks that could haunt the country for decades. This
includes worsening air and water pollution, scandals during construction work and with some
critics saying it could take 72 years to break even for the cost. Enforcing public-private
partnership would help to improve transparency for keeping track progress of the HZMB or
any other megaproject. By hosting public town hall meetings is a great way to get the public
feel responsible for any projects that occurs in their area and to know where they taxes are
being channelled. Only time will tell if the HZMB would be the economic boom that people
would hope or the economic bane that people feared.

REFERENCES

1. Cheung, E., Chan, A. P. C., (2011). Evaluation Model for Assessing the Suitability of
Public-Private Partnership Projects. Journal of Management in Engineering, 27(2).
Retrieved https://ascelibrary.org/doi/10.1061/%28ASCE%29ME.1943-5479.0000044

2. Chan, M., Leung, Y. W., Premaud, V., Poon, W. K., Chan, D. S. H., Rialland, Y.,
(2016).Structural Engineering International, 5. Retrieved
https://www.semanticscholar.org/paper/Challenges-in-Hong-Kong-%E2%80%93-
Zhuhai-%E2%80%93-Macao-Bridge-Chan-
Poon/f1ee71f87cd14672207c7c09d63edcbea9e15fee

3. Gupta, P., Leung, R., Kumar, V., Narayan, K., Karen, C., (2016). International
Journal of Innovative Technology and Exploring Engineering, 8(11). Retrieved
https://www.ijitee.org/wp-content/uploads/papers/v8i11S/K104909811S19.pdf
4. Ng, E. (2017, April 12). Gov’t ‘regrets’ fatalities at Hong Kong-Zhuhai-Macau bridge
project, as workers demand halt to ‘murders’. Retrieved from
https://www.hongkongfp.com/2017/04/12/govt-regrets-fatalities-hong-kong-zhuhai-macau-
bridge-project-workers-demand-halt-murders/
5. Yau, C. Ng, J. (2017, May 25). Officials admit problems with Hong Kong-Zhuhai-
Macau bridge were missed a year ago. Retrieved from
https://www.scmp.com/news/hong-kong/law-crime/article/2095717/more-tests-
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