Welcome. Hong Kong Zhuhai Macao Bridge Design & Construction of Marine Viaducts for HKLR
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1 Welcome Hong Kong Zhuhai Macao Bridge Design & Construction of Marine Viaducts for HKLR HKSAR Government, Highways Department s Contract HY/2011/09 Hong Kong Zhuhai Macao Bridge Hong Kong Link Road 1
2 Contents 1. HZMB Project Overview 2. Design Challenges a. Bridge Span Configuration b. Precast Shells for Pile Caps c. Prestressed Piers & Monolithic Pier Deck Connection d. RC Piers & Monolithic Pier Deck Connection 3. Construction Challenges a. Marine Bored Piling b. Precast Concrete Shell for Marine Pile Caps c. Precast & In situ Piers d. Segmental Deck Casting & Erection e. Other Deck Construction Activities 4. Project Status HKLR 2 09
3 HZMB Project Overview
4 Employer The Government of HKSAR Administrated by Highways Department HZMB Project Management Office Supervising Officer Ove Arup & Partners Key stakeholders: Maintenance Highways Department NTW Region Office Design Highways Department (Bridges and Structures/ Geotechnical Advisory Unit/ Lighting Division) Transport Department Electrical & Mechanical Services Department Civil Engineering Development Department Marine Traffic, Design & Management Marine Department Working in vicinity of Airport Airport Authority Civil Aviation Department Design and Build Contractor Dragages-China Harbour-VSL Joint Venture Environmental Protection Environmental Protection Department Environmental Protection Highways Department ENPO
5 Design and Build Contractor Design Team: Designer YWL Engineering Pte Ltd Designer Mott MacDonald Hong Kong Technical supports Bouygues Travaux Publics Supported by: Geotechnical supports Golder Associates Marine traffic consultant BMT Asia Pacific Major segment erection equipment design VSL Technical Centre Asia (TCA) Environmental Team Leader Cinotech Consultants Design Checker AECOM Asia
6 Hong Kong Zhuhai Macao Bridge Tuen Mun Western Bypass Tuen Mun Chek Lap Kok Link Hong Kong Zhuhai Macao Bridge (HZMB) Main Bridge Hong Kong Link Road Hong Kong Boundary Crossing Facility 6
7 Con. Sum HK$ bn Length 9.4 km viaducts Start 31 May 2012 Deck 5,714 segments Lanes dual 3 lanes; 100kph Concrete 620,000 m 3 Span 75m (typ) to 180m Steel 180,000 tonnes Piles 725 nrs Headland between San Shek Wan & Sha Lo Wan Hong Kong International Airport Interface with HZMB Main Bridge at P0 Western Waters Land Section (Airport Island) Hong Kong Boundary Crossing Facility Turnaround Facility P52 to P60 Navigation Channel P16 to P21 Airport Channel Land Viaduct connected with abutment at Scenic Hill Lantau Island
8 Design Challenges
9 Design Challenges Durability 120-year Design Life Design Concrete Grade Reinforcement Increase concrete cover Crack width control PFA/CSF Low w/c ratio Stainless steel to 1 st layer at tidal & splash zones
10 Design Challenges Viaduct Design Complex Geology Longest 180m span Marine Conditions & Tight Schedule Airport Environment Large dia. end bearing bored pile (2.3m, 2.5m & 2.8m) Pile Length from 7m to more than 100m 36 friction pile for very deep bedrock of over 100m 10m height pier segments (SOP) Cross Beam for resisting transverse moment 3 pieces for long span SOP Precast pile cap shell design Precast pier design Precast deck & cross beam shell design Segment design to suit erection equipment under Airport Height Restriction (AHR) Long Span Viaduct at Western Waters (110m + 150m x m)
11 Design Challenges Seismic Design Seismic parameters: 1st extensive application for bridge design in Hong Kong No Damage Requirement Repairable Damage Requirement No Collapse Requirement
12 Seismic Design Design according to Eurocode 8 Parts 1, 2 & 5 first extensive application in bridge design in Hong Kong The two fundamental performance requirement are revised and extended to three performance requirements: GROUND TYPE ACC. TO TABLE 3.1 OF EN :2004 (E) Location Ground Type Soil factor (S) Western Waters Type S1 1.8 Head Land Type B 1.2 Airport Channel Type A, E or D 1.0, 1.4 or 1.35 Land Type A, B, C or D 1.0, 1.2, 1.15 or No Damage Requirement (T = 120 yr) 2. Repairable Damage Requirement (T = 475 yr) 3. No Collapse Requirement (T = 2,475 yr) Peak ground acceleration follows that reported in GEO Report No. 65 Seismic Hazard Analysis of the Hong Kong Region Seismic load obtained from dynamic seismic analysis Typical Plot for Type A Ground Horizontal Response Spectrum 12
13 Seismic Design Seismic Design Features Concept SLS Seismic loading on bearings for typical 75m span bridges: o Max Vertical load = ~ 25,000kN o Max Horizontal load = ~1,500kN Vertical loads to be resisted by bearings Thrust block and bearings system to resist transverse seismic force Bearings to allow bridges free to move under normal service and SLS seismic conditions Guided Bearing Concrete Thrust Block Typical Pier Head Arrangement for Marine Viaducts 13
14 Seismic Design Thrust Block Arrangement for Marine Viaducts 14
15 Bridge Span Configuration 15
16 Bridge Span Configuration S/N Bridge Unit Span Configuration (m) Length of bridge unit (m) Typical Deck width between parapets (m) 1 2 Typical-Span Units (Pier P0 to P16, P21 to P53 & P59 to P67) at Western Waters Navigation Channel Unit (Piers P16 to P21) at Western Waters 8 x 75m (Typ.) x Turnaround Facility Unit (Piers P53 to P59) 6x General Airport Channel Units (Piers P70 to P78) 109+2x x Headland & Navigation Units at Airport Channel (Piers P67 to P70 & P78 to P84) / or Land Units (Piers P84 to Abutment-P115) Various span lengths from 35m to 65m 208 to
17 Bridge Span Configuration Bearing Monolithic Airport Height Restriction Bearing Typical Span Units at Western Waters (Typical 8x75) 4m 17
18 Bridge Span Configuration Monolithic Airport Height Restriction Bearing Bearing Navigation Channel Unit at Western Waters (109+3X ) Box depth=4.0~7.936m 18
19 Bridge Span Configuration Turnaround Facility at Western Waters (6X70) Box depth =4.0m 19
20 Bridge Span Configuration Typical Units at Airport Channel (109+2x ) Airport Height Restriction Bearing Monolithic Bearing Headland & Navigation Units at Airport Channel ( /100) Box depth=4.0~8.862m Bearing Monolithic Bearing Box depth=4.0~10.0m 20
21 Precast Shells for Pile Caps 21
22 Precast Shells for Pile Caps Western Waters (emerged pile caps): Traditional Way : Using steel formwork for repetitive casting of pile caps over water Innovative Way : Precast concrete cap shells as formwork and permanent protection 220T (typical) to largest 500T + Infill with cast in-situ reinforced concrete 22
23 Precast Shell for Pile Caps Precast Shell Type CP1 (for Typical Spans) Precast Shell Type CP4 Precast Shell Type F1 Precast Shell Type CP11 23
24 Precast Shell for Pile Caps Concrete inside precast shells Thermal Analysis Model for Casting of Pile Cap 24
25 Precast Shell for Pile Caps Precast Concrete Shell for Pile Cap Construction Thermal strains may induce high tensile stresses and thus cracks Use of reinforcement to control these cracks not effective Instead, special isolation material proposed to minimize thermal effects on precast shell Separation material properties: Thin layer of compressible material Low stiffness modulus Low thermal conductivity Adequate strength to transfer wet concrete pressure to shell Used along shell walls and base slab (except pile top areas) 25
26 Precast Shell for Pile Caps Precast Concrete Shell for Pile Cap Construction 26
27 Prestressed Piers & Monolithic Pier-Deck Connection 27
28 Prestressed Piers & Monolithic Pier-Deck Connection Precast Pier Analysis Precast Piers from P2 to P44 for Bridges ML 01 to ML06 First joint located approx. 1.5m above splash zone with in-situ RC concrete Standard Precast Pier Units = 3m or 6m and 4.5m for Pier Head Units Total Precast Pier Units = around 300 units (for both left & right bridges) 28
29 Prestressed Piers & Monolithic Pier-Deck Connection Prestressed Pier at Western Waters 29
30 Prestressed Piers & Monolithic Pier-Deck Connection 30
31 RC Piers & Monolithic Pier-Deck Connection 31
32 RC Piers & Monolithic Pier-Deck Connection 32
33 RC Piers & Monolithic Pier-Deck Connection Special connections Precast Segment B Cast In situ Diaphragm 33
34 Friction Bored Pile 34
35 Shaft Grouted Friction Piles and Pile Testing Friction Piles Engineering Rock Head levels found to be deeper for some piers Pier Pier 4 Pier 16 Engineering Rock Head Level 100 mpd 141 mpd* Presence of Corestone/Mixed hard Rock condition in the deeper level No rock encountered above -100 mpd in Borehole P-16-R-1 Maximum depth of friction pile to 100m (-95mPD) 35
36 Shaft Grouted Friction Piles and Pile Testing P4 Predrill complete with rock head at -100mPD Predrills ongoing P16-L3: -141mPD mixed ground P16-L1: -108mPD mixed ground P16-R2: -133mPD rock head (terminated with 4m GIII) P16-R3: -110mPD mixed ground 36
37 Shaft Grouted Friction Piles and Pile Testing Friction Piles Shaft grouted friction design for piles with excessive depth First friction pile designed at P16 (rock head deeper than 140mPD) Test pile installed to determine design parameters Installation of Osterberg Cell (O cells) and other instruments for testing Testing completed and friction pile design approved 37
38 Shaft Grouted Friction Piles and Pile Testing TAM pipes are fixed to the reinforcement cage approx. 1 m spacing 50 mm dia Tube-a-Manchette (TAM) pipes with double packer manchette sleeves spaced at 1m along the pipe Need 30 to 50 bar to water crack the concrete cover after 24 hours Grout strength 25 MPa at 28 days Subsequent grout injection along the pile shaft to achieve pressure and volume criteria typically 7 or 8 Nos of grout tube subject to pile diameter Min. pressure = 2 x σ v or Min. Volume = 16 l/m 2 CDG/Alluv depending on the strata and site geology 38
39 Shaft Grouted Friction Piles and Pile Testing Osterberg cell (O Cell) is proposed as Kentledge not suitable A quick and reliable test method ASTM D1143 Standard and Code of Practice for Foundations (BD, 2004a) Typical Arrangement of Pile Load Testing with O-Cell 39
40 Shaft Grouted Friction Piles and Pile Testing Conventional Pile Load Test vs O-Cell Load Test 40
41 Construction Challenges
42 Construction Challenges Marine Concrete Supply Truck on Ro-Ro Barge Concrete Supply in Marine Environment Floating Batching Plant
43 Marine Concrete Supply Delivery of Ready-Mix Concrete by Concrete Trucks using Ro-Ro Barge 43
44 Marine Concrete Supply Floating Concrete Batching Barge concreting of pile cap (max. output volume > 1,000m 3 ) Two number mobilized Production & Delivery of Concrete by Floating Concrete Batching Barge 44
45 Marine Bored Piling
46 Marine Bored Piling Prefabricated Temporary Piling Platform Prefabricated Temporary Marine Piling Platform 46
47 Marine Bored Piling Kelly Method Marine Service Barge (Parts for Maintenance) Bored Piling Rig on Temporary Marine Piling Platform Marine Service Crane Barge Marine Service Crane Barge Material Delivery Barge (Rebar Cages for Piles) Silos for Bentonite Plants on Slurry Barge Bored Piling Rig on Temporary Marine Piling Platform 47
48 Marine Bored Piling RCD Method Service Barge (Parts for Maintenance) Service Crane Barge Spoil Disposal Barge RCD Bored Piling Rig on Temporary Marine Piling Platform Service Barge (Rebar Cages/ Casings etc.) 48
49 Marine Bored Piling Casting of Bored Piles Floating Concrete Batching Barge Spoil Disposal Barge RCD Bored Piling Rig on Temporary Marine Piling Platform Service Crane Barge 49
50 Precast Concrete Shell for Marine Pile Caps 50
51 Precast Shell for Pile Caps Precast Shell Type 1 51
52 Precast Shell for Pile Caps Precast Shell Type 6 52
53 Precast Shell for Pile Caps Tennis Court (23.78m x 10.97m) Precast Shell Type 6 (18.64m x 11.64m) 53
54 Precast Shell for Pile Caps 300t Crane Barge 1 2 Precast Shell Installation 3 HKLR 54 09
55 Precast Shell for Pile Caps 55
56 Precast Shell for Pile Caps 56
57 Precast & In-situ Piers 57
58 In-situ Piers In-situ concrete piers for Typical-span Marine Viaducts In-situ concrete portals for Land Viaducts In-situ concrete twin-blade piers for Long-span Viaducts 58
59 In-situ Piers In-situ concrete piers for Typical-span Marine Viaducts 59
60 Precast Piers Minimize the in-situ concreting in marine condition In-situ concrete for column-stem and upper portions by precast units with U-tendon connections) 60
61 Precast Piers Prestressed Pier at Western Waters 61
62 Precast Piers Precast Pier Units at Casting Yard 62
63 Precast Piers 63
64 Precast Piers Construction of Precast Piers 64
65 Segmental Deck Casting & Erection 65
66 Segment Casting Precast Yard Key Technical Information Precast yard size = 250,000 m 2 Total Precast Segments Production = 5,714 nos. Total 7 Production & Storage Lines Total 42 sets of steel prefabricated segment moulds Peak Production = around 330 segments/ month Storage Capacity = 1,300 segments Deck Segment Casting at Precast Yard in Zhongshan
67 Segment Casting Match Casting of Precast Long span Segments
68 Segment Casting Production Line for Typical & Long span Segments 68
69 Segment Casting Segment Storage at Casting Yard 69
70 Segment Casting Delivery to Hong Kong directly by barges 70
71 Heavy Lifting Crane Barge Tat Hong m (L) x 24.38m (W) Boom Length 42m Main Hook 234 ton Tat Hong m (L) x 24.38m (W) Boom Length 42m Main Hook 255 ton Tat Hong m (L) x 30.48m (W) Boom Length 78m Main Hook 250 ton
72 Typical Pier Segment Erection Advance Installation of Pier Segment by Crane Barge Maximum segment weight = 165 ton Standard segment length = 2.5m to 2.6m Segment height = 4m to 10m 2 precast segments to form one pier segment 72
73 Hanger Beams Self-Weight = 60 tons per set Total Length = 21m Maximum segment weight = 225 ton Maximum segment length = 4.5 m Maximum segment height = 10.0 m 73
74 LG1 LG2 LF1 Launching Girders and Lifting Frames For Deck Erection LF3
75 Launching Girder (LG1) 165m long 35m wide (Lower Cross Beam) Unit Weight: 1,000 ton 2 Winches - Capacity 130 ton each Maximum segment weight: 120 ton 75
76 Launching Girder (LG2) 150 m long 33m wide [Transverse Beam] Unit Weight: 700 ton 2 Winches - Capacity 150 tons each Maximum segment weight: 133 ton 76
77 Lifting Frame (LF1) LF1 weight: 280 tons Dimensions: 16 x 9 x 30 m Winch capacity: 240 tons Maximum segment weight: 225 tons Maximum segment length: 4.4 m Maximum segment height: 10.0 m 77
78 Lifting Frame (LF3) LF3 weight: 149 tons (max.) Used for: Types A, C, D & DT Segments Maximum segment weight: 130 to 187 tons Maximum segment height: 4.0 m 78
79 Segment Lifter (for P68 & P69) 40m long, 26m width and 17m height Unit Weight: 360T Main Winch (One): Capacity 180T Auxillary Winch (Two): Capacity 10T Maximum segment weight: 170T Travelling Speed: 11m/s (Max)
80 Other Deck Construction Activities 80
81 Other Deck Activities Movement Joints LED Lighting Traffic Aids & Road Marking Sign Gantries Marine Navigation Aids Structural Monitoring System Road Surfacing Roadside Edge Parapet (Precast) Central Median (Precast) Parapet Railing Drainage & Water Mains Systems Landscape Utilities Trough Fascia Panels (Precast) & Cabling
82 HZMB HKLR Optimization of Design & Construction Methodologies to tackle Technical & Programme Challenges Utilization of Precast Concepts & Standardization of Precast Units in Marine Pile Cap Shells, Piers & Decks 82
83 Project Status
84 Aug 2013
85 May 2014
86 Dec 2015
87 Feb 2017
88 Jan 2018
89 Jan 2018
90 Jan 2018
91 Mar 2018
92 Mar 2018
93 Mar 2018
94 Apr 2018
95 Thank You 95
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