Second Penang Bridge PDF

The Institution of Engineers, Malaysia
Highway & Transportation Engineering Technical

Division’s (HTETD) 20th Annual General Meeting (AGM)
THE SECOND PENANG BRIDGE

KERAJAAN
MALAYSIA
SUSTAINABLE
LEMBAGA LEBUHRAYA
DESIGN & CONSTRUCTION
MALAYSIA
8 October 2011
JAMBATAN KEDUA
SDN BHD.
Presented by: Dato’ Ir. Dr. Ismail bin Mohamed Taib
Managing Director, Jambatan Kedua Sdn Bhd
Content JAMBATAN KEDUA SDN. BHD. (824573-U)
Wholly owned by Minister of Finance, Incorporated
 Project Introduction
 Project Details
 Sustainable Development
i. Social Progress
ii. Economic Activity
iii. Environmental Responsibility
 Site Progress Photographs
The IEM, HTETD’s 20th Annual General Meeting – 8 October 2011

Sustainable Bridge Design and Construction
JAMBATAN KEDUA SDN. BHD. (824573-U)
Project
Introduction

Project Introduction JAMBATAN KEDUA SDN. BHD. (824573-U)
 Jambatan Kedua Sdn Bhd (“JKSB”), a wholly-owned company of

the Minister of Finance, Incorporated (“MoF Inc.”) was appointed
as the concessionaire for the Second Penang Bridge Project in
August 2008.
 The bridge connecting Batu Kawan on the Mainland and Batu

Maung on the island when completed by November 2013 will be
the longest in South-East Asia with the total length over water of
16.9km and total estimated construction cost of RM 4.5 billion.

Project Alignment JAMBATAN KEDUA SDN. BHD. (824573-U)
Existing Penang Bridge Legend:

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

2+
3+
00 0
00
PULAU
.
0.
4+
00
AMAN
0.
5+
00
0.
6+
00
7+00
0.
8+000
9+000
0.
10+
23
11
000
.
+0
+
00
22+
00
.
000
12
.
0.
.
00 +
0.
13
21+
+0
0
20+00
0.
000
19+00
14
18+00
17+00
+0
.
15+00
16+00
0.
00
0.
.
0.
0.
0.
0.
MAIN LAND
(Batu Kawan)

Project Details

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

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

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

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

1+
00
0.
2+
3+
00
PACKAGE 3C
0
0.
00
PULAU
.
+0 4
AMAN
0. 0
5+
00 0
.
6+
PACKAGE 3A MAIN LAND

00
7+00
0.
8+000
(BATU KAWAN)
9+000
0.
10+
23
11
000
.
+0
+0
00
22+
.
00
12
000
.
.
.
+0
00
13
.
21+
+0
00
20+00
P292
000
.
19+00
14
18+00
17+00
+
.
00
15+00
16+00
0.
0.
0.
0.
BATU MAUNG INTERCHANGE
0.
0.
0.
PLUS TOLL
PB2X TOLL PLAZA
PLAZA

Current Progress JAMBATAN KEDUA SDN. BHD. (824573-U)
PHYSICAL PROGRESS %
(Rev 01)
COST
PAKEJ DESCRIPTION CONTRACTOR START FINISH (29 Sep 2011)
(RM MIL.)
SCH % ACT %
Main Navigation Span And

1 Substructure And Foundation CHEC 2,200 20 Oct 08 24 Jul 13 80.03 85.96
Works For Approach Spans
Superstructure Works of
2 UEMB 1,550 8 Jun 09 30 Sep 13 43.68 42.91
Approach Spans
3A Batu Maung Interchange CMSB 152.7 19 May 10 14 Dec 12 21.00 28.98
3B Batu Kawan Expressways IJMC 349.9 28 Jun 10 28 Sep 13 25.90 28.40

Batu Kawan Trumpet
3C HRA 67.3 19 May 10 15 Apr 13 37.04 36.54
Interchange
3D Toll Plaza And Related Works - - 1 Dec 11 31 Jul 13 - -
3E Toll Collection System - - 30 Mar 12 30 Sep 13 - -
Traffic Control An Surveillance
3F - - 30 Mar 12 8 Sep 13 - -
System
3G M&E Works for P3A & 3C - - 30 Mar 12 8 Sep 13 - -
The 4.5 Meeting – 8 October 2011

IEM, HTETD’s 20th Annual General
OVERALL 20 Oct 08 8 Nov 13 58.44 61.58
billion
Design Features JAMBATAN KEDUA SDN. BHD. (824573-U)
 Length of Bridge Over Water 16.9km

 Length of Expressway 7.1km
 Lane Configuration Dual 2 lanes traffic + emergency lane + 1 motorcycle lane each
direction.
Main Navigation Span Cast in-situ Cable-Stayed Bridge
P24 to P27 = 117.5m + 240m + 117.5m
p26 = 475m.
p25
p27
Height Clearance: 30m
p24 117.5 m
Navigation Channel: 150m
240 m
117.5 m 30 m
150 m
P0 to P24 = 24 span x 55m
Navigation Channel = 1,320m.
Approach Span P27 to P292 = 265 span x 55m
•Substructure = 14,575m.
Height Clearance :
• Low Piers: 6m
• High Piers: 6m to 21.6m
•Superstructure Pre-cast Prestressed Segmental Box Girder

= 8,092 nos.

Comparison between Second &
Existing Penang Bridge JAMBATAN KEDUA SDN. BHD. (824573-U)
Existing Penang Bridge Second Penang Bridge

Year built: 1982 Year built: 2008
Overall length : 13.5 km Overall length : 24 km
Length over water: 8.4 km Length over water: 16.9 km
Type of bridge: Type of bridge:
- Main Navigation Span Cable-stayed concrete - Main Navigation Span Cable-stayed bridge
girder bridge with beam and slab
deck
- Approach Span Beam and slab deck - Approach Span Box girder bridge
bridge
Main Navigation Span 117.5m + 240m +
Main Navigation Span 107.5m + 225m + 117.5m
107.5m
Main Navigation Span Ship Man-made island Main Navigation Span Ship Steel Fender system
Protection Protection
Approach spans length 40m each span Approach spans length 55m each span
Speed limit 80 km/h Speed limit 80 km/h

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

motorcycle lane
Traffic Loading to UK BS 153, 45 units HB guided Traffic Loading to UK BD 37/2001, 45 units HB
along centreline of carriageway unguided
Seismic design: Seismic design:
475 year event 475 year event
-Ground peak acceleration: 0.075 g -Ground peak acceleration: 0.1773 g
2500 year event - no collapse 2500 year event - no collapse
-Ground peak acceleration: 0.3261 g
Structural concrete design to CP110: 1972 Structural concrete design to BS 5400: 2006
No specific durability requirements Durability requirements to latest Eurocodes
High performance concrete: RCPT less than 800

Normal concrete
Coulombs for 56 days


Design Concrete Strength: Design Concrete Strength:
Spun pile : 50 N/mm2 Spun pile : 80 N/mm2
Pile cap : 30 N/mm2 Pile cap : 40 N/mm2
Pylon : 40 N/mm2 Pylon : 50 N/mm2
I-Beam : 40 N/mm2 Box girder : 55 N/mm2
Slab : 30 N/mm2
Expansion joint at every 5 spans (200 m) Expansion joint at every 5 or 6 spans (275m or
330m)
Degree of compaction for earth embankment: Degree of compaction for earth embankment:
95 % : 0.75m below formation level 100%
90 % : remainder
Settlement criteria for earth embankment: Settlement criteria for earth embankment:
367 mm in 5 years 50 mm in 20 years
Pavement IRR Index: Not specified Pavement IRR Index: 2m/km

Sustainable
Development
1. Social Progress
2. Economic Activity
3. Environmental Responsibility

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

social progress , economic activity and environmental responsibility.
Social
Sustainable
Environment Economic

Contributing Toward Sustainable
Development JAMBATAN KEDUA SDN. BHD. (824573-U)
Factors that encompass sustainable development in the Second

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

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

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

the planning, design and construction of the bridge to promote
sustainable development.

1. Social Progress
i. Stakeholder communication and
involvement
ii. Occupational Safety
iii. Public Road Safety
iv. Bridge Optimization
v. Bridge Durability

Stakeholder Communication and
Involvement JAMBATAN KEDUA SDN. BHD. (824573-U)
Project Organization Chart

Stakeholder Communication and
Involvement JAMBATAN KEDUA SDN. BHD. (824573-U)
• Ministry of Finance, Unit Kerjasama Awam Swasta (UKAS), Ministry of

Works (JKR) and Malaysian Highway Authority (MHA) are advised on the
status of the project on regular basis.
• Monthly Coordination meetings are held regularly

with MHA and government agencies to solve
project issues and to ensure compliance with
regulatory bodies requirements.
• The public, factory owners, marine department
and other local authorities are informed well in
advance of any disruptions caused by construction
activities through meetings and correspondences.
• I-supervision is being implemented to monitor the
construction progress at site and for public to view I-Supervision
via JKSB website.

Occupational Safety JAMBATAN KEDUA SDN. BHD. (824573-U)
• Safety measures are implemented which

include detailed planning of construction
activities, safety training and education,
inspections by safety officers and health
checks.
• A well balanced training/ penalty/ award

system is utilized to keep all management
staff and workers up to date with the latest
HSE standards and to ensure their compliance.
• Lost time injury (LTI) achieved is 0.24 per million hours, which is very minor
with only 2 cases at 8.3 million hours. According to OSHA International
Standard, the LTI shall not be more than 5 cases in every 1 million hours.

Public Road Safety JAMBATAN KEDUA SDN. BHD. (824573-U)
• Traffic management system will be implemented

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

appointed as the Road Safety Auditor to ensure
that the Second Penang Bridge is in compliance
with the Stage I to IV Safety Audit in „Guideline for
Safety Audit of Roads in Malaysia”.
• Proposed Implementation of Multi-Lane Free Flow MLFF system

(MLFF) system will reduce traffic congestion at toll
plazas as the system allows free flow high speed
toll system.

Public Road Safety JAMBATAN KEDUA SDN. BHD. (824573-U)
Cont‟d
• Standard Guardrails with level TL3 is upgraded to level TL4 at strategic locations to
ensure that in the event of accident, heavy vehicles are contained.
• Motorcycle lane is separated from the main lane by NJB to protect vulnerable
motorcyclist.
NJB
Thrie Beam Guardrails

Bridge Optimization JAMBATAN KEDUA SDN. BHD. (824573-U)
Advantages of different types of foundation
a) 2.0m dia. Bored pile for cable-stayed bridge

 Easily adapted to the various load and soil requirements
due to large variety in dia. and construction techniques
 Enable the immediate in-situ evaluation of drilled soil
layers to revise foundation length due to changed soil
conditions
 Achieved required capacity of 25 Meganewton (MN) at
120m depth (8m socketed into bedrock)
b) 1.5m dia. Steel pile for approach bridge

 Have high load-carrying capacity for a given weight of
pile, which can reduce driving costs
 Driven to 80m length and cause little ground
displacement
 Easy to splice
c) 1m dia. Spun pile for low-level bridge

 Faster, prefabrication allows 65m length with no joint
 Efficient mass to strength ratio
 Piles can withstand high tension forces

Pilecap Construction
 Precast Concrete Shells are used as a
formwork for the second layer casting and
permanently incorporated into the pile cap
 6 pieces of Precast Concrete Shells are
required for each pilecap
 Total of 3,468 nos of Precast Concrete Shell are used
 Precast Concrete Shells are adopted for:
• Minimisation of temporary works (no cofferdams).
• Minimisation of insitu works
• Speed of construction
• Better surface finishing work

Substructure at the Approach Span – Pilecap,

Columns and Crossheads
• Pile caps, Columns and Crossheads are designed

as reinforced concrete structures
• Total no of Piers – 289 nos at Approach Spans
• The sections and shapes of the pile caps,

columns and crossheads are designed to
enhance constructability, optimise cost and still
aesthetically pleasing.
• The pier are cast in one complete operation

using reusable steel formwork

Superstructure at the Approach Span – Segmental Box Girder

• The precast segmental box girder is designed as a
continuous single twin box of 14.08m width, 4.0m
length and 3.20m depth structure with match cast
joints, multiple shear keys and prestressing
tendons.
• The design has been highly optimized to minimize

weight such that it does not require special heavy
lifting equipment. Segments weight between 69 to
100 ton.
• Hybrid pre-stressing encompassing both external

and internal prestressing for design economy.
• The design of the segments is identical
which allows the same formwork to be
repeatedly used.
• The depth is maintained constant to

present aesthetically consistent soffit
line.

Bridge Durability JAMBATAN KEDUA SDN. BHD. (824573-U)
The Second Penang Bridge is designed to have an operational lifespan of 120 years.
For this project,
• Cathodic protection system and special coating are applied to the tubular steel piles for
protection against corrosion.
• High strength concrete with Ground Granular Blastfurnace Slag (GGBS) and Pulverised
Fuel Ash (PFA) are used for the pilecap, pier column, crosshead and SBG. This will
prevent sulphate and chloride attack that can cause corrosion to the reinforcement bar.
• Concrete cover was designed to latest Eurocode: pilecap (75 mm), pier column (65mm),
crosshead (60 mm) to protect the reinforcement bar against corrosion.
Tubular Steel Piles View of Completed Piers View of Completed SBG

Cont‟d
• Silane coating is applied to precast concrete spun piles, pilecap and pier concrete surface to
further reduce the water and salt uptake that can cause corrosion to the embedded
reinforcing steel.
• Structural Health Monitoring System (SHMS) shall be used for preventive maintenance to
assess the state of health (e.g., damage) of the structures. It improves safety and reliability
of the bridge by detecting damage before it reaches a critical state.
Typical SHMS at a
cable-stayed bridge
Applying Silane coating to RC

Shell and Pier column

Stay Cables The stay cables consists of the Parallel Strand System (PSS) made
up of parallel individually polyethylene coated seven-wire strands,
placed inside an external polyethylene stay pipe.
Typical PSS cables
First Barrier
Third Barrier Second Barrier
The stay cable will be provided with protection against corrosion by means of 3 barriers:
i) The first barrier is hot dip galvanising that covers the full length of the individual steel
wires.
ii) The second barrier (internal barrier) consists of High Density Polyethylene (HDPE)
sheaths around the individual strands and that the intermediate medium fills the space
between the individual sheath and the galvanized strand.
iii) The third barrier (external barrier) is the outer casing which consist of HDPE sheath
around the group of strands.

Stay Cables – cont‟d

• Design life of stay cables is 60 years and designed to be replaceable. For non-replacement
components (such as cable saddle) the design life is 125 years.
• For the anchorage components which are accessible for maintenance operation in-situ, the
corrosion protection system have a design life of 25 years. After this period of 25 years, if
necessary, the protection system will be renewed in-situ at regular intervals of 15 years
corresponding to the maintenance operations.
The IEM, HTETD’s 20th Annual General Meeting –Cable Saddle

8 October 2011
AnchorageSustainable Bridge Design and Construction
High Damping Rubber Bearing (HDRB)
• The Employer’s Requirement (ER) requires no

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

High Damping Rubber Bearing (HDRB) – cont‟d
• Considering the current progress of works, it

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

energy per m² of the bridge deck.
HDRB testing - Shear

Test for 104 mm
displacement

 HDRB was designed by Tun Abdul Razak Research Centre (TARRC)

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

 HDRB provides a simple and economical isolation system. It possesses

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

conformance with BS5400
o SLS non-seismic actions
simultaneous with a 2500-year
return period seismic event –
conformance with EN15129

2. Economic Activity
i. Local construction employment
ii. Usage of Local Materials
iii.Vocational Training
iv. Regional Economic Development

Economic Activity JAMBATAN KEDUA SDN. BHD. (824573-U)
Local Construction Employment

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

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

Usage of Local Material

• The use of HDRB for the bridge bearing system promotes natural rubber;
abundantly produced in Malaysia.
• Except for the cable-stayed saddle and anchorage, and steel fender, all
other construction materials are obtained locally.
• The usage of local materials provides great advantage to the project in

terms of supplier availability and cost as well as economic contribution
to the nation.

Vocational Training
• To promote transfer of technology, an

employment programme is initiated to train
local people in order to meet the skill level
requirement of the project. This include
employing local engineers, technicians,
consultants and construction workers.
• Weekly educational visits by Government

authorities, private sectors and universities
as part of the programme to expose them in
the construction aspects of the mega Site visit by University Students
project.
• Young Engineers Scheme (YES) programme is introduced in Package 2 Contract

to give opportunity to young engineers to get exposure in the mega-scale
construction project.

Regional Economic Development

 The bridge is expected to reduce traffic volume on the First
Penang Bridge by 20%
 The bridge will serve as a catalyst for development at the

northern corridor and also position the state as a transportation
hub for the northern region.
 Spur the economic growth at Batu Kawan and surrounding area.
 The route will become major passage for the movement of goods
to Penang ports and the international airport in which will
facilitate economic activity and also promote regional tourism
industry.
 It wil also contribute to accelerate economic transformation

under the Indonesia, Malaysia & Thailand Growth Triangle
programme (IMTGT).
3. Environmental
Responsibility
i. High Environmental Standards
ii. Minimal Impact on water flow
iii. Green Building Technology
iv. Reducing the Impact of Dredging
v. Flora and Fauna Monitoring
vi. Habitat Creation
Environmental Responsibility JAMBATAN KEDUA SDN. BHD. (824573-U)
i. High Environmental Standards

• Various environmental consultants were appointed to conduct a comprehensive
monitoring regime through Environmental Impact Assessment (EIA), Environmental
Management Plan (EMP) and the Fisheries Impact Assessment (FIA).
CONSESSIONAIRE / INDEPENDENT FIA

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

CHEC UEM Builders Cergas Murni IJM Corporation HRA Teguh
Construction (M)
Bhd. Sdn Bhd Berhad Sdn Bhd
Sdn. Bhd.
DREDGING AND
DISPOSAL OF
EIA & EMP EIA & EMP EIA & EMP EIA & EMP EIA & EMP
SPOIL MATERIAL
DR. Nik & R-SYNC Tech. YES Enviro CSK CSK
Associates Sdn Environmental
Resources Services Murni Murni
Bhd. Science
Sdn. Bhd. Sdn. Bhd. Services Services
The IEM, HTETD’s 20 th Annual General Meeting – 8 October 2011
i. High Environmental Standards – cont’d

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

MAIN NAVIGATION SPANS
Substructure
Total pilecap : 4 nos
Pilecap size (P25 & P26): 48.1m x 17.5m x 6m
Pilecap size (P24 & P27): 42.7m x 10.6m x 4m
Steel Fender System
The steel fender system was adopted due to its environmental friendliness, cost
saving and shorter construction period.

ii. Minimal Impact On Water Flow – cont’d

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

iii. Green Building Technology

Proposed Toll Plaza & Administrative Building Complex
• The design is based on requirements of 80% of IBS and 80% of Green Building Index.
• A green building concept is introduced to save water, energy and material.
• The landscaping and the exterior look of the Toll Plaza are designed in such a way that
the trespassing light is eliminated by plants and shaded area.
• Rain water from the roof of the building is harvested to supplement the conventional
water supply. The natural light is maximized for the intermediate floors to minimize the
usage of electricity. High efficiency windows and insulation in walls, ceilings and floors
are used for the benefit of better temperature control.

iv. Reducing the impact of dredging

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

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

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

The IEM, HTETD’s 20th Annual General Meeting
Total volume – 8 October
11 million 2011 Materials
m³ of Dredged
iv. Reducing the impact of dredging – cont’d
Cross Section of Main Dredged Channel
CL
Viaducts
Sea Water
Level
Sea Bed Level

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

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

• In total, 11 million m³ of material was dredged from the seabed in the

Penang Strait. Dredging was done carefully and spillage was minimised to
avoid suspended sediment that could shade and potentially endanger the
marine life.
Silt curtain was erected Dredging Work

and maintained properly

Environmental Monitoring and Auditing (EMA)

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

Sampling Works Monitoring Study Environmental Monitoring
Station

49
Package 1: EMA Consultant
R- Sync Technical Resources Sdn Bhd is appointed as the EMA Consultant for the
monitoring of dredging and offshore disposal of spoils during construction phase.
 The Scope of works cover:

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


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

disposal route
Disposal
The IEM, HTETD’s 20th Annual General Meeting – 8 October 2011 Area
Result of Water Quality Sampling by R-Sync Sdn Bhd
All sampling locations generally

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

v. Flora & Fauna Monitoring

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

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

fishing landing point on the main land.
 In 2007, marine fisheries catch in Penang
amounted to 37,774 tonnes worth RM 218.9
million.
 The industry provides livelihood to nearly 3,193
fulltime fishermen.

v. Flora & Fauna Monitoring – cont’d

Location of Fisheries Landing Points Fisheries Location
Location of Cockle Farms
Location of Cage
Culture Farms

Independent Consultant of Fisheries Impact Assessment (FIA)

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


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

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

discovered that the Oresund Bridge connecting
Denmark and Sweden has improved the Marine
Environment in 10 years since it was built.
 In the Second Penang Bridge, aquatic life such as

algae and fishes are found abundantly around the
newly driven piles.
 They become food for fish like the Longfin

Bannerfish (Heniochus acumiratus), Rock Grouper
(Epinephelus fasciatomaculosus) and White
Cheeked Monocle Bream (Scolopsis vosmeri) and
the local “udang lipan” (Stomatopod Crustacean).
 It is evident that the construction of Second Penang

Bridge does not affect the marine environment of
the surrounding area.

Learning From Good Practice JAMBATAN KEDUA SDN. BHD. (824573-U)
Contractor /
Role Signature Project
Consultant
CHEC Construction Main contractor • The Donghai Bridge, China
(M) Sdn Bhd for Main 25.5km length over water cable-stayed bridge,
- subsidiary of China Navigation span the second longest cross sea bridge in the
Harbour and substructure world.
Engineering for approach span. • The Sutong Bridge, China
Company Ltd Cable stayed bridge with the longest main span
(CHEC) (1088m) in the world.
Highway Planning & Designer for CHEC • The Sutong Bridge, China
Design Institute, Construction (M) • The Hangzhou Gulf Bridge, China
China Sdn Bhd The world‟s longest sea-crossing bridge (36km)
• The Xihoumen Bridge, China
The world‟s second largest span suspension
bridge (1650m)
MMSB Submitting • Padma Multipurpose Bridge, Bangladesh

- Technical support engineer for CHEC A 6.15 km long two-level steel-truss road and
from AECOM Construction rail bridge (AECOM)
Malaysia and
AECOM Hong Kong

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

Checking Engineer and infrastructures.
for Package 3 • Arch-Bridge crossing Wetland Lake, Putrajaya
• Jalan Duta Interchange, Kuala Lumpur
• New Klang Valley Tolled Expressway, Kuala Lumpur –
Tanjung Malim Expressway

Conclusion JAMBATAN KEDUA SDN. BHD. (824573-U)
JKSB is committed to complete the Second Penang Bridge

with the highest quality, timely delivery, within the
budgeted cost and to contribute towards sustainable
development.

Thank You
For Your Kind Attention
* JKSB acknowledges the assistance of CHEC & UEMB for the preparation of this
presentation.

Site Photographs – Package 1 JAMBATAN KEDUA SDN. BHD. (824573-U)
Aerial View of the Completed Piers

View of the Completed Low Piers

View of the High Piers from P35 (Increasing Chainage)

View of the completed pilecap at P26

Covered Casting Yard Open Casting Yard Office Batching Plant
SBG Storage Area

View of Load-out Jetty

Pier segment installation in

SBG erection in progress progress

Stressing works Bridge
Sustainable for SBG onand
Design theConstruction
completed span
Gluing works in progress

Launching of SBG in progress

View of completed deck

High Damping Rubber Bearing

Site Photographs – Package 3A JAMBATAN KEDUA SDN. BHD. (824573-U)
I-Supervision view of construction activities at Ramp

areas
Site Photographs – Package 3A JAMBATAN KEDUA SDN. BHD. (824573-U)
I-Supervision view of marine bridge piling works in progress

Site Photographs – Package 3B JAMBATAN KEDUA SDN. BHD. (824573-U)
Installation of Sheet Pile

Cofferdam at Pier 3 Land Bridge
Earthfilling at PB2X Toll Plaza

PDC Bridge - Piling Works Pile

Embankment No 6 &
Abutment A
Stone column installation at

Cloverleaf
Casting of T-beam is in
progress
Construction activities at
CH18480
Pilecap for Pier 11 at Bridge

over Sungai Tengah
PVD works in progress

Pile Embankment
works at CH20900
Piling works at Bridge

over Canal
Site Photographs – Package 3C JAMBATAN KEDUA SDN. BHD. (824573-U)
View of the progress of

earthworks

PVD installation works in

progress at M001
Stone Column installation

has been completed
Culvert extension works is in

progress at CH345, MSL1
Relocation of Pylon is
completed
The IEM, HTETD’s 20 Annual General Meeting – 8 October 2011
th

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The Institution of Engineers, Malaysia

Highway & Transportation Engineering Technical

THE SECOND PENANG BRIDGE

 Site Progress Photographs

The IEM, HTETD’s 20th Annual General Meeting – 8 October 2011

The IEM, HTETD’s 20th Annual General Meeting – 8 October 2011

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

 The bridge connecting Batu Kawan on the Mainland and Batu

The IEM, HTETD’s 20th Annual General Meeting – 8 October 2011

Existing Penang Bridge Legend: