Viaduct and bridge construction methods adopted at MTR SIL(E) Contract 903. MTR SIL(E) 903 Viaduct Construction Team

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1 Viaduct and bridge construction methods adopted at MTR SIL(E) Contract 903 MTR SIL(E) 903 Viaduct Construction Team MTR Corporation Limited 2013/8/29 Page 1

2 Content 1. About SIL(E) Contract Viaduct Construction 2.1 Value Engineering for Viaduct 2.2 Viaduct construction by Pre-cast segmental method 2.3 Stakeholder Management 3. Aberdeen Channel Bridge (ACB) Construction 3.1 Value Engineering for Aberdeen Channel Bridge 3.2 Bridge construction by in-situ balance cantilever 3.3 Stakeholder Management 4. Q&A MTR Corporation Limited 2013/8/29 Page 2

3 1. About SIL(E) Contract 903 MTR Corporation Limited 2013/8/29 Page 3

4 1. About SIL(E) Contract 903 ADM Works Contract 901 Works Contract 902 SOH LET WCH OCP Works Contract 903 Works Contract 904 Works Contract 907 / 908 MTR Corporation Limited 2013/8/29 Page 4

5 1. About SIL(E) Contract 903 Viaduct Wong Chuk Hang Station Viaduct Nullah Works Ocean Park Station Aberdeen Channel Bridge MTR Corporation Limited 2013/8/29 Page 5

6 1. About SIL(E) Contract 903 Ocean Park Station Viaduct B Wong Chuk Hang Station Ocean Park Station Viaduct C MTR Corporation Limited 2013/8/29 Page 6

7 1. About SIL(E) Contract 903 Wong Chuk Hang Station Viaduct D Aberdeen Channel Bridge MTR Corporation Limited 2013/8/29 Page 7

8 1. About SIL(E) Contract 903 Beauty of Target Cost Contract 1. 2 Contractors can be selected at an early stage to help the Employer to identify value engineering solutions 2. The selected Contractor will have more time to mobilise sufficient resources and plan the works well before the actual commencement of the Contract. 3. The Employer and his construction team will be more proactive to help the Contractor to use the cheapest method to complete the project. 4. This contract arrangement is beneficial to foster a genuine partnering relationship between the Employer and the Contractor. 5. This form of contract facilities early identification of risks and allows these risks to be better managed during the construction stage, thus increasing the certainty of project delivery. MTR Corporation Limited 2013/8/29 Page 8

9 1. About SIL(E) Contract main benefits to use elevated railway for this section of SIL(E) are: 1. Less spoil will be generated from this Contract; 2. The passenger will be able to enjoy the beautiful scenery from Ocean Park to Ap Lei Chau; 3. The connection details between the Ocean Park Station and the main railway line will be much simpler and user friendly; 4. The elevated railway requires less land during construction compared to a tunnel option, which addresses the lack of available land in Southern District; MTR Corporation Limited 2013/8/29 Page 9

10 2. Viaduct Construction MTR Corporation Limited 2013/8/29 Page 10

2. Key information of SIL(E) Viaduct Key information of

nos. of viaduct piers with span length from 21m to 50m;

Viaduct D Viaduct C Viaduct B Wong Chuk Hang Station

11 2. Key information of SIL(E) Viaduct Key information of SIL(E) Viaduct Length of the viaduct is approx. 2 km; Viaduct height is approx. 10 to 25m subject to topographical condition; There are 47 nos. of viaduct piers with span length from 21m to 50m; and 628 nos. of precast segments, tonnes each. Viaduct D Viaduct C Viaduct B Wong Chuk Hang Station Segmental construction Ocean Park Station casting in-situ construction MTR Corporation Limited 2013/8/29 Page 11

at Absorptive Parapet Barrier 2m Viaduct Pier Proposed Noise Barrier -

12 Noise Barrier - Integrated Approach Countershading Overhead Lines Coloured Translucent Panels Where Required Track-Side Op s Opaque Panels at Absorptive Parapet Barrier 2m Viaduct Pier Proposed Noise Barrier - Perspective Proposed Noise Barrier - Section MTR Corporation Limited 2013/8/29 Page 12

Typical Viaduct Section 4000 Profiled Capital 4000 13m

Approach for Portal Piers Front Elevation Side Elevation

13 Typical Viaduct Section 4000 Profiled Capital m Rounded Piers Planting at Bottom Of Pier Consistent Approach for Portal Piers Front Elevation Side Elevation Front Elevation at Portal MTR Corporation Limited 2013/8/29 Page 13

14 2. Viaduct Construction 2.1 Value Engineering for Viaduct MTR Corporation Limited 2013/8/29 Page 14

15 Viaduct B Viaduct B MTR Corporation Limited 2013/8/29 Page 15

16 2.1.1 Value Engineering for Viaduct B Viaduct construction in the vicinity of the road with heavy traffic MTR Corporation Limited 2013/8/29 Page 16

2.1.1 Value Engineering for Viaduct B Change in piling

smaller diameter piles Conforming design Alternative

Hang Road Wong Chuk Hang Road 3 nos of 1.

17 2.1.1 Value Engineering for Viaduct B Change in piling design Use a large diameter pile to replace a group of smaller diameter piles Conforming design Alternative design Wong Chuk Hang Road Wong Chuk Hang Road Wong Chuk Hang Road Wong Chuk Hang Road 3 nos of 1.5m dia piles Single 2.8m Dia. Bored Pile MTR Corporation Limited 2013/8/29 Page 17

18 2.1.1 Value Engineering for Viaduct B Change in Pilecap Design Use a smaller rectangular pilecap to replace a larger irregular pilecap B3 Wong Chuk Hang Road Legend Piles Pile cap Traffic flow Carriageway Conforming design B3 Wong Chuk Hang Road Extent of works area required was greatly reduced Less impact on road traffic Alternative design MTR Corporation Limited 2013/8/29 Page 18

19 2.1.1 Value Engineering for Viaduct B Change in Pilecap Design Use a smaller rectangular pilecap to replace a larger irregular pilecap Minimize the conflict with the existing utilities Existing 132 kv HEC cables Original Pile Cap Conforming design Existing 132 kv HEC cables Revised Pile Cap Alternative design MTR Corporation Limited 2013/8/29 Page 19

20 2.1.1 Value Engineering for Viaduct B Comparison between conforming design and alternative design Number of bored piles Size of bored piles Pile caps Conforming design m 1) Volume of pile cap - Approx. 480 m 3 2) More construction and ELS required Alternative design m to 2.8 m 1) Volume of pile cap - Approx. 320 m 3 2) Less construction and ELS required Advantages of the alternative design over the conforming design 1) Extent of works area required was greatly reduced 2) Less impact on the road traffic 3) Minimize the conflict with the existing utilities 4) Cheaper and faster to construct the piling and pilecap works MTR Corporation Limited 2013/8/29 Page 20

21 Viaduct C Nullah Viaduct C MTR Corporation Limited 2013/8/29 Page 21

22 2.1.2 Value Engineering for Viaduct C Viaduct construction over nullah MTR Corporation Limited 2013/8/29 Page 22

23 2.1.2 Value Engineering for Viaduct C 1. Reduce the number of portal from 11 to 8 2. Change in piling design Use a large diameter pile to replace a group of smaller diameter piles Conforming design Alternative design MTR Corporation Limited 2013/8/29 Page 23

24 2.1.2 Value Engineering for Viaduct C Comparison between conforming design and alternative design Number of bored piles Size of bored piles Number of portals Span length Conforming design m (C1, C2 and C13 Piers) 1.8 m or 2.2 m (Portals) 11 Approx. 35 m Alternative design m (C1, C2 and C11 Piers) 2.0 m (Portals) 8 Approx. 50 m Advantages of the alternative design over the conforming design 1) Reduce construction time for bored piles and portals 2) Minimize construction activities inside the nullah - critical to programme 3) Less visual impact with wider spacing of portal structures 4) Minimize the conflicts with the existing utilities MTR Corporation Limited 2013/8/29 Page 24

25 Viaduct D Viaduct D MTR Corporation Limited 2013/8/29 Page 25

26 2.1.3 Value Engineering for Viaduct D (from D13 to D18) Viaduct construction in hilly area MTR Corporation Limited 2013/8/29 Page 26

27 2.1.3 Value Engineering for Viaduct D (from D13 to D18) Change in Foundation Design Replace bored pile by spread footing Conforming Design Alternatives Design 3 nos of 1.5m dia piles Inferred Rockhead Spread Footing found on Rock Rock Dowels MTR Corporation Limited 2013/8/29 Page 27

area Segmental construction Replace precast segmental deck by in-situ

casting yard - Environmental friendly - steel mould replace timber

access at hilly area for erection of precast segment - Construction is

28 2.1.3 Value Engineering for Viaduct D (from D13 to D18) Change in viaduct design - Replace precast segmental deck by in-situ deck Hilly area Segmental construction Replace precast segmental deck by in-situ deck Advantage Precast segmental deck - Better quality control in casting yard - Environmental friendly - steel mould replace timber formwork In-situ Deck - More timber formworks Limitation - Difficult access at hilly area for erection of precast segment - Construction is relatively simple and faster with the use of a tower crane MTR Corporation Limited 2013/8/29 Page 28

29 2.1.3 Value Engineering for Viaduct D (from D13 to D18) Comparison between conforming design and alternative design Type of pile per column Viaduct type Conforming design 3 nos of 1.5m dia piles per column Precast segmental deck Alternative design Spread footing found on rock with rock dowels per column In-situ deck Advantages of the alternative design over the conforming design 1) No heavy piling plant is required in the hilly area 2) Less time to complete the foundation works as footing can be constructed simultaneously 3) The size of the haul road and the ELS works required can be reduced 4) The delivery of materials are relatively simple with the use of a tower crane or a mobile crane MTR Corporation Limited 2013/8/29 Page 29

30 2. Viaduct Construction 2.2 Viaduct Construction by Pre-cast Segmental Method MTR Corporation Limited 2013/8/29 Page 30

31 2.2 Pre-cast segmental method Two erection methods are being adopted: Erection by Crane Erection by Beam-and- Winch MTR Corporation Limited 2013/8/29 Page 31

32 2.2.1 Erection by Crane B4 B5 B4 Step 1 Step 2 MTR Corporation Limited 2013/8/29 Page 32

33 2.2.1 Erection by Crane B4 B5 B4 Closure beams B5 Step 3 Step 4 MTR Corporation Limited 2013/8/29 Page 33

34 2.2.2 Erection by Beam-and-Winch Beam-and-Winch technology was introduced in the SIL(E) project to enhance the merits of precast segment erection method B4 B5 B4 B5 Step 1 Step 2 MTR Corporation Limited 2013/8/29 Page 34

35 2.2.2 Erection by Beam-and-Winch B4 B5 B4 Closure beams B5 Step 3 Step 4 MTR Corporation Limited 2013/8/29 Page 35

36 2.2.2 Erection by Beam-and-Winch MTR Corporation Limited 2013/8/29 Page 36

37 2.2.3 Beam-and-Winch and Launching Gantry Scale Beam-and-Winch Approx. 8m in length and 10m wide Launching Gantry Approx. 100m in length and 10m wide More than 10 times larger than Beamand-Winch equipment in size Time required for machine assembly Approx. a week Approx. one month Beam-and-Winch Launching gantry MTR Corporation Limited 2013/8/29 Page 37

2.2.3 Beam-and-Winch and Launching Gantry Advantage and Limitation of Beam-and-Winch Advantage of Beam-and-Winch over Launching Gantry Less road space required, less disturbance to the traffic Less

38 2.2.3 Beam-and-Winch and Launching Gantry Advantage and Limitation of Beam-and-Winch Advantage of Beam-and-Winch over Launching Gantry Less road space required, less disturbance to the traffic Less construction time required More flexibility and efficiency in works arrangement Limitation of Beam-and-Winch Allowance in Permanent Works Design Mobile Crane required for mobilization from pier to pier. MTR Corporation Limited 2013/8/29 Page 38

39 2.2.4 Safety Measures Independent checking system for segment erection Checklist of segment erection Checklist of B&W operation MTR Corporation Limited 2013/8/29 Page 39

40 2.2.5 Measures to minimize impacts on Road Traffic Key measures to minimize impacts on road traffic: 1. Adopt Pre-cast segmental method 2. Use Beam-and-Winch 3. Night-time erection to minimize traffic impact on the public 1) Pre-cast segmental method 2) Beam-and-Winch 3) Night time erection MTR Corporation Limited 2013/8/29 Page 40

41 2. Viaduct Construction 2.3 Stakeholder Management MTR Corporation Limited 2013/8/29 Page 41

Park Station Viaduct San Wai Village Viaduct Police

42 2.3.1 Major Stakeholders around the Viaduct B & C TWGHs Wong Chuk Hang Complex Aberdeen Tunnel Bus Depot Ocean Park Station Viaduct San Wai Village Viaduct Police College Ocean Park MTR Corporation Limited 2013/8/29 Page 42

Chuk Hang Little Sisters of the Poor St.

43 2.3.2 Major Stakeholders around the Viaduct D Holy Spirit Seminary Jockey Club Rehabilitatio n Centre Tai Wong Ye Temple Viaduct Wong Chuk Hang Little Sisters of the Poor St. Mary s Home for the Aged NLSR Cooked Food Market Station MTR Corporation Limited 2013/8/29 Page 43

44 2.3.3 Stakeholder Engagement Community Liaison Group Meeting Visit to the TWGHs Wong Chuk Hang Complex Painting activity in Little Sisters of the Poor JCRC visit and regular meeting Allowance for Tai Wong Ye Temple s Yu Lam Festival event Football Match with Police College MTR Corporation Limited 2013/8/29 Page 44

45 MTR Corporation Limited 2013/8/29 Page 45

46 3. Aberdeen Channel Bridge Construction MTR Corporation Limited 2013/8/29 Page 46

47 3. Aberdeen Channel Bridge N Aberdeen Channel Existing Ap Lei Chau Bridge SIL(E) Aberdeen Channel Bridge 58m 115m 73m A A Max 7m Total Length = 250m MTR Corporation Limited 2013/8/29 Page 47 Section A

48 3. Aberdeen Channel Bridge Aberdeen Channel Bridge (as of June 2013) Photomontage of Aberdeen Channel Bridge MTR Corporation Limited 2013/8/29 Page 48

49 3. Aberdeen Channel Bridge Construction 3.1 Value Engineering for Aberdeen Channel Bridge MTR Corporation Limited 2013/8/29 Page 49

E4 3.1 Value Engineering for Aberdeen Channel Bridge E3 E2

bracing E3 E2 Temporary pier bracing Alternative Arrangement

segments (~4.3m long) 14 pairs segments (~4.

50 E4 3.1 Value Engineering for Aberdeen Channel Bridge E3 E2 Conforming Arrangement E1 16 pairs segments (~3.5m long) 16 pairs segments (~3.5m long) Hill 12m insitu end span on falsework Temporary pier bracing E3 E2 Temporary pier bracing Alternative Arrangement Longer cantilever length for segment construction 10 pairs segments (~4.3m long) 14 pairs segments (~4.3m long) Hill Falsework eliminated One unbalanced cantilever segment E3 E2 Temporary pier bracing MTR Corporation Limited 2013/8/29 Page 50

51 3.1 Value Engineering for Aberdeen Channel Bridge Comparison between conforming design and alternative design Number of segments Period for segment construction Max. cantilever length Max. segment weight Number of strands per cantilever tendons Conforming design 32 pairs ~ 50 weeks 60 m 130 tons 12 Alternative design 24 pairs ~ 40 weeks 65 m 160 tons 19 Remark: 1) Segment weight in alternative design is heavier 2) One set of form traveller instead of two sets of form traveller is required to meet the programme 3) Temporary bracing at E3 pier eliminated 4) Scaffolding for end span near E1 eliminated 5) Advantage to construction programme 6) The alternative design can provide early access for P-way construction MTR Corporation Limited 2013/8/29 Page 51

52 3. Aberdeen Channel Bridge Construction 3.2 Bridge construction by in-situ balance cantilever MTR Corporation Limited 2013/8/29 Page 52

53 3.2 ACB Comparison of different construction methods Cast in-situ segments by balanced cantilever (Selected option) Pre-cast segmental method Cast in-situ span by span Description Cast in-situ segments by balanced cantilever method with form traveller Segment pre-cast and erection Cast bridge span by span with the support by falsework Advantage and disadvantage Advantage 1) Only one set of form traveller is required 2) Without affecting the marine traffic underneath the bridge 3) No heavy lifting involved 4) Cheapest and fastest way to build this bridge Disadvantage 1)Barge for segment erection is too large to gain access to the bridge 2) Segment (max 160T) too heavy for lifting 3) Disruption to Navigation Channel during segment erection Disadvantage 1) Falsework cannot be erected across the Aberdeen Channel MTR Corporation Limited 2013/8/29 Page 53

54 3.2.1 ACB Construction Sequence Stage 1 Pier Table construction at E2 Stage 2 Pier Table construction at E3 - Erect form traveller at E2 MTR Corporation Limited 2013/8/29 Page 54

55 3.2.1 ACB Construction Sequence Stage 3 Complete cantilever span at E2 by insitu balanced cantilever method Stage 4 Launch back form traveller & remove tower crane from E2 MTR Corporation Limited 2013/8/29 Page 55

56 3.2.1 ACB Construction Sequence Stage 5 Tower Crane & form traveller removed from E2 Stage 6 Erect tower crane & form traveller at E3 MTR Corporation Limited 2013/8/29 Page 56

57 3.2.1 ACB Construction Sequence Stage 7 Complete E3 cantilever span by insitu balanced cantilever method Stage 8 Cast Mid-span stitch MTR Corporation Limited 2013/8/29 Page 57

58 3.2.1 ACB Construction Sequence Stage 9 Cast unbalanced segment at E4 Stage 10 Cast End-span stitch at E4 MTR Corporation Limited 2013/8/29 Page 58

59 3.2.2 Modular Form Traveller (MFT) Major component: Modular Form Traveller Main Frame x 2 Front Transverse Truss x 1 Rear Transverse Truss x 1 Rear Anchorage x 2 Rail Beam x 2 Formwork system Inner Form Outer Form Bottom Form MTR Corporation Limited 2013/8/29 Page 59

of 5m Maximum weight of 180 tons (with 2 main frames) Single or multiple cells Vertical or inclined webs

60 3.2.2 Modular Form Traveller (MFT) General characteristics of Modular Form Traveller: Bridge alignment Gradient of +/-5% Cross-fall of +/-5% Minimum curve in plan of 500m radius Segment geometry Maximum length of 5m Maximum weight of 180 tons (with 2 main frames) Single or multiple cells Vertical or inclined webs System capacity: 180 tons Load test could be carried out prior to assembly MTR Corporation Limited 2013/8/29 Page 60

61 3.2.2 Modular Form Traveller (MFT) Main frames Front truss Wall Form Rear truss Bottom Form MTR Corporation Limited 2013/8/29 Page 61

62 3.2.2 Modular Form Traveller (MFT) MTR Corporation Limited 2013/8/29 Page 62

63 3. Aberdeen Channel Bridge Construction 3.3 Stakeholder Management MTR Corporation Limited 2013/8/29 Page 63

Channel Jumbo Restaurant Marine Police Port Sham Wan

64 3.3.1 Stakeholders around Aberdeen Channel Bridge Aberdeen Channel Bridge Dragon Boat Association Kaito Aberdeen Channel Jumbo Restaurant Marine Police Port Sham Wan Aberdeen Boat Club Tai Shue Wan MTR Corporation Limited 2013/8/29 Page 64

3.3.2 Minimize impact on Marine Traffic Key measures to minimize marine traffic impact: 1. Use cast-insitu balanced cantilever method 2. Maintain navigation channel 3.

65 3.3.2 Minimize impact on Marine Traffic Key measures to minimize marine traffic impact: 1. Use cast-insitu balanced cantilever method 2. Maintain navigation channel 3. Advance notice to all marine users about the construction works 4. Use of guard boat 1. Cast-insitu balanced cantilever method 2. Navigation Channel 14 m min. high 40m min. wide MTR Corporation Limited 2013/8/29 Page 65

66 3.3.2 Minimize impact on Marine Traffic 3. Early notice to all marine users about the construction works 4. Use of guard boat MTR Corporation Limited 2013/8/29 Page 66

Use of temporary steel formwork for pile cap construction Use of silt

67 3.3.3 Minimize impact on Marine Environment Key measures to minimize marine environment impact: 1. Use of silt curtain 2. Use of temporary steel formwork for pile cap construction Use of silt curtain Use of temporary steel formwork for pile cap construction MTR Corporation Limited 2013/8/29 Page 67

68 3.3.4 Entertain the need of Dragon Boat Association Relocate the existing dragon boats to the new permanent storage area for the Dragon Boat Association before the commencement of the construction on site Aberdeen Channel Bridge New permanent storage area for dragon boat Existing storage area for dragon boat before bridge construction MTR Corporation Limited 2013/8/29 Page 68

69 Q & A MTR Corporation Limited 2013/8/29 Page 73

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