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Viaduct and bridge construction methods adopted at MTR SIL(E) Contract 903 MTR SIL(E) 903 Viaduct
Viaduct and bridge construction methods
adopted at MTR SIL(E) Contract 903
MTR SIL(E) 903 Viaduct Construction Team
28-8-2013
MTRMTR CorporationCorporationLimitedLimited
2013/8/292013/8/292013/8/29
PagePagePagePagePage11111
Content 1. About SIL(E) Contract 903 2. Viaduct Construction 2.1 Value Engineering for Viaduct 2.2

Content

1. About SIL(E) Contract 903

2. 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

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by in-situ balance cantilever 3.3 Stakeholder Management 4. Q&A MTR Corporation Limited 2013/8/29 Page 2
1. About SIL(E) Contract 903 MTR Corporation Limited 2013/8/29 Page 3
1. About SIL(E) Contract 903 MTR Corporation Limited 2013/8/29 Page 3
1. About SIL(E) Contract 903
1. About SIL(E) Contract 903

MTR Corporation Limited

2013/8/29

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1. About SIL(E) Contract 903 MTR Corporation Limited 2013/8/29 Page 3
1. About SIL(E) Contract 903 ADM Works Contract 901 Works Contract 902 OCP WCH SOH

1. About SIL(E) Contract 903

ADM Works Contract 901 Works Contract 902 OCP WCH SOH LET Works Contract 907 /
ADM
Works Contract 901
Works Contract 902
OCP
WCH
SOH
LET
Works Contract 907 / 908
Works Contract 904

Works Contract 903

MTR Corporation Limited

2013/8/29

Page 4

WCH SOH LET Works Contract 907 / 908 Works Contract 904 Works Contract 903 MTR Corporation
1. About SIL(E) Contract 903
1. About SIL(E) Contract 903
Viaduct Wong Chuk Hang Station Viaduct Nullah Works Ocean Park Station Aberdeen Channel Bridge MTR
Viaduct
Wong Chuk
Hang Station
Viaduct
Nullah Works
Ocean Park
Station
Aberdeen Channel
Bridge
MTR Corporation Limited
2013/8/29
Page 5
1. About SIL(E) Contract 903
1. About SIL(E) Contract 903
Ocean Park Station Viaduct B
Ocean Park
Station
Viaduct B
Wong Chuk Ocean Park Hang Station Station
Wong Chuk
Ocean Park
Hang
Station
Station

MTR Corporation Limited

Viaduct C

2013/8/29

Page 6

Park Station Viaduct B Wong Chuk Ocean Park Hang Station Station MTR Corporation Limited Viaduct C
1. About SIL(E) Contract 903
1. About SIL(E) Contract 903
Wong Chuk
Wong Chuk
Hang Station
Hang
Station

Viaduct D

About SIL(E) Contract 903 Wong Chuk Hang Station Viaduct D Aberdeen Channel Bridge MTR Corporation Limited

Aberdeen Channel Bridge

MTR Corporation Limited

2013/8/29

Page 7

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

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during the construction stage, thus increasing the certainty of project delivery. MTR Corporation Limited 2013/8/29 Page
1. About SIL(E) Contract 903
1. About SIL(E) Contract 903

4 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

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tunnel option, which addresses the lack of available land in Southern District; MTR Corporation Limited 2013/8/29
2. Viaduct Construction MTR Corporation Limited 2013/8/29 Page 10
2. Viaduct Construction MTR Corporation Limited 2013/8/29 Page 10
2. Viaduct Construction
2. Viaduct Construction

MTR Corporation Limited

2013/8/29

Page 10

2. Viaduct Construction MTR Corporation Limited 2013/8/29 Page 10
2. Key information of SIL(E) Viaduct Key information of SIL(E) Viaduct • Length of the

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, 22-55 tonnes each.

Viaduct D Viaduct C Viaduct B Wong Chuk Hang Station Ocean Park Station Segmental construction
Viaduct D
Viaduct C
Viaduct B
Wong Chuk Hang Station
Ocean Park Station
Segmental construction
casting in-situ construction

MTR Corporation Limited

2013/8/29

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Ocean Park Station Segmental construction casting in-situ construction MTR Corporation Limited 2013/8/29 Page 11
Noise Barrier - Integrated Approach 2m Countershading Overhead Lines Coloured Translucent Panels Where Required Track-Side

Noise Barrier - Integrated Approach

2m
2m
Noise Barrier - Integrated Approach 2m Countershading Overhead Lines Coloured Translucent Panels Where Required Track-Side
Countershading
Countershading
Noise Barrier - Integrated Approach 2m Countershading Overhead Lines Coloured Translucent Panels Where Required Track-Side
Noise Barrier - Integrated Approach 2m Countershading Overhead Lines Coloured Translucent Panels Where Required Track-Side

Overhead Lines

Coloured Translucent Panels Where Required

Track-Side Op’s Opaque Panels at Absorptive Parapet Barrier

Viaduct Pier

Opaque Panels at Absorptive Parapet Barrier Viaduct Pier Proposed Noise Barrier - Perspective P r o

Proposed Noise Barrier - Perspective

Proposed Noise Barrier - Section

MTR Corporation Limited

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o s e d N o i s e B a r r i e r
Typical Viaduct Section Profiled Capital Rounded Piers Planting at Bottom Of Pier 13m 4000 Front

Typical Viaduct Section

Profiled Capital Rounded Piers Planting at Bottom Of Pier 13m 4000
Profiled Capital
Rounded Piers
Planting at Bottom
Of Pier
13m
4000

Front Elevation

MTR Corporation Limited

Side Elevation

Consistent Approach for Portal Piers 4000
Consistent Approach
for Portal Piers
4000

Front Elevation at Portal

2013/8/29

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Corporation Limited Side Elevation Consistent Approach for Portal Piers 4000 Front Elevation at Portal 2013/8/29 Page
2. Viaduct Construction 2.1 Value Engineering for Viaduct MTR Corporation Limited 2013/8/29 Page 14
2. Viaduct Construction 2.1 Value Engineering for Viaduct MTR Corporation Limited 2013/8/29 Page 14
2. Viaduct Construction 2.1 Value Engineering for Viaduct
2. Viaduct Construction
2.1 Value Engineering for Viaduct

MTR Corporation Limited

2013/8/29

Page 14

2. Viaduct Construction 2.1 Value Engineering for Viaduct MTR Corporation Limited 2013/8/29 Page 14
Viaduct B Viaduct B MTR Corporation Limited 2013/8/29 Page 15

Viaduct B

Viaduct B
Viaduct B

MTR Corporation Limited

2013/8/29

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Viaduct B Viaduct B MTR Corporation Limited 2013/8/29 Page 15
2.1.1 Value Engineering for Viaduct B
2.1.1 Value Engineering for Viaduct B
2.1.1 Value Engineering for Viaduct B Viaduct construction in the vicinity of the road with heavy

Viaduct construction in the vicinity of the road with heavy traffic

MTR Corporation Limited

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Viaduct B Viaduct construction in the vicinity of the road with heavy traffic MTR Corporation Limited
2.1.1 Value Engineering for Viaduct B
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

Wong Chuk Wong Chuk Hang Road Hang Road 3 nos of 1.5m dia piles
Wong Chuk
Wong Chuk
Hang Road
Hang Road
3 nos of 1.5m
dia piles

MTR Corporation Limited

Alternative design

Wong Chuk Wong Chuk Hang Road Hang Road Single 2.8m Dia. Bored Pile
Wong Chuk
Wong Chuk
Hang Road
Hang Road
Single 2.8m Dia.
Bored Pile

2013/8/29

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Limited Alternative design Wong Chuk Wong Chuk Hang Road Hang Road Single 2.8m Dia. Bored Pile
2.1.1 Value Engineering for Viaduct B
2.1.1 Value Engineering for Viaduct B

Change in Pilecap Design – Use a smaller rectangular pilecap to replace a larger irregular pilecap

B3 Legend Piles Pile cap Traffic flow Carriageway Wong Chuk Hang Road B3 Conforming design
B3
Legend
Piles
Pile cap
Traffic flow
Carriageway
Wong Chuk Hang Road
B3
Conforming design
‧ Extent of works area required was greatly
reduced
‧ Less impact on road traffic
Wong Chuk Hang Road
Alternative design

MTR Corporation Limited

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‧ Less impact on road traffic Wong Chuk Hang Road Alternative design MTR Corporation Limited 2013/8/29
2.1.1 Value Engineering for Viaduct B
2.1.1 Value Engineering for Viaduct B

Change in Pilecap Design – Use a smaller rectangular pilecap to replace a larger irregular pilecap

rectangular pilecap to repl ace a larger irregular pilecap Existing 132 kV HEC cables Original Pile
Existing 132 kV HEC cables Original Pile Cap
Existing 132 kV
HEC cables
Original Pile
Cap
Conforming design
Conforming design

Minimize the conflict with the existing utilities

Existing 132 kV HEC cables Revised Pile Cap Alternative design
Existing 132 kV
HEC cables
Revised Pile
Cap
Alternative design

MTR Corporation Limited

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utilities Existing 132 kV HEC cables Revised Pile Cap Alternative design MTR Corporation Limited 2013/8/29 Page
2.1.1 Value Engineering for Viaduct B
2.1.1 Value Engineering for Viaduct B

Comparison between conforming design and alternative design

 

Conforming design

Alternative design

Number of bored piles

18

9

Size of bored piles

1.5 m

2.0 m to 2.8 m

Pile caps

1) Volume of pile cap - Approx. 480 m 3 2) More construction and ELS required

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

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utilities 4) Cheaper and faster to construct the piling and pilecap works MTR Corporation Limited 2013/8/29
Viaduct C Nullah Viaduct C MTR Corporation Limited 2013/8/29 Page 21

Viaduct C

Nullah Viaduct C
Nullah
Viaduct C

MTR Corporation Limited

2013/8/29

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Viaduct C Nullah Viaduct C MTR Corporation Limited 2013/8/29 Page 21
2.1.2 Value Engineering for Viaduct C MTR Corporation Limited Viaduct construction over nullah 2013/8/29 Page

2.1.2 Value Engineering for Viaduct C

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

MTR Corporation Limited

Viaduct construction over nullah

2013/8/29

Page 22

2.1.2 Value Engineering for Viaduct C MTR Corporation Limited Viaduct construction over nullah 2013/8/29 Page 22
2.1.2 Value Engineering for Viaduct C 1. Reduce the number of portal from 11 to

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
Conforming design
Alternative design
Alternative design

MTR Corporation Limited

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replace a group of smaller diameter piles Conforming design Alternative design MTR Corporation Limited 2013/8/29 Page
2.1.2 Value Engineering for Viaduct C Comparison between conforming design and alternative design   Conforming

2.1.2 Value Engineering for Viaduct C

Comparison between conforming design and alternative design

 

Conforming design

Alternative design

Number of bored piles

56

28

Size of bored piles

1.5 m (C1, C2 and C13 Piers) 1.8 m or 2.2 m (Portals)

1.8 m (C1, C2 and C11 Piers) 2.0 m (Portals)

Number of portals

11

8

Span length

Approx. 35 m

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

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of portal structures 4) Minimize the conflicts with the existing utilities MTR Corporation Limited 2013/8/29 Page
Viaduct D Viaduct D MTR Corporation Limited 2013/8/29 Page 25

Viaduct D

Viaduct D
Viaduct D

MTR Corporation Limited

2013/8/29

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Viaduct D Viaduct D MTR Corporation Limited 2013/8/29 Page 25
2.1.3 Value Engineering for Viaduct D (from D13 to D18)
2.1.3 Value Engineering for Viaduct D (from D13 to D18)
2.1.3 Value Engineering for Viaduct D (from D13 to D18) Viaduct construction in hilly area MTR
2.1.3 Value Engineering for Viaduct D (from D13 to D18) Viaduct construction in hilly area MTR

Viaduct construction in hilly area

MTR Corporation Limited

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Engineering for Viaduct D (from D13 to D18) Viaduct construction in hilly area MTR Corporation Limited
2.1.3 Value Engineering for Viaduct D (from D13 to D18)
2.1.3 Value Engineering for Viaduct D (from D13 to D18)

Change in Foundation Design – Replace bored pile by spread footing

Conforming Design

3 nos of 1.5m dia piles
3 nos of 1.5m
dia piles

MTR Corporation Limited

Alternatives Design

Inferred Spread Rockhead Footing found on Rock Rock Dowels
Inferred
Spread
Rockhead
Footing
found on
Rock
Rock
Dowels

2013/8/29

Page 27

Limited Alternatives Design Inferred Spread Rockhead Footing found on Rock Rock Dowels 2013/8/29 Page 27
2.1.3 Value Engineering for Viaduct D (from D13 to D18)
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
Hilly area
Segmental construction
Replace precast segmental deck by
in-situ deck
 

Precast segmental deck

In-situ Deck

 

- Better quality control in casting yard

 

Advantage

- Environmental friendly - steel mould replace timber formwork

- 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

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- Construction is relatively simple and faster with the use of a tower crane MTR Corporation
2.1.3 Value Engineering for Viaduct D (from D13 to D18)
2.1.3 Value Engineering for Viaduct D (from D13 to D18)

Comparison between conforming design and alternative design

 

Conforming design

Alternative design

Type of pile per column

3 nos of 1.5m dia piles per column

Spread footing found on rock with rock dowels per column

Viaduct type

Precast segmental deck

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

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are relatively simple with the use of a tower crane or a mobile crane MTR Corporation
2. Viaduct Construction 2.2 Viaduct Construction by Pre-cast Segmental Method MTR Corporation Limited 2013/8/29 Page
2. Viaduct Construction 2.2 Viaduct Construction by Pre-cast Segmental Method MTR Corporation Limited 2013/8/29 Page
2. Viaduct Construction 2.2 Viaduct Construction by Pre-cast Segmental Method
2. Viaduct Construction
2.2 Viaduct Construction by Pre-cast Segmental Method

MTR Corporation Limited

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2. Viaduct Construction 2.2 Viaduct Construction by Pre-cast Segmental Method MTR Corporation Limited 2013/8/29 Page 30
2.2 Pre-cast segmental method Two erection methods are being adopted: 2.2.1 Erection by Crane MTR

2.2 Pre-cast segmental method

Two erection methods are being adopted:
Two erection methods are being adopted:
segmental method Two erection methods are being adopted: 2.2.1 Erection by Crane MTR Corporation Limited 2.2.2
2.2.1 Erection by Crane
2.2.1 Erection by Crane

MTR Corporation Limited

are being adopted: 2.2.1 Erection by Crane MTR Corporation Limited 2.2.2 Erection by Beam-and- Winch 2013/8/29
2.2.2 Erection by Beam-and- Winch
2.2.2 Erection by Beam-and-
Winch

2013/8/29

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are being adopted: 2.2.1 Erection by Crane MTR Corporation Limited 2.2.2 Erection by Beam-and- Winch 2013/8/29
2.2.1 Erection by Crane B4 B5 B4 Step 1 MTR Corporation Limited 2013/8/29 Step 2

2.2.1 Erection by Crane

B4 B5 B4
B4
B5
B4

Step 1

MTR Corporation Limited

2013/8/29

Step 2

Page 32

2.2.1 Erection by Crane B4 B5 B4 Step 1 MTR Corporation Limited 2013/8/29 Step 2 Page
2.2.1 Erection by Crane B4 B5 Step 3 MTR Corporation Limited B4 B5 Closure beams

2.2.1 Erection by Crane

B4 B5
B4
B5

Step 3

MTR Corporation Limited

B4 B5 Closure beams
B4
B5
Closure
beams

2013/8/29

Step 4

Page 33

2.2.1 Erection by Crane B4 B5 Step 3 MTR Corporation Limited B4 B5 Closure beams 2013/8/29
2.2.2 Erection by Beam-and-Winch • Beam-and-Winch technology was introduced in the SIL(E) project to enhance

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

MTR Corporation Limited

B4 B5
B4
B5

2013/8/29

Step 2

Page 34

the merits of precast segment erection method B4 B5 Step 1 MTR Corporation Limited B4 B5
2.2.2 Erection by Beam-and-Winch B4 B5 B4 B5 Closure beams Step 3 Step 4 MTR

2.2.2 Erection by Beam-and-Winch

B4 B5
B4
B5
B4 B5 Closure beams
B4
B5
Closure
beams

Step 3

Step 4

MTR Corporation Limited

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2.2.2 Erection by Beam-and-Winch B4 B5 B4 B5 Closure beams Step 3 Step 4 MTR Corporation
2.2.2 Erection by Beam-and-Winch MTR Corporation Limited 2013/8/29 Page 36

2.2.2 Erection by Beam-and-Winch

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

MTR Corporation Limited

2013/8/29

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2.2.2 Erection by Beam-and-Winch MTR Corporation Limited 2013/8/29 Page 36
2.2.3 Beam-and-Winch and Launching Gantry   Beam-and-Winch Launching Gantry Scale Approx. 8m in length

2.2.3 Beam-and-Winch and Launching Gantry

 

Beam-and-Winch

Launching Gantry

Scale

Approx. 8m in length and 10m wide

Approx. 100m in length and 10m wide More than 10 times larger than Beam- and-Winch equipment in size

Time required for machine assembly

Approx. a week

Approx. one month

machine assembly Approx. a week Approx. one month B e a m - a n d

Beam-and-Winch

MTR Corporation Limited

Approx. one month B e a m - a n d - W i n c

2013/8/29

Launching gantry

Page 37

Approx. one month B e a m - a n d - W i n c
2.2.3 Beam-and-Winch and Launching Gantry Advantage and Limitation of Beam-and-Winch Advantage of Beam-and-Winch over

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.

Works Design • Mobile Crane required for mobilization from pier to pier. MTR Corporation Limited 2013/8/29

MTR Corporation Limited

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Works Design • Mobile Crane required for mobilization from pier to pier. MTR Corporation Limited 2013/8/29
2.2.4 Safety Measures Independent checking syst em for segment erection Checklist of segment erection C

2.2.4 Safety Measures

Independent checking system for segment erection

Measures Independent checking syst em for segment erection Checklist of segment erection C h e c
Measures Independent checking syst em for segment erection Checklist of segment erection C h e c

Checklist of segment erection

Checklist of B&W operation

MTR Corporation Limited

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C h e c k l i s t o f B & W o p
2.2.5 Measures to minimize impacts on Road Traffic Key measures to minimize impacts on road

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

erection to minimize traffic impact on the public 1) Pre-cast segmental method MTR Corporation Limited 2)
1) Pre-cast segmental method
1) Pre-cast segmental method

MTR Corporation Limited

the public 1) Pre-cast segmental method MTR Corporation Limited 2) Beam-and-Winch 3) Night time erection 2013/8/29
2) Beam-and-Winch
2) Beam-and-Winch
the public 1) Pre-cast segmental method MTR Corporation Limited 2) Beam-and-Winch 3) Night time erection 2013/8/29
3) Night time erection
3) Night time erection

2013/8/29

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the public 1) Pre-cast segmental method MTR Corporation Limited 2) Beam-and-Winch 3) Night time erection 2013/8/29
2. Viaduct Construction 2.3 Stakeholder Management MTR Corporation Limited 2013/8/29 Page 41
2. Viaduct Construction 2.3 Stakeholder Management MTR Corporation Limited 2013/8/29 Page 41
2. Viaduct Construction 2.3 Stakeholder Management
2. Viaduct Construction
2.3 Stakeholder Management

MTR Corporation Limited

2013/8/29

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2. Viaduct Construction 2.3 Stakeholder Management MTR Corporation Limited 2013/8/29 Page 41
2.3.1 Major Stakeholders around the Viaduct B & C TWGHs Wong Chuk Hang Complex Aberdeen

2.3.1 Major Stakeholders around the Viaduct B & C

TWGHs Wong Chuk Hang Complex Aberdeen Tunnel San Wai Village Bus Depot Viaduct Police College
TWGHs Wong Chuk
Hang Complex
Aberdeen Tunnel
San Wai Village
Bus Depot
Viaduct
Police College
Ocean Park
MTR Corporation Limited
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Ocean
Park
Station
Viaduct
2.3.2 Major Stakeholders around the Viaduct D NLSR Tai Wong Ye Temple Cooked Food Market

2.3.2 Major Stakeholders around the Viaduct D

NLSR Tai Wong Ye Temple Cooked Food Market Jockey Club Holy Spirit Rehabilitatio Seminary n
NLSR
Tai Wong Ye
Temple
Cooked Food
Market
Jockey Club
Holy Spirit
Rehabilitatio
Seminary
n Centre
Viaduct
Little Sisters of
the Poor
St. Mary’s
Home for the
Aged
Wong Station Chuk Hang

MTR Corporation Limited

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Sisters of the Poor St. Mary’s Home for the Aged Wong Station Chuk Hang MTR Corporation
2.3.3 Stakeholder Engagement Community Liaison Group Meeting JCRC visit and regular meeting Visit to the

2.3.3 Stakeholder Engagement

2.3.3 Stakeholder Engagement Community Liaison Group Meeting JCRC visit and regular meeting Visit to the TWGHs

Community Liaison Group Meeting

2.3.3 Stakeholder Engagement Community Liaison Group Meeting JCRC visit and regular meeting Visit to the TWGHs

JCRC visit and regular meeting

Liaison Group Meeting JCRC visit and regular meeting Visit to the TWGHs Wong Chuk Hang Complex

Visit to the TWGHs Wong Chuk Hang Complex

regular meeting Visit to the TWGHs Wong Chuk Hang Complex Allowance for Tai Wong Ye Temple’s

Allowance for Tai Wong Ye Temple’s Yu Lam Festival event

Allowance for Tai Wong Ye Temple’s Yu Lam Festival event Painting activity in Little Sisters of

Painting activity in Little Sisters of the Poor

event Painting activity in Little Sisters of the Poor Football Match with Police College MTR Corporation

Football Match with Police College

MTR Corporation Limited

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activity in Little Sisters of the Poor Football Match with Police College MTR Corporation Limited 2013/8/29
MTR Corporation Limited 2013/8/29 Page 45
MTR Corporation Limited 2013/8/29 Page 45

MTR Corporation Limited

2013/8/29

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MTR Corporation Limited 2013/8/29 Page 45
3. Aberdeen Channel Bridge Construction MTR Corporation Limited 2013/8/29 Page 46
3. Aberdeen Channel Bridge Construction MTR Corporation Limited 2013/8/29 Page 46
3. Aberdeen Channel Bridge Construction
3. Aberdeen Channel Bridge Construction

MTR Corporation Limited

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3. Aberdeen Channel Bridge Construction MTR Corporation Limited 2013/8/29 Page 46
3. Aberdeen Channel Bridge N Aberdeen Channel Existing Ap Lei Chau Bridge A A SIL(E)

3. Aberdeen Channel Bridge

N Aberdeen Channel Existing Ap Lei Chau Bridge A A SIL(E) Aberdeen Channel Bridge Total
N
Aberdeen Channel
Existing Ap Lei Chau Bridge
A
A
SIL(E) Aberdeen Channel
Bridge
Total Length = 250m
Section
A
MTR Corporation Limited
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Page 47
58m
115m
73m

Max

7m

3. Aberdeen Channel Bridge Aberdeen Channel Bridge (as of June 2013) Photomontage of Aberdeen Channel

3. Aberdeen Channel Bridge

Aberdeen Channel Bridge (as of June 2013) Photomontage of Aberdeen Channel Bridge MTR Corporation Limited
Aberdeen Channel Bridge (as of June 2013)
Photomontage of Aberdeen Channel Bridge
MTR Corporation Limited
2013/8/29
Page 48
3. Aberdeen Channel Bridge Construction 3.1 Value Engineering for Aberdeen Channel Bridge MTR Corporation Limited
3. Aberdeen Channel Bridge Construction 3.1 Value Engineering for Aberdeen Channel Bridge MTR Corporation Limited
3. Aberdeen Channel Bridge Construction 3.1 Value Engineering for Aberdeen Channel Bridge
3. Aberdeen Channel Bridge Construction
3.1 Value Engineering for Aberdeen Channel Bridge

MTR Corporation Limited

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Channel Bridge Construction 3.1 Value Engineering for Aberdeen Channel Bridge MTR Corporation Limited 2013/8/29 Page 49
3.1 Value Engineering for Aberdeen Channel Bridge E4 E3 E2 E1 Conforming Arrangement 16 pairs

3.1 Value Engineering for Aberdeen Channel Bridge

E4 E3 E2 E1 Conforming Arrangement 16 pairs segments (~3.5m long) 16 pairs segments (~3.5m
E4
E3
E2
E1
Conforming Arrangement
16 pairs segments (~3.5m long)
16 pairs segments (~3.5m long)
Hill
12m insitu end span on
falsework
E2
Temporary pier bracing
E3
Temporary pier bracing
Alternative Arrangement Longer cantilever length for segment construction 10 pairs segments (~4.3m long) 14 pairs
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
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3.1 Value Engineering for Aberdeen Channel Bridge Comparison between conforming design and alternative design  

3.1 Value Engineering for Aberdeen Channel Bridge

Comparison between conforming design and alternative design

 

Conforming design

Alternative design

Number of segments

32 pairs

24 pairs

Period for segment construction

~ 50 weeks

~ 40 weeks

Max. cantilever length

60 m

65 m

Max. segment weight

130 tons

160 tons

Number of strands per cantilever tendons

12

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

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6) The alternative design can provide early access for P-way construction MTR Corporation Limited 2013/8/29 Page
3. Aberdeen Channel Bridge Construction 3.2 Bridge construction by in-situ balance cantilever MTR Corporation Limited
3. Aberdeen Channel Bridge Construction 3.2 Bridge construction by in-situ balance cantilever MTR Corporation Limited
3. Aberdeen Channel Bridge Construction 3.2 Bridge construction by in-situ balance cantilever
3. Aberdeen Channel Bridge Construction
3.2 Bridge construction by in-situ balance cantilever

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Bridge Construction 3.2 Bridge construction by in-situ balance cantilever MTR Corporation Limited 2013/8/29 Page 52
3.2 ACB – Comparison of different construction methods
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

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

and

disadvantage

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cannot be erected across the Aberdeen Channel and disadvantage MTR Corporation Limited 2013/8/29 Page 53
3.2.1 ACB – Construction Sequence
3.2.1 ACB – Construction Sequence
3.2.1 ACB – Construction Sequence Stage 1 – Pier Table construction at E2 MTR Corporation Limited
Stage 1 – Pier Table construction at E2 MTR Corporation Limited 2013/8/29 Page 54
Stage 1 – Pier Table construction at E2
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at E2 MTR Corporation Limited 2013/8/29 Page 54 Stage 2 – Pier Table construction at E3

Stage 2 – Pier Table construction at E3 - Erect form traveller at E2

at E2 MTR Corporation Limited 2013/8/29 Page 54 Stage 2 – Pier Table construction at E3
3.2.1 ACB – Construction Sequence
3.2.1 ACB – Construction Sequence
Stage 3 – Complete cantilever span at E2 by insitu balanced cantilever method
Stage 3 – Complete cantilever span at E2 by
insitu balanced cantilever method
cantilever span at E2 by insitu balanced cantilever method Stage 4 – Launch back form traveller
Stage 4 – Launch back form traveller & remove tower crane from E2
Stage 4 – Launch back form traveller &
remove tower crane from E2

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method Stage 4 – Launch back form traveller & remove tower crane from E2 MTR Corporation
3.2.1 ACB – Construction Sequence
3.2.1 ACB – Construction Sequence
Stage 5 – Tower Crane & form traveller removed from E2 Stage 6 – Erect
Stage 5 – Tower Crane & form traveller removed from E2
Stage 6 – Erect tower crane & form traveller at E3
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removed from E2 Stage 6 – Erect tower crane & form traveller at E3 MTR Corporation
3.2.1 ACB – Construction Sequence
3.2.1 ACB – Construction Sequence
Stage 7 – Complete E3 cantilever span by insitu balanced cantilever method Stage 8 –
Stage 7 – Complete E3 cantilever span by
insitu balanced cantilever method
Stage 8 – Cast Mid-span stitch
span by insitu balanced cantilever method Stage 8 – Cast Mid-span stitch MTR Corporation Limited 2013/8/29
span by insitu balanced cantilever method Stage 8 – Cast Mid-span stitch MTR Corporation Limited 2013/8/29

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span by insitu balanced cantilever method Stage 8 – Cast Mid-span stitch MTR Corporation Limited 2013/8/29
3.2.1 ACB – Construction Sequence
3.2.1 ACB – Construction Sequence
Stage 9 – Cast unbalanced segment at E4 Stage 10 – Cast End-span stitch at
Stage 9 – Cast unbalanced segment at E4
Stage 10 – Cast End-span stitch at E4

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Page 58
3.2.2 Modular Form Traveller (MFT)
3.2.2 Modular Form Traveller (MFT)

Modular Form Traveller

• Main Frame x 2

• Front Transverse Truss x 1

• Rear Transverse Truss x 1

Formwork system

• Inner Form

• Outer Form

• Bottom Form

Major component:

• Rear Anchorage x 2 • Rail Beam x 2 MTR Corporation Limited 2013/8/29 Page
• Rear Anchorage x 2
• Rail Beam x 2
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3.2.2 Modular Form Traveller (MFT)
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

• Single or multiple cells • Vertical or inclined webs System capacity: 180 tons MTR Corporation

System capacity: 180 tons

MTR Corporation Limited

webs System capacity: 180 tons MTR Corporation Limited Load test could be carried out prior to

Load test could be carried out prior to assembly

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webs System capacity: 180 tons MTR Corporation Limited Load test could be carried out prior to
3.2.2 Modular Form Traveller (MFT)
3.2.2 Modular Form Traveller (MFT)
Main frames Wall Form Front truss Rear truss Bottom Form MTR Corporation Limited 2013/8/29 Page
Main frames
Wall Form
Front truss
Rear
truss
Bottom Form
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3.2.2 Modular Form Traveller (MFT)
3.2.2 Modular Form Traveller (MFT)
3.2.2 Modular Form Traveller (MFT) MTR Corporation Limited 2013/8/29 Page 62

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3.2.2 Modular Form Traveller (MFT) MTR Corporation Limited 2013/8/29 Page 62
3. Aberdeen Channel Bridge Construction 3.3 Stakeholder Management MTR Corporation Limited 2013/8/29 Page 63
3. Aberdeen Channel Bridge Construction 3.3 Stakeholder Management MTR Corporation Limited 2013/8/29 Page 63
3. Aberdeen Channel Bridge Construction 3.3 Stakeholder Management
3. Aberdeen Channel Bridge Construction
3.3 Stakeholder Management

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3. Aberdeen Channel Bridge Construction 3.3 Stakeholder Management MTR Corporation Limited 2013/8/29 Page 63
3.3.1 Stakeholders around Aberdeen Channel Bridge
3.3.1 Stakeholders around Aberdeen Channel Bridge
Aberdeen Channel Bridge Dragon Boat Association Kaito Sham Wan Aberdeen Channel Jumbo Restaurant Marine Police
Aberdeen
Channel
Bridge
Dragon Boat
Association
Kaito
Sham Wan
Aberdeen
Channel
Jumbo
Restaurant
Marine Police
Port
Aberdeen Boat
Club
Tai Shue Wan

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Jumbo Restaurant Marine Police Port Aberdeen Boat Club Tai Shue Wan MTR Corporation Limited 2013/8/29 Page
3.3.2 Minimize impact on Marine Traffic Key measures to minimize marine traffic impact: 1. Use

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
1. Cast-insitu balanced cantilever method
2. Navigation Channel
14 m min. high

40m min. wide

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balanced cantilever method 2. Navigation Channel 14 m min. high 40m min. wide MTR Corporation Limited
3.3.2 Minimize impact on Marine Traffic 3. Early notice to a ll marine users about

3.3.2 Minimize impact on Marine Traffic

3.3.2 Minimize impact on Marine Traffic 3. Early notice to a ll marine users about the

3. Early notice to all marine users about the construction works

notice to a ll marine users about the construction works 4. Use of guard boat MTR

4. Use of guard boat

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notice to a ll marine users about the construction works 4. Use of guard boat MTR
3.3.3 Minimize impact on Marine Environment Key measures to minimize marine environment impact: 1. Use

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 temporary steel formwork for pile cap construction Use of silt curtain MTR Corporation Limited

Use of silt curtain

MTR Corporation Limited

cap construction Use of silt curtain MTR Corporation Limited Use of temporary steel formwork for pile

Use of temporary steel formwork for pile cap construction

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Use of silt curtain MTR Corporation Limited Use of temporary steel formwork for pile cap construction
3.3.4 Entertain the need of Dragon Boat Association
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 boat New permanent storage area for dragon boat Existing storage area for
Aberdeen Channel Bridge
boat
New permanent storage area for
dragon boat
Existing storage area for dragon
before bridge construction

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for dragon boat Existing storage area for dragon before bridge construction MTR Corporation Limited 2013/8/29 Page
Q & A 多謝 MTR Corporation Limited 2013/8/29 Page 73
Q & A 多謝 MTR Corporation Limited 2013/8/29 Page 73
Q & A 多謝
Q & A
多謝

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