Viaduct and bridge construction methods
adopted at MTR SIL(E) Contract 903
MTR SIL(E) 903 Viaduct Construction Team
28-8-2013
MTR Corporation
MTR CorporationLimited
Limited 2013/8/29
2013/8/29 Page11
Page
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
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1. About SIL(E) Contract 903
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1. About SIL(E) Contract 903
ADM
Works Contract 901
Works Contract 902
WCH OCP
Works Contract 903
SOH
LET
Works Contract 904 Works Contract 907 / 908
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1. About SIL(E) Contract 903
Viaduct
Wong Chuk
Hang Station
Viaduct
Ocean Park
Nullah Works Station
Aberdeen Channel
Bridge
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1. About SIL(E) Contract 903
Ocean Park
Station
Viaduct B
Wong Chuk Ocean Park
Hang Station
Station
Viaduct C
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1. About SIL(E) Contract 903
Wong Chuk
Hang
Station
Viaduct D
Aberdeen Channel
Bridge
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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.
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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;
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2. Viaduct Construction
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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
casting in-situ construction
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Noise Barrier - Integrated Approach
Overhead Lines
Countershading
Coloured Translucent
Panels Where Required
Track-Side Ops 2m
Opaque Panels at
Absorptive Parapet
Barrier
Viaduct Pier
Proposed Noise Barrier - Perspective Proposed Noise Barrier - Section
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Typical Viaduct Section
4000
4000
Profiled Capital
13m
Rounded Piers
Consistent Approach
for Portal Piers
Planting at Bottom
Of Pier
Front Elevation Side Elevation Front Elevation at Portal
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2. Viaduct Construction
2.1 Value Engineering for Viaduct
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Viaduct B
Viaduct B
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2.1.1 Value Engineering for Viaduct B
Viaduct construction in the vicinity of the road with heavy traffic
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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 Wong Chuk Wong Chuk Wong Chuk
Hang Road Hang Road Hang Road Hang Road
3 nos of 1.5m Single 2.8m Dia.
dia piles Bored Pile
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2.1.1 Value Engineering for Viaduct B
Change in Pilecap Design Use a smaller rectangular pilecap to replace a larger irregular pilecap
Legend
B3 Piles
R oad Pile cap
h u k Hang
C
Wong Traffic flow
Carriageway
B3
Conforming design ad
hu k Hang Ro
W ong C
Extent of works area required was greatly
reduced
Less impact on road traffic
Alternative design
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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
Existing 132 kV
Conforming design HEC cables
Revised Pile
Cap
Alternative design
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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 m3 1) Volume of pile cap - Approx. 320 m3
2) More construction and ELS required 2) Less construction and ELS required
Advantages of the 1) Extent of works area required was greatly reduced
alternative design over 2) Less impact on the road traffic
the conforming design 3) Minimize the conflict with the existing utilities
4) Cheaper and faster to construct the piling and pilecap works
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Viaduct C
Nullah
Viaduct C
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2.1.2 Value Engineering for Viaduct C
Viaduct construction over nullah
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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
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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 (C1, C2 and C11 Piers)
1.8 m or 2.2 m (Portals) 2.0 m (Portals)
Number of portals 11 8
Span length Approx. 35 m Approx. 50 m
Advantages of the 1) Reduce construction time for bored piles and portals
alternative design over the 2) Minimize construction activities inside the nullah - critical to programme
conforming design 3) Less visual impact with wider spacing of portal structures
4) Minimize the conflicts with the existing utilities
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Viaduct D
Viaduct D
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2.1.3 Value Engineering for Viaduct D (from D13 to D18)
Viaduct construction in hilly area
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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
Inferred
Rockhead Spread
Footing
found on
Rock
3 nos of 1.5m Rock
dia piles Dowels
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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
Precast segmental deck In-situ Deck
- Better quality control in casting yard
Advantage - Environmental friendly - steel mould replace timber - More timber formworks
formwork
- Difficult access at hilly area for erection of precast - Construction is relatively simple and
Limitation
segment faster with the use of a tower crane
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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 Spread footing found on rock with
column rock dowels per column
Viaduct type Precast segmental deck In-situ deck
Advantages of the 1) No heavy piling plant is required in the hilly area
alternative design over
the conforming design 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
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2. Viaduct Construction
2.2 Viaduct Construction by Pre-cast Segmental Method
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2.2 Pre-cast segmental method
Two erection methods are being adopted:
2.2.1 Erection by Crane 2.2.2 Erection by Beam-and-
Winch
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2.2.1 Erection by Crane
B4 B5
B4
Step 1 Step 2
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2.2.1 Erection by Crane
B4 B5 B4 B5
Closure
beams
Step 3 Step 4
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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
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2.2.2 Erection by Beam-and-Winch
B4 B5 B4 B5
Closure
beams
Step 3 Step 4
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2.2.2 Erection by Beam-and-Winch
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2.2.3 Beam-and-Winch and Launching Gantry
Beam-and-Winch Launching Gantry
Scale Approx. 8m in length and 10m Approx. 100m in length and 10m wide
wide More than 10 times larger than Beam-
and-Winch equipment in size
Time required for Approx. a week Approx. one month
machine assembly
Beam-and-Winch Launching gantry
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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.
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2.2.4 Safety Measures
Independent checking system for segment erection
Checklist of segment erection Checklist of B&W operation
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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
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2. Viaduct Construction
2.3 Stakeholder Management
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2.3.1 Major Stakeholders around the Viaduct B & C
TWGHs Wong Chuk
Hang Complex
Aberdeen Tunnel
uct
ad
Vi San Wai Village
Bus Depot
a rk
P
an ion
e t
Oc Sta
Viaduc
t
Police College Ocean Park
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2.3.2 Major Stakeholders around the Viaduct D
h u k Hang
gC
Won Station
NLSR
Tai Wong Ye Cooked Food
ct Temple
Viadu Market
Jockey Club
Holy Spirit Rehabilitatio Little Sisters of
Seminary n Centre the Poor
St. Marys
Home for the
Aged
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2.3.3 Stakeholder Engagement
Community Liaison Group Meeting Visit to the TWGHs Wong Chuk Painting activity in Little Sisters of
Hang Complex the Poor
JCRC visit and regular meeting Allowance for Tai Wong Ye
Temples Yu Lam Festival event Football Match with Police College
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3. Aberdeen Channel Bridge Construction
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3. Aberdeen Channel Bridge
Aberdeen Channel
Existing Ap Lei Chau Bridge
m
73
A
Max
5m 7m
11
A
SIL(E) Aberdeen Channel
m
58 Bridge
Total Length = 250m Section A
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3. Aberdeen Channel Bridge
Aberdeen Channel Bridge (as of June 2013)
Photomontage of Aberdeen Channel Bridge
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3. Aberdeen Channel Bridge Construction
3.1 Value Engineering for Aberdeen Channel Bridge
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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 long) Hill
12m insitu end span on
falsework
E3
E2 Temporary pier bracing
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
E3 E2 Temporary pier bracing
segment
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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
12 19
tendons
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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3. Aberdeen Channel Bridge Construction
3.2 Bridge construction by in-situ balance cantilever
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3.2 ACB Comparison of different construction methods
Cast in-situ segments by Pre-cast segmental method Cast in-situ span by span
balanced cantilever
(Selected option)
Description Cast in-situ segments by Segment pre-cast and Cast bridge span by span
balanced cantilever method erection with the support by
with form traveller falsework
Advantage Advantage Disadvantage Disadvantage
and 1) Only one set of form 1)Barge for segment 1) Falsework cannot be
disadvantage traveller is required erection is too large to erected across the
2) Without affecting the gain access to the bridge Aberdeen Channel
marine traffic underneath 2) Segment (max 160T) too
the bridge heavy for lifting
3) No heavy lifting involved 3) Disruption to Navigation
4) Cheapest and fastest Channel during segment
way to build this bridge erection
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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
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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
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3.2.1 ACB Construction Sequence
Stage 5 Tower Crane & form traveller removed from E2
Stage 6 Erect tower crane & form traveller at E3
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3.2.1 ACB Construction Sequence
Stage 7 Complete E3 cantilever span by
insitu balanced cantilever method
Stage 8 Cast Mid-span stitch
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3.2.1 ACB Construction Sequence
Stage 9 Cast unbalanced segment at E4
Stage 10 Cast End-span stitch at E4
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3.2.2 Modular Form Traveller (MFT)
Modular Form Traveller Formwork system
Main Frame x 2 Inner Form
Major component: Front Transverse Truss x 1 Outer Form
Rear Transverse Truss x 1 Bottom Form
Rear Anchorage x 2
Rail Beam x 2
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3.2.2 Modular Form Traveller (MFT)
General characteristics of Modular Form Traveller:
Bridge alignment Segment geometry
Gradient of +/-5% Maximum length of 5m
Cross-fall of +/-5% Maximum weight of 180 tons (with 2
Minimum curve in plan of 500m main frames)
radius Single or multiple cells
Vertical or inclined webs
Load test could be carried out
prior to assembly
System capacity: 180 tons
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3.2.2 Modular Form Traveller (MFT)
Main frames
Front truss Wall Form
Rear
truss
Bottom Form
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3.2.2 Modular Form Traveller (MFT)
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3. Aberdeen Channel Bridge Construction
3.3 Stakeholder Management
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3.3.1 Stakeholders around Aberdeen Channel Bridge
Aberdeen
Channel
Bridge
Dragon Boat
Association
Kaito
Aberdeen Sham Wan
Channel Jumbo
Restaurant
Marine Police Aberdeen Boat
Port Club
Tai Shue Wan
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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
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3.3.2 Minimize impact on Marine Traffic
3. Early notice to all marine users about the 4. Use of guard boat
construction works
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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
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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
Existing storage area for dragon boat
New permanent storage area for before bridge construction
dragon boat
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Q&A
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