Road Transportation Services

Transcription

1 Road Transportation Services OC Global provides distinction as a top ranked consultant in road transport sector in Japan and develop unique technical solutions in road engineering. EXPERTISE History OC Global s Road Transport Division has more than 50 years of experience in all phases of road construction projects from preliminary design to successful completion with handover. Our experts work with national administrations, executive agencies, district organizations and local authorities to develop, manage and maintain road infrastructure. Expertise In the planning and design processes, our expert teams include transport planner, highway planner, civil and structural engineers including bridge and underground engineers, landscape architects, environmental and social consideration experts who work closely together to conduct the project that harmonize priority corresponding to various local needs. Service Our services, which cover the range from conventional to advanced technologies, can be provided as a package to follow the multiple tasks of project implementation. These attributes allow us to deliver the highest levels of quality and safety covering all types and scales of projects. We aim to be the consultant of choice, providing safe, sustainable and cost-effective solutions.

2 Road Transportation Services CONSULTING SERVICES Project Finding, Master Plan, Feasibility Study, Survey, Design, and Construction Supervision, Project Management, Maintenance, Operation, Public Private Partnership, other technical cooperation, etc. provided in the various road development projects. Highway / Expressway / Urban & Rural Roads / Operation and Maintenance Support Roads transport is a key component of transport infrastructure. OC Global provides optimal solutions taking into account a cost effective balance between construction and operational costs as well as limit social, environmental and climate impacts. Bridge Construction / Rehabilitation/ Maintenance Support OC Global has been involved in large number of bridge projects around the world, from the world s longest spans to unique pedestrian crossings. OC Global enjoys a good reputation in bridge engineering in international markets. Professional experts are assigned and committed to provision of advance techniques and innovation for designing the notable bridges of the world. Development of Tunnel / Underground /Undersea / Underpass Structure Project Construction of tunnel and underground structures are part of a complex process that needs affiliated services including safety audit, risk management and assessments. OC Global also has extensive experience of immersed tunnels in Japan and overseas. We are extending our activity to deliver the engineering of mountainous and undersea tunnels and underground infrastructures anywhere in the world.

3 Project Type Project Title Roads & Highway Expressway Construction Hanoi City Ring Road No. 3 Construction Project Mai Dich North Linh Dam Section Mai Dich North Linh Dam Lake, Hanoi, Vietnam Ministry of Transport (Project Management Unit Thang Long) / JICA Project Period May 2010 October 2012 Off Ramp at Trung Hoa Interchange View of Viaduct Thanh Xuan Intersection The implementation of the Doi Moi (Renovation) policy has yielded drastic socio-economic and cultural development in Hanoi, Capital of Vietnam. Subsequently, rapid urbanization and population growth has increased demand for transportation in the city resulting in serious traffic congestion. In order to meet this traffic demand, implementation plan for the Hanoi City Ring Road No. 3 (H3RR) was planned since H3RR is a ring road functioning as an urban expressway linking the centre of Hanoi with radial road and arterial roads. The South West section of H3RR (the Red River Bridge Construction Project) has been constructed already funded by JICA and supervised by OC Global. Since the completion of Red River Bridge Construction Project, traffic volume of section Mai Dich North Linh Dam rapidly increased. This necessitated implementation of this Project. Section Mai Dich North Linh Dam is one of most rapidly urbanized areas in Hanoi. Frontage Road was constructed before commencement of this Project. Therefore, the construction work was executed under very limited construction space and there was much public traffic adjacent to the construction site. Therefore, maintaining safety during construction was one of the most important issues in this Project. Service Provided OC Global conducted two of the earlier studies for this Project: review of Feasibility Study of this Project by Special Assistance for Project Formation (SAPROF) funded by JICA in OC Global was subsequently engaged to provide detailed design, pre-qualification and tender assistance. OC Global also provided the construction supervision and defect liability services from May 2010 to Actual Project Works Expressway : 4 Lane, Design Speed = 100 km/h Length of Viaduct : 8,521.1 m Ramp : 8 set of On/Off Ramp Structure Type (Superstructure) : Super-T Girder Structure Type (Sub-Structure) : T-shape RC Pier with PC pier head Structure Type (Foundation) : Bored Pile Structure (D=1.5m)

4 Project Type Project Title Project Period Tunnel (Immersed Tunnel) Immersed Tunnel Construction Saigon East and West Highway Construction Project Ho Chi Minh City, Vietnam Urban-Civil Works Construction Investment Management Authority of HCMC (UCCI), People s Committee of Ho Chi Minh City / JICA ODA Loan February 2005 Present Eastside Portal of the Saigon River Crossing Tunnel (The background of the picture is Centre of the HCMC) Doi Moi renovation policy introduced in 1986 has given a great impetus to boosting the economy in Vietnam. Especially in Ho Chi Min City (HCMC) the economic increase was remarkable. The rapid economic growth, however, resulted in disorderly urban environment, inducing more population density and traffic congestion in the city. In order to address such adverse situation of the city environment, HCMC established Master Plan 2020 that depicts the strategic future development of HCMC and surrounding areas. The concept also included that the new road network system such as radial road and ring road should be constructed to improve and develop the road transport system in HCMC. Accordingly, the construction of the East West Highway was planned as an important axial road connecting northeast and southwest outing area of HCMC that provides a short and efficient route from the city centre to the surrounding area. The Saigon River Crossing Tunnel (the Tunnel), which is a part of EWH, was constructed to cross the Saigon River that flows through the middle of the city and connects the central area of the city and the east side of the river. The Tunnel was selected in consideration of the lesser impact on the city scenery, navigation of the Saigon River and Saigon port. The total length of the Tunnel is 1,490 m accommodates 3x3 lanes driveways and emergency path at both outsides of the road. The Tunnel is first road tunnel constructed by immersed tunnel method not only in Vietnam but also in South East Asia. Service Period OC Global conducted the Technical Design including F/S Review, Definitive Plan, Detailed Design, and Tender assistance, Resettlement Programme and Construction Supervision under JICA ODA Loan for the execution of the East West Highway Project. The Technical Design commenced in 2001 and was completed in 2003, and Tender assistance was completed in November 2005 and the construction commenced from February The Tunnel and the entire 24 km of highway section were opened in November 2011 and the Project will be completed in the early Actual Project Works Immersed Tunnel section : L=370.8 m, 4 RC elements (length=90.5~92.4 m, width=33.3 m, height=8.9 m) Prefabricated in the dry dock located 20 km downstream of the Saigon River. Cut &Cover : Top down method with diaphragm wall (t=1.2 m) Approach Tunnel L=400 m (Westside), 320 m (Eastside) Tunnel U-shape : U-shape with diaphragm wall (t=1.2m), L=70 m(westside), 100 m (Eastside) section Structure : U-shape Retaining Wall, L=95 m (West side), L=115 m (Eastside) Tunnel E&M : Lighting system, Ventilation system, Safety system, Tunnel Control system Ventilation Building equip electrical and control room : Westside; 1,200 sq.m RC structure, 4-story above ground, Eastside; 1,100 sq.m RC structure, 3-story above ground and 4 under Other Buildings : Maintenance Building Toll correction building, Toll gate Highway Section (West) : L=13 km 8 lanes (6 lanes throughway and 2 lanes service road) include 6 bridges Clover leaf type Interchange at the junction of National Highway No.1 Highway Section (East) : L=7 km, 12 lanes (6 lanes throughway and 2 x 3 lanes service road) include 4 bridges, Y type Interchange at the junction of Hanoi Highway.

5 Project Type Project Title Project Period Road Expressway Construction Outer Circular Highway to the City of Colombo Project Colombo District and Gampaha District, Western Province, Sri Lanka JICA / Road Development Authority, Ministry of Highways, Ports and Shipping November 1998 Present Before 1990 s, the transport sector development policy of the Government of Sri Lanka (GOSL) had been to basically rehabilitate its existing road and rail infrastructure. That was only rehabilitation work and was undertaken to improve the transportation system, via the execution of a number of road rehabilitation and improvement projects. However, traffic demand increased very rapidly in the past decade and there was a shortage of road capacity to satisfy this rising demand. Hence, the GOSL decided to develop a system of new highways (expressways) to supplement existing road capacity. Under the above policy, Outer Circular Highway to the City of Colombo (OCH) was planned as the one of expressways aiming to relieve traffic congestion in the Colombo Metropolitan Region (CMR). OCH was initially considered in a 1991 proposal of the Road Development Authority, which resulted in a pre-feasibility study being carried out and completed in After that, according to the request from the GOSL, JICA funded the Project and Feasibility Study (FS), Basic and Detailed Design Studies were carried out. In the FS, it was proposed that the Government would construct a km circular highway, which would consist of four sections and connect seven high-priority trunk roads radiating from Colombo as well as a number of planned intercity expressways. Subsequently, however, the scope of the JICA funded Project was reduced from Kottawa Interchange, which provides access to A4 road and connecting point with Southern Expressway, to Kadawatha Interchange, which provides access to A1 Road. Service Provided OC Global conducted JICA funded FS from 1998 to 2000 and JICA funded Basic and Detailed Design Studies from 2001 to 2008, including suspended periods. We were subsequently engaged and provided the design review, tender assistance and the construction supervision services from March 2008 through to Actual Project Works 1. Southern Section (Phase I): Kaduwela-Kottawa: L= 11 km, 4 lanes (6 lanes in the future) carriageway, Design Speed: 100 km/h (partly 80 km/h) 3 interchanges with toll plaza, 5 long-scale bridges with a total length of 3.9 km and 7 small to medium bridges, 20 box culverts Soft ground treatment of 8.7 km with gravel mat, band drain, geotextile, surcharge and gravel replacement methods 2. Northern Section 1 (Phase II): Kadawatha-Kaduwela: L= 8.9 km, 4 lanes (6 lanes in the future) carriageway, Design Speed: 100 km/h and L=1.9 km, 4 lanes A1 Bypass 2- interchanges with toll plaza, 16 long-scale bridges (total length 6.5 km) with 4.7 km main carriageway bridges including a bridge across the Kelani River (appox. 380 m) and 5 small to medium bridges, 39 box culverts, Soft ground treatment of 5.4 km with the said treatment methods and additional gravel compaction pile method

6 Road Project Type Road Construction Project Title The Project for Rehabilitation of Trunk Road, Phase IV Dejen Lumame (Lot I), Lumame Debre Markos (Lot II), National Road No. 3, Ethiopia Ethiopian Roads Authority (ERA) / JICA Project Period April 2012 June 2014 (Lot I), September 2013 Present (Lot II) Phase IV Phase IV Phase IV Phase IV Phase IV Phase III, Abay Bridg The Government of Ethiopia (GOE), as part of its focus on improving national road network under the Road Sector Development Program (RSDP) has endeavored to upgrade its major trunk roads in the country since These efforts are geared towards connecting potential agricultural and industrial areas with markets as a major component of development policy in the country. GOE pooled available resources as well as resources from international donor communities and institutions to help realize this noble socio-economic milestone. Through Grant Aid channelled under Official Development Assistance (ODA) from the Government of Japan (GOJ), the Ethiopian government has realized the completion of 227 km road rehabilitation from Addis Ababa to Dejen in three phases (i.e., Phase I, Phase II and Phase III). As a continuation of the economic cooperation between the GOJ and GOE, Phase IV project covers a total of 68.9 km length of road rehabilitation between Dejen and Debre Markos as part of the Northern Trunk Road linking to and from capital city Addis Ababa and neighboring countries of Sudan and Eritrea. The project aims directly at eliminating the current bottleneck and traffic interruption at this dilapidated road section, strengthening of road pavement and increase capacity of drainage structures for all season passage, reducing the risk of traffic accidents through frequent flooding and improvement of traffic safety. Indirectly, the project also aims at enhancement and re-vitalization of socio-economic activities of the people and smooth transportation of agricultural products within Ethiopia and between Ethiopia and her neighboring countries in addition to operational cost saving for vehicles and transport through reduction of travelling time. In addition, as the secondary effect of the project, the project contributes to technology transfer to Ethiopian engineers and technicians through the actual hands-on construction work. Service Period OC Global started to join this project from Phase III between Gohatsion and Dejen including Abay Bridge (above photo). Phase III was started in 2005 and completed in Phase IV work was divided into two lots. Lot I is section between Dejen and Lumame (length about 29 km) and Lot II is section between Lumame and Debre Markos (length about 39.9 km). OC Global conducted Basic Design for the whole of Phase IV between Jul 2010 and Apr 2011, Detail Design from Jul to Sep 2011 and Tender Assistance from Jan to Mar 2012 for Lot I, Detail Design from Jan to Apr 2013 and Tender Assistance from Jun to Aug 2013 for Lot II. Construction supervision for Lot I was started on 24 Apr 2012 and has since been completed as of 09 Jun, Lot II was started on 24 Sep 2013 and will be completed by 15 Jun Actual Project Works (Phase 4, Lot 1 & 2) Road length Bridge Big size Box culvert : L=68.9 km (Lot 1:29.0 km., Lot 2: 39.9 km) : 10 bridges (Lot 1: 3 Nos., Lot 2: 7 Nos.) : 5 big size culverts (Lot 1: 1 Nos., Lot 2: 4 Nos.)

7 Project Type Project Title Project Period Road Infrastructure Technical Cooperation The Project for Improvement of Road Management Capability in Lao PDR Savannakhet Province & Vientiane Province in Lao PDR Japan International Cooperation Agency (JICA) September 2011 Present (Total 5 years) Background & Issues Lao PDR (Lao) is a land-locked country and its transport infrastructure and system heavily relies on road transport to carry both goods and passengers to/from neighbouring countries. The Government of Lao PDR (GOL) heavily channels its investment to development of the national trunk roads, and accordingly, 55% of 7,200 km national roads have already been paved. However, pavement (i.e., DBST and asphalt concrete) on the national road network is currently being rapidly deteriorated and quite a number of potholes and cracks are observed on the road due to lack of planning/technical/financial capacity in terms of road management. This contributes to hindering provision of safe and reliable transport system and hence development of regional economic activities. Identified issues are summarized as follows: Due to a lack of manpower, technical capability and finance, road maintenance works, including inspection, evaluation and implementation, are not properly implemented Besides, almost all road maintenance works are contracted out to the private contractors and the only maintenance work, for which the public agency in the GOL is responsible, is every-month routine monitoring Due to a lack of manpower, technical capability and finance, road management planning works are not properly implemented, and which results in delay of budget planning Bridge repair work (crack injection) Inspection work on pavement surface The actual road maintenance budget in Lao only meets one-third of the planed budget necessary for the road maintenance works Contents of the Project Pavement repair work (spot replacement) Inspection work on slope Japan International Cooperation Agency (JICA) dispatched an expert team consist of 11 members (the Team) for solution of the issues in cooperation with the Counterpart of the GOL. OC Global rendered the following activities for capacity development of the both road sectors namely public and private. Develop maintenance manuals namely road, bridge and slope and implement the on-the-job Training (OJT) to learn the application method of the manuals Improve existing road management system to be applied for planning and budgeting work in the central government Improve existing contract system in terms of road maintenance work undertaken by private contractor called as Performance Based Contract (PBC) Training program in third countries such as Japan and Thailand Road rehabilitation project called as Pilot Project under the contracting out for capacity development in terms of the project management approaches such as quality, schedule, dimension and safety

8 Highway Project Type Expressway Construction Project Title JICA-Assisted Central Luzon Link Expressway (CLLEX) Project (Phase I) Tarlac, Nueva Ecija Provinces, Central Luzon, Philippines Department of Public Works and Highways Project Period September 2013 Present Aerial 3D image of Tarlac Interchange connecting CLLEX with Subic-Clark-Tarlac Expressway (SCTEX) and Tarlac-Pangasinan-La Union Expressway (TPLEX). Aerial photos of a town and rice field submerged in water in Central Luzon swamped by the heavy rains of Typhoon in Northern Luzon Command In Central Luzon of the Philippines, the Pan-Philippine Highway is one of the major north-south directional trunk national road linking between Metro Manila and Central/North Luzon. The traffic congestion on the Pan-Philippine Highway has reached critical levels and needs to be resolved at the earliest possible time by constructing an alternate route. The Central Luzon Link Expressway (CLLEX) Project will provide motorists a smooth and faster route from Metro Manila to Cabanatuan through the North Luzon Expressway (NLEX) and the Subic-Clark-Tarlac Expressway (SCTEX). CLLEX will also improve access between the two north large cities (Tarlac and Cabanatuan), and will support industrialization of the northern part of Mega Manila. Central Luzon is expected to increase its efficiency as an industrial hub with Clark Airport receiving international flights. Service Provided OC Global conducted feasibility study for CLLEX project, namely JICA-assisted Preparatory Survey for Expressway Projects in Mega Manila Region, in We provided the consulting services for detailed design and tender assistance for this project from September 2013 through to Actual Project Works Expressway Length : 30.0 km (Phase I) Number of Lanes : 4-lane divided Design Speed : 100 km/h (expressway), 40 km/h (interchange ramp ways) Interchanges : 4 trumpet-type interchanges and 1 service area with smart interchange Major Structures : 5 underpass bridges, 4 overpass bridges, 2 river bridges, 19 box culverts for roadway, 21 box culverts for farm passage, 24 box culverts for equalizer and 56 box culverts for irrigation/drainage Issues, Concerns and Challenges Minimizing the effects on flooding: 15 km of the section passes through flood prone area and the average flood level is about 4 m above existing ground level. Based on the inundation analysis conducted during this D/D, construction of 1.5 km of viaduct and 24 RCBCs for water level equalizer are proposed and designed. Soft ground treatment and liquefaction: The project site is located in a flat terrain (rice field) so that the majority of the section is designed as embankment. In order to accelerate the consolidation settlement of the embankment, pre-loading with vertical drain is proposed and designed. Also, replacement of existing material with gravel or sand is proposed and designed as soft ground treatment. There are few sections having a liquefiable sand layer so that sand compaction pile is proposed and designed under structures. Countermeasure against liquefaction for highway project is the first time in the Philippines. Newly Introduction of Porous Asphalt: JICA proposed and DPWH accepted to study the application of porous asphalt as a pilot scheme (1 km section). Effects of new type of pavement, its design life, material requirement, construction method, maintenance requirements, economic impact and environmental impacts (particularly noise) will be tested for expressway for the first time in the Philippines.

9 Bridge Project Type Bridge Construction Project Title New Bridge Construction Project over the Kelani River Colombo, Sri Lanka Road Development Authority / JICA Project Period February 2013 December 2013 New Bridge over the Kelani River Over 90% of freight transport is by road, so they are an essential transport infrastructure for the Democratic Socialist Republic of Sri Lanka. The existing New Kelani Bridge, which is 1,160 m long and 6 lanes, is located in the northern part of Colombo. The bridge is a key link for transportation as three arterial roads connect to it. Although three bridges including New Kelani Bridge are currently crossing the Kelani River, congestion has increased significantly in the past few years due to the rapid vehicle growth. It is severely affecting the economy of Sri Lanka. In addition, further traffic congestion is expected around the New Kelani Bridge, as a new expressway connecting the Bandaranaike International Airport is under construction and planned to open in The reduction of congestion in this area has become an urgent issue. In order to address above issues, the Government of Sri Lanka has decided to construct a new bridge as a part of expressway over the Kelani River with support of Japanese ODA Loan. Service Provided OC Global conducted the feasibility study on the project. The study commenced in February 2013 and was completed in December The feasibility of the project was confirmed in a series of studies including traffic demand forecast, preliminary design, construction planning, cost estimates, implementation planning, economic evaluation, environmental consideration, etc. Actual Project Works Main Bridge Approach Bridge Interchange Junction Intersection Others : L=380 m, 6-lane, Extra-dozed bridge : L=625 m, 6-lane, PC box girder bridge L=815 m, 6-lane, Steel box girder bridge : 3 interchanges, direct ramps : 1 junction, trumpet type : 2 intersection improvements : Soft soil treatment

10 Project Type Project Title Project Period Long-Span Bridge Detail Design & Construction Supervision for Bridge Construction & Rehabilitation The Kanchpur, Meghna, Gumti 2nd Bridges Construction and Existing Bridges Rehabilitation Project Dhaka Chittagong (National Highway No.1), Bangladesh Roads and Highways Department, Roads Division, Ministry of Road Transport and Bridges, Government of the People s Republic of Bangladesh / JICA Loan February 2014 Present Photo Montage of Meghna 2nd Bridge (Steel Narrow Box Girder Bridge, Bridge Length=930m) Bangladesh has had strong economic development with GDP growth rate of around 6% per annum in the 2000s, which in turn effected rapid growth in both the number of passenger and freight traffic. Accordingly National Highway No.1 is recognized to be widened to 8-lane in Kanchpur section, 6-lane in Meghna and Gumti sections. With financial assistance from JICA-ODA, GOB are taking initiatives for the implementation of 2nd bridges con struction parallel to the existing one. The superstructure of 2nd bridge is proposed as steel narrow box girder type based on the consideration of light weight, advantages to earthquake resistance and the fastest construction period; the foundation type is proposed as Steel Pipe Sheet Pile (SPSP) that can easily sustain against strong earthquake and riverbed scouring. Existing Meghna and Gumti Bridges are multi span continuous prestressed concrete rigid frame bridges having hinges and expansion joints in the middle of each span between piers. It was observed that the hinges were losing their proper function to transfer the shear forces Structural Outline (Meghna Bridge) between the cantilevers, generating noises and unfavorable impact forces on the expansion joints when vehicles are passing on it. The existing Meghna Bridge is PC-box girder type with 11 spans and 930 m in length; among them 9 cantilever spans were connected by the center hinge. All center hinges except that at center of P5 - P6 will be removed and girder will be connected by filling concrete and placing PC bar at hinge section. Only the damaged hinge at P5 - P6 section will be replaced by new one with complete device. Like Meghna, the existing Gumti Bridge is also PC-box girder type with 17 spans and 1,410 m in length and also each span was connected by center hinge as well. All center hinges except that at center of P4 - P5 and P8 - P9 will be removed and girder will be connected by the same method followed in Meghna. Service Period OC Global completed the feasibility study of this project in 2013 as JICA Study. OC Global have been providing the consultancy services for detailed design, tender assistance and construction supervision since February The Services will be completed in October 2019.

11 Actual Project Works Project Item Works 2 nd Kanchpur Bridge 6-Span Continuous Steel Narrow Box Girder (Bridge Length=397.3 m, Road Width=18.1m) 2 nd Meghna Bridge 12-Span Continuous Steel Narrow Box Girder (Bridge Length=930.0 m, Road Width=17.75 m) 2 nd Gumti Bridge 9-Span + 8-Span Continuous Steel Narrow Box Girder (Bridge Length=1,410 m, Road Width=17.75 m Existing Kanchpur Bridge Slab Deck Strengthening, RC Lining for Pier, Retrofitting for Foundation by SPSP with being held 2 nd Bridge Foundation Existing Meghna and Connecting the Simply Supported Girders to become the Continuous Girder at the Existing Gumti Bridge Hinged Section, Retrofitting for Foundation by SPSP with holding 2 nd Bridge Foundation Others Approach Road, Intersection, Intersection Flyover, Box Culvert, etc