Construction of Large-scaled Bridge Projects in Recent Hong Kong

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1 Construction of Large-scaled Bridge Projects in Recent Hong Kong

2 Introduction Accompanying with the construction of the new Hong Kong International Airport at Chek Lap Kok which commenced in 1994, a series of long span and very large-sized bridges have been constructed as part of the airport, railway and highway strategic development projects in Hong Kong.

3 Airport Core Projects Tsing Ma and the Kap Shui Mun Bridges provide an important link between the New Hong Kong Airport with the downtown city

4 Bridges constructed as part of the Airport Core Projects Bridges involved in the Airport Core Projects (ACPs) comprise of 2 rough categories, one is of elevated nature with span ranging from 35m up to approx. 90m, constructed mainly in prefabricated manner in the form of viaduct or other in-situ methods, such as those for the West Kowloon Expressway and the North Lantau Expressway. The other is of long span nature with span ranging from 430m up to 1377m in the form of cable-stayed or cable suspension bridges. Many of these bridges in the ACPs are double-decked with railway in the inner section.

5 Highway systems under the Highway Strategic Plan 2000 (with major bridges encircled)

6 Bridges constructed as part of the Highway or Railway Strategic Development Projects Bridges constructed as part of the highway or railway strategic development projects are mainly in the form of viaduct with averaged span around 30m to 40m, such as those for the Route 3, Tsing Yi North Coastal Road and the West Rail. One most spectacular long-span highway bridge project that built in the recent years is the Ting Kau Bridge. It is a 3-span cable-stayed bridge with averaged span around 460m. It forms part of the 35km Route 3 system of Hong Kong.

7 West Rail Major Railway projects soon to be opened (with major bridges encircled) East Rail - Ma On Shan Extension

8 A review of the recent long-span bridges construction of the Tsing Ma Bridge

9 The 1377m span Tsing Ma Bridge

10 Lantau Link comprising of 1. Tsing Ma Bridge 2. Ma Wan Viaduct 3. Kap Shui Mun Bridge 4. Various sections of bridge concourse and approaches

11 Construction of the bridge approach on the Tsing Yi Island side

12 Completing the deck of Tsing Ma Bridge (abutting section at Tsing Yi side) by erecting of the steel truss at spot

13 Forming the deck of the approach section of Tsing Ma Bridge on Ma Wan side using erection and hoisting approach

14 Foundation for the bridge towers of the Tsing Ma Bridge

15 Forming the bridge anchor (on the Tsing Yi Island side)

16 Forming the bridge anchor (on the Ma Wan Island side)

17 Connection the suspension cable to the bridge anchor

18 Forming the main cable

19 Hoisting and erecting of the modulated bridge deck

20 A review of the recent long-span bridges construction of the Kap Shui Mun Bridge

21 The 430m Kap Shui Mun Bridge

22 Construction of the Bridge Tower

23 Erecting the deck module

24 Connecting the deck modules

25 The approach of Kap Shui Mun Bridge on the Lantau side

26 Construction of the approach section on Lantau side using incremental launching method

27 A review of the recent long-span bridges construction of the Ting Kau Bridge

28 Overview of the Ting Kau Bridge

29 The foundation of the bridge tower of Ting Kau Bridge on Tsing Yi side

30 Anchor head for the fixing of the stay cables

31 Fixing of the bridge deck using balanced-cantilever approach

32 Fixing of the deck girder frame and the deck topping using precast plank

33 The approach section of Ting Kau Bridge on Ting Kau side

34 Detail configuration of the bridge approach

35 Forming the deck of the approach section using a balanced-cantilever traveling formwork

36 Connecting the cable stay section to the bridge approach on Ting Kau side

37 A review of other highway and railway bridges construction of elevation expressway

38 West Kowloon Expressway and the Route 3 at Kwai Chung section

39 Route 3 at Kwai Chung constructed close to servicing railway and highway traffic using precast V-beams

40 Lifting of the V-beams onto the portal frame using a launching gantry

41 Laying of precast beams

42 Securing the V-beams on the portal by anchor and the forming of the deck with a RC topping

43 elevated roadway constructed in the form of viaduct

44 Route 3 Kwai Chung Section

45 Route 3 Country Park Section at Au Tau Interchange

46 Hung Hom Bypass

47 Tsing Yi North Coastal Roadway

48 Highway project in Ma On Shan

49 Launching gantry used in the Hung Hom Bypass

50 Launching gantry used in Route 3 at Au Tau Interchange

51 Launching gantry used in Tsing Yi North Coastal Roadway

52 Launching gantry used in the Ma On Shan highway project (T7)

53 Launching Gantry used in the Route 3 Kwai Chung section

54 A review of other highway and railway bridges construction of the viaduct systems for the West Rail projects

55 Viaduct for railway track of the Kowloon Canton Railway West Rail at the northwestern part of the New Territory, Hong Kong

56 Some sections of viaduct spanning more than 40m at Au Tau Interchange

57 Forming the viaduct for railway track using the underslung girder and longitudinal beam supported method

58 Erection of the viaduct using balanced cantilever arrangement with temporary anchor before completion of a span

59 Precast box girders used for the viaduct

60 A section of viaduct with provision for an extension to the future northern link

61 Construction of some sections of elevated railway track using in-situ method

62 Constructing the linking bridge between Tung Chung and Chek lap Kok (the Airport Railway) using Incremental Launching method

63 Trends in the Construction of Bridges in HK Construction of large and long-span bridges is of no doubt a part of the major infrastructure development for a city, which is, again, a reflection of the economical climate and development strategy of the area. On the construction side, the limited land reserve in Hong Kong does imposes stringent conditions especially where the options and cost effectiveness of constructing a bridge is concerned. To cope with these considerations, a few world-class bridges over 1000m span are yet scheduled for completion in the coming decade, in view of keeping Hong Kong to be competitive in particular within the highly economic-active region in the southern part of China. The construction of these bridges is, without much choice, in the form of either cable-stayed or suspension bridges.

64 The construction of other medium to short-span bridges are becoming much popular recently as part of the highway improvement strategy in Hong Kong. The shortage of space for highway improvement works, the involvement of complicated interchanging provisions, the familiarization of bridge construction techniques in catering various local constraints with acceptable cost, are factors that made bridges of this type becoming popular. Some inherited difficulties such as the requirement of large amount of working spaces for the forming, transporting and storing of the roomy precast elements; the operation of the launching works, or arrangement for traffic diversion within existing busy roadway, still makes roadwork under urban environments complicated and costly. Needless to mention working in environmental sensitive locations such as where protection to natural habitats or rural culture is required; or where waste, noise and dust problems are of ultimate concern.

65 The cost for constructing bridges are unavoidably high in particular working within congested and complicated urban environment like Hong Kong. As a tradition, bridges and elevated highway structures in Hong Kong are mainly constructed in concrete. As a cost saving option, steel bridge, say, in hollow section, box-girder or any other feasible design, may be alternative choices for highway bridges, like those commonly used in Mainland China or Japan. The saving in initial cost and construction time of using such alternatives may provide surplus capitals and expedite the ongoing infrastructure projects, this is essential especially in the forthcoming years when the economic situation is expected to be less favourable than before.

66 The end of the presentation and thanks