Professional Documents
Culture Documents
507
CONTENTS
Page
1.
2.
3.
4.
5.
6.
7.
8.
9.
Introduction
Geometrical and Functional Requirements
Structural Capacity Requirements
Materials and Workmanship Requirements
Bridge Locations and Type
Conceptual Design Philosophy
Conceptual Design
Construction and Erection Concept
Prefabrication Yards
1.
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INTRODUCTION
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Contract No 1:
Contract No 2:
Contract No 3:
The offshore part of the Works could perhiaps be done on Designand-Build basis (for reasons of clearer risk allocation and speedier
construction since Design-Build allowes an overlap between Design
and Construction activities), while the on-shore works - where the
risk allocation is simpler - need not necessarily be of a Design-andBuild nature and therefore could be done as item rate construction
contracts. However, no final decision has been taken as yet.
The characteristcs and scope of each contract will determine the
party responsible for the design of the Works. A brief description of the
scope might then be as follows:
Contract No. 1, The Causeway
of the Work:
__
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summarised as follows:
Contracts No. 2 & 3, the Land Works (i.e. on-shore) parts of the
work:
The Land Works under Contracts No. 2 and 3 will comprise all
works on land in each country from the Coast-to-Coast Fixed Link
interface up to and including tie-ins with existing infrastructures. These
Contracts could include the following:
1.3.
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land/sea transport. The bulk parts of the materials will be imported from
other countries as available resources both in Qatar and Bahrain are
limited.
Table 1 provides a summary of main construction material quantities.
The table summarises permanent materials as per theoretical bulit-in
volumes. In addition are quantities for temporary works which for some
of the materials (e.g. stone and sand fill) can reach approximately 10 per
cent of the volumes for the permanent materials.
For the permanent materials an add-on for waste and tolerances
should be made to reach the actual required quantity of the respective
materials. This could add a volume of as much as 20-25 per cent for some
of the material categories (e.g. blinding layers and sand fill).
TABLE-1. MAIN QUANTITIES
Material
Unit
Stone fill
Quantity
Potential Source
~ 5,630,000
m3
~10,400,000
m3
~ 850,000
Local sources
Geotextile
m2
~ 691,000
Structural concrete
m3
~ 650,000
1)
2)
tonnes
~ 116,000
tonnes
~ 840
Structural steel
tonnes
~ 2,200
Road base
m3
~ 274,000
UAE, Oman
Asphalt
m2
~ 1,418,000
~ 201,000
Buildings
m2
~ 17,000
Miscellaneous sources
~ 600,000
Local sources
Landscaping
1)
2)
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1.4.2.
1.4.3.
follows:
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Bridges
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Aesthetics
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2.5.
developed:
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Wind pressure:
The available extreme wind data at the Al Arish site during the
years 1985-1995 has been studied. A design gust wind velocity V G at
10 m above design water level of 36.2 m/s has been found to represent
the conditions at the site. This value has been used in the conceptual
design as the V G value when defining the wind pressure according to
AASHTO LRFD, section 3.8. This represents a reduction from the default
design gust wind velocity value of 44.4 m/s. The corresponding design
mean wind velocity averaged over 10 minutes and measured in 10 m
height is V 10=24 m/s.
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Bridge type
Length
(m)
Station (m)
Begin
End
10070
20500,0
30570,0
2620
33012,5
35632,5
342
33012,5
33354,5
686
33354,5
34040,5
Main
(cable stayed portion)
414
34040,5
34454,5
850
34454,5
35304,5
328
35304,5
35632,5
BR3
1320
41420,0
42740.0
BR4
5220
48985,0
54205,0
BR5
2720
55927,5
58647,5
492
55927,5
56419,5
636
56419,5
57055,5
Main
(cable stayed protion)
414
57055,5
57469,5
500
57469,5
57969,5
678
57969,5
58647,5
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Prestressed concrete:
-material preferred in achieving specified design requirements
and durability with low maintenance cost.
Repetition in prefabrication:
- results in a rational and cost effective solution.
Min. water
Average water
depth (m)
BR1
2.0
7.4
5.6
BR2
1.3
4.5
3.0
BR3
1.4
6.2
5.0
BR4
2.8
6.9
5.7
BR5
3.8
6.1
5.3
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7.1. Foundation
7.1.1. For viaduct bridges: It is pile foundation for all viaduct
bridges, consisting of precast prestressed concrete hollow 4.5 m diameter
piles, installed into predrilled holes. The conceptual design of the piles
has established that piles are to be installed with pile tip elevation at a
depth of approximaterly 10 m into competent rock. The average pile
length has been found to be just short of 17 m with a variation from 10
to 27 m. The magnitude of the soft sand, silt and clay layers varies along
the alignment according to the geological profile of sub strata.
An alternative open foundation for the viaduct bridges is feasible
but is not favoured for the following reasons:
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Substructure
7.2.1. In the low level portions of the viaduct bridges: The pier
emerges from the pile from an elevation of approximately 0.75 m below
sea-bed, extending to approximately 0.5 m below soffit of deck girders.
the pier shafts have been shaped with a curved surface for aesthetic
reasons, and are precast prestressed concrete hollow shafts. The pier
shafts have been sized to support Bearings, provide required load carrying
capacity and have, to some degree, been shaped to minimise the blocking
of the water flow. Up to a roadway elevation of 16 m, the piers have a
depth of 2.50 m in the longitudinal direction of the bridge. For highter
elevations (taller piers) the depth is increased to 3.0 m.
Scour protection shall be provided around the pier shafts unless
rocky sea floor provides sufficient protection against scour.
7.2.2. In the elevated portions of the viaduct bridges: The 3.0 m
deep pier section depth with the same shape as for the low level section
is used for the elevated sections.
7.2.3. In the main bridges (Cable stayed): Each Main Bridge has
a single central pylon. The shape of the pylon shaft is in family with
the pier shapes for the Viaduct Bridges. The pylon is a hollow cast insitu concrete pylon with variable wall thickness from 400 mm at the top
of the pylon to 800 mm at the base. The pylon is tapered with decreasting
cross sectional dimensions from its base at footing towards its top. The
top of the pylon can be accessed through a ladder and entry door at the
deck level with an access system inside the pylon. Access to the top
of the pylon is required not only during construction but also for inspection
and maintenance of the cable anchorages and pylon top light.
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Superstructure
7.3.1. For viaduct bridges: The Viaduct Bridges have span lengths
of 50 m with a superstructure consisting of two precast prestressed
concrete box girders. The conceptual design of the superstructure for
the Viaduct Bridges consists of two independent identical psc box girders
for both low as well as for elevated portions.
Structural depth of box girder is 2.8 m.
7.3.2. For main bridges (Cable stayed): The standard Viaduct
Bridge deck precast box girder is to be used also for the Main Bridges.
The outside dimentsions of the box will be retained with modifications to
the web thickness and with some additional details to allow for a different
static system, with stay cable support at every 7.5 m in the main span
and at every 5.0 m in the back span. A system of in-plan and cross
girder bracings by steel trusses between the boxes is proposed to carry
the horizontal and vertical load component of the stay forces in the main
span; while an in-plan thick cast in-situ concrete slab between the boxflanges and steel cross-girders, carry such components of the stay forces
in the back span. Box girders are fabricated and installed in 50 m lengths
as for the Viaduct Bridges. The impression will therefore be one of a
soothing single continuous girder all along BR2 and BR5 where the Main
Bridges are located.
Plates 1 to 11 may be referred for explanation.
8. CONSTRUCTION AND ERECTION CONCEPT
8.1. Introduction
The conceptual study of the optimal construction method resulted
in the selection of large prefabricated prestressed concrete elements as
the preferred construction method. This applies to both super and
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For Superstructure
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The roadway elevation will be fixed in the design and the variable
length of pier can be arranged in adjustment of the shaft length in the
precast yard. Some tolerance in the top of pier elevation of +/-100 mm
is anticipated to be accommodated in an in-situ concrete plinth on which
the Bearing will be positioned with a high degree of accuracy.
8.3.2. In main bridges (Cable stayed) : A temporary island,
constructed at the pylon location, will serve as work area for construction
of the pylon and its foundation. The island will subsequently be modified
to serve as submerged ship collision island which shall be contained
within stone-bunds and protected by armour stone. Landings for
construction materials and equipment are required. The pylon foundation
is constructed insitu on the work island within a cofferdam enclousure
which is first excavated and de-watered. The pylon foundation will be
cast insitu at the bottom of the cofferdamed/ excavated/de-watared area.
The pylons are constructed in a climbing form, assisted by a tower
crane.
The anchor piers are modified taller Viaduct Bridge piers but 4
Nos. 19 strand tie-down cables are required to carry the uplift forces
occurring in adverse situations of heavy traffic on the main span.
9. PREFABRICATION YARDS
One or more prefabrication yards will need to be established onshore at a location where a temporary harbour facility, with 5 m water
depth, can be constructed.
The fabrication yard provides areas for steel fixing, pre-casting of
units, pre-assembly, prestressing, storage, concrete batching facilities,
offices and stores, workshops, etc.
The temporary harbour is to be protected by breakwaters and has
load-out facilities for the prefabricated elements and quays for
unloading of concrete aggregates, cement, reinforcement, etc., and berthing
and service of marine construction plant.
A single construction yard for fabrication of all p.c. elements is
considered to be the most cost efficient arrangement and locations for
such a yard appear to be technically feasible both on Qatar and Bahrain
side.
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PLATE 1
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Plate 1.
DR. RAINA
ON
Plate 2.
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Plate 3.
DR. RAINA
ON
Plate 4.
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491
Plate 5.
DR. RAINA
ON
Plate 6.
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Plate 7.
DR. RAINA
ON
Plate 8.
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495
Plate 9.
DR. RAINA
ON
Plate 10.
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497
Plate 11.