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Construction of Large-scaled
Bridge Projects in Recent
Hong Kong
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IntroductionAccompanying with the construction of the
new Hong Kong International Airport at ChekLap 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.
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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
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Bridges constructed as part of the
Airport Core ProjectsBridges involved in the Airport Core Projects (ACPs)
comprise of 2 rough categories, one is of elevatednature 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 theWest 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 ACPsare double-decked with railway in the inner section.
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Highway systems under the Highway Strategic Plan 2000
(with major bridges encircled)
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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 formof 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. Itis a 3-span cable-stayed bridge with averaged span
around 460m. It forms part of the 35km Route 3 system
of Hong Kong.
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West Rail
East Rail - Ma On
Shan Extension
Major Railway projects
soon to be opened (with
major bridges encircled)
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A review of the recent long-span bridges
construction of the Tsing Ma Bridge
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The 1377m
span Tsing
Ma Bridge
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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
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Construction of the
bridge approach on the
Tsing Yi Island side
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Completing the deck of TsingMa Bridge (abutting section at
Tsing Yi side) by erecting of
the steel truss at spot
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Forming the deck of theapproach section of Tsing Ma
Bridge on Ma Wan side using
erection and hoisting approach
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Foundation for the
bridge towers of the
Tsing Ma Bridge
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Forming the bridge anchor
(on the Tsing Yi Island side)
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Forming the bridge anchor(on the Ma Wan Island side)
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Connection the suspension
cable to the bridge anchor
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Forming the main cable
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Hoisting and erecting ofthe modulated bridge deck
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A review of the recent long-span bridges
construction of the Kap Shui Mun Bridge
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The 430m Kap Shui Mun Bridge
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Construction of the Bridge Tower
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Connecting the deck modules
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The approach of Kap
Shui Mun Bridge on
the Lantau side
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Construction of the approachsection on Lantau side using
incremental launching method
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A review of the recent long-span bridges
construction of the Ting Kau Bridge
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Overview of the
Ting Kau Bridge
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The foundation of the
bridge tower of Ting Kau
Bridge on Tsing Yi side
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Anchor head for thefixing of the stay cables
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Fixing of the bridge deck using balanced-cantilever approach
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Fixing of the deck girder
frame and the deck topping
using precast plank
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The approach section of Ting Kau Bridge on Ting Kau side
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Detail configuration of
the bridge approach
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Forming the deck of theapproach section using a
balanced-cantilever
traveling formwork
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Connecting the cable stay section to the bridge approach on Ting Kau side
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A review of other highway and
railway bridges
construction of elevation expressway
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West Kowloon Expressway and the Route 3 at Kwai Chung section
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Route 3 at Kwai Chungconstructed close to
servicing railway and
highway traffic using
precast V-beams
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Lifting of the V-beams onto the portal
frame using a launching gantry
Lifting of the V-beams onto the portal
frame using a launching gantry
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Laying of precast beams
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Securing the V-beams on theportal by anchor and the forming
of the deck with a RC topping
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elevated roadway constructed in the
form of viaduct
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Route 3 Kwai Chung Section
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Route 3 Country Park Section at Au Tau Interchange
Hung Hom Bypass
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Tsing Yi North Coastal Roadway
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Highway project inMa On Shan
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Launching gantry used in the Hung Hom Bypass
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Launching gantry used in
Route 3 at Au Tau Interchange
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Launching gantry used
in Tsing Yi North
Coastal Roadway
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Launching gantry used in the Ma On Shan highway project (T7)
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Launching Gantry
used in the Route 3Kwai Chung section
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A review of other highway andrailway bridges
construction of the viaduct systems
for the West Rail projects
Viaduct for railway
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track of the Kowloon
Canton Railway WestRail at the northwestern
part of the New
Territory, Hong Kong
Some sections of viaduct
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Some sections of viaduct
spanning more than 40mat Au Tau Interchange
Forming the iad ct
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Forming the viaduct
for railway trackusing the under-
slung girder and
longitudinal beam
supported method
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Erection of the viaduct
using balanced cantilever
arrangement with
temporary anchor before
completion of a span
Precast box girders
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Precast box girders
used for the viaduct
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A section of viaduct with provision for an extension to the future northern link
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Construction of some
sections of elevated railway
track using in-situ method
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Constructing the linking bridge between Tung Chung and Chek lap Kok
(the Airport Railway) using Incremental Launching method
Trends in the Construction of Bridges in HK
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Construction of large and long-span bridges is of no doubt apart 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 bridgeis 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.
The construction of other medium to short-span bridges are
becoming much popular recently as part of the highway
improvement strategy in Hong Kong
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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 amountof 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 ofultimate concern.
The cost for constructing bridges are unavoidably high in
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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. Thesaving 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 theforthcoming years when the economic situation is expected to be
less favourable than before.
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The end of the presentation and thanks
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