bodyType

customContents

entityId

entityUuid

articlePageQuery

filter

article

articleBaseAdvertisingInfoArticle

articleListArticle

articleSeoArticle

hooksArticleAcknowledgementGateOverlayArticle

hooksTrackPageViewArticle

hooksContentInterestArticle

articleLinkingDataContent

hooksAmpRedirectArticle

articleSchemaContent

liveArticle

advertZone

sentiment

contentLock

topics

types

sections

paywallTypes

createdDate

publishedDate

sponsorType

urlAlias

moreOnThisArticles

commentCount

authorLocations

authors

corrections

displaySlideShow

multimediaEmbed

printHeadline

seriesContainer

articleSpeeches

socialHeadline

headline

images

flag

firstTopic

glossary

flattenTypeIds

image

relatedLinks

relatedNewsletters

__typename

sponsor

pdfFiles

seriesReverseOrder

series

disableOffPlatformContent

published

updatedDate

summary

subHeadline

body

keywords

readingTime

customTimezone

liveContents

SCMP Reporter

Mott MacDonald's design of the Tsing Ma Bridge and preparation of the contract documentation later formed the basis for all other Airport Core Projects contracts.

   Once construction was under way, Mott MacDonald took on the role of contract management and site supervision for both the Tsing Ma Bridge and the Kap Shui Mun Bridge.

  It was a task which required more than 200 staff on site at the peak of construction and a number of other employees overseeing component manufacturing in Japan, Dubai, Britain, China, Australia and other countries where fabrication was taking place.

   'We were involved in the Lantau Link project from concept to completion,' said Andrew Beard, who led the Mott MacDonald engineering team.

   Mr Beard said that, in 1987, the firm was commissioned by the Government for the Port and Airport Development Strategy study to look at possible sites.

   On the day following then-governor David Wilson's announcement on October 15, 1989, that work on the new airport was to go- ahead, the engineering team met with the director of highways to discuss the best way to proceed.

     Six months of reviewing and updating the 1987 data then followed to meet new infrastructure requirements based on revised traffic and passenger forecasts.

   The information led to more prominence being given to the rail link and an increase in the size and capacity of the Tsing Ma Bridge to cope with heavier loads.

   'The bridge needed to carry larger trains, so the track was moved to the centre of the structure, which would also make operation easier when the airport railway came into service,' Mr Beard said.

   Two critical factors were the ability to withstand strong winds and carry the the airport railway. Mr Beard said a solution to both challenges was found in the innovative design of the bridge deck.

    To achieve a strong and stable bridge deck, a streamlined vented girder was developed that minimised drag and improved stability. Extensive wind-tunnel tests were carried out with wind speeds of up to 300 km/h.

   Mr Beard said the early stages of planning - between October 1989 and July 1991 - were a time of intense activity which saw Mott MacDonald and the Highways Department working closely to develop the Lantau Fixed Crossing technical programme and to find the best way of procuring the scheme.

   'There were many factors that needed to be taken into account in the design of the Tsing Ma Bridge which were related to environmental restraints and functional requirements,' Mr Beard said.

   It was necessary to have a design that would allow trains to operate at speeds of 135 km/h, a 60-metre headroom clearance to allow ocean- going ships to pass beneath the bridge platform and a height restriction of 206 metres on the twin towers to prevent hazards to aircraft approaching Chek Lap Kok.

   The experienced father-and-son team of Albert and Ronald Yee was engaged to make architectural comments and to advise on the aesthetics of the bridge design. These were submitted to the Advisory Committee on the Appearance of Bridges and Associated Structures for approval.

 'Consideration was given to the proportions, the shape and the finish which included the details of the huge cable anchorages in relationship to reducing their apparent mass; the 'shell' enclosures of the cable saddles; the ratio of the portal beams; the towers and the stainless steel cladding,' Mr Beard said.

   'A dominant structure the size of the Tsing Ma Bridge takes on a life and a presence of its own which imposes a majesty on its surroundings.' 



Supervisory task spanned decade