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World's Longest Cross-Sea Bridge Hangzhou Bay Bridge: Submitted by Dathi. Manikanta

The Hangzhou Bay Bridge is the world's longest cross-sea bridge at 35.673km long. It connects Jiaxing to the north and Ningbo to the south across the Hangzhou Bay. Construction began in 2003 and was completed in 2007, shortening travel time between Ningbo and Shanghai from 4 hours to 2.5 hours. The bridge construction faced challenges from severe weather, tides, soil conditions, and offshore construction in the bay. Engineers had to implement special construction methods to address issues like concrete cracking and material erosion.

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770 views15 pages

World's Longest Cross-Sea Bridge Hangzhou Bay Bridge: Submitted by Dathi. Manikanta

The Hangzhou Bay Bridge is the world's longest cross-sea bridge at 35.673km long. It connects Jiaxing to the north and Ningbo to the south across the Hangzhou Bay. Construction began in 2003 and was completed in 2007, shortening travel time between Ningbo and Shanghai from 4 hours to 2.5 hours. The bridge construction faced challenges from severe weather, tides, soil conditions, and offshore construction in the bay. Engineers had to implement special construction methods to address issues like concrete cracking and material erosion.

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9092671356
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© Attribution Non-Commercial (BY-NC)
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as DOCX, PDF, TXT or read online on Scribd
  • Title Page: Cover page showing the title of the document and an image of the bridge.
  • Hangzhou Bay Bridge Overview: Provides an overview of the Hangzhou Bay Bridge including year of conception, specifications, and location.
  • Introduction: Introduces the significance and features of the Hangzhou Bay Bridge as a major engineering accomplishment.
  • History and Natural Conditions: Covers the historical aspects and the environmental conditions affecting the bridge construction.
  • Construction Challenges: Details the various construction challenges faced during the building of the bridge and the solutions employed.
  • Major Technical Characteristics: Highlights the technical specifications and structural details of the bridge.
  • Auxiliary Facilities and Structures: Describes the additional facilities included in the bridge project for drivers and visitors.
  • Investment Partners and Contractors: Outlines the financial investment, partner organizations, and contractors involved in the bridge project.
  • Concluding Remarks and References: Concludes the document with economic implications of the bridge and provides references.

World's longest cross-sea bridge Hangzhou Bay Bridge

Submitted by Dathi. Manikanta

HANGZHOU BAY BRIDGE:


Year of conception Construction begin Construction end Opened Project type Total length Project cost Project chief designer
Location :

: : : : : : : :

1994 June 8, 2003 June 14, 2007 May 1, 2008 Sea crossing bridge 35.673km(22min) $16 billion Wang renguin

Across the Hangzhou bay on the East China Sea, crossing the Qiantang river at the Yangtze river delta. Starting in jiaxing to the north, the bridge ends at Ningbo in the south.
Bridge overview :

36km long, 6lane, two-direction highway with 100km/hr speed limit, 100 year guaranteed service design, cable stayed design. The bridge will have two main spans, with a 448m northern span, and a 318m southern span.
Purpose of bridge :

The bridge shortened the highway travel distance between Ningo and Shanghai from 400km to 280km and reduced travel time from 4 to 2.5 hours Location of bridge :

Link (1&2)

INTRODUCTION
It will not be a hyperbole to say that the rage of being a record holder in a respective field is tremendously growing day by day and encouraging people to accept the innovative ideas, techniques, and resources available in the market to fulfill their dreams.

The Hangzhou Bay Bridge is the worlds 4th longest bridge 3rd longest over water bridge and the worlds longest Trans-oceanic bridge at 22.17 miles long . Spanning across the Hangzhou Bay on the East China Sea and crossing the Qiantang River at the Yangtze River Delta. It surpassed the Donghai Bridge, the longest transoceanic bridge in the World, when it was opened in 2005.

The S-shaped Hangzhou Bay Bridge is an important connection in Chinas East Coast Superhighway. Starting in Jiaxing to the north, the bridge ends at Ningbo's Cixi county in the South. It shortens the ground transportation distance from Ningbo to Shanghai by 120km and Travel time from four hours to two and half hours. It is a six-lane, two-direction highway with a 100km/h speed limit, and a 100-year, service guaranteed cable-stayed design.

The Hangzhou Bay Bridge was the main component of a 5.2km national highway between the Provinces of Heilongjiang in the north and the Hainan in the south. Wang Yong, chief director of the Hangzhou Bay Trans-Oceanic Bridge Construction Command Post, said the bridge would be one of the most important, not only in China but in the world "for it is not only the longest one (over a sea) but also will be built in the worlds most complicated sea environment, with one of the three biggest tides on Earth, the effect of typhoons and the difficult content of the sea soil". Link 2

Preparatory work started on the bridge as far back as 1994. Construction work began in June 2003 and was completed in June 2007 and an opening ceremony was held on 26 June. Several tests and evaluations were conducted for about one year before official opening. The bridge was opened to the public in May 2008 and carried about 50,000 vehicles per day in its first year of operation.

History
The bridge across the Hangzhou Bay was the subject of various feasibility studies for over a decade before the final plans were approved in 2003. An earlier plan placed the bridge further east, closer to the mouth of the bay, which provided an even shorter travel distance between Ningbo and Shanghai. Under this plan, the bridge would begin in the north from, Jinshan a suburb of Shanghai. The Government of Shanghai rejected the plan and focused on building the 32.5 km (20 mi)-long Donghai Bridge from Shanghai to its off-shore port at Yangshan in the mouth of the bay. The Shanghai Government sought to feature Yangshan as the chief port on China's east coast and refused to allow a Cross-bay bridge to be built on its territory, which would improve access to the port of Ningbo at beilun. The Zhejiang Provincial Government was forced to build the bridge further to the west on entirely Zhejiang territory. The Hangzhou Bay Bridge connects Cixi, a local-level city that is part of Ningbo Municipality, with Haivan, a county in Jiaxing Municipality. The Hangzhou Bay Bridge has significantly Shortened driving distance between Ningbo and the Yangtze River Delta region and improved the Competitiveness of the Beilun Port.

NATURAL CONDITIONS
Meteorological Conditions
The Project Area belongs to the typical subtropical zone characterized by a mild, humid, Link 1

rainy climate, frequent monsoons and four different seasons. The annual average temperature is 16c with the highest temperature of 28c in July and lowest temperature of 4 in January.

Landforms
The terrain on the north and south banks at the bridge location is level. The shore consists of side foreland at river mouth and tidal flats. The south bank is 9 km inwidth while the north bank is 1.5 km in width. The terrain at the bay bottom is composed of scouring channels and tidal current ridges, rising mildly from east to west with a reduction in water depth. The average and maximum water depths are 10 m and 13.6 m respectively with a U-shaped trough deeper in the north and more shallow in the south.

Hydrologic Features
Hangzhou Bay is an informal semidiurnal tidal sea area with flood and ebb tides twice one day. The flood tide lasts longer than the ebb tide with a typical movement type of reciprocating flow. The observed maximum tidal velocity is close to 5 m/s, the maximum tidal range is almost 8 m and the tidal flow volume is about 1 1010 cubic meters. The content of sand and salt in the sea water is 1.25kg/m3 and 10.8 g/kg respectively. Hangzhou Bay is in a stable condition at the bridge location, Characterized by scour in winter, silting in summer, scour in the north, and silting in the south.

Geological Conditions
The stratum at the bridge location is mainly composed of quaternary cover. It is wildly covered by quaternary stratum in addition to some buttes and monadnocks on north bank. Thick loose deposits of the quaternary stratum are mainly composed of clayey soil, sandy loam, muddy loam, silty link 3

sand, fine sand, gravel and medium-fine sand on south bank, with an average thickness of 130 to 220 m. The stratum belongs to coastal plain. The bedrock is ignimbrite on north bank and mudstone on south bank.The poor geological conditions are mainly composed of soft soil layer and the methane in shallow stratum. The soft soil layer is 8 ~ 45m in depth featured with high moisture, high compressibility, thixotropy-prone, low shear strength, and low capacity. The shallow sandy layer is prone to liquefaction. The methane in shallow stratum is distributed in lensoid-shaped 40-60 m deep sandy layer in the 10 km tidal-flat area.

Hydrogeological Conditions
The groundwater is mainly quaternary unconsolidated rock pore water which can be classified into phreatic water, micro-confined water and confined water at thebridge location. Phreatic water is mainly distributed in the sandy loam layer at seabottom, of which the first layer phreatic water is 50 m in depth with the sandy loam and fine sand with moisture while the second layer is 80 m in depth with the medium-fine sand with moisture. The groundwater and seawater are weakly erosive.

Construction challenges
Because of the many difficulties facing such a tremendous build, almost 600 experts spent nearly a decade designing the bridge. Even after nearly a decade of design, studies, and planning, many different challenges were encountered, the first being the challenge of offshore construction. As a solution, several parts of the bridge had to be completed on land and then transported to the area for which they were built. Some components that were constructed using this process were piers, box girders (bridge panels), and even the bridge foundations.

Link (3&2)

Another construction challenge involved the weather in the region. Wang Yong, chief director of the Hangzhou Bay Trans-Oceanic Bridge Construction Command Post, described the bridge as being built in the world's most complicated sea environment, with one of the three biggest tides on Earth, the effect of typhoons and the difficult content of the sea soil. Erosion of materials and cracking and Bubbling of any concrete components became a large problem. To combat bubbling and eventual holes, engineers used a cloth-covered template over the concrete. This would improve the color and density of the pieces, making them both more aesthetically pleasing and sturdier. To reduce cracking, engineers used low-strength early-stretching technology when constructing box girders. This technology involves casting (molding) the girder, or bridge panel, letting it harder for no more than three days, and then squeezing it before it reaches its full density. This gives the girder more room to stretch after the bridge is constructed, preventing cracks in the concrete over time.

"severe marine conditions caused difficulties in anchoring barges and construction vessels." Mostly, construction activity was performed on land and then the prefabricated components were transported to the site for erection and final installation. For shipping and erecting the girders in sea, giant floating cranes with accurate anchoring devices and launching gantries were used. Construction on mudflats near the south shore, in an alternating wet and dry tidal area, presented serious technical problems. A temporary 10km trestle was erected for pile driving and pier construction. Girders weighing 1,430t were erected from the top, starting from the land end and launching towards the sea. Each previously erected span served as the deck for transportation and erection of the next girders as the launching gantry moved forward.

Also, severe marine conditions caused difficulties in anchoring barges and construction Link 2

vessels. Under turbulent tidal flow and typhoon influences, water flow currents were in the range of 2m/s to 3.32m/s at the Hangzhou Bay Bridge sites. The floating cranes could safely transport the 2,000t girder from the shore to the site and then anchor stably to erect and install the precast concrete box girder.

The third major challenge faced by designers and engineers was an area of toxic methane gas that was discovered roughly 50 meters underground below the location of the bridge. No drilling could be completed before the gas pressure was alleviated. To do this, steel pipes measuring 60 cm in diameter were inserted into the ground, slowly releasing the methane six months prior to drilling.

MAJOR TECHNICAL CHARACTERISTICS


Large Scale
The bridge is 36 km in total length, of which 35.7 km is bridges over water. The large scale of the project creates new difficulties for bridge construction, operation, and management.

Poor Natural Conditions


Effective work time is only 180 days per year due to the complicated hydrological and meteorological conditions with high tide and torrential flow. The geological conditions is comparatively poor. There are soft soil layers 50 m in thickness and methane in shallow strata within 10 km in the south shoal, which may have adverse effects on the construction of bridge foundations.

Poor Construction Conditions and Constraints


Construction conditions may be constrained due to the 9 km long tidal-flat area on south bank. Link (2&3)

Tight Construction Period


The Project is proposed to be completed in 2008. The 70 m full-span prefabricated box girders of the 18 km long approachs have to be erected from water due to the constraints of vessels and equipment while the 50 m full-span prefabricated box girders of 10 km long approach in the tidal flat section on south bank must be transported and erected by trolley onto the bridge below. There is only one work face. The construction plan and organization must focus on making sure the bridge project can be complete in time even though the offshore operation distance is long and the work load is heavy.

Need for High Structure Durability and Aesthetics


The bridge is in a high erosive sea environment which will have substantial effects on the durability of bridge. Furthermore, the bridge is located in the highly developed economical district in the Yangtze delta, so a high standard of aesthetic design is required.

Architecture, design and structure


The Hangzhou Bay is a gulf in the East China Sea where one of China's natural wonders, the Qiantang River Tide, creates fast water and large waves. The area is also a typhoon prone zone. These factors made construction feasibility a major concern for the project and the plan was only finalised after nine years of consultation and over 120 technical studies with the help of more than 700 experts from throughout the world.

The cable-stayed bridge design was selected for the project as it can withstand the Link (2&3)

adverse conditions, multi-directional currents, high waves, and geologic conditions at the site. The bridge structure has also been designed to seismic criteria and will retain integrity in earthquake conditions up to seven on the Richter scale.

The 36km length has highway-class road with six, 3.75m lanes, three in each direction. The overall width of the bridge is 33m. The roadway grade at cross-slope is 2% and a maximum 4% at longitudinal slope.Designed for 100 years of service life, the bridge has speed limits of 100km/h for the main spans and 120km/h for land approaches. The bridge has a height of 62m, enabling fourth and fifth generation container ships to pass through in all conditions. The total length of cable used in the project is 32.2km.

Layout and structure

The Hangzhou Bay Sea-crossing Bridge is a component of the national trunk line in thehighway network of Chinas Five and Seven arteries in south-north andeast-west directions. It provides the most convenient way across the Hangzhou Bay on the highway from Shenyang to Haikou. The bridge is also an important component of highway network proposal of 2 transverse and longitudinal trunk lines separately, 18 link roads, 3 loop highways and 3 road corridors before 2010 in Zhejiang province, and thus will effectively connect the southeast cities of Ningbo and ZhouShan of Zhejiang province with Shanghai to reduce driving time to under two hours.

The Hangzhou Bay Bridge consists of nine sections. The first is the bank lead road to the north approach. Link (2&3)

The north approach rests on low piers with post-tension concrete box-girder spans spanning pre-stressed continuous concrete box-girders and drill-shaft pile. The north approach leads to the north navigable bridge; a cable-stayed bridge with twin diamond-shaped towers, double cable and steel box-girders. The main span of the north approach is 448m. Including side spans, the total length is 908m.

The north high piers have continuous, 70m, post-tensioned, concrete box-girder spans with a total length of 1,470m.

The middle bridge approach is laid on low piers with 70m, post-tension, concrete box-girder spans with a total length of 9,380m.

The south navigable bridge is a cable-stayed bridge with an A-shaped single tower, double-cable and steel box-girders. The main span is 318m, and the total length including side spans is 578m.

The south high piers have continuous 70m, post-tension, concrete box-girder spans with a total length of 1,400m. The eighth section measures to a total of 19,373m, and is composed of three sections: 6,020m in-water section with 70m girders and steel piles. 10,100m mud-flat section with 50m girders and drill-shafts. 3,253m land section with 30m to 80m girders and drill shaft foundations

The ninth section is Bank Lead Road at the south approach.

Protecting the Hangzhou Bay Bridge


Link 2

The Hangzhou Bay Bridge, which spans the East China Sea, is constructed of concrete and steel. Silicone water repellents were selected to protect this important landmark from salt water corrosion, which could damage the structure and deteriorate its appearance. Silicone water repellents penetrate the pores of concrete and make the surface more resistant to water penetration.

Global positioning system


Trimble provided Global Positioning Systems for the monitoring of the construction. The project required precise positioning for the bridge span off the coast. By using the Trimble 5700 RTK GPS systems with a reference station for differential corrections, accuracy was improved at longer distances enhancing the productivity.

A total of 50 5700 RTK GPS systems were set up where the bridge crosses the Bay of Hangzhou and additional systems were located on barges in order to provide millimeter accuracy for the Real-time positioning of piles and pre-fabricated sections of the bridge.

Auxiliary facilities and structures


At the middle of the bridge, a 10,000m service island is planned for drivers to rest and enjoy a full range of services, including hotels, restaurants, petrol stations and a viewing tower. It is also expected the service island will become a tourist destination for watching the Qiantang River Tide. The service island will be built entirely on piers to avoid disrupting the tide. Two public parks are also planned on each side of the bridge. Link (2&4)

The bridge required the installation of traffic safety devices, monitoring systems, communications equipment, toll plazas, power supply, lighting and maintenance and office buildings. The service centre was slightly damaged in a fire on the March 23, 2010 but opened to tourists on December 19, 2010.

Investment partners
"Construction of the sea-crossing bridge is an indication of Chinas increasing economic power, and it is expected to boost economic development in the Yangtze River Delta."

Of the total project cost of CNY11.8bn ($1.42bn), approximately CNY149m ($18m) was contributed by 17 non-governmental enterprises in the province. Around 35% of this amount was raised from private companies in Ningbo; 59% was provided as loans from Chinas central and regional banks. Link 2

The Songcheng Group is the biggest non-governmental shareholder in the project with its investment accounting for 17.3% of the basic capital. Construction of the sea-crossing bridge is an indication of Chinas increasing economic power, and it is expected to boost economic development in the Yangtze River Delta, also called the Golden Industrial Triangle. The officials expect to recover the capital costs of the project in 15 years.

Lv Zushan, Governor of Zhejiang, Chinas fourth-largest provincial economy said: "The bridge will help form a more convenient and efficient traffic network in the Yangtze River Delta, enabling each part to develop much closer relations with one another We believe the bridge will open many more opportunities for the regions overall development and greatly enhance its economic strength and competitive power."

Contractors
China Railway Bridge Bureau Group Co. Ltd. was the main contractor for the project. The contract for consulting and engineering services was awarded to Hardesty & Hanover, LLP. ICE participated in the project by the use of three ICE V360 tandem vibratory pile drivers to produce the foundations for the bridge in the middle of Hangzhou Bay. Ty Lin International was the designer of the bridge. Ben C Gerwick provided ship impact protection systems for the bridge.

CONCLUDING REMARKS
The economic benefits brought by the Hangzhou Bay Bridge is enormous," said Huang Link (2&5)

Renwei, vice president of the Shanghai Academy of Social Sciences. It is estimated that savings in transportation cost and time in southern Zhejiang will amount to Rmb40 billion to Rmb50 billion and Rmb10 billion respectively within 10 years of the opening of the bridge

The Hangzhou Bay Bridge is a large-scale project with complex construction conditions. The primary material quantities are given in Table 1. The exploration and design work was carried out by a joint venture of CCCC Highway Consultant (HPDI) Co., Ltd (General design, north channel bridge, south channel bridge, approaches in the high pier region, and offshore platform design) and China ZhongTie Major Bridge Reconnaissance and Design Institute Co., Ltd (approaches in the low pier region and link road design).

Reference :
Link1 : Wikipedia Link2 : http://www.roadtraffic-technology.com/projects/hangzhou/ Link 3 : paper(pdf) Wang RENGUI Civil Engineer CCCC Highwang Consultants CO. Ltd. 85,

Deshengmenwai Street,Xicheng District,(100088) Beijing [email protected]


Link 4: http://www.dowcorning.com/content/discover/success-hangzhou-bridge.aspx Link 5: http://www.hktdc.com/info/mi/a/bacn/en/1X002EZV/1/Business-Alert-%E2%80%93China/Hangzhou-Bay-Bridge-Spurs-World-s-Sixth-Largest-City-Cluster.htm Link (2&5)

Common questions

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The construction of the Hangzhou Bay Bridge encountered several significant challenges. Firstly, the offshore construction posed difficulties due to severe marine conditions, including one of the three biggest tides on Earth and the presence of toxic methane gas underground. These challenges were addressed by prefabricating several bridge components such as piers and box girders on land and transporting them to the site . Engineers used cloth-covered templates over concrete to prevent erosion and bubbling, improving the durability of the materials . The presence of toxic methane was managed by inserting steel pipes to release the gas six months prior to drilling . Additionally, sophisticated floating cranes and GPS systems were employed to ensure precise assembly despite the choppy sea conditions .

The geological and hydrological conditions in the Hangzhou Bay area presented significant challenges for the bridge's construction. The presence of thick quaternary sediment layers, including soft soil prone to liquefaction and high methane content, complicated foundation engineering efforts . Additionally, the hydrological conditions included high tidal velocities (close to 5 m/s), large tidal ranges (up to 8 m), and strong reciprocating tidal flows, making the marine environment highly unstable . Construction was further hampered by frequent typhoons and severe tides, which compounded the difficulty of anchoring construction vessels and necessitated innovative solutions such as prefabrication and advanced anchoring methodologies .

The Hangzhou Bay Bridge incorporated several innovative structural and technological solutions to accommodate its large-scale construction. The bridge's design includes extensive prefabrication of key components, which were constructed onshore and then transported to the site, enabling efficient assembly despite challenging conditions . The use of cloth-covered templates improved the concrete's aesthetic and structural integrity, preventing common issues such as bubbling . GPS technology was employed to ensure accurate placement of bridge sections, which was critical given the bridge's location across the turbulent Hangzhou Bay. Additionally, the bridge features silicone water repellents to protect against saltwater corrosion, demonstrating a focus on durability and long-term structural integrity .

The Hangzhou Bay Bridge significantly boosted the economic development in the Yangtze River Delta region by enhancing transportation efficiency and connectivity. It shortened travel distances, thereby reducing transportation costs and driving time between cities such as Ningbo and Shanghai. The governor of Zhejiang highlighted that the bridge facilitates closer economic ties among regions within the delta, promoting opportunities for overall development and strengthening the area's economic competitiveness . Additionally, this development is expected to yield substantial economic returns, with an estimated saving in transportation costs projected to be Rmb40 billion to Rmb50 billion within 10 years .

Meteorological conditions significantly influenced construction scheduling and logistics for the Hangzhou Bay Bridge. The project's location in a typical subtropical zone means it faces frequent monsoon seasons and typhoons, which restrict construction activities to approximately 180 effective working days per year . The complicated hydrological conditions, including high tides and rapid tidal flows, demanded meticulous planning to ensure safe and efficient transportation of prefabricated bridge components. These conditions necessitated the use of advanced forecasting and logistical coordination to ensure materials and manpower were deployed only during safer weather windows, evidencing the impact of natural forces on construction timelines and necessitating flexible, adaptive management strategies .

Private investment played a notable role in the Hangzhou Bay Bridge project, with 17 non-governmental enterprises contributing approximately CNY149 million to the project. The involvement of the private sector demonstrates the potential for leveraging private capital in public infrastructure, a strategy that can accelerate project timelines and distribute financial risk . This approach indicates a growing trend in China towards public-private partnerships, reflecting an inclination to harness diverse funding sources for large-scale projects. The economic benefits derived, such as enhanced connectivity and the fostering of regional economic integration, further justify the initial private contributions, setting a precedent for future infrastructure initiatives .

The Hangzhou Bay Bridge features several auxiliary facilities that enhance its utility, prominently including a 10,000m² service island. This island provides a place for drivers to rest and access a variety of services, including hotels, restaurants, and a viewing tower, making long journeys across the bridge more comfortable and convenient . The service island is also designed to be a tourist destination for observing the Qiantang River Tide. Moreover, the bridge is equipped with advanced monitoring systems, traffic safety devices, and communication equipment, further enhancing its operational efficiency and safety .

The Hangzhou Bay Bridge has greatly improved transportation in Zhejiang province by providing a direct route across the bay, significantly reducing travel time between cities such as Ningbo and Shanghai. It forms part of a comprehensive highway network, facilitating efficient traffic flow and supporting the development of a major transport corridor in the region . As a result, it has become a vital part of the transportation infrastructure, enabling a reduction in driving time between key cities to under two hours, thus enhancing both business logistics and passenger travel .

To address the poor geological conditions at the Hangzhou Bay Bridge site, several innovative construction techniques were employed. Prefabrication of components such as piers and girders on land minimized direct intervention in unstable marine and geological conditions . The use of floating cranes equipped with precise anchoring devices allowed for safe transport and installation of massive pre-cast girders despite challenging conditions . The identification of methane pockets underground led to methane venting techniques prior to drilling, ensuring safer construction practices. Additionally, the incorporation of low-strength early-stretching technology in concrete girders helped accommodate potential geological shifts by providing extra flexibility and reducing the likelihood of cracking .

The Hangzhou Bay Bridge contributes to sustainable infrastructure through its design and material choices that focus on durability and environmental consideration. The use of silicone water repellents provides protection against saltwater, extending the lifespan of the bridge by preventing corrosion . The bridge's design minimizes environmental disruption by being constructed on piers, avoiding interference with tidal patterns. The presence of a service island built on piers rather than landfill prevents damaging ecosystem impacts . This holistic approach ensures that the infrastructure is not only resilient but also harmonizes with the local environmental conditions.

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