4.1 INTRODUCTION
Except for a short 400 m stretch, the Kinrara – Damansara Expressway (KIDEX) will be a fully elevated dual two-lane carriageway of approximately 14.9 km that begins after the North Klang Valley Expressway (NKVE) toll plaza at Damansara and the interchange to Bandar Utama along the existing SPRINT Highway. The alignment will then traverse through the urban area of Petaling Jaya before terminating at Bandar Kinrara after the Bukit Jalil Highway in Puchong. The alignment will incorporate an open toll system with two mainline toll plazas – one at SS2, at the end of Jalan Harapan between Section 17 and Section 19 (CH 3020 to CH 3400) and the other at the green area near Taman Dato Harun of Petaling Jaya PJS 2 (CH 9640 to CH 10000). There will be two ramp toll plazas proposed at the existing NKVE Damansara Toll area. There will be an at-grade section of the proposed KIDEX at the TUDM area of 400m (CH12400-12800) as per request by the Malaysia Highway Authority.
4.2 LOCATION
The proposed alignment will mostly traverse within the State of Selangor with only a small portion physically within the Federal Territory of Kuala Lumpur and these are the on and off ramps portion only (Jalan Damansara CH2150-2200 & Jalan Kinrara CH 13050). The starting chainage at the SPRINT Highway is located at coordinates 95492.582 N, 89776.969 E while the ending chainage is located at 86325.849 N, 93893.616 E in Bandar Kinrara 5.
The proposed alignment will traverse mainly through built up residential and commercial areas that include the following, amongst others (Figure 1.1):
Bandar Utama
Federal Highway Route II
New Pantai Expressway (NPE)
KESAS Expressway
Bukit Jalil Highway
In general, the limit of works starts from Km 0 at the east of the North Klang Valley Expressway (NKVE) near Damansara Toll and it continues through Sprint Expressway towards the east until it reaches Desa Kiara. The route then turns south above the alignment of Jalan 19/13 and connects to the well-known “Rothman’s Roundabout” (presently converted to a signalized junction). From there, the route traverses above Jalan Semangat and then it splits into two separate south-bound to Kinrara and north-bound to Damansara just after the Jalan Semangat signalized junction. Each of these north and south bounds will traverse above Jalan Utara via Jalan Barat, Jalan Timur, Jalan Sultan and ultimately joining at a common point above Jalan Sultan, and continue towards Jalan Penchala vicinity. Continuing towards Jalan Penchala, the alignment then crosses over Jalan Templer Roundabout. From there, it follows above Jalan Selangor and crossing over the P.J Old
Town area and New Pantai Expressway (NPE) to Taman Medan Baru which link to Konsortium Expressway Shah Alam Selangor (KESAS) and Jln Puchong Batu 6 in the south direction to merge at Lebuhraya Bukit Jalil near Giant Hypermarket where the limits of works end. The graphic visualizations of the KIDEX alignment is shown in Figure 4.1 (a) – (g).
4.3 DEVELOPMENT COMPONENTS
The details for the alignment are summarised in the following table.
Table 4.1: Development Components
Item Length / Nos
Total Length 14.9 km
Interchanges 7 interchanges with 21 numbers of elevated ramps
Elevated Toll Plaza 2 Numbers
Source: HSS Engineering Sdn Bhd, 2012.
4.3.1 Superstructure
The elevated viaduct will be generally located within the road medians or run alongside the main trunk roads. Generally, two types of structural form shall be used for standard spans of the entire elevated mainline and the ramps.
A) Segmental Box Girder Superstructure
The general form of the proposed viaduct shall be a precast post-tensioned concrete box girder system using segmental construction. There are two types of the viaduct cross section; a single box section supporting single carriageway and a double box section supporting double carriageway.
Typical span lengths of the viaduct will be 40m. However, in some cases, lesser span length will be required to suit the existing site conditions.
Typical Single Carriageway Box Girder Typical Double Carriageway Box Girder B) Beam-Slab Superstructure
The beam and slab superstructure shall be used only at location where the deck is of varying width.
This type of structural form shall be considered mainly at the following locations:
(a) Elevated Toll plaza
(b) Diverging/Merging between the mainline and the ramps
The deck shall consist of precast pre-tensioned U-beam for the maximum span length of 30.0 m.
For longer span and up to 40 m span, precast post-tensioned T-beams shall be used. The deck slab shall be cast in-situ over the beams.
The typical and specific cross sections for the KIDEX alignment is shown in Figures 4.1 (a) – (h).
4.3.2 Substructure & Foundation
Single piers of rectangular column form with hammer-head crossheads supporting single or twin boxes shall be used where feasible. The crossheads supporting single boxes shall be of reinforced concrete construction whereas crossheads supporting twin boxes shall be of segmental post-tensioned construction. In circumstances where a single column is not feasible due to the existence of a narrow median, etc., a portal system will be adopted. The portals shall generally be either reinforced concrete or pre-stressed concrete depending on the portal span length. For the special cases, a hybrid concrete and steel portal may be required to span over the existing flyover. This will be determined during the detailed design stage.
Bored piles in group shall generally be used for the foundation of KIDEX. However, due to close proximity of the existing roads, the footprint of the foundation shall be reduced to minimize disruption to road users and local residence. Single large diameter caisson/piles can be considered depending on the site constraints on case to case basis.
4.3.3 Long Span Structures
Long span structures shall be required to overcome the difficulties in placing piers and foundations at areas such as existing railway lines, constrained road networks, developments, river/box culvert etc. The preliminary locations where long span structures/special crossings may be required and the estimated span length are summarized in Table 4.2. The long span structures shall generally consist of segmental box girder to be constructed using balanced cantilever method of construction.
Table 4.2 : Location of Long Span Structures
Location Chainage Maximum Span Length (m)
Mainline
Crossing LDP Tunnel 1517.050 100
In front of Tropicana Mall 1894.050 63
Crossing NPE and Komuter Line 9289.601 70
Crossing Kesas Higway 10689.601 93
Crossing Bukit Jalil Highway 13301.601 100
Ramps
NKVE Interchange (Ramp 2) 1501.966 60
Kesas Interchange (Ramp 1) 401.160 90
Kesas Interchange (Ramp 2) 209.803 90
Sprint Interchange (Ramp 1) 229.000 90
Sprint Interchange (Ramp 2) 310.326 80
NKVE Interchange (Toll Plaza A2) 347.964 60
4.4 PROJECT ACTIVITIES
The project activities for the proposed expressway can be divided into pre-construction, construction and operation stages of the expressway.
4.4.1 Pre-construction
Pre-construction planning involves route selection, surveying and marking of the R.O.W, and contour survey. Property and valuation survey will also be carried out to establish the land value of the affected area. Soil investigations will be carried out to establish the soil profile for the area along the alignment.
Survey of R.O.W
Survey of the R.O.W involves collation of cadastral information, the identification and delineation of the R.O.W on the cadastral sheets and field inspections to determine the conditions of the land lots that fall within the R.O.W.
Contour Survey
Contour survey of the R.O.W is necessary to establish ground contours for design purposes. The survey is likely to involve line cutting to establish a line-of-sight where there is obstruction and the establishment of survey markers at appropriate locations.
Soil Investigation
Soil investigation involves test boring in selected areas of the road alignment, and where structures are to be built, to establish the soil profile and physical and chemical characteristic of the area.
4.4.2 Construction Phase
The development activities and scope of work for the Project include site clearing, ground treatment, construction of retaining walls and bridge structures, drainage works, pavement works, installation of road furniture and highway M & E works.
Site Clearing, Grubbing and Stripping of Topsoil
The site clearing consists of the removal of all vegetation and any structures from the site designated for road development. There will be no major earthworks involving excessive cut/fill to be carried out as the proposed highway comprises fully elevated structures over existing road medians or shoulders and the alignment is within a developed urban area. However, there are some cut and fill activities at the 400m at-grade section of the alignment at the TUDM area (CH12400-12800) (Figure 4.3). The cut and fill details for the TUDM area is shown in Table 4.3.
Table 4.3 : Cut and Fill Details at the TUDM Area
Activity Quantity (m3)
Cut 76600
Fill 80500
The amount of unsuitable material is expected to be minimal due to the already developed surroundings of the proposed alignment. These materials are planned to be disposed at the proposed site camp area at Taman Dato’ Harun at KM10 of the proposed alignment.
4.4.3 Operation and Maintenance
The operational activities comprises toll collection and traffic management to ensure smooth traffic flow, the operation of the ancillary facilities such as the administrative office and supervision buildings and the provision of emergency telephone and services.
The maintenance activities can be divided into routine maintenance and heavy repairs. The routine maintenance comprises works such as roadways clearing, upkeep of drainage system, slope protection and control measures whereas heavy repairs are related to making good defects found in carriageway, pavement and structures.
4.5 CONSTRUCTION SCHEDULE
The proposed KIDEX will be completed over a period of 30 months from March 2014 to September 2016. The proposed implementation schedule is shown in Figure 4.4.
4.6 INFRASTRUCTURE & UTILITIES
4.6.1 Design Speeds and Geometric Standards
The design speed of KIDEX shall be generally 80 kph except for areas experiencing difficult terrain due to site restrictions or built-up areas which will be designed for 60 kph. The design speed for interchanges shall be 60 kph or 40 kph subject to site conditions. The geometric design standards used for the mainline and interchanges are shown in Table 4.4 and Table 4.5 respectively.
Table 4.4 : Mainline Geometric Design Standards
PARAMETERS DESIGN SPEED (KPH)
Minimum radius without elimination of adverse camber and
transition (m) 2,500 1,400
Minimum radius with maximum superelevation (m) 250 135
VERTICAL ALIGNMENT:
Maximum gradient (%) 6.0 7.0
Absolute minimum K-crest value 49 15
Minimum K-sag value 32 18
SUPERELEVATION:
Normal (%) 2.5 2.5
Maximum (%) 6.0 6.0
Maximum difference in grade between inner and outer edge of
c/way when applying super elevation (%) 0.5 0.6
Minimum length of spiral (m) 45 36
CLEARANCE (FOR LAND PORTION)
Minimum vertical clearances for mainline bridges and over
bridges (m) 5.4 5.4
Note: Lower geometric standards will be adopted in areas of difficult terrain/area, as a result of site constraints or in built-up area. Median and shoulder width may also be reduced in constraint areas subject to the approval of the Government.