The Penang-Langkawi Tunnel (Proposal) report

SWINBURNE UNIVERSITY OF TECHNOLOGY
PENANG-LANGKAWI TUNNEL
PROPOSAL REPORT
MOHD AZHAR ZULKIFLI BIN HANDERI : 7440030
KEITHAN GOONASAGARAN : 4304934
MD.SIFAT ZAHAN TOUHID : 4304926
GROUP MEMBERS:

THE PENANG-LANGKAWI TUNNEL
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TABLE OF CONTENT
TABLE OF CONTENT ..................................................................................................................................- 1 -
ABSTRACT..................................................................................................................................................- 3 -
CHAPTER 1 ................................................................................................................................................- 4 -
1.0 INTRODCTION .....................................................................................................................................- 4 -
1.1 Objectives........................................................................................................................................- 5 -
CHAPTER 2 ................................................................................................................................................- 6 -
2.0 LITERATURE RIVIEW............................................................................................................................- 6 -
2.1 The Design of the Chunnel Tunnel..................................................................................................- 6 -
2.2 The Analysis of the Construction of the Penang-Langkawi Tunnel ................................................- 7 -
CHAPTER 3 ................................................................................................................................................- 8 -
3.0 METHODOLOGY ..................................................................................................................................- 8 -
3.1 The Constructional Methods of the Penang-Langkawi Tunnel.......................................................- 8 -
3.1.1 The Constructional Timeline of the Penang-Langkawi Tunnel ................................................- 8 -
3.1.2 The Constructional Process of the Penang-Langkawi Tunnel................................................- 10 -
3.2 THE DESIGN OF THE PENANG-LANGKAWI TUNNEL......................................................................- 14 -
Main Railway Tunnels (RTs) ............................................................................................................- 16 -
Service Tunnel (ST)..........................................................................................................................- 16 -
Safe Station.....................................................................................................................................- 17 -
CHAPTER 4 ..............................................................................................................................................- 19 -
4.0 DISCUSSION.......................................................................................................................................- 19 -
4.1 The Maintenance of the Penang-Langkawi Tunnel ......................................................................- 19 -
Main Inspection ..............................................................................................................................- 19 -
Medium Inspection.........................................................................................................................- 19 -
Simple Inspection............................................................................................................................- 19 -
Special Inspection ...........................................................................................................................- 19 -
4.2 The Possible Risks towards the Penang-Langkawi Tunnel............................................................- 20 -
4.2.1 The Possible Risks During The Construction..........................................................................- 20 -
4.2.2 The Possible Risks While the Tunnel Is In Use .......................................................................- 20 -
CHAPTER 5 ..............................................................................................................................................- 22 -

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5.0 CONCLUSION.....................................................................................................................................- 22 -
REFERENCES............................................................................................................................................- 23 -

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ABSTRACT
In today’s time, the travel method from Penang to Langkawi and vice versa is not efficient and
affordable for the people who are traveling back and forth every day. This is because the cost and the
time taken to travel back and forth is very expensive for most the travelers. As the solution, a proposal
to build a tunnel underwater from Penang to Langkawi has been proposed based on the objectives of
the report. The objectives of this report are to analyze the best travel solution from Penang to Langkawi
and vice versa, to analyze the constructional methods of the Penang-Langkawi Tunnel and to identify
the design suitable for the tunnel proposed tunnel. This will be the best solution from the study that has
been made as mentioned in the introduction. Furthermore, the critics have been mentioned in the
literature review for the solution. Then the constructional methods and the project’s design have been
proposed in the methodology part. In the discussion, the maintenance of the tunnel before and after
the construction has been proposed. There will be some benefits from the construction of the Penang-
Langkawi Tunnel. One of the benefits is the travel system for the people will be improved. The time
taken to travel from Penang to Langkawi and vice versa will be shortened. Besides, people can bring
along their vehicles when they travel from the two islands. Furthermore, it does not pollute the
environment compared to other transformational method.

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CHAPTER 1
1.0 INTRODCTION
Currently, there are two methods of transportation between Penang and Langkawi. The types of
transportations are by air and by ferry. Firstly, flying by air would mean a lesser travelling time but it
would be very costly. This method would be very convenient and safe but not reasonable. Only the
higher middle class families would be able to afford the cost. For example, if one was to fly with AirAsia,
the travelling time between Penang and Langkawi is approximately 30 minutes and an average ticket
would cost from RM 150- RM 300. Apart from that, there is only one flight in and out between these
two destinations everyday. AirAsia operates using Airbus A320 which has a seating capacity of 180
passengers. Furthermore, AirAsia has not recorded any casualties throughout their service (AirAsia
2013). This will mean a safe, convenient and time saving travel method but it is not reasonable.
On the other hand, travelling by ferry would mean a longer travel time but will cost cheaper compared
to travelling by air. Travelling using this method will be reasonable but not as safe and convenient.
According to Trip Advisor (2013), many passengers have negative remarks about the facilities and the
safety precautions taken by the Langkawi Ferry Services Sdn. Bhd. 2013. As for example, the excess
luggage are left by the doors and this will block the entrance during and emergency evacuation. Besides
that, there are no vomit bags provided to passengers in case one suffers sea sickness during the journey.
The travel time between Penang and Langkawi by ferry is about 2 hours and 45 minutes and the ticket
costs RM 60 for adults and RM 45 for children. There are only two trips between these two destinations
everyday and the ferry used is called KENANGAN 1 which has a seating capacity of 117 passengers.
Travelling by sea can be very dangerous at times since the weather is very unpredictable in this part of
the world, thus one might choose not to travel by ferry if a choice was given (Langkawi Ferry Services
Sdn. Bhd. 2013).
Furthermore, looking at how environmental friendly these two modes of transports are, they both emit
carbon monoxide gas which is harmful to nature. Taking all these points into account, I would say the
engineers today are more than capable of coming up with technology which is all safe, reasonable,
convenient, comfortable, fast, eco-friendly and efficient.
Since these two transportations still does not prove to be the safest, affordable and most convenient
mode of transportation between these two places, we have proposed to build the Funnel Tunnel. This
tunnel will connect the Penang Island to Langkawi. This tunnel will be operated by trains. This means
passengers will have a shorter travel time, cheaper fare rates, eco-friendly, safer, no delays and efficient.
The train will be able to carry more passengers and vehicles in one trip. The idea of building the funnel
was actually from the Chunnel Tunnel which connects the UK and France. According to Richards (2013),
the two reasons why the Channel Tunnel was built was because Great Britain which is an island had only
air and ferry access to the rest of Europe, which directly disallows train travel to the continent. The

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Channel was built to minimize the isolation by making it easier to exchange cultural ideas, tourism and
commerce.
As Penang and Langkawi are both islands, applying the same technology with some improvements
would be an ideal method of transportation between these two destinations. Apart from that, it would
also mean a safe, reasonable, eco-friendly and convenient to public.
1.1 Objectives
The objectives for this report study is mentioned as followed:-
1. To determine the best travel solution between Penang and Langkawi
2. To analyze the construction methods of the Penang-Langkawi Tunnel
3. To identify the design suitable for the Penang-Langkawi Tunnel

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CHAPTER 2
2.0 LITERATURE RIVIEW
2.1 The Design of the Chunnel Tunnel
The Chunnel Tunnel is the second longest tunnel in the world. The design of the tunnel is very unique
since it is build underwater to connect Britain and France. The main purpose of The Chunnel to be built
was to make it easier and convenient for people to travel between these two destinations (Jane 2006).
The design of The Chunnel Tunnel is made up of three tunnels parallel to each other underwater. Two of
the tunnels are ferrying passengers and vehicles while the tunnel in the middle is made as a service
tunnel (Pompee n.d). The tunnels are 50km long and 7.6m in diameter. The same design will be adopted
to build the tunnel that links the Penang Island to Langkawi Island.
According to Kirkland (2002), the fire that occurred in the tunnel on the 18th
November 1996 which was
a few years after it started operation which questions the safety of the tunnel. The incident only
involved minor injuries and operations resumed completely after 6 months. The design of the tunnel
walls which are made from linings is a safe substance to be used because it is made from precast
concrete which means it was not only for fire resistance but also capable to resist severe heat. The
firefighting system which was installed provides water supply as close as possible to any fire in the
tunnels. It includes 4 tanks with each having 800 m3 portals and shaft and associated with a pump
house. Besides that, the pipe network includes 60 km of pipes and is able to deliver 120 m3/h (Pompee
n.d). Based on this, it is proven that the safety system of the Chunnel Tunnel is safe and reliable to be
adopted and used for the tunnel that links Penang Island to Langkawi.
The train that runs in the Chunnel Tunnel consists of two shuttles, the tourist shuttle and the Heavy
Goods Vehicles Shuttle. The tourist shuttle can carry 135 vehicles that consist of 14 wagons. The shuttle
is 775m long and also has a double deck which fits 5 cars. The Heavy Goods Vehicles Shuttle can carry up
to 44 tonnes of heavy load like freights and containers. This shuttle consists of open wagons, platform
wagons and a club car (Pompee n.d). Again, the same concept will be adopted since people can also
transport their vehicles and also goods while traveling between Penang and Langkawi.

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2.2 The Analysis of the Construction of the Penang-Langkawi Tunnel
The transportation from Penang to Langkawi and vice versa is a hassle to most people. Hence, the
underwater tunnel is the best solution of travel. A reference can be taken from The Chunnel Tunnel
which connects United Kingdom and Britain across the English Channel (Sudra 2010).
The English Channel is the narrow arm of the Atlantic Ocean separating the southern coast of England
from the northern coast of France and tapering eastward to its junction with the North Sea at the Straits
of Dover (Kirkland, n.d). The English Channel faces frequent storms, high wind speed and also a slight
shake in the earth’s crust regularly but disasters like earthquake and underwater volcanic eruption does
not occur. On the other hand, Penang and Langkawi is located in the Straits of Malacca which is almost
free from natural disasters such as earthquake and underwater volcanic eruptions. In case of these
mishaps, the effects will be very insignificant because most of the effects will be on the Sumatera Island
which protects the Straits of Malacca from direct open sea (Choong 1999).
Referring to the geographical aspects mentioned above, the tunnel is suitable to be constructed
underwater. According to Hereford(n.d) the Chunnel was constructed using the Tunnel-Boring-Machines
method. This was used because the earth under the English channel is moderately hard and consists of
many small rocks and stones which may be difficult to be bored through using other methods such as
small boring machines which are used elsewhere. The tunnel was bored through the chalk marl stratum
layer. Since the earth at the Straits of Malacca has almost the similar features as compared to the
English Channel(Gail 2012), therefore the same method can be applied for the construction of the
Penang Langkawi tunnel. Hence, less time will be wasted to find out a new method and application of
methods to construct the Penang-Langkawi tunnel.
Apart from that, the safety factor also needs to be taken into account before the construction of the
Penang-Langkawi tunnel. According to GroupeEurotunnel(n,d) uses the SAFE system in which a patent
application has been filled, demonstrates Eurotunnel’s enormous capacity for innovation, contributes to
guarantee maximum system availability and above all enhance the long term sustainability of the Cross
Channel Fixed Link. In case of a fire, there are two solutions. Firstly the train is driven to a SAFE station
where the fire can be extinguished or to drive out of the Channel Tunnel. Four stations are located in the
middle of the tunnel, just after two cross overs so that when a fire is detected, the driver has time to
move the train to a SAFE station or to exit the tunnel where special tracks have been laid for the fire
fighting department close to the two portal entrances. Hence, the safety is better compared to other
tunnels around the world. Therefore, the Penang-Langkawi tunnel is to be installed with these safety
features as well to minimize potential death of any accidents or mishaps.

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CHAPTER 3
3.0 METHODOLOGY
As the description of the Penang-Langkawi Tunnel has been introduced in the earlier chapters, in this
chapter, the constructional methods and the designs of the Penang-Langkawi Tunnel have been
discussed thoroughly.
3.1 The Constructional Methods of the Penang-Langkawi Tunnel
In this part, the constructional timeline is proposed with reference to the timeline of the construction of
the Eurotunnel being made. After that, the constructional methods have been discussed. The methods
that had been used in the constructional of the Eurotunnel are adopted in this Penang-Langkawi Tunnel
and hence, the methods being used are the same.
3.1.1 The Constructional Timeline of the Penang-Langkawi Tunnel
The constructional timeline of the tunnel is proposed in the Vertical Chevron list (refer Figure 1) in the
following page. This proposed timeline may be followed during the construction of the Penang-Langkawi
Tunnel or modifications to this timeline could be made according to the situation being faced while the
construction of this tunnel begins.

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Sometime in
2017:
•Governmental approval is estimated to be aproved and
companies like (Mott MacDonald andDB Schenker Rail) are to
put forward to the achievement of plans for the construction of
the tunnel.
By 2020:
•The decision for the construction of the tunnel should be done
and all the preparations for the construction of the tunnel
should be prepared. The construction should be able to begin at
once. The tunnel is to be dug simultaneously from Penang and
Langkawi.
In between:
•Giant boring machines are to be used to shift tonnes of rock and
soil every day. Same machines will be used which were used for
the construction of the Eurotunnel, with a combination of
extremely high pressure water jets and rotating disc cutters
used to burrow through the land beneath the Penang Langkawi
sea.
Sometime in
2030:
•The project is estimated to be completed and be opened to
public use by the government of Malaysia.
Figure 1: The Proposed Timeline of The Penang-Langkawi Tunnel

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3.1.2 The Constructional Process of the Penang-Langkawi Tunnel
As been mentioned earlier, the construction of the Penang-Langkawi Tunnel is adopted from the
Eurotunnel which connects the UK and France. Therefore, the constructional methods that will be used
to construct the Penang-Langkawi Tunnel will be the same as the constructional methods used to
construct the Eurotunnel.
The first thing to be put to consideration is that the distance between France and UK is just 31.4 miles
apart and the distance from Penang to Langkawi is 68.6 miles, which is a little more than double the
distance from France to UK. Therefore, there are some elements and resources that need to be doubled
up.
The Foundation of the Tunnel
In the foundation of the tunnel, a total of eleven TBMs (Tunnel Boring Machine) are proposed to be
used in the construction of the Penang-Langkawi Tunnel. On the Penang side, six open, full-face TBMs
will be used. Three will be used at undersea and the other three at the under land. The three boring
machines that will be used at under land will be operated in conjunction with unbolted, expanded
precast concrete linings using wedge-shaped key.
On the other hand at the Langkawi side, five other TBMs will be used, where three of it will be used
undersea and two will be used under land. TBMs are full-faced, earth-pressured, which allows erection
of watertight precast segments inside the shield concurrently with face excavation. This unique design
combines technologies for boring of both hard rock and soft ground underwater.
The three TBMs that will be used at the Langkawi side are equipped with articulated double shield.
Double Shield TBMs are among the most technically sophisticated tunnel boring machines. They unify
the functional principles of Gripper and Single Shield TBMs in one machine (refer Figure 3). Under stable
geological conditions, the combination of methods allows for the installation of concrete segments
parallel to tunneling, achieving very high tunneling performances. This powerful technology is therefore
perfectly suited for excavating long tunnels in hard rock (refer Figure 3). This double shield TBM can
operate in closed mode in wet zones at a minimum rate of 3m/h, or in open mode at high speed in dry
zones. Cutter chambers will be sealed to withstand a hydrostatic pressure of approximately 11 bars
which is equivalent to 1.1MPa. The excavated chalk had to pass through a two-stage pressure lock
before being ejected at atmospheric pressure into the muck wagons. Containment will be gained at the
end of the spoil extraction screw either through a dual discharge pump system or through a second
screw creating a plug. Meanwhile, the two under land TBMs equipped with a single shield incorporating
Archimedes screw containment and a “casing rotator” able to withstand a hydrostatic pressure of
approximately 3 bars, also equivalent to 0.3MPa.
Figure 2: Articulated Double Shield TBM
Figure 3: Single Shield TBM

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Lining for the Penang-Langkawi Tunnel
The lining is normally the critical operation that dictates the tunneling progress. The basic materials for
tunnel lining construction are cast-in-place concrete, cast-in-place and prefabricated reinforced
concrete, cast iron and steel. These materials are chosen according to conditions of construction area
and tunneling methods. The lining has permanent application as opposed to temporary lining (mine
working support). The shape and size of lining are defined by size, depth and function of the tunnel and
sort of take up load such as, rock pressure, hydrostatical pressure, traffic load, etc.
Cast-in-place lining is mainly used for construction of tunnels with most complex structure and big cross-
section. Precast lining is widely used for shield and erector-arm tunneling, mainly in subway tunnels.
Technological production schemes of concreting for tunnel construction are defined according to
hardness of rock, tunneling methods, depth, length and appropriation of tunnel and applied mechanic
machines.
The concreting of one section of the Penang-Langkawi Tunnel in Malaysia on the basis of factors above
is proposed to be performed after the following works are finished. These works are the excavation
form which will be carried out as the proposed design of the project, excavation consolidation by means
of Shotcreting, (refer Figure 4), the installation of rock bolt support (refer Figure 5), film waterproofing
and reinforcement cage and placing of formwork in permanent position and releasing of covering
materials.
Precast concrete unbolted wedge block with pads on the extrados to allow for a 40mm grout layer will
be used as a lining for the Penang-Langkawi Tunnel. Ten segments per ring will be placed in the service
tunnel and fifteen segments per ring will be placed in the running tunnel. The thickness of the ring varies
depending on the overburden, from 64cm (land), to 30cm (sea, from zero to seven kilometer to the
shore) or 40cm (sea, over seven kilometers to the shore). The placing of segments is considerably to be
altered when the stability of the ground is not adequate.
Figure 4: Shotcreting Activity Figure 5: Rock Bolt Support

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From the Langkawi side, the main design constrain is waterproofing with hydrostatic water pressure up
to around 13 bars or equivalent to 1.3MPa. Complex numerical models are used in addition to the
convergence-confinement method in order to evaluate the interaction between tunnels. The influence
of the proximity of the Gault Clay layer and the quality of grouting behind the segments also require
evaluation for the purpose of interaction between the tunnels. “Pinched rings” will be used to allow the
lining to follow the curves. This can be done by rotating the position of the ring into four possible
locations. Besides, the tunnels are to be lined with bolted precast concrete segments erected within the
shield. Ten main segments which include 16 tonnes of concrete with 80 cm thickness, in addition of a
key, formed a complete ring of 3.2m wide for running tunnels. Twelve other components arrived at the
tail-end of the backup train and will be lifted by an overhead conveyor. They are supposed to be moved
by vacuum lifting arms to one of two independent vacuum erectors, which will install them into
position. The designed cycle is about 30 minutes but the rings are estimated to be fixed in 15 minutes.
After that, grout will be injected in the 15 cm gap between segments and ground, at about 300 m
behind the TBM head. The TBM head consists of two components prepared on surface. They are the
retarded sand mortar and the aluminous cement slurry. The 10 cm gap between the tail of the
pressurized chamber and the concrete lining rings will be sealed by grease injected into four rings of
metallic brushes inside the TBM shield.
The summary of the constructional process has been summarized in the constructional chart below in
Figure 6 .

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START
The foundation of
the tunnel
11 TBMs are proposed
to be used
6, open, full-faced TBMs on
Penang side (3 undersea, 3
underland)
5 TBMs are proposed on
Langkawi side (3 undersea, 2
underland)
Under stable geological condition,
concrete segments will be installed
parallel to tunneling
The powerful technology will
excavate long tunnels in hard rocks
Cutter chamber will be sealed to
withstand hydrostatic pressure of ~
11 bars/ 1.1MPa
The excavated chalk will pass through a
two-staged pressure lock end of the
spoil extraction screw
1
1
Lining for the
tunnel
Cast-in-piling will be used
with most complex
structure
Precast lining will be used for
shield and erector-arm-
tunneling (subway tunnel)
Concreting for the tunnel
section will be performed
Precast concrete unbolted wedge
block with pads will be used
10 segments per rings will be placed in
service tunnel and 15 segments per ring for
the running tunnel
Complex numerical model will be used to
the convergence- confinement method in
order to evaluate the interactions
between tunnels
2
2
Pinched rings will be used to allow
the lining to follow the curves
Grouts will be injected
Concrete lining rings will be sealed by
grease injection into four rings at
metallic brushes
END
Figure 6: The Constructional Chart

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3.2 THE DESIGN OF THE PENANG-LANGKAWI TUNNEL
The Penang-Langkawi Channel Tunnel is adopting the design of the Euro Channel Tunnel which was
designed by Channel Tunnel Group-France Manche (CTG-FM) in 1986. Following the exact
concept, this Penang-Langkawi tunnel has two parallel railways tunnel and another small tunnel
between it for maintenance and services. Considering the distant between Penang and
Langkawi is doubled of the length of the English Channel, the tunnel for this project is longer i.e.
110 000 m.
The Penang- Langkawi tunnel will have two 7.3m internal diameter railway tunnels and another
4.5m internal diameter service tunnel lies between the two rail tunnels. Each tunnel is distant
15 m away from each of the tunnel. All three tunnels are 110 000 m long which is the distance
connecting Penang to Langkawi (refer Figure 7).
15.00m 15.00m
7.3m internal diameter 4.5m internal diameter 7.3m internal diameter railway
railway tunnel service tunnel railway tunnel
Figure 7: Tunnel Cross-section

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A terminal will be built in Batu Feringgi in Penang as a departure and arriving hall for the users of the
tunnel. Whereas in Langkawi, the existing Eagle Square will be the departure and arriving hall for the
users (refer Figure 8). Batu Feringgi and Eagle Square are chosen as a terminal due to its high number of
tourists.
Figure 8: Channel Tunnel Map

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Main Railway Tunnels (RTs)
The two main tunnels are constructed using high strength precast concrete segments. There are
lined with high strength precast concrete segments. In each tunnel, it has a single line rail track,
two overhead catenary, power supply, drainage, cooling pipes, supplementary services and two
walkways (refer Figure 9) for maintenance purposes and for emergency clearing, emergency
removal and for the passenger to walk to the safety door in case of emergency.
Figure 9: Two walkways in railway tunnel
Service Tunnel (ST)
The service tunnel plays important roles in channel tunnel. According to Groupe Eurotunnel
(2013), for every 375m, the trains are linked to a central service tunnel by cross-passages
situated. This will allow for the technician to do maintenances and services. If there any incident
happen, the passenger can go into the service tunnel (refer Figure 10) through cross passage also
allows emergency rescue teams.

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Figure 10: Service tunnel
Only electric and diesel-powered are allowed inside the service tunnel. 24 rubber-tyred vehicles
rolling (top speed 80kph) is included inside service tunnel. In case of fire, the pressure inside the
service tunnel has to be higher than the railway tunnels in order to prevent access of smoke.
Safe Station
4 SAFE firefighting stations are located in the middle of both tunnels because of strategic
location so that the train can go to one of the station, in case of fire, where the fire can be
extinguished from the tunnel directly.
Figure 11: Location of the SAFE stations.

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Each SAFE station is 870 metres long and can accommodate the longest trains. It is designed in 200-
metre intervals, each equipped with a heat detection system. Once the train has stopped, water mist is
immediately released in the section where the fire is detected. (refer Figure 12) (Groupe Eurotunnel
2013).
Figure 12: High pressure water-spray

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CHAPTER 4
4.0 DISCUSSION
4.1 The Maintenance of the Penang-Langkawi Tunnel
After the construction of the Penang-Langkawi Tunnel is completed, it will be recognized as the world’s
longest underwater tunnel. People will often use the tunnel to travel back and forth from the two
islands using the tunnel constructed. More than 210 train’s trips are expected to run each day. Hence,
the maintenance of the tunnel is essential. Companies like Mott McDonald, Syarikat Mengurus Air Banjir
& Terowong Sdn Bhd (or SMART SDN BHD) are to put through for the job as the company is designed for
such kind of jobs.
Respecting to the high value of tunnel strategically planned maintenance has to be realized. In defined
intervals inspections have to be carried out. Especially when running net of tunnel, e.g. at underground
networks the maintenance effects high costs. Therefore, maintenance will be carried out as mentioned
below.
Main Inspection
The man inspection is to be carried out in every six years. This inspection is a close examination. During
the examination is carried out, all of relevant parts like grounding, load capacity, sign posting,
construction elements, water seals, disguising corrosions and lines will be examined and repaired
accordingly.
Medium Inspection
The medium inspection will be carried out every three years. In this inspection, the detailed visible
inspection of relevant elements will be carried out. These visible inspections of the building elements
mentioned in the main inspection will be inspected. If in case in need of change, it will be changed.
Simple Inspection
Simple inspection will be carried out annually. In this type of inspection, the officer in-charge will walk
through for getting notice of visible irregularities.
Special Inspection
Special inspection is the main inspection which normally being carried out after the happening of any
incidents such as accidents and natural disasters or break in of water in the tunnel. This inspection will
be carried out if any of the mentioned occurs unfortunately to the tunnel.

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4.2 The Possible Risks towards the Penang-Langkawi Tunnel
There could be some possible risks that could occur while and after the construction of the Penang-
Langkawi Tunnel. These risks may affect the constructional process of the tunnel and also while the
tunnel is in use after the opening for public.
4.2.1 The Possible Risks During The Construction
It would be impossible to compute all the risks which may arise during the development of construction
project, as the likelihood of accidents are sufficient factors to have them covered. Therefore, we shall
focus on those usually subject to insurance coverage. These are divided into three different categories:-
1. Conventional risks (ordinary)
2. Catastrophic risks (extraordinary)
3. Risks inherit to the works
Conventional risks
This type of risks is like natural risks that do not involve the natural environment. The most occurring
risks in this type are the occurring of fire, explosion, bird falling, lightning, and theft activity.
Catastrophic risks
This type of risks happens due to the natural environmental reasons. In other words, they are derived as
the Acts Of God, as well as, other risks that is inevitable. Such risks are like the natural disaster (wind,
storms, hurricanes, and cyclones), floods and water introduced damage. Besides, they also include
earthquake, landslides, and rock falls.
Risks inherit to the works
These include the risks due to the activities carried out during the construction stage. Among the infinity
of risks which may be present, the most frequent are:
 Defects in workmanship, unskillfulness, negligence and malicious acts
 Errors in calculations and design and employment of defective or inadequate materials
4.2.2 The Possible Risks While the Tunnel Is In Use
While the tunnel is in use, there could be risks in the operation management. In this, the managers who
are responsible do careless mistake, this could affect the entire management system. Thus, rescheduling
is necessary to settle things up. Besides, accidents can occur anytime in the tunnel. This could due to the
malfunction of the train’s operation or due bad luck. Other risks due to natural phenomenon such as
underwater earthquake and underwater volcanoes could erupt while the tunnel is in service.

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4.3 Contingencies to minimize risks
Amongst the three types of risks during the construction period mentioned earlier, there is no way to
avoid the catastrophic risks because that is something not under man’s control. Therefore the only thing
that might work is due to prayer. For conventional risks, the project manager in charge must ensure that
rules and regulations are strong enough and if not, they must improve it from time to time and make
sure that all the workers and the employees are following them. Besides, he must make sure that paper
works is done according to the project’s situation and take good action towards it. For the third one, the
project manager must ensure that new workers or employee taken must possess the quality and have
good discipline and are responsible towards their job. This is so to minimize risks during construction.

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CHAPTER 5
5.0 CONCLUSION
In conclusion, the Penang- Langkawi tunnel is suitable for the people to travel from Penang- Langkawi
and vice versa because of the affordable cost and the shorter time taken for travel. Plus, it is safer
because it is free from natural disasters such as earthquake and underwater volcanic eruptions. On a
wider scale, it enables the rapid transfer of passengers and freight and so is more efficient than surface
ferries. The trains use electricity rather than diesel and so are less polluting in the immediate area. The
construction method will be improved using the latest technologies. Hence, with the latest technologies,
the timeline of the construction will be shorter and get a better result. Besides that, the design of the
Penang- Langkawi tunnel is safe for the users of the tunnels where it is to be installed with these safety
features as well to minimize potential death of any accidents or mishaps. Since the distance between
Penang and Langkawi is doubled between Britain and France, so the Penang- Langkawi Tunnel is the
best solution for the people to travel between Penang and Langkawi.

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REFERENCES
Groupe Eurotunnel 2013, Safety, Eurotunnel Group, viewed 21 November 2013,
<http://www.eurotunnelgroup.com/uk/eurotunnel-group/operations/safety/>.
Groupe Eurotunnel 2013, The Channel Tunnel infrastructure, Eurotunnel Group, viewed 3 November
2013,
< http://www.eurotunnelgroup.com/uk/the-channel-tunnel/infrastructure/>.
Kehne, G 2010, Maintenance of Tunnels with the Help of Spatial Information Systems, Germany.
Sparke, M 2004, Chunnel Vissions: unpacking the anticipatory geogragphies of an Anglo-European
Borderland, University of Washington, viewed 3rd
October 2013,
<http://faculty.washington.edu/sparke/jbs.html>
Engineering.com 2004, The chunnel tunnel, viewed 2nd
October 2013,
<http://www.engineering.com/content/ContentDisplay?contentld=41007026>

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