Project Management Assignment

HK01- CIVIL ENGINEERING PROGRAMME FACULTY OF ENGINEERING UNIVERSITI MALAYSIA SABAH SESSION 2017/2018

COURSE KA40302 PROJECT MANAGEMENT

TITLE GROUP ASSIGNMENT CONSTRUCTION OF A BRIDGE BATANG SADONG BRIDGE (CONTRACT NO.: PWD/HO/B040/2012)

DATE OF SUBMISSION 7 NOVEMBER 2017

PREPARED FOR MR. MOHAMMAD RADZIF TAHARIN

NO. 1 2 3 4 5

PREPARED BY NAME MATRICULATION NUMBER BEH JING PIN BK14110074 CHEE CHUNG CHER BK14110085 KHEW ZHEN YUAN BK14110136 LIM GUO SHENG BK14110146 THOMAS KHO SWEE BOON BK14110239

Table of Contents

No.

Titles

Page No.

1.

INTRODUCTION

1-3

2.

PROJECT COST AND DURATION

3-4

3.

TYPE OF PROJECT MANAGEMENT CONCEPT

4-6

4.

WORK PROCEDURES

6-9

5.

PROBLEMS OCCURRED DURING CONSTRUCTION

10

6.

SOLUTIONS PROPOSED FOR THE PROBLEMS

7.

CONCLUSION

13

8.

REFERENCES

14-15

9.

APPENDICES

-

11-13

1.0 INTRODUCTION Batang Sadong Bridge, which was named after the late former Chief Minister of Sarawak, Datuk Patinggi Tan Sri Adenan Satem, has begun its operation since 16 October 2016. Stretched about 1.48km long across the Batang Sadong, this newly constructed bridge had bringing up socioeconomic status among the rural citizens of Kampung Buloh and Kampung Sebangan, which the source of income is mainly from agricultural and fishing industry. The development of Batang Sadong Bridge also symbolized the era of ferry transportation service for decades officially terminated. Batang Sadong Bridge also make a great leap forward in the projects of construction of Sarawak coastal highway. The time travelled is also shorten to about 30minutes to 1 hour from Sibu City to Kuching City. 1.1 Location

Location of Batang Sadong Bridge

The location of Batang Sadong Bridge located at the estuary of Batang Sadong. Specifically, it is a major bridge connecting Asajaya and Simunjan in Samarahan Division, Sarawak, Malaysia. Batang Sadong bridge is 40.2km away from Simunjan town while only 31.1km from Asajaya Town. 1.2 Plan Designs Criteria

Description

Bridge Categories

Cantilever Bridge

Design Concept

Arch box girder bridge

Bridge Length

1480meters or 1.48kilometers

Bridge Width

Two way single carriageway – 8m

1

Total width including road shoulders, pedestrian walkway – 11.5m Number of Spans

10

balance

cantilever

pre-stressed

concrete single cell box girder spans Piers

9 Piers supported by 1.5m Dia. Steel Casing Pipe Piles.

Abutments

Total 2 abutments is construction and supported by 600m spun piles. Spun piles are hollow, precast and prestressed concrete piles, in size generally ranging from 300 to 1200 mm outside diameter, that are fabricated by prestressing methods (Irawan et al., 2015). The materials of spun piles consists of high strength concrete 50 to 75 MPa and prestress steel. Advantages of using spun pole are spun piles are less permeable than reinforced concrete pile, thus it has a good performance in a marine environment (Hartman et al., 2007).

Facilities

Traffic equipment and facilities such as footways,

kerbs,

service

trenches,

parapets, guard rails, drainage holes and street lightings.

The side and elevation as well as plan view of bridge designs are as shown in Appendix 1. 1.3 Scope of Works Besides bridge works, this project also includes upgrading and development of new roads connecting the bridges to both nearest town, which are Kampung Buloh and Kampung Sebangan. The road class is R3.The road works includes:

2



At Sg. Buloh side, along Jalan Sadong/ Sg. Buloh: 325 m (2-lane single carriageway)

•

At Sebangan side, along Jalan Sg. Buloh/Sebangan/Sebuyau: 500 m (2-lane single carriageway)

2.0

•

Total length (include approach road): 1,085 m or 1.1km.

•

Road width: 11 m PROJECT COST AND DURATION Batang Sadong Bridge, the 1.48km long bridge is a construction project that

costs RM 211,385,628.60. The client of the project is Government of Malaysia, Kementerian Kerja Raya Malaysia. The superintendent officer (SO) and consulting engineer are Regional Manager, Southern Regional Office, Jabatan Kerja Raya Sarawak and Perunding JHL respectively. The project completion period of this project is 48 months (4 years). The construction was commenced on 5 th July 2012 and completed on 4th July 2016. However, the project could not completed on 4 th July 2016 as expected. So, an extension of time (EoT) of 108 days are given for the construction to be completed. Thus, the revised completion date was 20 th October 2016 but the construction was able to complete on 4 th October 2016 which was 16 days earlier than the revision completion date. The project was finally handed over to Government of Malaysia, Kementerian Kerja Raya Malaysia on 16 th October 2016. However, the completed bridge project was bonded with a defect liability period of 18 months which will be expired on 3rd April 2018. A defect liability period is a set period of time after a construction project has been completed which a contractor has the right to return to the site to remedy defects. Figure 1.1, Figure 1.2 and Figure 1.3 are the aerial photograph of the completed bridge.

Figure 1.1: Aerial photograph of Batang Sadong Bridge 3

Figure 1.2: Aerial photograph of Batang Sadong Bridge

Figure 1.3: Aerial photograph of Batang Sadong Bridge 3.0 TYPE OF PROJECT MANAGEMENT CONCEPT 3.1 Design/ Bid/ Build The type of project management concept used in the project of Batang Sadong Bridge is design-bid-build management concept. Design-bid-build management concept is the most traditional method among all of the project management concepts. For design-bid-build, the owner engages an architect or consulting engineer for infrastructure works to prepare the design of the complete facility, including construction drawings, specifications and contract packages. The design package is 4

then presented to general contractors who bid for the work and engage subcontractors to provide various aspects of the project. The lowest bid is considered first and selected to build the facility according to the design. In this type of management concept, consultants and contractor are at the same level, which is under the client. With this project system, the owner retain more control over the project with the individual selection of designer and contractor. Thus, owner will make decisions if any dispute between consultants and contractor. In the project of Batang Sadong Bridge, the owner is the Kementerian Kerja Raya Malaysia. Kementerian Kerja Raya Malaysia engages Jabatan Kerja Raya Sarawak as superintendent officer to design the bridge and road drawings as well as preparing of bid documents. The design fee is either a percentage of the estimated construction cost or a lump-sum amount. Jabatan Kerja Raya Sarawak is then hired the Perunding JHL in Kuching, Malaysia as consulting engineering to design the construction drawings and technical specifications. With complete set of bid document, the owner is then conducted a competitive bid opening in order to obtain the lowest bid price from contractors to construct the designed bridge an road. Pekerjaan Piasau Konkerit Sdn Bhd located at Miri, Sarawak is selected as the contractor of the project due to its lowest bid price. The Pekerjaan Piasau Konkerit Sdn Bhd is then responsible for delivering the completed project in accordance with the dictates of the contract documents. In some case, the contractor may hire a subcontractor to the distribute some of the works. The decision usually depend on the scales and complexity of the project. However, there is no any subcontractor involved in this project due to specific reason. Owner

KKR Malaysia

Design Fee

Contract Documents Consultant fee

Engineer

Completed Project

Bid Prices

Designer

Contractor

JKR Sarawak

Pekerjaan Piasau Konkerit

Sub-bid Prices

Design documents

Perunding JHL

Informal Relationship

Completed trade work

Subcontractor & Suppliers

Figure 2: Information exchanged between the designer and the contractor formally flows through the owner in Batang Sadong bridge project 5

3.2 Advantages of Design/ Bid/ Build Design/ bid/ build project delivery system has been the most widely used, most well understood because of clearly defined roles for the parties involved. There is no risk of cost overruns such as nonperforming subs, labor inefficiencies and other vagaries of the larger economics picture for owner is one of the most important advantages of design/ bid/ build method. This is due to the owner able to know the final cost at the beginning of the construction, hence the risk of cost overruns are borne by contractor only. Additionally, this method benefit owner in economy due to its open market competition. Through open bidding process, the owner able to get the lowest bid price to obtain greatest economic efficiency. Furthermore, the owner also does not have to be heavily involved in the construction process in this method except in decision making. 3.3 Disadvantages of Design/ Bid/ Build Nevertheless, there are some disadvantages of design/ bid/ build for the owner. Time consumption is considered as one of the disadvantages of this method. This is due to the difficulty of reducing the time required to do both design and construction. This is because the design and construction are conducted by different parties, hence no opportunity to overlap the similar tasks. In addition, there is not much interaction and communication for related parties because all parties work autonomously in this method. This will cause the major breakdowns in relationships between parties involved. Besides that, the construction professionals is not allowed to enter the process to review for constructability before the facility is finished in this management mode. This will lead to construction problem such as over of estimated cost occur. 4.0

WORK PROCEDURE

4.1

Initial Works Done Before the Construction Start

Prior to the commencement of the construction phase, initial works have to be first carried out in order to set up a suitable working environment as well as to ensure site health, safety and environment. Inadequate initial works can have serious impact on the following construction process. Therefore, activities such as getting approvals from related authorities, site clearance, transportations of machineries and materials, development of travelling routes and drainage systems, soil investigation works, 6

excavation and foundation works, are to be carried out before the construction of superstructure. Before the construction, several site management plans were drafted through pass experience and existing standards by government authorities. These plans include occupation safety & health & management plan, environment management plan, work construction risk management plan. Besides that, due to the location of the construction, land & riverine management plan is also required to be approved to manage the transportation on the riverbank. These management plans were aimed to set up a guideline to be followed by workers and visitors on site as well as the project management team to carry out the construction in a safe and efficient manners. Through meetings with local authority, approval of these plans were obtained and the plans were placed in command. For design wise, Perunding JHL as appointed consultant first carry out design of the bridge as per request by JKR Sarawak branch. Site studies were carried out several times by the consultant to study the condition on site. Specialized underwater equipment was used in site investigation carried out in the river to study the river condition such as mild tidal wave, river depth and riverbed soil condition. The study of the river is very important which provide data for structural engineers to determine the type of foundation to be used. Architects then coordinated with structural engineers and M&E engineers to produce the tender drawings of the project. Bid documents were also prepared together with the tender drawings for tender process to appoint the main contractor. Bidding process was then carried out when each contractor come up with their best offer to construct the bridge. After the main contractor was appointed by JKR Sarawak, approval from local authorities were obtained as per standard operating procedures. Before the commencement of the construction phase, site clearance was carried out by the contractor. Setting up of the reduced level was then done by experience surveyors on site. Since the construction was carried out mainly in the river, the river site is also constantly monitored due to the present of existing water traffic including heavy ship such as public vessels. Routing of the river travel were set up to prevent accident from happening in particularly after the piles of the bridge was laid as it lies below the water surface and unobservable by sight. In the meantime,

7

transferred of machineries and materials to the site was planned and carried out before construction. The process was carried out under the supervision of safety officer to ensure the safety in terms of the travel route and material unloading. One of the important machineries needed in the early stage of construction is the piling rig equipped with 25 ton hydraulic hammer to drive steel casing pipe pile deep into the riverbed. To carry out the piling offshore, the piling rig was mounted on a barge and moved into position. The barge is fixed at the desired location using steel cable and anchor installed in the riverbed. Lastly, temporary works were carried out at the site simultaneously with other initial works mentioned earlier. These involved the construction of site office, toilet and workers accommodation. Besides that, a twin concrete batching plant was constructed on the land as the project was expected to use large amount of special mix concrete in the construction of substructure and superstructure. Besides, the harsh and unpredictable condition in the river such as vigorous tidal waves poses serious challenge to the concrete casting. Only in some occasion where the condition of the river is calm and the level water is below the maximum level permit the casting of pile foundation. The use premix concrete may not be feasible in terms of time when the travel distance between the mixing plant and the site is far. Therefore, batching plant in the site is the best solution to this as it is capable of producing 60 m 3 of concrete mix with full control by the contractor over the design mix of the concrete. 4.2

Bridge Construction Sequences

Generally, the bridge construction sequences are: Pile Installation Equipment: 25 Ton Hydraulic Hammer Mounted on 70m Piling Rig mounted on Barge. Pile Diameter: 1.5m Average pile length: 45m to 80m Estimated progress: 5 pile points per day

Pile Cleaning (By pressured Air Lift Method) Equipment: Air-Lift Pipe, Air Compressor (750 cfm), Barge Crane Estimated progress: 2 pile points per day

8

Instalment of rebar cage and concreting of piles (By Tremie Method) Equipment: Tremie pipes, barge crane, hoppers. Estimated progress: 2 pile points per day

Construction of Pile Caps The construction of piles caps involved placement and stitching of precast soffit panels, placement of rebars, concreting of pile caps. The final layer of concrete is laid once the precast skirting panel is placed.

Construction of Piers Pre-fabricated rebar for lower column was arranged and concrete was laid. Rebar for upper column was installed after that. Then, diaphragm slabs and steel brackets was constructed.

Construction of Hammer Head Construction of hammer head was divided into three portion, known as 1st, 2nd and 3rd Lift. Rebars were installed and slab was applied step by step. At the final lift, or known as top deck, the deck formwork was installed.

Box Cantilever Segmental Construction Equipment: 6 Pairs of Form-traveller were used to complete all segmental works of 10 River spans. The longest span are Span 4, 5 and 6 which are 200m length equally from Pier to Pier. Estimated progress: Each segment length are varies from 3m to 5m. Eg. Span 4, Segment 4S1 to 4S8 at 3.75m and 4S9 to 4S20 Segment at 5m

Closure Segment Cast a) b) c) d) e) f)

Use steel false works to connect and lock the both Pier’s End Segment Advancing the Form- traveller to cast the closure segment Concreting or stich the closure segment Post tensioning works on bottom of Box Girder Dismantle of Form-Traveller Bridge Furniture installation

9

5.0

PROBLEMS OCCURRED DURING CONSTRUCTION

5.1

Site condition and weathering

Since all 9 bridge piers were constructed in the river, the construction works would be affected by tidal influence. Tidal effects can alter significantly the way in which a river behaves and hence affect construction works. The most obvious tidal effect is upon the river flow. As the tidal cycle progresses the river level will change and flow velocity will vary. The tidal effect becomes worst when existence of poor weathering. Weather could bring devastating effects to construction process. Bad weathering cannot be prevented but can be predicted. Hazards can be presented by weathering such as continues thunderstorm and extreme strong winds. Thunderstorm can make the ground slippery and make people trip and fall. Extreme wind can make vertical members collapse if they are not braced or supported. 5.2

Difficulty in pouring concrete into pile

The pile position located at middle of the river causes difficulty in transferring and pouring concrete into the pile. The distance between the pile position and the land are the main obstacle and challenge which slow down the whole construction process. Even if able to pour the concrete into the pile from land, the concrete at the bottom of the pile will harden first before the concrete at the top of the pile being poured, which may later affect concrete performance. 5.3

Pile Cleaning

For the bridge project, the pile cannot be cleaned before placing into the river since the river water will still causes contamination in the pile. The cleaning of pile is a crucial step because to provide an ideal environment for placing concrete for better strength development. However, the pile cleaning cannot be easily done solely by running water or simple manual cleaning.

5.4

Breakdown of Machinery

The challenge faced by contractor in construction is breakdown of machinery. The equipment and machinery are exposed to a number of risks inherent in their operations in addition to the exposure to natural calamities. Machinery breakdowns are always costly and time consuming to the contractors as well as for the client. This may lead to extension of time for the project which is costly and spoil reputation for the both parties. 10

6.0

SOLUTIONS PROPOSED FOR THE PROBLEMS

6.1

Solutions for site condition and weathering

The tidal effect cannot be avoided however there is a proposed mitigation: The tidal effect can be reduced by using water coffer. Enclosed water coffers are commonly used for construction and repair of oil platforms, bridge piers and other support structures built within or over water. These coffers are usually welded steel structures. The coffers are improved precast soffit panel wall and precast skirting panel design. In order to make sure the progress in on-pace, work has to be rushed to coincide with during which the weather is most likely to be favorable and to avoid scheduling major projects during times when it is most likely to be unfavorable. By analyzing historical weather data for the worksite location and consider how weather phenomena for the area would affect construction progress to plan ahead can minimize the weathering problem. In this modern world, weather forecasting is useful in planning the amount of work needed to be done by next day.

Figure 5.1: Water coffer for the pile cap’s final layer concrete pour 6.2

Solutions for difficulty in pouring concrete into pile

To make sure the concrete at the bottom of the pile does not harden first before the pouring concrete on the top of the pile, concrete with higher workability is proposed to be used. The pouring concrete into pile can be done through Tremie concrete method, as the pile interior is filled with water. Tremie concrete method uses a long vertical pipe, through which concrete is placed by gravity feed below water level. Admixtures may be used to control setting time, slump and workability. Proper vibration of the pipe may be applied to encourage slumping and leveling of the upper surface of the pour. 11

Figure 5.2: Placing spliced up Tremie pipe into pipe pile for Tremie concrete pouring 6.3 Solutions for Pile Cleaning The pile cleaning can be done by using Air-Lift Method. The mud inside the river pile can be cleaned as is opened toe pipe pile. Air-Life pipe is inserted into steel pipe pile to flush out the mud or earth. There is an air hose with compressor air channeled to internal toe of airlift pipe.

Figure 5.3: Cleaning depth of 35m from pile cut off level by Air-Lift Method 6.4

Solutions for breakdown of Machinery

To prevent sudden breakdown of machines, it is needed to have maintenances and services on the machines properly on a timely basis. It is a common mistake not to replace the part when they start to show excessive wear instead of waiting for them to break (Oberlender, 2000). However, the machinery may eventually breakdown. To worsen the case, the machinery breaks down during the crucial time would result in wasting materials and time. Any unforeseen loss or damage to machinery while at 12

work or at rest, in transit, or during overhauling, erection or dismantling occurring during the period of insurance will be insured.

7.0 CONCLUSION In conclusion, although there was a lot of problems faced during the Batang Sadong Bridge Construction Project, they had been solved properly with the full cooperation among the client, contractors, consultant, sub-contractors as well as other partied involved. The main contributing factors to the success of this project are competence & financial capability of the contractor (in time/early delivery of materials and machineries), commitment in solving site issues and ccommitment, well manage, good coordination and communication of project team. This project was also awarded “Anugerah 4 Bintang” from CIDB Malaysia which symbolized that the parties involved had fully achieved all the criteria required in Assessment of Site, Health, Safety and Environment. Full commitment of all parties involved in a construction project is important to bring a successful ending of the project.

13

8.0 REFERENCE Gould, F.E. and Joyce, N. 2011. Construction project management. 3rd ed. Boston, MA, United States: Pearson Education.

Johnston, J. E. 1981. Site Control of Materials: Handling, Storage and Protection. London: Butterworths.

Kanmozhi, G. 2014. Material Management in Construction Industry. Technology and Innovation 4, pp.1-3.

Keng, T. C. 2014. Case Studies on the Safety Management. Sustainability Science and Management , pp. 90-108.

Laws of Malaysia. 2006. Town and Country Planning Act, 1976 (Act 172). The Commissioner of Law Revision Malaysia. Malaysia: Percetakan Nasional Malaysia Bhd.

Ministry of Housing and Local Government, Malaysia. 2008. Upgrading of the Procedure on the Delivery System and Development Plan Process and the Implementation of the One Stop Centre. 2nd ed. Pusat Bandar Damansara, Kuala Lumpur, Malaysia.

Oberlender, G. D. 2000. Project Management for Engineering and Construction. Singapore: McGraw Hill.

Vinci Construction. Berjaya Times Square. Retrieved 7 November 2016, from http://www.vinci-construction-projects.com/projets.nsf/en/geographicalzones.htm?openagent&f=Berjaya%20Times%20Square,%20Malaysia.

C. Irawan, P. Suprobo, I.G.P. Raka, and R. Djamaluddin. 2015. A Review of Prestressed Concrete Pile with Circular Hollow Section (Spun Pile). Jurnal Teknologi, 72:5, pp.

115-123.

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Jan J. Hartman, P. E., Raymond J. Castelli, P. E., and Sanjeev Malhotra, P. E. 2007. ASCE.

Jabatan Kerja Raya Sarawak. 2016. Showcase Project: Construction and Completion of

Proposed

Jambatan

Division,Sarawak. Slaid.

Batang

Sadong,

Government of Malaysia.

15

Kpg.

Buloh,

Samarahan

Appendix 1:

Figure 1.1 Side and Elevation Views of Batang Sadong Bridge Design

16

Figure 1.2 Plan View of Batang Sadong Bridge Design

17