Paper No.

501+

PROJECT CONSTRUCTION MANAGEMENT OF LARGE HIGHWAYS PACKAGES

By R.N. SHARMA* CONTENTS Page
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. Introduction Project Feature and Contract Management Frame Work Program and Overall Performance Review of DPR and Contract Documents Quantity Review by Supervision Consultant Contract Condition Cost Variation Setting of Important Plants and Approval Meeting/Site Visits/Progress Monitoring/Quality Audit Trial Stretch Setting up of Site Laboratory Cash Flow Present Status of Project Fulfilment of Objectives Conclusions and Observation ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 244 245 247 249 256 258 259 263 264 265 266 266 266 267 267

SYNOPSIS
This article on Highway Construction Management has been written to bring forth the actual problems connected with Highways Project of large size with illustrations from one of the packages of Golden Quadrilateral Delhi-Kolkata Section. Efforts have been made to indicate in this Paper, the necessity of in depth review of DPR, Correlate the field conditions with provisions of DPR to minimize the possibility of complications of delay, claim, arbitration and other eventualities due to inconsistent/erroneous provisions and effect cost economy without detriment to specifications. + Written Comments on this Paper are invited and will be received upto 31st December 2004. * Resident Engineer, Meinhardt Singapore (Pte) Ltd., Allahabad.

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1. INTRODUCTION This article is related to Project Construction Management of Large Highways Packages. Observations gained out of construction scenario going on in Golden Quadrilateral (GQ) Delhi-Kolkata (D-K) Section of NH-2 with special reference to contract package III-A (km 115.000 to 158.000) have been taken for all references. Construction Management is an art of blending progress, quality and cost of project to set target/standard/financial ceiling. Devoid of any of the tri-lateral objectives is defeating construction philosophy. Progress inter-alia time is immediately transparent but quality has hidden aspect of durability which is not immediately exhibited from present indication. Cost has also incidence of claim/arbitration taking its toll afterwards. Skill of Construction Management lies, therefore, in formulation of correct orientation of construction philosophy, enforcing testing & quality system and interpreting contract/ specification clauses to meet the above objectives in short & long term. Highway construction has distinctive role of managing varied engineering discipline like, Hydrology, Mineralogy, Geotechnology, Concrete Technology for structures and pavement, Asphaltic concrete, foundation & Bridge Engineering, Mechanical faculty of planning big plants/equipments, Environmental management, Safety measures, Accounting, Computerisation of design/drawing/reporting/billing/correspondence, Personnel and procurement management and so many other things. Besides, spread of work on a longer length, Highway construction management has a difficult job in organizing different activities compared to other construction project located at one place. Construction/Contract Management should, therefore, essentially start with referring to and studying the, Detailed Project Report (DPR), Contract Drawings, Survey Data, Contract Documents, Quality Assurance Plan (QAP), Specifications and to analyse data/provisions/conditions for their total coherences. Simultaneously field reconnaissance has to be made to link up the conformity of DPR stipulations with site condition. For fulfilling aforesaid responsibility, persons entrusted with the task are called upon to look into project/contract document very analytically/critically in order to avoid/eliminate all possible factors likely to cause delay, public inconveniences & unwanted cost/claim. With this end, descriptions made in the following chapters have been presented to acquaint with the actual problems encountered while dealing with Highway Construction management. The thrust of this article is, therefore, to bring forth with actual field problems instead of theoretical matters with graphs/equations. In this exercise, there may be a few errors/inconsistencies. Learned readers will not mind.

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2. PROJECT FEATURE AND CONTRACT MANAGEMENT FRAME

2.1. The Construction Package III-A 43 km long of NH-2 (km 115 to 158) has by the way of illustration the following basic trilateral objectives and other features as shown in Figs. 1, 2, 3(a) & (b).

Fig. 1. Tri-Lateral Objectives

New Carriageway
1000

Strengthening & widening

Flexible Pavement
3000 m 8750 2.5% 1000 3% 4% 4%

Rigid Pavement
8750

3%

2.5%

Soft Shoulder Soft Shoulder

Bituminous Carpet Pavement Quality Concrete Dry Lean Concrete Drainage layer Subgrade Dense Bituminous Macadam Wet Mix Macadam Granular sub-base Subgrade

Fig. 2. Cross-section of divided four lane of package IIIA

129.200 130.800 156.45 157.05 138.0 139.6 150.0 150.5

115

143

146

Kanpur
127

Alld.

Rigid

Legends:Rigid Pavement Flexible Pavement

Fig. 3(a). Project features at DPR stage

148.140

Rigid Rigid
Gulamipur Kalyanpur

Khaga 115.000 Junction of IIC & IIIA

129.200 Flexible 127.00 115

WMM Plant at 154

Kokhraaj 158.000 Junction of IIIA & Allahabad by pass

156.45

143.00

146.00

138.0

Ajuha

Saini

139.6

157.05

130.8

150.0

150.5

Kanpur
129.400 147.640 130.400 138.200 139.585 148.140 144 158

Alld.

Malka

Crusher Plant at 122

Batching & Mixing Plant at 126.80 WMM Plant at 123

Two Crusher

Rigid
Hot Mix Plant & Camp Office at 142

Small Batching & Mixing Plant at 138

Sand Source at Jamuna River

Legends:Rigid Pavement

Aggregate source at Kabrai

Flexible Pavement

Fig. 3(b). Project features at construction stage

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2.2. For project administration, contract management frame was conceived for Third National Highway Project (TNHP) constituting the NHAI to be Employer & Chief General Manager heading WB Division & reporting to Chairman as overall incharge for project implementation. He has to be assisted by Project Director heading project implementation unit (PIU) for each package. Supervision Consultant (SC) were made part of contract management frame. Senior Resident Engineer (Sr. SE)/Team Leader (TL) was assigned to perform the role of Engineer. TL was to be assisted by Resident Engineer (RE) of each package for day to day contract administration. Assistant Resident Engineer, (ARE), Quantity Surveyor (QS), Survey Engineer (SE) and Environmental Officer (EO), office and field support staff were provided to assist RE at site level and discharge the function of setting/layout, Supervision, Quality Assurance, Measurement/Billing, Environment/safety, approval of plant/ machinery/material/mix design, approval of working/shop drawing, preparation/ transmission of change order, correspondence with contractor and overall site control. Organogram of contract management frame is shown in Fig. 4.
Employer NHAI Chairman CGM PIU Project Director Supervision Consultant (SC) Supervision Consultant Team Leader Site Office Resident Engineer

Highway Engineer

Bridge Engineer

Material Engineer

Survey Engineer

Quantity Surveyor

Environment Officer

Fig . 4. Contract management frame (CMF)

2.3. Working Structure

q

Contract of 8 packages for a total length of 477.5 km of NH-2 were put for execution under the principles/guide lines stated above. Table 1 indicates the structure of Client/Consultant/Contractor Selection of design and supervision consultant were made on the basis of prequalifications & final bidding amongst international unit under joint venture with domestic consultant in guidance of World Bank as per international competitive bidding (ICB) norms. Contractor were selected after Prequalifications and Financial bid with ICB procedures under guidance of world Bank.

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3. WORK PROGRAM AND OVERALL PERFORMANCE

In Golden Quadrilateral, Detailed project report was prepared by International Consultant in association with domestic consultant. Design consultants were engaged separately for each package as indicated in Table 1. For consultancy package TNHP/SC/3, SNC Lavalin with domestic consultant EMA were employed. Project performance of one package III-A is considered, which has comparably lesser problems and smaller length, for analysis to conclude generally what was planned for, what has been achieved and where does the project stands compared to its original DPR formulation. On execution of agreement, Supervision Consultant started work from 1st Feb.2001. Contractor IRCON also executed agreement on 10th Feb.2001. Contract drawings and all other documents were handed over. Work program 14.1 was prepared by contractor. It was examined, discussed again and again and was approved. Gist of work program of 14.1 as per original schedule, again preponing its contract completion from Feb. 2004 to Dec.2003 14.2 and thereafter rescheduling EOT with change in mile stone (LCW by 31st Dec. 2003 & RCW by June 2004) 14.2 R is produced in Table 2 alongwith achievement on quarterly basis.
q

Actual achievement indicates wide gap with respect to target and leads to inferences of either lack of seriousness for implementation or theoretical approach being adopted in framing/approving of program ignoring or under-estimating ground realities knowingly or inadvertently. This is not only the case of one package III-A but almost all the packages have the same condition rather even worse than III-A Table 3(a). Quarterly Target & achievement of six TNHP packages is produced in Table 3 (b). Target & Achievement of all the packages indicate wide gap. In beginning the achievement are too less while the target were fixed on the time prorata basis. At present, the gap is too wide to be bridged. None of the packages is on time frame despite engagements of all international norms. This may lead to infer the possible causes as (i) (ii) (iv) (v) (vi) Contractor does not respond seriously with respect to program and take casual view. Time frame is fixed impractically. Detailed project report not realistic requiring vital & substantial changes. Bidding & approving criteria of tender is not result oriented. Changes are made too casually.

(iii) Working site & decisions are not made available in advance.

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TABLE-1. DETAILS Sl. No. 1. 2. 3. Contract Name Length in km 61.6 77 43

OF

CLIENT, CONSULTANT, CONTRACTOR & C ONTRACT PACKAGE Design Consultant Sevedrup -doSNC lavalin & Engineers, Management Associates (EMA) do Cowi - Span do Ghereji - Dosctt do Supervision Consultant BCEOM -doMeinhardt Singapore (Pte) & Quest International do ICT ICT SMEC SMEC Contractor

Employer

Package II-A Package II-C Package III-A

NHAI NHAI NHAI

ITD-SDBCJV Centrodorstroy, Russian IRCON International

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4. 5. 6. 7. 8.

Package III-C Package IV-B Package IV-D Package V-A Package V-C

72 45 40 60 78.5 477.5 km

NHAI NHAI NHAI NHAI NHAI

CDS & Mukund LG Oriental Oriental PCL

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WORK PROGRAM

III-A Achievement Cumulative % 0.00 0.00 0.00 0.27 1.04

Target as per program % Sl. No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Period 14.1 14.2 Cumulative Cumulative 0.20 0.90 1.40 8.60 26.60 36.10 40.80 59.10 77.80 85.10 87.30 96.60 100 2.24 3.67 22.14 47.91 73.17 87.02 100.00 2.24 3.70 11.35 19.16 29.57 36.28 60.38 78.69 95.54 14.2 R1 Cumulative

Mar 01 June 01 Sept 01 Dec 01 Mar 02 June 02 Sept 02 Dec 02 Mar 03 June 03 Sept 03 Dec 03 Mar 04 June 04

2.97 3.83 11.23 19.37 28.67 30.82 41.05 59.06

4. REVIEW OF DPR AND CONTRACT DOCUMENTS

In accordance with required duty & function of Supervision Consultant, review & examination of DPR & Contract Document was taken-up. Otherwise also review of Drawings, Quantity, Contract Condition and their conformness to site condition is the path of prudence for meeting the objectives of: (i) Bringing forth the real situation before launching of project on ground. (ii) To suggest improvements for better usefullness out of project within same cost/condition. (iii) To recommend proposals for needed changes out of DPR provisions. 4.1. As per Supervision Consultancy contract, limited design review for bridges, pavement and other items was to be made by design review committee. In this process, design review was made and recommendations were considered by NHAI. Few important points considered and decision taken is noted in Table-4.

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TABLE-3(a). D ETAILS Sl. No. 1. 2. 3. Consultant package number TNHP/SC/1 TNHP/SC/2 TNHP/SC/3 Contract Name

OF

CONSTRUCTION Length km 61.60 77.00 43.00 72.00 45.00 40.00 338.60

TIME AND

PROGRESS

OF

TNHP % Period elapsed as on 31.3.04 87.80% 83.30% 105.55% 83.30% 100% 100% % Progress achieved as on 31.3.04 44.59% 14.93% 59.06% 25.34% 30.35% 52.12%

Completion Period Start End Aug.04 Oct.04 Feb.04 Oct.04 March04 March04

IIA 393 to 370 IIC km 38 to 115 IIIA km. 115 to 158 IIIC km 245 to 317 IVB km 65 to 110 IVD km 140 to 180 Total

March01 April01 Feb.01 April.01 March01 March01

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TABLE-3 (b). QUARTERLY TARGET & ACHIEVEMENT Sl. No. T 1. 2. 3. 4. 5. 6. 7. 8. June02 Sep.02 Dec.02 March03 June03 Sep.03 Dec.03 March.04 31.68 33.12 42.06 53.53 64.12 69.06 77.31 91.22 Period Quarterly II A A 7.90 11.30 16.20 22.63 28.28 32.12 38.14 44.59 T 6.53 10.11 24.90 39.32 48.83 60.97 74.74 84.03 II C A 1.40 1.89 2.63 4.07 6.94 9.04 12.59 14.93 T 2.24 3.70 11.32 19.13 29.54 36.25 60.35 78.66

OF

TNHP

Progress of Package III A A 2.96 3.88 11.22 19.36 28.66 30.82 41.68 59.06 T 1.87 7.74 22.98 40.2 49.67 68.20 75.81 III C A 1.79 3.24 6.04 13.67 16.94 21.15 25.34 T 9.86 9.86 26.76 42.78 59.59 59.59 73.41 88.34 IV B A 7.03 7.86 9.40 13.99 17.88 20.20 23.00 30.35

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Design review committee recommendations importantly to technical issue of changing pile foundation to open box culvert for 138/2 & 144/1 [Sl 13.1 & 14.1] Table-4 was totally in tune with site condition. It was in fact not sound & convincing to provide about 17 m depth pile foundation structure on canal having non-silting/non-scouring section. The canal in instance case remains dry. Similar is the case of other channel. Provision for initial and routine pile testing (vertical & lateral) was made in BOQ for Rs. 20.04 lakh for two structures of 13.5 m (3x4.5) and 12 m (2x6). This was as good as about 50 per cent of cost of main structure. Recommendation of raising road level from 122 to 125 [Sl 1.1] was reasonable but it failed to consider the identical problems of adjoining km. Besides it had no back-up of any HFL/water level consideration. This
TABLE-4. R ECOMMENDATION & DECISIONS Item No. 1.1 Description & Recommendation Decision of NHAI

Raising road level to avoid submergence between km 122.00 to km 125.00 and avoiding raising road levels in built up areas Additional culvert of 2.0 m x 2.0 m at chainage 123+500 (124/1b) Increased waterway for culverts 124/1 and 126/2 Lowering the proposed road level in built up area to match with the proposed level of service road. Replacing retaining wall with upstand kerbs with channel. Replacing Flexible Pavement with rigid Pavement on LHS in buit up area (Symmetrical widening area) Designing and providing new three cell/ span bridge for both carriageways on open foundations in place of single span bridge for LHS carriageway on pile foundations Providing 2 cell box culvert for LHS side carriageway in place of single span on pile foundation.

Accepted

2.1 2.2 7.0

Accepted

Accepted and the revised cross section to be as per sketch No.1 Accepted and same type to be provided for RHS built up areas also Accepted

11.1

13.1

14.1

Accepted

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was, however, taken care of while redesigning entire profile as explained in following para 4.2.
q

Recommendation for changing DPR provision of flexible pavement with rigid pavement in market/town was accepted for left side carriageway. It did not deal with the problem of flexible pavement, culverts and general road profile. These were taken care of subsequently. 4.2. Subsequent Review and Changes by Client/Supervision Consultant

4.2.1. Review of road level: The finished Road Level (FRL) for New Carriageway (NCW) had been decided principally to match with the existing road level which was practically either at ground level or only about 30 to 40 cm above. This was not at all adequate for giving specified free board. Rather subgrade layer was falling below ground level. This was tending to be unsound pavement design of placing new lanes rigid pavement on subgrade/drainage layer lying in wet/saturated zone. IRC:37-2001 provided minimum free board of 60 cm from bottom of subgrade in stead of from top of Subgrade adopted previously. This point was actively taken-up by supervision consultant during the site visit of Chief General manager (CGM) in the month of Nov.2001 who was convinced for providing FRL to take care of free board. In this context instruction was issued by CGM to revise FRL to incorporate provision of IRC:372001 for free board. This led to refixation of FRL in supersession to Road Level approved in contract drawing. The burden for refixing the FRL was entrusted to Supervision Consultant (SC). This exercise was taken up and FRL of entire road was modified/approved. This decision had far & wide effect in project worthiness. At the same time it caused quantity push. Provision of embankment soil in DPR/BOQ was totally unrealistic to only 72,244 m 3 on assumption of av. 10 cm. filling on side land which remains lower to ground level due to taking out soil for repair/maintenance of road. This was not enough to compensate even the clearing/grubbing quantity. Provision of embankment quantity of DPR was thus imperative to be revised. Variation in quantity to 5,22,000 cum has to be, therefore, considered against, provision of 72,244 m3. 4.2.2. Review of rigid pavement to flexible km 115 to 127: In view of preponing completion schedule to December 2003, contractor proposed for change in Rigid Pavement to Flexible Pavement in Right Side km 115 to 127. It was accepted in principle and detailed proposal was asked from contractor. This was submitted by Contractor and was examined by SC and reviewed by client. After analyzing all the points and its cost implications, flexible pavement composition on CBR of 5 per cent and traffic intensity of 150 msa was approved

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by NHAI. There was anticipated saving of about 30 million on account of change from Rigid to Flexible consisting of GSB-300 mm, WMM-250 mm, DBM-170 mm, BC-50 mm, making total 770 mm. 4.2.3. Change in pavement composition of km. 127 to 158: Pavement composition for overlaying and widening portion in contract drawing was not in proper match & impractical in working. Layer thickness differed in overlay and widening portion. It also missed the important consideration of requirement of mechanical construction by single 8.5 metre paver. This was the gross shortcoming of pavement composition. Typical cross section comparing contract and modified provision is presented Figs. 5(a) & 5(b). It also provided varying arrangement from km to km, which was not in working conveniences. Profile Correction Course (PCC) was discussed in DPR but neither its methology nor quantity was provided. This was being pointed out by Contractor. Quantity of PCC for changing present di-camber nature to uni-camber, bringing undulating longitudinal profile to proper grade was missing in drawing and estimate. This was a major shortcoming of DPR. Modification in pavement details was, therefore, imperative. The exercise was made by Supervision Consultant. Entire Proposal was threadbare studied & pavement composition was finalized after lot of exercises with cost implications. It was finally approved by NHAI after lot of discussion on its technical & financial justification. Few typical cross sections of contract drawing and modified subsequently is placed Figs. 5(a) & 5(b).

Central Widening Portion

BC 50 DBM 300 mm WMM 300 mm GSB 300 mm Subgrade 500 mm

Central Widening Portion

Selected Soil
Overlaying Widening
BC 40 DBM 260 WMM 320 GSB 450 DBM 300 mm WMM 320 mm GSB 460 mm Subgrade 500 mm

Selected Soil

BC 50 DBM 170 WMM 250

GSB 300

Selected Soil
Subgrade 500

Overlaying

BC 40

Widening

DBM 300

Selected Soil

DBM 130

WMM 250 GSB 200

Subgrade 500

Fig. 5(a). Typical cross-section as modified provision

Fig. 5(b). Typical cross-section contract provision

as

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4.2.4. Retaining wall and railing: Contract drawing number NHAI/NH2/ Pkg-III/Cross Sec./4, NHAI/NH2/Pkg-III/Retaining/1 & retaining wall between main carriageway & service road in Fig. 6.
300

Cover 50 mm

Main Carriageway
Mild Steel Railing 1.2 m High 250 500 4% 4%

Vertical Bars 16mm 300 mm c/c Dist. Vertical Bars 10 mm 300 mm c/c

Main Bars 16 mm 100 mm Main Bars 14 mm 150 mm 10 mm Distr. Bars 200 mm c/c

Cross-Section

10 mm Distr. Bars 250 mm c/c

Main Bars 16 mm 100 mm c/c

Fig. 6. Cross-section of retaining wall (contract drawing)

Further there is another drawing no. NHAI/NH2/Pkg-III/RD-1 for Railing details Fig. 7.

150 Hume Pipe

2000 200 2000 200

75

50 x 6 Flat Steel

800

425

M-15 Concrete

6 mm dia bar
150

300

Elevation Detail

Fig. 7. Railing details as contract drawing

150

Retaining wall

300

16 mm 100 mm c/c

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BOQ item no. 5.(46) incorporates rate/m for M.S. prefabricated mesh fencing for 18000 m@ Rs.1127/= per meter for total value of Rs. 20.556 million. Again item no 7.02 (a) to (d) provides concrete quantity to be paid in cum valued for Rs. 65.112 million for length of 18000 meter. Logic of Retaining wall in 18000 metre and again provision of railing with foundation shown over retaining wall is not understandable. Further the operational problem was not at all taken into consideration while incorporating items in contract. To avoid the above problems, solid separation barrier was thought befitting to be provided in view of site conditions and cost effectiveness as well. 4.2.5. Drains: Contract drawing indicated below Figs. 8 (a) & 8 (b) provided trapezoidal section of reinforced concrete for length of 18,000 m on linear meter basis. Reinforcement details are not clear. 6mm rod was also indicated as main reinforcing bar. Contractor suggested for change in shape of drain from trapezoidal to rectangular in view of working facility, and also to decrease the land requirement which is too tight in market area.
12 mm T @ 100 c/c

1500
8 @ 150 c/c 12 @ 200 c/c

8 mm T @ 200
12 mm T @ 200 c/c

1000 150
8 mm T 150

100 150

RCC (M15)

600

12 @ 100 c/c

600 100

6 mm @ 200 c/c

800

50
100 Crushed Granular Material
6 mm @ 300 c/c

8 mm T @ 300 c/c 550 mm Hounch 8 mm T 150 c/c

50 50

800

38T

Fig. 8(a). Contract drawing

Fig. 8(b). Proposed drawing

4.2.6. Design/drawing of junctions: DPR drawing for junctions and its details was typical without site details. In this view junction drawing/design has to be carried out afresh for each location separately as per land availability & site condition. This exercise is significant as there were 56 junctions of all varying nature. Specific Drawing/Design was carried over and approval accorded. 4.2.7. Drawing/details of utility duct: There was general guidelines for utility duct with one typical section. Based on actual requirement of length, height, detailed working drawing for 42 locations separately was to be framed. Specific drawing for each location was approved. Besides, at four location irrigation channel has to approved. Working drawings for 46 structures is too much substantial works.

700

250

4-8 T on each

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4.2.8. Bridges & culvert: D.P.R. for Bridge & Culvert was lacking in giving clear details and conclusive findings about reconstruction/repair/retention amongst existing 62 number culverts. Quantity provided in BOQ was neither clear nor realistic and repair suggested was all the more unpractical for small box culverts at 60 locations. Treatment of Fusion Bonded Epoxy Coated [F.B.E.C.] steel costing Rs. 51.08 lakh was also provided in BOQ for repair. Measures suggested for widening by dismantling wing wall and then reconstructing narrow strip of abutment & slab and wing wall was neither a good technical solution nor practical step. Repair of cracks, leached spalled & honey combed concrete surface including exposed steel and other infirmities were suggested by injection of epoxy resin, guniting cement mortar with compressor in small culvert of about 2 m x 2 m size without considering the complexity of carrying out such small works at various locations. Invert level of existing culvert had undergone vast changes with respect to local levels. Under such site condition and practical problems, it was examined with cost analysis, working problem, durability aspects and was found much more worth to reconstruct the existing culverts than to repair & keep in weak condition. With exercise made on above line, it was found that the cost of fresh construction of culverts on left and right side remain within budgetary ceiling after taking all plus & minus fluctuations related to Bridges & Culverts work. Drawing for box culverts were not furnished separately for each culvert. Instead, a statement giving box thickness & reinforcement for different sizes were supplemented. Construction work in field can not go with statement but it will require drawing with every minor details duly approved & authenticated. In the event, drawing for each box culvert has to be framed, checked and approved after working out details from statement with needed inter/ extrapolations.
5. QUANTITY REVIEW BY SUPERVISION CONSULTANT

5.1. Obvious inconsistency in quantity provided in BOQ specially Embankment, Subgrade, GSB/DL was observed. Just to illustrate subgrade quantity, typical cross section (Fig. 9) will clearly vindicate the position. Quantity of Subgrade Per meter = (12.61 + 13.61) x x 0.5 = 6.80 cum Quantity Per km = 1000 x 6.80 = 6,800 cum On above consideration for 43 km length LCW and 12 km. new construction in RCW, quantity of subgrade will be 374,500 m3 (55 x 6,800). Requirement for widening in remaining 31 km in R/S and service road in

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Earthen shoulder
330 mm PQC 150 mm DLC 200 mm DL 12.61 m 500 mm Subgrade

13.61 m

Fig. 9. Typical cross section

18 km. length is over and above. The total quantity thus comes to 477,358 cum. As against this quantity, provision in BOQ stands for only 117,854 m 3. Similar is the instance importantly in embankment, DL/GSB as indicated in Fig. 10.

Qty in thousand m

5,22,000

4,77,358 3,04,086

204,615

1,17,854 72,244

Work items
Fig. 10. Quantity fluctuation

5.2. Cement Modified Soil Provision was made in BOQ [item no 2] for construction of Subgrade with cement modified soil of 150 mm thickness with 98 per cent soil & 2 per cent cement as clause 305.7.7 having CBR not less than 10 per cent in laboratory. Field CBR after laying was not quantified. Technical Specification 305.2.1.5 laid down criteria for material to be used in Subgrade to satisfy the design CBR of 6 per cent. Design of flexible pavement is based on CBR value of 5 per cent

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only. When the required CBR value for pavement as per design was 5 per cent against which as per contract condition soil having minimum value of 6 per cent is to be used, necessity of cement modified soil for increased value of CBR is not established. In this view, the provision of cement modified soil was not favoured which was financially also not beneficial with rate of Rs. 273/- per cum against soil Subgrade of Rs.117/- per cum. This item of 50,486 cum was, therefore, not activated resulting into substantial saving. 5.3. Loosening/Re-compacting (L/R) Subgrade with 10 per cent Sand BOQ item (2.05) is related with L/R with 10 per cent sand [quantity 44,833 cum] with rate of Rs.74/- per cum. CBR of soil of existing layer to be loosened and re-compacted was tested out and was observed to be more than6 per cent. As CBR of virgin soil to be loosened and re-compacted is found itself more than required, necessity of operating this item was not considered worth and was deleted. The rate of loosening/recompacting without sand was freshly analysed and decided at Rs.33.97 per cum which goes in appreciable saving. 5.4. DPR provided two number of subways for pedestrian crossing. The operational functioning of subway was dependent on pumping of accumulated water and electric supply for all the 24 hours. These two things are impractical to be achieved at such small places. Maintenance of such subway was thought totally impractical. This was, therefore, deleted. The BOQ (item 8.10) provision for this item was Rs.77.90 lakh. 5.5. Similarly there was provision of signaling arrangement at intersection. In view of frequent & long power cut, this was thought un-operable and was deleted. BOQ item no 8.11 provided Rs. 27.06 lakh for this work.
6. CONTRACT CONDITION

6.1. Clearing and Grubbing MOST Clause 201.1 for removing top soil was modified from maximum 150mm to minimum 150 mm without making any changes in other clauses specially in payment Clause 305.9.1. This issue remained point of confusion leading to claim/arbitration. 6.1.1. Technical specification clause 903.5.2.5 New Clause to temperature measurement provides for temperature reading for three days at three spots at commencement, in the middle and completion of placing concrete. The clause

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is silent on how and what to deal with and to draw inferences from the result. Similarly New Clause 602.10.5.6 has also been introduced indicating that in case of temp exceeds 700 C, trial stretch has to be condemned. The above two clause requires to be clubbed to stand in proper order. 6.2. Change in Contract Condition 6.2.1. Mile stone: Contract provides Mile Stone completion in three section which was changed to two section as given in Table-5.
TABLE 5 Contract Mile Stone Sl. No. Section Before EOT Date After EOT Modified Mile Stone Sl. Section No. Date

1. 2. 3.

Sec.I km 15 months 15 months 115 to 129 9.05.02 30.09.02 Sec.II km 129 to 145 Sec.III km 145 to 158 11 months 09.04.03 10 months 09.04.04 11 months 31.08.03 10 months 30.06.04

1 2

Left Carriageway km 115 to 158 Right Carriageway km 115. to 158

31.12.03 31.12.03 30.06.04

6.2.2. Minimum amount for IPC: As per appendix to Bid, the minimum amount required was 10 million which was changed to 5 million till 30 per cent progress achieved.
7. COST VARIATION

Write-up above will lead that this contract package III-A had undergone a substantial changes. Consistent process was, however, maintained to monitor the cost incidence on the project regualarly before any variation is finalized. Quantity recapitulation was made a normal process. At present the latest cost projection after taking into consideration of all plus and minus variations already accrued and likely to take place. Cost variation at present indication may be to the order of (-) 4.12 per cent as presented in Table-6. 7.1. Work Supervision and Quality Assurance 7.2. Procedures The important & crucial part of construction management is the expediency and degree of supervision to sustain the progress and quality in order to avoid/eliminate chances of rejection of work done on account of nonconformity. To meet this objective, the following procedures were adopted.

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(i) (ii) (iv) (v) (vi)

Work execution schedule for next day and submission of request for inspection (RFI). Daily observation report on RFI. Daily joint measurement. Repeat/review system in case of any confusion/dispute. Approval of source of all type of materials from water, soil, to all other inputs.

(iii) Daily joint testing & approval of executed/finished work.

(vii) Approval of Mix design, MDD/OMC, Gradation and other parameter for all input material. (viii) Routine checking of material during use on daily basis. (ix) (x) Outside testing from reputed laboratory for proprietary materials. Approval of important plant and machinery to be used in work.
TABLE 6. COST ESTIMATE (ANTICIPATED ) Sl. No. 1. 2. 3. 4. 5. 6. 7. 8. Item Site clearance Earth work Shoulder, subbas, base Bituminous road/ concrete pavement Bridge & Culvert Road Junction Drainage & protection work BOQ Provision in million 11.888 49.600 332.243 1005.997 189.900 5.667 98.384 Anticipated cost in million 9.552 95.886 364.133 961.488 108.900 2.930 91.077 46.473 Remark

Traffic sign, 56.970 markings & other road appurtenances Miscellaneous Day work Total after rebate of 2 per cent 152.968 12.623 1798.55 million

9. 10.

79.231 0.490 1,724.53 million

Variation 4.12 per cent

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7.3. Supervision and Approval of Work Above are the broad working procedures framed for expedient qualitative execution of work without conflict/confusion amongst contractor/consultant/ client. Serial (i) to (v) are related with daily field supervision works while (vi) to (x) are pre to field work to establish bench mark for materials to be incorporated in main work. For the supervision works 8 number Field Engineers, 3 Lab Technicians, 2 Quality Control Engineers, 3 Surveyors, one number each Highway, Bridge, Material & Survey Engineer alongwith one Quantity Surveyor, one environment officer total 22 Consultants are daily on work schedule to perform supervision. What do the working group of 22 persons perform may be general curious query. It may be summarized like that each piece of work planned/requested by contractor has composite functions of (i) Supervision for workmanship (ii) Level checking & its computation (iii) quality checking (iv) Quantity Assessment and (v) Reporting. Number of request for inspection of piece of works on quarterly basis is presented to project the quantum of work, Fig. 11.
3000 2500 2000 1500 1000 500 0
Jan - mar '02 April-June 02 Aug-Sep'02 Oct-Dec'02 Jan-mar03 Apr-June'03 Jul-Sep-03 Oct-Dec'03

2144 1508 1198 1082 1198 1376 1051

2332

Fig. 11. Requests for supervision and approval

On aggregation total number of piece of work planned by Contractor and requested for inspection /supervision is 12695 in two years. This is about average 20 requests per day for supervision requiring each request the following five type of work to be performed to give it final disposal. (i) (ii) (iii) (iv) (v) Supervision of work & checking of workmanship. Checking of levels and its computation. Quality checking. Quantity assessment. Reporting.

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This is just to illustrate the volume of work to be disposed in course of supervision of work. 7.4. Quality Assurance Full description of QA/QC is neither desirable nor required in this paper. Gist of the work is only illustrated to indicate generally the nature and quantum of work. 7.4.1. Embankment and subgrade quality control: Each layer of Embankment & Subgrade was tested for its approval. Altogether 12745 individual specimen test to constitute 2,324 sample test was performed for quantity of embankment of about 3,29,000 cum. This works out to be one specimen density determination for about 26 cum of embankment soil. Similarly 15441 specimen density determination test constituting 2,449 sample test was performed for quantity of Subgrade of 2,83,000 cum. This gives one specimen density determination for about 18 cum of Subgrade. Before taking-up embankment/Subgrade work, approval of Borrow Area was given after performing number of test for judging its suitability on MDD/OMC, consideration. 100 Borrow area for embankment and 92 for Subgrade was conducted, Fig. 12.

20000 15441 15000 10000 12745

125 100 100 75 50 92

5000 0 Embankment Subgrade

25 0 Embankment Subgrade

Field Compaction test Fig. 12

MDD/OMC of Borrow area

7.4.2. Similar tests for other activities of work were performed. Only gist of test done for important items is furnished to show the quantum in Table 7.

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TABLE -7 Sl. No. 1. 2. 3. 4. 5. Work Particulars Sample result 393 187 89 Specimen test 2246 1033 486 2247 962

Drainage layer Granular sub base WMM 28 days compressive strength of structural concrete 28 days compressive strength for PQC

8. SETTING OF IMPORTANT PLANTS AND APPROVAL

All the important plants like Concrete Batching & Mixing, Asphalt, Crusher were imported one. Paving machines for Cement Concrete PQC, DLC, Asphalt and WMM were also imported one. Performance of all the plants & paver were seen and approved, Table 8.
T ABLE -8 Sl. Name of Machine No. 1. Concrete Batching & Mixing Plant Concrete Batching & Mixing Plant 2. 3. 4. 5. 6. 7. 8. 9. Crusher Hot Mix Plant (HMP) Paver-2 Slipform Paver (CCPT) Paver- WMM Paver Paver Bit Paver Paver- DLC Paver Roller (Vibratory Compactor) Wet Mix Plant Capacity Number Remark

120 m 3/h 20 m3 /h 125TPH 160TPH 200 m /h 50 m3 /h 60 m /h 80 m /h 80 m3 /h 100TPH

3 3 3

2 1 3 1 1nr. - 8.5 m wide 1nr. - 9 m wide 1nr. - 9 m wide 1nr. - 9 m wide 10 2

Italy India Finland Korea Germany Switzerland Switzerland Switzerland India India

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9. MEETING/SITE VISITS/PROGRESS MONITORING/QUALITY AUDIT

For accomplishment of such task with meeting objectives of progress, Quality, Cost meetings, site visit, monitoring and quality audit is the most essential ingredient. Table-9 will indicate the exercise made in this connection.
TABLE9. ABSTRACT Sl. No. Particular
OF MEETING / SITE VISIT / MONITORING / AUDIT

Number of Meeting

MEETING 1. 2. 3. 4. Honble Minister Meeting DRB Meeting Project Director Meeting Weekly Progress Meeting SITE VISIT 5. 6. 7. 8. World Bank Site Visit MOEF Visit Ministers technical Advisor site visit NHAI site visit M ONITORING 9. 10. 11. 12. 13. Daily progress report Weekly progress report Monthly progress report Quarterly progress Environment Report QUALITY A UDIT 14. Quality Audit and project surveillance by Engineers India limited. 2 times (i) 12 May to 16 May 03 (ii) 24-25 August 2003 Once on 12.3.2004 596 nr 81 nr 33 nr 10 nr 10 nr 7 times 2 times 3 times 4 nrs 4 nr 16 nr 6 nr

15.

CRRI Audit

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10. TRIAL STRETCH

Trial Stretch for all important activities like DLC, PQC, DBM, GSB, DL was made away from permanent work. DLC, PQC trial stretch was made at plant site simulating the condition for main work. After watching the performance of Plant, Paver, & workmanship, of trial stretch, (Photos 1 to 3) approval was given for proceeding on permanent work.

Photo 1. View of DLC trial stretch

Photo 2. View of PQC trial stretch

Photo 3. View of DBM trial stretch

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11. SETTING UP OF SITE LABORATORY

For Routine tests site laboratory was established. One main laboratory for Soil, Aggregate, Bitumen was set-up at km 142. Another main laboratory for concrete work (PQC) was established at km 126.800. Two mini laboratory was also set-up at WMM site km 123 and 154.
12. CASH FLOW

To keep the cash flow, mobilization advance was granted immediately after agreement to the 10 per cent of contract value. Machinery advance was granted as and when machines were brought/installed at site. Till date five running payment has been made and sixth (final) for balance amount upto ceiling of 10 per cent contract value is under consideration. Progress payment after agreement (Feb01) to October 01 was not preferred to by contractor. IPC started from Nov01 and since then monthly payment is being made. Total 29 IPC has been paid upto March04. Payment detail in Figs. 13 & 14.
1800 1600 1400 1200 1000 800 600 400 200 0

1798.55 1217.45

Amount in million

Amount in million

360 355 350 345 340 335 330

359.71

344.72 340.36

Progress Payment Item Contract amount Payment Amount

Total Advace

Items

Ceiling amount Payment amount Recovery amount

Fig. 13. Cash flow upto March 2004

Fig. 14. Advance upto March 2004

13. PRESENT STATUS OF PROJECT

Extension of Time (EOT) Contractor requested for EOT of 21 month 20 days i.e. upto Nov 2005 against contract date of completion 09.02.04. EOT was granted for 4 months 20 days i.e. upto 30.06.2004. Progress achieved upto March.2004 is only 65.00 per cent. Target of June now appears difficult and may extend. Contractor has already applied for will of time upto 31.3.05. With present indication, work will require time upto 31.12.04.
q

Anticipated Construction Cost and time: At present Revised amount is anticipated as 1,724.53 million against 1798.55 million.

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Trilateral project objective as anticipated at present in Fig. 15. Construction schedule and progress achieved is running much behind the target, completion time may prolong upto December 2004.
14. FULFILMENT OF OBJECTIVES

From the facts placed in chapter it is evident that none of the project is free from time over run and Quantity/cost variation. Time & Cost over run for III A with respect to contract is shown in Fig. 16.
As Per Contract As Anticipated
n io ill 3m .5 t s 24 17 Co
Ex tra Hi Qu gh Q ali A, ty Q4

Time 46 months 24 day

Fig. 15. Tri-lateral objective

46.8 50
Time in months

36
Cost in million

1850 1800 1750 1700 1650

1798.55 1724.53

40 30 20 10 0 Construction period Original time Anticipated time

Cost Original Cost

Anticipated Cost

Fig. 16.
q

The condition of all the 8 packages taken under TNHP will still be worse compared to package III A which is small one and having lesser problem. Some of the package may take 60 to 70 per cent excess time with respect to contract period.
15. CONCLUSIONS AND OBSERVATION

(i)

At the planning stage, idealistic assumptions are planted in programming but during implementation it fades away giving way to pragmatism. Providing construction site free of incumberances remains unfulfilled. This problem presents physical obstruction in work and induces psychic feeling of lack of urgency. It gives long rope of excuses for the contractors.

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(ii)

The genuine facts of probable time required for: (a) Arranging private land by contractor for plant sites, godown, office/ laboratory at different locations and formalizing amicable settlement with land owners and lease of private land for embankment/subgrade soil Procurement of imported plant, their commissioning by foreign mechanic and getting foreign parts Getting quarry lease, explosive permit etc. remain unevaluated and are assumed mostly on theoretical minimum consideration which results subsequently in starting work belatedly.

(b) (c)

(iii) Main contractor take leisurely view in completing pre construction work even after taking Mobilisation advance and remain looking for subcontractor to do whole or part of these works. The practice of disbursement entire amount of Mobilisation is not conducive. It requires phasing installment-wise after utilization. (iv) Joint venturing/sub contracting induces double/triple agency system of sharing profit leaving reduced fraction to actual field contractor. The situation impliedly induces non-responsive trend resulting in delay and conflict in quality adherence. Awarding contract without any rider of lower limit of bid price with respect to estimated cost is one of the important factors for delay, litigation and other malaises. Bidding price below the limit of schedule amount is, in general, expression of emotive disposition of contracting unit for entering into agreement anyhow and settle the matter subsequently by fair or foul principle. To curb this tendency and for getting workable rate, present system requires to be modified with rider of lower limit of rate for quoting/ acceptance. Procedure for quoting rates in bid requires simplification in term of percentage of BOQ rates of bid document. Alongwith operative items related to specific contract for main tender evaluation, list of other common items with BOQ rate should also form part of bid to apply same percentage in case of their activation as varied items. This will reduce a lot of labour loss on analysis, its examination at various stages and also will avoid chances of misuse of discretion in rate decision.

(v)

(vi)

(vii) Quality of DPR in term of technical solution in conformity to site, Quantity estimation has not picked-up as required. Quantity approved in BOQ is contractually validated and in case of any change requires proper justification thereafter. Such Justification requires a lot of paper hunting

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and may not also present good account either for Design or Supervision Consultant. The present system of preparation of DPR is giving more attention on artistic presentation instead of quality technical content befitting to field reality. Quantity calculation specially of embankment, excavation, dismantling, Bridges/Culverts suffer & differ most glaringly. (viii) Supervision Consultant duty and responsibility in all fairness extends to analyse the provision of DPR very critically and correlate with field conditions and effect such changes procedurally for maximum benefits out of the project. Illustrations of the contract package IIIA may strengthen this argument. (ix) Economy is the central theme of all investment and so to Highway Project. Cost economics of any project must have strong base after analyzing two/ three alternative proposals. DPR must highlight and project the cost economics of the recommended technical solution with respect to other alternative in its support. Decision taking process requires to be made more expeditious. Presently it involves too many offices like secretarial procedures. This is totally non-conducive for big projects involving such machinery deployment for fast track construction. Decision taking process requires procedural simplification. Presence/visit of concerned persons from design consultant of DPR should be made essential to clarify/explain the provision during construction.
REFERENCES 1. Contract agreement for supervision Consultancy Package No. TNHP/SC/2 Detailed Project Report (DPR) of Package A (km. 115.000 to 158.000) IRC:372001.

(x)

(xi)

2.

3.