PMC For Projects

Paper No.
501+
PROJECT CONSTRUCTION MANAGEMENT

OF LARGE HIGHWAYS PACKAGES
By
R.N. SHARMA*
CONTENTS
Page
1.
Introduction
...
...
244
2.
Project Feature and Contract Management Frame
...
...
245
3.
Work Program and Overall Performance
...
...
247
4.
Review of DPR and Contract Documents
...
...
249
5.
Quantity Review by Supervision Consultant
...
...
256
6.
Contract Condition
...
...
258
7.
Cost Variation
...
...
259
8.
Setting of Important Plants and Approval
...
...
263
9.
Meeting/Site Visits/Progress Monitoring/Quality Audit
...
...
264
10.
Trial Stretch
...
...
265
11.
Setting up of Site Laboratory
...
...
266
12.
Cash Flow
...
...
266
13.
Present Status of Project
...
...
266
14.
Fulfilment of Objectives
...
...
267
15.
Conclusions and Observation
...
...
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.
244
SHARMA ON
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.
OF
LARGE HIGHWAYS PACKAGES
245
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
Rigid Pavement
3000 m
4%
2.5%
3%
1000
8750
8750
4%
2.5%
3%
Soft Shoulder
Soft Shoulder
Bituminous Carpet
Pavement Quality Concrete
Dense Bituminous Macadam
Dry Lean Concrete
Wet Mix Macadam
Drainage layer
Granular sub-base
Subgrade
Subgrade
127
Kanpur
Rigid
Legends:Rigid Pavement
Flexible Pavement
148.140
Fig. 3(a). Project features at DPR stage
Alld.
Batching & Mixing

Plant at 126.80
WMM
Plant at 123
Two Crusher
Small Batching &

Mixing Plant at 138
148.140
147.640
158
144
138.200
139.585
129.400
130.400
Kanpur
Crusher
Plant at 122
157.05
156.45
150.5
150.0
146.00
Saini
139.6
Ajuha
Kokhraaj 158.000
Junction of IIIA &
Allahabad by pass
WMM
Plant at 154
Kalyanpur
138.0
130.8
129.200
127.00
Flexible
115
Rigid
Gulamipur
Rigid
143.00
Khaga 115.000
Junction of IIC & IIIA
Malka
Rigid
Hot Mix Plant &
Camp Office at 142
Sand Source at Jamuna River
Legends:Rigid Pavement
Aggregate source at Kabrai
Flexible Pavement
Fig. 3(b). Project features at construction stage
157.05
156.45
150.5
150.0
146
143
138.0
139.6
129.200
115
130.800
Fig. 2. Cross-section of divided four lane of package IIIA
Alld.
246
SHARMA ON
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
Supervision Consultant (SC)
NHAI Chairman
Supervision Consultant
CGM
Team Leader
PIU
Project Director
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
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.
OF
247
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.
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)
Contractor does not respond seriously with respect to program and

take casual view.
(ii)
Time frame is fixed impractically.
(iii) Working site & decisions are not made available in advance.
(iv)
Detailed project report not realistic requiring vital & substantial

changes.
(v)
Bidding & approving criteria of tender is not result oriented.
(vi)
Changes are made too casually.
248
TABLE-1. DETAILS
OF
CLIENT, CONSULTANT, CONTRACTOR & C ONTRACT PACKAGE
Sl.
No.
Contract Name
Length
in km
Employer
Design
Consultant
Supervision
Consultant
Contractor
1.
Package II-A
61.6
NHAI
Sevedrup
BCEOM
ITD-SDBCJV
2.
Package II-C
77
NHAI
3.
Package III-A
43
NHAI
SNC lavalin &

Engineers,
Management
Associates (EMA)
Meinhardt
Singapore
(Pte) & Quest
International
IRCON International
4.
Package III-C
72
NHAI
do
do
CDS & Mukund
5.
Package IV-B
45
NHAI
Cowi - Span
ICT
LG
6.
Package IV-D
40
NHAI
do
ICT
Oriental
7.
Package V-A
60
NHAI
Ghereji - Dosctt
SMEC
Oriental
8.
Package V-C
78.5
NHAI
do
SMEC
PCL
-do-
Centrodorstroy, Russian
SHARMA ON
477.5 km
-do-

TABLE-2. DETAILS
OF
OF
WORK PROGRAM
OF
III-A
Target as per program %

14.1
14.2
Cumulative Cumulative
249
14.2 R1
Cumulative
Achievement
Sl.
No
Period
Cumulative
%
Mar 01
0.20
0.00
June 01
0.90
0.00
Sept 01
1.40
0.00
Dec 01
8.60
0.27
Mar 02
26.60
June 02
36.10
Sept 02
40.80
3.67
3.70
3.83
Dec 02
59.10
22.14
11.35
11.23
Mar 03
77.80
47.91
19.16
19.37
10
June 03
85.10
73.17
29.57
28.67
11
Sept 03
87.30
87.02
36.28
30.82
12
Dec 03
96.60
100.00
60.38
41.05
13
Mar 04
100
78.69
59.06
14
June 04
95.54
1.04
2.24
2.24
2.97
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.
Sl.
No.
Consultant
package
number
Contract Name
1.
TNHP/SC/1
IIA 393 to 370

IIC km 38 to 115
2.
TNHP/SC/2
3.
TNHP/SC/3
OF
CONSTRUCTION
Length
km
TIME AND
PROGRESS
End
61.60
77.00
March01
April01
Aug.04
Oct.04
87.80%
83.30%
44.59%
14.93%
IIIA km. 115 to 158

IIIC km 245 to 317
43.00
72.00
Feb.01
April.01
Feb.04
Oct.04
105.55%
83.30%
59.06%
25.34%
IVB km 65 to 110
IVD km 140 to 180
45.00
40.00
March01
March01
March04
March04
100%
100%
30.35%
52.12%
Total
338.60
Period Quarterly
TNHP
Progress of Package
II A
June02
Sep.02
Dec.02
March03
June03
Sep.03
Dec.03
March.04
OF
% Progress
achieved
as on 31.3.04
SHARMA ON
Start
% Period
elapsed as
on 31.3.04
No.
1.
2.
3.
4.
5.
6.
7.
8.
TNHP
Completion Period
TABLE-3 (b). QUARTERLY TARGET & ACHIEVEMENT

Sl.
OF
250
TABLE-3(a). D ETAILS
II C
III A
III C
IV B
31.68
33.12
42.06
53.53
64.12
69.06
77.31
91.22
7.90
11.30
16.20
22.63
28.28
32.12
38.14
44.59
6.53
10.11
24.90
39.32
48.83
60.97
74.74
84.03
1.40
1.89
2.63
4.07
6.94
9.04
12.59
14.93
2.24
3.70
11.32
19.13
29.54
36.25
60.35
78.66
2.96
3.88
11.22
19.36
28.66
30.82
41.68
59.06
1.87
7.74
22.98
40.2
49.67
68.20
75.81
1.79
3.24
6.04
13.67
16.94
21.15
25.34
9.86
9.86
26.76
42.78
59.59
59.59
73.41
88.34
7.03
7.86
9.40
13.99
17.88
20.20
23.00
30.35
OF
251
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.
Description & Recommendation
Decision of NHAI
1.1
Raising road level to avoid submergence

between km 122.00 to km 125.00 and
avoiding raising road levels in built up
areas
2.1
Additional culvert of 2.0 m x 2.0 m at

chainage 123+500 (124/1b)
2.2
Increased waterway for culverts 124/1

and 126/2
7.0
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.
Accepted and the revised

cross section to be as per
sketch No.1
11.1
Replacing Flexible Pavement with rigid

Pavement on LHS in buit up area
(Symmetrical widening area)
Accepted and same type

to be provided for RHS
built up areas also
13.1
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
Accepted
14.1
Providing 2 cell box culvert for LHS side

carriageway in place of single span on pile
foundation.
Accepted
Accepted
Accepted
252
SHARMA ON
was, however, taken care of while redesigning entire profile as explained

in following para 4.2.
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
OF
253
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
Central Widening Portion

Selected
Soil
DBM 300 mm
Overlaying
Widening
BC 40
Selected
Soil
WMM 300 mm
DBM 260
GSB 300 mm
WMM 320
Subgrade 500 mm
GSB 450
DBM 300 mm
WMM 320 mm
GSB 460 mm
Subgrade 500 mm
BC 50
Selected
Soil
DBM 170
WMM 250
GSB 300
Subgrade 500
Overlaying
DBM 130
BC 40
Widening
DBM 300
Selected
Soil
WMM 250
GSB 200
Subgrade 500
Fig. 5(a). Typical cross-section as

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

contract provision
as
254
SHARMA ON
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
Main Bars
16 mm 100 mm
Vertical Bars
16mm 300 mm c/c
4% 4%
250
Main Bars
14 mm 150 mm
Dist. Vertical Bars

10 mm 300 mm c/c
10 mm Distr. Bars
200 mm c/c
500
16 mm 100 mm c/c
300
150
Retaining
wall
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.
2000
200
50 x 6 Flat Steel
M-15 Concrete
6 mm dia bar
150
200
800
2000
75
150
Hume Pipe
425
300
Elevation Detail
Fig. 7. Railing details as contract drawing
OF
255
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
8 mm T @ 200
1500
12 @ 200 c/c
12 mm T @ 200 c/c
1000
150
100 150
8 @ 150 c/c
RCC (M15)
4-8 T on each
800
50
6 mm @ 300 c/c
800
Fig. 8(a). Contract drawing
50
50
100
8 mm T @ 300 c/c
550 mm Hounch
100 Crushed
Granular Material
700
250
6 mm @ 200 c/c
600
600
8 mm T 150
12 @ 100 c/c
8 mm T 150 c/c
38T
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.
256
SHARMA ON
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
OF
257
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
Qty in thousand m
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.
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
258
SHARMA ON
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
OF
259
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
1.
2.
3.
Modified Mile Stone

Sl. Section
No.
Date
Sec.I km
15 months 15 months
115 to 129 9.05.02
30.09.02
Left Carriageway
km 115 to 158
31.12.03
31.12.03
Sec.II km
129 to 145
Sec.III km
145 to 158
Right
Carriageway
km 115. to 158
30.06.04
Before
EOT
Date
After
EOT
11 months
09.04.03
10 months
09.04.04
11 months
31.08.03
10 months
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.
260
SHARMA ON
(i)
Work execution schedule for next day and submission of request

for inspection (RFI).
(ii)
Daily observation report on RFI.
(iii) Daily joint testing & approval of executed/finished work.

(iv)
Daily joint measurement.
(v)
Repeat/review system in case of any confusion/dispute.
(vi)
Approval of source of all type of materials from water, soil, to all

other inputs.
(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)
Outside testing from reputed laboratory for proprietary materials.
(x)
Approval of important plant and machinery to be used in work.

TABLE 6. COST ESTIMATE (ANTICIPATED )
Sl.
No.
Item
BOQ Provision
in million
Anticipated cost
in million
1.
Site clearance
11.888
9.552
2.
Earth work
49.600
95.886
3.
Shoulder, subbas,
base
332.243
364.133
4.
Bituminous road/
concrete pavement
1005.997
961.488
5.
Bridge & Culvert
189.900
108.900
6.
Road Junction
5.667
2.930
7.
Drainage &
protection work
98.384
91.077
8.
Traffic sign,
56.970
markings & other
road appurtenances
46.473
9.
Miscellaneous
152.968
79.231
10.
Day work
12.623
0.490
Total after rebate

of 2 per cent
1798.55 million
1,724.53 million
Variation 4.12 per cent
Remark
OF
261
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
2332
2144
2000
1500
1508
1198
1198
1082
1376
1051
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
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.
262
SHARMA ON
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
125
15441
15000
100
100
12745
92
75
10000
50
5000
25
0
Embankment
Embankment
Subgrade
Subgrade
Field Compaction test
MDD/OMC of Borrow area

Fig. 12
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.
OF
263
TABLE -7
Sl.
No.
Work Particulars
Sample
result
Specimen
test
1.
Drainage layer
393
2246
2.
Granular sub base
187
1033
3.
WMM
89
486
4.
28 days compressive strength

of structural concrete
2247
5.
28 days compressive strength

for PQC
962
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.
Capacity
Number
Remark
1.
Concrete Batching
& Mixing Plant
120 m 3/h
Italy
Concrete Batching
& Mixing Plant
20 m3 /h
India
2.
Crusher
125TPH
Finland
3.
Hot Mix Plant (HMP)
160TPH
Korea
4.
Paver-2 Slipform
Paver (CCPT)
200 m /h
1nr. - 8.5 m wide
Germany
5.
Paver- WMM Paver
50 m3 /h
6.
Paver Bit Paver
1nr. - 9 m wide
Switzerland
1nr. - 9 m wide
Switzerland
60 m /h
7.
Paver- DLC Paver
80 m /h
1nr. - 9 m wide
Switzerland
8.
Roller (Vibratory
Compactor)
80 m3 /h
10
India
9.
Wet Mix Plant
100TPH
India
264
SHARMA ON
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.
OF MEETING / SITE VISIT / MONITORING / AUDIT
Particular
Number of Meeting
MEETING
1.
Honble Minister Meeting
4 nrs
2.
DRB Meeting
4 nr
3.
Project Director Meeting
16 nr
4.
Weekly Progress Meeting
6 nr
SITE VISIT
5.
World Bank Site Visit
7 times
6.
MOEF Visit
2 times
7.
Ministers technical Advisor site visit
3 times
8.
NHAI site visit

M ONITORING
9.
Daily progress report
596 nr
10.
Weekly progress report
81 nr
11.
Monthly progress report
33 nr
12.
Quarterly progress
10 nr
13.
Environment Report
10 nr
QUALITY A UDIT
14.
15.
Quality Audit and project surveillance

by Engineers India limited.
CRRI Audit
2 times
(i) 12 May to 16 May 03
(ii) 24-25 August 2003
Once on 12.3.2004
OF
265
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
266
SHARMA ON
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
1798.55
1800
1600
1400
1200
1000
800
600
400
200
0
1217.45
Progress Payment
Item
Contract amount
Payment Amount
Fig. 13. Cash flow upto March 2004
Amount in million
Amount in million
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.
360
359.71
355
350
344.72
345
340.36
340
335
330
Total Advace
Items
Ceiling amount
Payment amount
Recovery amount
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.
Anticipated Construction Cost and time: At present Revised amount is

anticipated as 1,724.53 million against 1798.55 million.
OF
267
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
Ex
tra
n
io
ill
m
3
.5 t
s
24
17 Co
Hi
Qu gh Q
ali
A,
ty
Q4
Time
46 months 24 day
Fig. 15. Tri-lateral objective

46.8
1850
36
40
Cost in million
Time in months
50
30
20
10
1798.55
1800
1724.53
1750
1700
1650
Cost
Original Cost
0
Construction period
Original time
Anticipated Cost
Anticipated time
Fig. 16.
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.
268
(ii)
SHARMA ON
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
(b)
Procurement of imported plant, their commissioning by foreign

mechanic and getting foreign parts
(c)
Getting quarry lease, explosive permit etc. remain unevaluated and

are assumed mostly on theoretical minimum consideration which
results subsequently in starting work belatedly.
(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.
(v)
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.
(vi)
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.
(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
OF
269
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.
(x)
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.
(xi)
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
2.
Detailed Project Report (DPR)

of Package A (km. 115.000 to 158.000)
3.
IRC:372001.

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Paper No.

PROJECT CONSTRUCTION MANAGEMENT

Project Feature and Contract Management Frame

Work Program and Overall Performance

Review of DPR and Contract Documents

Quantity Review by Supervision Consultant

Setting of Important Plants and Approval

Meeting/Site Visits/Progress Monitoring/Quality Audit

Setting up of Site Laboratory

Present Status of Project

Conclusions and Observation

PROJECT CONSTRUCTION MANAGEMENT

LARGE HIGHWAYS PACKAGES

2. PROJECT FEATURE AND CONTRACT MANAGEMENT FRAME

2.1. The Construction Package III-A 43 km long of NH-2 (km 115 to

Fig. 1. Tri-Lateral Objectives

Strengthening & widening

Dense Bituminous Macadam

Dry Lean Concrete

Wet Mix Macadam

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

Batching & Mixing

Small Batching &

Sand Source at Jamuna River

Aggregate source at Kabrai

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

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

2.2. For project administration, contract management frame was

Supervision Consultant (SC)

Fig . 4. Contract management frame (CMF)

2.3. Working Structure

Contract of 8 packages for a total length of 477.5 km of NH-2 were put

Selection of design and supervision consultant were made on the basis of

Contractor were selected after Prequalifications and Financial bid with

PROJECT CONSTRUCTION MANAGEMENT

LARGE HIGHWAYS PACKAGES

3. WORK PROGRAM AND OVERALL PERFORMANCE

In Golden Quadrilateral, Detailed project report was prepared by

Quarterly Target & achievement of six TNHP packages is produced in

None of the packages is on time frame despite engagements of all

Contractor does not respond seriously with respect to program and

Time frame is fixed impractically.

Detailed project report not realistic requiring vital & substantial

Bidding & approving criteria of tender is not result oriented.

Changes are made too casually.

CLIENT, CONSULTANT, CONTRACTOR & C ONTRACT PACKAGE

SNC lavalin &

CDS & Mukund

PROJECT CONSTRUCTION MANAGEMENT

LARGE HIGHWAYS PACKAGES

Target as per program %

4. REVIEW OF DPR AND CONTRACT DOCUMENTS

In accordance with required duty & function of Supervision Consultant,

Bringing forth the real situation before launching of project on

IIA 393 to 370

IIIA km. 115 to 158

TABLE-3 (b). QUARTERLY TARGET & ACHIEVEMENT

PROJECT CONSTRUCTION MANAGEMENT

LARGE HIGHWAYS PACKAGES

Design review committee recommendations importantly to technical issue

Description & Recommendation

Raising road level to avoid submergence

Additional culvert of 2.0 m x 2.0 m at