CONSTRUCTION MANAGEMENT ECM 417

INTRODUCTION

SPRINT is distinguished by its unique links Kerinchi Link with its double-decker viaducts; Penchala Link with its 710m long twin-bore tunnel; and the Damansara Link with six interchanges at Kayu Ara, Section 17, Taman Tun Dr Ismail, Kiara, Maarof and Semantan. Today, motorists enjoy direct access to Penchala through Kiara Hills, via the Penchala Link that leads to the Moorish-influenced twin-bore Penchala Tunnel with six lanes each measuring 3.5m. The impressive twin tunnels, constructed using the drill and blast approach through hard rock and granite, is a key catalytic element that led to the burgeoning economic growth in the western part of Kuala Lumpur. The 26.5km three-lane dual carriageway Western Kuala Lumpur Traffic Dispersal Scheme (SPRINT) is one of the most traffic efficient highways in the Klang Valley. Designed as a network of links to relieve congestion in key populated areas, SPRINT employed various innovative design and construction methods that required minimal land use and disruption to the natural environment.

Constructing the Penchala Tunnel opened a new chapter in tunnelling for the Group continued to explore ways to preserve the natural terrain and habitat for the developments we undertake.Another notable engineering feat accomplished in the construction of SPRINT was its 2.9km double-deck carriageway with two tiers of viaducts at Kerinchi Link, the first of its kind in Malaysia. Highlights:

1. The Penchala Interchange on the Penchala Link is a 5.5km, three-tier, Y-interchange connecting SPRINT and LDP with a 65m segmental bridge over the LDP and a unique 710m, Moorish-influenced twin-bore tunnel

Page | 1

CONSTRUCTION MANAGEMENT ECM 417 2. The Kiara Interchange, a multi-tier interchange that connects Kerinchi Link and Damansara Link on SPRINT, was designed as an alternative access route into the city. Environmental management was strictly adhered to during the construction as the alignment traversed through hilly terrain 3. Kerinchi Interchange is an 11.5km, three-tier, Y-interchange connecting SPRINT to the Federal Highway Route II. Its distinctive feature is a double-deck viaduct of 2.9km with staggered toll plazas and tandem toll booth.

Client Concessionaire Turnkey Contractor Scope of Works

Government of Malaysia Sistem Penyuraian Trafik KL Barat Sdn Bhd (SPRINT) Gamuda Mujur Minat Joint Venture

Design Construction Supervision Commissioning

Project Facts

Length: Carriageway Width: Number of Lanes: Interchanges: Bridges: Viaduct: Tunnel: Vehicular Underpasses: Pedestrian Bridges: Toll Plazas: Toll Booths:

26km 3.5m/lane 6 13 16 2km long x 23m wide 700m twin-bore tunnel 1 10 3 49

Page | 2

CONSTRUCTION MANAGEMENT ECM 417

Penchala Link

MAP OF SPRINT HIGHWAY

Page | 3

CONSTRUCTION MANAGEMENT ECM 417 FEASIBILITY STUDY IN TERM OF ECONOMIC SPRINT's financial profile has been supported by shareholder funding injections totalling RM560 million between 1999 and 2010 in the form of loan stock subscription. SPRINT has relied heavily on the funding injections to ensure covenant compliance under the BaIDS. At the same time, MARC recognises that the formal commitment of support by SPRINT's shareholders under the BaIDS will end with their final subscription to RM50 million of loan stock in 2011, of which RM25 million was subscribed in January 2011. Going forward, SPRINT's credit profile and the stability of the rating will become increasingly dependent on the achievement of its financial forecasts and projected toll volumes. SPRINT is the highway concessionaire of the 25.5 km SPRINT highway designed to ease traffic congestion in the western part of Kuala Lumpur. The ultimate majority shareholder of SPRINT is Gamuda Bhd (rated AA-/Stable by MARC based on public information) with an effective equity interest of 53% by virtue of a 30% direct shareholding in Sistem Penyuraian Trafik KL Barat Holdings Sdn Bhd (SPRINT Holdings) and 23% indirect shareholding in SPRINT Holdings through 46%-owned associate company Lingkaran Trans Kota Holdings Berhad (LITRAK). LITRAK holds a 50% equity interest in SPRINT Holdings and Kumpulan Perangsang Selangor Bhd holds the remaining 20%. The SPRINT highway recorded higher year-on-year traffic growth of 8.5% during calendar year 2009 (2008: 4.6%). Although actual traffic on the two of its three links, the Kerinchi and Penchala links, were above forecast by 3.1% and 8.8% respectively during the calendar year 2009, actual tolled traffic was 4.6% lower than projected due to the 19.6% below forecast of tolled traffic on the Damansara Link. In the first eight months of 2010 (8M2010), SPRINT recorded overall traffic of 44,840,643, 10.2% higher compared to the previous corresponding period. Average daily traffic (ADT) on the Damansara Link continues to perform below the forecast ADT and traffic growth has levelled off but it is expected that higher traffic growth at the Kerinchi and Penchala Links will compensate for the lower traffic at Damansara Link.
Page | 4

CONSTRUCTION MANAGEMENT ECM 417 The traffic consultants traffic forecast assumes fairly strong traffic volume growth of between 9% and 15% until 2014 on both Kerinchi and Penchala Link before slowing from 2015 onwards. Kerinchi Links ADT is expected to reach 113,428 vehicles in 2015 from 72,004 vehicles in 8M2010 while ADT at Penchala Link is expected to reach 80,377 vehicles by 2015 (8M2010 ADT: 56,420). Traffic growth on the Damansara Link, meanwhile, will be foreseeably constrained by the congestion at the link during peak periods. The government has deferred toll rate revisions for Damansara Link and Kerinchi Link scheduled in 2008 indefinitely. The January 1, 2010 scheduled toll rate hike for Penchala Link has also been deferred. The impact of the delay in toll rate hikes on SPRINTs revenue has been mitigated by compensation from the g overnment for the loss of revenue in accordance to the concession agreement. For the financial year ended March 31, 2010 (FY2010), SPRINT recorded a 5.1% increase in revenue of RM121.4 million (FY2009: RM115.5 million) on account of higher traffic volume. SPRINT recorded a pre-tax loss of RM44.6 million in FY2010 (FY2009: pre-tax loss of RM33.6 million). For the five months ended August 31, 2010, SPRINT recorded unaudited revenue of RM66.5 million and pre-tax losses of RM2.1 million. Despite year-on-year increases in its operating profit before financing costs, SPRINTs substantial annual financing costs on its high debt burden continue to be a drag on its profitability and cash flow. The pre-tax operating losses are expected to persist through FY2014. SPRINT has yet to generate adequate cash flow to support its financing charges and has been relying on financial support from its shareholders to remain in compliance with its debt service coverage and financial leverage covenants under the rated facilities. MARC notes that in 2010, SPRINT procured an additional government support loan of RM20.0 million, of which RM15.9 million was drawn in August 2010, to finance land acquisition for construction of the Mont Kiara ramp. The debt servicing obligations associated with the new government loan will not have an immediate impact on SPRINTs cash flow to debt service coverage measures; interest servicing obligations will commence only in August 2012 while the principal is repayable over 14 years, with the bulk of the repayments occurring after the repayment of the rated facilities.
Page | 5

CONSTRUCTION MANAGEMENT ECM 417

SPRINT maintained a favourable facility debt service coverage ratio (DSCR) in FY2010 of 2.05 times (x) against its required minimum DSCR of 1.50x. Estimated balances in SPRINTs debt reserve account, anticipated shareholders funding injection and internally generated operating cash flows are expected to adequately cover the highway operators 2011 debt obligations. MARCs analysis takes into account SPRINTs other facilities, including a fixed rate term loan maturing in 2017 and government support loans. MARC, however, cautions that SPRINTs financial profile could come under stress with heavy debt repayments in 2012 of around RM130 million should toll revenues fall short of projections. Erosion in SPRINTs covenant compliance headroom will result in downward rating pressure, absent any mitigating developments.

Page | 6

CONSTRUCTION MANAGEMENT ECM 417

FEASIBILITY STUDY IN TERM OF ENVIRONMENT

Penchala Link (Using Tunneling)

Reduction the length of alignment.

The selected alignment for the tunnel solution results in an overall reduction in length of the link of 0.6 km compared to the cutting option. Reduction in the overall required length to connect the two locations equates to a reduction in journey time and pollution from vehicle emissions.

Tunneling to save the environment

The tunnel option provides an effective way to connect two locations separated by a hill. The obvious alternative of cutting through the hill will give rise to the following adverse environmental impacts:1. Natural jungle with mature tree will be destroyed 2. Fauna & Flora will be disturbed 3. Migratory routes will be cut 4. Erosion problems will arise during construction 5. Siltation of rivers due to erosion from cutting slopes 6. Loss of recreation area (jungle track) a popular jogging route. 7. Increase of runoff due to change of surface runoff coefficient. 8. Groundwater regime will be altered 9. Siltation and increase of runoff will increase the potential for flash floods 10. Increased disturbance during construction from vehicle movements, open blasting etc. 11. Contribute to warmer world climate

Page | 7

CONSTRUCTION MANAGEMENT ECM 417

Considerable benefits to the environment by opting for the tunneling solution: The loss of primary jungle required for the cutting would have been 20 times that required for the tunnel so the impact in terms of the loss of natural resources and habitats would have been immense.

Half a million tons of rock have been excavated, by controlled blasting, to form the tunnels and its approaches. The cutting solution would have required the removal of 5.6 times this, 2.8 million tons of granite rock. The increases in the consumption of explosives and environmental pollution (noise, dust etc.) during construction are significant let alone the loss of a valuable natural resource. Additionally, all the rock obtained from the tunnel was recycled and used in the construction of the road pavements and the concrete tunnel lining. The cut and fill equation resulted in no net loss or gain of fill, so disposal of unsuitable or unwanted materials, was kept to minimum. An excellent example of balancing development with the environment. The rock excavated for the cutting solution would have been more weathered and far less suitable; the unsuitable and surplus material would have to be disposed of creating an adverse environmental impact in itself.

Operationally, increased gradients to the cutting approaches would lead to increased exhaust, noise and light (a new but real concept to consider environmentally) emissions and higher fuel consumption together with associated environmental costs from alighting the cutting in terms of increase brake wear and fuel consumption.

The alignment of existing watercourses has been maintained. The reduced construction time for the tunneling solution is a benefit environmentally equating to less dust, less noise and less siltation.

Page | 8

CONSTRUCTION MANAGEMENT ECM 417

Land Acquisition

The tunnel solution is beneficial to the Promoter in terms of reduced land acquisition although the construction costs and risks are much greater with the tunnel solution. Usable land is very limited in the urban area. In order to minimize as much as possible the land acquisition area for the highway, a tunnel is the best option compared to an open cut slope. Reduction in land acquisition will mean a reduction in social problems. The social issue / problem are inevitable during the acquisition process. Many properties would have to be acquired and owners relocated and compensated.

Page | 9

CONSTRUCTION MANAGEMENT ECM 417

FEASIBILITY STUDY IN TERM OF TECHNICAL Technical feasibility of a project is focused on gaining an understanding of the present technical resources of the organization and their applicability to the expected needs of the proposed system. The objective of a feasibility study is to find out if an information system project can be done and to suggest possible alternative solutions. Technical feasibility also considers the technical requirements of the proposed project. The technical requirements are then compared to the technical capability of the organization. The systems project is considered technically feasible if the internal technical capability is sufficient to support the project requirements. When completed Sprint highway will implement an Intelligent Transport System (ITS) for a comprehensive traffic management system on the highway to further enhance freeflow convenience for the motorists. Sprint highway will have some systems to the users to increase the safety and comfortable to the users which are : 1) Traffic Control and Surveillance System This system which are connected to the Central Computer system is used to monitor traffic controller, variable message signs, traffic counting detector, congestion detector and the data transmission system.

2) Closed Circuit TVs (CCTV) System This Closed Circuit TVs (CCTV) System will be installed at strategic points along the highway to monitor the traffic situation so that motorists can be kept informed of the situation to better plan their journey. These systems also increase the safety to the users of this highway and give the users more comfortable to using this highway.

Page | 10

CONSTRUCTION MANAGEMENT ECM 417

3) Variable Message Signs (VMS) System Variable Message Signs (VMS) system display boards will be installed at the designated locations along the highway to provide real time traffic events to approaching motorists on Sprint highway. These systems can give the users more information about the condition of the highway.

4) Enhanced Vehicle Actuation (EVA) System Enhanced Vehicle Actuation (EVA) system computerised to read and manage traffic volumes at signalised traffic junctions by controlling the "green time" of traffic signals will also be installed for the convenience of the motorists.

5) Electronic Toll Collection (ETC) Service Electronic Toll Collection (ETC) Service is used where motorists using a prepaid electronic toll tag can pay the toll fare at dedicated toll lanes at the Sprint's toll plazas without having to stop and queue at the toll plazas, providing faster travel. It is also convenient as the prepaid amount can be automatically topped up without having to go to the customer service counters.

Page | 11

CONSTRUCTION MANAGEMENT ECM 417

FEASIBILITY STUDY IN TERM OF SOCIAL Social feasibility study is a detailed study on how one interact with others within a system or an organization. In our case, we study about Sprint Expressway (E23) which is the main expressway network in Klang Valley, Malaysia. It is a busiest expressway during rush hour from or to Kuala Lumpur. As we know, highways are vitally important to a countrys economic development. The construction of a high quality road network directly increases a nations economic output by reducing journey times and costs, making a region more attractive economically. There are several factor that influencing the construction of the expressway which is first controversies and criticisms from community especially from resident group. For instance, the double-deck carriageway design of Kerinchi Link from Bukit Kiara Interchange EXIT 2310 to Kerinchi Interchange EXIT 2310 was actually made as a result of the early controversial issues during the development stage. The construction of the stretch took place at the border of Universiti Malaya, which meant that the construction could take up some of the university area. Then a complaints arise from the regarding parties. As a result, the expressway concessionaire Sprint came up with the idea of a double-deck carriageway which could reduce the land usage. Another issue which related to the sprint expressway is about old SJKC Damansara that has one block located at Section 17 near Jalan Damansara (now Sprint Expressway). The location of the school is near the highway sprint expressway. The school having problems because of traffic congestion and noise pollution from the neighbouring Sprint Expressway. This problem affect the local residential children and environment of the area. However on 26 January 2001, the school was moved from old block at Section 17 to the new smart school at PJU 3, near Tropicana Golf and Country Club following the instructions from federal government that it no longer provided a conducive learning environment.

Page | 12

CONSTRUCTION MANAGEMENT ECM 417

In term of the use, SPRINT is a busiest expressway during rush hour from or to Kuala Lumpur even though is called an alternative route because of the compact population in Kuala Lumpur. This usually will make people drive carelessly. but the SPRINT provide The Ronda is an 24 hours patrol team to assist road users in any road difficulty along the highway such as accidents, vehicle breakdown and any emergency cases including towing service. The service provided by Ronda is free and you do not have to worry if there's any problems as Ronda is ever ready to assist. This factor make people easily use the expressway. Besides, the toll rate are affordable because of the toll rates were decided after taking into consideration the appeals by various quarters including resident groups. This RM1.3 billion SPRINT highway also provides three kilometres of toll-free road as an alternative to the residents who live in Section 16 and 17 in Petaling Jaya. In addition, the SPRINT Highway is equipped with 18 close circuit televisions (CCTV) at some critical juntions. Another 14 CCTVs are placed on the Penchala Tunnel. The presence of these CCTVs has enabled traffic controllers to monitor live traffic situation to spot accident or vehicle breakdown. Considering that it cannot afford to have too many lanes for the toll collection, the Manual Tandem System has been installed at its toll booth to hasten the toll collection process. Where safety is concerned, the Kerinchi Link is the only highway in Malaysia equipped with Speed Indicator Display (SID) to remind the drivers in the event they are exceeding speed limit. these facilities provide a good view of most of the people around this area. In conclusion, this highway a great impact on the surrounding population and improved from time to time on the implementation of the improvements.

Page | 13

CONSTRUCTION MANAGEMENT ECM 417

CONCLUSION There are constraining factors to the highway development process. The main factors causing delays are economic slowdown that had affected the financial capability of concession firm and the governments financial to release money as compensation for land taken to the affected landowners. Therefore, the Economic Planning Unit has to be very careful in choosing concession firm to undertake the highway development. The economic scenario must be analyzed to ensure highway development is to be undertaken at right location, right time and right price. Both Federal and States governments must work in good faith for the sake of providing infrastructure to the community. Otherwise, delay will bring about higher costs and highway project could be abandoned by all means. Political differences must be avoided to ensure a smooth flow of the land acquisition and highway development process. In this context, a special committee could be set up to avoid differences in land acquisition procedures and amount of compensation to be paid to the affected landowners. Then, there are problems with land acquisition whereby there are valuation discrepancies undertaken by public, private and the awards offered by land offices. The affected landowners are always disagreed with the public valuation due to misunderstanding and lack of knowledge about principles of valuation. Politicians, their own value judgments and private values for whatever reasons were always influencing the landowners. Therefore, education and negotiation in a proper manner should be given priority as solution. In this context, private values must be responsible for their valuation professionalism. Moreover, the hearing procedure must be simplified in good faith. Landowners have rights to know the valuation principles and methodology adopted for their compensation. Valuation methodology for compensation using statistical analysis would provide a better way to understand valuation method as a state-of-the-art of valuation profession. In some countries, more advanced valuation methods such as
Page | 14

CONSTRUCTION MANAGEMENT ECM 417 regression analysis has been adopted to make everybody better understand the way in which value is achieved. Otherwise, everything is negotiable. Last, the study indicated the applicability of feasibility study to determination of compensation for the construction of Sprint Highway.

REFERENCES

I. II. III. IV. V.

http://www.gamuda.com.my/expressways_sprint.html http://www.sprint.com.my/services.php http://en.wikipedia.org/wiki/Sprint_Expressway http://www.investopedia.com/terms/f/feasibility-study.asp http://www.deloitte.com/view/en_IL/il/services/fas/economicfeasibilitys tudy/index.htm

Page | 15