Project Report

CONTENT
PAGE

1 INTRODUCTION 2

2 PROJECT DESCRIPTION 2

2.1 Background 2
2.2 Scope of Works 2

3 SCOPE OF RESPONSIBILITY 4

4 PROJECT INVOLVEMENT 4

4.1 Technical Consideration 4

4.1.1 600 to 450 D.I. Watermains at Bridge Segment 4
Precasting Yard
4.1.2 Construction of 1200 Mild Steel Watermains 5
4.1.3 Construction of Box Culvert 6
4.1.4 Modification of Road Alignments 8
4.1.5 Drainage Works 9

4.2 Contract Administration 10

4.2.1 Programme and Progress of Work 10
4.2.2 Liaison with Other Parties 10

4.3 Financial Aspects 12

4.4 Safety 12

4.5 Environmental Considerations 13

5 CONCLUSION 14

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PROJECT REPORT

1. INTRODUCTION

This report summarizes my involvement and describes my professional, managerial and

technical experiences that I gained during the past twelve months.

Upon completion of the Hong Kong Institution of Engineer’s approved Scheme ‘A’
Engineering Graduate Training in the Hong Kong Government in August 2001, I joined
Maunsell Consultants Asia Limited (MCAL) and worked as an Assistant Resident Engineer.
I was involved in a construction project of Territory Development Department (TDD), which
was called “Construction of Road T7 in Ma On Shan”. In this project, I assisted the
Engineer’s Representatives (ERs) in administering the contract and supervising the
construction works.

2. PROJECT DESCRIPTION

2.1 Background

Road T7 is an important trunk road to serve for the further development in Ma On Shan
New Town. It is a 3.2km long dual 2-lane carriageway at the edge of Ma On Shan Town
, which connects Ma On Shan Road and Sai Sha Road. The road provides a direct route
for traffic to bypass the busy town center and shortens the traveling time between Sha
Tin and Ma On Shan, and would therefore relieve the projected traffic congestion in the
town center.

TDD was the client who initiated this project and appointed MCAL as the engineer for
the project implementation and contract administration.

2.2 Scope of Works

The civil works included mainly the construction of a 3.2-km carriageway comprising
of 1.2-km elevated viaducts. Two underpasses were constructed to link up Road T7 and
Sai Sha Road at Lee On Estate. Other works included the provision of slip roads

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connecting Ma On Shan Road at Heng On Estate, reconstruction of an access road to

Ma On Shan Tsuen, diversion of water mains, construction of box culverts, drainage,
footbridge, subways, noise barriers, sign gantries and associated landscaping works.
Layout of the site is shown on the attached drawing no.XX.

Construction was undertaken by CHEC and commenced in February 2001 and was
targeted for completion by early 2004. The contract sum was HK$1.4 billion.

3 SCOPE OF RESPONSIBILITY

The Project Manager/New Territory East, TDD acted on behalf of the Government as the
Employer and MCAL was appointed as the Engineer for the Contract. The Engineer’s site
office was headed by a Chief Resident Engineer, two Senior Resident Engineers and four
Resident Engineers. There were six Assistant Resident Engineers deployed to assist
CRE/SRE/RE for daily contract administration and site supervision. As one of the AREs, I
directly reported to the REs and assisted by a site inspection team, a land surveying team, a
quantity survey team, technical officers and clerical staff. The organization chart of the
project is shown on the attached drawing no.XX.

My responsibilities were to assist CRE/SRE/RE to carry out both technical and

administrative aspects of works including construction of watermains, box culvert,
roadworks and drainage.

4 PROJECT INVOLVEMENT

4.1 Technical Consideration

4.1.1 600 to 450 D.I. Watermains at Bridge Segment Precasting Yard

A section of the Ma On Shan Road was realigned for constructing a new slip road.
A number of new 600 to 450 D.I. watermains were to be constructed to replace
the existing ones. Some sections of the new watermains were to be constructed at
an open area where the bridge segment precasting yard would be temporarily

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established as proposed by the contractor. The progress of the construction of the

watermains at the area concerned was therefore critical to the progress of
establishing the precasting yard and hence the production of bridge segments.

Before commencing the pipe laying works, I scrutinized the contractor’s submitted
proposal of the setting out alignment for the watermains. I checked the details,
including horizontal alignments, vertical profiles and pipe fittings, to be complied
with the drawings. Digging of trial pits and utility detecting devices were also
deployed to investigate the location of existing utilities within the proposed
alignment.

The portion of the watermains in the vicinity of the precasting yard was obstructed
by three existing watermains and two drainage manholes. I studied the survey
information of the existing utilities and discussed the arrangement with the
contractor on site. Since two of the existing watermains were the under diversion
ones affected by the roadworks, they should be maintained until the new ones
completed construction. I considered that diversion of the remaining existing
watermain and re-location of the drainage manholes was not feasible, as this would
consume considerable time. To avoid delaying the establishment of the casting
yard, I discussed with the ER and revised the alignment of the watermains
accordingly. Due to the limited space in the congesting area, I designed combined
thrust blocks for the tee-offs and bends to vacate more spaces for the works.

Having considered the arrangement of the precasting yard, I noted that a ground
beam of a gantry crane would be located on top of two existing and a newly laid
watermains. I requested the contractor to submit proposal of protective measures
for the watermains concerned and to install settlement markers on the ground beam
to monitor the settlement.

Through the above exercises, I gained not only the knowledge of watermain
construction, but also experiences in designing watermain alignment to suit site
condition which was congested with existing utilities.

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4.1.2 Construction of 1200 Mild Steel Watermains

Four sections of the existing trunk 1200 mild steel watermain between the outfall
of Ma On Shan Service Reservoir and the Sai Sha Road were to be diverted for the
construction of bridge piles and cut slopes. Hence, four numbers of 1200 mild
steel watermains were to be constructed under this contract. Water Supplies
Department (WSD) was responsible for carrying out the connection works for the
existing and the new watermains.

Two of the watermains were located considerably close. In order to reduce the
number of connection points and hence construction cost and to maintain the
integrity of the pipeline, WSD advised to construct an additional watermain
connecting the two and hence omitting two connection points. I studied the
feasibility of the proposal and the effect on the progress of the works. My primary
concern was the sufficiency of construction space, as both the additional and
existing watermains were located within an access of limited width. I determined
the critical area and instructed the contractor to carry out trial pit at the area
concerned to identify the location of the existing watermain. I finally worked out
the alignment of the additional watermain based on the survey detail of the existing
watermain and ground profile.

On the other hand, I examined the contractor’s programme of the additional works
involved and the implication on the programme of bridge piling works. Although
additional time was required to construct the additional watermain, I considered that
the contractor could make use of the time originally allocated for WSD’s
connection works as well as the flow time allowed in the works programme.
Following discussion with the ER and the contractor, slippage of bridge piling
works programme would unlikely occur as a result of the additional works and I
prepared the VO accordingly.

As mentioned above, the alignment of the additional watermain was in close

proximity of the existing watermain within a limited working space. The
watermain should therefore be constructed by trench excavation supported by

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sheetpiles. I requested the contractor to carry out utility detection on the existing
watermain prior to setting out the alignment of the sheetpiles. Vibrograph was also
employed to monitor the vibration to the existing watermain in the course of
excavation and driving sheetpiles.

My involvement in this work enabled me to judge the feasibility of a variation by

carrying out site investigation. I also broadened my concern on cost and time
implication to a contract arisen from a variation before making a decision.

4.1.3 Construction of Box Culvert

An existing twin cell box culvert at Ma On Shan Road near Heng On Estate was to
be modified for the construction of a slip road and footpath. The inlet of the
existing box culvert was demolished and the structure was extended by 65m further
upstream to an existing stream. The new box culvert comprised of 6 bays with
approximate 12m length per bay. 3 of the bays were incorporated with drop
structures to accommodate the significant level difference between upstream and
down stream.

I checked the method statement for the construction of the box culvert submitted by
the contractor. My major concern was the drainage diversion of the existing stream
in the course of construction. The contractor proposed a temporary trapezoidal
channel and steel pipes to intercept and discharge the runoff from the stream to the
intake of the existing box culvert. I checked the hydraulic capacity of the
temporary drainage system to ensure sufficient drainage measures were provided. I
also paid attention on the adequacy of desilting facilities to avoid the existing
drainage system at downstream from being blocked by the excavated materials.

In accordance with the specifications, the contractor should submit temporary

works design certified by Independent Checking Engineer (ICE) for the
construction of box culvert. The contractor was the only party responsible for
carrying out the temporary works as well as their design. Nevertheless, to reduce
injuries and wastage of time and resources caused by failure of temporary works, I
concentrated in checking design assumptions, considerations of ground condition

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and any likely adverse effects to the permanent works in the temporary works.
During normal inspection, I also identified any apparent defects on the erected
temporary works. The contractor proposed to remove the falsework supporting the
formwork of the top slab of the box culvert in advance such that they could stack
materials inside the culvert. I paid particular attention on the early concrete cube
strength of the concreted bays so that the early strength as assumed in the
contractor’s design was achieved. Stacking of excessive materials on the top slab
was also not allowed.

Before commencement of fixing reinforcement, I examined the bar-bending

schedule submitted by the contractor. Besides, I studied the drawings to identify
any discrepancies and missing details and prepared sketches to clarify the
reinforcement details. Referring to the drawings, shear links were required at the
top and base slabs of the box culvert. The contractor proposed to modify the shape
of the shear link, as it was difficult to be fixed on site. Having discussed with the
inspectors and ER, I considered that the conforming shape was not practical and
agreed with the contractor’s proposal in a condition that sufficient anchorage was
provided.

Before concreting, I checked the contractor’s proposed sequence of pouring,

estimated rate of concrete delivery, adequacy of resources such as vibrators, standby
electricity generators, pumps and labourers, to ensure cold joints would not be
formed during concreting. I also correlated the rate of concreting with the
assumption of the formwork design to avoid excessive concreting pressure acting
on the formwork. With the assistance of inspectors and surveyors, I carried out on-
site supervision to check the alignment and workmanship of formwork, conditions
of construction joints, arrangements of reinforcements and waterstops prior to the
pour. During concreting, I supervised the placing, compacting and curing of
concrete, which were essential in achieving good quality concrete.

After obtaining the survey data in the vicinity of the box culvert, I noted that than
the invert level of the inlet was 3.8m lower than the existing ground level. Two
options had been considered to deal with the level difference. One option was to
form extensive permanent cut slopes to suit the conforming inlet structure.

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However, this was not desirable as lengthy time would be required for detailed
slope design submission to Geotechnical Engineering Office and tree felling
application. The other option was to extend the box culvert 3.7m further upstream
by incorporating additional cascade to match with the existing ground level. I
recommended the ER that this was a more preferable option as it did not require
extensive tree felling and only simple schematic submission to Drainage Services
Department (DSD) and Highways Department (HyD) was required. Following
consultation with the Engineer, DSD and HyD, I prepared the VO accordingly.

My involvement in supervising the construction of box culvert strengthened my

knowledge of the construction of reinforced concrete structure as well as checking
the method statement and temporary works design.

4.1.4 Modification of Road Alignments

A Slip Road D22 would be constructed to connect the Road T7 and the re-
constructed access Road C to Shun Yee Village and the Ma On Shan Fresh and Salt
Water Service Reservoirs. At a T-junction connecting the Road D22, Road C and
the existing maintenance access to the service reservoirs, the proposed level of the
junction was 3m lower than the existing ground. As such, I was responsible for
revising the junction concerned and modifying the vertical profile of the roads.

The site constraint of the design was to maintain the existing ground levels of an
entrance gate of the WSD Service Reservoir and an access road connecting to Road
C. Under the site constraint, I considered that Road C should be disconnected from
the existing maintenance access. The T-junction was therefore revised as a Y-
junction. I referred to the Transport Planning and Design Manual (TPDM) and
revised the alignments of the roads. Since a section of Road D22 would cross
underneath a viaduct, I took into account of maintaining sufficient headroom of the
bridge during the design.

Through the exercise, I strengthened my knowledge of road alignment design in

consideration of various site constraints.

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4.1.5 Drainage Works

As a result of the revision of road alignment as mentioned above, the gradient of a

section of Road D22 was increased and hence the drainage details should be
revised. In order not to exceed the maximum velocity of pipe flow and to provide
sufficient cover, additional backdrop manholes should be adopted or the depth of
pipe should be increased. I worked out several viable solutions as well as cost
estimation for each option. I referred my recommendation taking into consideration
the maintenance point of view and associated cost implication to the Engineer for
DSD approval.

Uncharted twin-600 concrete pipelines were identified crossing the bottom of an

earth embankment of approximate 9m height. With reference to the topographical
map, an existing stream was intercepted by the pipelines and subsequently drained
to a downstream drainage channel. The outlet of the pipelines should be modified,
as it would be overfilled by a proposed slope. I proposed two options of solution,
which were to replace and extend the existing pipelines with a new 1200 pipeline
or to maintain the existing and to extend them with a new one.

Since a 1200 watermain was laid along the access on top of the embankment, I
considered that the former option would require extensive temporary works to
support the watermain. Nevertheless, the merit of the option was that deep manhole
was not required which was maintenance favorable. I recommended the latter
option, as the existing earth embankment would not be disturbed. However, a 9m-
depth manhole might be required at the connection of existing and new pipeline. I
referred my recommendations to the Engineer and sought for DSD’s advice.

My involvement in supervising the drainage works not only strengthened my

knowledge of stormwater drainage system, but also enhanced my consideration of
maintenance aspects during revising the drainage details.

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4.2 Contract Administration

4.2.1 Programme and Progress of Work

I checked the contractor’s works programme such as specified key dates

requirements, the logic of construction, physical site constraints and identified the
critical activities. The progress was monitored continually. In event of any
deviation from the approved works programme, I referred it immediately to the
Resident Engineer and brought to the Contractor’s attention for the required action.

WSD required 1-month notice for watermain connection works, as sufficient time
should be allowed for giving notice to the public for shutting water. The
construction of a section of 1200 watermain was found behind schedule and I
anticipated that the watermain could not be handed over to WSD for their
connection work according to the schedule. To minimize further delay and to
rearrange for a revised handover date with WSD, I requested the contractor to
submit a detailed programme of the outstanding works. I checked and reviewed
the programme and advised WSD the revised handover date as soon as possible for
them to arrange resources and time for the connection work.

4.2.2 Liaison with Other Parties

Close liaison with other parties is the prerequisite for a project to be run effectively.
In the contract, I played an active role in coordinating with WSD for handing over
watermains and the pipe connection work.

Prior to the commencement of laying a watermain, the Contractor should expose

the existing watermains at connection points. I arranged site inspection with WSD
to verify the existing watermains to be connected as well as to identify any problem
in the site condition for the connection work. A large existing thrust block was
encountered at a connection point of watermains. Following site discussion with
WSD, breaking of the thrust block was considered undesirable and WSD raised to
shift the location of connection point just beyond the concrete thrust block. The

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alignment of the watermain should therefore be revised according to the new

connection point. However, I found that the revised watermain alignment would
be outside site boundary. Having discussed with the ER, I proposed another
feasible water connection point for WSD’s agreement. I also instructed the
contractor to excavate a trial pit at the location concerned to verify the condition of
the existing watermain to be connected. However, a welded spigot & socket joint
was encountered at the connection point of the existing watermain, which would
hinder the connection work. I revised the alignment to avoid the connection point
conflicting to the joint accordingly.

When the construction of a watermain was near completion, I coordinated with

WSD for their witness on the pressure testing and taking water samples for
laboratory testing. On the other hand, I also arranged site meeting with the pipe
connection team of WSD to identify any problems in the site condition for their
pipe connection work. I discussed with the contractor to ensure that proper site
access and water pumping discharge point should be provided in the course of the
works.

As mentioned in previous paragraph, a section of 600 D.I. watermains were to be

constructed at the bridge segment precasting yard. The system of the new
watermains comprised of two short sections of 400 D.I. watermains, which
merged into a 600 watermain laying along the Ma On Shan Road. The two 400
watermains would be connected to the existing ones within the precasting yard.

In view of the contractor’s construction programme, the precasting yard would be

established and casting work would commence prior to the completion of the two
watermains and hence the connection works. To minimize disturbance to the
progress of waterworks, excavated trenches should be reserved at the watermain
connection points for WSD to carry out the connection work. However, the
reserved trenches at the precasting yard were not desirable in view of safety in the
course of precasting work. I studied that one of the existing watermains to be
connected was not being used by the public and could be connected to one of the
400 watermain prior to the completion of the whole section of pipeline.

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Following discussion with the ER and subsequent meeting with WSD, it was
agreed to handover and to connect the concerned section of watermain in advance
and hence one of the reserved trenches could be reduced. For the remaining one, I
discussed with WSD to arrange proper temporary work and working condition
required for their connection work at the excavated trench.

4.3 Financial Aspects

In order to facilitate financial control in the course of the construction works, I

estimated, with the assistance of quantity surveyors, the value of each variation order
before instruction. Following the issue of a variation order, I arranged for the site staff
to collect and keep all relevant records such as the number of labour, plant and
materials, receipts and photos to substantiate the resource actually being employed.

In case of options of feasible solutions were available for a problem, I prepared cost
breakdown for every solution to present the Engineer the cost implication of each
options for his judgment. As mentioned in previous paragraph, a section of drainage
pipeline was revised due to the modification of road alignment. The estimation of the
aforesaid three options of solution is attached in Appendix XX.

4.4 Safety

As an Assistant Resident Engineer, I was aware of the significance of site safety on

construction operations.

For an instance of welding operation inside a 1200 mild steel watermain, I paid
particular attention on checking the working procedure was complied with the safety
requirement of working in confined spaces. Adequate ventilation should be provided
inside the pipeline and sufficient first-aid outfit was available at the working area. I also
spot-checked the document displayed at the entrances of the watermain to ensure that
permit-to-work system was properly implemented.

The contractor had proposed to increase the number of joints in each welding series
from 3 to 5. The length of confined working area inside the pipeline was therefore

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increased from 18m to 30m. The working procedure should therefore be re-assessed.
To assess and enhance emergency preparedness on accident occasion, the contractor was
requested to conduct a rescue drill under the revised working condition. I participated in
the rescue drill and identified that the communication system inside and outside the
pipeline should be improved.

A Site Safety Management Committee (SSMC) was established to monitor the

contractor’s safety performance. Monthly SSMC meeting was conducted to discuss and
review the Contractor’s safety performance, up-dated safety plan, accident/incident
cases, safety audit report, safety training and promotion. Prior to the meeting, site safety
inspection accompanied by the Safety Advisor of TDD was conducted to identify safety
deficiencies. Having participated in the meeting, I could understand the operation of
site safety management. I also strengthened the awareness on some safety malpractice
on site as well as the knowledge on safety measures on various site-working conditions.

4.5 Environmental Consideration

The impact of the civil engineering works on the environment had to be given particular
attention. I reminded the contractor to take measures to protect the environment. The
site area was at close proximity to natural terrain and extensive earthwork was involved
in the contract. To avoid muddy water from being discharged to the public in the course
of construction work, stringent temporary drainage management was required. Besides
the submission of temporary drainage management plan by the contractor, I also
participated in the weekly meeting to discuss the implementation.

During a heavy rainfall, I observed that surface runoff as well as muddy water from a
haul road discharged to an existing channel. Having discussed with the inspectors and
the contractor, the surface of the haul road should be paved with rock fill to reduce the
amount of washed soil. In addition, rock bund was constructed along the edge of the
road to control the surface runoff to be diverted to a desilting pit before discharging to
the public drainage system.

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5. CONCLUSION

During the past twelve months, I worked continuously in the supervision and contract
administration of the construction of Road T7 in Ma On Shan. I had gained a variety of
administrative experiences and improved my managerial skills. I made independent studies,
analysis and judgments and drew conclusions with respect to the engineering problems
arising from the works. My duties involved in the project not only exercised my professional
competence, but also marked the start of my position of responsibility, which are the
constituents leading to a Professional Civil Engineer.

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