Integrated Design and Construction Management

Question 6

THE A406 FLYOVER

Syed Mutayib RIZVI

UEL 1240894
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Table of Contents
1. Choice of Materials ............................................................................................................................. 3
1.1 Use of Material for Flyover: Concrete........................................................................................... 3
1.2 Benefits of Concrete ..................................................................................................................... 5
1.3 Sustainability of Concrete ............................................................................................................. 5
1.4 Specifications: Ground granulated blast-furnace slag (Ggbs) ....................................................... 6
Sustainability Benefits of Ggbs use-separately ................................................................................... 6
1.5 Preventive approaches of repair at regular intervals would ensure ....................................... 6
1.6 Preventive and Remedial Approaches: Maintenance Strategy .................................................... 6
2 Method of Construction | Incremental Launching .............................................................................. 8
2.1 Benefits ......................................................................................................................................... 8
2.2 Erection Method and build-ability of Flyover| Classical ............................................................... 8
2. Critical activities ................................................................................................................................ 10
Description of Construction Phases, Expectation of Duration and Integration of Design activities 10
2.1 Description of Work .................................................................................................................... 12
2.2 Work Sequence ........................................................................................................................... 12
2.3 Resources .................................................................................................................................... 13
2.4 Prevention measures .................................................................................................................. 13
2.5 Budget Cost Summary................................................................................................................. 13
3 Construction Waste, Embodied Energy and Carbon Emission .......................................................... 15
3.1 Measures to minimize Construction waste ................................................................................ 17
Planning......................................................................................................................................... 17
Implementation ............................................................................................................................ 18
Review ........................................................................................................................................... 18
Improvements ............................................................................................................................... 19
3.2 Embodied energy and Carbon Emission: .................................................................................... 19
Carbon emission............................................................................................................................ 19
Embodied energy .......................................................................................................................... 20
4. Procurement Method and Contract: Justification ............................................................................ 23
4.1 Cost Led Procurement................................................................................................................. 23
4.2 Justification ................................................................................................................................. 24
4.3 Contract to be used for the CLP .................................................................................................. 28
4.4 Justification ................................................................................................................................. 28
5 References ......................................................................................................................................... 29
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List of Figures
Figure 1: Barrier Coating application to RC structures. .................................................... 7
Figure 2: Deterioration in RC structure ................................................................................ 7
Figure 3: Preventive approach (silane application) vs Remedial Concrete activity ...... 8
Figure 4: Incremental launching (the launching nose casting the segment on to the
span).......................................................................................................................................... 9
Figure 6: Gantt Chart depicting the full work sequence for the construction phase
(A406) Flyover ....................................................................................................................... 11
Figure 7: Stages of Life Cycle with outputs to be measured (EPA 1993) .................... 15
Figure 8: Showing the CLP process from inception to Hand over ................................ 26
Figure 9: Showing the key areas of focus in detail from Inception to selection. ......... 27
Figure 10: Showing the design stage in the procurement method (CLP) .................... 27
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1. Choice of Materials
Initially it was decided to construct a steel bridge but after further consideration of the
site investigation and the constraints related to the fast and more sustainable
construction of the bridge it was decided to construct a concrete bridge. However, the
initial details of the material used for steel are as follows.

High strength steel- easy to transport, light weight and makes welding easy.

High weld-ability ensures less precautions.

Steel grade- JR, JO, J2

J2 chosen as steel quality to be used.

JR to JO to J2- the quality improves.

Beams –S355-delivered in normalised state-S355J2 + N for alloyed steel.

Secondary elements S235-being less exposed to stress

1.1 Use of Material for Flyover: Concrete

The main material used in the construction of the bridge is concrete. Options for the
construction of a steel bridge were considered but it was found to be costly. Along with
the cost it was found that concrete provides a faster method of construction. The ability
to control the concrete for post tensioning while incremental launching provides a
better build-ability for the bridge. Saving time and other aspects such as the climate
change potential are some more advantages that are provided by use of concrete for
construction.

Robustness

The reliability and limit state for end of life use provide greater sustainability. The
robustness of concrete is also a positive factor as the development of alternate load
paths in the structure provides a strong and robust defence system against
progressive collapse in case of an untoward incident.

“Progressive collapse” can be defined as the disproportionate collapse of an entire

structure or large part of a structure, spreading from an initial local failure from an
element (column or beam) to another.
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To prevent such collapse in the buildings, different measures are made to resist
progressive collapse.

EN 1991-1-7 of the Accidental Actions defined “robustness” as

“The ability of a structure to withstand events like fire, explosions, impact or the
consequences of human error, without being damaged to an extent disproportionate
to the original cause”.

Methods such as the ‘alternative load path’ and ‘segmental segregation’ are used to
prevent such progressive failures. Bridges more often use the segregation of
segments method to avoid the collapse. In case of a failure in one of the columns of
the bridge, the segmental segregation method stops the effect of the failure of the
damaged part of the bridge to reach the undamaged part. The hinges placed at the
column to section (segment) connection help separate the progressive failure to reach
the other undamaged parts.

Sustainability of concrete is also a plus point when constructing a bridge. The life of a
concrete bridge is proven to be long along with minimum maintenance required
(application of silane after certain number of years)

Stone: Granite and limestone are prime examples of natural stones and are widely
used for construction projects of bridges. The materials are able to resist erosion
caused by water and wind. They are the key factors for the sustenance of the
structures for their long life while also requiring very less or no maintenance.

Bitumen: A recommended material for the construction of the pavement is the

mixture known as the PMB (polymer modified bitumen). The life of the road and
potholes would be enhanced by the use of PMB. A manual method for laying of the
road using PMB is carried out and a road-roller machine levels it.

Recycled aggregates: The recycled materials from the previous construction sites
are used to obtain the recycled aggregate. Less transportation of the aggregate is
ensured by making the most of the aggregate at the site. The recycled aggregate
produced at a main plant ensures the use of landfill space is reduced. This reuse of
the concrete debris helps to reduce the environmental impact.
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1.2 Benefits of Concrete

 Clear Track record of Performance and Durability
 Cost efficient - in the long-term
 cheapest and fastest material for constructing durable, quality bridges
The climate change potential of concrete on a per tonne basis is:
 164 kg CO2 for concrete,
 1216 kg CO2 for steel and
 240 kg CO2 for brick.

1.3 Sustainability of Concrete

 Concrete has a long life and minimum maintenance which means there is minimum
need for activities such as cladding, painting.
 The design life of concrete is greater than 100-120 years which suggests that the
concrete bridges are constructed in order provide a service of around more than
120 years.
 This ensures low environmental and social impact as the need for new construction
arises only after a century’s time. Less construction would thus, mean low emission
level and more beneficial environmentally.
 95 per cent of concrete after its service life finishes is recycled and used as
aggregate. Thus, the end of life use for concrete ensures maximum recycling.
 Cement use in the concrete construction produces carbon dioxide. In the past 25
years (since 1990), the CO2 production for cement is gone down by 40%.
 Use of local and recycled aggregate is ensured so as to prove the socially
responsible production process of the materials.
 Support of the local economy is taken care of by using the local aggregate.
 Transportation of aggregate can be used to minimize environmental impact as
transportation of materials from its point of manufacture to the delivery site
contributes a lot to the emission produced.
 Methods of transportation that are more environmentally and socially viable shall
be put into practice.
 The characteristics of supply chain along with material purchase from locally
manufactured suppliers should be considered.
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1.4 Specifications: Ground granulated blast-furnace slag (Ggbs)

 Cement material blast-furnace slag – a water-quenched Pulverised fuel ash.
 Ground granulated blast-furnace slag (Ggbs) - to be used separately (Ggbs is
available since 1960s as a separate entity).
 BS6699 governs the use of Slag cement for concrete.
 Part 1 of BS 5328 provides procedure for combination of Portland cement and
Ggbs if required.
 Encouragement of local supply at procurement stage.

Sustainability Benefits of Ggbs use-separately

 Reduction in energy
 Reduction in carbon emission.
 Reduction in extraction of minerals.
 Curtailment in heat of hydration and risk of thermal cracking.
 Less permeable and porous.
 Increased strength for long term and enhanced durability against extreme
climate.

1.5 Preventive approaches of repair at regular intervals would ensure

 Functionality of the flyover is maintained.
 Long service life of the flyover.
 Avoidance of rebuilding the structure and thus minimization of environmental
impact.

1.6 Preventive and Remedial Approaches: Maintenance Strategy

 Application of silane coating 70 metre square of structure at either 10-year or
15-year intervals (120-year service life).
 Concrete repair works at 50 and 70 years into the structure service life (100
metre square patch repair work)
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Figure 1: Barrier Coating application to RC structures.

Figure 2: Deterioration in RC structure

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Figure 3: Preventive approach (silane application) vs Remedial Concrete activity

2 Method of Construction | Incremental Launching

2.1 Benefits
 Ex-situ prefabrication of bridge deck used to speed up the construction process.
 Integrating off-site (ex-situ) casting activity with construction of substructure (i.e.,
piers and abutments would be built while the ex-situ fabrication of the deck).
 Assurance of quality control in normal conditions.
 Incremental launching would ensure minimum site disruption for existing users.
 Saving on cost would be achieved as the construction process is reduced.

2.2 Erection Method and build-ability of Flyover| Classical

 A maximum span of 30m.
 Launching nose: 20-25m long-to control the launching (effects) at the construction
head (see figure 4 for visuall illustration).
 Hydraulic ramp pumps the deck forward.
 Casting length of segment used: one third of the span length (casting length may
be increased to one half where span is shorter).
 For a span of 30m, the segment casted should be one third of span equal to 10m.
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 Launching segments deck post tensioning would not be applied until the deck
would be fully launched[1].

 The deck used should be internally pre-stressed.

Figure 4: Incremental launching (the launching nose casting the segment on to the
span)

 There shall be no need for temporary mid span props as the spans are only 30m
long (mid-span props are used only when the spans exceed the typical length of
45-50m by approximately 15-30m).
 A constant elevation necessary for incremental launching is satisfied.
 A constant curvature requirement would be satisfied by two separate incremental
launching processes from the point where the curvature of the flyover changes.

1
Broad meadow Estuary Bridge in North of Dublin, Ireland used combination of post-tension and un-tensioned
reinforcement which led to saving of up-to 35% in weight of prestessing steel.
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2. Critical activities

Description of Construction Phases, Expectation of Duration and

Integration of Design activities
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Figure 5: The Gantt Chart depicting the full work sequence for the construction
phase of the A406 Flyover
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The Gantt chart above describes the construction phases of the A406 flyover. After
the setting out has been carried out and the site is clear for construction, the fencing
of the site starts. The construction process begins by the piling process for the
columns and the abutments. Only after the piling has been completed the
construction of the abutments is started. In order to save time, the design activities
and the order of materials is integrated with the construction of the abutments. This
would ensure that nothing is built before designing it. As the design process keeps
ahead of construction, it would make sure that no inconvenience is faced due to the
early build process. This is significantly important as it would also induce and
increase the construction waste consequently.
Lead times such as the time taken for the manufacturing stages of the different
materials and component that are needed to complete the project. The lead times
are considered early in the planning of the project and the placement of the orders is
done simultaneously with the construction process of the abutments.
The precast section (deck) for the flyover is fabricated off-site while after design
consideration have been set out. The precast ex-situ fabrication helps save time.
Before the construction process of the abutment ends the fabrication of the section is
already started off-site.
After this the hydraulic pump and the small cranes are delivered on site. The timing
of the delivery of the ex-situ fabricated section is done in a way that least time is
wasted. The launching of the prefabricated segments is carried out with the help of
the hydraulic pump that pushes the segments forward with the help of the launching
nose (see figure 4).

2.1 Description of Work

The incremental launching process is carried out from two separate ends because of
the curvature of the flyover at 350 m from the north side. The two launching noses
would meet at the point where the flyover curves and joined to give finishing touch

2.2 Work Sequence

The following procedure must be carried out before the construction of the flyover
starts:
 The area is to be clear of any unwanted materials throughout the duration of
work.
 Span of 30m with launching nose of 20m long-to control the launching (effects) at
the construction head (see figure 4 for visual illustration).
 Hydraulic ramp pumps the deck forward with a casting length of segment equal to
one third of the span length (casting length may be increased to one half where
span may be shorter).
 For a span of 30m, the segment casted should be one third of span equal to 10m.
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 Launching segments deck post tensioning would not be applied until the deck
would be fully launched. An internally pre-stressed deck would be used.
 There shall be no need for temporary mid span props as the spans are only 30m
long (mid-span props are used only when the spans exceed the typical length of
45-50m by approximately 15-30m).

2.3 Resources
Supervision
 The General Foreman
 Site Manager
Labour
 50 Joiners
 150 labourers
 3 crane operators
 3 Hydraulic Pump operators
Significant Hazards
Vehicles and moving plants
Work at height
Falling objects from significant heights
Working with concrete:
Eye contact with concrete.
Mould oil.
Power tools.

2.4 Prevention measures

Site induction for all the operatives.
Temporary foot bridges to be constructed for frequent cross over.
Hard hats, safety boots and high visibility jackets to be worn at all times.

2.5 Budget Cost Summary

Cost Estimate:
 For minor items which at this stages have not been identified account for an
allowance of 10% of the highway construction cost.
 A further 10% allowance of contingency for highway construction costs.
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 Allowance for professional and planning fees would be set at 20% and 10% of the
highway construction costs respectively.
Rates based on 2014 tender prices for civil engineering work were used to estimate
costs. Also, the costs estimated for the construction of the works (anticipated) in 2014
are considered.
The output price index (OPI) is used to estimate the 2014 costs.
The budget cost for the construction of the A406 Flyover including material cost, legal
charges, planning fees, construction cost, labour that comprises of the joiners,
labourers, crane operators, hydraulic pump operators, etc.., is estimated to be around
35-40 million pounds. This would also include the allowances that are mentioned
above.
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3 Construction Waste, Embodied Energy and

Carbon Emission
The effect of construction waste on the environment is a world-wide problem. It needs
to be tackled with utmost care.

The construction process and the use of materials should be more efficient and
recycling of materials should be encouraged to ensure the reduction of construction
waste.

By ensuring such steps the landfill can be minimized and carbon emissions reduced.

One more method of reducing carbon emission is the use of reinforced concrete with
timber, or natural fibres.

Use of materials responsibly sourced and accredited.

Use of natural gas over coal should be preferred. This would help the low emission of
coal as natural gas has a lower carbon content.

The cumulative impact on the environment would be assessed and estimated from all
the stages in the product life cycle.

Figure 6: Stages of Life Cycle with outputs to be measured (EPA 1993)

Raw Materials Acquisition
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Removal of raw materials from the earth marks the start of the life cycle of a product

An example of such a process is the mining of resources that are non-renewable. It

also involves the transportation of materials or goods such as reinforced concrete with
natural fibres or timber (in raw form) from the place of acquisition to the construction
site.

Manufacturing

The manufacturing process involves the transformation of the raw materials into a
product. The manufactured goods are then transported to the consumer after the
product has been fabricated.

Material manufacture, fabrication of product and distribution/transportation are the 3

key activities which if taken care of can have a great impact on the reduction of the
waste and carbon emissions.

Converting raw material to a usable form and getting it ready for fabrication and then
distribution consumes a lot of energy and fuel. As discussed earlier, the use of fuel
with a lower carbon content can also help reduce carbon emissions.

All of the manufacturing and transportation activities to fill and distribute a finished
product shall be taken in to consideration to minimize the environmental impact
caused.

Use/Reuse/Maintenance/ Recycle

The use, reuse and maintenance activities are to be considered with due precision
when starting a project. The use of the materials should be done in the most efficient
manner and reuse of the materials on side should be maximised.

The maintenance/repair process of the structure should ensure the minimization of

environmental waste. During the useful life cycle of the product, it may need repair,
service or reconditioning. More efficient methods used on these activities to reduce
energy consumption. Storage of the product and its consumption demands energy
and thus, result in environmental waste. When the products are of no use, they can
further be recycled and thus construction waste minimized.
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3.1 Measures to minimize Construction waste

Planning
 Set waste targets at the tendering stages by involving the sub-contractors to
comply with the set targets.
 Site Waste Management Plan required to be developed and implemented by the
contractor.
 Estimation and report of waste performance by the main contractors and sub-
contractors.
 Ensure that all the design and specification used are regularly updated to ensure
right data is given out to the sub-contractors to order the required materials.
 A procurement route facilitating the involvement of the contractor early in order to
design out waste before agreeing the tender prices.
 Sub-contractor appointments should include the responsibilities for waste
reduction, segregation and reuse.
 Accurate site measurements to be taken would ensure a more accurate estimation
of the required materials.
 Mitigation actions of the identified causes of waste to be developed early at the
tender stage.
 An improvement action to be set at the tender documentation.
 An adequate and safe storage of materials to be maintained at the site to avoid
any waste of materials.
 Workforce training in waste management and reduction to be conducted before the
start of the construction.
 Check for any interference of the construction process with other trades

The sub-contractor should be involved to:

 Develop logistic strategy to minimize waste.

 The use of suitable storage that is safe and secure.
 Develop an efficient way of using packaging.
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Implementation
The waste reduction and the waste management measures documented at the
planning stage must be implemented during the construction process and the effect of
these actions reviewed after regular monitoring.

The team should check the performance after reviewing the reports produced. This
would enable the team to magnify any opportunities to reduce waste.

 A Site Waste Management Plan should be implemented to take care of any

legislation resulting from a relevant waste. The reduction re-use and recovery of
construction waste should be maximised by including a good practise guidance.
The least preferred option should be the disposal to landfill.
 Logistic strategy aimed at minimising waste. A centralised site materials database
shall be used to achieve minimum waste and by providing information on the
project requirement for materials. Thus, damage to materials can be reduced with
an in time delivery as this would minimise the stored time of the materials. The
cumulative over-ordering of the materials can be restricted by co-ordinating and
planning the materials ordering process.
 In case of materials, where “just in time” deliveries cannot be possible, alternatives
such as the secure storage facilities should be provided so that the materials
remain safe from any sort of damage which would ultimately result in waste.
 A site waste manager should be appointed to monitor the waste management plan
and ensure the reduction process are kept in check.

Review
A review of the waste performance should be carried out after the sub-contractor has
carried out his work as it can have many benefits

The review can help to check the effective ness of the strategies applied during the
construction process.

 The efficiency of the material usage can be measured by quantifying the ratio of
materials ordered and quantity un-used.
 A target vs performance review can be carried out. At regular intervals, meetings
should be organised to review the performance. The key targets that are agreed at
the tender documentation stage should be a contractual obligation for the
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contractors. This would ensure that the performance of the project is examined
during construction phase.
 Data Analysis-The building up of a picture of the efficiency of the materials usage
is very important. This can be done via getting the waste data through to clients,
sub-contractors and contractors. It would also help to analyse the effect of waste
reduction on profit and the over-all cost.
Suggestion for future improvements can also be developed if the data is used
correctly.

Improvements
 Improvements can help us demonstrate best practice and commitment to
minimisation of waste.
 The projects’ delivery for a lower cost can be achieved by improving performance
on waste minimisation.

3.2 Embodied energy and Carbon Emission:

Carbon emission is a serious issue for safeguarding our environment. The
construction industry, with its high levels of carbon emissions is one of the key
organisations that add to this phenomena of increased carbon emissions. Carbon
emission is also responsible for the depletion of the ozone layer in the atmosphere.
As such the construction industry should take it as their moral and legal obligation to
address this issue and deal with it in the most efficient and cost effective manner.

The LCA (Life Cycle Assessment), is an effective way of dealing with such a complex
and broad faceted issue. Beyond the simple occupancy, a broader assessment of the
buildings start-end of life use should be considered. Factors such as the design, use
and construction should be taken into account.

The extraction of various raw materials results in the emission of carbon. The
monitoring of the process of the manufacturing lies beyond the direct control of prime
contractors.

Our objectives are:

 To establish and maintain a baseline that is appropriate for the standards of carbon
emissions
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 CO2 emissions to be reduced by setting an achievable target.

 Set a target in helping to reduce the energy costs of the Newham Borough
 Identifying opportunities by encouraging workforce to involve fully.
 Take a pioneering approach in reducing the carbon emissions and encourage
others and also the community to contribute in the future.
 Locally raise the environmental depiction of the Council.

Embodied energy
Engineers consider embodied energy and carbon dioxide emissions from the use of
all construction materials when planning, designing and constructing a bridge.

Studies have been carried out on different forms of bridge structures to assess both
the energy consumed and the CO2 emissions generated in their construction and use.
The embodied energy comparison shown in Table 1 (see page 11) demonstrates that
across the range of bridge forms concrete construction consumes the least energy.
The same conclusion is reached when comparing CO2 emissions.

Sustainability is a complex area encompassing environmental, economic and social

aspects that are intrinsically woven. With its long life and minimum maintenance,
concrete is a construction material that brings these credentials to any bridge
construction project. Looking to the future, improvements are being explored that will
further enhance the sustainability agenda in favour of concrete bridges when
compared to other materials. The cement and concrete industry is taking the lead in
evolving ever more sustainable approaches to concrete construction.

The embodied energy is total energy consumed while acquiring and processing of
materials (raw) which includes manufacturing, transportation and final installation
[Cleveland and Morris (2009)].

The embodied energy can however, be defined in many different ways.

The United Kingdom construction industry is the largest consumer of natural resources
(over 400 million tonnes) of material consumed per annum. The total United Kingdom
carbon emissions other than the construction industry account for 90%. However, the
embodied energy can be minimised by undertaking the following steps:
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Materials such as concrete can be more desirably specified as concrete forms the
main material for the construction of this project. Thus, the embodied energy can be
minimised significantly by specifying materials such as concrete in this case.

In the design process, the usage of the slenderness of structure and can play a vital
role in the reduction of the embodied energy.

Also, the use of environmentally friendly methods in the construction and post
construction of the project will have a major impact in reducing the embodied energy.

The design should be carried out with the concept of deconstruction as the flyovers
are made with an end of life use of less than that of the materials they are constructed
of. The reuse of the materials can thus be enhanced to increase service life of the
structure.

The following steps are taken to ensure the goals are met:

1. Selection of materials: The selection of suppliers of materials and products such

as cement and aggregate should be based on the criteria that they are actively
managing their carbon impact. The basic construction materials are carbon and
energy sensitive in their extraction and transportation which makes it even more
important to select the right suppliers.
Supply chain for the materials should not be using fossil fuels in kilns. Waste derive
fuel shall be preferred.

More innovative class of cement be used with a negative carbon footprint.

2. Origin of Raw Materials: The locally produced/fabricated materials should be

used. This would ensure that the transportation from the source to the
site/manufacturer is minimized. This can sometimes be a major cause of emissions
(e.g.., transporting from quarries in a south-Asian countries like India). Also the
carbon emissions produced can be higher than transportation.

3. Emission during the Construction Phase: Large projects commonly use heavy
machinery, temporary sites, transportation, etc. A better use and management of
such issues can help reduce carbon emissions significantly.
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4. Re-thinking the choice by clients and design of structures: Use of the locally
sourced and use of substantial concrete reinforced with timber can form an
enhanced way of reducing embodied energy and carbon emission.

5. Work in partnership with ‘Carbon Trust’ experts (carbon trust is a company

providing expert advice on methods to reduce carbon emissions): The expert
advisory from the Carbon Trust would give realistic advice on how to achieve the
targets set. Also, provide detail of the companies that offer low carbon products
during the tendering process.
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4. Procurement Method and Contract: Justification

4.1 Cost Led Procurement.

The CLP allows the industry to use its experience and knowledge for the development
of unconventional solutions through design, material, sub-contracting and direct labour
leveraging giving an advantage to the Public Sector.

A strategic brief provided by the client states the outputs and outcomes which then
gets response from the industry by receiving proposed solutions and committing to a
price and set of regulations and rules.

This method works on a key feature of its commitment to beat the cost ceiling from
the supply side. The supply chain teams are engaged by the client early on in the
project. This allows the supplier team to compete (each other) on a particular scheme
very early in the project.

This involves a two stage process with supply chain teams. The proposal from the
supliers are taken and forwarded to the client who then gives a feedback and the final
proposal acceptable to the client is then finalised. The succesful team should
demonstrate at the inception, a better proposal in terms of cost and solution.

The team that provides the best proposal is appointed to work with key stakeholders
from the client’s side for the development of cost and design. The procurement is best
suited for the projects where the exceedance of the cost is not essentially desired. In
the projects where there is a high functional and repetetive aspect to the construction
of the project.

This project also helps to promotes process of continuous improvement as the

suppliers come up with a more competitive proposals that can drive the costs down
further when the process gets repetitive. The CLP is very useful in case the cost ceiling
of the client cannot be met. In such cases, the project may be offered to the suppliers
outside the network.

However, a well-managed framework would usually not involve such a scenario as it

tends to deliver similar projects. As in such cases there is a good understanding of the
cost between the client and the supplier.
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The use of a contract with such a procurement method can be a contract with a simple
approach.

4.2 Justification
Single point of Responsibility

The procurement method aims to achieve a single point responsibilty for both the
design and construction. This enures that the both the responsibiities are with the one
partty making client satisfaction a priority. Also, in case of any legal issues or
imperfection in the work the client has a better position for accountability which
ensures that the disputes are rseolved in an easy manner.

“The project went from business case to completion in fourteen months. Cost savings
of 6% were achieved on the out-turn cost, worth £600,000.

Constructing Excellence report on Rye Harbour Trial Project, 2014”

Time saving during the Procurement

CLP also helps to save a considerable amount of time in the procurement process.
The clients are in a position to set a realistically shorter process for procurement to the
contractor. Prior to the contractor selection there is no need to arrive at a lump sum
cost for the project, which makes it possible to achieve the shorter process. This
evidence of time and cost saved was shown in the Trial Projects using CLP in the
procurement process.

Time saving during Delivery

The involvement of the contractor early in the process with an enhanced risk
management gives certainity in delivery of the programme as the project is better
understood and managed.

Supplier selection

Among all three methods of procurement this is an important and more essential
characteristic. Tier 1 and Tier 2 supplier selection should be carried out with testing of
willingness and understanding of collaboration of the organistaion. Emphasis should
be laid especially on cost. This would get all the parties focusing on cost and improved
value, developing trust and removing opportunism on cost.
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Overcoming political reluctance

Something new is always opposed and it doesn’t exclude this method of procurement.
The single stage tendering has been tested in the past and has had sufficient chances
to demonstrate the reducing cost but has failed. All the three methods of procurement
have shown better values to reduc the costs against the set targets. Tese details have
been shown in the Trial projects case study conducted in New Prison North Wales.
The CLP has its basis on an reimbursable open book cost as claimed by the anti-
lobby. Therefore, open to abuse is not suported.
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Figure 7: Showing the CLP process from inception to Hand over

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Figure 8: Showing the key areas of focus in detail from Inception to selection.

Figure 9: Showing the design stage in the procurement method (CLP)

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4.3 Contract to be used for the CLP

NEC (The Engineering and Construction Contract) 3rd Edition: First published in 1991,
the NEC (in its 3rd edition) had some amendments by Latham Review and feedback
from the users. The NEC is considered to as the most common contract for the
construction and engineering industry. However, this may be an aspiration far from
fruition. The main form of the contract include standard forms of contract and prof.
Services contract. It is in the fundamental concept of NEC that it is designed to be
flexible so that it can be used and applied to different types of contracts.

4.4 Justification
Since, the contract can be used for major as well as minor projects and can also
employ various contractual arrangements while being compatible with various types
of documentations (project), it forms the perfect contract for satisfying the needs of the
contractual obligations of this project. The traditional appointments can be separated
into roles of project manager, adjudicator and supervisor but the there is a flexibility of
undertaking it by one individual. This flexibility once again proves to be of great
importance as it satisfied the requirements set in the procurement method which is to
have ultimate single point responsibility.

Under the clause 30, there are contractual obligations placed on the contractor and an
important document in this form of contract is the programme.

The programme under the clause 30 needs to show prescribing info. And it has to be
made sure that the information is kept up to date. The key info that the programme
must show are:

Operations carried out by the contractor and others.

 Critical dates.
 Timing and order of he works.
 Time risk and float allowance.
 Each operation’s equipment and resources.
 Requirements for health and safety.
 General info and dates.
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5 References

1. Simon Bourne (2009). Incrementally launched Concrete Bridges. 3th ed. Concrete
Group Development Group: Concrete Group Development Group. 1-2
2. Brian Cook and Peter Williams (2009). Construction Planning, Programming and
Control. 3rd ed. Chichester, West Sussex, PO19 8SQ, United Kingdom: A John
Wiley & Sons, Ltd., Publication. 199-213, 133-33.
3. Brian Cook and Peter Williams (2009). Construction Planning, Programming and
Control. 3rd ed. Chichester, West Sussex, PO19 8SQ, United Kingdom: A John
Wiley & Sons, Ltd., Publication. 13-20, 23-44
4. CBDG (2014). Construction Concrete bridge-Construction methods -Precast. 7th
ed. Riverside House 4 Meadows Business Park Station Approach Blackwater
Camberley Surrey GU17 9AB: A John Wiley & Sons, Ltd., Publication.
5. Concrete Bridge Development Group (2000). The aesthetics of concrete bridges.
Crowthorne, Berkshire, RG 45 6YS: Concrete Group Development Group. 8-10.
6. FABER MAUNSEUL (2005). AN INTRODUCTION TO CONCRETE BRIDGES.
Crowthorne, Berkshire, RG 45 6YS: The Concrete Bridge Development Group. 34-
56
7. Concrete Bridge Development Group (2005). Fast Construction of Concrete
Bridges. Blackwater Camberley Surrey CU17 9AB. 28-30
8. CBDG Publication (2005). Fast construction - segmental and launched bridges. 4
Meadows Business Park Station Approach Black-water Camberley Surrey GU17
9AB: Concrete Bridge Development Group. 24-45
9. Highways Agency(2001): BD 57/01 Departmental Standard, Design for Durability,
Design Manual for Roads and Bridges, Vol. 1, Section 3, Part 74, Department of
Transport.
10. Report C543 (2001) - Bridge Detailing Guide, Construction Industry Research and
Information Association.
11. Steele K. A (2003) Methodology to facilitate the environmental comparison of
bridge management strategies. Engineering Doctorate Thesis, University of
Surrey.