FINAL REPORT - ESS 02

1. Introduction
As a part of development of National Roads in Eastern Indonesia ( Eastern Indonesia
National Road Improvement Project : EINRIP ), selected road links have been developed
in the Island of Sulawesi ( South Sulawesi, North Sulawesi, Central Sulawesi and South
East Sulawesi ), Kalimantan ( West Kalimantan and South Kalimantan ), NTB ( Island of
Sumbawa ) and NTT ( Ende ). They include development of roads and bridges in 18 No.
Packages and 2 No. packages are planned for development soon ( ESS 05 and ESS 06 ).
The Total Loan given by AusAID for above development is about Aus$ 300 million
( AusAID Loan No. AIPRD L002 ).
2. Project Data
a. Province : South Sulawesi. Kabupaten : Kab. Bantaeng and Kab. Bulukumba
b. Project Limits : Starting Point : KM 122+000 from Mks and Ending Point : KM
148+875 from Mks.
c. Total Project Length : 26,875 km.
d. Width ( Urban areas ) : 7.00 m
Width ( Rural areas ) : 6.00 m.
Width ( Bantaeng City areas ) : 11.00 m
e. Topography : The entire road length is located in flat terrain, where part of the
road is located adjacent to the coastal region. In general there are paddy fields
and shrimp ponds located on the land side of the road. There are many bridges
long and short, of which at 5 No. locations, the existing bridges have been
replaced. In addition to above 13 No. new box-culverts have been constructed.
f.

Climatic Condition :
The project area is generally warm and has been
experiencing monsoon rainfall, which was quite intense during the peak rainy
season experienced in the project area.

g. Economic Condition and Economic Potential : The main occupation of the local
population is paddy cultivation, shrimp ponds and fishing industry in areas
adjacent to the coast. Apart from that, development of seaweed is being carried
out in large scale. In the stretch between Jeneponto and Bantaeng, there are
salterns over large area. Apart from above, tourist industry is booming in the
beaches of Bira and new such development is being made in between Bantaeng
and Bulukumba. Development of exotic plant is being made in the mountains
adjacent to the project area, which includes strawberry.
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h. Population and Housing :

Except in urban and semi-urban areas, the
development is ribbon development i.e. the houses are located along the entire
length of road but in general relatively narrow.
3. Technical Data
(a) Project Length : 16,875 Km.
(b) Width : Pavement 6.00 m ; 7.00 m ; 11.00 m , shoulders 1.50 m
(c) Crossfall: In the straight sections, the pavement is provided with 3 % crossfall
and at the curves the superelevation as required is provided. The Longitudinal
slope that existed has been retained with minor revisions as shown the
drawings. In general, the road is located on relatively flat area and no
difficulties were encountered.
(d) Pavement structure: The pavement width in the urban areas is 6.5 m and has
been reduced to 6.0 m in the rural sections. As specified in the construction
plans, the road has been widened as required locations to provide pavement
and shoulder as required. The pavement has been constructed with overlay or
Full Depth pavement as shown in the plans.
(e) Shoulders : In the start of the project over a length of approximately 1.5 km.
and again in the sections where there is concentration of local population, and
near the final stretch of project, 1.5 m wide paved sidewalks have been
provided. The remaining shoulder is paved with penetration macadam.
4. Contract Data
(a) Package Name : ESS 02 : Bantaeng Bulukumba
(b) Loan Number : AIPRD L002
(c) Contract Number : 01-54/ESS-02/NR/A/L002/0509
(d) Commencement Date : 15 October 2009
(e) Construction Period : 730 days
(f)

Scheduled Completion : 1.095 days

(g) Defects Warranty Period : 365 days

(h) Original Contract Amount : Rp. 124.600.055.000,- (Incl. VAT 10%)
(i)

Retention : 10 % of Contract Amount

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(j)

Addendum 1 : Contract Amount

: Rp. 135.534.434.896,84 (Incl. VAT 10%)
Construction Period : 880 days
Revised Completion : 1.245 days

(k)

Addendum 2 : Contract Amount

: Rp. 133.229.547.255,89 (including VAT)
Construction Period : 880 days
Revised Completion : 1.245 days

5. Major Works
The major works executed in the project, in general are as follows :
(a) Pavement construction composed of aggregate layers and asphalt layers
(b) Shoulder construction composed of paved sidewalks and penetration
macadam.
(c) Bridges and Box-culverts
(d) Pipe Culverts and Slab Culverts ( New and extension )
(e) U ditches ( Open and Covered type )
(f) Retaining Walls
(g) Gabion Construction
(h) Guard Rails
(i) Road Markings
(j) Traffic Signs
6. Aggregate and asphalt construction
(a)
(b)
(c)
(d)

Total length of pavement reconstruction

Total length of pavement reconstruction and widening
Total length of Full depth reconstruction and raising
Total length of Overlay (leveling) and shoulder widening

1.500 km
17.675 km
1.900 km
5.800 Km

7. Base Camps and production

(a) Pajukukang : At the early days of construction, Contractor used camp at
Pajukukang, where aggregate components were produced and supplied for
construction. In addition, hot mix was also produced and supplied. Weigh
bridge for measuring load in the trucks and Field Laboratory for quality control
is also available in this camp.
(b) Bulukumba: Aggregate production was also made at this Base Camp, where in
addition to production by stone crusher, the required material was also
produced by using blending apparatus.

(c) Padangloang : Crushing & Blending plants and AMP were erected at this camp,
where materials were produced and used until completion of works. Though
essential laboratory equipment were available in the above camp for quality
control, major quality control works were performed at the camp at
Pajukukang.
8. Bridges and Culverts
Bridges :
(a) Pile Construction : There were 45 No. Bridges located in the project of which 5
No. bridges had to be replaced with new bridges. 5 No. bridges which were
relatively short had to be replaced with box-culverts ( either one, two or three
cells ) and at 13 No. Bridges no treatment whatsoever was planned except for
very minor repairs.
At 2 No. bridges for replacement, the foundation structure consisted of precast
concrete driven piles whereas in 3 No. bridges it consisted of bored piles. Pile
construction was made with relative ease, except at 1 No. bridge where, when
piles were driven, 2 No. piles could not be driven beyond shallow depth, due to
the presence of rock.
Hence, soil investigation was made by boring at two positions, and it was
determined that rock boulders were present and hence excavation was made
and the boulders were removed ( relatively shallow depth ) and construction
was completed conforming to drawings. Pile Load Test ( PDA Test ) was
performed as required and was found that the constructed piles were adequate
to carry load during service period.
(b) Bearing at Abutments and Piers : The bridge abutments contain composite
structure at the abutments, where the curtain wall at the abutment and slab in
deck are constructed monolithically. The design assumes that there will be no
relative rotation between the slab and the curtain wall and hence there will be
no need to provide elastomeric / rubber bearings at the abutments. Instead
fiber cement pad has been placed as bearing. Whereas at Piers, elastomeric
bearings have been placed and the design has been made, such that the deck
could be slightly lifted and the bearing could be replaced, without damaging
and without endangering the safety of the structure.
Whereas at the piers, continuous linking slab and elastomeric bearing pads
have been used. When during service period, replacement of bearings will be
necessary, the linking slab could be lifted along with the beams and the
bearings could be replaced, without the need to damage the slab or the beams.
(c) Detour and Temporary Bridge
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At all locations ( 5 No. ) where new bridges are constructed, detour and
temporary bridges were required. Where as at locations where new boxculverts were constructed, detour and temporary bridges too were considered.
(d) Box culvert construction
At locations where detour could not be constructed due to difficulties in
acquiring land, construction is made in halves, i.e. one-half of the bridge is
demolished and reconstructed, while the remaining half is used by traffic. On
completion, the traffic is diverted on to the completed half and the remaining
half is constructed, thus the entire structure is replaced.
9. Coastal erosion :
During the months of March in 2012, the coast in the stretch Km : 124+250 to Km.
124+500 was affected by coastal erosion, including erosion / removal of the banks,
which were about 2 m. high above the sandy floor of the coast. As the result of it the
edges of the shoulder / verge were eroded and hence had to be protected.
Since, the above work was not anticipated, there were no pay items available in the
contract and hence temporary protection was made by placing large boulders and the
work was performed on day work basis. However, it should be noted that currently
most of the placed boulders are not visible and have sunk into the sand available at
that position.
We were informed by the project personnel that as a part of coastal protection the
Provincial / Kabupaten Government will soon construct protection along all areas
subject to erosion, including at the above position.
10. Sta : 23+600 Torele Bridge
At the above location 9.00 m long simple span bridge exists, and as per contract plan
the above bridge had to be replaced with 3 Barrel Box culvert. The existing structure
was investigated and load tests were performed to determine its suitability. It was
determined that the existing structure will be adequate to carry project load and the
width was sufficient. It was felt that it will be wise to retain the existing bridge.
The above question was brought to the attention of Bintek Officials, who made
intensive observation and analysis and it was decided to retain the bridge as it is, but
to provide gabion protection of the river bank both in upstream and downstream
directions to prescribed lengths.
Based on the above recommendations, the required gabion protection was
constructed in place and the existing bridge has been retained.
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11. Sidewalks inside town : Local Govt. instructions and widening

The contract plans require that paved sidewalks be provided on both sides within
the urban area of the project. However it should be noted that on the LHS of the
road, sidewalk is already available and there will be no need to provide additional
sidewalk. Whereas on the RHS, the existing width available for sidewalk is less than
the width required in drawing and at the exterior edge of existing available area,
lined side ditch exists.
Further, on both sides of the road i.e. in the area where sidewalk is planned, many
trees exist and that land has to be acquired behind the existing ditches, if sidewalk
to specified width will be needed. The City Government insisted that no trees be cut
and that no additional land will be required.
Hence, the available width was retained and paving blocks were constructed in
place, encircling the trees when required.

12. Utilities
At many locations in the project area, utilities such as telegraphic and electricity
poles, embedded water lines and embedded optic cables were available. The electric
and telephone poles were relocated by the relevant authorities. Whenever buried
optic cables were encountered, personnel from the relevant authorities were present
at site assisting construction, thus damage to them could be avoided. Similarly
assistance was sought from water authorities when works were carried out.

13. Drainage : Pipes and U ditches

For drainage, pipe culverts were constructed at required locations. At some locations
slab-culvert was used in preference to pipe culvert to suit the site condition. The U
ditches contained cover slabs in the urban area and where side roads existed,
whereas at other locations U Ditches without cover slabs were used.

14. Interim Payment Certificates ( IPC ) and Payments

Interim Payment Certificates were made on every 25th of the month, for works
completed and approved before that period. In principle, only works completed as
required and conform to specification requirements have been included for payment.
If payment made irregularly by oversight, then the payment is rectified as required in
the subsequent Interim Payment Certificate.
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15. TFAC and PMSC Audits

During construction, TFAC carried inspection at site and checked the technical
aspect and financial aspects of the project. They provided the site team with useful
suggestions in relation to improve quality of construction. Their suggestions were
implemented in full.
Further, PMSC carried out their own investigations at site and provided suggestions.
When their suggestions were determined useful, they were immediately implemented
at site.
Note: There are doubts about the accuracy of measuring concrete strength using
hammer test by the TFAC audit team. Wherever they reported that the strength in
concrete was low, tests were repeated using different equipment employing
experienced personnel and it was found that the measured strengths were adequate
and values reported by TFAC were incorrect. Hence it is believed that either the
equipment used by TFAC is faulty or proper method has not been used when
strengths were measured.

16. PHO : Provisional Handover

Provisional Handover was concluded on March 12, 2012. On that date, works were
substantially completed i.e. the works remained for completion were erection of
terminal pieces in some guard rails and completion of retaining wall and sidewalk
over a length pf about 80 m. within the town.
However the entire construction was completed within 2 weeks from the date of
Handover and the completed road was functioning full as required.

17. Comments on Specification requirements

(a) 100 % compaction of Aggregate Base A : The specification requires that the
Base A be compacted to 100 % compaction ( AASHTO T 180 ), before
construction of asphaltic components on top of it. It should be noted that in
general, in other construction specifications the requirement is only 97 % / 98
%. It should be noted that achieving 100% compaction is almost impossible
and that if compacted to achieve the above compaction, the aggregates on the
surface will be broken into small pieces thus the gradation will be changed,
thus the bearing capacity of the layer may be reduced i.e. the purpose of
carrying out additional compaction will be defeated. Hence, it will be necessary
that the implications be studied in detail and if necessary it be amended.
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(b) Aggregate Blending Plant

The specification requires that the aggregates be blended using mechanical
aggregate blenders. There is doubt relating to compulsory requirement of
using mechanical blenders, since the specification stipulates that under no
circumstances, site mixing will not be permitted. Reading between lines it
could be interpreted as though only site mixing is not permitted and if any
other suitable method other than site mixing, then it may be permitted.
Again it should be noted that site mixing means mixing in-situ, meaning that it
cannot be mixed right on the surface of the road where the material will be
required. Hence it allows that material could be mixed as required using
methods other than mechanical mixers and transported to location where it
will be needed.
Hence it could be interpreted as though the contractor is burdened with
providing equipment that will not be necessary and his cost of construction
has been unduly increased. Hence it is required that it be studied in detail and
the specifications be suitably revised to eliminate the ambiguity.
Further, there are different views exist in relation to the moisture content that
will be needed when blending. There are views which say that bet blending will
be obtained when blended in correct moisture content and there are views
which say that best condition is obtained when mixed dry. Henvce it will be
necessary that the specification requirements be correctly stipulated to obtain
the best results and that contractor could quote the correct prices when
tendered.
(c) Use of power broom
The contract specification stipulates that the surface on which prime coat /
tack coat applied, the surface should be made free of foreign material and dust
before application. The specification requires that blower or power broom
could be used, but in actual execution, the use of power broom was made
compulsory, and hence the specification should be suitably amended to
eliminate ambiguity and unnecessary loss to the Contractors.
(d) AC-WC
The specification stipulates the gradation required in material produced and
the material should be stored in the cold bins. It appears as though the
nominal size required in cold bin has been interpreted as the maximum size
permitted, thus the maximum size in the product is reduced. It is believed that
it will result in reduction in stability ( however the value obtained could be
made exceeding the permitted minimum ), resistance to rutting could be
reduced, the absorption of asphalt could be increased resulting in increased
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use in asphalt and the skid resistance will be reduced. Hence, the above matter
should be made clear and construction should be correctly implemented.
(e) 5 No. cold bins
The specification requires that 5r No. cold bins be used when asphalt base is
produced. The requirement should be checked and if possible it should be
avoided since in Indonesia AMP with 5 No. cold bins is not produced. There
are different opinions expressed in relation to use of 5 No. cold bins i.e. even if
5 No. bins will be used the materials will be mixed in the dryer and will be
separated in the hot bins before actual use. The same process occurs whether
4 No. cold bins or 5 No. cold bins will be used i.e. the real advantage of using 5
No. cold bins cannot be clearly understood.
There are quarters who claim that the above arrangement is most suitable if
continuous asphalt mixing plant will be used. Since in this project batching
type AMP is used, there will be need for 5 No. cold bins.

18. Road Safety Audit

Road Safety Audit was made in October 2010 but the findings were received by
supervision consultants during January 2012. The recommendations were checked in
detail and found out that only part of the recommendations could be accommodated.
However, since the Contractor has completed PHO and that has demobilized major
equipment and personnel, the Contractor required large amount for remobilization.
Having studied various alternatives, it was decided that the implementation of
recommendations will be given to PT. Multi Structure, who is also Contractor for ESS
01.

19. Detour and Temp Bridge : Cost and interpretation

The cost of construction of temporary bridge and detour was considered as included
in the quoted price for traffic management and separate payment was not included for
above payment.
Note : Contractor claimed that the Specifications was not clear and that payment for
detour and temporary bridge construction has been unreasonably denied. Under the
above circumstances, it is kindly urged that the specification should be written very
clearly eradicating all ambiguities, mentioning that the cost of detour and temporary
bridge are included in the prices bid for other items and there will be no separate
payment, or other possible alternatives, thus eliminating the ambiguity.
20. Revision to suit site conditions and Payment
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During construction of pavement, when the existing pavement was removed, telford
was determined at many locations, where the surface was not smooth and in some
locations, soft material was discovered under the telford and had to be removed and
replaced with suitable materials before construction could be continued.
At a very small section, the soft layer encounter4ed undermeath was relatively deep
and hence timber piles were driven to strengthen the surface before the required
materials could be placed and construction continued.

21. Field Engineering

Field engineering was carried out as specified and the works could not be completed
within the specified time period. However, the works were completed as required,
proposals were submitted and was approved for construction. However, when works
were performed many difficulties that were not detected at the initial survey were
identified and necessary reports for submitted again and they were approved for
adoption.

22. Supervision by consultants

The contract required that supervision consultants should perform surveillance at
site. It was not adequate to ensure proper construction and to ensure quality as
required. The personnel assigned to the site team was in adequate and the vehicles
assigned to the consultants were inadequate for proper execution of duties.

23. Variation Order

Approval of Variation Order containing revision, justifications for revisions, quantities
and cost, is required before they could be accommodated in construction. The
experience has shown that the process is very long that often works at site are
delayed. It will be absolutely necessary that the approval process be quickened such
that the works could be completed without any delay.
24. Intervention by Public
While works were executed, very often the residents in the concerned area have
requested changes that often varied from the requirements in the plans. Whenever,
the proposed changes did not have any significant effect on the final product and did
not change the construction cost, after further investigations, they were in general
accepted for execution.

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25. Contract Price

The original contract cost was Rp. Rp. 124.600.055.000,- (Incl. VAT 10%), but was
revised when Variation Order No. 1 was approved to Rp. Rp. 135.534.434.896,84 (Incl.
VAT 10%). When VO No. 2 was approved it was changed to Rp. Rp. 133.229.547.255,89
(including VAT).

26. Insufficient supervision staff and transport

The Supervision Team did not have sufficient staff to carry out supervision as
required and adequate number of vehicles for execution of duties as required. The
contract requires that the Supervision Team will only carry out surveillance and the
Contractor will be responsible to carry out execution as required and in general
supervision will be carried out by his own staff.
Whereas in reality, construction conforming to actual requirements will not be
achieved without the presence of supervision team, especially in works the quality of
the product could be at site, such as cement in concrete, number of reinforcing steel,
the dimensions of the final product, etc.

27. Commotion at site

Very often contractors employ sub-contractors as recommended by local government
for works such as stone masonry, U ditch construction, etc. In spite of repeated
requests, very little supervision is provided by the Contractor and in general the
entire burden falls on the supervision consultants. Very often the sub-contractors
resort to illegal means and when they were cautioned by the supervision team or
when improper works were refused payment, there is tendency to resort to
commotion at site, which has often made execution of duties by consultants difficult.

28. Kerb Construction

The shape of kerb used in this construction is considered unsuitable, since the
vehicles could climb on to the side walk. It was observed that all kinds of vehicles
including small trucks climb on to the sidewalk for parking i.e. its function as
sidewalk is greatly reduced and has virtually turned into parking area for vehicles. It
is suggested that the exterior face of the kerb be made vertical to prevent vehicles
climbing on to them.

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29. Price Escalation

Escalation payment was made a few months ago and the Contractor has delayed
submission of remaining claims. It should be noted that the Department of Statistics
usually releases the figures only after 3 months for a concerned period. Hence
Contractor is awaiting release of the figures, before the claims could be completed
and submitted for payment.

30. Supervision during Defects Liability Period

It is required that necessary maintenance be executed during the Defects Liability
Period, i.e. in addition to rectifications if required. During this period, the Supervision
Team will not be available ( demobilized ) and hence the above function need to be
executed by the Project Officer ( PPK ) and his team.

31. Lampoocha Bridge

The above bridge is located at Sta : 4+925, and no treatment whatsoever was
proposed for execution. The existing width may be just adequate, the railings are
missing and on one side there are water mains attached to it. When it was proposed
for widening, the Bina Marga Officials claimed that the above structure will be soon
replaced under different construction program.

32. Bus-Bays
The contract requires bus-bays be constructed at several locations, for which
necessary land has to be acquired. The local government reported that no additional
land as required will be acquired and hence bus-bays were not constructed. However,
at new market in Lampucha, since land was not available for construction of bus-bay,
parking area has been developed inside the market area, with the hope to lure the
vehicles to park inside and not to cause difficulties on the road.

33. Load Restriction

It is known that the Load on the road will be restricted by the relevant government
authorities. It should be noted that the Contractor for ESS 03 is being supplied with
crushed aggregates from Camp in Pajukukang, which is about 5 km away from the
starting point of the project. Hence it will be necessary that the load on trucks should
be restricted such that no damage will be caused to the completed road.
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34. Trees
All trees as required have been removed and new trees have been planted as
specified. The works were carried out in association with the relevant department in
the Kabupaten to ensure their desires too are fulfilled.
The contract plans require that the trees within the city limits be removed and paved
sidewalks constructed. The City Government instructed that no trees be removed and
that no additional land will be made available for construction of sidewalk to required
width. Hence, the trees were retained and sidewalk with paving blocks were
constructed only over available width.

35. Environment
Environmental issues were checked and controlled in this project which included air
pollution by AMP and crushing plants, dust pollution, pollution of waterways, removal
of trees and all other features considered harmful to environment. Necessary
precautions were enforced, and were monitored very frequently ans required reports
were submitted.

36. HIV / AIDS

Program to curb and to restrict HIV / AIDS was also included and special staff
members were appointed for campaigning about its dangers, especially to all
members engaged in the project. It included discussion, delivery of related literature,
film broadcast, etc. At the end of every month, necessary reports were submitted to
relevant authorities.

37. Conclusion
Works were completed as required and PHO was made on March 12, 2012. However,
as recommended by the Safety Audit Consultants, additional works need to be
performed. Since, the Contractor has partly demobilized and the tendered price is
high, it is planned that the above works will be carried out by Contractor for ESS 01.

V.Thiagarajah : CSE A3

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