CONSTRUCTION RISKS AND MITIGATIONS PLAN FOR KVMRT LINE 1 UNDERGROUND STATION

VIJAY A/L SEVAM

UNIVERSITI TEKNOLOGI MALAYSIA

PSZ 19:16 (Pind. 1/13) UNIVERSITI TEKNOLOGI MALAYSIA

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Date of Birth : 11 SEPTEMBER 1990

Title : CONSTRUCTION RISKS AND MITIGATIONS PLAN FOR KVMRT LINE 1 UNDERGROUND STATION

Academic Session : 2018/2019

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CONSTRUCTION RISKS AND MITIGATIONS PLAN FOR KVMRT LINE 1 UNDERGROUND STATION

VIJAY A/L SEVAM

A thesis submitted in fulfilment of the requirements for the award of the degree of Bachelor of Science in Construction

Faculty of Built Environment and Surveying Universiti Teknologi Malaysia

DECEMBER 2018

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DECLARATION

I declare that this thesis entitled “CONSTRUCTION RISKS AND MITIGATION PLAN FOR KVMRT LINE 1 UNDERGROUND STATION” is the result of my research except as cited in the references. The thesis has not been accepted for any degree and is not concurrently submitted in the candidature of any other degree.

Signature : ...... Name : VIJAY A/LSEVAM Date : 8 JANUARY 2019

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DEDICATION

This thesis is dedicated to my father, who taught me that the best kind of knowledge to have is that which is learned for its own sake. It is also dedicated to my mother, who taught me that even the largest task could be accomplished if it is done one step at a time.

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ACKNOWLEDGMENT

In preparing this thesis, I was in contact with many people, researchers, academicians, and practitioners. They have contributed to my understanding and thoughts. In particular, I wish to express my sincere appreciation to my main thesis supervisor, Pn.Fuziah, for encouragement, guidance, and critics.

My fellow undergraduate student should also be recognized for their support. My sincere appreciation also extends to all my colleagues and others who have assisted in various occasions. Their views and tips are useful indeed. Unfortunately, it is not possible to list all of them in this limited space. I am grateful to my entire family member.

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ABSTRACT

The requirement for underground railway network is growing at a rapid rate especially in the southeast region. The new requirement for the construction project is on the rise and currently there is minimal documentation to investigate risk management in this type of underground railway station project. The objectives of this research are to identify construction risks that occurred and to identify mitigation method adopted in the construction of Klang Valley Mass Rapid Transit (KVMRT) Line 1 underground station. Structured interviews were adopted for this case study. Four respondents were selected to be interviewed for data collection representing four underground stations namely Pasar Seni station, Bukit Bintang station, Cochrane station and Maluri station. The research found that the operational risks, physical risks, safety and social risks, design risk, force majeure risks; and delay risks are largest contributors to project uncertainty during the construction of KVMRT Line 1. The financial and economic risks; and contractual and legal risk do not affect the KVMRT Line 1 construction although the severity of both risks are high. The mitigation measures to reduce the risk impacts toward the project are adjusted according to the risks involved. For example, different construction methods and equipment were adopted to mitigate physical and operational risks.

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ABSTRAK

Keperluan untuk rangkaian kereta api bawah tanah berkembang pada kadar yang pesat terutamanya di rantau Asia Tenggara. Keperluan baru untuk projek pembinaan semakin meningkat dan kini terdapat dokumentasi yang minimum untuk menyiasat pengurusan risiko dalam projek stesen kereta api bawah tanah. Objektif penyelidikan ini adalah untuk mengenal pasti risiko pembinaan yang berlaku dan untuk mengenal pasti kaedah pengurusan risiko yang diambil semasa pembinaan stesen bawah tanah Transit Aliran Deras Lembah Klang (KVMRT) Fasa 1. Wawancara berstruktur telah digunakan untuk kajian kes ini. Empat responden dipilih untuk diwawancarai untuk pengumpulan data yang mewakili empat stesen bawah tanah iaitu Stesen Pasar Seni, Stesen Bukit Bintang, Stesen Cochrane dan Stesen Maluri.Hasil penyelidikan mendapati risiko operasi, risiko fizikal, risiko keselamatan dan sosial,risiko reka bentuk risiko alam semula jadi dan risiko penangguhan adalah penyumbang besar yang menimbulkan ketidakpastian semasa pembinaan KVMRT Fasa 1. Risiko kewangan dan ekonomi; dan risiko kontrak dan undang-undang tidak menjejaskan kerja pembinaan stesen bawah tanah Transit Aliran Deras Lembah Klang (KVMRT) Fasa 1 walaupun kesan kedua-dua risiko adalah sangat tinggi. Langkah- langkah pengurangan untuk mengurangkan kesan risiko terhadap projek diselaraskan mengikut risiko yang terlibat. Sebagai contoh, kaedah dan peralatan pembinaan yang berbeza digunakan untuk mengurangkan risiko fizikal dan risiko operasi.

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TABLE OF CONTENTS

TITLE PAGE

DECLARATION iii DEDICATION iv ACKNOWLEDGMENT v ABSTRACT vi ABSTRAK vii TABLE OF CONTENTS viii LIST OF TABLES xii LIST OF FIGURES xiv LIST OF ABBREVIATIONS xv

CHAPTER 1 INTRODUCTION 1 1.1 Background 1 1.2 Problem Statement 2 1.3 Research Questions 3 1.4 Research Objectives 3 1.5 Scope of Research 3 1.6 Significant of the Research 4 1.7 Chapter Organization 4 1.8 Summary 5

CHAPTER 2 LITERATURE REVIEW 6 2.1 Introduction 6 2.2 Definition of Risk 6 2.3 Project Life Cycle 7 2.4 Category of Project Risk 9 2.5 Project Risk Management 11 2.6 Risk Management Planning 13 2.6.1 Identification of Project Risk 14

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2.6.2 Perform Qualitative Risk Analysis 15 2.6.3 Perform Quantitative Risk Analysis 16 2.6.4 Perform Risk Response 16

2.6.4.1 Strategy for Negative Risks or treat 16

2.6.4.2 Strategy for Positive Risks and Opportunity 17

2.6.4.3 Controlling Risks 18

2.7 Measuring Project Complexity 18 2.7.1 The Risk Register 19 2.7.2 Checklist 20 2.8 Risk Management Practice and Project Success 20 2.9 Project Milestones 22 2.10 Urban Subway 22 2.10.1 History of Development of Railway Industry in Malaysia 2.10.2 Project Brief of KVMRT Line 1 24 2.11 Overview of Construction Risks for KVMRT Line 1Underground Stations 27 2.11.1 Description of the construction risk 28 2.12 Summary 31

CHAPTER 3 RESEARCH METHODOLOGY 32 3.1 Introduction 32 3.1.1 Research Process 32 3.2 Stage 1 34 3.3 Stage 2 34 3.4 Stage 3 35 3.4.1 Project risk analysis criteria 36 3.4.2 Analysis of Likert-Scale 37 3.5 Summary 37

CHAPTER 4 DATA ANALYSIS AND RESULTS 38 4.1 Introduction 38 4.2 Characteristic of Respondent Profile 39

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4.2.1 Classification of working experience 39 4.2.2 Respondent by Role 40 4.2.3 Respondent by Most Nature Projects Involved 40 4.3 To Identify the Project Risk During Construction of KVMRT Line 1 Underground Station. 41 4.4 KVMRT Line 1 Underground Stations 41 4.4.1 Pasar Seni Station 41 4.4.2 Bukit Bintang Station 51 4.4.3 Cochrane Station 60 4.4.4 Maluri station and Crossover 68 4.5 Discussion on the risk at KVMRT Line 1 80 4.5.1 Financial and Economic Risks 80 4.5.2 Contractual and Legal Risks 81 4.5.3 Subcontractor Risk 84 4.5.4 Operational Risk 86 4.5.5 Safety and Social risk 87 4.5.6 Design Risk 92 4.5.7 Force Majeure Risk 95 4.5.8 Physical Risk 96 4.5.9 Delay Risk 99 4.6 Objective 2: To identify mitigation based on project risk during construction of KVMRT Line 1 SBK underground Station. 101 4.6.1 Mitigation Action Adopted for Financial and Economic Risk 101 4.6.2 Mitigation action adopted for Contractual and Legal Risk 102 4.6.3 Mitigation Action Adopted for Sub-Contractor Risk 103 4.6.4 Mitigation Action Adopted for Operational Risk 105 4.6.5 Mitigation Action Adopted for Safety and Social Risks 106 4.6.6 Mitigation Action Adopted for Design Risk 110

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4.6.7 Mitigation Action Adopted for Force Majeure Risks 111 4.6.8 Mitigation Action Adopted for Physical Risk 112 4.6.9 Mitigation Action Adopted for Delay Risks 116 4.7 Survey Result on Construction Risk Ranking at KVMRT Line 1 118

CHAPTER 5 CONCLUSION AND RECOMMENDATIONS 122 5.1 Introduction 122 5.2 Research Conclusion 122 5.3 Problems Encountered 123 5.4 Recommendations for Future Research 123

REFERENCES 124

APPENDIX A 129

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LIST OF TABLES

TABLE NO. TITLE PAGE

Table 2.1 Specification of the Underground Stations 27

Table 2.2 List of Construction Risk 28

Table 3.1 Likert-scale score 37

Table 4.1 Interviewees Key Profile 39

Table 4.2 Interviewee Working Experience 39

Table 4.3 Interviewee Position 40

Table 4.4 Interviewee Experience in MRT Construction 40

Table 4.5 Description of Financial and Economic Risks 80

Table 4.6 Description of Contractual and Legal Risks 81

Table 4.7 Description of Subcontractor Risk 84

Table 4.8 Description of Operational Risk 86

Table 4.9 Description of Safety and Social Risk 87

Table 4.10 Surface Build 89

Table 4.11 Description of Design Risk 92

Table 4.12 Description of Force Majeure Risk 95

Table 4.13 Nearest River to KVMRT Stations 96

Table 4.14 Description of Physical Risk 96

Table 4.15 Description of Delay Risk 99

Table 4.16 Mitigation action adopted for Financial and Economic Risk 101

Table 4.17 Mitigation action adopted for Contractual and Legal Risks 102

Table 4.18 Mitigation Action Adopted for Sub-Contractor Risk 103

Table 4.19 Mitigation Action Adopted for Operational Risk 105

Table 4.20 Mitigation Action Adopted for Safety and Social Risk 106

Table 4.21 Mitigation Action Adopted for Design Risk 110

Table 4.22 Mitigation Action Adopted for Force Majeure Risk 111

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Table 4.23 Mitigation Action Adopted for Physical Risk 112

Table 4.24 Mitigation Action Adopted for Delay Risks 116

Table 4.25 Range score on likelihood of Risk occurs at KVMRT Line 1 118 Table 4.26 Descriptive for Likelihood of Construction Risk occurs at KVMRT Line 1 118

Table 4.27 Range Score of the severity of Risk occurs at KVMRT Line 1 118

Table 4.28 Descriptive Statistic for severity of Risk at KVMRT Line 1 119

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LIST OF FIGURES

FIGURE NO. TITLE PAGE

Figure 2.1 The stages in a project life cycle (International Journal of Project Management 1996) 8

Figure 2.2 Classification of Project risk 1 (Hyun at el, 2013) 9

Figure 2.3 Classification of Project risk 2(Mustafa and Jamal, 1991) 10

Figure 2.4 Classification of Project risk 3 (Tah et al 1993) 11

Figure 2.5 Risk Management Process (PMI, 2013) 13

Figure 2.6 Risk identification process (PMI ,2013) 14

Figure 2.7 Risk impact rating (PMI, 2013) 15

Figure 2.8 Risk Control Data Flow Diagram (PMI 2013) 18

Figure 2.9 The iron triangle (R. Atkinson,1999) 21 Figure 2.10 The Square Route to understand project management success criteria 21

Figure 2.11 Ongoing railway project and future projects until 2020 24

Figure 2.12 KVMRT Line 1 Project Structure 25

Figure 2.13 KVMRT Line 1 Underground Station Alignment 26

Figure 3.1 Overall Framework of Research 33

Figure 3.2 Project Risk Analysis Form 36

Figure 4.1 Aerial view of Pasar Seni Underground Station 41

Figure 4.2 Aerial View of Bukit Bintang underground Station 51

Figure 4.3Aerial View of Cochrane Underground Station 60

Figure 4.4 Aerial View of Maluri Underground Station 68 Figure 4.5 Preparation work for control blasting in progress at Maluri station 82

Figure 4.6 Geological condition is in bad condition. 98

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LIST OF ABBREVIATIONS

KTMB - Keretapi Tanah Melayu LRT - Light Rail Transit MRT - Mass Rapid Transit KVMRT - Klang Valley Mass Rapid Transit SBK - Sungai Buloh Kajang (SBK) RBS - Risk Breakdown Structure WBS - Work Breakdown Structure PMI - Project Management Institute SPAD - Suruhanjaya Pengangkutan Awam Darat MGKT - MMC-Gamuda JV MRT - MRT Corp Mass Rapid Transit Corporation Corp TBM - Tunnel Boring Machine M&E - Mechanical and Electrical RC - Reinforced Concrete IQC - Inspector Quality Control DOSH - Department of safety And Health IFC - Issue for Construction OPC - Other Package Contractor LTAT - Lembaga Tabung Angkatan Tentera MPV - Multi-Purpose Vehicle DBKL - Dewan Bandaraya Kuala Lumpur TNB - Tenaga National Berhad PMU - Penchawang Masuk Utama LV - Low Voltage CSCS - Construction Skill Certificate Scheme NJB - New Jersey Barrier LAD - Liquidated Damages

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LIST OF APPENDICES

APPENDIX TITLE PAGE

Appendix A Interview Question 127-135

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INTRODUCTION

1.1 Background

Urbanization referred to a population shift from rural area to City area. According to the United Nations report in 20-years’ time world population expected to increase by 20% to 8.5 billion by 2030 and the highest growth is expected to happen in developed countries (UN News Center, 2015). As a consequence, more and more top megacities will emerge from a developed country and will lead to a problem such as congestion. For instance, according to the economist, the expenses of congestion totaled 200 billion dollars in four countries (Britain, German, America, and France) and expected to rises to 300 billion dollars by 2030 (The Economist, 2014). Rail will act as the spine for the public network transportation if well linked in the urban area.

One of the densely populated cities in Malaysia is better known as Klang Valley. Klang valley serves as a commercial hub and also as the capital of the country. Moving around is this metropolis town by using cars will be disastrous and also tiring due to notorious traffic jam especially during peak hour. To cater to this traffic congestion problem especially in Klang Valley new rapid transit system such as Keretapi Tanah Melayu (KTM) commuters, monorails, Kuala Lumpur (KL) Light Rail Transit (LRT) have been developed and most of this system still been upgraded. Under 10th national economic transportation, Malaysia Prime Minister launched the Mass Rapid Transit (MRT) project for Greater Kuala Lumpur or better known as Klang Valley Mass Rapid Transit (KVMRT) Sungai Buloh Kajang (SBK) Line. The MRT system aim is to transform KL poor transformation coverage and improve transportation service so that KL will propel as a greater metropolitan city in the world.

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1.2 Problem Statement

The construction industry is complex and full of uncertainty from the beginning until the end of a project makes it highly risky business The Success rate of the project is determined when the project completes in time, function, cost, time and quality. Project environment is the main barrier to achieve these objectives (Baloi and Price, 2001). The changing of project environments such as planning and design complexity, present by various interest group and team member, resource availability, climate environment, and political issues makes the risks more uncertain and difficult to manage (Dey, 2001). The complexity will be sources of risk. The uncertainties of the project will increase as the size of the project and the complexity of project increases (Morota and F.Ruz, 2011). Underground public transportation construction is riskier than urban-rural construction due to crowded population, congested traffic, and dense pipelines (Shih Tong at el, 2008). Large infrastructure project such as KVMRT exposed to the uncertain environment such as planning, design, difficulty in construct, environmental factor, the presence of various stakeholders (owner, contractor, consultant, and supplier) and resources availability and even statutory regulations.

To ensure the construction projects success this uncertainty or risks should be managed properly. These management strategies are known as risk management. Project objectives such as scope, schedule, cost, and quality will be affected if the Project Risk Management (PRM) process neglected. (PMI, 2013). The project would reap the benefit if project risk management implemented throughout the project life cycle (Moitrote and Ruz-Vila, 2011).

The Klang Valley Mass Rapid Transit (KVMRT) Sungai Buloh –Kajang Line 1 is completed and opened to public use July 2017 but what are the risks faced during construction of our nation first Mass Rapid Transit (MRT) line and what are the mitigation methods taken to overcome the risk in one of the mega projects ever undertaken in Malaysia

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1.3 Research Questions

Based on the problem statement these are the two-research question arises

a) What construction risks occurred during the construction of Klang Valley Mass Rapid Transit (KVMRT) Line 1 underground stations?

b) What mitigation methods adopted by MGKT during construction of Klang Valley Mass Rapid Transit (KVMRT) Line 1 underground stations?

1.4 Research Objectives

The objectives of the research are:

a) To identify construction risks that occurred during the construction of Klang Valley Mass Rapid Transit (KVMRT) Line 1 underground station

b) To identify mitigation method adopted during the construction of Klang Valley Mass Rapid Transit (KVMRT) Line 1 underground station.

1.5 Scope of Research

The scope in this research focus on construction risks occurs during construction and completion of Klang Valley Mass Rapid Transit (KVMRT) Line 1. It further narrowed down to four underground stations. The data has been collected around these four underground stations to get a better understanding construction risk that occurred and risk mitigation method adopted during the construction of Klang Valley Mass Rapid Transit (KVMRT) Line 1 underground station.

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1.6 Significant of the Research

This research will give a possible insight into the construction risk occurs during underground public transportations construction, especially in railway network. The finding of the research will serve as guidance to identify the potential risk especially in underground railway network and provide fundamental knowledge on the remedial action if the risk occurs.

This research will benefit a lot of parties because the underground railway network becomes popular due to the scarcity of the land especially in an urban area.

1.7 Chapter Organization

Chapter 1 concentrates on background information of the research, problem statement, research questions, research objectives, the scope of the study, the significance of the study, research methodology, and the organization of the report

Chapter 2 concentrates on the literature mainly about, risk definition, a general overview of project definition general overview of construction risk and category of Project risk, general project risk management process and overview of an adopted construction risk for KVMRT Line 1.

Methods used to collect the required data and information in this research is discussed in Chapter 3. This chapter consists of a method of data collection and methods of data analysis, including the flow chart of research methodology, technique of data collection, structured interview question and method of displaying data.

Chapter 4 analyzed the primary data collection obtained and discuss the results of the study conducted to achieve the objectives. A structured interview was carried out to identify the construction risk and mitigation plan taken to overcome the

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construction risk. The likelihood and severity of each risk occur at KVMRT Line 1 were identified in further analysis.

The result and findings of the research concluded in Chapter 5. The problems encountered during the research and recommendations also suggested in Chapter 5 for the future research purpose.

1.8 Summary

This chapter is a brief description of the background of the study with emphasis on the problem statement and research objectives development. The first objective is to identify the construction risk during construction of KVMRT Line 1, while the second objective is to investigate mitigation method adopted to overcome the construction risks. The adopted research methodology in this research further elaborated in the following chapters.

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CHAPTER 2

LITERATURE REVIEW

2.1 Introduction

The literature review starts with the Definition of Risk and Stages in the Project Lifecycle in a Construction Project, under Section 2.2 and 2.3 respectively. An overview of Project Risk Management and Category of the Construction Project explained in Section 2.4 and 2.5 respectively. Section 2.6 continues with Risk Management Planning and further explains the Risk Management Planning Process in Section 2.6.1 to 2.6.4. This section also describes the process of Risk Management Planning which consists of Identification of Project Risk, Perform Risk Analysis, Perform Risk Response and Controlling Risk. Section 2.7 explains about Measuring Project Complexity and section 2.8 explains about Risk Management Practise and Project Success. Following this in Section 2.10, the review narrows down and focuses its examination on the Urban Subway. Final section 2.11 will be an Overview of Construction Project Risk for KVMRT Line 1. The Summary of Chapter 2 given in section 2.12.

2.2 Definition of Risk

According to the Oxford learning dictionary, the risk defined as the possibility of something bad happening at some time in the future; a situation that could be dangerous or have a bad result. The meaning of risk differs according to experience, attitude, and viewpoint.

Generally, the risk defined as the consequences of an action that will impact the objective. (AS/NZS 4360: 2004). PMI (2013) defines risk as a situation or event

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when it occurs it will either have a negative or positive impact on the project. The main characteristics of risk are:

I. It related to future

II. It involves causes and impact

Furthermore, Tom Kendrick (2013) in his book claimed that risk is the outcome of an affair and the likelihood of an event occurs. He further divides risk into the macro level (large occurrence of the incident) and micro level risk (small occurrence of the incident).

Due to the increasing scale and complexity of the construction project, it has added risk during project implementation (Nieto and Moroto, 2009). Eliminating risk throughout the construction project is impossible.

2.3 Project Life Cycle

This section identifies the background of research and process used to manage the risk in KVMRT Line on construction. Munns and Bjeirmi (1996) have stated there is six stage of the project life cycle which is: a) Conception Phase: The birth of idea within the client organization. At this stage, the feasibility of the project identified. b) Planning phase: Procedure of achieved original idea was the planned and designed. c) Production phase: The drawing converted into a state of things. d) Handover phase: The completed project was handover to the client. e) Utilization Phase: Finished project used by the client.

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f) Closedown: The project closed after expiry of the project building.

Figure 2.1 shows the stage in the project life cycle. Risk during the production stage of the project life cycle will be the focus of this research. PMI (2013) edition will be used for risk management process because it was a recognized guide for project managers worldwide. Cost, schedule, quality, and risk addressed in the PMI (2013) addition and adequate to be used in this case study. Risk management ISO 31000:2007 has been used to develop the PMI process of risk management.

Figure 2.1 The stages in a project life cycle (International Journal of Project Management 1996)

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2.4 Category of Project Risk

PMI (2013) defines risk category as a potential cause of risk, and it was grouped based on WBS for the area the project affected and sources of risk categorized in Risk Breakdown Structure (RBS). The risk ranked in RBS based on risk category (PMI, 2013). The identification of project risk factor simplified according to the project structure in RBS for a precise study on the connection between each cost centre. (Tummala and Burchett, 1999). Risk Breakdown structure below shows the risk categories summary based on the study carried out by some of the authors.

According to Hyun at el (2013) project risks for subway construction can be classified under four head which Act of God, Political and Financial Risk, Design Related risk and Construction related risk. Figure 2.2 shows the risk breakdown structures for subway construction.

Figure 2.2 Classification of Project risk 1 (Hyun at el, 2013)

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In the context of project risk another author Mustafa and Jamal (1991) risk in construction project composed of six risk categories. The classification of risks is the act of god risks, physical risks, financial and economic risks, political and environmental risks, design risks and job site related risks. Figure 2.3 shows a sample of project risk chart according to Mustafa and Jamal (1991).

Figure 2.3 Classification of Project risk 2(Mustafa and Jamal, 1991)

Similarly, Tah et al (1993) stated project risk could classify into external and internal risks. A fuzzy modal is developed for a contractor to carry out risk assessment during the tender stage. External risks are the risk occurs in the external environment of a project. Example of external risks that affects the construction project are inflation, rate fluctuation technology changes, currency exchange, major client induced changes, politics, climate weather condition, and major accidents and natural disaster. Internal risks are uncertainty due to labor, plant, material and subcontractor, resources and site condition. Figure 2.4 a sample of project risk chart according to Tah et al

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Figure 2.4 Classification of Project risk 3 (Tah et al 1993)

2.5 Project Risk Management

The project defined as an undertaking in which human, financial and material were arranged to endeavor a distinctive scope of work within specification, constraints, cost and time to accomplish the described qualitative and quantitative objective (J. Rodney ,2014).

According to the American Management Association, project risk management described as a systematic and formal way of identifying and analyzing and responding throughout the project lifecycle to achieve a certain goal.

PMI (2013) identified the following steps that are critical for an effective risk management process:

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• Plan risk management

• Identify risks

• Perform qualitative risk analysis

• Perform quantitative risk analysis

• Plan risk responses

• Control risks

Pedro Maria-Sanchez (2005) described risk management in three simple step which is identification, classification, and response. These steps will be further analyzed in the following sections to understand their role in the risk management process and how they can best use in a project environment.

According to Chapman and ward (2004), handling unpredictability that is important is an effective, efficient way of best practice in project management. All parties related to a project such as a client and a contractor should apply a risk management process in all stage of the project life cycle (Chapman, 1997). Figure 2.5 shows the risk management process.

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Figure 2.5 Risk Management Process (PMI, 2013)

2.6 Risk Management Planning

The flow of conducting risk management activities for a project is known as Planning Risk Management (PMI, 2013). Risk management plan and project management plan which completed during the initiation stage involve during the planning stage. It acts as a starting point of projection of risk management on the project. Development of a document not considered because the initiation phase not considered in this case study. According to PMI (2013), planning risk management is an assurance of the flow to comply with both risk and with project organization. This process is essential to the project management plan so that it is relevant to the project type and the goal of the project. Project Methodology, budgeting, timing, roles and responsibility of the project team is important to identify as an effective component of the project management plan (PMI, 2013).

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2.6.1 Identification of Project Risk

Jamal and Crandall (1996) defined risk identification as “process of systematically and continuously identifying, categorizing, and assessing the initial signs of risks associated with a construction project.” The likelihood, impact, and seriousness are assessment process of risk analyze of identified risk. Meanwhile, Lee and Azlan (2012) stated risk identification and assessment undertaking would be carried out during pre-construction and tender stage where project information is limited. Next Matineh Eybpoosh et al (2011) stated constant monitoring could be carried out throughout the planning and implementation stage through the process of risk identification. A contractor can constantly address and continuously monitor any potential opportunity or threat through the process of risk identification. Figure 2.6shows the technique and tool required for the risk identification process. Risk register will be sources of information for management about the project risk (Jamal and Keith 1996). Qualitative and quantitative analysis can be used to estimate the likelihood of risk occurrences and possible impact on the project (PMI, 2013)

Figure 2.6 Risk identification process (PMI ,2013)

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2.6.2 Perform Qualitative Risk Analysis

Once the risk has identified, characteristic of risk such as timing, probability and impact will be analysed (Carr and Tah, 2001). PMI (2013) defines qualitative risk analysis as a process that emphasizes risk for further study through analysis and incorporate their likelihood of incident and effect. The numerical and statically method used for the risk matrix (Carr and Tah, 2001).

The difficulty with the probability and impact matrix is that it is often hard to define numerical figures that can be used to identify the threats and opportunities. Figure 2.7 displays the probability and impact of the threats and opportunities can be analysed using risk impact rating.

Figure 2.7 Risk impact rating (PMI, 2013)

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2.6.3 Perform Quantitative Risk Analysis

Identifying risks effect numerically is a process of quantitative risk analysis. (PMI 2013). High and intermediate risk evaluated using quantitative risk analysis (Byung at el,2015). A well-developed project model, high-quality data and prioritized list obtain from qualitative risk assessment are important to develop quantitative risk analysis.

2.6.4 Perform Risk Response

The threat to the project objective reduced by expands choice through an act and enhances opportunity (PMI, 2013). Significantly there is various risk response strategy can be used to manage the risk. The risks response strategies can be selected to manage negative threats or opportunities. The secondary risk may occur, and the potential risk outcomes need to monitor. Although the job has been to delegate to others, the owner should monitor the risk. Risk response by action owner and management plan identified through management strategy. (KC Lam at el,2007)

2.6.4.1 Strategy for Negative Risks or treat

For instance, PMI (2013) stated four different risk response strategy on managing the negative thread and risk.

a) Risk Avoidance: Risk can be avoided by removing the cause of the risk or executing the project differently while still aiming to achieve project objectives. Not all risks can be avoided or eliminated, and for others, this approach may be too expensive or time‐consuming. However, this should be the first strategy considered.

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b) Risk Transfer: Transferring risk involves finding another party who is willing to take responsibility for its management, and who will bear the liability of the risk should it occur. The aim is to ensure that the risk is owned and managed by the party best able to deal with it effectively. Risk transfer usually involves payment of a premium, and the cost‐effectiveness of this must be considered when deciding whether to adopt a transfer strategy.

c) Risk Reduction: Risk mitigation reduces the probability and impact of an adverse risk event to an acceptable threshold. Taking early action to reduce the probability and impact of a risk is often more effective than trying to repair the damage after the risk has occurred. Risk mitigation may require resources.

d) Risk Retention: This strategy is adopted when it is not possible or practical to respond to the risk by the other strategies, or the importance of the risk does not warrant a response. When the project manager and the project team decide to accept a risk, they agree to address the risk if and when it occurs. A contingency plan, workaround plan, and contingency reserve may develop.

Method of managing individual risk outlined in the risk management plan. With assistance from the quantitative risk analysis, the final strategy then decided.

2.6.4.2 Strategy for Positive Risks and Opportunity

On the other hand, PMI (2013) also have a strategy to manage the positive risk and opportunity which explained below.

a) Exploit: Make sure the opportunity occurs.

b) Enhance: Probability and impact of the opportunity increased.

c) Share: The opportunity we allocated fully or partially for the benefit of the project.

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d) Accept: The opportunity was accepted but not actively pursuing it.

2.6.4.3 Controlling Risks

Controlling risks is defined by PMI (2013) as “the process of implementing risk response plans, tracking identified risks, monitoring residual risks, identifying new risks, and evaluating risk process effectiveness throughout the project.” Continues evaluations will be carried out throughout the project to measure the effectiveness of the risk response to ensure it aligns with project objective. (Cheng and Hamzah, 2013). If the risk control were not effective, the risk needs to be analysed, and a new method needs to be adapted to handle the risk (Carr and Tah, 2001). Figure 2.8 shows the risk control data flow.

Figure 2.8 Risk Control Data Flow Diagram (PMI 2013)

2.7 Measuring Project Complexity

The construction of large-scale projects requires high-level civil engineering technologies and a large amount of capital, which is also the case for the Mass Rapid

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Transit (MRT) system in Malaysia. The risk management plan either act as an individual document or merged with a project management plan for the project. Meanwhile, PMI (2013) reveal there are four elements in the risk management plans which explained below.

• Methodology: Clarify all the procedure and approach in the risk management on the project.

• Roles and responsibility: the roles and responsibility of the project stakeholder and project member

• Budgeting: the amount of fund required as cost baseline, during the contingency, and for management reserve

• Timing: The risk process will be used during the project lifecycle.

Risk management plan serves as a baseline for all the decision through identify the process and procedure of risk management. Although risk management does not control individual risk, it provides a framework and process to control the risk management process. A project that does not have a risk management plan will not be managed properly by the team member and tough to follow the same procedure. It will cause huge complexity by reducing project performance in larger projects (PMI, 2013)

2.7.1 The Risk Register

Risk analysis and risk response result recorded in a document are known as risk register (PMI, 2013). The document we regularly updated so that the project member understands the risk associated with the project. All project staff can access this live document and serve as an indicator of the project status and current risk. The identified risk and the potential response during the risk identification phase must have

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qualitative analysis, risk owner, list potential response and risk priority in the risk register

2.7.2 Checklist

In the construction industry risk, the checklist used during the identification phase where project specific checklist develops by top management or adopt generics checklist (Matineh Eybpoosh at el, 2011). The outcome of risk analysis and risk response planning recorded is known as risk checklist (PMI, 2013). Although PMI identifies risk checklist as a simple and efficient document, an external factor also needs to be considered in the analysis. Brainstorming, interviews, Delphi techniques, and root cause analysis were used to identify the probability of occurrences and possible of occurrences on the project (PMI, 324). Risk response strategy was for further analysis and development after the critical risk factor identified. After project completion, the checklist will be reviewed for the future project

2.8 Risk Management Practice and Project Success

The ultimate goal of any activity we carry out is success and construction project are not an exception for it. In early 1960, the benchmark for project success is finishing and operational risk and early 80s the success rate of the project will be determined using time, cost and quality (Stamatia Kylindri at el, 2012). From the past decade iron triangle (cost, time and quality) has been the benchmark for project success as shown in Figure 2.9.

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Figure 2.9 The iron triangle (R. Atkinson,1999)

However, the traditional method of measuring project success moving away from it by including another element in it. Atkinson (1999) has developed The Square Route to understand project success criteria. The Square Route to understanding project management success criteria, as presented in Figure 2.10

Figure 2.10 The Square Route to understand project management success criteria

(R. Atkinson,1999)

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2.9 Project Milestones

Milestones are important criteria in measuring project success and reporting work progress of each work. Important point or event within the project is known a milestone (PMI,2013). Milestones have zero duration and represented by a moment of time. Example of milestone used in the KVMRT Line 1 project includes the following:

2.10 Urban Subway

Urban subway is the urban rail transit system which operates underground urban growth has caused technical infrastructure we need for communication has positioned into the basement. The depth of the basement constructed is increasing due to the scarcity of land especially in an urban area for basement optimization (Tan et al. 2015). Convenient, efficient, safe, environmental protection and social benefits are some of the characteristics of the urban subway. According to French Architect, Ru Futur 100 year ago by placing requisite infrastructure underground will make it easier to maintain (Per Olof Sahlstrom, 1990).

The building basement serves as car parks and shops. Nowadays underground spaces used for mass rapid transit stations, depressed roadways and civil defense shelters. Careful analysis, design and monitoring the performance of deep level basement and retaining structure needed due to high-risk failure such as Nicole highway, Singapore and Shanghai metro, China. The construction of metros or urban rail either elevated or underground in Klang Valley is a tough task because the city planner does not reserve any space for rail corridor during formation year other than KTM alignments.

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2.10.1 History of Development of Railway Industry in Malaysia

Since 1950, the Malaysia government spent nearly 50 billion ringgits for rail- based infrastructure in our country. The investment in rail-based infrastructure expected to grow tremendously under the Economic Transformation Programme (ETP). More rail-based infrastructure project proposed under the Greater Klang Valley and New Key Economic Area. The two major projects under the programme are KVMRT Line 1 (Completed), KVMRT Line 2 (Ground-breaking work already started) and High-Speed Rail (in tendering stage). According to Suruhanjaya Pengangkutan Awam Darat (SPAD) chairman on the year 2002, the estimated rail- based investment on the pipeline is around RM160 billion until 2020. Due to the large potential in rail infrastructure works in our country local rail industry player and other stakeholders should work together for maximum return from industry through localization and transfer of technology (Malaysia Rail Supporting Industry, 2030). Figure 2.11 shows ongoing railway project and future projects until 2020.

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Figure 2.11 Ongoing railway project and future projects until 2020

2.10.2 Project Brief of KVMRT Line 1

KVMRT first Line covers 51 kilometers (km) from Sungai Buloh and Kajang where 9.5km runs underground at City Centre. The construction cost of phase one KVMRT estimated around RM28 billion. Tunneling package and underground station the expensive package awarded to the single contractor which cost RM8.2 Billion or 29% of the total MRT construction cost. MRT Corp acts as an asset owner while SPAD act as a supervising agency. MMC-Gamuda JV (MGKT) act as project delivery partner

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for the elevated station and also managed the system. MGKT has undertaken the underground work package. Figure 2.12 shows the KVMRT Line 1 project structure. The underground work package is the most expensive package in MRT construction which consists of infrastructure, civil, mechanical, electrical and tunneling works. (MRT Corp, 2012).

Figure 2.12 KVMRT Line 1 Project Structure

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KVMRT Line 1 has seven underground stations named as Kuala Lumpur Sentral, Pasar Seni, Merdeka, Bukit Bintang, Pasar Rakyat, Cochrane and Maluri Station. Figure 2.13 shows the KVMRT Line 1 underground station alignment. Currently, the underground package completed and KVMRT line 1 starts its service in June 2017.

Figure 2.13 KVMRT Line 1 Underground Station Alignment

The seven underground stations are broadly similar to their functionality but have some distinct differences in the construction methodology due to various ground condition, different surface environments, their depth and the configuration of the running tunnel. Table 2.1 features summarised shows the specification of the KVMRT Line 1 underground station

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Table 2.1 Specification of the Underground Stations

Station Depth of Predominant Surface excavation Soil Type Environment

KL Sentral station 23.7m Kenny Hill Beneath major Formation roads adjacent to the museum Kenny Hill Congested build Pasar Seni station 33.62m Formation up

Merdeka station 32.72m Kenny Hill Open Formation environment

Bukit Bintang 32.72m Kenny Hill Congested build station Formation up environment and major road junction

Pasar Rakyat 44.50m Kuala Lumpur Open station Limestone environment

Cochrane station 32.00m Kuala Lumpur Residential area Limestone cleared for development

Maluri station 24.0m Kuala Lumpur Residential Limestone property and beneath the road

2.11 Overview of Construction Risks for KVMRT Line 1Underground Stations

This study establishes result from literature from Sid Ghosh and Jakkapan (2004) on critical risk and in an underground rail project in Thailand. These risks include nine components: financial and economic risks, contractual and legal risks, subcontractor-related risks, operational risks, design risks, safety, and social risks, force majeure risks, physical risks, and delay risks. Table 2.2 show list of construction risks.

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Table 2.2 List of Construction Risk

Code Construction Risk

B 1 Financial and Economic risks B 2 Contractual and legal risks B 3 Subcontractor-related risks B 4 Operational risks B 5 Safety and social risks B 6 Design risks B 7 Force majeure risks B 8 Physical risks B 9 Delay risks

2.11.1 Description of the construction risk

a) Financial and Economic risks

According to Yan and Li (2015), financial include exchange rate fluctuation, interest rate, and inflation risks. The currency could not be exchanged into the expected rate is known as exchange rate fluctuation. (Yan and Li, 2015). The project undergone lost due to interest rate changes and the reduction of currency and asset knew as inflation. (Yan and Li, 2015).

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b) Contractual and legal risks

The contractual risks defined as a probability of loss arising from the failures in contract performance. The non compliance of the authority requirement such as employment law, health and safety law environmental legalization, etc. known as legal risks. There is a various example of legal risks a construction firm can encounter in a project such as breach of the financial document, lease of date and failure to complete the project as stipulated in the contract document.

c) Subcontractor-related risks

Nowadays most construction jobs were subcontracted to the general contractor who may bring harm or goodness to the firm. Technical qualifications, timeliness, reliability, and financial stability are some of the risks involve due to the subcontractor. According to Burcu and Fischer (1998), variability in subcontractor bid brings other risks to the project.

d) Operational risks

Technical and profit risks are part of the operational risk. The credibility of professional involves in operation and maintenance of systems while profit risks based on revenue after project completion. (Yan and Li, 2015).

e) Safety and social risks

Safety defined as the likelihood that the person may be harmed or suffers adverse health effect if exposed to hazard. The social and cultural impact of the project on the surrounding resident within the region of the project located. For example, damage to property and person, pollution, accidents, and safety rules are an example of risks factor falls under the category of safety and social risks (Sid Ghosh and Jakkapan, 2004)

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f) Design risks

The failure of design to comply and satisfy to project requirement and causes potential failure in the design known as design risks. Poor design will be an obstacle for the project development and delay the project completion. Design risks occur due to technical aspect and late amendment (Nur Alkaf , at, el, 2012)

g) Force majeure risks

Typhoons and torrential rain are the most common force majeure in tropical climate region. It may cause unexpected incidents such as flooding, landslide, temporary work failure, etc. (Ting at el, 2004) If the force majeure is severe the construction activity could not carry out properly and may require certain modification before the work resume. (Ting at el, 2004)

h) Physical risks

The geology condition is highly unpredictable until the project starts. The unpredictability is mainly because geological conditions require additional activities like the removal of obstructions or removal and transportation of contaminants which affect the actual cost of the project. Construction work which requires deep excavation was mostly affected by the geological condition. (Aklncil and Flscher, 1998)

i) Delay risks

Sadi and Sadiq (2016) interpret delay risks as a failure of completing the contracted in a specified date or extend the date agreed beyond the project completion date. The various parts will be affected by the project delay. Delay risks for the client will cause loss of revenue it enables the use of the facility to generate income (Sadi and Sadiq, 2016). Delay for contractor means they will bear the overhead cost for long working hours, higher material prize, inflation, labor cost increase or may be fined by the client for the delay (Sadi and Sadiq,2016).

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2.12 Summary

This chapter summarises the literature review on the project life cycle, the category of risk in construction project and process of risk management planning which consist of identification of project risk, perform risk analysis, and perform risk response and controlling risk. Findings from the literature review are that there is a variety of construction risk in urban railway subway construction that contributes to the success and failure of the project during the construction stage and will be a basis for developing the research method for this research, which will be discussed in the next chapter.

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CHAPTER 3

RESEARCH METHODOLOGY

3.1 Introduction

Research methodology is a term used to describe the method used in conducting research. In this chapter, a description of the data collection procedure adopted for this research described. This chapter also provides information about research strategy, research design, target population, and sample size.

3.1.1 Research Process

The research process is conducted based on several stages as shown in Figure 3.1. This procedure is very important to ensure that the research is done systematically and it helps the researcher to identify the status of the research and minimize deviation from the research objectives.

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Figure 3.1 Overall Framework of Research

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3.2 Stage 1

The approach followed in this research was first started with problem identification which has done through structured literature review and informal discussion with professionals in the railway station construction industry. The construction risks selected due to uncertainty in subway railway construction. Thorough research was carried in the literature review to understand the existence of construction risks issues. This research establishes result from literature from Sid Ghosh and Jakkapan (2004) on critical risks and risks factor in an underground rail project in Thailand. Furthermore, this research has chosen due to geographical and historical background, of Southeast Asia countries, as Malaysia and Thailand more and less share similar economic, cultural and social development. For instance, Thailand begins MRT open to the public in the year 2014 compared to Malaysia which is 2017.

Then a flowchart was used to illustrate the sequence of operation required to get the solution for the problems identified in this research.

3.3 Stage 2

Then a set of structured interview question was developed based on various risk adopted by Sid Ghosh and Jakkapan (2004) on critical risks and risk factors in an underground rail project in Thailand

The structured interview question will be divided into three different sections. In section A, demographic information of the respondents obtained, and section B is structured interview question on the potential risk and mitigation method taken by MGKT during construction of the KVMRT Line 1.

Meanwhile, section C will be ranked severity and likelihood of the risk occur at KVMRT Line 1.The respondents ranking will have Likert-scale values to facilitate the analysis.

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Before interview secession, the structured interview question was undergone final checkups with the supervisor. Data were collected using the structured interview. The date, time and place were pre-determined by interviewees. Prior before the interview, an information sheet was sent by email highlighting hat to an expert at the interview and seeking agreements to proceed further. The duration of the interview took around 40 minutes to complete. The question was designed to allow interviews to provide additional info and feedback and the element being address.

The summaries of transcription were emailed back to ensure accuracy. The data were analyzed and grouped under the initial risk category and risk response to ensure the meaning not compromised. The data were manually analyzed and grouped under risk category and risk mitigation.

Based on the scope of this research the interview was collected from four out of seven underground stations which are Pasar Seni, Bukit Bintang, Cochrane and Maluri.

The summaries of transcription were emailed back to ensure accuracy. The data were analysed and grouped under the initial risk category and risk response to ensure the meaning not compromised. The data were manually analysed and grouped under risk category and risk mitigation.

3.4 Stage 3

The results will show in the form of charts for a better visual representation. The outcome of the research will discuss by the research objectives. Mitigation measures will be proposed based on the research findings and recommendations from the respondents.

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3.4.1 Project risk analysis criteria

A template was prepared to analyze the risks and to control the risks which affecting the KVMRT Line 1 construction. The construction risk recorded in a way it is easily understandable. The table contains the following items:

a) Description of the risk

b) Impact on the project

c) Mitigation action

A form was developed to ensure the data collected can be analyzed for each station. This form was developed to present identified risks, the impact of the risks and risks response action taken by each construction manager for each station. The form developed in a table form so that the data can be presented. Figure 3.2 shows the sample of risk analysis form.

Figure 3.2 Project Risk Analysis Form

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3.4.2 Analysis of Likert-Scale

In this study, Likert-scale was utilized to analyze the likelihood and severity of each risk during construction of KVMRT Line 1. The three scales which lay within the interviewee form illustrated in Table 3.1.

Table 3.1 Likert-scale score

Likelihood High Medium Low

1-3 4-6 7-9 Range

A 3 point Likert scale used, where “1-3” represented “High” and “4-6” represented “Medium” and “7-9” represented by “Low.” The results will show in the table form for a better visual representation.

3.5 Summary

This chapter describes the process carried out in achieving both objectives. This research approach was through qualitative research by using structured interview question. The collected data were further detailed and analyzed in the next chapter.

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CHAPTER 4

DATA ANALYSIS AND RESULTS

4.1 Introduction

This chapter presents the findings of the analyzed data. The chapter begins with demographics findings of the respondents. The first objective of the research is to identify construction risk that occurred during the construction of Klang Valley Mass Rapid Transit (KVMRT) Line 1 underground station. The results of the first objectives presented in tabular form by comparing the type of risk factor occurs at each station. The risk factor was analyzed further by a discussion of each risk factor.

The second objective is to identify risk mitigation method adopted during the construction of Klang Valley Mass Rapid Transit (KVMRT) Line 1 underground station. The risk factor was analyzed further on the adopted mitigation action. The outcome of the analysis presented in tabular form according to risk category. The final part of the discussion is analysis the likelihood and severity of each risk occur at KVMRT Line 1 based on Likert chart analysis.

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4.2 Characteristic of Respondent Profile

A total of 4 construction managers aggress to take part in the interview secession. Hence four interviewees will be acceptable to carry out the case study. Table 4.1shows interviewees’ key profile.

Table 4.1 Interviewees Key Profile

Initial Description Station

S1 Mr.Ahmad Dhyaa M.Ridha Pasar Seni Station

S2 Mr.Ooi Chee Eng Bukit Bintang Station S3 Mr.Kobinathan Thangavelu Cochrane station S4 Mr.Yong Song Ming Maluri Station

4.2.1 Classification of working experience

Table 4.2shows interviewees are working experiences. S1 interviewee has experience around twenty years. Meanwhile, three respondents have working experience around ten years.

Table 4.2 Interviewee Working Experience

Initial Working Experience

S 1 20 Years S 2 10 Years S 3 9 Years S 4 9 Years

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4.2.2 Respondent by Role

All the respondents are construction managers because the construction manager aware the construction risk occurs during the project execution stage. Table 4.4 shows the interviewee key position.

Table 4.3 Interviewee Position

Initial Respondent by Role

S 1 Construction Manager

S 2 Construction Manager

S 3 Construction Manager

S 4 Construction Manager

4.2.3 Respondent by Most Nature Projects Involved

The table showed, all respondents were also involved mostly in a railway station and underground civil and structure projects with six years of experience. Table 4.4 shows interviews experience in MRT experience.

Table 4.4 Interviewee Experience in MRT Construction

Initial Working Experience

S 1 6 Years S 2 6 Years S 3 6 Years S 4 6 Years

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4.3 To Identify the Project Risk During Construction of KVMRT Line 1 Underground Station.

4.4 KVMRT Line 1 Underground Stations

4.4.1 Pasar Seni Station

Pasar Seni station located below Jalan Tun H.S Lee and underneath UO Supermarket, Plaza Warisan and Klang valley bus terminal. The station footprint is 161 meter ×21 meter with the depth of 31.20 meter from existing ground level to the top of rail level (TOR). The station consists of four levels namely concourse, upper plant-room, lower plant room, and platform level. The station has three pedestrian Adits linking it to existing Pasar Seni LRT station, Jalan Sultan and future development within the existing Plaza Warisan footprint. The figure shows the aerial view of Pasar Seni underground station.

Figure 4.1 Aerial view of Pasar Seni Underground Station

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ID Risk Description of Risk Impact on Project Risk Response

Financial and • Fluctuation of Ringgit • Impact on the budget especially • MGKT bear the extra Economic Risk value compared to material such as Tunnel Boring cost arises from the 1. USD Machine (TBM) and Mechanical fluctuation of Ringgit and Electrical (M&E) equipment need to purchase from overseas.

Contractual and legal risks 2. N/A N/A N/A

Sub-contractor related risk • Awarding the work to • Schedule impact especially • Replace the Ground unqualified excavation work cannot proceed to Anchor to strutting Contractor- Failure of the next stage. system. geotechnical specialist 3 failure to install the Ground Anchor.

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• Poor quality on RC Resulting consequences will include the • Proper supervision is works and diaphragm following: when the works are wall include things • Failure of structure done. A competent like water leaking, • Different end product engineer from contractor honeycomb, missing • Delay in the overall project due to side should be there to coupler, concrete rectifications works. supervise and post budging, etc. inspect the after-product.

• Once prepared, the inspection can be conducted together MGKT IQCs and the

consultant wherever stated in the Inspection Test Plan (ITP).

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4. Operational risks • Diaphragm wall Slurry • Damages to public and staff • Daily inspection of slurry pipe burst/leakage to a • Damage of reputation due to pipes and connections. public area and drain involving of public Regular maintenance to prevent leakage and bursts. Damage materials were replaced.

• Congested working • The logistic problem for material • Alignment of slurry space with logistic delivery and mucking activities. pipes adjusted within challenges in the city hoarding to reduce center especially impact. concrete delivery, • Do planning and mucking of excavated schedule for mucking material, delivery of and delivery to and from M& E equipment. site to avoid traffic congestion.

• Frequent breakdown • Budget impact due to work revisit of M&E equipment and a bad reputation with the client • Standby full-time system, and signaling due to frequent maintenance work at maintenance team in the station. case of emergency.

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• The productivity of • Budget and schedule impact Plant, machinery and • Planning, monitoring labor due to working and adjusting resources underground condition. to meet schedule and most of the activity such as excavation, utility diversion and RC works carry out 24 hours.

5. Safety and social • Damage to adjacent • Budget impact • Introduce Top-down risks properties due to • Bad reputation from public construction method to excessive vibration- provide stiff box Public complaints and structure from the outset damage to adjacent and to control and buildings (cracks, etc.) minimize the soil movement.

• Implement

instrumentation and monitoring works. • To double check existing dilapidation report to current building damages to prevent disputes

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• Business was affected • Schedule impact due to stop work • Frequent meeting and (public complain) order from DOSH discussion with stakeholder through public relation officer.

• Transparent site hoarding was placed each store the

store name detail and

stated the store is in operation as usual

• Accident at the site – • Damaged reputation from client • Introduce strict safety worker fall from procedure especially height during working at height. dismantle scaffolding for RC works

• Occupational safety • Toolbox talks, awareness • Any carelessness in carrying out this and health hazard due program, Training, activity may lead to an accident to high no of high-risk monthly safety audit,

activities ongoing at • Possible stop work order if any acct Weekly safety sation.box such as from DOSH walkabout, Pain and gain working at height, • Bad reputation from client scheme, ensure all the blasting, confined construction activity was space working, carried out according to welding, etc. method statement.

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6. Design risk • Temporary Works • Risk not considered adequate and • Temporary works Design temporary work procedure not procedure to be followed. followed. Potential for full partial • Independent Design collapse of the structure resulting in Checker CICE to be major injury and or multiple appointed and 'Internal fatalities checking before and after completion of all the temporary work

• Late design • Rejection & redesign, delay in • Constantly remind one coordination and construction, costs another of the deadlines. information • Compulsory coordination meetings during design process among all Engineers and relevant parties

• Reviews of design will • Approval Problems • Rework, delay, disruption include appropriate especially from the construction team local authority. For members familiar with example, relocation of local authority 125KV power cable requirement and work out of station box design by local authority alignment requirement and compliance

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• Insufficient design • Waiting for consultant feedback and • Raise the technical information in Issue cause construction delay. queries to the consultant for Construction (IFC) drawing.

7. Force Majeure • Flooding of • Inundation of works during • Identify the probable risk underground construction with potential for flood levels at the excavations and injuries/fatalities. respective locations and tunnels due to • Damage to Tunnel Boring Machine design and build overflow/entry of (TBM)s, works (MGKT or other appropriate temporary water into the site contractors) or installed equipment and permanent protection requiring recovery/repair. to prevent flooding. • Impact to program and costs — the • Standby proper potential for claims from other dewatering systems contractors. • Site Risk reviews initiated to prepare flood protection plans for adequacy based on local knowledge/previous incidents in critical areas susceptible to flooding.

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8. Physical risk • Groundwater also one • Schedule and cost impact Budget • Ground treatments such of the risk at Pasar and schedule impact as fissure grouting were Seni during carrying out to stop underground station water ingress. construction. • PU injection if the Excessive ingress of leaking come out from the groundwater into the all and slab the station box during • Standby pumps to pump excavation. out water when required.

• Settlement of surrounding area to • In the case of voids, • The sub-surface include adjacent structures. filling the trench to an condition of Geology - Potential for structure collapse appropriate depth with Kenny hill formation- leading to time and cost impact, lean mix concrete or Loss of support fluid public complaints and reputational other suitable material. during diaphragm wall damage excavation

• Carry out the piloting • Delay in site • Budget impact due to the main before relocation. establishment, delay to contractor pays the idling charge. • Early engagement/ utility diversion causes • liaison with the relevant subcontractor works • Schedule impact due to other authorities for approval. idling and back charge subsequent work cannot start. the machinery idling. Diaphragm wall

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contractor does not have work upfront causes hydrofraise machinery idling. • Space proofed drawing logistic plant • Space proofing- • Risk of vehicle strike to persons, incorporates all congestion on site on equipment, and materials resulting immovable site set up the proximity of heavy in damage and injury need (e.g., offices, power plant and equipment distribution, material type and use fuel storage, etc.)

• Preparation of logistic plan for future so that planning can be a stone on space available.

9. Delay Risk • TBM mining through • No excavations were allowed until • Frequent coordination Pasar Seni station was TBM is passing through the Pasar meeting with MGKT slow to progress due to Seni station causes excavation and Tunnel Team and keep late construction RC work delay and causes schedule tracking on the progress. progress of launch impact. shaft at Jalan Inai

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4.4.2 Bukit Bintang Station

Bukit Bintang station sited below Jalan Bukit Bintang and 20 units of private commercial property which demolished for the construction of the station. The station footprint is 150 metre × 19 metre, and total excavation depth is 33m. The station consists of four levels namely concourse upper platform plant room and lower platform. The station has five entrances Adits and has integration with the existing Bukit Bintang monorail station. The figure 4.2 shows an aerial view of Bukit Bintang station.

Figure 4.2 Aerial View of Bukit Bintang underground Station

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ID Risk Description of Risk Impact on Project Risk Response

1. Financial and N/A N/A N/A Economic Risk

2. Contractual and legal N/A N/A N/A risks

3. Sub- contractor • Awarding the work to • Schedule impact • Conducting daily meetings with related risk unqualified Mechanical the contractor to hear their and Electrical (M&E) proposal on the next course of contractor. action

• Improper planning by • May result in a delay in the overall • Proper supervision is required the contractor while progress of the works and also cause when the works are done. A performing the RC unnecessary incidents. competent engineer from works. Lack of contractor side should be there coordination between

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excavation contractor to supervise and post inspect the and RC works after-product. contractor. •

• Resulting consequences will include • Poor quality on RC the following: • Proper supervision is required works and diaphragm • Failure of structure when the works are done. A wall. This is to include • Different end product competent engineer from defect like water • Delay in an overall project due to contractor side should be there leaking, honeycomb, rectifications works to supervise and post inspect the missing coupler, after-product. concrete bulging, etc. • Once prepared, the inspection can be conducted together MGKT, Independent Quality Control (IQC) and the consultant wherever stated in the Inspection Test Plan (ITP).

4. Operational • Diaphragm wall Slurry • Damages to public and staff • Frequent checking of polymer risks pipe burst/leakage to a • Damage of reputation due to involving line public area and drain of public

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• Congested working • The logistic problem for material • Closed coordination with the space with logistic delivery and mucking activities. supplier and scheduled material challenges in the city delivery to the project site center especially concrete delivery, mucking of excavated material, delivery of M& E equipment. • Standby full-time maintenance • Budget impact due to work revisit and team in case of emergency. • Frequent breakdown of a bad reputation with the client due to M&E equipment frequent maintenance work at the system, and signaling station.

• Planning, monitoring and • The productivity of • Budget and schedule impact adjusting resources to meet Plant, machinery, and schedule and most of the labor due to working activity such as excavation, underground condition. utility diversion, and RC works carry out 24 hours.

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5. Safety and • Damage to adjacent • The damage of property owned by 3rd • Depletion survey carry prior social risks properties due to party/stakeholders will result in before any work start, and if any excessive vibration- complains to higher management. damages occur due to MGKT Public complaints and Also, the integrity of the project will be activity, rectification work will damage to adjacent questioned especially when occurrence be carried out as soon as buildings (cracks, etc.) such as this happen on site. possible • Necessary instrumentations and monitoring near the place have already been installed, and readings were taken daily.

• Business was affected • Bad reputation from public • Frequent meeting and (public complain) • Schedule impact due to stop work discussion with stakeholder order from Departmental of through public relation officer. occupational safety and Health • Site hoarding was placed each (DOSH) store the store name detail and • Damaged reputation from client stated the store is in operation as usual

• Provision of a banksmen during • Working under • The falling load will result in death or lifting works and also properly suspended load serious injury. In most cases, this will barricading the lifting zone. especially when the also cause delays to the overall project Provide a lifting supervisor crane is functional. especially when there is long termed during lifting works to help investigation for the case. facilitate the process.

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• Injury (Minor to Major), loss of life, • Proper barricades, signage’s in • Unwanted pedestrians legal implication, theft of items, place at all entry points. Way entering site property damage finders are in place, ensured that (intentional or they are large and easy enough unintentional) to read

• Potential major injury and or fatality • Toolbox talks, awareness • Any carelessness in carrying out this program, Training, monthly • Occupational safety and activity may lead to an accident safety audit, Weekly safety health hazard due to • Possible stop work order if any acct walkabout, Pain and gain high no of high-risk from DOSH scheme, ensure all the activities ongoing at • Bad reputation from client construction activity was carried sation.box such as out according to method working at height, statement blasting, confined space working, welding, etc.

6. Design risk • Insufficient design • Waiting for consultant feedback and • Raise the technical queries to information in IFC cause construction delay. the consultant and these will drawing consume time because needed input and approval from various parties if the information required was not within their discipline

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• Drawing discrepancies • Potential Schedule impact and time • The discrepancies will be with structure, impact and especially M&E works and addressed to the consultant mechanical, electrical architectural works not fit in and need through technical quarries and architectural works. rework

7. Force • Flooding risk for station • Damage to property, delay in progress, • Identify the probable flood Majeure risk come from Sg.klang potential claims where public property levels at the respective locations when TBM mine is involved and design and build appropriate through the river and • Potential for injuries/fatalities. temporary and permanent cause flooding. Damage to TBM’s, works (MGKT or protection to prevent flooding. other contractors) or installed • Standby proper dewatering equipment requiring systems. recovery/repair/replacement. Impact to • Site Risk reviews initiated to program and costs — the potential for prepare flood protection plans claims from other contractors. for adequacy based on local knowledge/previous incidents in critical areas susceptible to flooding.

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8. Physical • Groundwater also one • Schedule and cost impact • To install instrumentation Risk of the risk at Pasar Seni • Stability concern arising from soils monitoring at identified during underground collapse during D-Wall excavation building (influence zone area). station construction. works leading to surface settlement and To execute an emergency Excessive ingress of the affect the adjacent building. control measure by carrying out groundwater into the immediate backfilling work. If station box during there is leaking of groundwater at diaphragm wall, PU injection will be carried out

• Temporary relocation works • Delay in site • Budget impact due to the main (generally aligned with the establishment, delay to contractor pay the idling charged temporary traffic management utility diversion causes alignment) and temporary subcontractor works • Schedule impact due to other protection/support works idling and back charge subsequent work cannot start. (especially to the fiber optic the machinery idling. D- telecoms.) to enable the box and wall contractor does not entrances to constructed. have work upfront causes hydrofraise • Carry out the piloting before machinery idling. relocation early engagement/ liaison with the relevant

authorities for approval.

.

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• The collapse of excavation leading to • Backfill the trench with cement • Trench Collapse due to time and cost impact. The potential for mortar. inadequate support fluid settlement in surrounding proximity properties and damage to structures. Public complaints time and cost impact

. 8. Delay Risk • Delay in connection • Delay in connection to LRT. • Delay by M&E contactor cause works at existing LRT late handover by MGKT to & Monorail stations other package contractor (OPC)

• Delay by third party • Schedule impact affecting testing and • Interference team set up contractor to move in commissioning date managed any potential delay during key access date

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4.4.3 Cochrane Station

Cochrane station is located between Jalan Cochrane and Jalan shelly. The area surrounding the station is currently part of a major development by Lembaga Tabung Angkatan Tentera (LTAT). The station footprint is 176 meter × 21 meter with depth below existing ground level of 30 meter. The station consists of three- level namely platform mezzanine and concourse level. The station comes with two pedestrian Adits.

Moreover, the station is also function as a launchi shaft for the four number of Tunnel Boring Machine (TBM). The figure 4.3 shows an aerial view of Cochrane station.

Figure 4.3Aerial View of Cochrane Underground Station

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I ID Risk Description of Risk Impact on Project Risk Response

1 1. Financial and Economic N/A N/A N/A Risk

2 2. Contractual and legal N/A N/A N/A risks

3 3. Sub- • Financial issues by Sub- • Budget and Schedule impact due • Retender and appointed third- contractor contractor –due to prizing to slow work progress. party contractor to undertake RC related risk issues during the tender stage. work above ground

• Delay in material delivery • Budget and Schedule impact due • Coordinate closely with a especially material provided to slow work progress. subcontractor on the material by sub-contractor. ined in advance especially Plan the material need to be supplied by subcontractor

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• Work finishes and work • Potential revisit and damaged • RC works especially water quality of sub-contractor - reputation from client leaking at wall and slabs due to (Slab and wall leaking due to waterproofing works fail to stop water proving membrane the water leaking, PU injection quality) and architecture work was carried out rejected due to not satisfy client requirement. • Carry out mock-up until client satisfaction before the work proceeds

4 4. Operational risks • Frequent breakdown of M&E • Damages to public and staff • Standby full-time maintenance equipment system, and team in case of emergency. signaling • Damage of reputation due to

involving of public

• Budget impact due to work revisit and a bad reputation with the client due to frequent maintenance work at the station

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5

5. Safety and • Heavy lifting such as lifting • Safety, noise, and vibration are • Lifting activity will fully be social risks tunneling material such as MS exceeding limits and supervised by the lifting pipe, tunnel rings segments, inconvenience to the public. supervisor and only authorized TBM spare part are some of person allowed to handle lifting the common lifting activity at activity. the site. • Lifting gear will be checked to ensure the lifting gear is free from defects.

• Movement of the • Potential major injury and or • The designated path for Multi- multipurpose vehicle carrying fatality Purpose Vehicle (MPV) tunneling equipment movement and only authorized person allowed drive MPV.

• Energizations of 33KV, power • Schedule impact due to stop • Build high fencing and introduce rail, and LV system also have work order from DOSH permit system to prevent worker its own risk to worker working • Damaged reputation from client entering the trackside. in station box. • Bad reputation from public • Full-time security was employed to monitor the trackside

• Any activity needs to be carried out at trackside; the worker needs

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to attend training and obtain trackside PIC license before allowed to work.

• Occupational safety and health • Any carelessness in carrying out • Toolbox talks, awareness hazard due to high no of high- this activity may lead to an program, Training, monthly risk activities ongoing at accident safety audit, Weekly safety sation.box such as working at • Possible stop work order if any walkabout, Pain and gain height, blasting, confined accident from DOSH scheme, ensure all the space working, welding, etc. • Bad reputation from client construction activity was carried out according to method statement

6 6. Design risk • Temporary works design and • The collapse of temporary works • Independent Design Checker any inadequacies in temporary • Excessive movement/collapse of (CICE) to be appointed and work design process lead to adjacent structures 'Internal temporary work failure and • Injury or fatalities of public and eventually leading to failure of construction workers • Design Checking Procedure to be other structure or collapse. developed and implemented

• Drawing discrepancies with • Schedule impact and time impact • The discrepancy will be structure, mechanical, and especially M&E works and addressed to the consultant electrical and architectural architectural works did not fit in through technical quarries works.

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• Potential delay and time impact • Information about planned • Interface issues from caused to the duration of the development will be determined encountering design issues of project due to interfacing issues before the commencement of future project development of both developments. station works and reviewed with our current project-IKEA regularly. Establish good My Town • Unforeseen technical issues. communication with MY Town Delay in third-party and hold regular interface development. meetings with developer especially concerning Station Entrance A.

7 7. Force Majeure risk • Flooding of underground • Inundation of works during • Identify the probable flood levels excavations and tunnels due to construction with potential for at the respective locations and overflow/entry of water into injuries/fatalities. Damage to design and build appropriate the site. TBM’s, works (MGKT or other temporary and permanent contractors) or installed protection to prevent flooding. equipment requiring Standby proper dewatering recovery/repair/replacement. systems • • Impact to program and costs — • Site Risk reviews initiated to the potential for clams from prepare flood protection plans for other contractors. adequacy based on local knowledge/previous incidents in

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critical areas susceptible to flooding.

8 • Groundwater also poses a key • Schedule impact due to other • Extensive grouting works were 8. Physical risk in underground subsequent work cannot start. carried out to provide a Risk construction in Cochrane watertight perimeter and base. station. Since most of the Therefore the ingress of excavation level is below the groundwater to the station is groundwater table, the reduced. groundwater effects the • A reliable dewatering system casting works, tunnel works, deployed during the station box and other underground excavation, and casting works to facilities as well as existing prevent any flooding event structure.

• Space proofing- congestion on • Risk of vehicle strike to persons, • Space proofed drawing logistic site on the proximity of heavy equipment, and materials plant incorporates all immovable plant and equipment type and • resulting in damage and injury site set up need (e.g., offices, use power distribution, material fuel storage, etc.)

• Preparation of logistic plan for future so that planning can be a stone on space available.

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9 9. Delay risk • Delay from RC work due to • Budget impact due to the main • Changing the construction site possession by tunneling contractor pay the idling charges sequence to catch the delay and team and interference work • Schedule impact due to adding more resources to catch with the tunnel team. subsequent work cannot start up the delay.

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4.4.4 Maluri station and Crossover

Maluri station and the crossover are located beneath Jalan Cheras near its junction with Jalan Peel. At this location, Jalan Cheras is a dual carriageway with (3) lanes at each direction. The new station will be accessible through the entrance in Jalan Cheras, Lorong Peel Jalan Jejaka and Jalan Lombong plus a link to the existing Maluri Station Light Rail Transit (LRT) Ampang Line. The landmark for this station is Ibu Pejabat Polis Daerah Cheras and Taman Maluri Jaya Jusco. A park and ride also will be part of Maluri station and provide 265 parking lots for cars and 165 parking lots for a motorcycle. The station footprint is 153 meter long × 21 meter wide × 24 meter deep and the crossover 24 meter depth. The depth of the station from the ground level to the bottom slab of the station is 24 meter. Figure 4.4 aerial view of Maluri station and Crossover.

Figure 4.4 Aerial View of Maluri Underground Station

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ID Risk Description of Risk Impact on Project Risk Response

1.

Financial and Economic Risk • N/A • N/A • N/A

2.

Contractual and • Delay of permit • Budget and Schedule impact due to • Use experienced MGKT legal risks approval for slow work progress. liaison department to Traffic ensure early engagement/ Management liaison with DBKL for Plan from DBKL approval of traffic management plan and local authorities for traffic routing.

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• Land acquisition for park and ride • Budget and Schedule impact due to • Change the construction construction slow work progress. method to suits the site which falls under • Work closely with the project owner condition. TNB reserve to expedite land acquisition process • Obtain temporary work land. permit from Tenaga Nasional Berhad (TNB) need to be renewed six- month basis.

3. Sub-contractor • Quality of work: • Budget and Schedule impact due to • Defect rectification by the related risk Poor work slow work progress. subcontractor. However, finishes cause for those defects which water leaking, • Potential revisit and damaged subcontractor could not coupler missing, reputation from client cope up MGKT appoint 3rd honeycomb party for defect rectification.

4. Operational risks • Frequent M&E • Budget impact due to work revisit • Standby one full-time equipment and and a bad reputation with the client engineer and two site system, and due to frequent maintenance work at supervisors at each station the station. to carry out regular signaling failure. maintenance in case of emergency

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• No planning by the contractor • May result in a delay in the overall • Conducting daily meetings while performing progress of the works and also cause with the contractor to hear RC works –Lack unnecessary incidents. their proposal on the next of coordination course of action between • Provide advice based on excavation their proposal contractor and • The construction works of strutting the station itself ongoing contractor for 24 hrs especially RC works and excavation and mucking. • Damage to underground utilities and • Loss of service to • There are a significant services due to community/business (water, power, number of utilities at accidental telecoms) or flooding from burst Maluri station site. There damage by pipes will be temporary excavation plant • The claim by the network provider on relocation works (generally of known or the lost encountered. aligned with the temporary unknown traffic management installations. alignment) and temporary protection/support works (especially to the fiber optic telecoms.) to enable the box and entrances to constructed.

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• Need to re-confirm the as- built and mapping drawings of utilities. Carry out the piloting before relocation — early engagement/ liaison with the relevant authorities for approval

5. Safety and social • Construction • Bad reputation from public • Noise & vibration control, risks work near and adhere to the approved close to adjacent working procedure. shop lots • Frequent meeting and /building causes discussion with stakeholder business was through public relation affected and officer, any changes in road caused alignment, will be complaints from published in a paper. the shop owner example AEON Jusco, and Few furniture shops.

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• Blasting work • The consequences for this would be • Careful planning of under the life catastrophic as once the traffic blasting. Inspection of traffic (below decking has collapsed. The road will temporary works posts is decking) have a huge depression, causing blasting. passing vehicles to enter the pit. • MGKT ensure that where • Unwanted incidents may result in required any Blasting SWOs, will result in the implication Permits are obtained in of the operations management team. good time and before the activity to be undertaken. Also, where possible any subcontracts to awarded for Blasting works will be made with Licenced Blasting Contractors who will be obligated to apply

for and obtain the necessary

permits as part of the contract being awarded

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• Occupational • Any carelessness in carrying out this • Toolbox talks, awareness safety and health activity may lead to an accident program, Training, hazard due to • Possible stop work order if any acct monthly safety audit, high no of high- from DOSH Weekly safety walkabout, risk activities • Bad reputation from client Pain and gain scheme, ongoing at ensure all the construction sation.box such activity was carried out as working at according to method height, blasting, statement confined space working, welding, etc.

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6. Design risk • Unforeseen • Delay in third-party development. • Information about planned technical issues- development will be Delay in third- determined before the party commencement of station development. works and reviewed Interface issues regularly. Establish good with future communication with AEON AEON and hold regular development, interface meetings with e.g. access to developer especially AEON from the concerning Station station. The Entrance A. sequence of works not matching the third-party developer

• Insufficient • Slow work progress at the project site • Raise the technical queries design and idling work of the subcontractor. to the consultant and these information in will consume time because IFC drawing needed input and approval from various parties if the information required was not within their discipline

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• Have a flood protection 7. Force Majeure risk • Flooding at • Potential for injuries/fatalities. plan with standby pumps public road, Damage to, machinery and installed and Construct flood construction equipment requiring protection wall according works ongoing at recovery/repair/replacement. to the 100-year flood level the flood-prone • Impact to program and costs — surrounding the station box area. • The potential for claims from other • Have a well-prepared crisis contractors. management plan including own ERT team standby 24hrs in case of emergency

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8. Physical risk • Station • Flood-prone area. Flooding of • A reliable dewatering construction underground excavations and tunnels system deployed during the close to the due to overflow/entry of water into station box excavation, and Sungai Kruing the site. casting works to prevent any flooding event. The dewatering system is fully automated and available for 24 hours continuing pumping as required. • MGK follow the proposed flood risk analysis for the design the flood up to 100 years. • Identify the probable flood levels at the respective locations and design and build appropriate temporary and permanent protection to prevent flooding — standby proper dewatering systems.

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• Ground treatment in place • Sinkhole forms • Karstic limestone feature where as per design. Water in the middle of solution channel linked to the seepage in the excavation the road excavated rock face and cause loss of pit to observed and leaking . ground materials. point to be plug off • Possible road and traffic accident, immediately. Close damaged to the underground utilities. monitoring to the road Injury and fatality to the road user. condition which involved bull gang/watchman for any surface movement. ERT and PR department informed for the handling of traffic condition and media to the relevant stakeholders in the event of sinkhole incident.

• Water leakage • Potential for drawdown with the • Water standpipes and and dewatering settlement of adjacent ground and settlement markers to operations instability of nearby structures. closely monitor the ground • Settlement of adjacent ground and settlement condition and instability of nearby structures. shotcrete will be applied as Possible structural collapse, serious excavation work injury, and fatality progresses. Groundwater is expected to increase after

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the Adit RC structure is completed

• Shotcrete to be applied as • Stability of rock • The potential of rock falling during per design drawing and face during excavation follow the agreed excavation construction sequence of work. Rock mapping exercise to be undertaken by a geologist.

9. Delay risk • Delay by M&E • Schedule impact and affecting testing • MGKT assigns an interface contactor cause and commissioning work management team for each late handover by station. MGKT to other package contractors

(OPC)

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4.5 Discussion on the risk at KVMRT Line 1

In addressing the research question, the nine-construction risks will be discussed in the next section. Both outcomes of the literature review and interview formulated in a table form comparing each risk according to four different KVMRT Line 1 underground station. List of risks has been developed to provide to provide a better understanding of the construction risk during KVMRT Line 1. Each of these nine risks is discussed in more detail as follows.

4.5.1 Financial and Economic Risks

Table 4.5 Description of Financial and Economic Risks

Description Pasar Seni Bukit Bintang Cochrane Maluri of risks Station Station Station station

Fluctuation of Fluctuation Ringgit value Nil Nil Nil of Ringgit compared to USD

Table 4.5 is a description of financial and economic risk. The entire construction manager highlighted MGKT does not face any financial and economic risks during construction of KVMRT Line 1 construction. However, fluctuation of ringgit value compared to USD dollar does affect MGKT because of most of the material purchased from oversea use USD currency for sale and purchase. Most of the TBM material which originated from German and China and M&E equipment originated from Taiwan. Other than fluctuation and ringgit MGKT does not face any financial and economic risk.

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4.5.2 Contractual and Legal Risks

Table 4.6 Description of Contractual and Legal Risks

Pasar Seni Bukit Bintang Cochrane Maluri Description Station station Station station of risks

Delay of permit Nil Nil Nil approval for Permit Traffic Approval Management Plan from DBKL

Land acquisition for park and Land Nil Nil Nil ride acquisition construction which falls under TNB reserve land

Table 4.6 referred to contractual and legal related risk and regarded as one of important risk during construction of KVMRT Line 1 especially at Maluri Station.

Delay in permit approval for traffic management scheme from local authority is the risk faced during KVMRT Line 1 construction. Pasar Seni, Bukit Bintang and Maluri the critical station that falls under traffic management scheme. However, only Maluri station faced a delay in approval for traffic management approval from the local authorities due to construction methodology of the station which adopts the bottom up construction method. The geology condition of Maluri station which is predominantly limestone and requires 200,000m3 of limestone need to be excavated for the station during construction stage. Reaching production with a hacking method is impossible. Hence, MGKT purpose-controlled blasting work under life traffic and

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causes a delay in the permit approval from the authority (DBKL). Bukit Bintang station and Pasar Seni does not require blasting because of its geological condition of Kenny hill formation. Figure 4.5 Preparation work for control blasting in progress at Maluri station

Figure 4.5 Preparation work for control blasting in progress at Maluri station

Contractual and legal risk due to land acquisition risk factor faced during KVMRT construction especially at Maluri station. Pasar Seni station located below Jalan Tun H.S Lee and underneath UO supermarket, Plaza Warisan and Klang valley bus terminal. For the construction purpose of KVMRT Line 1, the following land has acquired for KVMRT construction.

a) Bus Terminal Klang-KL

b) Plaza Warisan

c) UO Superstore

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Bukit Bintang station sited below Jalan Bukit Bintang and 20 units of private commercial property which need to be acquired and demolished for the construction of the station. Meanwhile, for the Cochrane station, all land already acquired by MRT Corp for the advance work contract and use as site lay down area for station and tunnel construction. Maluri station and a crossover are located beneath Jalan Cheras near its junction with Jalan Peel and for Adit B and C few residential units have been acquired for KVMRT Line 1 construction.

However, land acquisition of the TNB reserve land is the biggest risk during the KVMRT construction mainly because TNB does not aggress with the compensation money allocated for the plot of land and due to existing TNB pylon supplying current to Penchawang Masuk Utama (PMU) Udu Pulu.

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4.5.3 Subcontractor Risk

Table 4.7 Description of Subcontractor Risk

Description of Pasar Seni Bukit Bintang Cochrane Maluri Risk Station station Station station

- Failure of Financial geotechnical Awarding the issues by Sub- specialist Unqualified work to contractor – failure to Contractors unqualified M&E due to prizing install the contractor issues during Ground Nil the tender Anchor. stage.

Poor quality on Poor quality on Work finishes Quality of RC works and RC works and and work work: Poor diaphragm diaphragm wall quality of sub- work wall. Including Poor including like contractor - finishes water leaking, workmanship water leaking, (Slab and wall cause water honeycomb, honeycomb, leaking due to leaking, missing missing coupler, water proving coupler coupler, concrete bulging, membrane missing, concrete etc. quality) honeycomb budging, etc.

Improper

planning by

the blasting

Nil Nil contractor Coordination Nil and between strutting contractor contractor. Delay in material delivery Material especially Nil Nil Nil Delivery material provided by sub- contractor.

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Table 4.7referred to subcontractor related risk and regarded as one of the important risks during construction of KVMRT Line 1 underground station. Pasar Seni station, Bukit Bintang station and Cochrane station have subcontractor failure risk although MGKT has a strict tendering procedure in choosing a suitable contractor to undertake any sub-contracting jobs for KVMRT Line 1. Financial capabilities, experience are some of the criteria evaluated before choosing the contractor. However, during the construction period sub-contractor struggle financially and causes work delay and labor dispute. For example, Cochrane station has been awarded to an international contractor to carry out construction and completion of an underground station for reinforced concrete work for Cochrane station. However, the sub-contractor faced financial issues due to the wrong estimation during the tendering stage for the formwork of the station which causes work progress delay due to cash flow issue. However, the relevant subcontractor needs to carry out the work because of the binding of the contract.

Quality of work by sub-contractor of contribution risk for construction biggest concern during construction of KVMRT line 1. All four underground stations have quality issues especially in reinforced concrete works and diaphragm wall and rectification work because it is a permanent structure of the station.

Improper planning by blasting contractor and strutting contractor is another risk in Maluri station. There is an incident where the strutting C-channel is holding the king post fall of due to vibration of blasting and poor quality on the welding work of the strutting contactor. The consequences for this would be catastrophic as once the traffic decking has collapsed. The road will have a huge depression, causing passing vehicles to enter the pit.

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4.5.4 Operational Risk

Table 4.8 Description of Operational Risk

Description of Pasar Seni Bukit Bintang Cochrane Maluri Risk Station station Station station

Diaphragm Diaphragm wall wall Slurry Slurry pipe Slurry pipe pipe leakage burst/leakage to burst/leakage Nil Nil a public area and to a public drain area and drain.

The The productivity productivity of of Plant, Plant and Plant, machinery, and machinery machinery, labor due to Nil Nil productivity and labor due working to working underground underground condition. condition.

Frequent A technical Frequent Frequent Frequent M&E M&E glitch at the M&E M&E equipment and equipment system and equipment and equipment system, and and M&E system, and and system, signaling failure. system, equipment signaling and signaling and failure. failure. signaling failure.

Table 4.8 shows operational risk and is regarded as one of the risks during construction of KVMRT Line 1 underground station by all the station construction managers. All the construction manager aggresses there is still a technical glitch in the M&E equipment, system and signaling that required attention although all the underground stations have been hand over to client MRT Corp. Furthermore, all the station was now under the defect liability period duration.

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Plant and machinery productivity is another operational risk issues faced during construction of KVMRT Line 1 especially in Pasar Seni and Bukit Bintang station. Since Pasar Seni and Bukit Bintang adopt the top-down method, the machinery and labor productivity is low compared to the bottom-up station. Plant and machinery productivity are mostly affected by low headroom issues. Furthermore, excavation and mucking of excavated material were carried out using crane compared to bottom-up a station where tipper truck can access down the station using the slope access.

Labor productivity for bottom up and top down underground stations much slower due to the nature of the underground which is hot, dusty, lack of oxygen and labor intense. Openings provided through slabs for access into the stations that will be constructed by top-down or semi top-down construction methods. During Rc, works worker need to carry rebar from opening to the working area. The distance between the openings varies from 30m to 40m.

4.5.5 Safety and Social risk

Table 4.9 Description of Safety and Social Risk

Pasar Seni Bukit Bintang Cochrane Maluri station Description of Station station Station Risks

Damage to Damage to Ongoing adjacent adjacent construction Property properties due properties due works near & Damages to excessive to excessive close to vibration- vibration- Nil adjacent shop Public Public lots /building – complaints and complaints and Flying debris, damage to damage to noise nuisance, adjacent adjacent and complaints buildings buildings from (cracks, etc.) (cracks, etc.) neighbor’s

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Business was Construction affected work near and (complaint by close to Nil shop owners Nil adjacent shop along Bukit lots /building Bintang) causes business was Public affected and Complains caused complaints from the shop owner example AEON Jusco, and Few furniture shops.

Nil Nil Nil Construction Construction work under activity below 275KV TNB Pylon pylon for Park and Ride construction

Accident at the Nil Nil Nil site –worker Accident at fall from Site height during dismantle scaffolding for RC works

Unwanted Energizations Trespassing pedestrians of 33KV, by Public Nil entering site power rail, and /Construction intentional or LV system Nil workers unintentional also have its own risk to worker working in station box. Blasting Nil Nil Nil Blasting work works under life traffic

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Occupational Occupational Occupational Occupational safety and safety and safety and safety and health hazard health hazard health hazard health hazard due to high no due to high no due to high no due to high no of high-risk high-risk high-risk high-risk Occupational activities activities activities activities Hazard ongoing at ongoing at ongoing at ongoing at sation.box sation.box sation.box sation.box such as such as such as such as working at working at working at working at height, height, height, height, blasting, blasting, blasting, blasting, confined space confined space confined space confined space working, working, working, working, welding, etc. welding, etc. welding, etc. welding, etc

.

Table 4.9 shows the description of safety and social risk. Identified. Damage to adjacent properties and damage to adjacent buildings (cracks, etc.) are risk faced during construction of KVMRT Line 1.Table 4.10 below shows surface build up for the Pasar Seni, Bukit Bintang, Cochrane, and Maluri underground station.

Table 4.10 Surface Build

Station Surface Environment

Pasar Seni station Congested build up

Bukit Bintang station Congested build up environment and major road junction Cochrane station Residential area cleared for development

Maluri station Residential property and beneath a road

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All buildings/structures adjacent to KVMRT Line 1 underground station subjected to depilation survey before the commencement of work. All buildings and structures which fall within the zone of influence will be monitored for settlement, cracking and distortion. Table 4. Shows sensitive building that requires monitoring during construction of KVMRT Line 1.

Table 4.11 Sensitive Building Require Monitoring

Station Sensitive buildings require real- Others buildings time monitoring identified for monitoring

Pasar Seni columns and Pasar Seni Minor buildings Pasar Seni LRT viaducts shop lots along Jalan HS Lee, North of Plaza Warisan, West of Mandarin Pacific Hotel

Shop lots south of Jalan Bukit Shop lots along Jalan Sultan Bintang, Hotels and shop lots Ismail, BB Plaza, UDA Bukit complex north of Jalan Bukit buildings, BB Monorail Bintang Bintang, Fortune Hotel, Hotel station Imperial, Jalan Sultan Ismail Monorail piers

None Shop lots, Restaurant, TNB Cochrane Substation

Maluri LRT station and Piers Numerous two story house

Another risks occur during construction of KVMRT underground station Line 1 is mainly public, and shop owner complains especially at Bukit Bintang area. Since Bukit Bintang situated at tourist and shopping location, it is important to ensure the safety of the surround people. Unwanted pedestrians entering site (intentional or

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unintentional) is another risk faced during construction of KVMRT at Bukit Bintang area. Since permanent hoarding could not installed at the site due to a location of the station in the middle of Bukit Bintang road, plastic New Jersey Barrier (NJB) used, and there is the possibility of people to enter the site intentionally or unintentionally.

Jalan Cheras is the heavily trafficked road, and the length of the combined station and crossover box will require multiple stages of traffic diversion to allow staged construction at the site. Controlled blasting below the life traffic at Maluri station is a high-risk construction activity requiring stringent noise and vibration control, not only to minimize disturbance to commercial and residential occupants; but also to prevent the possibility of failure and collapse of any temporary works, such as retaining walls and deck posts supporting the public road traffic redirecting decking system.

Occupational safety and health risks from construction activity such as lifting/lowering major plant and equipment into/out of excavations, working at height, working at confined space, working adjacent to public, heavy transport uses same ingress and egress to move to live traffic, blasting work underneath of life traffic, road accident at temporary decking, sinkhole, etc. are some of the safety and related social risk during construction of KVMRT Line 1

Interference between civil work package contractor and rail system package contractor has safety risks. After the 1st degree and 2nd-degree handover by MGKT to rail and system contractor, the work area will be restricted to enter by civil package contractor due to track and system contractor carry out testing and commissioning works, Although rail system contractor has occupied the area, MGKT need to access the area to complete the outstanding works such a work such granite installation, and ceiling installation work chances personal contact with live electricity is higher. For example, any exposure to live the third rail will result in fatality or death. The third rail carries 750V of voltage. Other than that, possibility of the worker hit by work train also high because track and system contractor carry out testing and commissioning works.

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Pasar Seni station also has accident incident due to non compliance of working at height procedure. The worker falls from height during dismantling formwork for the roof slab. As mentioned, the occupational safety and health bring high severity if the correct procedure not properly complied especially during underground station construction. Bukit Bintang station, Cochrane station, and Maluri station do not have accident risk in each station.

4.5.6 Design Risk

Table 4.11 Description of Design Risk

Risk Pasar Seni Bukit Cochrane Maluri Description Station Bintang Station station of risk station

Insufficient Insufficient Insufficient Insufficient design design design info information in information in information in IFC drawing IFC drawing IFC drawing

Inadequacies Inadequacies in temporary in temporary work design work design process lead to process lead to Temporary temporary Nil temporary Nil work work failure work failure and eventually and eventually leading to leading to failure of failure of other structure other structure or collapse. or collapse

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Drawing Drawing discrepancies discrepancies Drawing with structure, with structure, discrepancies Nil mechanical, mechanical, Nil electrical and electrical and architectural architectural works. works.

Approval Authority Problems approval especially from the local authority. For Nil Nil Nil example, relocation of 125KV power cable out of station box

Table 4.11 shows description of design risk faced in four underground stations. Design risk faced at Cochrane station and Pasar Seni station is related to temporary works design. Inadequacies in temporary work process will lead to temporary work failure and eventually leading to failure of other structure or collapse. Any potential temporary work failure will cause, serious or fatal injurious. It also will impact time and cost during station construction.

Insufficient design information and drawing discrepancy are the design related risks during KVMRT Line 1 construction. Insufficient design information causes the contractor to raise the technical queries to the consultant, and these will consume time

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because needed input and approval from various parties if the information required was not within their discipline. In certain cases, the contractor was unable to construct as specified in the design drawings due to site constraints which need for them to come up a solution which needs some other resources and this will also consume more time. Due to the complexity of the underground station construction, the contractor requires to propose their design apart from brief design issued by the consultants. Therefore, this design captured in the form of shop drawings which need constant approval and any delay in obtained approval will be hindering the site works.

Pasar Seni stations have a delay in authority design approval for a 125KV power cable. The local authority did not approve the proposal of MGKT for 125 KV relocation and affected other subsequent work related to the station.

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4.5.7 Force Majeure Risk

Table 4.12 Description of Force Majeure Risk

Description Of Pasar Seni Bukit Bintang Cochrane Maluri Risks Station station Station station

Flooding of Flooding at Flooding at underground public road, public road, excavations and construction construction Flooding tunnels due to works ongoing works overflow/entry at the flood- Nil ongoing at of water into the prone area. the flood- site. (The site (The site near prone area. near to Sg. Thong sin river (The site Klang) ) near to Sg. Kruing)

Table 4.12shows description of force majeure risk at four underground stations. All underground stations have exposure to flooding. In this case, the main threat of flooding for Bukit Bintang station come from Thong Sin river and due to heavy rainfall. Any flood water from Thong sin river will riskier for the machinery and even for people working underneath the station.

Excessive ingress of the groundwater into the station box during construction would be a disaster which would cause flooding and delay to the project and cost increase. Table 4.13 shows the nearest river that can cause possible of flooding.

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Table 4.13 Nearest River to KVMRT Stations

Station River Pasar Seni station Sungai Klang river Bukit Bintang station Thong Sin river Maluri station Sungai Kruing

During the construction period, the station box will be protected from any unpredicted flood event. Preventive methods will be taken to protect the flooding event that might affect the existing structure, facilities, as well as the excavation and casting, works.

4.5.8 Physical Risk

Table 4.14 Description of Physical Risk

Bukit Description Pasar Seni Cochrane Maluri Bintang of risk Station Station station station

Water leakage Water leakage The from from subsurface Diaphragm Diaphragm Nil condition of Nil wall after wall after groundwater excavation excavation

Kenny hill Kenny hill The sub- formation- formation- Stability of Stability of surface Loss of Loss of rock face rock face condition of support fluid support fluid during during Geology during during excavation excavation Diaphragm Diaphragm

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wall wall excavation excavation

Space Space proofing- proofing- congestion on congestion on

site on the site on the Site Nil Nil proximity of proximity of congestion heavy plant heavy plant and equipment and equipment type and use type and use

Water leakage Dewatering Nil Nil Nil and works dewatering operation.

Table 4.14 shows description of physical risk at four underground stations. All the four underground stations have a risk of the subsurface of geology risk. There are two distinct geological conditions known as Kenny hill formation and Kuala Lumpur limestone. Kenney hill formation starts from Mezium station to Bukit Bintang station while Kuala Lumpur limestone starts from TRK station to Maluri station. Kuala Lumpur limestone has erratic karstic properties, various, cavities, pinnacles, and valleys which noticed during the excavation of station box. The type of soil formation will be essential in choosing the retaining structure for the station. The secant bored piles used as retaining wall structure and socketed on bedrock depending on 2 metre to 5 metre depending on the rock strength. Since excavation work carried on varies depth 25 metre until 40 metre the stability of the rock face possible to collapse if the geological condition is in bad condition.

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Figure 4.6 Geological condition is in bad condition.

Diaphragm wall used for Kenny hill formation area. The diaphragm panel depth ranges from 40m to 60m in depth and during excavation stage the trenching need support fluid known as bentonite to give a hydrostatic pressure and prevent the trench from collapsing. Due to Kenny hill formation the trench collapse after support fluid lost especially at Pasar Seni and Bukit Bintang station.

Subsurface condition of groundwater also one of the risks faced during construction of KVMRT Line 1. Lowering the water table outside the excavation area could cause settlement of adjacent structures. Groundwater ingress in station box also can cause flooding in station box which will affect excavation, tunneling, reinforced concrete works and even underground facilities. Groundwater also causes slab and wall leaking at the underground station.

Space proofing also another risk faced during construction of KVMRT Line 1 mainly at Bukit Bintang and Cochrane station. Bukit Bintang is one of the congested sites due to the geographical location of the station. Meanwhile, Cochrane station was congested mainly due to the role of Cochrane station serve as TBM launch shaft and station construction.

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4.5.9 Delay Risk

Table 4.15 Description of Delay Risk

Descriptio Pasar Seni Bukit Cochrane Maluri n of risk Station Bintang Station station station

TBM mining Delay from TBM through Pasar RC work due Delay Seni station was to site slow to progress. Nil possession by Nil

tunneling team and interference work with the tunnel team.

Delay in Delay by A&A works M&E Third at existing contactor Party Nil LRT & Nil cause late Delay Monorail handover by stations MGKT to another package contractor (OPC)

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Table 4.15 shows a description of delay risk at four underground stations The last key risk is due to delay risk mainly due to construction delay and third party delay. As we all know the construction industry involve a different group of people working toward achieving the project objective. Delay risk for KVMRT Line 1 underground station mainly due interference of tunneling work, delay in land acquisition by owner and delay of interchange connection between the monorail and KVMRT Line 1.

The delay in TBM work due to late completion of Inai shaft which serves as launching shaft for the tunneling work and site possession of the tunneling team for TBM launching at Cochrane station.

Each station has a different interface with the tunneling works depending on their location and the duration of tunneling. There are two methods has been adopted mine through station or launching /receiving TBM shaft. In mine though underground station, diaphragm wall /secant bored pile will be constructed but will not be excavated so that TBM drive through the soft eye in the diaphragm wall or secant bored pile. Excavation within the station box will take place afterward, and controlled dismantling of temporary tunnel lining will be carried by using a breaker. For TBM launch and receiving stations the stations will be excavated until base level. The TBM will mine through a soft eye tunnel area and be transferred through the station box using a cradle which will be skidded along the base slab of a tunnel and enable re-launching of TBM at an opposite end. Any delay in construction of station box for Tunnel Boring Machine will affect the overall work programme of TBM launching and retrieval. The idling cost for tunnel boring machine was also high.

Delay in site establishment for Park and also ride another risk faced by MGKT during construction of KVMRT Maluri station. The land falls under TNB reserve land, and MRT Corp spends almost four years to acquire the land due to a failure to reach a negotiation with TNB.

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4.6 Objective 2: To identify mitigation based on project risk during construction of KVMRT Line 1 SBK underground Station.

4.6.1 Mitigation Action Adopted for Financial and Economic Risk

Table 4.16 Mitigation action adopted for Financial and Economic Risk

Risk Description Risk Mitigation

Fluctuation of Bears the cost escalation due to the fluctuation of Ringgit value ringgit value. (Risk Acceptance) compared to USD.

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4.6.2 Mitigation action adopted for Contractual and Legal Risk

Table 4.17 Mitigation action adopted for Contractual and Legal Risks

Risk Description Risk Mitigation

Delay of permit Use experienced MGKT liaison department to ensure approval for early engagement/ liaison with DBKL for approval of traffic Traffic management plan and local authorities for traffic routing. Management Plan from DBKL.

Since the land acquisition issue for the TNB land for Land acquisition park and ride construction take a longer time to reach an for park and ride agreement the Maluri station team try to change the construction construction sequence for the park and ride area. However, the which falls under mitigation method does not work well due to the limitation of TNB reserve work under a transmission line. land.

.

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4.6.3 Mitigation Action Adopted for Sub-Contractor Risk

Table 4.18 Mitigation Action Adopted for Sub-Contractor Risk

Risk Description Risk Mitigation

Sub-contractor Appoint the third party: failure

MGKT consider this method is the last option and are subject to top management decision. For example, in Cochrane station work above ground structure work has been retendered due to financial failure by the contractor. This action is taken due to the urgency of work as work above ground needs to start as soon possible for other work such as M&E and architecture work needs to start as soon as possible

Change construction method:

It’s a least favorite mitigation plan because new design need to prepared and new subcontractor need to appoint for this purpose. For example, in Pasar Seni ground anchor cannot be installed due to high water seepage and most of the ground anchor fails to achieve the required specification. As an additional support for the ground anchor strutting were installed to maximize the efficiency of Ground Anchor.

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Material delivery Close coordination with a subcontractor for material delivery date.

Transfer risk to consultant, IQC, and Subcontractor:

Quality and Transfer the risk to a subcontractor; consultant and Workmanship IQC are mitigation method taken by MGKT especially when rectification of final product occurs at the underground stations. Most of the defect work arises from RC work and diaphragm wall. RC work and diaphragm wall act as the skeleton of the station. The competent person was required to supervise and post inspect the end product Inspection will be carried out with MGKT representative, consultant, IQC and subcontractor representative. If sub-contractor fails to carry out the rectification work and causes, other subcontractor works idling MGKT will appoint the third party with the consent of the subcontractor. The cost arises from the rectification work will be back charge to relevant sub- contractor. This approach has adopted almost all the underground station.

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4.6.4 Mitigation Action Adopted for Operational Risk

Table 4.19 Mitigation Action Adopted for Operational Risk

Risk Description Risk Mitigation

Bukit Bintang and Pasar Seni station use slurry pipe Slurry pipe leakage during the diaphragm wall construction. The polymer is considered a scheduled waste and needs to dispose of properly. Polymer leakage at public drain will cause DOE issues fine to the project site. To ensure no polymer leaking continue maintenance of the polymer line will be carried out on the polymer line.

Due to the nature of the underground condition which Plant and has low headroom issues, congestions, dusty, and machinery interference works between various natures of work. productivity Increasing human resources is not a realistic option. Hence increase working hours is a realistic approach adopted by MGKT.

Continues maintenance

A technical glitch The technical glitch face especially at the at the system and underground station was managed by standby full-time M&E equipment maintenance team to carry out maintenance work. It also a good learning curve for the MGKT to know better about possible technical fault experienced during KVMRT Line 1.

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4.6.5 Mitigation Action Adopted for Safety and Social Risks

Table 4.20 Mitigation Action Adopted for Safety and Social Risk

Risk Description Risk Mitigation

Instrumentation and monitoring Damage to adjacent To ensure the stability of all buildings and structures properties due to which fall within the zone of influence will be monitored for excessive settlement, cracking and distortion. vibration, public complaints and As mitigation instrumentation and monitoring damage to equipment are installed around the station to protect against adjacent damages or unacceptable level of movement to adjacent buildings (cracks, properties, besides instrumentation will be used to monitor the etc.) stability of works. For an underground station, the following instrumentation was installed.

Instrumentation Location

Ground The approximate 50 meter distance

settlement around the perimeter of the station box

Marker to obtain settlement profile for

approximate 25 meter beyond station

box.

Within D-wall and Secant Bored Pile

Inclinometer wall at regular spacing around the

perimeter of station box approximately

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5m spacing along the long side of the box at each end of the box.

Load-cell Load cells monitored struts during Construction excavation. work near and close to adjacent shop lots Strain gauges Installed on walls and struts /building causes business was Vibration sensor For excavation where blasting of rock affected and required caused complaints from the shop owner In addition to the installed monitoring described above, for example AEON station and shafts located in karst areas, visual monitoring will Jusco, and Few be carried out for any sign of distress in the ground surface furniture shops. which might indicate the presence of potential sinkhole and another collapse.

If there any complaints were received regarding necessary property action will be taken to repair back the property to its original condition.

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Safety Enforcement

MGKT approach safety and related social risk by Construction reducing the risk with a proper safety plan. Safe access and work under egress for deep excavations establish fixed access points with 275KV TNB stairs and lifts/hoists for personnel, plant, and equipment. pylon for Park and Ride Entry of personnel into the deep excavations and construction partially constructed stations use the same principle as the

tunneling work and will control with signing in and out

process, and all personnel will be required to have had the Accident at the specific site safety inductions so that they are aware of the site –worker fall specific site safety risks and protective measures. For top- from height down construction, for working areas beneath newly during dismantle constructed slabs, and for periods with high vehicle usage that scaffolding for will give rise to high concentrations of exhaust pollutants. RC works Ventilation will be provided down into the excavations, and air

quality will be monitored, and an associated alarm system

installed. Lighting will be installed as a priority to all working Unwanted levels as soon as excavation commences. pedestrians entering site The Emergency Response Plan for each station intentional or worksite has detailed guidance on how deep excavations will unintentional be evacuated in the event of an emergency incident within the

work site. The emergency drill will be carried out at site

minimum six months once, and all the contractor need to take Energizations of part in the emergency drill. Due to multiple activities are 33KV, power undertaken concurrently, subcontractors, supervision and rail, and LV management staff will attend regular coordination meetings to system focus on safe working in and around other operations.

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Safety exclusion zones will be provided around perimeters of deep excavations. Regulation protection will also provide designated lifting zones for hoisting of plant and material in and out of the shaft.

Furthermore, Construction Skill Certificate Scheme (CSCS) introduced. Through this scheme the all the worker working in the KVMRT project need to sit for KVMRT internal exam. Various questions regarding safety will be asked in the exam and worker that pass the exam only allowed to work at KVMRT project.

Permit of work system also has been introduced to strengthen the safety at KVMRT project. The validity of the permit of work also varies based on the type of activity. All the construction activity needs to have its pre-task briefing form which needs to be written and signed by the supervisor. Other than that weekly safety walkabout arranged with the relevant contractor to improve the safety compliance between the workers. The monthly safety audit will be carried out once a month to evaluate the safety compliance at each station.

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4.6.6 Mitigation Action Adopted for Design Risk

Table 4.21 Mitigation Action Adopted for Design Risk

Risk Description Risk Mitigation

Any drawing discrepancy, insufficient information, in Insufficient info, constructability of drawing at the site will be discussed with a Drawing consultant directly, and this mitigation method is a reliable discrepancies method to get faster feedback.

MGKT also appointed independent checker to check Temporary work all the temporary work before and after to prevent any unwanted event while handling the temporary work

Maluri station and Cochrane station are the stations Third party affected due to development and upgrading work by the development developer.

Designed with approval from a professional engineer Authority before proceeding with relocation. MGKT also has sign latter approval of undertaking to relocate the TNB cable.

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4.6.7 Mitigation Action Adopted for Force Majeure Risks

Table 4.22 Mitigation Action Adopted for Force Majeure Risk

Risk Description Risk Mitigation

Flooding of For cut and cover station, flooding due to rainwater underground anticipated from entering into the station box during construction. excavations A reliable dewatering system deployed during the station box and tunnels excavation and casting work to prevent any flooding event. The dewatering system is fully automated and available for 24 hours continuing pumping as required. Other than that flood wall will be constructed to prevent water ingress into station box the flood wall designed according to each station 100-year flood level. The current mitigation method is reliable and also used during KVMRT Line 2 underground station. Site Risk reviews initiated to prepare flood protection plans for adequacy based on local knowledge/previous incidents in critical areas susceptible to flooding. and have a well-prepared crisis management plan including own ERT team standby 24 hours in case of emergency

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4.6.8 Mitigation Action Adopted for Physical Risk

Table 4.23 Mitigation Action Adopted for Physical Risk

Risk Description Risk Mitigation

Excessive ingress of the groundwater from the wall will be a disaster for the station construction and also for the surrounding area. The excessive drawdown of groundwater will cause settlement which in turn cause distress to the adjacent existing structure. During the excavation process, monitoring groundwater movement must be in place to ensure drown down The not more than 1 meter below seasonal level. subsurface condition of groundwater For the limestone formation station such as Cochrane and Maluri station, the perimeter curtain grouting was carried out first, followed by the rock fissure grouting at a specified depth and

finally the base grouting towards the center of the structure. A Dewatering reliable dewatering system deployed during the station box works at excavation, and casting works to prevent any flooding event. The station box dewatering system is fully automated and available for 24 hours continuing pumping as required. Recent experience at Maluri and Cochrane station perimeter grouting and base grouting alone is not capable of stopping the groundwater due to the water table is high after the RC work completed at the station. Polyurethane injection will be carried out to stop the groundwater seepage from the RC wall. Although this method is expensive, it’s a reliable method to stop the groundwater leaking at the internal RC wall.

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For the Kenney hill formation, perimeter grouting will not be carried out to control groundwater however any water leaking in diaphragm wall will be treated using polyurethane injection.

Based on both situation, the sub-contractor for the RC work and diaphragm wall will be responsible for the groundwater leakage, and polyurethane injection will be carried out at own subcontractor cost. However, in both Cochrane and Maluri station, both RC work contractor struggle to stop the groundwater leaking. MGKT engaged a 3rd party to carry out polyurethane injection. The groundwater leaking needs to stop before the commencement of architecture and M&E work. MGKT is liable to the client to hand over the client station in a watertight condition. Groundwater leaking from the RC work has more tendencies to damage the M&E equipment and strain the architecture work.

A subsurface condition of geology mainly affects the station which has geology condition of limestone formation. Limestone formation will adopt secant bored pile as retaining structure, and the bored pile will be socket according to bedrock level around 1.5 meter to 3 meter depending on the type of pile. The sub- Underneath the secant bored is a rock excavation, and geological surface condition of condition will affect the excavation progress If the geological Geology condition is in bad condition rock strengthening work such as shotcrete, rock bolt to prevent losses rock falling. The rock mapping will be carried out by the geologist appointed by MGKT. The type of rock bolt and shotcrete layer needs to apply based on the rock mappings result if the geological condition is in bad the rate of excavation productivity slower mainly due to many remedial works.

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The following are the threat to the station due to the sub- surface condition of geology and groundwater.

a) Formation of sinkholes

b) Excessive seepage of groundwater into station box.

In case of sinkhole formation MGKT standby ERT team, 24 hours will carry out necessary action to backfill the sinkhole area.

In Kenny hill formation subsurface of geology, the condition is mainly affected due to loss of supporting fluid (polymer) mainly due to existing underground services. Before carrying out, any diaphragm wall work piloting will be carried out to identify and seal the abandon utility. However deep utility such as sewer and HDD pipe cannot be identified and causes polymer leaking and trench collapse. Since the Bukit Bintang and Pasar Seni station located in the middle of the existing road, there is an numerous incident trench collapse due to polymer leaking. Trench collapse will cause surrounding wall also collapse and cause a sinkhole. In this case, mortar backfilling will be carried out to prevent further collapse of the trench. If the abandoned utility pipe were sealed polymer will be backfilled refill back any excavation resume. For all the station this mitigation was reliable and used even in KVMRT line 2.

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Site Since Bukit Bintang and Cochrane station is in congested congestion build-up early planning will be carried to make use the space available fully.

Utility relocation carried out before the completion of station box retaining structure. Since there is space congestion, most of the utilities relocated to align with traffic diversion Utility scheme. Early engagement with the local authority is determined relocation for a date cutover. For example at Bukit Bintang station the subcontractor machinery’s idling due to no work front due to late relocation work and MGKT pay the idling claim from the subcontractor.

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4.6.9 Mitigation Action Adopted for Delay Risks

Table 4.24 Mitigation Action Adopted for Delay Risks

Risk Description Risk Mitigation

. Since MGKT is the work package contractor for tunneling and station there is interference between the tunneling team and station team. Cochrane station act as launch shaft for Delay due to two TBM mining toward Pasar rakyat and two TBM mining tunneling toward Maluri station. It is very important for the launch shaft activity for the TBM is ready on time so that the TBM will be able to mine through the station on time Before TBM reach the station box the Glass Fibre Reinforced Polymer (GFRP) cages for bored pile or diaphragm wall be ready on time so that the TBM can mine through the station without any issues.

There are numerous interfaces between the Civil Works Package Underground (UG) Contractor and the Railway Systems contractors requiring careful consideration. For example, power and signaling cables must be fed trackside to Delay due to the station control and equipment rooms in each station using the third party cable containment supplied under the Civil Works (UG) contract. Similarly, platform screen doors cannot be installed until the station structure elements to be constructed by the Civil Works contractor are in place. The System works, i.e. non-civil and non E&M works for the underground section of KVMRT project are decomposed into 10 major contracts, covering areas like signalling, electric trains, platform screen doors, track

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works, power supply and distribution System, telecommunication system, automatic fare collection section, electronic access control system, facility SCADA and building management system, which has direct interface with the Civil Works (UG) Package contractor.

The interference team will discuss with each station construction manager to ensure the smooth progress of the interference work without affecting the station construction progress.

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4.7 Survey Result on Construction Risk Ranking at KVMRT Line 1

Table 4.25 Range score on likelihood of Risk occurs at KVMRT Line 1

Likelihood High Average Low 1-3 4-6 7-9 Range score

Table 4.26 Descriptive for Likelihood of Construction Risk occurs at KVMRT Line 1

Mr.Ahmad Description Mr.Ooi Chee Mr.Kobinathan Dhyaa Mr.Yong Song Ming Eng Thangavelu M.Ridha

Financial and Economic Risk Low Low Low Low Contractual and legal risk Low Low Low Medium Sub-contractor related risk High High High High Operational risks High High High High Safety and social risks High High High High Design risk Medium Medium Medium Medium Force Majeure risk High High High High Physical Risk High High High High Delay risk High High High High

Table 4.27 Range Score of the severity of Risk occurs at KVMRT Line 1

Severity High Average Low 1-3 4-6 7-9 Mean Range

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Table 4.28 Descriptive Statistic for severity of Risk at KVMRT Line 1

Mr.Ahmad Description Mr.Ooi Chee Mr.Kobinathan Dhyaa Mr.Yong Song Ming Eng Thangavelu M.Ridha

Financial and Economic Risk High High High High

Contractual and legal risk Low Low Low Medium Sub-contractor related risk High High High High Operational risks High High High High Safety and social risks High High High High Design risk Medium Medium Medium Medium Force Majeure risk High High High High Physical Risk High High High High Delay risk Medium High Medium High

All the respondent agreed that although the severity of financial and economic risk is high, the likelihood of the financial and economic risk occur at KVMRT Line is low. This is because KVMRT Line 1 is fully funded by the Malaysian government. Furthermore, MGKT has a track record of successfully delivering few mega projects in Malaysia such as Electrified Double Track Railway Project (EDTP) and SMART Tunnel. However one of construction manager has pointed out recent strengthening of USD, and ringgit fluctuation does have little impact on the construction of KVMRT Line 1. He highlighted most of M&E material and TBM material were bought from overseas and have impacted the final cost.

Similarly, all the respondent agreed the likelihood of contractual and legal risk occur during KVMRT construction Line 1 is very low except for Maluri station where the land acquisition of the TNB land for Park and Ride face a big challenge..

Nevertheless, the respondent agreed that the likelihood of sub-contractor related risk occurs during KVMRT underground station is high. The severity of the sub-contractor related risk also high because MGKT carries out more to project management and all the work such as RC work, geotechnical works, architecture work, M&E works carry out by sub-contractor. They have pointed out although sub- contractor was chosen based on the capability and experience sometimes they fail to

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deliver the work as stated in the contract. If a subcontractor fails in any part of the project the risk of the project also fails high.

Physical risk also one of the high-risk during construction of KVMRT Line 1 The frequency of physical risk is almost high in all underground station and the severity of the subsurface condition and geology also high mainly due to underground works. Poor soil condition and groundwater egress from the wall causes difficulties during the station construction stage. However, MGKT able to foreseen the risk earlier because soil investigation has been carried out before the project start.

Safety and social risk also contribute the highest risk during the construction of KVMRT Line 1. Entire construction manager agreed safety is important for project control and it’s important for MGKT to provide a safe system for working for employees that working at KVMRT project. MGKT top management also emphasizes implementation of safety and health at a site that can meet local and international standard.

At the same time operational risk also one of the high risk faced during construction of KVMRT Line 1 Operational risk associated within the project was mainly concerned at the system failure and operational safety of all construction work Moreover the labor productivity also big concern due to an underground condition which lacks oxygen and labor intensive.

In the same way force majeure risk, also one of the highest risks for KVMRT Line 1. All the respondent agrees the likelihood of flood to occur in MRT station is higher and the severity of the flood also higher due to the geographical location of the station that prone to flooding. MGKT has well-managed crisis management to deal with natural disaster.

On the contrary, design risk is categorized as medium risk in KVMRT Line 1 because MGKT has its technical D&T team to manage the design related risk.

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Last but not least the delay risk also carries the highest severity. Any delay risk caused by civil work package contractor or third-party contractor will cause delay to the overall progress of the station. However, delay risk is medium mainly because the entire contractor binds with contract and contract clearly stated key access date by each party. Any party causes delay is liable to pay Liquidated damages (LAD) because of the delay caused.

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CHAPTER 5

CONCLUSION AND RECOMMENDATIONS

5.1 Introduction

This chapter discusses the conclusion based on the findings in chapter 4. Additionally, this chapter highlights the problem faced during the research process. Recommendation for future research within the same area also included in this chapter.

5.2 Research Conclusion

The goal of this research is to identify the construction risk and mitigation plan taken during construction of KVMRT Line 1 underground station. Based on the literature review nine risks have been identified. Structured interview were conducted in order to collect data about risk events and adopted mitigation action adopted .Furthermore, frequency and severity of each risks identified through Likert chart analysis. .Based on interview it is concluded that financial and economic risk and contractual and legal risk do not effects the KVMRT Line 1 construction although the severity of both risks is high.

It is shown that operational risk, physical risk, safety and social risk, force majeure risk and delay risk are large contributors to project uncertainty during the KVMRT Line 1 construction.

The mitigation measures to reduce the risk impacts toward the project are adjusted according to the risk involved. For example different construction method and equipment was adopted to mitigate physical and operational risks.

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Research from four underground stations will serve as sources of information for current and future railway network in Malaysia. Therefore, it is necessary to implement the mitigation measures to reduce the risk impact on project time and cost.

5.3 Problems Encountered

Throughout the research, there are a few problems encountered during the process of research.

I. Due to time constraints, only four construction managers took part in this case study

II. Some of the construction managers refused to accepts the interview because of their privacy.

5.4 Recommendations for Future Research

It is recommended the impact of political risk included in KVMRT Line 2 to further enhance this research. Political risk should be included in future research because of current political scenario and cost reduction practice carry out for all the mega projects in Malaysia. This research will explain the consequences of cost reduction and mitigation plan adopted by MGKT for KVMRT line 2.

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