Harzdan Bridge, Yerevan, Armenia:

For Construction Supervision ofSection 1: Argavand – Shirak Road Link:

(Inception Phase 25.05.2016 – 25.06.2016)

INTRODUCTION :

Project Background :

The Government of Armenia has received a loan from the Asian Development Bank (ADB) to finance the Sustainable Urban Development Investment Program – Tranche 2. This Project derives from a request from the Yerevan Municipality (YM) to the ADB to define a strategic plan to improve urban transport in Yerevan aligned with the urban master plan of Yerevan City. This plan aims at promoting a sustainable, integrated, socially affordable and cost efficient urban transport system.In the short term, the main objective is to complete the Highway based missing links of the western urban ring. Construction of the link Argavand - Shirak will help to divert through-traffic around the city center.

EXECUTIVE SUMMARY:

Under loan L2752-ARM from the Asian Development Bank (ADB) to the Government of Armenia for the improvement of urban transport in Yerevan, EGIS International, Guyancourt, France, is commissioned as Supervising Consultant and Engineer under FIDIC Conditions of Contract for the construction of the Yerevan Western Ring Road, Tender 3: Argavand – Shirak Road Link.The Works Contract; was awarded to Serenissima Construzioni S.p.A., Verona, Italy. The Advance Payment Certificate was issued on date 16.05.2016.The Commencement Date of the Works in accordance with Clause 8.1 GCC was set by the Employer’s letter dated 25.05.2016, giving partial possession of site with 14 days “gross period” to access. The Commencement Date in accordance with Cl. 8.1 GCC is thus the 25.05.2016 and the Completion Date after the construction period of 730 days is the 25.05.2018. The Inception Phase runs for 1 month after the Commencement Date, from 25.05. to 25.06.2016 and is the subject of this report. At the end of the Inception Phase the status of preparations and implementation of the project can be summarised as follows.EGIS International has advance key-staff for the Supervision of Tender 3 in place since May 2016. Its envisaged for the Engineer’s team will be strengthened by the assignment of further experts and supervisors upon the actual start of works. The Engineer has undertaken the necessary preparations for the commencement and undertaking of supervision services.The Contractor’s preparations and degree of mobilisation are considered inadequate and delayed and most of the contractual and technical prerequisites for an actual start of works, as the provision of acceptable approved QMP, EMP, Works Programme, Method Statements and other conditions are not yet fulfilled at present. Physical works have not yet started.

Contract of Conditions:

Conditions of Contract involved was FIDIC MDB Harmonized Construction Contract 2016 due to certain restrictions applied.

THE PROJECT MAP:

Figure 1; Shows map of site area between Shirak Street and Argavand Road sites.

Project Background :

The Government of Armenia has received a loan from the Asian Development Bank (ADB) to finance the Sustainable Urban Development Investment Program – Tranche 2. This Project derives from a request from the Yerevan Municipality (YM) to the ADB to define a strategic plan to improve urban transport in Yerevan aligned with the urban master plan of Yerevan City. This plan aims at promoting a sustainable, integrated, socially affordable and cost efficient urban transport system.In the short term, the main objective is to complete the Highway based missing links of the western urban ring. Construction of the link Argavand - Shirak will help to divert through-traffic around the city center.

The Funding Agency :

Asian Development Bank - ADB Loan No. 3293 – ARM: Sustainable Urban Development Investment Program Tranche 2.

The Employer :

Yerevan Municipality,Mr. Taron Margaryan, Mayor of Yerevan, E-mail : taron.margaryan@yerevan.amRepresented by : The Investing Project Implementation Unit of Yerevan Community - Non Commercial Organization. (PIU)Address: Yerevan Municipality, 1/3 Buzard Street, Building2, 5th floor, Room 514, 0010 Yerevan,Republic of Armenia Mrs.Nora Martirosian, Deputy Director/ Project DirectorTel: +374 10 52 09 73 E-mail: nora.martirosyan@yerevan.am

The Engineer & Designer :

EGIS International Address: Place des Frères Montgolfier - 78286 Guyancourt Cedex - France Tel. : +33 1 30 12 48 00 Fax : +33 1 30 12 10 95 E-mail : contact.egis-international@egis.fr

The Contractor:

Serenissima Construzioni S.p.A., Address: Via Enrico Fermi, 2 Verona, ItalyTel: +390459695811E-mail: marco.marchi@serenissimaconstruzioni.it

Project Features: The Civil Works Contract no L3293 – ICB/CW-T3 Construction of road links of Yerevan Western Ring

Road Argavand – Shirak Road Link between Yerevan Municipality and Serenissima Construzioni S.p.A. was signed on March 16, 2016.

The main Project features are: Accepted contract Amount is 19,944,274.69 USD. Time for Completion is 730 days. Defects Notification Period is 365 days. Performance Security is 30% of Contract Price which shall be progressively reduced till 10%

based on Engineer’s certification and the Employer’s acceptance of the Works indicated in each IPC.

Maximum amount of Delay Damages is 10% of Contract Price. Total Advance payment is 20% of Accepted Contract Amount by one installment and against to

Advance Bank Guarantee. Total Retention money is 10% of Accepted Contract Amount.

Location and Topography :

The site is located in Yerevan’s Malatia-Sebastia district (approximately 6km south-west of the City centre of Armenia’s capital) as well as in Argavand and Getapnya rural communities of Ararat Marz. It is a new dual 3x3 lanes road connecting Argavand Highway to Shirak Street. This section will provide a link between the Admiral Isakov street intersection and Shirak Street which will form part of the Yerevan western bypass. It comprises the main following components: (i) the construction of a new 6-lane divided road, (ii) the construction of a new dual three lane carriageway bridge over the River Hrazdan of 257m length, (iii) the connection to an existing interchange at Argavand Highway (Admiral Isakov Street) by the creation of additional slip roads ; and (iv) the construction of a round-about at Shirak Street. From the Argavand interchange the road alignment continues to the south to the Hrazdan river valley which is crossed by main bridge over Hrazdan River. It then continues in a South Easterly direction passing at the southern edge of the Karmir Blur Archeological site. Connection to Shirak Street is via an at grade roundabout.

Main Works Comprising the Project: The main Works comprising the Project are: Construction of 6 lanes dual carriageway highway, Construction of 257 m bridge on Hrazdan river, Construction of overpass and ramps at Argavand intersection, Construction of roundabout at Shirak street.

Ancillary activities associated with the project execution:

The following major ancillary activities are envisaged in the Project: Demolition of existing structures, Construction of four retaining walls, Construction of Oil separators, Construction of street lighting system, and Relocation of several utilities such as water and gas pipelines, communication cables, high and low voltage power lines.

Bridge Specifications worked on in past:

Thailand, Bangkok, Kanchanaphisek Bridge (Cable-Stayed Bridge Experience):

Kanchanaphisek Bridge, Causeway & Roads Infrastructure Project 22 kilometers (14 miles), Bangkok, Thailand. Value:- 320,000,000 Baht.Total Span Length: 941m (3,087ft)Main Span:- 500m (1,640ft). Height of 2x Towers each 187 mteres (613 ft)Dimensions of spires and balls atop towers – 8 metres (26ft) tall spires, 3 metres (10 ft) diameter ballsPiling 44.5m in length to bedrock, width of pile holes 450mm with circle steel re-bar slotted in for strength with 26 pile-holes on each side of river on bridge embankment.

Girder beams were approximately in length 32m, height 1.25m, width 650mm on both sides, system used was post-tensioning, the steel is stretched after the concrete hardens. Concrete is cast around, but not in contact with un-stretched steel. In many cases, ducts are formed in the concrete unit using thin walled steel forms. Once the concrete has hardened to the required strength, the steel tendons are inserted and stretched against the ends of the unit and anchored off externally, placing the concrete into compression. Post-tensioned concrete is used for cast-in-place concrete this was used for this system on this bridge with the size of the large girders and long pavements for pedestrians.

Figure 1: The Kanchanaphisek Outer Ring Road Bridge is the longest cable-stayed bridge in Thailand. It features two A-shaped towers located on the banks of the Chao Phraya River that combine traditional Thai design and contemporary architecture.

based on the principles of a Bridge Segmental Concrete system. Included in design & build phases were approach roads and bridge-end facilities, including toll plazas, service areas and offices with provision for future build implementation of a 4-lane highway, and have provisions for future installation of a single track dual gauge rail line as well as other facilities including gas, power transmission and tele-communication lines with existing drawings completed with scope for future development.

Pier columns on both sides of embankment were in height 4.2m high, width of pier columns were 450mm and on top was ram heads in concrete which were in continuos length 36m, height 750mm, width 650mm Number of cables – 168Length of cables 260 meters (853ft)Clearance for large ships – 50.5 metres (165.7ft)Number of lanes 3 in each direction

Figure 2: The bridge for the Kanchanaphisek Outer Ring Road was designed by Parsons Brinckerhoff of New York, US.

Information on Superstructure:

The superstructure consists of a pair of steel edge girders and floor beams spaced at 4m (13.1ft) intervals. Pre-cast concrete deck and cast-in-place strips are made composite to the steel frame. To eliminate tie-down devices completely, the design uses counterweight concrete to balance the bridge.

Duties:

Monitor whole project Monitor the progress of main program line Mobilise all resources, monitor cost control daily Cheer and liaise with procurement team on site Advise and deal with any issues the client or consultant may have

This bridge design was of In-situ erection of box segments (pan-system shutters used) two pier sections built and post-tensioned concrete structural works on both sides of river mekong to designated client tolerances due to location, geotechnical grounds and surveying reports. “Harmonious SystemThe bridge was designed for easy maintenance. “Frequently troublesome elements, such as tie downs, were eliminated by fully balancing the bridge with counterweight concrete,” explains Hsu. “All major elements of the bridge are easily accessible without special equipment.” Indeed, the tower head of the bridge is a large chamber where cableto-tower connection frames are located. It allows direct hands-on access to the tower top chamber from the ground level by ladders, platforms and a simple man-lift.

Super SuperstructureThe superstructure’s composition was designed with a precast concrete deck and cast-in-place strips composite to the steel frame. Asphalt concrete overlay provides additional protection of the deck and asmoothe riding surface. Low-weight, high-density polyethylene pipes that house cables have a white exterior to deflect solar heat.”

(04/01/2007 to 19/01//2009) (Senior Project Manager Consultant), Shandong Gosau Group, location Jiaqzhou Bay, between Qingdao and Haungdao District, China infrastructure project of a multi-purpose long elevated Segmental Concrete Bridge over the sea bay, method based on Darske segmental construction system, entire length was approximately (26.7km long) sections built on land and transported on barge to section of bridge for lifting into place at designated section, plus 2 tunnels lengths 6.8 km and 7.4 km twin lanes with access tunnels as well for maintenance works these were built to elevate traffic congestion to business and private vehicle users sanctioned by Chinese Government, advised on technical drawing issues, monitored building process’s on bridge works, developed the team for objectives/goals and outlined the complex Segmental Concrete Bridge works to all multi-national team’s.

Value: CN¥10 (US$1.5 Billion, GB£900 Million) to CN¥55 (US$8.8 Billion, GB£5.5 Billion)

Duties;

Oversee the construction project from start to finish.

Perform a key role in project planning, budgeting, and identification of resources needed.

Create the teams, develop the objectives/goals of each and assign individual responsibilities to project team members.

Project accounting functions including managing the budget, tracking if team expenses and minimizing exposure and risk in the project

Ensure that construction activities move according to predetermined schedule.

Segmental Concrete Bridge Length specifications:

The length of the Jiaqzhou Bay Bridge is 26.7 km (16.6 mi), of which 25.9 km (16.1 mi) are over water. It is part of a new 28 km (17 mi)-long section of the Qingdao to Lanzhou highway. The Jiaqzhou Bay elevated Segmental Concrete Bridge is part of the Jiaqzhou Bay Connection Project, which includes overland expressways and the Qingdao Jiaqzhou Bay tunnel. The aggregated length of the project is 41.58 km (25.84 mi), which is by many sources listed as length of the Jiaqzhou Bay Bridge. The Jiaqzhou Bay Connection Project consists of two non-connected sections: a 35.4 km (22.0 mi)-long expressway that includes the Jiaqzhou Bay Bridge and a 6.17 km (3.83 mi)-long expressway that includes the Qingdao Jiaqzhou Bay Tunnel.

The 35.4 km (22 mi) section is further broken into multiple parts:

26.75 km (16.62 mi) - Jiaqzhou Bay Bridge, of which 25.9 km (16.1 mi) is over water

5.85 km (3.64 mi) - Qingdao side land bridge 0.9 km (0.56 mi) - Haungdao side land bridge 1.9 km (1.2 mi) - Haungdao Island connection

Krungri’s Bank Tower, Bangkok, Thailand:

In charge of a 72 Storey high-rise apartment block in the Sukumvat area of Bangkok (Concrete Structure pre-stressed). Experience of: Pre-tensioned structural works for bridges,

high-rise to ensure less sheer stress to concrete and structures using formwork which are

smooth shutters. Vertical upright beams which are large, thick columns connected to horizontal

beams varying in size and mass to eliminate sheer stress, tension and possible collapse of the

building. Divvy bars with spinners, plates, strong-backs and rebar steel using various

designated sizes and shapes to a drawing schedule to re-enforce the weakest points of the

formwork concrete structure and so to align for sheer stress, flexibility, movement, cracking,

strength, water penetration, jig positioning for main bolts to pull structure together for strength,

compression and rigidity to allow for movement of structures not only in the ground but above

ground as well, while designing the building to resist wind movement.

Beach Front Shopping Mall:

Worked in Pattaya Thailand on new build apartment block for Thai & American client, Worked on Retail and 75 Storey Apartment Complex in PATTAYA on sea front from ground build to completion of all works for apartments and condos for sale and also oversee completion of shopping mall, restaurants, shops, lifts and escalators. Mixture of concrete build and steel structure frame build and extensive glass facades outer skin to upper building structure. Was in charge of 450 Thai workers of all trades ensuring all aspects of safety where carried out to client policy.

Suez Canal Cable-Stayed Bridge Project, Al Qantarah, El Sharqiyya, Egypt.

Feasibility study report done by JICA Japan International Corporation Agency and other works done by Egyptian Contractors, Main core emphasis on design and build of Suez bridge in conjunction with 5 cantilever bridges as well as new roads highways running to Cairo to Sinai peninsula area up to Israeli and Palestine border area.

Cable-Stayed Bridge:

Location: Al Qantarah about 50 km south of Port Said and 30 km north of Ismailia Suez Canal Kilometre Post : km 48 + 505 from Port Said; Suez Canal Bridge, Al Qantarah, El Sharqiyya, Egypt. The Suez Canal crosses the Suez isthmus in Egypt, to link the Mediterranean Sea with the Red Sea, thereby providing the fastest sea route between Europe and Asia. It is about 163 kilometres long, and incorporates three natural lakes. The Canal is restricted to a single lane of traffic, although there are bays for ships to pass by each other.

Value:- $130,000,000. Plus roads.Span:- 404m In Al Qantarah there is a high-level fixed road bridge, the Mubarak Peace Bridge over the canal. The Arabic al qantara means "the bridge".

Superstructure:

Main Bridge: The main bridge is of orthotropic steel structure with single box shape cross section with fairings at both sides. The steel members are joined by a combination of welding and high tensile steel friction bolts. More than 300,000 bolts are used.

Figure 1: Japan International Cooperation Agency (JICA) executed the Feasibility Study of the Project in 1995.

Figure 2: Approach Bridge : A unified span of 40m has been adopted for the approach bridge except when the existing conditions necessitate minor span changes. Prestressed concrete twin box structure are used for 4-7 span continuous rigid farms or girders.

Figure 3: Seismic Design: Earthquake -residence design was carried out by Static Analysis (Seismic Coefficient Method) and structural safety of the Main Bridge was checked by Dynamic Analysis (Time-History Method). Wind Tunnel Test: A three dimensional model of scale 1/40 was tested in a wind tunnel in Japan for confirmation of wind stability of the Main Bridge.

　 Figures 4 & 5: Pier Columns: Self climbing Slip form has been used by the Japanese Contractor and Climbing Form system was used by the Egyptian Contractors for the construction of a total mummer of 180 pier columns with the height from 5.5m to 64.5m.

　 Figures 6, 7 & 8: Approach Bridges: Specially built Self-Traveling Scaffoldings were used by both the Japanese and Egyptian Contractors to construct a total of 3,371m twin box girders on both sides of the main bridge.

　 Figures 9 & 10: Pylons: Specially designed Slip form System that can change its cross-section continuously to construct both columns of the sleek obelisk shape pylon simultaneously was used for non-stop 24 hours per day operation to cast the pylon concrete.

Figures 11, 12, 13 & 14: Main Bridge: More than 7,400 tons of steel has been fabricated into 938 sections of weight 2 ~ 12 tons in Japan and Thailand. The sections were transported to the site where they were assembled into 67 blocks of weight 100-120 tons using a combination of welding and high tensile friction bolts. The blocks were transferred to the hoisting location by special self-moving dolly with 340 ton capacity. If the hoisting location is above the Suez Canal, a barge was used to transfer the dolly with its load to the required location. The first blocks on each pylon are divided into three parts that can be lifted into position by a 450 ton crawler crane. The specially built erection girders hoist the girder blocks on each side of the pylon alternatively to ensure balance of forces on the pylon. After completion of the erection of each block, the corresponding stay cables are installed and the process is repeated for the next block.

General Bridge Information: Stay Cables: The stay cables are New-PWS type prefabricated to the required length at the factory. The cable has diameters between 75mm and 111mm. This type of cables insures accurate installation and maintenance free reliable performance and extended cable life.

Asphalt Mixtures for pavement on Main Bridge: Stone Mastic Asphalt Concrete was to be applied for the pavement on the Main Bridge in order to increase plasticity, durability, stiffness and water resistance. Stone Mastic Asphalt Concrete is rubberized and thermoplastic asphalt concrete with organic fibre and grater asphalt contents.

Main Bridge:

Bridge Structure Type – Cable Stayed Bridge with Steel Girder.

Span Arrangement – 163m + 404m + 163m = 730m

Girder – Steel Single Box Girder, Depth: 2.50m

Stay Cable – Semi-fan Pattern, New PWS Cable

Pylon – Reinforced Concrete H-shaped Columns, Height: 154m

Auxiliary Piers – Reinforced Concrete Parallel Columns

Foundation – Cast in situ Reinforced concrete Pile, Diameter: 1.50m

Navigation Clearance – 70m above H.W.L of Suez Canal

Approach Bridges:

Bridge Structure Type – Pre-stressed Concrete (PC) Continuous Box Girder

Superstructure – 4 – 7 Span Continuous (PC) Box Girders and Rigid Frames

Bridge Length – 1,1706m + 1,120m + 1,080m = 3,370.6m

Number of Spans – 31 spans + 28 spans + 27 spans = 86 spans

Substructure – 40m

Reinforced Concrete Parallel Columns

Foundation – Cast in Situ Reinforced Concrete Pile, Diameters = 1.50m

Vertical Gradient – 3.3%

Carriageway Width – 278.15m (4 lanes)

Project Implementation:

Executing Organizations:

(1) General Authority for Roads, Bridges and Land Transport (GARBLT), the Ministry of Transport

(2) Japan International Cooperation Agency (JICA)

Supporting Organizations:

(1) The Ministry of International Cooperation

(2) The Suez Canal Authority (SCA)

(3) The Ismailia Governorate

Consultant (the Engineer):

Consortium of Pacific Consultants International (PCI) and Chordia, Co. Ltd., Japan in association with Arab Consulting Engineers (ACE)

Contractors:

(1) West Portion: The General Nile Company for Roads and Bridges (NC), Egypt

(2) Central Portion: The Consortium of Kajima and NKK / Nippon Steel (KNN), Japan

(3) East Portion: The Arab Contractors (AC), Egypt

Construction Periods:

(1) West Portion: June 1997 - April 2001 (46 months)

(2) Central Portion: May 1998 - September 2001 (40 months)

(3) East Portion: June 1997 - April 2001 (46 months)

Cantilever Bridges:

Egypt road widening project and replacement of one old cantilever bridge and two new

cantilever bridges spanning the motorway with a new design and build of 4 lane cantilever

bridges on the outskirts of Cairo with underpasses for easy traffic flow to minimise congestion at

rush hour.

Length 2 x 65 metres 4 lane Highway.

Old Cantilever bridge length 56m.

Concrete Piers x3, 14 metres high. Civil Works and Earthworks completed with underpass structure on large roundabout section with a gradient of 00 to a gradient of approximately -30, with high concrete retaining on both sides of highway project which where high as 7m at bridge section down to 1.5m at lower end of retaining walls.

Length 60 metres 2 lane Highway in fixed pre-stressed in-situ concrete components, manufactured off site and delivered to site, ready for dropping into place with abutments and bolts fixed.

Concrete formwork Piers x3, 8 metres high. Civil Works and Earthworks, retaining walls, slip roads, roundabouts, traffic barriers, drainage, Culverts.

Work on Pre-stressed concrete cantilever bridge; in the removal of degraded pre-stressed

concrete lintel on one bridge for traffic and pedestrians, road side structure needed to be

replaced with new lintel due to corrosion from air pollutants. Also checking and testing of bolts

for replacement but most were found to be in good condition.

Information on new lintels for bridges:

Pre-stressed before it left the plant, measured to required lenghts for cantilever bridge sections

with abutments, noticeable by a slight arch or camber is noticable. Due to energy stored in the

unit by the action of the highly tensioned steel (Length W450mm X H650mm X L65m) which

places a high compression in the lower portion of the member. An upward force is thereby

created which in effect relieves the beam of having to carry its own weight. Also have working

knowledge of Highways Agency design standards for Bridges and working knowledge of Bridge

design standards – BS5400 and Eurocodes for Structural design. Below are some designs from

project on the highways carriageway build at time.  

Suez Canal Bridge and Cantilever Bridges for Highway Construction, Al Qantarah, El Sharqiyya, Egypt was the project manager overseeing the build of stayed cable bridge over suez canal, also design, planning, construction works of cantilever bridges, roads two lane highway in both directions, budget control of finances, labor, materials procurement, logistics of materials to site, procurement of all plant, machines delivered to site, advice to site engineers on geotechnical issues to do with bridge, embankment earthworks, concrete structures, slip roads, tarmacaden deliveries to site, quality assurance issues on standard of materials delivered especially concrete which will be to contract specifications from client representative, informing client of any out standing issues on build quality, budget information, timeline programs of all construction activities on site. Also the design of the bridge where its crossing has had to be determined where on two primary basis factors.

Where shortest distance from bank to bank on the Suez Canal Bridge crossing of which the shortest span was approximately 404m with a navigable channel depth of of up to 44m

Locality of the bridge and road crossing on the construction site by its characteristics due to severe climate conditions – like temperatures which vary from winter months in Egypt between December and February, when temperatures range between 20 to 26 degrees Celsius (68 to 79 degrees Fahrenheit)

to summer months which are between 7 to 43 degrees in the night time and day time Length 56 metres 4 lane Highway, pre-stressed in-situ concrete with abutments?

Concrete Piers x 3 = 8 metres high.

Concrete Piers x 3 = 22 metres high. Civil Works and Earthworks completed.

Cable-Stayed Bridge Project: Queen Elizabeth II Bridge, Road layout, Dartford, England.

Value:- Construction of the bridge itself cost £120 million (£231 million as of 2014)

Specifications of Queen Elizabeth II Bridge:

The bridge's main span, the length of road deck between its two main towers (pylons), measures 450 metres (1,476 ft). This together with two 181 m outer spans either side gives the bridge an overall suspended road deck length of 812 metres (2,664 ft). The outer spans are also supported underneath by concrete pillars. Connecting with the bridge's road deck joints are the approach roads, elevated on concrete viaducts. The northern elevated approach is 1,052 m (3,451 ft) long, while the southern elevated approach is 1,008 m (3,307 ft) long. The suspended bridge deck when combined together with the approach viaducts forms a total elevated stretch of road 2,872 m (9,423 ft) long. The road deck of the bridge is supported by cables attached to 84 m (276 ft) metre high steel pylons rising above the road deck, standing on top of 53 m (174 ft) metre high concrete piers. These give the bridge an overall height of 137 m (449 ft). The highest point of the road deck rises 65 m (213 ft) above the river, giving a clearance below to shipping of 57.5 m (189 ft) to accommodate all but the largest ocean-going cruise liners (for example the MS Freedom of the Seas is 63.7 m tall above the waterline).

Additional Information:

Bridge & Road Experience:

Relevant experience in managing segmental erection, formwork, scaffolding, rigging reinforcements, slabs, beams, girders, post tensioning, tendons stressing, grouting, precast beams, span-by-span precast, full span precast and lifting frames. My role was to coordinate all site construction activities, supervise all field personnel as required to successfully completed project to timescale as well as within the time allotted specifics to the cost budget, contract quality on materials. Reviews some of the key techniques that have been used for spliced, continuous, precast concrete bridge girder systems, a proven track record of project managing marine quay wall, breakwater, dredging and reclamation projects with sheet/tubular pile combination wall projects. Experience planning, implementing and managing road and bridge maintenance programs. Experience in the erection of bridges and Viaduct’s phase incorporating design and build in formworks in-situ structures with relevant experience in handling precast segment erection using launching girders, false works, concrete buttress, retaining walls, landscaping, piling, ground beams, re-bar structures segment reinforcement, tendons stressing, post tensioning, span-by-span and full span construction, balance cantilever and grouting. Relevant experience in managing segmental erection, formwork, scaffolding, rigging, reinforcements, slabs, beams, girders, post tensioning, tendons stressing, grouting, precast beams, span-by-span precast, full span precast and lifting frames. My role was to coordinate all site construction activities, supervise all field personnel as required to successfully completed project to timescale as well as within the time allotted specifics to the cost budget, contract quality on materials.

Mechanical Electrical & Plumbing:

Some MEP Duties carried out on previous project works for clients and employer’s. Responsible for estimating and scope of MEP trades during pre-construction phase with review contract documents, making suggestions or modifications as they relate to all MEP trades, manage and lead lead MEP subcontractors throughtout duration of the projects employed on which was from groundbreaking through to commissioning to turnover to client, assist scheduling department with developing detailed CPM schedules for all MEP installation activities, including costs and resource loading, also work with superintendent on project logistics and temporary facility plans. Review and approve material and equipment for MEP systems prior to installation on site. Responsible for monitoring the installation and start-up of MEP systems and commissioning of project with engineers and clients or clients representatives for final handover and final sign off certificates for project completion.

Road & Bridge Experience:

TL/RE role with knowledge of bridge field inspection and reporting practices, cast-in-place post-tensioned concrete girder bridge’s, elevated stations in precast/ pre-stressed concrete girder bridges, segmental concrete girder bridges, steel girder bridges, freight boxed steel frame and open too in rail bridges, light rail bridges, steel truss bridges and cable stayed bridges. Also, have working knowledge of Highways Agency design standards for Bridges and working knowledge of Bridge design standards – BS5400 and Euro-codes for Structural design incorporating using road traffic maintenance programs and management planning implemented using standard codes. Extended mild steel bars. Extended pre-stressing strand. Extended bar with the girder ends embedded into the diaphragm. Extended strand with the girder ends embedded into the diaphragm. Extended bars with the girder ends embedded into the diaphragm with additional stirrups near the bottom of the girder. Extended strand with girder ends embedded into the diaphragm with horizontal bars placed through the web of the girder.

Contracts Experience:

AASHTO Contract Experience for Roads and Bridges Project 3yrs. Consultant side. FIDIC (Red Book 1999), Silver/Yellow Book 14yrs. Consultant/Contractor. JCT DB11 Design & Build Contract, ICC/D&C ICC Design and Construct Conditions of Contract Second Edition

2011, JCT MC11 Standard Form of Management Contract 2011 edition, JCT C/CM Construction Management Agreement, SBC/Q Standard Building Contract with Quantities, JCT MTC11 Measured Term Contract 2011 edition, JCT PCC11 Standard Form of Prime Cost Contract 2011 edition, JCT MP11 Major Project Construction Contract 2011 edition, JCT SBC11 Standard Building Contract 2011, JCT CE 2011 JCT Constructing Excellence Contract (CE2011), CIOB CPC 2012 Complex Projects Contract 2012 (review Edition) 11yrs. Consultant & contractor side.

NEC 3 Engineering and Construction Contract Third Edition Contracting Experience also NEC3 Partnering Option X12, NEC3 Option 3 Main Option C Target Cost Contract, NEC3 (Short Contract) 2011 amendments Engineering and Construction Short Contract 3 (with 2011 amendments) 4yrs.

Knowledge of (Construction Design and Management Regulations) CDM 2007 Regulations 8yrs.