KWAME INSTITUTE OF TECHNOLOGY IN ASSOCIATION WITH

KABWE INSTITUTE OF TECHNOLOGY

NAME: CHIBUKUMA MOXTONE

COMPUTER NUMBER : 2019011

PROGRAM: BACHELOR IN ICT WITH EDUCATION

COURSE: PROJECT MANAGEMENT

LECTURER: MR MWEENE

TITLE OF THE PROJECT: CONSTRUCTION OF A STEEL

BRIDGE

COST: K86, 585

SPONSORS: MR CHIBUKUMA MOXTONE

COMPANY LT

DURATION: 100 DAYS

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TABLE OF CONTENT PAGE NUMBER

EXECUTIVE SUMMARY……………………………………………………………..3

CHAPTER ONE

1.0 INTRODUCTION…………………………………………………………………..4- 6

2.0 CHAPTER TWO

FEASIBILITY………………………………………………………………………..7- 10

3.0 CHAPTER THREE

EXECUTION………………………………………………………………………….11- 18

4.0 CHAPTER

MONITORING AND CONTROL …………………………………………………..19-22

5.0 CHAPTER FIVE

HANDOVER………………………………………………………………………….23-26

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 EXECUTIVE SUMMARY

The objective of the steel bridge project in mkushi district, is to design, analyze, fabricate, and
construct a 1:10 scale model of a steel bridge. This bridge design and model will represent kabwe
institute of technology (KIT) at the American Society of Civil Engineers (ASCE) Pacific
Southwest Conference (PSWC). This conference is a sponsored event by the American Institute
of Steel Construction (AISC) and ASCE, and a set of provided rules and regulations for this
competition are found on the American Institute of Steel Construction (AISC) website. All bridges
are evaluated for construction speed, weight, aesthetics, economy, and strength. The hypothetical
situation the Steel Bride Team is that the winner of the bridge competition is will be “chosen to
provide the standardized design and will also design site-specific modifications and is likely to
become Impecunia Department of Transportation’s (Imp DOT) preferred firm for all other bridge
work” . The client and technical advisor on this project have been chosen, and through meetings
with these two parties, project expectations and standards are set forward and made clear. It is the
goal of the Steel Bridge Team to achieve a first place prize at the Pacific Southwest Conference
(PSWC) 2023

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 2.0 CHAPTER ONE

INTRODUCTION

There is a fictional story provided in this year’s competition rules involving the sale of Impecunia
State University to a for-profit enterprise. Funds are being provided to repave state highways as
well as replace several bridges that have been deemed deficient by age, increased traffic demand,
overloading, and inadequate maintenance. The project will be funded by Mr Chimbukuma
moxtone, who has specified that the bridge in mkushi district be made of steel. Steel will be used
because of its exceptional strength to weight ratio, its ability to be prefabricated, and ease of
construction, all allowing for a fast and efficient construction process. Mr Chimbukuma moxtone
has determined that design costs can be minimized by designing a generic super structure that will
only need minor modifications for each site. From this standard, restrictions on transportation, site
layout, temporary support, and access over water are revealed.

Mr Chimbukuma moxtone will provide a contract to the company with the most effective and
efficient 1:10 scale steel bridge model. The bridge will be constructed in a timed fashion as part of
the PSWC Steel Bridge Competition in order to determine constructability. The finished model
will be tested against both lateral and vertical deflection and will be judged against other models
alike. If any rules are broken or any part of the construction process and final completed model are
deemed unsafe, the model will be disqualified and the company’s eligibility for project will be
terminated.

Member Constraints
The 1:10 scale bridge will be designed within the parameters provided by (Mr Chibukuma moxtone
The Bridge can only be constructed with members, loose bolts, and nuts made of steel. Each
member is limited to dimensions of three feet by six inches by four inches and each bolt must not
exceed three inches in length. The members of the bridge must retain its shape, dimensions, and
rigidity during timed construction and load testing.

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Bridge Competition Constraints

There will be Time penalties which will be added to the overall construction time, each time
equipment or a bridge member will touch the river, the ground outside the staging area, or the
ground inside or outside the construction area. The time to construct the bridge will be less than
forty-five minutes, but anytime over thirty minutes will result in a total construction time of 180
minutes. Construction will be halted after 45 minutes regardless of build completion and inspected
for safety. If the bridge is deemed unsafe, the bridge will be disqualified from the competition.

Bridge Competition Evaluation

Construction economy (Cc) will be used to determine the design cost. There will be maximum of
six builders to be allowed for construction, and a temporary pier will be allowed to help span the
river. Both factor into the construction costs and can vary depending on the team needs. Penalties
will be added to the construction economy for every instance a builder or a part of their clothing
touches the river or ground outside the construction area. The penalty will be recorded as an
additional builder. The structural efficiency (Cs) will be used to judge the structural design.
Depending on the overall weight of the bridge, the overall performance of the bridge will be judged
on the combination of the construction economy and the structural efficiency. The team with the
lowest score will be deemed the winner of the competition.

Potential Challenges

The team foresees several potential challenges during the course of this project. Time constraints
cause some of the biggest challenges. First, the American Society of Civil Engineers will occur in
the beginning of April 2023. The Steel Bridge team has a limited amount of time to complete
design and fabrication of the bridge. The Steel Bridge team must complete the bridge design by
December 2023. The team will begin construction of the bridge by February 2024. The bridge
must be fully constructed by March 2024 to be able to compete in the American Society of Civil
Engineers (ASCE) Pacific Southwest Conference (PSWC).

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The team plans to work diligently to remain on schedule in order to complete design and
fabrication before the conference. To achieve this goal and overcome the challenge of the
construction time constraint, the team will minimize the number of connections and members for
the bridge design. Another potential challenge is the possibility of poor bridge fabrication
techniques. The lack of proper equipment and skills needed to fabricate the bridge properly could
lead to fabrication errors. Errors could ultimately result in a design failure during loading. To avoid
fabrication errors, the team will make sure that proper tools and equipment are provided to help
fabricate the bridge. The team will also make jigs that will help control accuracy when using
specific tools. The use of jigs will ensure that all bridge members are fabricated the same way,
which will help eliminate errors.

Stakeholders

This project is for the mkushi residents, and for this reason, the stakeholders are divided amongst
two primary groups. The first group involves the people of mkushi for whom this model bridge is
being designed and built for. The main client within this group of stakeholders is Mr Chimbukuma
Moxtone Company, who has requested this generic model in order to replace numerous deficient
bridges around mkushi. Since the bridge with the best overall strength, ease of construction,
stability, and serviceability will be chosen to be constructed, all citizens of mkushi are stakeholders
for this project. The second group includes all people affiliated with mkushi college of education,
kabwe institute of technology including: the client, Mark Lamer, technical advisor, Thomas. Other
potential stakeholders include the donors of labor, design programs, and materials contributing to
the Steel Bridge design and construction. From the competitiveness of the competition, the Steel
Bridge Team will represent these stakeholders. Raint for construction of the bridge.

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3.0 CHAPTER TWO

FEASIBILITY STUDY

Environmental and Social impacts

The main environmental and social impacts of the project, during and post implementation include:
creation and expansion of borrow pits; soil erosion; loss of vegetation; noise/air/water pollution;
potential encroachment of archaeological and cultural sites; limited loss of property; impact to the
biophysical ecosystem; increased influx of construction workers and vehicle traffic; increased
pressure on social services, impact on natural resources such as trees and wildlife; increased health
risks (including STI/HIV/AIDS).

Mitigation measures of some of the above include construction of temporary and compliant waste
and pollutants (fuel, oils, hazardous substance etc.) storage and disposal facilities. River
contamination will be monitored and erosion mitigated by controlled revegetation. Site camps will
be located away from flood lines and alluvial sediments. Individual and mature trees of
conservation importance will be marked and avoided. Sensitive ecological areas such as wetlands
and river banks will be avoided and landscaping with native plants will be undertaken. The cost
estimate for implementation of the ESMP excluding resettlement is USD$1,750,000.

The project has positive economic attributes and incorporates social awareness programs and
environmental control measures to mitigate some of the adverse impact. Within the immediate
environment, job creation schemes will flourish and economic activities during construction will
inject money into the local economy for the duration of construction, generating tax revenues for
the economy. New businesses are anticipated in terms of direct service provision associated with
the bridge, notably toll and bridge management, border clearance services, including small-scale
trade and retail trade. The bridge will link two primary tourism centers increasing business
opportunities serving goods and services.

Climate change
There will be potential impacts on climate change caused by exhaust emissions during
construction and service operations with a net air pollution increase during construction.
Mitigation measures contemplated are controls over the working conditions and efficiency of
construction equipment, with key equipment meeting minimum specification. The project has

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potential to generate climate change benefits through adaptation of initiatives to climate change
variability. Recycling & reusing of waste materials (e.g. composting of biodegradable waste) and
sensitization on new cropping techniques and sustainable agricultural practices for the community
will be encouraged.

The results of climate change could potentially result in increased flood levels and or unpredictable
frequencies and the technical design takes this into account based on hydraulic analysis of the river
basin. The bridge has been designed for 100year flood level plus a freeboard for recreational boats
and the ferry during the construction period. With a flood and soffit level of 929m and 936.7m,
there is ample room to accommodate unpredictable rise in flood level as the hydraulic studies
predict the expanse of the flood plain of the Zambezi basin upstream reduces the vertical elevation
of flood levels downstream. Additional adaptation measure is locating the bridge approach ramps
above and outside the floods limits. Similarly, the border facilities are generally located at higher
ground above flood levels and outside the flood plain with the Botswana border post located 5m
above flood level, being the lower of the sites.

Gender
The project will not impact on a particular gender in a disproportionately different way. Impacts
on gender (especially in favor of women) shall include a deliberate policy to increase employment
chances for women on the project, with a bias towards a 30% quota for women as indicated in the
SADC Gender Policy which Zambia has ratified. The Ministry of Transport, Works, Supply and
Communications in Zambia has developed a policy on Gender for its employees and agencies
including identifying a gender focal point within the ministry. The Main focus of the gender
activities have been provision of financial grants for economic empowerment and poverty
alleviation. There will also be opportunities for trading with salaried project workers, and
provisions of roadside services to road users, activities dominated by women.

Social
The project will create temporary employment opportunities for local communities. In addition,
the suppliers of goods and services will also economically benefit from the project. The project
has unique construction methods providing the opportunity for new skills and knowledge on the
use of special equipment and techniques and exposure to new technologies. An estimated

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workforce of 1200 skilled and unskilled labour is expected to participate in the construction
activities with at least 200 persons recruited from local communities. The Chimbukuma
construction company whose mandate is to promote skills training in the construction industry,
will use the project as a platform for further training. Will launch its mobile training unit at the
project site to enable it to leverage the available expertise and technology to expand knowledge
base and to facilitate and conduct project-specific programs. The skills to be acquired include,
project engineering, steelwork design and fabrication, operating heavy equipment such as
foundation rigs and mobile formwork launching. It is also anticipated that on-going bridge
maintenance would generate full employment positions although periodic maintenance of
specialized nature may attract workers outside the local area.

HIV/AIDS/STI and TB: One of the major challenges to be faced during construction and
operation of the project is the spread of HIV/AIDS and STI .The major challenges of mkushi
district is that , it is compounded by the dynamics of social activities at lay- by points where truck
drivers spend lengthy leisure periods. The influx of construction job seekers will potentially
compound the social activities of sex-workers hence increased risk. In Zambian, NGOs and CBOs
work with the National Aids Council and Ministry of Health to implement prevention and
awareness programs. Special programs targeting police and immigration workers in mkushi
district among others are being implemented by Corridors of Hope (NGO.

Road Safety: The inherent risk of construction and operational safety (road safety) will be
managed. While workers’ safety issues are addressed in the ESMP, the project will also ensure
that additional road safety measures are being adhered to, during construction and operation.
During construction, the contractors will provide adequate awareness on health and safety through
signage and literature to public and construction works. The Road Transport and Safety Agency
in Zambia has conducted reviews and provided input at the design stage. The project has included
in the ESMP awareness programs coupled with civic education to be conducted both during
construction and operation to road users. This is pertinent for both countries to fully implement
the national activities under the UN sponsored Decade of Action in Road Safety.

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Compensation and Relocation
117 people of 38 households in mkushi district will be affected by the project on which an ARAP
was compiled accordingly. The implementation of the ARAP is estimated as ZMK 18 billion
(approx. US$4million) and this includes: building of houses, provisions for seeds and fertilizer to
the households for the first two years of relocation and, hiring a social worker who will provide
psychosocial support to the vulnerable PAPs. The proposed site for relocation currently lacks
critical social amenities such as potable water, sanitation and access to the nearest road and a
school within 3km radius. The project makes provisions to cater for these amenities in the
compensation estimate. The planning for the resettlement and construction of houses for PAPs is
underway and will be finalized by end of Q1-2022. Four (4) families within mkushi district are
extremely poor and currently housed in church premises and with charitable families. Provision
will be made in the planning of housing to accommodate the family and to improve living
conditions and enable a level of independence.

Technical Considerations
The design will require a fair amount of technical consideration to be successful such as choosing
the best design out of three candidates, deciding which material properties to use to make the
bridge an efficient design, and deciding which construction sequence will yield the fastest
construction time. Extensive design work is necessary to account for potential failures that could
occur throughout the bridge. A poor design can cause the fabrication and construction to essentially
be a waste of time.

The design portion is critical to the project, but fabrication also requires significant technical
consideration. Fabricating each steel member to match what the team designed requires a great
amount of expertise. This includes cutting, drilling, welding, and potentially rolling each member.
All of the fabricated members have to be similar so they can all be compatible and work together
to create a strong section. Previous competitions have had great designs that failed due to a fault
in the fabrication process.

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3.0 CHAPTER THREE

This chapter will look at the following:

Execution, plans, materials, Wbs, network diagram, schedules of the meeting and budget.

Schedule
In the first semester, the team will focus primarily on completing the steel bridge design. The
fundamentals to the bridge design will be researched to give the team a better understanding of
what needs to be completed. The three different preliminary designs will be modeled and evaluated
to determine the best option for a final bridge design. Once a final design is chosen, the connections
and member details will be designed. Ninety percent of the design will be completed by
Thanksgiving to ensure the team has enough time to pick up materials from sponsors .This work
includes the design, fabrication, and plans used in the project.

In the spring semester, the team will primarily be fabricating and building the bridge. After the
team receives the steel, fabrication of the bridge can begin. The team plans to work on the bridge
as soon as the semester begins. Cutting, drilling, and welding take most of the time to complete
and are the bulk of the fabrication work. The critical path for this project will consists of two major
tasks. The critical path will includes both the design and the fabrication of the bridge. These two
tasks are the main components of the bridge and will take the longest to complete. The team
estimates the design will take 40 days to complete with another 20 days for finalization of the
design and AutoCAD shop drawings, and the fabrication will take 40 days to complete. This totals
to approximately 100 days to complete the critical path of the project

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WORK BREAK DOWN STRUCTURE

WBS A .AUTO CARD DESIGN B .DESIGN C. FABRICATION

PREDECESSOR - - AB

PERIOD ( DAYS) 20 DAYS 40 DAYS 40

NETWORK DIAGRAM

START

STOP

The critical path way of the project will be as follows:

Activity B+ C= 40 +40 DAYS = 80 DAYS

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BUDGET

The team estimated costs for all engineering services, including rates for the ASCE Pacific
Southwest Conference and fabrication by subcontractors, as well as lump sums for materials.
Overall costs also include the cost of personnel. Table 4.5 shows all estimated costs of engineering
services. The team estimates a total project cost of K86, 585.

Total Cost of Engineering Services

Service Rate Unit Total

1.0 Personnel Varies 1080 Hours K83,200
2.0 Pacific Southwest Conference
2.1 Travel Mileage K0.45/mile 1630 Miles K735
2.2 Hotels (2 Rooms) K125/night 4 Nights K1,000
2.3 Van Rental K50/day 5 Days K250
3.0 Subcontractors
3.1 Steel Fabrication Lump Sum Kwacha K100
3.2 Water Jet Name Plate Lump Sum Kwacha K200
4.0 Materials Lump Sum kwacha 1,100
Total Cost K86,585

Meetings

The team will have weekly meetings to discuss the progress of the bridge. And this will comprise
of Technical Advisor and Client as necessary.

Fundraising and Donations

The team will contact different resources with the hopes of acquiring donated materials or funds.
For any donated materials, the team will be in contact with vendors throughout the course of the

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design phase of the project. This will helps to ensure that all materials that will be used for final
bridge design are readily available when the fabrication phase begins.

Materials and Member Types

Types of steel were researched such as alloy steel, carbon steel, and stainless steel, and the team
discussed considerations for member strength, size, and shape.

Preliminary Design Options

Members of the Steel Bridge Team will sketch ideas for three different design options that could
be used for the final bridge design

Final design RISA 3D

The bridge will be fully designed in RISA 3D before any detailing is performed in AutoCAD.
Iterations will be done in order to minimize both vertical and lateral deflections throughout the
bridge. Although the team does not know the location of the offset loading before the competition,
the team will use all load cases and design the bridge model for the worst load case.

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The RISA model is saved at multiple different times to save progress and go back to previous
iterations if necessary.

Connection Design

The joint connections are designed based on the overall configuration of the bridge design. Plates
are designed for each member and bolt capacity is determined. From the bolt capacity, a bolt size
is chosen for each connection.

Bridge Design Plans 30% Drawings

The 30% drawings will include general plan and elevation views of the bridge showing preliminary
dimensions

Drawings

The 60% drawings will include detailed plan and elevation views of the bridge showing final
dimensions

Fabrication Preparation

At the start of the fabrication phase, the team will perform numerous tasks to make fabrication go
as easy and fast as possible. Some of these tasks include fully cleaning all steel acquired through
donations and making several jigs so every piece will be of equal size for multiple different
member lengths.

Cutting

All bridge members and plates are measured to the appropriate size according to the dimensions
specified in the design plans, and then cut based on the measurement

Drilling

After plates are cut to the correct dimensions, locations of all bolt holes are measured out per the
design plans, and are then drilled to the correct bolt size using a drill press.

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Welding

Bridge members and plates will be welded together according to the design plans.

Construction Practice

Team members will practice constructing the bridge to determine an efficient way to build it during
the competition as well as to reduce the construction time.

Off-Center Load Case Location Determination

Before conference, every team will be given six different load cases to design for. The night before
the construction day, all conference captains will meet with the head judge to ask any final
questions. Also at this meeting, a die will be rolled to determine the location of the off-center load.

Timed Construction

The day of the competition, all teams are to build their designed bridge in a timed fashion. Before
starting, all bridge members, fasteners, temporary pier (if used), and tools will be staged and

16
inspected by the judges. Every team will be given a thirty-minute time limit to build the bridge
without any penalties and a maximum time limit of forty-five minutes to build the bridge without
being disqualified from the competition.

Loading and Weight

After timed construction is completed, each team will moves their bridge to the loading area. The
judge will decides an “A” the side of the bridge by a random process and the other side is
determined as the “B” side. The decking units are then placed; one is placed at 8’-9” from the right
side and the other is placed at the location of the load case chosen the night before construction,
specified as distance

“D”. Three vertical deflection gauges will be placed, one on the “A” side at a distance D + 3’-0”
from the right end of the decking unit, and two on the “B” side, one at a distance D + 1’-6” from
the right end of the decking unit and the other at a distance 10’-3” from the right end of the decking
unit.

Lateral loading will be tested first and seventy-five pounds will be placed on the “B” side of the
bridge to help restrain the bearing surfaces of the bridge from uplifting. Then, fifty pounds of
lateral load will be placed as close to the decking unit as possible. One inch of sway will be allowed
for the bridge to pass lateral loading. The next loading condition is the vertical loading test. Fifty
pounds of pre-load will be evenly distributed across the decking units. From there, 1000 pounds
of additional load be placed on the off-center decking units and 1400 pounds of additional load is
placed on the center-decking unit. All loads will be placed in a manner of individual twenty-five
pound pieces of angle iron. Three inches of aggregate deflection will be allowed for the bridge to
pass vertical loading. Last, if the bridge passes both lateral and vertical loading, the bridge is will
be moved to be weighed on four scales, one for each foot of the bridge, and the totals will be
summed to gain a final weight.

CENE Deliverables 50% Design Report

The Steel Bridge Team will prepare and submit a 50% design report summarizing the preliminary
design of the bridge. The report serves as a rough draft for the final design report.

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Final Design Report

The final design report will provide an overview of the scope of work. A website will be created
to show all aspects of the project, including the final chosen design, AutoCAD shop drawings, and
results from the ASCE Pacific Southwest Conference.

Final UGRADS Presentation

The team will present the all details for final project along with the results from the ASCE Pacific
Southwest Conference.

Exclusions Site Visit

The Steel Bridge Team will not be visiting the construction site prior to the day of construction
and loading.

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 CHAPTER FOUR

4.0 MONITORING AND CONROL

The team that will complete the Steel Bridge Project will be comprised of eight team member’s
total: four engineers and four interns. The team of engineers consists of a project manager, a
conference captain, a RISA 3D design engineer, and an AutoCAD design manager. The project
manager is in charge of oversight for the project, making sure deadlines are met and that the team
stays on task. The conference captain coordinates all scope items related the ASCE PSWC, which
includes acting as safety manager and captain during construction and loading at the competition.
The design engineer manages the overall design of the bridge and the RISA model created for the
design. The AutoCAD manager is in charge of the full set of AutoCAD plans for the bridge after
the design is complete. The four interns on the project will be assigned small tasks for various
scope items, consisting mostly of assistance with fabrication and construction. Table 4.1 shows
job classifications for the steel bridge project with abbreviations for each position that will be used
for reference for all staffing hours and costs.

Table 4.1: Staffing Position Abbreviations

Title Abbreviation

Project Manager PM

Conference Captain CNFCPT

RISA 3D Design Engineer DSNENG

AutoCAD Design Manager CADMGR

Intern (Four) INT (4)

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 Staffing Hours and Costs

Based on the scope tasks for the project, the team compiled a table of estimated hours for all
personnel. The hours are projected for the total approximate hours each team member will spend
on each task item. Table 4.2 shows the estimated personnel hours for the duration of the project.
The major tasks are listed in bold print and the subtasks for are listed below each major task. The
hours in bold for each major task are the total amount of hours that will be spend on that item, and
the hours for each subtask sum to the total hours for each major task. The team projects a total of
1080 hours for the Steel Bridge Project.

Table 4.2 Estimated Personnel Hours

Task PM CNFCPT DSNENG CADMGR INT (4)

1.0 Background Research 0 5 5 5 5

2.0 Preliminary Design 0 5 20 10 20

3.0 Final Design 20 40 80 80 60

3.1 RISA 3D 10 20 60 10 20

3.2 Member Design Details 5 10 10 35 20

3.3 Connection Design 5 10 10 35 20

4.0 Bridge Design Plans 5 10 40 60 40

4.1 30% Shop Drawings 1 5 20 30 20

4.2 60% Shop Drawings 2 3 10 20 10

4.3 90% Shop Drawings 2 2 10 10 10

5.0 Fabrication 20 60 40 40 60

5.1 Preparation 5 15 10 10 15

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 5.2 Cutting 5 15 10 10 15

5.3 Drilling 5 15 10 10 15

5.4 Welding 5 15 10 10 15

6.0 Construction 15 40 25 25 40
6.1 Numbering 5 5 5 5 5
6.2 Construction Practice 10 35 20 20 35
7.0 Pacific Southwest Conference 15 40 15 15 20
8.0 Project Management 15 10 10 10 5
9.0 Deliverables 5 15 15 15 0
9.1 50% Design Report 1 5 5 5 0
9.2 Final Design Report 2 5 5 5 0
9.3 Website 1 3 3 3 0
9.4 UGRADS Presentation 1 2 2 2 0
Total Hours/Personnel 95 225 250 260 250
Total Hours 1080

Billing rates per hour for each project team member are determined based on percentages of
benefits, overhead, and profit.

Table 4.3: Billing Rate Calculation

Personnel Task Name Billing

Rate
Base Benefit Actual Overhead Profit
[$/hr.]
Pay [%] Pay [%] [%]
PM 60 20 72 30 10 105
CNFCPT 55 15 63.25 30 10 90

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DSNENG 50 15 57.5 30 10 85
CADMGR 35 15 40.25 30 10 60
INT (4) 10 0 10 30 10 15

Table 4.4 shows the total cost of personnel for the Steel Bridge Project.

Table 4.4: Total Cost of Personnel

Position Total Hours Rate/Hour Cost

PM 95 K105 K9,975

CNFCPT 225 K95 K21,375

DSNENG 250 K85 K21,250

CADMGR 260 K60 K15,600

INT (4) 250 K15 K15,000

Total Cost of Personnel K83,200

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5.0 CHAPTER FIVE

HANDING OVER

This chapter will look at the following sequence or steps that will be followed at the time of
handing-over.

Joint Inspection

Before the end of this project, the Project Manager shall invite the competent authority of the
Division and the Region to the bridge site and shall inspect the works and identify any defects to
be corrected and / or any outstanding works to be completed. During the site inspection, a list of
defects and a schedule of completion shall be prepared. The Project Manager shall instruct the
Contractor to complete the listed works in scheduled time. The project will have to be extended
until the defects are corrected. If any tests are necessary, the Contractor shall be instructed to carry
these out. Once the newly completed bridges are completed, they will be handed over to the
respective Divisions after completion of construction work by the Contractors.

Rectification or Completion of Outstanding Works

The Contractor shall carry out all rectification and outstanding work and then give notice to the
Project Manager requesting a further inspection of the site. If any defects will be noticed again the
Contractor shall be instructed to correct these within the length of time that will be specified by
the Project Manager’s notice

Completion of Works Statement, and Defect Liability Certificate

A final inspection shall be done by representatives of the respective Division and Region along
with the team from the supervising Consultant and the Contractor. If it is found that no defects
need correction, the Project Manager shall get the consent of the Employer on a Completion of

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Works Statement. The Defect Liability Certificate shall be issued to the Contractor and 1st half of
Retention to be released and final account to be settled including release of 2nd half of retention
after Tax Clearance Certificate

Minutes of Site Inspection

Minutes of the site inspection shall be prepared indicating bridge reference number, site
description, name of Contractor’s and Consultant’s representative, purpose of visit etc. after
completion of final site inspection

Handing Over Document

The handing over document shall comprise the contract name, contract details, contract amount,
contract standard and statement of handing over including relevant documents please.

BRIDGE INSPECTIONS

Department of Roads has a stock of more than 1,700 bridges. The bridge stock is increasing
annually. Department Of Roads is committed to provide safe and serviceable bridges for general
traffic. In order to fulfil the commitment, Department Of Road has recently established a Bridge
Management System (BMS). Bridge inspection is the part of bridge management. The information
provided by the bridge inspection record helps to establish maintenance needs, and the required
interventions systematically through the BMS. The following steps are required to prepare a bridge
inspection report.

Bridge Inspection requires certain basic preparation before launching the inspection program. This
generally includes timing of the inspection, access to bridges, safety measures to be taken at the
time of inspection, transport to be used for purpose of inspection, equipment to be taken for use
during the inspection and bridge data (i.e. background data about the specific bridge) inspection
forms to be taken for inspection depending upon type of inspection, and a briefing on the approach
to be adopted.

The main objective of the bridge inspection is to establish the condition of bridges in terms of
safety and serviceability for use by general traffic for further details.

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Routine inspection shall be carried out by the Divisional staff each year in a standard format to
examine the structure to detect evidence of distress that might require repair or maintenance
attention. It is essentially a visual inspection supported by a few simple measurements. Three
formats shall be filled by suitably trained staff of the Division. These are (1) Bridge Inspection
Report format for description and general details of the bridge i.e. giving identity of the said bridge,
(2) Bridge Inspection Summary for providing an overview of the condition of each part of the
structure on a single sheet, (3) Routine Inspection Report comprising identification and general
details in three sections including (a) ancillary works, (b) superstructure, (c) substructure and (d)
river training works, page

Bridge Inventory Record

A Bridge Inventory record should be prepared once a bridge is completed and handed-over to the
Road Development Agency. This will contain information on details of the bridge structure such
as bridge number, location information, size and number of spans, type of bridge, construction
details etc. The Bridge Inventory Record provides the basic bridge data for establishing a bridge
inspection program. It could be in the form of a Bridge Inventory Record Card or in digital form
recently developed for the Bridge Management System.

Once the preparation for inspection has been completed the inspection work shall be carried out.
While undertaking the inspection consideration must be given to the following:

Safety: consider safety measures specific to site, its requirement etc.

General Appraisal of Site: identification of the bridge at site, establish orientation of the bridge,
flow of water etc.

Detailed Inspection: use appropriate inspection report forms, use condition rating consistently, fill
the forms at site,

Reporting

Consistency and uniformity in reporting is essential in the preparation of bridge inspection reports.
The Engineer responsible for preparing the inspection report shall consider the following: (a) use

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of terminology; (b) use of standard inspection report forms; (c) use of condition rating system; (d)
recommendations for remedial works and (e) submission of the reports,

Major maintenance

Major maintenance includes will defects of structural and hydraulic significance affecting the
function of the bridge. Such defects will require detailed investigation, design and cost estimation
for maintenance works. Defects will include, some of, the minor maintenance works plus major
repair/replacement of slabs/bearings, ballast walls etc. all will provide information regarding to
major maintenance to update the principal inspection, which will be carried out through
consultants. The Bridge Projects shall engage consultants to prepare design and drawings and cost
estimates for such defects and implement their rectification through contractors. The civil works
shall be supervised either through engaging a supervision consultant or by Division itself; however
in both cases supervision shall be managed by the Project Management Team in the Divisions.

EXPECTED STRUCTURE OF THE BRIDGE

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