INFRAFEST CET CIVILIONS Construction Methodology+Project Management Report

8/2/2019 INFRAFEST CET CIVILIONS Construction Methodology+Project Management Report

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CONSTRUCTION METHODOLOGY

INTRODUCTION

In the field of suspension bridges, Akashi Kayiko Bridge and the Tatra Bridge of the

Honshu-shikoku Bridge are the worlds longest suspension bridge and cable stayed

bridges, respectively. In addition to this many other bridges are listed among the worlds

long span bridges. Along with bridge span, there are many matters that are noteworthy

such as the fact that bridges with large deep water foundation are numerous.

ADVANTAGES OF SUSPENSION BRIDGE OVER OTHER TYPE OF BRIDGES

A suspension bridge can be made out of simple materials such as wood and commonwire rope.

Longer main spans are achievable than with any other type of bridge Less material may be required than other bridge types, even at spans they can achieve,

leading to a reduced construction cost

Except for installation of the initial temporary cables, little or no access from below isrequired during construction, for example allowing a waterway to remain open while

the bridge is built above

May be better to withstand earthquake movements than heavier and more rigid bridgesDISADVANTAGES OVER ANOTHER BRIDGES

Considerable stiffness or aerodynamic profiling may be required to prevent the bridgedeck vibrating under high winds

The relatively low deck stiffness compared to other (non-suspension) types of bridgesmakes it more difficult to carry heavy rail traffic where high concentrated live loads

occur

According to the given task of constructing a bridge in the sea, it requires great work from thedesigners point of view. From the available technologies that mankind has ever foreseen,

suspension bridges are the most viable solution. The problem with suspension bridge is

highlighted in the disadvantage section of the above presentation. To tackle this awkward

situation we have developed a packaged solution which takes these problems into

consideration: As a countermeasure against storms for long span, particularly super long span

suspension bridges with the center span exceeding 2000m, there is provided a super long span
http://en.wikipedia.org/wiki/Earthquakehttp://en.wikipedia.org/wiki/Passenger_rail_terminology#Heavy_railhttp://en.wikipedia.org/wiki/Passenger_rail_terminology#Heavy_railhttp://en.wikipedia.org/wiki/Earthquake


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suspension bridge which can be improved of its static and dynamic wind resistance

performance by applying a mass to a portion of the girder.

CONSTRUCTION METHODOLOGY

Typical suspension bridges are constructed using a sequence generally described as follows.

Depending on length and size, construction may take anywhere between a year and a half

(construction on the original Tacoma Narrows Bridge took only 19 months) to as many as a

decade (the Akashi-Kaiky Bridge's construction began in May 1986 and was opened in May,

1998 - a total of twelve years).

BENDING MOMENT DIAGRAM

If vertical loads applied on cable suspended between two points,it will assume a definiye

polygonal for determined by the relations between the loads.

The end reactions (T1 & T2) will be inclined and will have horizontal components H. simple

considerations of static equilibrium show that H will be the same for both end reactions, and

will also equal the horizontal component of the tension in the cable at any point .H is also called


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the horizontal component of the end reaction, acts with a lever arm y, the total moment at any

point of the cable will be

M=M-H.y

This moment must be equal to zero if the cable is assumed to be flexible.Hence,

M=H.y

Y=M/H

This equation gives the ordinates to the cable curve for any loading,if the horizontal tension H is

known.Since H is constant , the curve is simply the bending moment diagram for the applied

loads,drawn to the proper scale .The scale for constructing this diagram is determined if the

ordinate of any point of the curve ,such as the lowest point is given.If f is the sag of the cable ,or

ordinate to the lowest point C and if M is the simple-beam bending moment at the same

point.then H is determined from eqn, by

H=M/f

To obtain the cabke curve graphically, simply draw the equilibrium polygon for the applied

loads, as indicated in figure.

The pole distance h must be found by trial or computation so as to make the polygon pass

through the three specified ponts A, B 7 C.the tension T at any point of the cable is given by

gthe length of the corresponding ray of the pole diagram.H, the horizontal component of all

cables tensions,is constant .By similar triangles,the figure yields

T=H. ^s/^x=h sec a

Where a is the inclination of the cable to the horizontal at any point.it should be noted that

tensions T in the succesive members of the polygon increase toward the points of support and

attain the ir maximum values in the first and last members of the system.

1. FOUNDATION &TOWER CONSTRUCTION

Tower foundations are prepared by digging down to a sufficiently firm rock formation.Some bridges are designed so that the towers are built on dry land, which makes

construction easier.


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If a tower will stand in water its construction can be begun with lowering a caisson (a steeland concrete cylinder that acts as a circular damn) to the ground beneath the water.

Removing the water from the caisson's interior allows the worker to excavate a foundationwithout actually working in water.

When the excavation is complete a concrete tower foundation is formed and poured.

If the bedrockis too deep to be exposed by excavation or the sinking of a caisson, pilings aredriven to the bedrock or into overlying hard soil, or a large concrete pad to distribute the

weight over less resistant soil may be constructed, first preparing the surface with a bed of

compacted gravel. Such a pad footing can also accommodate the movements of an active

fault (fault which has had displacement or seismic activity during the geologically recent

period).

The piers are then extended above water level, where they're capped with pedestal basesfor the towers

Factory made, hollow cassions can be towered to the bridge site to serve as the foundationfor the bridge towers once in place, and the cassions can be filled with concrete and sunk in

to the seabed.

They support bridge load of the order 10^5. Generally for the tower foundation, towers ofsingle or multiple columns are erected using high-strength reinforced concrete, stonework,

or steel.

The support ground for laying out the foundation under water may be excavated with thehelp of a grab bucket dredger .

The caissons may be prefabricated, towed to the site, installed in placed, and grouted withunderwater and standard concretes.

Lasers and ultrasonic measuring devices may be used to guarantee precise and accurateinstallation of the caissons.

The circular shape of the caissons is unidirectional and therefore more stable and easier tohandle in the strong currents of the Strait.

A new type of under-water concrete"under-water non disintegration concrete," can beused for the foundation works which was recently invented.

Advantageous in terms of fluidity and consistency, it can be poured for long distanceswithout a weak layer forming on its surface.*Low heat cement can be used for foundation

along with admixtures for preparation of concrete.
http://en.wikipedia.org/wiki/Bedrockhttp://en.wikipedia.org/wiki/Bedrockhttp://en.wikipedia.org/wiki/Active_faulthttp://en.wikipedia.org/wiki/Active_faulthttp://en.wikipedia.org/wiki/Active_faulthttp://en.wikipedia.org/wiki/Active_faulthttp://en.wikipedia.org/wiki/Bedrock


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FOUNDATION

The structures that support the bridges cable are massive concrete blocks securelyattached to the strong rock formations. The towers are made of steel or concrete .They areactually vertical cantilevers which offer some resistance to cable movement span wise.

The bridge towers can be built using a boot-straping crane that constructed the toweronetier at a time.presently the towers for a 2 km span used are 30 tiers high.each tier can

be divides in to three sections so as to remain within the lifting capacity of the crane. Mass

dampers, weighing 10 tons each, inside the tower work like a pendulum for stability.

Earthquake resistant design considering dynamic interactions between the foundation andground.

When the towers and anchorages have been completed, a pilot line is strung along thecables eventual path, from one anchorage across the towers to the other anchorage.

The towers are divided horizontally into thirty tiers, each of which is divided vertically intothree blocks so as not to exceed 160 tons in weight.

For better aerodynamic performance, the tower shafts are designed cruciform in crosssection, and have been equipped with stabilizers called tuned mass dampers (TMD).


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Bridge would be fitted with huge flexible isolation bearings and dampers that crews wouldplace between the super structure and the supporting columns .the devices essentially act

like shock absorber to multi gate the effects of the quake.

TOWER VIBRATION CONTROLLER

2.ANCHORAGE CONSTRUCTION

Anchorages are the structures to which the ends of the bridges cable are secured.

During the construction of anchorages, strong eye bars (steel bars with a circular hole atone end) are embedded in concrete.

Mounted in front of the anchorage is a spray saddle, which will support the cable at thepoint where its individual wire bundles fan out-each wire bundle will be secured to one of

the anchorages eye bars.


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Since the anchorages, which hold bridge in place, had to be constructed on the shores ofthe Strait. This was possible only after the work bases had been built on reclaimed land.

The underground slurry wall method can be employed for the anchorage and artificialbedrock can be constructed for suspension bridge foundations in the world.

Spread foundation construction method using retaining walls can be employed. If the supporting stratum of the site is inclined both in the bridge axis direction and in the

transverse direction, retaining walls can be installed in multi layers of blocks fitting the

contours of the site.

RETAINING WALL METHOD

For the anchorages, retaining walls arranged in circular form were installed first andthe soil inside these retaining walls is excavated in the open-air while the groundwater inside should pumped out.

A continuous underground wall with 92 sections of the same length is constructed using anexcavator for continuous wall construction.

Using this retaining wall, the 85-m-diam area was excavated. The excavation work wasstarted at 2.5 m above sea level and reached 80 m below sea level.

After the excavation, roller-compacted applied to make a foundation consolidated with theretaining wall.

If supporting ground, however, is slanted, a spread foundation can be chosen while stabilitywill be. In some cases, pillar piles are driven into the ground first to construct retaining walls

and then the inside is excavated.

Next is the installation of the cable anchor frame, a steel structure used to tie down a cable,which is eventually buried by cement in the anchorage.

The main bodies of the anchorages, which support the tension of the cables, were madefrom highly workable concrete. This concrete, which is highly fluid and needed nocompacting, greatly increased efficiency in casting and reduced construction time.


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ANCHORAGE

3. CABLE CONSTRUCTION

When the towers are completed a temporary cable is stretched between both and a wiremesh gangway (temporary) built so that workers could start construction of the main

cables.


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Workers and machinery pulled the main cables from one tower to the other. Two beginspinning the cable the large spool of wire is positioned at the anchorage.

The free end of the wire is looped around a strand shoe; the wire is looped around aspinning wheel that is mounted on a pillar line.

The wheel carries wire across the bridge path, and the wire is looped around a strand shoeat the other anchorage; the wheel then returns to the first anchorage, laying another strandin place, process is repeated until a bundle of the desired number of wire strands is formed

during the spinning, workers standing on the catwalk make sure the wire unwinds

smoothly,freeing any kinks as Spools are exhausted; the end of the wire is spliced to the

wire from a new spool, forming a continuous strand.

When the bundle is thick enough, tape or wire straps are applied at intervals to keep thewires together.

The wire coming off the spool is cut and secured to the anchorage. Then the process beginsagain for the next bundle.

Once the vertical cables are attached to the mail support cable, the deck structure must bebuilt in both directions from the support towers at the correct rate in order to keep the

forces on the towers balanced at all times.

Moving crane lifts deck sections in to place, where workers attach them to previouslyplaced sections and to the vertical cables that hang from the main suspension cables.

The number of bundles needed for a complete cable varies; on the golden gate bridge it is61, and on the Akashi Kaikyo Bridge it is 290.

When the proper number has been spun, a special arrangement off radially positioned jacks is used to compress the bundles in to a compact cable and steel wire is wrapped

around it.

Steel clamps are mounted around the cable at predetermined intervals to serve asanchoring points for the vertical cables that will connect the decking to the support cable.

The main cables are made of parallel wire strands (PWS). Each cable consists of 290 strands,each strand 127 wires, each measuring 5.23 millimeters in diameter.

The strands are hexagonal in shape and prefabricated.

CARBON NANO TUBE


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Spanning long distances in bridge construction relies mainly on the structure's efficiencyand materials used. Whereas structural design for high rise building is fast-expanding, the

overall design of long span bridges has not progressed significantly, and the increase in spanchiefly depends of new materials.

Carbon nanotubes, with their extraordinary Young's modulus and tensile strength farexceeding steel, allow the production of ultra-strong cables which can be used for cable-

based structures like suspension bridges. However, since nanoscopic elements are used to

produce kilometer-long cables, it is difficult to calculate their real strength, taking into

account physical and production defects. This thesis provides the background necessary to

understand the complexities involved in creating a kilometer-long cable made of carbon

nanotubes. It also presents a computer program that computes the theoretical tensile

strength of such a cable for a given set of assumptions about nanotubes. Scenarios varying

the mechanical properties (tensile strength and Young's modulus) are applied to a cable-

stayed and a suspension bridge, and it is shown than spans longer than five kilometers

could be realized with such technology. The analysis shows that the use of realistic (thus

defective) carbon nanotube bundles as suspension cables can enlarge the current limit main

span by a factor of ~3. Too large compliance and dynamic self-excited resonances could be

avoided by additional strands, rendering the super-bridge anchored as a spider's cobweb.

4. DECK CONSTRUCTION

After vertical cables are attached to the main support cable, the deck structure can bestarted. The structure must be built in both directions from the support towers at the correct rate in

order to keep the forces on the towers balanced at all times. In one technique, a moving

crane that rolls atop the main suspension cable lifts deck sections into place, where workers

attach them to previously placed sections and ton the vertical cables that hang from the

main suspension cables, extending the complete length. Alternatively, the crane may rest

directly on the deck and move forward as each section is placed.

As a countermeasure against storms for long span, particularly super long span suspensionbridges with the center span exceeding 2000m, there is provided a super long spansuspension bridge which can be improved of its static and dynamic wind resistance

performance by applying a mass to a portion of the girder.

In a suspension bridge with the centre span exceeding 2000m a mass application membercapable of temporarily carrying a predetermined amount of additional load is provided on

either side of the stiffening girder for a distance equal to 1/3 at the maximum of the center

span so that a mass weighing 30% or less of the weight of the girder is temporarily applied


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in mass application member in the girder on the windward side when the bridge is

subjected to storm, and cross stays are provided each at a point inward from either end of

the center span section at a distance equal to 1/4 to 1/3 of the center span. a mass

application tank arranged in the girder and provided with two pumps and a valve at each

end of said center portion along the bridge axis, and liquid such as water that can be freely

charged, retained and discharged in and from the tank.

As a countermeasure against winds for suspension bridges, it has been known to providean additional mass such as water and fluid having high specific gravity & specific fluidity can

be used in the stiffening girder of the bridge to suppress vertical and torsional vibrations of

the girder .The additional load which acts to suppress the vertical and torsional vibrations in

the stiffening girder must be incorporated as a dead load in the form of water be us, fluid

having high specific gravity& specific fluidity can be used. first temporary mass application

member being capable of temporarily applying a predetermined amount of additional load

on a first side of the stiffening girder and second temporary mass application member

being capable of temporarily said applying a predetermined amount of additional load ona second side of the stiffening girder first and second temporary mass application members

being located at and being coextensive with a center portion of said center span, said center

portion having a length equal to 1/3 of the center span length and one of said first and

second temporary mass application members being on a windward side of said center span

during a storm.

a mass application tank arranged in the girder and provided with two pumps and a valve ateach end of said center portion along the bridge axis, and liquid such as water that can be

freely charged, retained and discharged in and from the tank.

The super-long span suspension bridge temporary mass application tank comprises aflexible tube made of an elongated rubber or plastic sheet which is safe against corrosion

The smaller the dead load of the main cable, anchors, towers, hangers, etc. that are

designed by considering the vertical load, the better it is in terms of economy under the

normal conditions. Conversely, the heavier the dead load, the better the static and

aerodynamic stabilities against vibrations would be under stormy conditions

In the case of super- long span bridges having a center span of more than 2,000 m,however, so-called coupled flutter in which bending and torsion are coupled is thepredominant factor that determines the wind resistance. It is critically important to devise

measures to raise the wind speed at which the coupled flutter occurs (coupled flutter

speed) to a level above the required value (velocity). From the standpoint of this so-called

coupled flutter, the temporary application of additional mass on the girder during a storm is

not satisfactory because a considerably large amount of additional mass is necessary in

order to increase the coupled flutter speed to a level which is significantly high in terms of


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engineering, because such an additional mass must be applied along the center portion of

the girder cross section.

An object of the project is to solve the problem encountered in the prior art that the level ofwind speed at which coupled flutter occurs in a super- long span suspension bridge during a

storm cannot be raised unless a considerable amount of additional mass is applied becausethe temporary load is applied at the center portion of the girder cross section, and to

thereby raise the coupled flutter speed by a relatively small amount of additional mass.

Under the normal conditions, said mass application tanks are kept empty. If a typhoon isforecast, water is supplied into either one of the tanks through a water pipe and retained

therein by closing the valve to apply a predetermined amount of additional load. As the

predetermined amount of water is pooled inside the tank, water remaining in the pipe is

evacuated toward the ends of the bridge so that water is pooled only in the tank. After the

typhoon, water inside the tank is returned via the pipe to empty the tank.

suspension bridges having a center span of longer than 2,000 m, the level of the wind speedat which the coupled flutter would occur due to strong winds can be raised to as high as 80

m/sec, which is the required velocity of 78 m/sec for a super- long bridge such as Akashi

Channel Bridge, by applying a relatively small amount of additional mass. The present

invention is an effective countermeasure for such super- long span suspension bridges

against heavy storms

Instead of flexible sheet of rubber or plastics as the material for the tank, a metal such asaluminum can be used.

Two or more storage tanks may be constructed on either side of bridge on land so as toprovide water in emergency situations to fill the temporary mass application member

situated at central span

CALCULATIONS FOR TEMPORARY MASS APPLICATION

Let weight of girder is W

Weight of water tank =30% weight of stiffening girder

=0.3W

Weight of fluid(sea water or water) in terms of its density

=volume of water x density x acceleration due to gravity


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= /4 x D^2 x L x d x g

Where,

D = diameter of cylinder tank

L = length of cylinder tank

d = density of fluid used

0.3w = /4 x D^2 x L x d x g

WIND VELOCITY

let maximum allowable instantaneous velocity of wind be' Vm/s'

Weight of fluid required for balancing of bridge for instantaneous velocity V = 0.3w

So, weight of fluid required for balancing wind having instantaneous velocity V 1=

V1/V x 0.3W

Weight of fluid required in terms of volume of fluid for balancing

Wind having instantaneous velocity V1 = V1/V X /4 x D^2 x L x d x g

5. FINISHING

When the deck structure is complete, it is covered with a base layer and paved over.Painting the steel surfaces and installing electric lines for lighting may be done.

The cables may be coated with fluoroplastic paints so that it becomes resistant to corrosionfor a long period of time.


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ANALYTICAL AND FINITE ELEMENT MODELING STUDIES

An important issue pertaining to launched steel girders is the load carrying capacity due to

Concentrated forces. The load on a launched girder is unique because in addition to a bendingMoment, a traveling concentrated load exists, which is applied by the temporary roller bearing.

The concentrated load, also called a patch load, is transferred from the bottom flange of the

Girder into the web. The support reaction moves along the girder each time the launched

Segment passes over a pier bearing. It is important that patch loading does not introduce

residual

Deformation or damage to the web plate. The effects of patch loading must be understood in

order to know what web thicknesses are required. Even small increases in web thickness can

add great weight and extra cost.

WIND TUNNEL TEST

Objectives of wind tunnel studies were to demonstrate the safety of the structure underconstruction and once completed, both with respect to a aerodynamic stability as well as

the possible effects of extreme typhoon wind speeds further objective was to provide

dynamic response data at sever key locations to compare with full scale data from the

home going

Monitoring programmer conducted by highway department. A 1 to 80 scale section modelof the deck in the erection stage, and a 1 to 400 scale full aero elastic model of the entire

bridge can be constructed. The full model should be tested in different stages of

construction in turbulent boundary layer flow, complete with the local topography in order

to model the wind conditions at the site.

The model test identifies critical stages of erection that allowed the construction scheduleof the bridge to be tailored to avoid the typhoon season. The comparison of modal test

results and the full scale monitoring will assist engineers to better understand the behavior

of long span bridges in wind and to improve current design methods.

FUTURE DEVELOPMENTS

Considering the changing social environment and surrounding public works, in order to

construct a long span bridge in future, it will be necessary to pass on the technology to make


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possible a drastic reduction of costs and construction period. Such a technology from a design

and manufacturing perspective would include the adoption of new structural form that have

superior wind and earthquake rsistance, the implementation of new design methods, relaxing

material quality reqirments,stremlinig of manufacturing, and development of new material.

THE END


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PROJECT MANAGEMENT REPORT

A: Materials management

B: Labour management

C: Money management

D: Equipment management

E: Activity management

A: MATERIALS MANAGEMENT

The management of different materials used for bridge construction is divided into:

1. Transportation

2. Storage

3. Usage

Materials can be arranged in the order of requirement as:

A: Tower foundation construction materials

B: Anchorage construction materials

C: Cable construction materials

D: Girder construction materials

E: Deck construction materials

F: Tank construction materials

G: Finishing materials


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All the above said labours should be provided with good training regarding bridge construction

techniquesHere is a format for their weekly salary and time management.

WEEKLY LABOUR TIME CARD

Name:

Employee no:Week ending:

Project :

Project no:

costcode Time

classification

Hourly

rate

Mon Tue Wed Thu Fri Sat Sun Total

hour

Total

cost

Gross amt:

C: MONEY MANAGEMENT

The various expenses for the bridge construction are carefully analysed and recorded. The

construction expenses are calculated and maintained by chartered accountants and mba

officials.Various high profile softwares are developed for this purpose.The purchase of different

materials from different companies are correctly supervised and maintained.There should be

perfect supervision for effective cost management.The maintenance of accounts are monthly

audited and clarified.

The money management report mainly consists of the expense form various sources as follows:

Salary Machinery Materials Transportation


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SALARY CARD

PROJECT NO:

PROJECT:DATE:

WEATHER:

EMPLOYEE

NO

NAME TIME

CLASSIFICATION

HOURLY

RATE

COST

CODE

TOTAL

HOURS

GROSS

AMT

D: EQUIPMENT MANAGEMENT

A large no of highly technical & modernised equipments are used for the bridge

construction.the equipments may be shipped from various places and the operators are well

experienced. The different equipments are used which can be divided by their requirement as:

* Excavators of various capacities varying from a few m3 capacities to 100s of m3.This may be

either hired or purchased.Some of the excavators should be present throughout the

construction time.The excavators may be stationery or may be moving type. They may move in

chains or wheels.

* Cranes-this is mainly classified as fixed or moving cranes. These types of crane are classified

on the basis of the amount of weight they can handle at a moment. The various cranes may be

placed at that place throughtout the time when the project is completed.

*Dredgers-These equipments are used for dredging the sea bed for the foundation

construction.their are different types of dredgers.we use grab bucket dredger for the purpose

of dredging


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*Dumpers, rollers, compactors for removing and transferring earth and other materials.

*Crushers may be installed in the site premises throughout the construction time.

*Batching and mixing plant is also maintained for throughout the construction time.

*There are also large no of other equipments which is difficult to be listed.

The equipments can be maintained on rental basis or purchased.Equipments are listed and

maintained as following.Equipments are largely maintained by different purposes. The different

equipments require different mechanichal assistances which is to be provided from the project

site for this a mechanical assistance centre should be set up at the site.there should be also a

temporary arrangement for filling of fuel and other consumables for the machinery.a

temporary fuel reservoir is a good option in continuous work.several other equipments for

lighting and illumination should be adopted

DAILY EQUIPMENT TIME CARD

PROJECT:

PROJECT NO:

DATE:

EQUIPMENT

NO

EQUIPMENT

TYPE

OPERATOR HOURLY

RATE

COST

CODE

TOTAL

HOURS

TOTAL

COST

GROSS AMT:

WEATHER:


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E: ACTIVITY MANAGEMENT

The progress different type of activities that is stretching from the foundation work to the final

finishing work are to be carefully scheduled and executed.To make periodicv measurement of

progresss in the field ,network ,activities,serve an exeptionally convenient package of work.The

advancement of an activity in the process can be in different ways.

1. Estimated no of working days remaining for complete activity.2. Estimated percentage completion of the activity in terms of time.3. Quantities of work units put into place.

Here is a model of the activity management for 10 days.This must be done for given days till

the work is completed.

CONSTRUCTION PROGRESS CHART

NAME OF PROJECT: JOB NO:

DATE

ACTIVITY ACTIVITY NO 1

JAN

2010

2 3 4 5 6 7 8 9 10

Prefabricate abuntment

forms

Excavate abuntments

Mobilize pile driving

Excavator abuntment

Driving pile abuntiment


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The activities specified here are a very few all the activities are inserted and marked with the

corresponding days.to get the project management chart.

The different activities for the construction can be rroughly grouped as include;

Foundation Tower construction Anchorage construction Deck construction Girder construction Tank construction Finishing

TIME SCHEDULE

NO OPERATION SCHEDULEDSTART FINISHING

REQUIREDSTART FINISHING

ACTUALSTART FINISHING

1 PROCUREMENT

2 FIELD MOBILIZATION AND SITE WORK3 PILE FOUNDATION

4 CONCRETE ABUNDIMENTS

5 PIERS

6 SUSPENSION CABLES

7 DECK

8 TANK

FINISHING

Here the actual work is equal to the average of scheduled and required.

The construction management report is subjected to several changes that happen at the

time of construction.

THE END

Documents

INFRAFEST CET CIVILIONS Construction Methodology+Project Management Report