Institution of Civil Engineers

Attribute achievement form

Attribute
achievement
form

Attribute achievement form

This form can be used to record how youve achieved the ICE member attributes, unless
youre registered to use IPD Online 1. It can be used to support an application for the grades
of:

CEng MICE
IEng MICE
MICE
AMICE (to apply for this grade, replace the word engineering with scientific in all
attributes below)

If youre applying for TMICE EngTech, please use the Technician Standards achievement
form.
If youre applying to ICE as a member of another Engineering Council-licensed institution
(we call this recognition of Engineering Council registration), you should complete the
parts of the attributes that apply to the grade of membership youve achieved with your
current institution.
If you are already IEng MICE (or have completed your IPD to IEng level) and are using this
form to demonstrate the additional parts of the attributes, you will just need to evidence how
you have demonstrated the CEng attributes.

Demonstrating competence of the member attributes for IEng or

CEng MICE
To become a member of ICE you must have had responsible and relevant experience at a
level such that you can demonstrate the relevant attributes.
Attributes 1 and 2 relate to your fields of work as indicated in your application form. You
must demonstrate a sound understanding of core engineering principles in those fields. Your
level of attainment of attributes 3 to 9 will be assessed with regard to their relative
importance within your fields of work.
In order to fulfil your obligation to society as a professional civil engineer and to meet the
requirements in relation to health, safety and welfare legislation, you must have a sound
knowledge and understanding of the construction process, as well as the activities
connected to it. You must have an appreciation of risks arising as a consequence of your
actions, and be able to identify and manage those risks. If youre role is involved in the
construction process, site experience will ordinarily be required.
Writing your statements
We dont publish examples of attribute statements, because each candidates experience
will be different. Youre responsible for developing thoughts and explaining how your
experience meets the required standard within each of the relevant attributes.
However, you should consider the following points when preparing your statements:

If you are registered with IPD Online you can use this form as a reference, but you must record and
update your achievement within the IPD Online portal.



For each attribute, give examples from your experience, showing the responsibility
you had on a given project
Be specific and relevant to the statement within each attribute, using clear technical
language
Write in the first person for example: I worked on the development of a solution to
the bearing failure
Make sure you show how youve taken responsibility for example: My decision
was based on an evaluation of the bridge assessment. I took responsibility for the
decision to conduct the repairs using a temporary road closure at night rather than a
reduced lane speed. The primary reason for the decision was the improved safety
that could be achieved by a road closure
Make your statements specific, so they describe accurately what you did and why
Focus on your personal involvement, the lessons learnt, and what you may do
differently next time
Include dates, the project name and adequate details, to show to the assessors that
your role on this project merits the grade of membership youre seeking
Were not looking for long narratives in the statements but adequate explanation to
show your role and responsibilities
Avoid generic statements such as I worked for six months in the rail department
using relevant codes and standards. This doesnt explain anything about your
personal competence

You should aim to give multiple examples (typically 3-6) of your experience within each
attribute
Remember you need to show assessors that youve met the competence standard
expected of a civil engineer at the grade you are seeking. Competence is defined as the
ability to do something consistently, successfully and efficiently.

Knowledge and Understanding of Engineering

If you are applying for IEng MICE, MICE or AMICE please demonstrate A and B
If you are applying for CEng MICE please demonstrate A, B, C and D

A. Maintain and extend a sound theoretical approach to the application of technology in engineering
practice.
B. Use a sound evidence-based approach to problem solving and be able to contribute to continuous
improvement.
C. Maintain and extend a sound theoretical approach in enabling the introduction and exploitation of
new and advancing technology.
D. Engage in the creative and innovative development of engineering technology and continuous
improvement systems.

My Engineering education was developed and consolidated initially during my licentiate (MEng) degree
(NOVA U. Lisbon) and later during my masters (MSc) degree (IST- Tech. Univ. Lisbon).
The utilization of mathematics and physics as analytical tools has been essential for me to understand,
establish or even push beyond the limits of existing decisions and methodologies within the
construction sector.
1. Hotel Four Views (Funchal, Portugal 2007-2008) Design of Strengthening with posttensioning systems and CFRP (Carbon Fibre Reinforced Polymer) confinement
Description of the structure:
Existing building with 12 floors, area per floor of approx. 1500 m2 built in the 1980s. A major
refurbishment had to take place along with new additional Blocks of buildings attached to the existing
one.
My Role: Lead Design and Inspector Engineer
Team: 3 Design Engineers, 4 Inspector Engineers, 3 CAD Technicians
Design cost: 85 967
Construction cost: 1 199 500
Global Plan

Block A - Existing

Block C - New

Block A - New

Block B - New

Section C-D

Block C - New

Block A - Existing

Block B - New

Problems/Objectives:
1) Block A existing structure. Concrete contaminated with chlorides. Concrete delaminated and
rebars corroded and exposed
2) Block A existing structure. Structural modification of the building with removal of 5 columns
at the level of the ground floor

Column to be removed

3) Block A existing structure. Structural modification of the building with extension of the 9th
floor and the roof.

4) Blocks A and C new structures. New independent structures with larger spans to allow free
rooms for the swimming pool and the restaurant areas with unblocked view to the sea.

Solutions
Based on the previous problems/objectives under my leadership, my team and I developed the predesign of the solutions to these problems:
1) Concrete contaminated with chlorides: I produced the plan of the detailed inspections to
assess the extension of the problem and the survey of certain properties. These inspections
involved close visual observation and testing on the reinforced concrete elements. Given the
different microenvironments I decided that repair with break out of contaminated concrete had
to be be applied to the areas where there was higher concentration of humidity. This included
bathrooms, kitchens and all the peripheral beams. My option to solve the problem was based
on the need of removing the contaminated concrete around the outer rebars and replacing it
with new concrete. The protection to the penetration of chlorides would be higher due to
properties of a better concrete and the application of acrylic paint on the surface of the concrete
subjected to direct contact to humid environment.
2) For the removal of 5 existing columns at the level of the ground floor (Figure below) solutions
were debated intensely and carefully addressed between me and my team. I analysed a
simplified model with hand calculations for the first analysis of the distribution of the loads.
Since there was a technical floor between the ground floor and the 1st floor, I and my team
created and analysed a strut-and-tie model for truss beams crossing the spans that would
have one support removed. I checked that in terms of both strength and deflection the system
would be viable. I also assessed the foundations based on the original project and the
properties of the soil in the island (mainly basalt) and the particular area of the building. The
building was founded on a massive basalt bedrock with high bearing capacity. The design in
detail of those trusses would be left to a further stage, where the inclusion or not of posttensioning would be assessed.

Re-direction of loads vertical loads

Assessment of foundation bearing capacity
Assessment of adjacent columns strength
Design of a truss beam to re-direct the loads

Technical floor

3) In the specific case of the new structures for the 9th floor and the roof, my team and I considered
a light weight steel structure as the best option as the additional self-weight loads introduced
to the existing structure would be of little significance.
I designed the cantilevers in a truss system for a 3.0 m span. The support of these trusses
would be done by extending the tension chord 3.0 m from the existing concrete limit of the floor
to its inner part. Each tension chord section would be anchored to the existing beams, whose
bearing capacity was assessed to these additional loads.
The existing structure in (Block A) had originally a configuration of a three arm star in plan.
The architects wanted to fill the gaps between these arms in order to have more covered area
over the 9th floor. For this purpose I designed a steelwork grillage structure whose steel
connections and anchorages to the reinforced concrete beams would be feasible to put in
place.

Cantilever steel truss system - 8th floor

Part of the steelwork grillage system - Roof

4) For the new structures with large spans my intervention as the designer and team leader
focused on two areas at the level of the technical floor (piso tcnico) adjacent to the existing
structure: the 4.0 m span cantilevers and the 14.0 and 15.0 m span beams both over the new
restaurant area.
The new cantilevers were part of a floor that would be the roof/terrace with a swimming pool
over a new restaurant room. The challenge was considerable but given my experience along
with my team with use of post-tensioning with mono-strands, which could be assembled in
groups from 2 to 20, I felt confident in proposing to the architects to extend the span of the
cantilevers further to 4 m. The use of these systems was becoming widely used in Portugal by
two Portuguese small companies that were specialists in the application of post-tensioning.
The use of mono-strands allows designers to combine the exact number of strands required
without the restrictions of the classic anchorage systems. Additionally, making use of a system
with unbonded strands the operations would also be more flexible on site the pre-stress losses
due to friction. This flexibility gave me confidence that 4 m would be possible to attain and I
took the decision to plan de the detailed design accordingly.

The simply supported beams needed to span 14.0 15.0 m were also designed to be posttensioned given the span and the loads involved. In this case I also pre-designed a system
with the idea of using mono-strands to have more flexibility in the number of strands and
especially restrictions regarding the jacking of the system. With mono-strands each strand is
jacked independently using a small and very manageable jack.

The figures above show my hand drawings of some of the final solutions. Additional changes to
previous designed solutions were required by the Owner and the Architects and I had to deliver
accordingly. My team resources were however limited for these extra works. Given the need to comply
with the programme, both Owner and Contractor agreed to receive from me the formal drawings of the
final solutions produced by hand.

2. Mono International Bridge (Portugal/Spain) Repair and Strengthening of Piers, 2010

Description of the structure:

Reinforced concrete bridge, 22 years old, total length of 215 m with 3 spans with variable section.
Piers in pairs, with circular cross-section and a diameter of 2.20m and a direct extension of the
foundation piles.
The strengthening and repair design included application of CFRP (Carbon Fibre Reinforced Polymer)
sheets confinement for the piers, concrete repair with sprayed concrete and global application of
corrosion inhibitors and coating systems.
My Role: Lead Design Engineer
Team: 2 Engineers/Inspectors and 1 CAD technician
Design cost: 14 800
Construction cost: 160 826

Problems/Objectives:
1) Existing Post-tensioned reinforced concrete bridge with visible defects identified by Estradas
de Portugal (Roads of Portugal)
2) Preliminary inspection by my team indicated durability related anomalies with possible
structural implications
3) I was assigned the planning of the principal inspection to the superstructure of the bridge as it
was essential to assess the extent of defects.
Having the agreement of Roads of Portugal to carry on with the inspection and assessment, and the
subsequent refurbishment design, I defined and put in place a close visual inspection with a group of
tests on the concrete elements of the structure.
In a first stage the close visual inspection made possible to observe better the structural elements. The
findings of this stage showed signs of corrosion in little areas of reinforcement in the box girders and
more importantly strong signs in the piers of chemical reaction of the aggregates with the alkali of the
cement.

Cracks with possible origin in ASR in the piers

For the reasons explained above, my definition of the tests to perform on the structure were as follows:

on the box girder cement content, concrete cover survey, chloride content and carbonation
depth. This was important to investigate the level of contamination and, in the presence of any
of the aggressive agents, whether in the initiation phase (penetration of the agents) or in the
propagation phase (corrosion onset);

on the piers petrographic analysis with macroscopic and microscopic analysis to assess
cement content, type of cement and the presence of chemical reactions such as alkali-silica
reaction (ASR) and sulphate presence.

Macropscopic analysis

Microscopic (optic) analysis

Solutions:
For the box girders carbonation and chlorides were analysed against cover depth with the use of
histograms. Given the distribution the Qui-square test I could assume it as close to a Normal
distribution. Then I did the comparison between characteristic values and confirmed with the calculus
of the reliability index based on the Theory of Reliability used in todays structural design approach
within most regulations. The results showed that the performance of the girders as regards durability
corrosion-based was of little significance although with some little areas with need to be repaired.
These would also be designed by me.
Regarding the performance of the piers, I observed from the petrographic analysis that reactive
aggregates had been indeed used in the concrete mixes used for these elements. The stratification of
the particles of the aggregates are a strong evidence of this aspect. Additionally, tests showed that
these reactions were incipient, which means that they were still at the beginning and with margin to
further development. This meant that further cracking was to be expected in the piers throughout the
years with consequent effect on their compressive strength.
The solution that I planned as being both feasible and effective was to confine the piers with a jacketing
system. For circular sections the confinement can be very efficient. I decided to estimate the loss of
the concrete strength due to ASR cracking and to design a system with sufficient strength and stiffness
to give the piers additional compressive strength.

3. API Tank, Repsol Petrochemical Plant (Sines, Portugal) Assessment and Strengthening
of Beams, 2011

Description of the structure:

Elevated reinforced concrete tank rectangular in plan 32x5.6m2 + 23.5x0.90m2.
Framed system of beam-wall elements with spans of 6m and rectangular columns.
My Role: Lead Design Engineer
Team: 1 Engineer, 1 CAD Technician
Design cost: 5800
Construction cost: 24 200

23,50

3,10

8,20
3,20

5,60

1,25

1,15

32,70

Plan

Elevation
Problem: identified as foundation differential settlements.
1) Presence of cracks on one of the wall-beams and adjacent cantilever of the tank in the last
span of the north side.
2) Geotechnical test results were scarce and possibly not representative of the strength of the
underlying soils.

I collected the data of the original project and of the inspection along with photos and questioned on
which causes could be considered. I also analysed the tests carried on the soil prior to the construction
of nearby structures in same plant. Likely to be a structural problem I was assigned to assess the
structures behaviour through the simulations using a finite element model.
Before any calculation procedure I conducted an analysis based on a visual observation of the
presence of the cracks to predict the source of the problem. The presence of an active diagonal crack
over the last span appeared to indicate insufficient serviceability performance to bending/shear (hard
to define given the stiffness of the wall-beam). The crack also developed itself through the cantilever
slab showing higher width, which indicated a behaviour closer to bending with high level of tension
over the column.
Following to these assumptions:

I reviewed the constitution of the soil regarding its nature and varying degrees of stiffness. I
consulted various sources of literature and standards (Eurocode 7, Bowles 1988, Velloso &
Lopes 2004).

I performed an investigation study using soil samples obtained from the site. Corresponding
physical and mechanical properties of the soils were therefore estimated from the results of
this study. In view of the dimensions of the foundation footings and the several types of soil, it
was my task to calculate stiffness coefficients and elastic moduli and to present a range of
probable values for the case in question to the team.

I provided my own conclusions given safety limits inferred by a combination of common sense,
existing standards, and based on a review of available literature pertaining to soil mechanics.

I identified the presence of unbalanced supports with different settlements as the main of
several problems of the structure.

Solution:

I proposed to strengthen the wall-beams to flexural behaviour as the differential settlements

had introduced additional bending and shear actions. The main problem was over the columns
that were adjacent to the column that had higher settlement. The cracking pattern strongly
suggested excessive hogging moments and possibly upper steel rebars close to yielding.
Given the quantity of steel stirrups and the cross-section, my calculus showed that the shear
strength was greater than the action.

4. Maracan Stadium (Rio de Janeiro, Brazil) Shear Strengthening of Main Columns Tops,
2011

Description of the structure:

Reinforced concrete Stadium 65 years old.
The strengthening introduced was to compensate the loads of the new steel truss cover on the main
columns and also the presence of new water reservoirs over the spans of the RC slabs.
My Role: Lead Design Engineer
Team: 1 Engineer, 1 CAD Technician
Design cost: 9400
Construction cost: 196 610

Problem: new additional loads v strength of columns.

1) The top of the columns (previous figure) did not have the required shear strength to the
additional loads from the new steel cover.
The increase of loads on the main columns of the stadium due the new steel truss cover brought the
level of stresses closer to the strength capacity limit of these elements. I was assigned the structural
analysis of the performance of the top of these columns. I quantified the loads and load combinations
according the regulations in force and through hand calculations had a first estimate of the level and
type of stresses from the actions. I concluded that torsion was not a problem, given the big section and
high stiffness. However, shear forces were close to the existing strength. As to bending with
compression, the interaction of these forces showed that also the compressive strength was in some
cases attained or slightly surpassed by the stress caused by the loads.
After I carried out this evaluation, I identified the problem, being the compressive and shear
performance near or even in some cases beyond the limit if the structure received the loads of the
cover steel truss as it was. I had to disregard the increase of the section, as it would affect all levels
below this one, and moreover due to the restrictions imposed by the architecture (stands, free
corridors) and all remaining services (gas and water pipes and HVAC and electrical systems). Hence,

the option would have to be an external jacketing that would contribute to the confinement and
therefore increase the compressive strength and at the same time with strength and sufficient thickness
to provide relevant additional shear strength.
Solution:

I proposed to my director to use a solution that would increase both compressive and shear
strength by means of confinement materials;

Taking into account that for shear performance itself confinement would not be enough, I would
have to design additional transverse elements to be inserted into the RC section at least in the
weak direction of the columns.

Specifically, 3 hypotheses were studied:

Hypothesis A

- Introduction of steel bars, sealed and

injected with grout

- New cover with sprayed mortar

Pros

- Traditional materials
- Ordinary qualified manpower
- Negligible geometry increase

Cons

- High number of holes and shear steel

bars

- Sealing and injection of bars

- Detailing of execution high skill required
- Long execution time

Hypothesis B

- Confining steel plates 0.30m spaced in

height

- Introduction of steel bars, sealed and

injected with grout 0.30m spaced in height

- New cover with sprayed mortar

Pros

- Traditional materials
- Ordinary qualified manpower

Cons

Adjustment for steel plate drilling

Weight of the steel plates
High number of holes
High amount of steel
Sealing of bars and steel plates
High detail in the execution
Long execution time
Geometry increase

Hypothesis C

- Introduction of carbon fibre dowels

-

Pros

anchored on the external carbon fibre

mesh
2 layers of carbon fibre mesh wrapping
the complete section in height
New cover with sprayed mortar

Cons

Full wrap of the section in height

Faster execution
Higher durability
Negligible geometry increase

- High qualified manpower

- Anchorage of the dowels
- Cost of the materials (non-conventional)

After discussion with my team and technical director and Joint Venture responsible for stadium, our
choice was on hypothesis C.

Please note that these boxes expand as you type

Technical and Practical Application of Engineering

If you are applying for IEng MICE, MICE or AMICE please demonstrate A, B and C
If you are applying for CEng MICE please demonstrate A, B, C, D, E and F

Identify, review and select techniques, procedures and methods to undertake engineering tasks.
Contribute to the design and development of engineering solutions.
Implement or construct design solutions and contribute to their evaluation.
Conduct appropriate research, relative to design or construction and appreciate its relevance within
own area of responsibility.
E. Undertake the design and development of engineering solutions and evaluate their effectiveness.
F. Implement or construct design solutions and evaluate their effectiveness

A.
B.
C.
D.

The engineering subjects learned during the University stage were essential for the fundamentals of
engineering, but were also important to acquire a solid background on civil engineering specific
subjects, and in my case, subjects regarding the structural behaviour of constructions. With my work
experience I have also learned in more detail the properties of different materials and their contribution
to the performance of either new structures or existing substandard and/or damaged structures.
1. Hotel Four Views (Funchal, Portugal 2007-2008) Design of Strengthening with posttensioning systems and CFRP confinement
1) Block A existing structure. Concrete contaminated with chlorides. Concrete delaminated and
rebars corroded and exposed

2) Block A existing structure. Structural modification of the building with removal of 5 columns
at the level of the ground floor
For the removal of 5 existing columns at the level of the ground floor I helped to implement design
solutions regarding two main concerns: 1) the transfer of loads between existing remaining columns
and; 2) the load capacity of these columns in view of the additional compressive load.

The presence of a floor used for the maintenance equipment for lifts and heating, ventilation &
air conditioning (HVAC) systems was used for the implementation of trussed beams with high
capacity to transfer the loads through an 8 m span which was before 4 m. My team and I opted
to design a truss for this purpose but with the introduction of pot-tensioning to control the
deflection. The proposed layout of strut and ties and tensioned cables would oppose the
concentrated load at mid span from the column that carried loads from eight floors above. The
systems that I designed to allow a maximum elastic deflection of 6 to 8 mm.

My work as the designer of a strengthening solution for the columns that were to receive
additional axial loads included the definition and quantification of feasible solution of
compressive strengthening through confinement. My preference (and my teams) for fibre
reinforced plastics (FRPs) over steel or reinforced concrete (RC) jacketing relied on how easier
it is to construct this system and also because FRPs, despite having a linear elastic behaviour
until failure, show a strength 3 to 5 times higher than steel. The preference for carbon (CFRP)
relied on the stiffness of this material, which has a higher Elasticity modulus (150-200 GPa)
compared with glass (30-80 GPa) and aramid (120 GPa), being similar to that of steel (200
GPa). The solution with RC jacketing was disregarded due to architectural restraints.

Confinamento com tecidos de

carbono CFRP

I conducted an investigation with more detail regarding the performance of existing structures
subjected to strengthening in terms of serviceability and also the consideration of the
properties of the existing materials and their associated safety coefficients. I consulted the
Eurocodes 0 and 8 and a Masters thesis (Monteiro, L - Strengthening of RC structures
Models for design and safety analysis, 1999) for the safety coefficients and the Eurocode 8 for
the strengthening recommendations (informative Annex). Additionally, the type of anchor
systems for the post-tensioning systems required updated investigation, which was carried out
based on the manufacturers information and the ETA (European Technical Approval) no.
06/0226.

The design of the confinement system for the strengthening of the columns also required some
research as regards the mathematical models to be used. Since the columns were all
rectangular, I used a confinement model specific for square and rectangular columns under
axial load for different confinement materials - Mafredi & Realfonzo (2001). This model was
based on the model of Spoelstra & Monti (1999). The recent reference that I used as the one
specific for the use FRPs was fib Bulletin nr 14 - Externally bonded FRP reinforcement for RC
structures. Additionally, the available properties of the composite materials that I have chosen
to use (Carbon FRPs) were analysed based on the updated information of the suppliers as to
strain limit, Elasticity modulus, available thickness to define how many layers to prescribe and
density in order to establish the method of application on site.

The method of execution showed below and included in the design drawings was developed
through my experience throughout the years in the company (LEB, Ltd), following up on site
repair and strengthening works using fibre reinforced polymers and consulting different
guideline and recommendation documents (fib Bulletin nr 14, ACI Repair Guide 1999 and S&P
clever reinforcement website and technical sheets).

3) Block A existing structure. Structural modification of the building with extension of the 8th
floor and the roof.

For the new roof steelwork structure, one of the main concerns of my team and I was the
transport of the steel sections to the roof top and their placement given the constraints of
movements due to the existing reinforced concrete elements of the last two floors. The length
of the steel sections for the truss system would have to vary between 1.0m and 6.0m
maximum. In my first approach for the pre-design of the truss structures for the last floor and
the roof, I opted to consider all the connections bolted instead of welded due to the difficulty in
the control of both quality and progression of work. Specific connections were however
designed as welded since it was impracticable or too laborious to use bolts. Later in the
construction stage the contractor asked that additional connections would be welded, which I
agreed to design given the difficulties of a bolted solution. I visited the construction site with
regularity and I was available to adapt the initial proposed solutions to the particularities of a
new structural sub-system within a major existing one. I often discussed the solutions and draw
them by hand on site and handed the drawings duly signed to the Contractor and the
Supervising Engineering. Final drawing in CAD files were completed afterwards so that the
works would not be delayed.

As to the new steelwork structure, the choice between the use of bolted or welded connections
was very important. Welded connections if properly executed are more effective but require
higher construction skill and better working conditions. Additionally, bolted connections are
simpler to design and inspect. My choice was on the use of bolted connections preferably due
to expected conditions.

I conducted a research on the different schemes regarding dimension tolerances of holes and
distances to the edges of flanges and webs of steel sections within Eurocode 3 and also the
proposed values of the manufacturers. I realised that the first has mandatory limits regarding
the stress concentration and loss of shear and axial section, the latter provided important
information on the position of the holes given the handling in fastening the bolts. Despite within
standard limits, the fastening and turning of the bolts was not possible for certain connections
and therefore I designed some of the connections with welds.

Roof (9th floor) steelwork structure

Plan of the FE 3D model 8th floor

3D view of the FE model cantilever truss 8th

floor

Plan of the roof (9th floor) with part the steel grid and corresponding detail of connections

Cantilever steel truss under construction on the 8th floor

4) Blocks A and C new structures. New independent structures with larger spans to allow free
rooms for the swimming pool and the restaurant areas with open view to the sea.
The design of the cantilever slabs was part of the new structures to be built next to the existing hotel
structure. The challenge was considerable but given my experience along with my team with use of
post-tensioning with mono-strands that could be assembled in groups from 2 to 20, if needed, I felt
confident in proposing to extend the span of the cantilevers further up to 4 m. My team and I design a
solution of banded flat slabs with concentrated forces to optimise the use of the post-tensioning and
the deflection of the slabs.
For the design of the banded flat slabs I consulted fib Bulletin Nr 31 Post-tensioning in buildings.
Technical report (2005) whose guidelines I followed to establish my options and make my final
decision.

Layout of post-tensioning tendons

Part of the old structure being augmented with new concrete cantilevers and beams converted to
new flat bands
Global remarks
In all the designed topics mentioned above, I used hand calculations for the pre-design. I carried out
the prediction of the behaviour of isolated elements considering areas and/or lengths of influence along
with the contribution of adjacent elements as regards inertia and stiffness and the boundary conditions.
The purpose was to have an estimate to compare solutions rather than precise/detailed calculus and
then choose one option.
In each case I used computer aided analysis for the detailed analysis of each chose solution. Several
models were created in SAP2000 (SCI), a global model and them specific models for local parts of the
structure for each of the elements or areas that I analysed. All the solutions were tested in the models
considering both ultimate and serviceability limit states.
For the post-tensioned trusses and the steel structures on the roof and on the 8th floor the linear elastic
deflections were analysed and controlled in the construction stage. For the remaining RC and posttensioning structures, the behaviour in terms of instantaneous and long-term deflections were analysed
and assessed based on the elastic response of the models after non-linear behaviour consideration.
As to the post-tensioning systems, the use of mono-strands allows the designer to combine the exact
number of strands required without the restrictions of the classic systems of anchorages. Additionally,
making use of a system with unbonded strands the operations would also be more flexible on site the
pre-stress losses due to friction. This flexibility allowed me and my team to think of optimised solutions,
without redundant elements/resources, and I took the decision to plan the detailed design accordingly.

Main Block (A) under refurbishment

Display of the building after refurbishment

Final aspect of the architectural arrangements 8th floor

2. Mono International Bridge (Portugal) Repair and Strengthening of Piers, 2010

The inspection results showed a high level presence of alkali-silica reaction and still in progress. Being
the level of deterioration very difficult to assess, alongside the future strength of the concrete, and
knowing how difficult this would be to control, I proposed a solution that could act in two different fronts:
durability and strength.
Since I was aware that it is water that activates the alkali-silica reaction, my immediate concern was to
have a water proof layer covering all the piers concrete surface. Additionally, given the fact that due
to the reaction to take place over time, compressive strength would decrease, for which this layer would
have to work as a confining element which makes possible the increase of the axial strength of the
piers. The fact that the piers were of circular cross-sections would make the use of this system efficient.
After discussion with the team, I opted to design a CFRP sheet system assuming that the alkali-silica
reaction would reduce with time the concrete compressive strength.
The modelling equations which I adopted for the calculus were selected after consulting recent
recommendations and guidelines (fib Bulletin 14, ACI 440, S&P clever reinforcement). Mathematical
models were adopted accordingly and limits of safety were also reviewed (the strength capacity was
affected by a factor of 0.9).
I undertook a literature review for actions where neither standards nor recommendations had proposed
equations. The conclusion of this review was discussed amongst my team before a decision was
reached. I then had the task to implement an appropriate solution based on the agreed decision along
with the team to consider 2/3 of the one obtained from the tests results on extracted cores.

The designing task of calculating action v strength was completed using software tools such as Excel
and Visual Basic in order to expedite solutions with regard to modelling results. Several iterations of
the model were also ran in order to have a more accurate result.

Sequence of stenghtening method using confinement with carbon sheets on reinforced concrete
circular columns

The final designed solution included the following procedure for repair where needed and
strengthening:

Repair of concrete areas with spalling or exposed rebars concrete break out, water jet to
clean the reinforcement surfaces, water soaking of concrete surfaces (bonding agent between
old and new concrete), hand applied mortar and curing

Application of bond adhesive (epoxy resin) on the concrete surfaces of the piers/columns

Wet-lay-up Impregnation of carbon fibre sheets with epoxy resin (CFRP: 400 g/m2; Young
modulus=640 GPa; ultimate strain=0.008)

Application of final layer of epoxy resin;

Application of Sprayed silica on the last layer of resin (while still fresh) so that the surface
provided sufficient bond for the final layers of sprayed mortar;

Spraying of mortar (15mm total thickness);

Final coating with acrylic paint (total 200 m) after mortar curing.

3. API Tank, Repsol Petrochemical Plant (Sines, Portugal) Assessment and Strengthening
of Beams, 2011

Likely to be a structural problem I was assigned to assess the structures behaviour through the
simulations using a finite element model.
Geotechnical test results were scarce and possibly not representative of the strength of the underlying
soils. After my initial study on the geotechnical properties of the soil based on the available site
information I analysed the behaviour of the structure in view of the dimensions of the foundation
footings.
Additionally, it was my task to calculate stiffness coefficients and elastic moduli and to present a range
of probable values to the team for this problem. I also provided my own conclusions given safety limits
assessed by a combination of common sense, existing standards (Eurocode 7) and based on a review
of available literature pertaining to soil mechanics (Bowles 1988, Velloso & Lopes 2004).
I identified differential settlement of the supports as the main of several problems of the structure.
I proposed to strengthen the beams to flexural behaviour as the differential settlements had introduced
additional bending and shear actions. The main problem was over the columns that were adjacent to
the column that had higher settlement. The cracking pattern strongly suggested excessive hogging
moments and possibly upper steel rebars close to yielding. Given the quantity of steel stirrups and the
cross-section, my analysis indicated that the shear strength was greater than the action. The governing
action was thus bending and not shear.

Output of computer modelling

I proposed the use of bonded carbon laminates with resins on the highly tensioned lengths of the
reinforced concrete wall-beams (upper face of the beams over the adjacent columns) due to their light
weight and high strength. Deflection was not governing given the stiffness of the beams for which the
contribution of the laminates as longitudinal strengthening would be very efficient. Despite this material
presenting a linear-elastic behaviour, combined with reinforced concrete elements and of strength
contribution to a certain extent, the little loss in ductility due to its contribution is clearly affordable.
Moreover, these systems are designed to a limit strain compatible to the steel yield strain especially
due to debonding of the system/concrete cover in high bending, which makes the limit approximately
0.7%, which means approximately 50% of its ultimate/failure strain (~1.5%). The reason why I propose
the use of externally bonded laminates is due the fact that this would cause less intrusive works to the
reinforced concrete elements, such as breaking out the concrete to introduce new steel rebars or
drilling the concrete in order to transfer loads to external steel plates/bars by means anchoring systems.

The systems with externally bonded carbon laminates had been used by me in other structures and
the performance of those structures were proving adequate. I felt confident in designing this system
both from the theoretical performance point of view and the practicality of the execution. In the first I
made use of the fact that stiffness is close to that of steel and strength much higher (2 to 3 times
assuming cover debonding in bending). In the latter I considered the low intrusion to the existing
elements and the light weight of these materials being easier and more accurate to place them.

4. Maracan Stadium (Rio de Janeiro, Brazil) Shear Strengthening of Main Columns Tops,
2011
A comprehensive structural analysis determined that the Stadium columns would fail in shear when
additional design loads were applied. The decision was made to opt for a strengthening solution which
comprised of CFRP sheets and mesh (Carbon Fibre Reinforced Polymers). My task was to implement
modelling equations for the strengthening system for which no European standards existed at that
time. I developed a model which was based on fundamental mathematics and physics concepts using
safety factors contained within existing international recommendations (fib Bulletin 14, ACI 440). I also
undertook a thorough literature review of research articles and utilised conclusions and experimental
results from these articles for the development of the model (Mirmiran & Shahaway 1997 [J Struc Eng],
Matthys 2000 [DSc thesis], Paula 2003 [MSc diss.]).

Strengthening of modules I, II, IV, VI, VII, VIII, X and XII

Strengthening of modules III, V IX and XI

For strength increase I proposed the use of confinement with light materials and since the columns
were rectangular, which made the solution less efficient than in a circular cross-section, full sheets
would not be so appropriate. After discussion with my team I started to consider and study other means
of confinement, possibly hybrid. I considered viable to use the same type of material, carbon
composites, in the form of mesh. I knew the system available in the market was more rigid and
complemented with a small layer of sprayed mortar the performance I believed it could be suitable for
the purpose in question.

As to the shear strength, for some of the columns, I carried out additional calculations and concluded
that the presence of the carbon mesh would not be sufficient. I proposed that an additional system of
elements would be included. My first thought was the use of steel but the need of making these new
bars transfer the loads to the existing section would imply intrusive works to the columns and I
discarded this option. What seemed the best solutions in my view, based on experimental results of
various researchers (Ozcan et al. 2010 [Eng Struct De Luca et al. 2011], [J Compos Constr]), would
be the use of rolled carbon sheets embedded in resin placed in holes crossing the section in the
direction of the governing shear loads. The anchorage would be done with the extremities of these
rolls (dowels) turned against the concrete surface spread in a circle and bonded to the concrete.

Please note that these boxes expand as you type

Management and Leadership

If you are applying for IEng MICE, MICE or AMICE please demonstrate A, B, C and D
If you are applying for CEng MICE please demonstrate A, B, C, D, E, F and G

A. Plan for effective project implementation

B. Manage the planning and organisation of tasks, people and resources
C. Manage teams and develop staff to meet changing technical and managerial needs
D. Manage quality processes
E. Plan, direct and control tasks, people and resources
F. Lead teams and develop staff to meet changing technical and managerial needs
G. Demonstrate continuous improvement through quality management.

In my specific role as a civil/structural engineer all skills regarding management and leadership were
acquired empirically through my experience and through reading short but practical literature (extended
abstracts of articles, special newspapers, short conference presentations, workshops, etc.).
1. Silo Stock Clinker (Birmcherga, Tunisia) Inspection and Repair Design, 2010
My Role: Project Manager / Lead Engineer
Team: 2 Engineers/Inspectors; 1 Inspector; 1 CAD Technician

In this project I have planned the travelling and accommodation details for the team and set
the objectives for each of us. Since I knew in advance that schedules and routine habits were
different in Tunisia, I took the initiative to plan the in situ inspection counting with a local
member of the plants staff, and to set a margin as to the working days in case the
circumstances were not quite what I had previously enquired. In case everything went as
planned and we had spare time, all the equipment for the acquisition of the test results data
was taken with us, so that all this information could be gathered and properly organised at any
moment. In the design stage, staff and subcontractor were ready for two possible scenarios in
view of how the inspection works would go.

As the client did not prepare and deliver all of his own duties, our work on site had to be tailored
to the circumstances and, having my team and I spare time while staying in Tunisia, all the
obtained data was then organised and analysed, which anticipated some of the design stages.
Furthermore, since only 2/3 of the structure of the silo were inspected and assessed, a
commercial agreement with the client carried additional different office work to compensate
the bid value initially agreed, which was maintained. All this I had organised before going back
to Portugal in order to have specific tasks assigned to office staff and subcontracted company.

2. Vila Magna Cinema RC Roof Slab (Albufeira, Portugal) Inspection and Strengthening
Design, 2011
My Role: Project Manager / Lead Engineer
Team: 2 Engineers/Inspectors; 1 CAD Technician
The roof slab of the old Vila Magna Cinema is a reinforced concrete slab with 50 cm of thickness with
a 20m span. Since cinema auditorium was at a low level, the ground floor level included a courtyard
and a swimming pool over the slab ion question. Deflection problems were detected by the
maintenance team of the condominium and retrofitting measures had to be designed and carried out.
After this had been brought to our office the job was assigned to me. It was my responsibility to plan
all necessary tasks to produce an assessment report in a first stage. The second stage would be the
design of a strengthening system in case this would prove to be necessary, which came to happen.

The condominium was at the time in full use and all facility systems were present (water piping,
sewers piping, electrical, etc.). Due to restrictions in accessing the site, for the planning of the

inspection, initially, I had to base some assumptions on the available information (original
drawings). After a first inspection, which included mainly geometrical survey and visual
observation, the analysis of the inspection results showed inconsistent outcomes that led to a
re-evaluation of the assessment tasks. Even though the initial budget did not include in depth
surveys (materials and steel rebar disposition) to be carried out, I suggested the director of our
company to implement these tasks, as the non-fulfilment of these would lead to a poorly
reliable report. It was our objective to go as far as we could to gather all the essential
information on this part of the structure for the design stage, whether this could be assigned to
us or to any other consultancy office. A second inspection was then carried out with all required
means with considerable success. After the first inspection the knowledge of the structure
allowed my team to carry out the works faster and the job was hence finished ahead schedule,
which spared us some costs.

The fact that our team had been already involved in the inspection works of this part of the
structure mad it possible for us to present a competitive bid for the strengthening design. This
was assigned to our office and it was up to me to prepare the plan to carry out the project for
the solution of the problems identified. The completion of the project with all the documentation
involved was finished and delivered one ahead of schedule and the client was pleased to
tender the strengthening works earlier. After the contractor was hired,
construction/strengthening works were carried out and everything went according to what our
project specified and without doubts on from the contractors side or any difficulties in the
implementation of the designed systems. The client, owner of the condominium, considered
the whole process as successful. The job was done and finished ahead of schedule and within
the initially allocated budget.

3. Piracicaba Box-Girder Bridge (So Paulo, Brazil) Durability Assessment and Repair, 2012
My Role: Project Manager / Lead Engineer
Team: 1 Engineer; 2 Engineers/Inspectors; 5 clerks; 1 CAD Technician
This project was partly carried out in the interior of So Paulo in Brazil. Our office was based in the
Lisbon area in Portugal and an important part of the job included my presence on site. This took place
with the aid of a member of my team, office based in Rio de Janeiro, with him also going on site to
Piracicaba - So Paulo, and subcontracted local companies for auxiliary but critical tasks. After all the
data acquired on site, another part of the team would work with me in Portugal in the
analysis/assessment and repair design.

The planning of travels and accommodation was of great importance given the distance. I also
had to bear in mind that the different working habits were quite important since the works of
the subcontracted companies were critical to the whole job. The subcontracted teams included:
traffic management team; Munk driver to access the underdeck; and a team assisting us with
access to the structural elements and core extraction. The inspection works that included traffic
management and the Munk vehicle were fixed, could not be changed and therefore were the
priority. For the remaining works I drew a schedule accounting for delays and a certain level
of uncertainties and a backup plan in case we could not be on site due to any problems with
the subcontracted company that assisted us. For this purpose, since meetings with our client
were due over the same period and with flexible schedule, I planned to fill the schedule gaps
left by any inspection delay with these meetings.

Little issues may sometimes become great and I decided to do some adjustments for the daily
planned activities in order to adapt these to the Brazilian way as regards meal breaks. Larger
lunch breaks were taken though duly compensated with shorter breaks before and after lunch

and with extra hours if necessary. The global schedule for the inspection works was met, even
if some of the tasks were changed with regards the process and the duration initially planned.

After the completion of the inspection I took all the obtained data with me to Portugal where it
had to be analysed. The team was already prepared to have this job started and was briefed
and instructed as to each ones task. The priorities were established but could change in view
of the results and team members were aware of it, which in fact came to happen. For this
purpose, in the occasions where results and feedback from the client led to changes in the
approach, I called for a state of play meeting where all of us had their part of the work adjusted
to the circumstances. The deadline was met and the clients revision approved the analysis
and preconized solutions. The adjustments made to the work procedures were introduced in
our own procedure for further jobs with this company or other Brazilian operations companies.

Please note that these boxes expand as you type

Independent Judgement and Responsibility

If you are applying for IEng MICE, MICE or AMICE please demonstrate A and B
If you are applying for CEng MICE please demonstrate A, B, C and D

A.
B.
C.
D.

Identify the limits of personal knowledge and skills

Exercise sound independent engineering judgement and take responsibility
Identify the limits of a teams skill and knowledge
Exercise sound holistic independent judgement and take responsibility

Some of the examples presented earlier, where other attributes are discussed, show already my
awareness as to my strong and weak points and the limits of my area of proficiency. Tasks that were
well beyond my ability to successfully have them accomplished were never taken without the proper
contribution of team member or subcontracted companies.
I should however state that, in new and specific projects where there was an opportunity to challenge
myself and the team within reasonable degree, I would take the risk and assume the responsibility
proportionally to my professional level. This would be a chance to gain experience and improve
technically which took place in several occasion with the agreement of my Line-manager/Director.
1. Silo of Unburnt Material (Birmcherga, Tunisia) Inspection and Repair Design, 2010

Attributes A and B

This silo was a reinforced concrete structure with circular configuration and approximately 35
m high in a cement plant near Tunis. In order to pursue the inspection some tests had to be
carried out at height and I proposed using a team of climbers who would perform the testing
through a descent made by rappelling. I chose the team where one of the members was a civil
engineer with some knowledge on the testing that we wanted do on the structure since we had
hired him for a similar job.

I was assigned to give him a refreshment training to pursue the tests that were essential to the
assessment in question. This training was provided by me in Portugal before we left for Tunisia
and before the inspection, already on site.

Attributes C and D

The other member of the team was not a civil engineer and was not the first option for the
specific task but he also received the same training in case anything prevented the first
technician to carry-out his work.

I considered that the level of knowledge of the hired team alongside my coordination and
availability to decide and assist in anything needed were enough to be sure that all was
prepared to perform the job successfully. We also had with us a supervisor belonging to the
plant organization at all time to make all the preparing activities and any further necessities,
which was requested by me when the bid was presented to the client.

2. Underpass km 127.292 in Motorway Bandeirantes (So Paulo, Brazil) Durability

Assessment and Repair, 2012
For this structure I planned the inspection with all the activities for the under-deck elements piers,
abutments, pre-cast beams and slab lower face and the over-deck elements tarmac and slab upper
face traffic management was required in order to inspect the tarmac and joint condition and core
extraction from the over-deck and also for the use of MEWPs to inspect the under-deck beams. The
traffic management had for this reason to be divided into two stages.

Attributes C and D

For this inspection I was assigned the task to identify the work that our team of engineers could
do and then select companies to be subcontracted for the remaining part of the inspection
works. I decided that we would need a team of operatives to carry out auxiliary work for testing,
a specific company with one team for traffic management and a MEWP operator.

In the under-deck inspection all the areas that I planned to assess were accessed and
everything went as scheduled during the first part of the inspection. Consequently, since I saw
that the information on the structural elements accessed under the deck was more critical and
some anomalies observed on site raised additional concern, I opted to have the team spending
more time on these aspects. I took the risk of covering only the eastbound carriageway (each
carriageway had two lanes) as regards concrete extraction by lack of time but this was not a
priority since the samples had been extracted from the underside of the deck. At the end of the
day, there could have been time for these activities to be carried out in the westbound
carriageway, but the hired traffic management team, which had previously told me that they
were available to carry out their work on this side of the structure, said that they would not have
time for it within the hired schedule which implied a whole extra day for the completion of a job
that would take no more than 2 hours. I then decided that the information that we had was
enough to have a statistically accurate assessment of this structure and did not hire an extra
work day of traffic management.

3. Erskine Bridge Substructure Refurbishment (Scotland) Inspection planning and

completion, 2015
The inspection and assessment works of Erskine Bridge substructure included the piers, abutments,
bearings and plinths and the planning of this inspection aimed at designing the refurbishment of these
elements in case it was proven necessary.
Attributes C and D

From the moment this job was assigned to me, I started to plan it as if I were the designer, in
order to define all the necessary tasks visual observation and testing so that any decision
at the design stage could be based on reliable information and representative of the whole
bridge with regards to the elements in question. Even with relevant testing data from a previous
inspection I proceeded with an initial analysis and an essay of the definition of the extent of the
refurbishment works to test how confident a designer would be to present the project to be
tendered. I then exposed to the resident engineer of the Erskine Bridge and our Project
Manager that further investigation was necessary, since with the available information, even
the updated one from the visual inspection, we were not far from only guessing the extent of
the low performance areas that are likely to present deterioration in short term. My
recommendation to carry out an additional special inspection plan for mentioned purpose was
agreed and accepted by these two colleagues and proposed to the client based on the report
made by me where clearly state these recommendations.

For the testing campaign I proposed to subcontract most of the activities given the fact that our
company was not completely provisioned with either staff or proper testing equipment. On the
other hand, given my experience and the will of some of my younger colleagues to cooperate,
I showed to both Resident Engineer and Project Manager that our company could own the
complete responsibility for the technical interpretation of the results and move on to the design
stage without the need for external consultancy.

4. Erskine Bridge External Maintenance Paint (Scotland) Inspection planning and Factual
Report, 2015
Attributes A and B

The Project Manager asked me to what extent I could contribute to the assessment of the steel
backing flats welding conditions on the underdeck of Erskine Bridge. A full job was required
from: i) planning the inspection and choosing the areas to be assessed; ii) performing the
inspection itself with all allocated resources; iii) write a technical report and; iv) designing the
repair solutions for the problems that would be identified in detail. My knowledge as regards
steel welds and their construction quality and corrosion development is very limited. Therefore
I proposed to manage and carry out tasks i) and ii) and also task iii), as far as my knowledge
would allow, writing a factual report of results that could be used by a specialist team of
designers for this purpose.

Attributes C and D

When I started to plan the inspection I considered that being Erskine Bridge of such a great
dimension the underdeck areas to be inspected would have to follow certain criteria in order to
make the inspection works feasible and to provide sufficiently accurate data on its real
condition. For this purpose I considered mainly safety and access conditions alongside MEWP
hiring that was economically viable. I also aimed at inspecting approximately 1/3 of the bridge
length to then estimate the amount and extension of defects on the areas that were not
observed through inspection by extrapolation.

Despite my view as a non-expert engineer in steelwork welding and corrosion protection, I

wrote the report with all the facts that were observed from the inspections and a certain level
of interpretation as far as general engineering is concerned. I took the liberty to extrapolate the
results but highlighting the associated limitations which included:
1) these spans are not exposed to the most aggressive microenvironments, that is, over
the river, which may be underestimated;
2) these spans were the first to be built in the construction stage which could or not have
had influence on the work rhythm and control quality.
Additionally, I also suggested recommendations saying that, after the access is provided to
the whole underdeck of the bridge, a detailed close visual inspection should be undertaken
prior to any specific repair.

Please note that these boxes expand as you type

Commercial Ability

If you are applying for IEng MICE, MICE or AMICE please demonstrate A and B
If you are applying for CEng MICE please demonstrate A, B and C

A. Prepare and control budgets

B. Use sound knowledge of statutory and commercial frameworks within own area of responsibility and
have an appreciation of other commercial arrangements.
C. Demonstrate sound judgement on statutory, contractual and commercial issues in relation to your
area of responsibility.

Having worked in a consultancy office of a small dimension, although with great responsibilities, for 12
years, in some of the projects I was involved I took part in the whole commercial process since the
bidding preparation to its control and regular contact with the clients for this purpose.
I was fortunate to take part in different statutory frameworks public and private in Portugal, Angola,
Tunisia, Mozambique and Brazil. Some of the bids presented in these countries were successful.
Others were not. The majority of these projects were able to produce results where income vs cost
was not far from the initial estimate and with relevant profit.
1. Piracicaba Bridge, Overpasses km 146.960, km 162.300, km 169.900 and Underpass km
127.292 in Motorway Bandeirantes (So Paulo, Brazil) Durability Assessment and Repair,
2012
My Role: Project Manager
Form of the Contract: Fixed Price Lump Sum

This project included the bidding for the inspection, assessment and repair design for
Piracicaba Bridge, three overpasses and one underpass. Based on the list of costs established
by our office and on the consultation of different local companies that were subcontracted
candidates, my task was to build the budget for this group of structures in order to present a
competitive offer. It was our first time a bid for this kind of job for Brazil and for this company
(CCR Group), which had the concession of an important share of the motorways in the State
of So Paulo. As a consequence, all costs were carefully analysed and options were made
taking controlled risks on how the inspection works on site would go. A holistic view of the
project was followed where our efforts endeavoured a tighter control of costs on the officebased part of the job to compensate any eventual loss in the inspection works. The whole
budget and contacts with subcontractor were done by me and then checked by my director, to
whom I explained all the options considered, including some that required changes in some of
our known costs. The whole budget was analysed, discussed, minor adjustments were done
and then presented to the client. The reply from the clients side was positive. The bid was
won.

Completion of works had some constraints that could have affected the initial budget.
Additional resources that I hadnt predicted had to be used carrying additional costs,
specifically the close visual inspection of the bearings of Piracicaba Bridge. However, I
managed to prove to the client that additional testing was required for the investigation of
concrete cracking pattern that seemed related to alkali-silica reaction (ASR). The client agreed
with the new tests whose profit margin more than compensated the loss regarding the bearings
inspection.

As explained above, in the under-deck inspection of Underpass km 127.292 I took the risk of
covering only the eastbound for concrete extraction by lack of time but this was not a priority
since the samples had been extracted from the underside of the deck. The same testing was
not undertaken for the westbound carriageway. A whole day of traffic management was saved
despite the subcontracted company aiming at having 2 additional hours of work the next day
that would be charged as a complete day (the contract was the hire of services per day).

Additionally, the supporting work of operatives/clerks would also have to be hired for another
day, although the cost was negligible for the whole budget. This way I managed to control the
costs while respecting our contract with both client and subcontracted companies.
2. Viaduct and Footbridge km 011.400 in Motorway Anhanguera (So Paulo, Brazil)
Durability Assessment and Repair, 2012
My Role: Project Manager
Form of the Contract: Fixed Price Lump Sum

The same procedure the previous was adopted although with some adjustments regarding the
location (So Paulo city centre) and the available manpower for the inspections. Given the
experience of the previous first successful contact with the client, some of the activities were
kept open, whether to be implemented or not, especially with regards to the type and quantity
of tests to carried out. I presented this option to my director, after agreeing with the client, and
he agreed that the bid content was ready to present to the client. The bid was won.

Throughout the inspection works and the design stage, some of the activities were kept open
in view of the conditions. As we suspected, Traffic Management (TM) was not needed for most
of the inspections works. In fact, TM was not at all needed due to the type of testing that I
proposed, after being on site and with the agreement of the client. This made that our
budgetary margin could be fairly controlled. We actually ended up having higher margin than
what I predicted in the bid and all the clients requirements were kept along with the necessary
data for the assessment of the structures performance.

3. Silo of Unburnt and Silo Stock Clinker (Birmcherga, Tunisia) Durability Assessment and
Repair, 2010
My Role: Project Manager
Form of the Contract: Fixed Price Lump Sum

This job required a fast intervention, as required by the client, and we opted to build a budget
based on the photographs received from the client alongside all the possible information on
the site and the surrounding region. Despite the fact that the director of the cement plant was
Portuguese, all the contacts were done by mi in French with their commercial team, since all
the remaining staff were Tunisians. I knew in advance that there was a competitive advantage
on our side in relation to other foreign competitors, since there was an agreement between
Portugal and Tunisia that exempted the VAT between the two countries. Other than that there
were no significant differences as to statutory/standards. The bid was presented and accepted
by the client.

The works did not carry out as planned because the client did not have all set as agreed, which
prevented us from doing our job completely. The client proposed to pay us proportionally to
what we had completed. I disagreed and shared my opinion with my director. He ended up
exchanging additional design work in order to receive the initially agreed amount. With this we
lost almost all our margin. For a 7000 income I got to a margin of nearly 8% when it was
initially predicted to be 30%.

4. Vila Magna Cinema RC Roof Slab (Algarve, Portugal), Inspection and Strengthening Design,
2010

My Role: Project Manager

Form of the Contract: Fixed Price Lump Sum

This project was of small dimension but very interesting from the commercial point of view.
The management board of the condominium needed a quick intervention in three stages:
Inspection and assessment; Retrofitting Design; and Retrofitting works. The purpose was to
have all the works completed before the summer. Our estimate was that with high probability,
the slab in question would inevitably need to be strengthened. Our commercial strategy was
to be very competitive in the bid presented for the inspection stage, in order to increase the
chances of winning so that we could have the advantage of knowing well the structure having
already done the mathematical modelling that was used for the assessment of the slabs
structural performance. I prepared both budgets and liaised closely with the client to assess
the clients priorities. Both bids were presented in different stages and both were won.

Since our team knew well the building, I didnt expect to have any surprises hiring a
topographical survey and a group of operatives to help us with some scaffolding and core
extracting. The first part of the job included the inspection works and report and all carried out
as predicted and we even managed to finish the onsite job ahead of schedule. The budget
margins were never at stake and I actually managed to develop more work on the report stage
to prepare the design stage, saving time for the design of the strengthening.

The design stage depended solely on me and the help of a CAD technician. Drawings were
however quick to build because some of the general drawings had been prepared for the
inspection and following structural assessment. The profit margin ended up being more than
70% when it was initially budgeted aiming 50%.

Projects in Scotland
In Scotland, my role as an Engineer with a Team Leader position is framed within Scotland TranServs
(STS) business. This Joint Venture (JV) exists as an Operating company with a contract with Transport
Scotland (TS), which represents the Scottish Ministers, for the management and maintenance of the
Scottish Trunk Road Network South West Unit.
As to procurement and management of Schemes (Projects) Scotland TranServ shall comply with the
following procedures:
- Execute Schemes as part of Operations (cyclic maintenance, investigation, design, etc).
These are either Lump Sum activities to the global contract (5 years) with TS or time charged
according to the professional services and qualifications of the employed staff;

Procure works by means of a competitive tendering procedure, named As of Right (AoR) for
values below 350,000;

Procure works via Scottish Ministers framework, named Works Contract for values above
350,000. In this case the Operating Company acts as the Contract Administrator, that is,
the supervisor of works.

Within one Scheme the three forms of procedure can exist: Operations; As of Right; and Works
Contract.

5. Erskine Bridge Substructure Refurbishment (Scotland) Inspection planning and

completion, 2015
My Role: Lead Engineer/Scheme Manager for a Works Contract of 1.3m
Form of the Contract for the Inspection: As of Right for the subcontracted testing company plus
Operations Timecharge for design and investigation

For this part of the Scheme I reviewed the existing information regarding the status of the
bridge substructure and planned the needs in terms of additional investigation from the
engineering point of view and also assessed the commercial feasibility of the tasks through a
forward costing appraisal.

After an informal consultation to the market I observed that our contractual rates for each
subtask were fairly higher than the ones of possible subcontractors. Our budget would then
have a margin close to 50%. I then prepared the Brief of Works and asked the commercial
team to put it out to tender. The results confirmed my estimates. The tenderer with the lowest
prices would give us a margin of more than 50% (STS rates / Subcontractor rates > 1.50).

Additionally to the subcontracted tasks (AoR) our budget also included available money for
Timecharge for desk study (results appraisal) which to the moment is well within the predicted
value to be spent.

6. Erskine Bridge External Maintenance Paint (Scotland) Inspection planning and Factual
Report, 2015
My Role: Lead Engineer/Inspector for a Works Contract of 3.5m
Form of the Contract: As of Right for the hired Elevated Platforms (MEWPs) company plus
Operations Timecharge for design and investigation

For this part of the Scheme I followed the instructions of the Scheme Manager as to the need
of carrying out an inspection to the underdeck backing flats of the Bridge. I planned the
inspection and its resources accounting for: i) engineering judgement (representativeness); ii)
safe and feasible access to the structure and iii) commercial/financial viability.

I observed that the hiring of a company to provide me access to the underdeck implied a loss
of 20%. This loss is a result of the global contract between STS and TS where the Operating
Company should either have the resources for Lump Sum activities like this or avoid plant
hiring (incentive to avoid this type of operations). However, commercially speaking, I had to
bear in mind two things: i) this task was part of a big Scheme for which the completion of the
task was critical regardless of the loss (~ 1000, negligible in view of the whole Scheme) and
ii) my work (inspection on site and results analysis and report writing) would include a 4 week
fulltime Timecharge and overall STS would have a positive result for this specific task of more
than 12%, which is greater than 8%, the minimum required by the Board of the JV.

The job was completed as predicted, the budget kept as planned and with the predicted margin
(~ 12%) and the subsequent works that lead to the development of the whole Scheme were
carried out according the programme.

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Health, Safety and Welfare

If you are applying for IEng MICE, MICE or AMICE please demonstrate A, B and C
If you are applying for CEng MICE please demonstrate A, B, C and D

A.
B.
C.
D.

A sound knowledge of legislation, hazards and safe systems of work,

Manage risks
Manage health, safety and welfare within own area of responsibility
Leading continuous improvement in health, safety & welfare.

Throughout the years, since I have started to work as a graduate engineer until today, I have had the
opportunity to contact with different realities in countries in three continents.
In the last 5 months I have had the opportunity of being highly involved with Health and Safety matters
in Scotland within Scotland TranServ, which adopts for this subject the policy defined by Balfour Beatty.
It is worth mentioning that this fact, working under UK legislation and enforced safety acts at work, has
changed significantly my approach as to Health and Safety, whether working in the design stage of a
project office based or on site while carrying out inspections or supervising the construction works.
A sound knowledge of legislation, hazards and safe systems of work

My CITB-SMSTS training (Construction Industry Training Board Site Management Safety

Training Scheme) included learning the relevant legislation:

- The Health and safety at work Act 1974. Where I have learned the duties of employers,

employees, hired companies, suppliers and others are established. Emphasis on

sections 2, 3, 4 and 7;
The Management of Health and safety at work Regulations 1999. I learned on the
definition and identification of hazards and risks and on risk assessment;
Construction Design and Management Regulations (CDM) 2007. I have learned the
duties of the Client, the Principal Contractor and the Designer (CDM coordinator in the
2007 version), the regulations on fire, excavations, welfare facilities, inspections,
training and duties of Managers, Supervisors and Operatives. Due to the transition to
the 2015 CDM Regulations supplementary training is planned for the current year;
Control of Substances Hazardous to Health (COSHH) Regulations 2002. I have
learned on
Work at Height Regulations 2005;
Provision and Use at Work Equipment Regulations 1998 (PUWER). I have learned on
the sustainability of work equipment and the maintenance and inspection;
Lifting Operations and Lifting Equipment Regulations 1998 (LOLER). I have learned
on the equipment for lifting or lowering loads and includes lifting accessories, on the
duties of employer, hired company, examination and inspection, reports and defects,
etc.

Hazards are the potential source of harms and in the construction industry there are significant
number of hazards that can be identified, such as:

- Safety related: work at height; falling objects; excavation; moving traffic (trucks, mobile

platforms[MEWPs]); climbing on heavy equipment; powered tools; cutting tools

- Health related: Noise and vibration; extreme weather conditions; fatigue; inadequate
drinking water; toilets or washing facilities; cement or other reactive substances
Safety systems are the actions or measures that eliminate or reduce hazards so that injury is
unlikely, such as:

- Safety related: Assess the work area before commencing work; provide appropriate
Personal Protective Equipment (PPE); provide appropriate training; place appropriate

safety signs; provide instruction in the safe use of hand tools; provide emergency
procedures; provide document sheets with work procedures
Health related: Assess the work area before commencing work; provide appropriate Personal
Protective Equipment (PPE); provide training in manual handling of materials; place
appropriate signs to substances hazardous to health; provide emergency procedures; provide
and maintain appropriate amenities; encourage good hygiene practices; limit noise exposures;
limits vibration exposure; provide regular rest breaks.
Manage Risks

What I learned regarding project risk management, in all the projects I have been involved in,
I divided it in two stages: 1) the risk assessment; 2) the safety system implementation. In the
first I did the identification of the risks, recognising hazards and who might be harmed, and
their quantification. In the latter, what I did and will keep doing in the future is the definition of
the control measures to reduce the risks, the implementation of these measures and the
monitoring of works. In the last part of risk management I reconsider the whole process through
monitoring where I observe if anything changes or is likely to change, reassess the risks and
redefine the control measures as part of the safety systems.

1. Erskine Bridge Substructure Refurbishment (Scotland) Inspection planning and

completion, 2015
My Role: Lead Engineer for Inspection and Report

The inspection works and assessment of Erskine Bridge substructure included the piers,
abutments, bearings and plinths. For this job I reviewed and adapted the Method Statement
and Risk Assessment already in place for this part of the structure and similar tasks.

For the abutments the access was simple and with no specific means of access for which all
we needed was our PPE and to follow the internal procedures of the company to access the
site. For the top of the piers, where the bearings and corresponding plinths were, the access
was done from the over-deck to one of the gantries attached to the structure and then to interior
of the steel box girder. In this case we followed the procedure required for confined spaces. Of
a team of two at least one had to have the confined space training. Communication was
maintained regularly with a top-person stationed at the office building near the bridge by radio
and the air monitored through a portable device carried with us the whole time. Readings were
reported to the top-person every 10 minutes along with the location.

2. Erskine Bridge External Maintenance Painting (Scotland) Inspection to the Backing Flats,
2015
My Role: Lead Engineer for Inspection and Report

This particular inspection was carried out using MEWPs. Given the different heights at which
the spans were above the ground, two types of MEWPs had to be used. This inspection was
to be done by me alone with the operator of each MEWP was also present in the basket. All
the procedures were followed and included the definition of the scope of works, the collection
and analysis of the documentation/certificates of the operators and the machines, risk
assessment and method statement from the hired company, the task briefing sheet and the
induction of the operators. Everything was reviewed by me before works started and on site
each day. Even though the work was planned for a week where the weather happened to be
unstable, it was a good experience in the sense that I had to take some decisions that could
impact my safety, the operators and eventually the publics safety. Given the weather forecast
specific for Erskine Bridge with high wind speed, I decided that part of the work would be

postponed some days in order to have the work done in safer and comfortable means. In view
of this, the paperwork had to reviewed and changed accordingly because dates and the
sequence of the inspection had also changed. I carried out the inspections with some
restrictions for some of the days which implied again some changes in the sequence and object
of works. These changes were nevertheless implemented in order to reduce the risks, having
safety (and comfort or perception of safe movements) regarded in first place.

3. Silo Stock Clinker (Birmcherga, Tunisia) Inspection and Repair Design, 2010
My Role: Lead Engineer and Inspector

In Tunisia, Health & Safety procedures follow what is recommended by companies or

equipment suppliers. The procedures defined by national legislation are very limited and of
little likelihood to be compulsory. In summary, we would have to use common sense, our own
procedure and the clients procedures. When my team and I arrived at the site, the access
conditions were not what we had been formally notified. The upper 2/3 of the silo would be
accessed through the top of the structure. The next step was to assess the risk of entering the
silo. Due to existing intermediate slabs, although with openings to let the clinker go through,
there were several volumes of clinker lumped along the surfaces of the slabs and against the
walls. The presence of this volumes of clinker produced such heat and heavy air that made
me think it unsafe to descend along the silo from the top. After talking with the team, I decided
to do the visual inspection using our cameras and a rigid extensor/stick and a pair of cables,
which would only cover 2/3 of the height of the silo. The bottom third would have to be accessed
from the ground through existing openings in the walls. However, the access was surrounded
by accumulated bulk clinker which formed embankments around the walls of the side of silo.
Again, we proceeded for the risk assessment, where ropes and cables were used to slowly
approach the slope of the embankments. After few steps down the embankment one would
easily sink its legs to the knees which immediately made me exclude this option. In the end
2/3 of the job were done. I would have been very confident and comfortable doing my work
with my team knowing that certain Health and Safety limits would not be allowed by the
company that owned the cement plant in question. In Portugal, with a Management team of
the same owner with a different approach, similar problems were observed and attended to,
although with their own initiative not allowing further works to be carried out due to lack of
safety. This protection and actual mandatory procedure was very much what I have wanted in
Tunisia, working for the same client, as it would not have been my responsibility to abort 1/3
of the work. Nonetheless, the decision and responsibility had after all to be mine with all the
commercial implications it would carry. Higher concerns were, however, raised and I felt this
was the right decision.

4. Piracicaba Bridge, Overpasses km 146.960, km 162.300, km 169.900 and Underpass km

127.292 in Motorway Bandeirantes (So Paulo, Brazil) Durability Assessment and Repair,
2012
My Role: Lead Bridge Engineer and Inspector

The first concern to access these structures was related to traffic management. The Brazilian
law was clear and we had all the procedures well explained by our client (CCR) for this specific
purpose. Additionally, CCR had a list of companies that were approved by them as being
competent to undertake the traffic management work. The company that was hired by us for
this group of inspections seemed organised and proposed to us, in advance, a plan of their
work which included their own risk assessment and accordingly the sequence and placement
of temporary signs, so that we could access the structures and work on the some of the lanes

safely. The traffic management company had their Personal Protection Equipment (PPE)
adequate to roads and highways. Their paperwork showed that they were complying with the
clients mandatory procedures and everything was implemented according to what was
planned. In the case of my team, where an engineer colleague and I were included alongside
subcontracted testing team, we had three different approaches to the existing structures:

Underpass km 127.292 included the use of a MEWP to access the underdeck of the structure
at a height of approximately 5m. Even though the traffic management was well organised and
the movement of the MEWP was restricted, we did not use harnesses while in the basket and
neither the proper PPE. Given the training on H&S (Site Management Safety Training Scheme
SMSTS) provided by Balfour Beatty I have now a completely different perspective and I was
able to undertake similar work already in the UK with all the measures and procedures
adequate to a safe conduct at work.

Overpasses km 146.960, km 162.300 and km 169.900 were accessible from the abutments to
the interior of the box girders it could be considered confined space. None of the persons of
my team had confined space training, even so, the box-girders were relatively spacious and
we had visual and audio contact with the team on the outside. I would say this was far from
high standards on safety but still reasonable, given the dimension of the structural elements
and the access. Nevertheless, the procedures and equipment that I would use today would be
considerably different, reducing the risks significantly.

Piracicaba Bridge included the access to the abutments, which was easy and safe, the access
to interior of the box-girder wide dimensions from the abutments was also simple although
also in this case the space could be considered confined. The same approach was used in the
past, as mentioned above, although in the present I would follow a completely different
approach in line with norms and recommendations presented and discussed in the SMSTS
training course.

Additional Notes and Attribute D - Leading continuous improvement in health, safety &
welfare.
Even if some of the followed procedures wouldnt apparently be needed in some cases, they become
a habit. A good habit. It is a good principle that some actions that can avoid near misses (hazards likely
to happen) become a routine despite the nature of the work does not seem to require it.
The analysis of all required documentation is important to guarantee that we have the qualified people
assigned for the tasks we want to undertake. It also helps certifying that we have adequate and reliable
equipment/machinery and, specially, that we have the global procedure duly assessed as regards the
risks.
All these aspects are fundamental to reduce to the minimum the likelihood of certain hazards to
happen. However, based on recent experience and shared ideas with colleagues at Scotland
TranServ, it is my opinion that, despite being important and a good principle, the Health & Safety formfilling does not necessarily mean that all attention is focused on health and/or safety when undertaking
certain works.
The four rules of Scotland TranServ as regards Health & Safety include:
1.
2.
3.
4.

Be fit for work

Always receive a briefing before starting work
Report all unsafe events and conditions
Stop work if anything changes

Along with my teams and my colleagues, I regard these rules as unquestionable and they are, as far
as it depends on me, always implemented. Nevertheless, filling in task briefing sheets that summarise
and explain a job in question in great detail may not help the ones involved in it to focus on the serious

risks of each task. At some point, these documents become more important and time consuming than
the reality itself. This aspect may lead to partial disregard of real issues I had the opportunity to observe.
It is frequent that, on site, small steps of the working procedure have to be changed. This does not
necessarily mean that work should be stopped in each single event. This decision has to be taken with
wariness. It is unlikely that all the official procedure that briefs the tasks needs to be redone.
The bottom issue is that according to the current law, when undertaking activities involving construction
related works, all people involved are responsible for Health & Safety. The preparatory paperwork is
not only important to plan safely all activities but also, evidently, to assign liabilities to everybody at
different levels. This is of major importance so that each intervenient has an additional motivation to
carry out her/his work with high regard for others and for her/himself. A balanced approach has to be
reached as long as safety and health are not compromised.
In any case, even though certain improvements are to be considered, the standards are already high
under the UK legislation and the procedures seem to be effectively enforced by the companies in the
construction sector.

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Sustainable Development

If you are applying for IEng MICE, MICE or AMICE please demonstrate A and B
If you are applying for CEng MICE please demonstrate A, B and C

A. A sound knowledge of sustainable development best practice

B. Manage engineering activities that contribute to sustainable development
C. Leading continuous improvement in sustainable development.

The fact that I have always been involved in the repair/refurbishment or strengthening of existing
structures carries inevitably an approach towards decisions with a positive impact on sustainable
measures for the construction industry.
A. A sound knowledge of sustainable development best practice
I put in practice the environment sustainable development concept by working towards the use
the available resources with the minimum negative global impact on either short or long terms.
I tried to estimate with my team how far globally intervention would go in order to preserve the
most of the structures with least intervention throughout the years.

I also considered the impacts on social and economic sustainable development aspect, that
is, both type and extension of intervention that would affect the operation of structures, whether
fully or partially closed to the use of professionals or the public.

1. Guadiana Cable-Stayed Bridge (Vila Real Sto. Antnio, Portugal) Durability assessment
and Repair, 2009 (re-evaluated in 2012)
Description of the structure: The bridge is 666 m long with the central span between the towers
being 324 m. The deck stands 20m above the river. The stay cables needed to be replaced and
evidences of anomalies dure to corrosion were identified. After several inspections throughout some
years the detected level of chlorides indicated a durability performance near the standards limits.
My role: Design Engineer - Performing of site inspections and assessment reports and coordination
and elaboration of the design of the repair systems. My role included the design of limited traditional
repair with new concrete/mortar, sealing and injection of cracks and the definition of the areas with
cathodic protection based on a galvanic system. I was also assigned the definition of the Maintenance
Plan, which I defined with resort to corrosion, temperature and humidity sensors.
Team: 2 Engineers/Inspectors and 2 inspection clerks: 1 CAD Technician
Design cost: 86 960
Construction cost: 4 826 842
B. Manage engineering activities that contribute to sustainable development
- I proposed, based on the assessment results and along with the team, that the bridge would
have intervention with least traditional repair methods. These include the break out of the
concrete areas where steel had corroded until a depth of approximately 20 mm beyond the
positions of steel bars. My first option was to repair by this method only those areas evidence
of concrete delamination. With this measure the production of waste would also be minimal.
For the areas where the presence of chlorides was high but still in an initial period (no onset of
corrosion) I preconized a system of galvanic protection with an external sacrificial anode
applied by spraying over the existing concrete. The resources involved in this technique are
immensely inferior to those involved in a traditional repair, albeit with the similar or higher
performance, and significantly more sustainable than regular intervention by protection based
on coating systems, whose performance is very limited time wise and which would not stop
the progression of chloride penetration.

C. Leading continuous improvement in sustainable development.

Taking into account that the efficiency of a recent system has to be monitored to rely on a
measure regarded as sustainable, I proposed and specified, after accepted by my director and
the client, a Maintenance Plan, which I was carried out with resort to sensors of corrosion,
temperature and humidity. With this system I could show to the client that the behaviour of the
bridge would be assessed regularly and in case the system did not perform efficiently, a quick
analysis and definition of how to act could be put in place without further deterioration of the
structure.

2. A737 70 Bridge UB No 8 (Scotland) Replacement of Substandard Parapets Scheme, 2015

Description of the structure: This is a bridge with a simply supported concrete deck made of 21
precast pre-stressed concrete beams and two RC edge beams acting compositely with an in situ RC
deck slab over which a flexible pavement is placed. The bridge carries a two lane single carriageway
and it had substandard parapets and barriers that needed to be replaced.
My role: Design Engineer Pre-design of the strengthening and repair solutions
Team: 1 Engineer
Pre-Design cost: 3 200
Construction cost: 780 000
B. Manage engineering activities that contribute to sustainable development
In order to undertake the strengthening of the deck edges, I defined supplementary surveys to
minimize the intervention on the bridge aiming at reducing intrusive works extent and
environmental impact through the use of less material quantity, traffic restriction and overall
costs.

C. Leading continuous improvement in sustainable development.

- In this specific case I proposed and managed to have four sustainable measures accepted
which included:

i. plinth anchorage with resort to drilled holes and surface preparation of the existing
concrete deck surface without significant concrete cover waste reduces wastes;

ii. specification of new concrete with a binder dosage comprising 30% of Portland cement
70% of blast-furnace slag (GGBS), and iron industry by-product recycles material
and thus reduces CO2 emission highly produced by Portland cement production:
iii. recycling/reuse of the removed and new pavement materials in accordance with the
Scottish Protection Agency (SEPA);
iv. repointing of brickwork in the retaining and wing walls with putty or hydraulic lime
mortar instead of cement-based mortar use of materials with less CO2 emission
associated with their production.

3. SECIL Project PR&D 408D Clinker Reduction in Cement to be Used in Concrete

Compositions Based on New Portuguese Regulation, 2009-2011
Description of the project: The bases of this project were initially designed by me following the study
carried out during my Masters dissertation. In this project I proposed that new concrete compositions
with very low clinker dosages (35 to 50% of binder) would be designed and tested. I proposed this
project in order to assess the possibility of using, in commercially available cements, smaller amount
of clinker than the ones the old deemed-to-satisfy standards allowed. This measure was intended to
reduce the CO2 emission resulting from clinker production.

My role: Researcher I defined together with my advisor and the coordinator of the project which
industrial by-product to test and to assess the concretes performance using this supplementary
material. Fly ash was chosen. The concrete compositions and their remaining constituents were also
design by the three of us. After this I designed in detail the concrete mixes with an assistant and
produced all the concrete composition samples. After this stage, I performed all the work of testing the
hardened-concrete samples for compressive strength, carbonation, chloride penetration and concrete
resistivity. And in the final stage I analysed the tests results and used them as variables of the
mathematical models preconized by the recent Portuguese standards and European
recommendations to predict the lifetime as regards corrosion of RC structures in different
environments.

Team: 1 Researcher, 1 Assistant Engineer, 2 Laboratory Technicians

Cost: 75 000
C. Leading continuous improvement in sustainable development.
I planned and implemented this project within a partnership between SECIL and NOVA
University of Lisbon in the light of the Kyoto Treaty and the Portuguese recent standards that
allowed a new approach as to performance-based design. My initiative was to improve the use
of industrial by-products as supplementary materials to clinker (Portland cement) aiming at
reducing the CO2 emissions by reducing the quantity of clinker in concrete.

I specifically wanted to analyse how far this substitution of materials would go in a concrete
composition as to the performance of concrete in aggressive environments related to steel
corrosion.

In some projects I implemented the quantity of by-products in a combination of fly ashes with
other by-products or even with a clinker presence over 50% but still significantly reduced in
view of common options with ordinary Portland cement as the only binder. In this research
project, which led to similar approach in different construction projects, not only I considered
the environmental aspect as I also took account of the technical and economic aspects.

B. Manage engineering activities that contribute to sustainable development

From my side, working as a consultant and based on the results of this projects, several
projects included concrete mixes designed with large quantities of fly ashes (especially in
marine environments) as a supplementary binder, replacing clinker (Ordinary Portland
cement). This approach and its implementation were carried out by me taking into account
different factors such as: materials availability; chemical and physical performance in different
environments; economic viability; logistics; etc. In order to become a sustainable approach I
tailored in each case the design of solutions with the reduced presence of clinker based on the
findings of this project.

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Interpersonal Skills and Communication

If you are applying for IEng MICE, MICE or AMICE please demonstrate A, B,C and D
If you are applying for CEng MICE please demonstrate A, B, C, D and E

A. Communicate well with others at all levels including effective use of English (see note below), orally
and in writing
B. Discuss ideas and plans competently and with confidence
C. Effective personal and social skills
D. Manage diversity issues
E. Communicate new concepts and ideas to technical and non-technical colleagues including effective
use of English (see note below) orally and in writing
Please note: All assessments and reviews for Engineering Council registration will be conducted in
English, subject to the provision of the Welsh Language Act.

Communication is essential to successfully accomplish all sorts of achievements regardless of their

scale. Although there is a notion that some people have a natural competence as to different forms of
communications and, more important, when to use those in relation to targeted addressees, this is one
skill that can and should be worked out with margin for improvement.
Engineering and Management roles in the UK (Scotland)
Attributes A, B, D and E
- In mid-November I had a video call interview with the HR director, the Design Manager and a
Principal Engineer of Scotland TranServ. The interview was undertaken in English, all the
attendees introduced themselves to me and was enquired on what I knew about the company,
its main activities and the role for which I was applying. My answer was then fully clear to the
attendees and there was never any communication problem, whether vocabulary or syntax
related. I was also asked to summarise my CV and to talk about my roles in the most recent
projects I was involved in and to explain why I was looking for a position in the UK, which I did,
again in a fully clear manner. I was also asked about my expectations regarding the role I was
applying for and once more there were no doubts from TranServs attendees side. Finally, I
had the opportunity to ask some questions as to the companys structure (joint venture of two
companies), companys procedures, staff and relation with the client and subcontractors. My
questions were clearly understood and I have managed to have a more precise idea of the
company. Shortly after the interview I was phoned and told that the company wanted to make
me an offer for the positions I had applied for, which means that, surely, the communication
(always in English) was effective. This was followed by written communication through emails
which was always clear and without any problems due regarding communication itself.

I started to work for Scotland TranServ in February 2015 as a senior engineer and as a team
leader of one of the 6 teams of the Bridges/Structures Section. In my first month I attended to
internal meetings in the Bridges/Structures Section and to meetings with the client Transport
Scotland, where I was introduced to the client and explained my role within the company. After
four months I have been in charge of small teams (3-4 persons) to pursue technical
achievements. I have been asked to help other teams with specific tasks and to plan
managerial aspects regarding budget programmes in my team. The latter involved liaising with
the commercial team that despite being non-technical as regards civil engineering issues
needed an accurate view of our tasks and related procedures.

Since February, since I had been appointed a team leader (3-4 persons), I had no option other
than being in contact with suppliers, subcontractors and the client. This effectively happened
with independent initiative from my side. I made these contacts at all levels: by phone, by email,
through site meetings and office meetings. All aspects of the supply chain I had to discuss with
suppliers and subcontractors, either technical, commercial or operational issues, and with the
client, who I also needed to be chased in order to have the approval of new tasks or schemes,

bids, new solutions for unpredicted problems and final reports and project deliverables. This
was I undertook through the following:

- Prepare and present to the client (Transport Scotland) the report for Erskine Bridge
2015 Maintenance Inspection on piers, abutments and bearing

- Propose to the client additional concrete testing on Erskine bridge piers, prepare the

Brief of Works, ask commercial team to put out to tender, analyse tender results and
chase client to approve it
Propose to the client inspection to the backing flats of the steel box girder of Erskine
Bridge, contact subcontractors to visit site, prepare brief of works and ask commercial
to put to tender, analyse tender results and chase client to approve it
Propose to the client repair to a restricted area of Kingston Bridge South approach,
prepare the brief of works, ask commercial to put out to tender
Prepare the Major Bridges Budget (Erskine, Kingston and Whitecart viaduct) and
discuss the state of affairs with Structures and Commercial teams in bi-monthly
meetings.
Assisting another sub-team with technical help on the M8 Junction 15 concrete testing
plan

Attributes A and C
- With ICE I had three Membership Surgeries in order to get acquainted with the Institution, to
have the opportunity to contact an ICE manager in person and therefore to have a clearer view
of the main objectives of the Institution and how I can commit to its principles, since these are
a benchmark within civil engineering practice. The discussions have been fruitful and all the
addressed issues were fully understood by me and also the ICE manager.
- As to social and personal skills, I have been present in several meetings with the different
teams of the joint venture (roads, commercial, operations, environmental, communications and
traffic control room), which has improved my relationship within the company with direct
reflection on the environment at work. Additionally, some of the seminars and meetings that I
have attended made it possible for me to establish new and closer contacts with staff of each
of the joint venture companies who are based in other locations and with staff that belongs to
the client (Transport Scotland).
- Socially, I have had the privilege of being one of the few of the bridges team in our company
to attend to several night out meetings with the colleagues. Apparently, before, I arrived my
team bridges team was known for not mingling with other teams out of work. I was the first
to go on a night out in 2 years and now other colleagues are taking part in more social activities
with colleagues. Additionally, I have also had the opportunity to do hill walking with two
colleagues of the roads team, as this was one my favourite hobbies in Portugal with some of
my friends, and thus had the opportunity to get to know some of the outstanding and
challenging landscapes in Scotland.

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Professional Commitment

For all grades, please demonstrate A, B, C, D and E

A. Understanding and compliance with the ICE Code of Conduct

B. Plan, carry out and record Continuing Professional Development and encourage others
C. Engage with ICE activities
D. Demonstration of appropriate professional standards, recognising obligations to society, the
profession and the environment.
E. Exercise responsibilities in an ethical manner.

A.

Understanding and compliance with the ICE Code of Conduct

Integrity: all values of good character have to be present in order to have integrity and this is
something that I have present as a person and a civil engineering. Respect, commitment,
honesty, equity are some of the values that have to prevail in order to be considered a
professional before colleagues, clients, suppliers and the public;

Competence related work: I believe that knowing my limit is one the virtues that one must have.
Not to commit with work that I am not competent to do is only honest, respectful and safe for
others and for myself, which I have always done. Moreover, knowing my limits has always
driven me to learn more and improve my professional competence.

Public interest: Above all aspects, the profession of civil engineer holds respect from the
society given the importance of our job. As we serve the public, the structures designed, built
and maintained by civil engineers have to meet their aim with all possible transparency taking
account for safety of all involved and clearness as regards social, economic and environmental
aspects. In the projects I was involved in I was either aware or made aware of this and I have
always implemented it in all the countries I have worked in.

Environmental and sustainable management: As I have shown previously, all projects can
consider the impact on the environment and on viable/sustainable achievements. From
conception to maintenance, in all engineering options I have considered short and long term
effects of the decisions being taken, which had to regard environmental, economic and usage
viability

Development of professional knowledge: As expressed in my curriculum vitae and as follows,

I have always thrived in planning my professional development whether technically,
management or socially related. I have attended courses, conferences, meetings and
submitted and published technical articles. Additionally, I have had the privilege of influencing
colleagues of all levels to engage in new challenges and pursue improvement.

B.

Plan, carry out and record Continuing Professional Development and encourage others

After finishing my licentiate degree (equivalent to Master of Engineering) I started to plan my

application to a Master of Science in Structural Engineering. I felt that that my first year working
in the company might not challenge me to learn heavy structural analysis and design.
Simultaneously, I started as part-time teaching assistant at the University where I got my
degree. The area of expertise was Construction and Materials, which made me study to
achieve the required minimum knowledge to keep up with my University colleagues.

Throughout the years, I have always been driven by the need of expanding skills in specific
fields which I thought to be important in order to differentiate my work, and the companys,
from the majority of civil/structural engineers. Several courses, meetings and discussions and
training programmes were undertaken, although the bigger share of professional development
(whether hard or soft skills related) would depend on my commitment and will to learn. As is
shown in my CV, along with my activity as an engineer, I have also invested a lot of time

dedicated to research, which is expressed in scientific publications. I consider that this is still
today for me an important way of improving as to technical and organisational skills besides
aiming at making us this of ground-breaking ideas. Additionally, it is interesting and important
to analyse the progression of my experience as it helps identifying failures and successes and
to act accordingly for the future.

With regards to encouraging others to pursue their professional development, my contribution

has been so far based on my own example. I have always thought that to learn and to improve
should be the top item of each ones agenda because all would then have a solid basis. Peers
and clients would gain more respect and work could be done in a more efficient and competent
way. Despite not being 100% successful in helping others (depends strongly on each persons
will and talent), young colleagues and the more experienced ones, I continue to express
vehemently my view to plan and implement initiatives to learn more. I strongly consider that in
some cases this learning should be formalised in order to raise standards and credibility before
peers, clients and professional institutions and agencies.

C. Engage with ICE activities

When I started to work in the UK in Glasgow as a civil engineer, I was already aware of the
importance and certain activities of ICE. Before I moved to Scotland I knew already, with
reasonable detail, the different levels of membership within the institution. Accordingly, I
became aware of the impact that ICE membership have in the construction sector, not only in
the UK as all over the world, where numerous UK companies carry out their construction /civil
engineering activities. When settled in Glasgow working for Scotland Transerv, I increased my
study/investigation on ICEs background and position as a reference institution that grants
credibility to their members by raising the standards of their professional activity. This
knowledge about the Institution was carried out by contact with colleagues of the same
company and from other companies, by meeting with an ICE officer to understand the route to
membership and through the consultation of ICE website where some webinars were of great
assistance for the purpose of understanding what it means to be part of ICE structure and what
it holds as to support and commitment, rights and duties and, finally, recognition. Additionally,
in the future I plan to participate in initiatives and training provided by ICE namely as regards
CDM Regulations 2015 and about the support that ICE can provide to members in order to
increase the possibility of having professional recognition.

D.

Demonstration of appropriate professional standards, recognising obligations to society, the

profession and the environment.

As an engineer, and personally, I must add, I have carried out my profession with respect for
the society, the profession and environment. In my activity since I have arrived to Scotland
these values were also always present. In the works I was involved in my jobs had the aim of
serving the public by putting in place my competence according to the functions assigned to
me. I made it clear to the company and colleagues boundaries of my knowledge and proposed
independent work for functions for which I felt fully competent and guided work for those I felt
I needed to improve significantly.

In all cases I honestly performed my duties with high regard for the environment and a rational
use of natural resources and I looked for the best management and definition of technical
solutions in view of the economy and the quality of production. Some of the examples in the
previous sections show that I have thrived to define solutions where the waste was reduced to
minimum feasible and proposed the use of supplementary materials with less CO2 emission
associated with their production.

As regards the profession my conduct, which can be testified by colleagues in Scotland, was
of loyalty, good faith and exemption. My authorship and co-operation in projects was signed
for those projects where I was involved. In each project, I have stated my view as an

engineer/technician with objectivity and exemption based on the evidences and my own
judgement.

I have not been always in agreement with colleagues of the same profession or of other areas
of activity but expressed my view with all honesty. And despite having different ideas I did not
go beyond my competence or interfere with the area of authority of other colleagues and I have
always respected the hierarchy within the company.

E. Exercise responsibilities in an ethical manner.

My professional activity involved different responsibility levels throughout the years which were
exercised on a basis where ethics is one of the main values. In fact, in the Portuguese Order
of Engineers, the admission to the Order, before applying to chartered membership, is only
possible after successful completion of a written examination.

In the UK, the basic principles with regard to ethics do not differ from the Portuguese ones. I
can confirm that to the five questions of the ICE ethics toolkit were one way or another asked
to myself and serious thought was given to each one of them to respect the public, clients,
colleagues and my own integrity:

- My actions were always legal. The fact that I have worked in different countries with

their own legislation made me be aware of their content in advance for the planning,
design and implementation of my work;
I have always followed the Professional codes of conduct of both each country/order
and the companys without any conflict between these. In case the differences were
significant I discussed openly each action with the company and the colleagues
involved;
I have always considered the stakeholders involved whether object of direct or indirect
effect. The publics interest, the commercial interest of the company, the clients
interest and the respect for my colleagues work with which my own might interfere;
My actions as a designer and sometimes a middleman between the owner and the
contractor have put me in a position where some information had to be kept from each
party or shared with in view of the presence of conflict of interests. The question of
how to act was put to discussion whenever the boundaries were difficult to establish;
The perception of my actions to peers and the public was something present in my
thought as the image/exposure to others is a positive pressure on our ethical
behaviour. I do not hesitate to say that all my actions as to ethics are open to
discussion as I am confident there nothing to censor.

As to the specific topic of bribery, I have been fortunate to never have been exposed to such
an experience. Despite working in countries where a certain conduct, seen as normal practice,
would be considered unethical and an act of bribery in other countries, I never felt the pressure
of making a decision compromised with an unethical exchange of favours. However, despite
any habit that some countries may have doing business, my conviction is that any decision
has to be taken impartially and not under the influence of any irregular/illegal/illegitimate
compensation.

Please note that these boxes expand as you type

Notes:
(1)

The construction process includes the conception, design, construction,

commissioning, maintenance, decommissioning, removal, management and
procurement of civil engineering works.

Sign off by mentor(s) (only required for Career Appraisal applications)

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Institution

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Qualifications

Signature

Date

Attribute achievement form

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