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407 Phase 2 Extension

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Ontario, Canadá

  • $
    722
    M

    Construction value

  • 51
    .5

    Miles of length

  • 2015-2047

    Concession period

  • 2019

    Opening date

Blackbird Constructors 407 General Partnership (construction leads are Ferrovial Agroman Canada and Dufferin Construction) have received the Substantial Completion Certificate for the 407 East Phase 2

This Design-Build-Finance-Operate-Maintain (DBFOM) project in Ontario achieved Substantial Completion ahead of schedule, thanks to Cintra Canada, CRH, the Ferrovial Agroman Canada employees, the JV partner Dufferin Construction and others who have contributed to safely delivering this mega-project.  Design Build Project Director (and Managing Director Ferrovial Agroman Canada) Mr. Gabriel Medel, attributed the success of the project “due to the team of talented and passionate people”. 

The safety culture instilled into the organization drove the safe behavior throughout the construction period.  According to Mr. Paul Amaro, Health and Safety Director, over 4,717 site specific safety inspections were performed.   Over 2,576 corrective actions were created and implemented to improve project safety.  As examples, the Project Total Recordable Incident Rate (TRIF) rate to-date is 0.92, compared to the average Provincial rate of 3.63.   The most recent of numerous IHSA Audits took place in May of 2019 resulted in a score of 98.5%.    

With environment at the forefront throughout construction the project included 18 wild life crossings, provides 81 hectares of nesting habitat for Bobolink/Eastner Meadowlarks,  40 butternut tree stems were planted and 12 nesting kiosks for Barn Swallows were installed.  

The massive project included 110 High-Mast Light Fixtures, 33 stream crossings, 650 concrete girders, 72,000 cubic metres of concrete, 3,500,000 metric tonnes of granular (Gravel, etc.),  630,000 metric tonnes of asphalt, 10,000 metric tonnes of rebar, 750 workers at peak construction who totaled more than 3,000,000 worked hours from project start to finish.  

With a contract value of approximately $1.2 billion, the Highway 407 East Phase 2 project now extends Highway 407 22 kilometres from Oshawa to the Highway 35/115 in Clarington, ON.   It connects Highways 401 and 407 East with a 10-kilometre Highway 418 that will serve as a north-south freeway and overall provides eight new interchanges, including three freeway-to-freeway connections.  The Highway 407 East Phase 2 is a toll road and owned by the Ontario government that it is opened today. 

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Reflection Bay Water Reclamation Facility 2 MGD to 6 MGD Expansion and Rehabilitation, TX

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Pearland, Texas

  • 2019

    completion

  • $
    44.7
    M

    Value

PLW Waterworks is expanding the Reflection Bay Water Reclamation Facility in Pearland, Texas from 2 million gallons of surface water a day (MGD) to 6 MGD.

The scope of this project includes construction of a new headworks with two mechanically cleaned bar screens, four new SBR basins to increase capacity and convert to continuous flow SBR technology, a blower and electrical building to house magnetic bearing turbo SBR blowers and switchgear and controls for the SBR headworks equipment. The team will also add two tertiary filter basins, new non-portable water transfer pumps, storage tank, and distribution pumps, as well as chlorine disinfection equipment for the NPW system. A new chemical feed and an electrical building will house chemical feed equipment for the NPW system and electrical switchgear and controls for the NPW system. 

In addition to the new construction, PLW will install two new three-belt dewatering belt presses and associated belt press feed pumps, sludge grinders, package polymer systems, and loadout sludge conveyors, four new positive displacement blowers for the aerated sludge holding tanks in the existing dewatering building,  new associated interconnecting yard piping, a new standby generator, plant-wide instrumentation and supervisory control and data acquisition (SCADA) infrastructure, and finally paving and drainage improvements.

Modifications to the existing lift station will be made to increase capacity, improve mixing, and control odor emissions. PLW Waterworks will change the current sequencing batch reactors (SBRs), amend the existing aerated sludge holding tanks and build two new aerated slurry holding tanks to increase the sludge storage capacity and improve the flexibility of the overall facility operation.

This project received the Engineering News Record Award of Merit (Water/Environment) for 2019.

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Underground work on the city of Murcia’s arterial railway

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Murcia, España

  • 23988066

    Tender budget

  • 52090329
    kg

    Steel bars

  • HA-30
    3386.815

    Reinforced concrete

  • 734.156

    Emptying Excavation

The project will move the over 5 km separating the vicinities of Nonduermas from the Murcia Station Carmen under the current route, connecting them with UIC-width tracks and making them continuous through the rail corridor to Cartagena.

The contract covers the Underground Construction of Nonduermas and the Underground Construction of the Station and Barriomar, with the object being making the current rail corridor suitable for implementing High Speed services, compatible with other types of traffic. 

Underground work on Nonduermas 

With a work timeline of 27 months, the projected route is 2,503 ml long, with a platform for a two-way high-speed rail.  This includes laying two tracks, one of UIC width and the other of a multipurpose width. 

Underground work on the Station and Barriomar 

The route has a length of 2,830 ml, all underground, with the work timeline being 36 months. This includes building a new Station that will service the new underground rails and is located on the on covering slab of the cut-and-cover tunnel. 

It accounts for carrying out an intermediate phase that will enable the underground arrival of the AVE to the  station located 8 m below ground, as soon as the rest of the underground work is done.

This stretch is connected to the PHASE 0 construction work that ALDESA is carrying out, which will, upon going into service, be the origin point for fulfilling the project’s first milestone, the intermediate phase at 15 months, establishing the partial underground work on the rail yard that will enable putting long-distance trains and vicinities connected by the east side into service. 

Below are the diagrams for the rail yards at Murcia’s Carmen Station at different phases (the initial stage, an intermediate point at 15 months, and the final stage), according to the construction project. 

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Silvertown Tunnel

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London, United Kingdom

  • Miles of length

    1.4
    km

    twin-bore road tunnel

  • 2019

    Financial Close

  • £
    1
    .2 B

    Managed Investment

  • 2019 -2050

    Concession period

Riverlinx Ltd, a company comprising Cintra, Aberdeen Standard Investments, BAM PPP, Macquarie Capital and SK E&C – entered into a PPP Contract with Transport for London (TfL) to design, build, finance, operate and maintain the Silvertown tunnel in East London.

This new tunnel will connect the Greenwich peninsula and the Silvertown district. The contract is worth more than £1 billion (circa €1.4 billion), and design and construction of the project will be delivered by a joint venture with Ferrovial Agroman, BAM Nuttall and SK E&C.

The design includes a 1.4-kilometre twin-bore road tunnel under the River Thames as well as 0.6-kilometres of access ramps.  It will connect south of the River Thames with the access to the existing Blackwall Tunnel and north of the River Thames with the Tidal Basin Roundabout, in Silvertown, easing traffic congestion in this key London location.

The catchment area of the new Silvertown Tunnel is expected to see a projected population increase of 650,000 people and see an estimated 286,000 new jobs created by 2036.

The new infrastructure will serve as an alternative to the Blackwall Tunnel, improving traffic flows not only under the River Thames but also in the approaches between Docklands / East London and Southeast London. Currently, an estimated one million hours are wasted each year queuing for the Blackwall tunnel. For those people directly affected this has an economic cost of £10 million every year.

There is currently only one cross-river bus link in East London due to lack of suitable crossings. However, the Silvertown project will provide a dedicated bus lane in either direction. As a result, the project will deliver a dramatic increase in cross-Thames bus services in this part of London. The current number of bus crossings of six buses per hour will rise to a minimum of 40 bus crossing per hour.

By significantly reducing local congestion, using access tolls to encourage sustainable transport modes and increasing public transport provision the project will have a significant beneficial impact on local air quality. The contract requires Riverlinx to undertake comprehensive improvements to the existing urban environment either side of the river, enhancing public realm and promoting more walking and cycling.

The commercial and financial close for the project occurred in 2019, after which construction will commence.  The project will run for twenty-five years thereafter. Riverlinx is responsible for the operations and maintenance of the project.  TfL will only start paying for the project once the tunnel is operational, limiting their financial exposure on this project.

Setting of toll amounts and collecting the tolls will be the sole responsibility of TfL for London, who will also introduce tolls on the Blackwall Tunnel.

The Construction Stage

The Silvertown Tunnel Project is a 1.4 km twin bore road tunnel which will be built under the River Thames. It follows a similar route to the alignment of the Emirates Air Line cable car and connects Silvertown and Greenwich.

The project has been designed to ease congestion around the Blackwall Tunnel, thus improving the environment and providing improved transport links to the East of the city. 

Only one tunnel boring machine (TBM), with a diameter of approximately 12m, will be used to bore both tunnels through geology including alluvium, London clay and Lambeth. The TBM will be launched in Silvertown to bore the first tunnel, rotate in North Greenwich and then return to Silvertown to bore the second tunnel. The project also comprises 600m of access ramps, maintenance buildings and sections of road above the ground including a highway bridge and a footbridge for pedestrians.

Overall the construction team will manage a total excavation of 600,000m3 and 100% of the suitable excavated material will be transported by river, minimising the impact of construction traffic for neighbouring communities and routes. The two maintenance buildings

The works are expected to be completed in 2025 and will be located within the ultra-low Emissions zone. 

The Silvertown Tunnel will bring new opportunities for Ferrovial Agroman over the next 5 years of delivery and provide further development for members of our team. This is the 5th tunnelling project that Ferrovial Agroman has been awarded in London since 2008, following Crossrail, Northern Line Extension, Thames Tideway Tunnel and the Heathrow Baggage Transfer Tunnel.

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SH 99 Grand Parkway. Segments H, I-1 & I-2

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Houston, USA

Grand Parkway Infrastructure
  • 2017-2022

    Construction period

  • 52
    .8

    Miles of Grand Parkway

  • Bridges

    80

    Reconstructed

  • More than

    7
    .5 M/m³

    of earth will be moved

The $855 million SH 99-Grand Parkway, Segments H, I-1 and I-2 Construction Project spans 52.8 miles around northeast Houston within Chambers, Harris, Liberty, and Montgomery counties, making up approximately 25% of a 180+ mile circumferential scenic highway.

At 180+ miles, this circumferential scenic highway will be the longest highway loop in the United States, traversing seven counties and encircling the Greater Houston region, which is the fourth-most populous city in the United States.

In March 2017, the Texas Department of Transportation awarded the design-build construction contract for Segments H, I-1 & I-2 to Grand Parkway Infrastructure, a joint venture led by global infrastructure leader Ferrovial Agroman, along with Webber LLC and Granite Construction Inc.

Construction along the corridor, stretching from the US 59/69 interchange to the north and SH 146 in Baytown to the south, began in 2018. Pre-construction activities included final designs of the road, right-of-way acquisition with property owners, and utility relocations.

Segments H and I-1 are approximately 37.5 miles of a two-lane toll facility with intermittent four-lane sections for passing.   Segment 1-2 is made up of Segments 1-2A and I-2B.  Segment I-2A consists of tolling equipment, upgrades and other improvements for approximately 8.7 miles of an existing four-lane facility from FM 1405 to Interstate 10.  Segment I-2B is approximately 6.1 miles of a new four-lane toll facility from SH 146 in Baytown to FM 1405.

The SH 99 Grand Parkway Segments H & I Project Will improve:

  • The connectivity within the existing transportation network by providing a circumferential link between US-59/I-69 N, IH-10 € and SH 146.
  • Reduce congestion on area roadways while providing more travels options for the motorists.
  • Provide an alternate evacuation route to help relieve congestion during emergency evacuations.
  • Accommodate the forecast population growth.
  • The movement of the people and goods to businesses, places of employment, and residential areas within the region.

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The Bens Wastewater Treatment Plant

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A Coruña, España

The Bens WWTP Website
  • 2
    M

    m³ of land

  • 60000

    expansive

  • Residents

    600000

    equivalents (capacity)

  • Recovery

    950
    kW

    in 2 engines

The Bens WWTP, designed for a population of 600,000 inhabitants, is undoubtedly an iconic project due to its technology and its complex location. Making a model of the terrain with its over two million cubic meters of soil was necessary for this project.

In 1997, the “Improvement to A Coruña’s purification and discharge” construction work was declared to be of general interest to the State (Law 22/1997). The objective was to provide the municipalities of A Coruña, Arteixo, Cambre, Culleredo, and Oleiros with an actual purification system that treated wastewater with a guarantee, allowing it to meet the demands of the European Union’s guidelines on water quality. In this situation, the Bens WWTP was awarded  to the UTE composed of Ferrovial Agromán, S.A. and Cadagua, S.A.in June 2004. Technical assistance to managing the construction was handled by Noega Ingenieros, S.L. and Vaico Ingenieros Consultores, S.A.

The new Bens WWTP was designed to serve a future population equaling 600,000 inhabitants, with the ability to treat a maximum flow of 6.7 m3/s of wastewater. The infrastructure also has a UV disinfection system and an underwater outfall that makes it possible to dilute the water treated at sea over  900 m from the coast. As such, it is in compliance with the European guidelines on purification/sanitation, water quality for  raising mollusks, water to be used in bathrooms, and sludge treatment for purification.

Construction on this infrastructure – which occupies an expanse of nearly 60,000 m2 located between the southwest slope of the Monte Alberto and the seaboard, between the inlet at Bens and Redonda Island – has meant significant work in moving earth. They had to make a model of the terrain over two million cubic meters, an area which is also undergoing preparation for the “Paseo marítimo,” A Coruña’s metropolitan boardwalk, which will reach 30 m above sea level – and the new WWTP.

The raw water begins treatment at the screen chamber, which has two trituration channels at its end equipped with grates and two submergible channel crushers. After them, the water flows into the pumping well for raw water, composed of 7 centrifugal submergible pumps. Then, there is a fine grinder with five channels equipped with automatic 3 mm sieves, eight desander-defatters aerated with a spiral flow that concludes the pretreatment process.

The complex terrain required a compact design and an array of technologies with a small footprint, such as the ten primary decanters with lamellar clarifiers and square shapes, or the six secondary rectangular decanters with suction and flat bases. The biological reactor is complete with 3 pools, each with an approximate volume of 9,150 m3, and it is composed of a facultative selector (7%), a facultative area (16%), an oxic zone (77%), and a deaeration chamber.

After the purified water is disinfected, the treated water goes to the loading chamber of the underwater outfall through an underground pipe made of FRP with a 2,350 mm diameter. The loading chamber has an 11 m diameter and is 18 m deep, and the outfall, designed for a maximum outflow of 6.7 m3/h, is 920 m long, with an underground section measuring 560 m and a section of underwater outfall that is 360 m.

Sludge thickening is done with 5 thickening cells with a unit capacity of 100 m3/h. The thickened, conditioned sludge goes on to the corresponding anaerobic digesters measuring 28 m in diameter and 21 m total in height, which entails a unit volume of 11,000 m3. As such, for this phase the holding time is 21.4 days, and for the future phase it is 20 days. It is important to highlight that, due to environmental impact, the digesters have been partially buried (7.6 m) around their cylindrical part.

The agitation and warming system for the sludge used in this project is the Heatamix® system, technology that was developed and registered by Cadagua. The Heatamix® systems are mixed agitation and warming systems located outside of the digester that agitate the sludge mass using an air-lift effect, caused by injecting pressurized gas into the inner tube while hot water circulates in the jacket.

After digestion and subsequent dehydration by means of 3 centrifuges measuring 30 m3/h each, the sludge goes on to the final Thermal Drying process. This system is based on the process of turbo-desiccation and ensures final dryness of 85%.

During the digestion process, a biogas is produced that is stored in a gasometer for subsequent energetic use. Energy recovery is achieved by means of two 950 kW electric motors. What makes these engines unique is that they can be used as a generating set in case of an electrical outage at the WWTP, which made it necessary to install an additional natural gas rail. The residual heat from water from the jackets and the drip gases from the motor generators are used for warming the sludge in digestion.

Given the plant’s dimensions, two installations were included for eliminating different odors: one for the area where raw water is pumped (the raw water pumping building + the old pretreatment building) and another that serves the sludge area and new pretreatment (the bar screen building + the sludge treatment and energy recovery building). These installations cleanse the air of odors at a rate of 36,864 m3/h and 77,710 m3/h, respectively.

EDAR DE BENS

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Singular bridge over the M-12 and New Accesses to the Terminal (N.A.T).

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Madrid, España

  • 360000

    excavation

  • 63000

    embankment

  • 20000

    concrete

  • 2200
    T

    structural steel

Connecting the interior roadway in Valdebebas Park with the roadway for Barajas’s New Accesses to the Terminal (N.A.T.) with a Singular Bridge over the M-12.

Construction work on the “Singular Bridge over the M-12 and accesses to the NAT Barajas in Valdebebas (Madrid)” consists of building an access connecting the residential area of Valdebebas and Terminal T4 at Barajas with a bridge that crosses the M-12.

The bridge spans 162.00 mts and a deck width of 24.50 mts, with a symmetrical transverse arrangement that can accommodate two lanes of traffic in both directions that are each 3.50 m wide and two sidewalks measuring 2.75 m. In the central area, there is a median 4 m wide that allows the arch to pass through the deck, separated from the roadway by protective barriers. The total width of the deck is finished out with the space occupied by the imposts on both edges.

The deck is made of a metallic section multicellular caisson with S355 J2 steel and a constant span of 3mts on the section’s axis, over which there is a concrete slab measuring 0.25 m thick.

The entire deck is suspended from the arch with a maximum height of 10.30 m at the center of the bridge and a length of 124 m, with its almost rectangular section having a constant span of 1.50 mts.

The deck’s connection to the arch is by means of a mesh or lattice with rectangular tubular profiles of S355 J2H steel, which is called a “diagrid”, located along 4 longitudinal planes, making the cross-section vary linearly from 4.00 m where it meets the deck, to 2.00 m at the keystone.

The bridge is balanced at each end with a counterweight anchored to the ground with stakes under traction, located along a platform across the width of the deck.

The main foundation at supports 1 and 2 consists of a pile cap of reinforced concrete. At the counterweight beside T-4, there are some ornamental lateral walls made of reinforced concrete that are 14 mts tall, which form an elevated circular gazebo.

The Bridge’s connection with T-4 over the M-12 is complete with a series of paths and branches that provide connections between Valdebebas and the existing road, as well as with the airport.

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Metro Line 3, Chile

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Santiago de Chile, Chile

Ferrovial YouTube channel
  • 5316
    ml

    tunneling

  • 2

    stations

  • 140
    M

    contract value

The Line 3 project is a part of a series of construction projects that the Empresa de Metro began in 2012. It involves an expansion of 22 kilometers overall, from the Plaza de Quilicura station to the Fernando Castillo Velasco terminal station, going through the communities of Quilicura, Conchalí, Independencia, Santiago, Ñuñoa, and La Reina.

 Line 3 has seen an increase in traffic of roughly 245,000 people per day to the Santiago de Chile  metro network across its five high-influx stations:  Universidad de Chile, where 97,000 passengers converge; Los Libertadores with 36,000 people; Plaza Egaña at 26,000 individuals; Matta with 19,000 customers, and Irarrázaval with 18,000 users, in addition to being the only line that connects with the rest of the Santiago Metro’s subterranean train lines.

The construction carried out by Ferrovial Agroman consists of a total of 4,050 miles of interstation tunnels, 6 access shafts, 182 miles of access points, 610 miles of pedestrian tunnels, and 656 miles of station tunnels at Plaza de Armas, Universidad de Chile, Parque Almagro, and Matta Station; this is in addition to all of the station interiors and the completion of the Ñuñoa and Universidad de Chile stations.

For the design, supply, and setup of the gallery and tunnel interiors of Line 3’s 17 stations, top-quality materials such as fire-resistant waterproofing tested against accidents, substructure, and metallic interiors were used, drawing on BIM methodology for their measurement and installation.

Of particular note among the innovative features included are the automated trains, security cameras on the trains, the platform doors, and self-service machines for ticket sales.

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Santiago de Chile Metro’s Line 6

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Santiago de Chile, Chile

  • 42
    M

    Amount

  • 125000
    m3

    underground excavation

  • 675000
    kg

    steely

Construction of 2 stations, 2 interstation shafts, 6 ventilation shafts, and the interstation tunnel between these areas with an approximate length of 3,000 meters.

The entire route of Santiago de Chile metro’s Line 6 is planned to go through a tunnel and has a total length of roughly 15.4 km. Ferrovial Agroman was commissioned for the construction of Segment 2 of this line, which includes the construction of 2 stations, 2 interstation shafts, 6 ventilation shafts, and the interstation tunnel between these areas with an approximate length of 3,000 meters.

Most of the construction is on completing the Interstation Tunnel, whose height above ground ranges from 24 to 14 meters. The geometrical outline of the stretch’s sections, determined by functional demands, is conditioned by the characteristics of the line’s route since a lower radius of curvature in aligning the route requires a greater useful tunnel surface needed to meet the clearance demands. For these reasons, tunnel sections with an inner radius of 4,650 meters along straight segments and sections with an inner radius of 5,100 meters along curved segments with radii along the line 180 m ≤ R < 250 m.

For construction on the Interstation Tunnel, the New Austrian Tunneling Method (NATM) was applied, which consists of a sequential, cyclical process of conventional excavation and simultaneous placing of the primary casing that confines the earth enough until the excavation is sufficiently stabilized.

In a later phase, the secondary casing is applied with the aim of responding to the

tunnel’s service conditions. The excavation is done by mechanical means, with the elements of the casing being composed of wire mesh, cross-linked frames, and shotcrete, as basic elements of support. There is also support from safety nets along those special segments where greater containment is needed from the front of excavation. All the previous work was carried out with their own personnel, with a human team composed of 380 people for doing the construction.

The geotechnical complexity of this stretch has undoubtedly shaped the entire development of the project from its start, forcing the continual adoption of corrective measures as required by progress on the work. This is evident in the more than 10 revisions and modifications that the first sectioning of supports projected for the interstation tunnel, based on the stratigraphy of the materials to be crossed. For all of these reasons, the project has had to rely on geological experts and specialists that, at each step of the way, confirm the materials found, to thus determine the support to use in the next stretch of excavation.

The constructive sequence was as follows:

1. Excavation from start to finish, the length excavated was  1.5 m of a gravel section and 1 m in sections of fine and mixed particles.

2. Execution of the 5-cm seal layer of H-35 shotcrete along the border and at the front.

3. Positioning the first layer of wire mesh (with the corresponding overlap with protective shell from the previous phase).

4. Placing the cross-linked frame with the corresponding separators.

5. Completing the first structural layer of 10 or 15 H-35 shotcrete, depending on the material.

6. Second layer of wire mesh.

7. Second structural layer of 15 cm of H-35 shotcrete.

8. An inverted support arch in the tunnel also had to be done during excavation in unique zones.

In addition to the interstation tunnel, the project consists of two stations, the execution of two shafts, 196 meters of tunnel station, and six ventilation shafts, all done at the slab level.

Of note are the 125,000 m³ of subterranean excavation, with the big associated question of having to move the excavated material beyond the worksite to dumps of outlying areas, taking into account that the construction is situated in the center of a city of more than 7 million residents.

As main measurements of the construction, there is the 10,500 m³ of H-35 shotcrete, the 12,000 m³ of H-30 slab concrete, the 675,000 kg of steel for construction, and the 4,824 linear meters of self-drilling bolt safety nets.

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Heathrow Q6 Framework

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London, United Kingdom

  • £
    220
    M

    Value

  • 2014-2019

    Dates

  • +
    50

    Work packages in Q6

  • 150

    Staff Ferrovial Agroman

The Q6 capital works investment programme focuses on asset replacement, whilst ensuring diverse stakeholder demands from regulators and airlines are met to deliver customer value. Working in a congested, live environment at the world’s second busiest airport, we are supporting HAL to operate within competing commercial, regulatory and technical challenges.

As Delivery Integrator (DI) of Lot 3 (northern airside and landside), we engage with Heathrow Airport Holdings (HAL) early in the work package development phase to influence designs, achieving efficiencies and ensuring safe buildability. The construction scope includes upgrading and reconfiguring aircraft stands and taxiways, concrete and asphalt surfacing, building, civil and M&E works. Each discrete Work Package is delivered under a NEC3 Option C contract, with the overall framework management operating under a NEC3 Option F contract.

We facilitate collaborative programme planning alongside HAL and three other DIs; maximised CAPEX efficiency through Early Contractor Involvement (ECI), and designs for optimum, whole-life OPEX value.

Work Packages delivered so far include Bravo taxiway realignment to cater for a new fleet of A380 aircraft, the Kilo apron development and numerous other critical infrastructure works.

We manage multiple complex interfaces with existing operational infrastructure, other projects and diverse stakeholders, including regulators and airlines. Fluid collaboration and communication between all parties enables teams to work seamlessly as one organisation. We are also actively leading the implementation of HAL’s Sustainable Growth agenda, having launched a 100% electric vehicle fleet across our sites.

Added Value

  • £33.2 M savings delivered overall through innovation and best practice – achieving a 93.8% Strategic Performance KPI and making us the top performing contractor in the Q6 programme.
  • We have achieved more than 500,000 RIDDOR-free hours in one year.
  • Collaboration with other contractors on the T2B stands contributed to industry-leading production rates of 2,600 m³ PQC slipformed in a row and 780 m³ hand-lay in a day – now used across the HAL Community.
  • We are working with industry leaders to develop a new concrete product for use at the airport, with very low shrinking, low temperature dependency and high compressive and flexural strength.

Our Projects Around the World

See more projects I77 Charlo

I-77 Express Lanes, NC

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T2 Heathrow Reino Unido

T2 Heathrow Airport

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crossrail project in london, uk

Farringdon Station

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