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Civil engineering is an important line of business for our company. Indeed, it is a field of action in which we have achieved a high degree of expertise as a result of the experience accumulated in the performance of control and surveillance duties on linear works.
We specialize in a wide range of disciplines and technologies, thus making it possible for us to apply this acquired knowledge and experience to wide variety of projects within the field of civil engineering. Our know-how enables us to offer integrated, creative, yet realistic solutions that are highly innovative and possess a large degree of added value, given our ability to provide the technical and human resources needed to achieve the goals being pursued.
• Engineering Design, construction of Roads and Bridges;
• Highway/Road Construction;
• Landscaping, drainage network;
• Structural Engineering Works Associated with Steel Construction,
• Geo-Technical/Foundation Engineering Works
The need for developers to carry out the work in the shortest time possible time makes the meeting of pre-established construction schedules one of the main priorities of any development project. The current market situation imposing strict budget adjustment policies in the contracting of construction work, along with efficient works management in order to respect the initial cost scale estimates for the project. Together with the increasing importance of minimizing the impact of possible changes and ensuring that the foreseen quality level remains unaltered. All of these factors create the current need for the development of an Integrated Project Management practices. Integrated Project Management is mainly concerned of providing the developer with the external technical resources needed to co-ordinate, monitor and manage all project activities, as well as to implement all the procedures needed to guarantee fulfillment of the goals that have been set at the outset.
Benchmarks will be located and other fixed points used in design for roads. Where any or some of the fixed points will be affected during the progress of work, parallel survey line will be established at a safe distance, corresponding point by point to the original line to the approval of the Engineer.
Where the situation is such that it does not fully interfere with the traffic, methods will be advised to ensure that there is safe and expeditious movement of the traffic, motorized and non – motorized through the construction zone and to the safety of the work force performing the operations. In addition, constant surveillance will be provided to ensure obedience to the traffic regulations. The traffic control shall include such items as signing, methods and devices for delineation and channelization and others such as maintenance devices, roadway lighting, barricades, reflectorized signs, flag persons, etc. which will be designed in such a way as to convey a clear meaning, However, for all traffic deviation, construction sign plan and scheduling will be submitted to the Engineer for approval.
With the survey work in progress delineating the right of way for the road, site clearance on either side of the road will follow. The bulldozer will be used for this operation. All the materials arising there from will be disposed of in accordance with specification or as may be divided by the Engineer.
In areas of cut, or extensively failed areas where the pavement is to removed, excavation/removal of materials will be carried out with a bulldozer to the required formation level. The resulting surface will be re-compacted to the required density before introducing the sub base materials. The excavated materials, after classification and if found suitable, will be used for the area of fill, introducing them in layers of 150mm with the subsequent compaction to the specified density.
Filling, compaction, shaping, moisture conditioning and treatment of the ensuing slopes will be in accordance with specification.
After the sugared/embankment has been brought to the required formation level, the sub base will be introduced. This is after the sub-grade has been treated as may be directed by the Engineer and in accordance with the specification. The sub- base will be of the specified select materials or as may be specified and spread in the specified layers and thereafter compacted to the required density. At all times the sub base will be moisture conditioned to achieve the optimum density. The compactive effort will be such as to achieve density throughout the length of the road at all sections. All exposed surfaces for each lift of sub base, after compaction, will be protected by a cambered surface from excessive moisture content changes due to rainstorm, pending the placement of the next lift – where more than one lift is required. Longitudinal and transverse joints in any two successive layers shall be staggered as may be directed by the Engineer. All the operations including the sequence of carrying them out will be as specified/as may be directed by the Engineer. Compaction of the base course shall follow a similar course as outlined above for the sub base. Compaction will be to the required density, cambered and surface tolerance.
The construction of the base course shall follow a similar course as outlined above for the sub base. Compaction will be to the required density, camber and surface tolerance.
After the base course has been certified by the Engineer to be true to the required grade and cross section and also to have met all other specified requirements, is surface will be prepared to receive the prime coat. The preparation will be as specified. The prime coat shall be spread at the rate and manner specified. Curing will be by means of clean sharp sand – to be approved by the Engineer. The binder course shall not be introduced until the curing has been completed as specified. After brushing of the sand at the end of the curing period, any defects will be made good as may be directed by the Engineer. The amended surfaces shall then be allowed sufficient time to harden. The asphalt mix design will be approved prior to production. Precautions will be taken during transportation of the asphalt to ensure that it does not become contaminated with dust of foreign matter. Covers such as waterproof canvas and other insulations will be provided such that the specified laying temperature will be maintained. After spreading of the mix by the pavers, the resulting mat will be compacted in accordance with the specification to a thickness of 40mm.With the tack coat being spread as may be specified, the work for the wearing course will follow a similar pattern as binder course. All the ensuring construction joints will be treated according to the specification all that is specified will be carried out accordingly.
For pot holes regular rectangular sections will be cut to a minimum 150mm beyond the failed surface. The failed base or sub base layers will be removed. After compacting the subgrade, the sub-base (where applicable) and base material (stones for base) will be introduced in 150mm layers and each compacted to the required density. Finally the asphaltic concrete after the prime coat will be laid and compacted to the required density in such a way that is slightly higher that the adjacent surface to a thickness of 50mm. For distressed areas that will be cut out, the underlying pavement structure – base will be removed while the sub – base will be scarified and re-compacted where suitable or otherwise shall be replaced by new material. Prior to the asphaltic concrete introduction, the stone base will be laid and compacted as specified.
Excavation will be done with a hydraulic excavator. The storage or disposal of the excavated materials will be in accordance with specification.
After the blinding concrete, the base will be constructed within conventional non – water absorbent plywood and timber shutters with propos with wall reinforcements in place. Next will be the construction of the walls within conventional marine plywood wall shutters with timber propos.
Mixing of concrete to an approved mix design will be at site. Pouring of concrete will be by the use dumpers and chutes
Cutting and bending of reinforcement to BS 4466 1981 will be carried out in purpose- prepare yard.
After the concrete has attained the design strength, careful backfilling with selected approved materials will be carried out in the layers specified and compacted in accordance with the specification. Care will be taken to put excessive pressure on the walls.
Excavation will be done by the use of hydraulic excavator. Trimming of the excavator to a safe profile and levelling of the horizontal portion to the required formation level will be by hand. The materials so excavated will either be stored or disposed of in accordance with the specification. Where rock is encountered, a hydraulic hammer fitted to the excavator or a hand held pneumatic hammer will be used to break up the rock. The arising will then be disposed of. Where explosives are to be used, permission will be sought in accordance with the specification.
After the construction of the key, the blinding concrete will follow after which the base with the kickers for walls will be carried out with non – water absorbent plywood shutters and timber propos. The surface of the kickers will be prepared in accordance with the specification or as instructed by project Engineer.
The walls of the box culverts will be constructed within conventional plywood (non- 0 water absorbent type) and timber shutter with propos. The pouring of the concrete for the walls will be carried out in one operation.
The top slab will be constructed within conventional (non – water absorbent) plywood and timber shutters for both soffit and the wings. The starter bars and the part of reinforcement of the headwalls will be completed. Removal of the soffit formwork will be as specified. Within the reinforcement of the wing walls already projecting from the finished base(for the apron) and walls, this will then, be finally completed together with all other ancillaries.
Mixing of concrete by weight to an approved mix design will be at site
Cutting and bending of reinforcement scheduling to BS 4466 1981 will be carried out in a purpose – prepared yard.
Two 25tonne mobile hydraulic boom cranes together with concrete buckets and dumpers will be used.
After the last concrete pouring has reached the design strength, the backfilling around the structure will be carried out with selected fill materials and compacted in layers as specified to the required density
The excavation procedure will be similar to the one box culverts. The blinding concrete, lying of the pipes, concrete surround including such items headwalls, etc. will be carried out as specified
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