Civil Project Engineer- Water Treatment Delivery - [Archived Advertisement]
Contec Recruitment (View other jobs from this organisation)
Civil Project Engineer- Water Treatment Delivery
This privately owned mid tier civil contractor has been operating for over 12 years. Their main office is based in the Brisbane area and have completed projects successfully Australia wide. With areas of civil construction slowing down, the demand for pipelines whether water, sewer or gas is at a constant high.
There are some major international and domestic companies with well known reputations as being: gas, oil and water pipeline professionals establishing sites in different parts of Queensland. This mid tier civil contractor has been contracted to install water pipelines and treatment facilities in Central Coast NSW, Hunter and Newcastle.
As Project Engineer role responsibilities will include:
- Managing work crews and resources
- Following set program and schedules
- Liaising with Clients and Government bodies
- Assisting Project Manager
We are searching for Civil Engineers with at least 3 years on site experience on steel pipeline projects involving the complete start to finish responsibilities and actions involved in pipe installations. This is a great opportunity to secure long term work and start working your way into project management.
To apply online, please click on the link below. Alternatively, for further information, please contact Justin Paul on +617 3250 9504 quoting Reference No. JNP21991.
07 3250 9500
- NSW - Newcastle
- $130,000 + Super + Car
- Work Type:
- Full Time
Environment & Water


Through Duke University’s First-Year Design (FYD) program, students gain early experience as they work in multi-disciplinary teams to design and build prototype solutions to solve real-world, client-based problems.
A cost-effective, residential bridge that can withstand major weather events
A storage system for adaptive sports equipment for those with physical challenges or disabilities
An efficient and productive makerspace from a 40-foot-long converted shipping container
October 30, 2020
First-Year Design finds ways to provide real-world engineering experiences during a difficult semester
March 2, 2020
First-Years work to alleviate trash issues in Durham's local waters.
January 10, 2020
Members of Skanska’s Durham NC team supporter first-year Duke University students as they created a solution that could one day improve safety on job sites across the world
Duke Engineering offers students a progressive immersion in engineering design, from the first-year overview to capstone design projects in their chosen disciplines.
You have the opportunity to support bright students and to benefit from their ideas!
Click the pins to see First-Year Design clients and projects by location


Solid Waste Management Plant
A solid waste disposal facility consisting of different devices and combining with different sorting methods to separate useful resources out from the municipal solid waste. Can include source reduction, recycling, storage, collection, transportation, processing, and disposal. Solid waste facilities include landfill, composting sites, transfer stations, incinerators, and processing facilities. Complete estimate of the current quantities and composition of the overall waste stream generated in the planning unit. This evaluation needs to include estimates for municipal solid waste (MSW), Which includes residential, commercial and institutional waste, construction and demolition ( C&D) debris, industrial waste, and biosolids.
All nonhazardous solid waste from a community that requires collection and transport to a processing or disposal site is called refuse or municipal solid waste (MSW). Refuse includes garbage and rubbish. Garbage is mostly decomposable food waste; rubbish is mostly dry material such as glass, paper, cloth, or wood. Garbage is highly putrescible or decomposable, Where as rubbish is not. Trash is rubbish that includes bulky items such as old refrigerators, couches, or large tree stumps. Trash requires special collection and handling.
7 R`s Recycling
- Re – Gift


Welcome to the City of Apopka Community Development Department! The department is comprised of three divisions:
Duties & Responsibilities
The Community Development Department strives to set the highest standards and expectations for customer and resident satisfaction in the implementation and administration of various city, state, and federal codes and regulations.
The Community Development Department is responsible for managing a wide range of services related to the physical development of the City of Apopka, including:
- Annexation programs
- Construction permitting and inspection
- Economic development
- Long-range strategic and land use planning
- Site and building plan review
The Department also provides staff support for the Planning Commission, the Community Redevelopment Agency, and the Redevelopment Advisory Board, as well as professional and technical services to other internal Departments.
The Community Development Department is responsible for the planning functions of the City. The department prepares, updates, and enforces the Comprehensive Plan, Land Development Code, and Development Design Guidelines.
These documents provide vision and guidance for the future development of Apopka so that the City's quality of life can be maintained and enhanced.
Please Note: Starting June 5, 2023 the City of Apopka will be implementing a new survey processing time-frame.
All foundation and final surveys will have a 2 to 3 business day turn-around time.
Any questions, please contact John Hanson.
Proposed Apopka Trail Map
The City of Apopka's Downtown Trail System will include the following trails:
- E. Station Street / E. 6th Street from S. Central Avenue to McGee Avenue
- Michael Gladden Boulevard from Hawthorne Ave. to S. Park Avenue
- S. Hawthorne Avenue from W. Michael Gladden Avenue to 5th Street
- 5th Street from S. Hawthorne Avenue to Marvin Zanders Avenue


ALBA PLUS (+)
ALBA PLUS is a new concept in water bore clean-out and maintenance.
quality solutions to solve the myriad and complicated problems faced by groundwater users
We are dedicated to finding solutions to solve the myriad and complicated problems faced by groundwater users.
At Chemdrex, we believe everyone has the right to clean water. That's why, for more than 3 decades we have been offering water purification chemicals, water treatment consultation and quality water treatment solutions.
Our team is immensely talented, skilled, well-trained and passionate about their work. Not only do we offer great service to clients, the advice we offer to our clients is often invaluable.
Our water treatment products and services are backed by research, understanding of the problems encountered by groundwater users and last but not the least the advice based on the 50 years of accumulated experience of our Technical Owner-Manager, Gordon K. Monkman. Our patented chemical formulations and water treatment chemical supplies are developed to solve the problems that occur in over 90% of the water bores around the world. Take a look into our Products and Services sections to know more.
We are Australia's leading manufacturer and supplier of groundwater rehabilitation chemicals.
Since 1978 we are committed to bringing the most valuable water treatment solutions in Australia. We pride ourselves in providing easy-to-use and effective water treatment chemicals. Our years of experience backed by innovative technology solutions, products and services, help us in meeting different water purification and treatment needs.
Water bore screens are custom designed and manufactured as required in our Brisbane Factory. They are carefully packaged and dispatched via the best and quickest...
The packaging is designed to meet the requirements of The Dept of Transport for road and rail. All the products are packaged in 20 litre drums or 20kg pails. This size is convenient for handling .


LIST OF PROJECTS CURRENTLY BEING UNDERTAKEN
- Strengthening Climate Resilience in the Kafue Sub-Basin (SCRiKA) Project :- Aimed at strengthening the adaptive capacity of rural communities to better respond to effects of climate change. It is implemented together with other Government Organisations forming the Project Implementation Team.
- Enhancing Local Government Capacity for Development:- The project seeks to contribute to the implementation of the Decentralisation Policy (2002) and the 7th National Development Plan (2017)
- Social Protection /Single Window Program:- The project aims at improving coordination of all social protection activities in the District by bring all stakeholders together.
His Excellency President Dr. Edgar Chagwa Lungu has today launched the 26 million dollar Chiansi Irrigation Scheme in Kafue. The irrigation canal will be constructed in Chanyanya under Magoba ward and once completed, the canal which will tap water from Kafue River will supply water to 1,000 small scale farmers in the area, 38 commercial farmers with Centre pivots including ZNS wheat farm which is currently cultivating 60 hectors of wheat. The Chiansi Irrigation Project in Chanyanya area of Kafue District is set to employ 400 local people at the first phase of construction. The project is expected to be fully operational in the year 2020 and it will have the capacity to irrigate 3,800 hectors of land. The irrigation canal bulk funding is funded by the Netherlands Republic and another proportion from local commercial farmers. At completion, the area will have a processing mill plant for wheat and other irrigated crops.
.Rehabilitation of the council owned community radio station
The community radio station is being rehabilitated by the works department with wall,tiling,plumbing and carpentry works at 100% completion and overall percentage completion at 66%.
6.Installation of Solar Powered Traffic lights
Kafue Town Council intends to install solar powered traffic signals at the intersection of kafue road and president drive, which will help prevent the occurrence of road traffic accidents there.


Sidewalk and Curb Installation:
Requirements governing streets and sidewalks can be found in the City Code Section 12, and in DPW-published "Specifications for Highways Covering Residential and Industrial Developments.
For maintenance issues with the streetlights, repair service can be requested by calling the Public Works office at 780-3175.
If possible when reporting an outage, please provide us with the pole number of the streetlight of concern. The number is a tag installed by National Grid and is located at about eye level on the pole. This will assist the City in assigning work to repair crews.
Street Paving and Repairing:
Historically, the city has spent close to $2,000,000 per year paving and repairing city streets. The Department of Public Works welcomes resident input regarding conditions of roads and need for repairs. All requests are given proper attention and considerations when the yearly work list is being compiled.
Sidewalk Replacement Cost Share Program:
A new cost share program to assist property owners in replacing existing sidewalks in the city is available. Please check on the attachment for details on how to apply and receive reimbursement.


Due to the severe storms there is a lot of flooding in this area. Roads are closed. If you want to get into Dumfries - suggest you use the back road to Locharbriggs which is usually OK.
Here is the link to the Tide Table where you can check when flooding is likely to be at its worst due to the incoming tide.
Here is the link to SEPA Flood alert where you can check areas where flooding is likely and can also find out what to do in the event of flooding in your area.There is much useful information on this site.


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2 Example - Allowable-Stress Design of Composite, Rolled-Beam Stringer Bridge
FIGURE 15.55 Number of internal and external redundants for various types of cablestayed bridges.
FIGURE 15.56 Cable-stayed bridge with three spans. (a) Girder is continuous over the three spans. (b) Insertion of hinges in the girder at cable
attachments makes system statically determinate.
cables and pylons support the girder. When these redundants are set equal to zero, an articulated, statically determinate base system is obtained, Fig. 15.56b. When the loads are applied to this choice of base system, the stresses in the cables do not differ greatly from their
final values; so the cables may be dimensioned in a preliminary way.
Other approaches are also possible. One is to use the continuous girder itself as a statically
indeterminate base system, with the cable forces as redundants. But computation is generally
A third method involves imposition of hinges, for example at a and b (Fig. 15.57), so
placed as to form two coupled symmetrical base systems, each statically indeterminate to
the fourth degree. The influence lines for the four indeterminate cable forces of each partial
base system are at the same time also the influence lines of the cable forces in the real
system. The two redundant moments Xa and Xb are treated as symmetrical and antisymmetrical group loads, Y ϭ Xa ϩ Xb and Z ϭ Xa Ϫ Xb , to calculate influence lines for the 10degree indeterminate structure shown. Kern moments are plotted to determine maximum
effects of combined bending and axial forces.
A similar concept is illustrated in Fig. 15.58, which shows the application of independent
symmetric and antisymmetric group stress relationships to simplify calculations for an 8degree indeterminate system. Thus, the first redundant group X1 is the self-stressing of the
lowest cables in tension to produce M1 ϭ ϩ1 at supports.
The above procedures also apply to influence-line determinations. Typical influence lines
for two bridge types are shown in Fig. 15.59. These demonstrate that the fixed cables have
a favorable effect on the girders but induce sizable bending moments in the pylons, as well
as differential forces on the saddle bearings.
Note also that the radiating system in Fig. 15.55c and d generally has more favorable
bending moments for long spans than does the harp system of Fig. 15.59. Cable stresses
also are somewhat lower for the radiating system, because the steeper cables are more effective. But the concentration of cable forces at the top of the pylon introduces detailing and
construction difficulties. When viewed at an angle, the radiating system presents esthetic
problems, because of the different intersection angles when the cables are in two planes.
Furthermore, fixity of the cables at pylons with the radiating system in Fig. 15.55c and d
produces a wider range of stress than does a movable arrangement. This can adversely
influence design for fatigue.
A typical maximum-minimum moment and axial-force diagram for a harp bridge is shown
in Fig. 15.60.
The secondary effect of creep of cables (Art. 15.12) can be incorporated into the analysis.
The analogy of a beam on elastic supports is changed thereby to that of a beam on linear
viscoelastic supports. Better stiffness against creep for cable-stayed bridges than for comparable suspension bridges has been reported. (K. Moser, ‘‘Time-Dependent Response of the
Suspension and Cable-Stayed Bridges,’’ International Association of Bridge and Structural
Engineers, 8th Congress Final Report, 1968, pp. 119–129.)
(W. Podolny, Jr., and J. B. Scalzi, ‘‘Construction and Design of Cable-Stayed Bridges,’’
2d ed., John Wiley & Sons, Inc., New York.)
Static Analysis—Deflection Theory
Distortion of the structural geometry of a cable-stayed bridge under action of loads is considerably less than in comparable suspension bridges. The influence on stresses of distortion
FIGURE 15.57 Hinges at a and b reduce the number of redundants for
a cable-stayed girder continuous over three spans.
FIGURE 15.58 Forces induced in a cable-stayed bridge by independent symmetric and antisymmetric group loadings. (Reprinted with
permission from O. Braun, ‘‘Neues zur Berchnung Statisch Unbestimmter Tragwerke, ‘‘Stahlbau, vol. 25, 1956.)
of stayed girders is relatively small. In any case, the effect of distortion is to increase stresses,
as in arches, rather than the reverse, as in suspension bridges. This effect for the Severn
Bridge is 6% for the stayed girder and less than 1% for the cables. Similarly, for the Duăsseldorf North Bridge, stress increase due to distortion amounts to 12% for the girders.
The calculations, therefore, most expeditiously take the form of a series of successive
corrections to results from first-order theory (Art. 15.19.1). The magnitude of vertical and
horizontal displacements of the girder and pylons can be calculated from the first-order theory
results. If the cable stress is assumed constant, the vertical and horizontal cable components
V and H change by magnitudes ⌬V and ⌬H by virtue of the new deformed geometry. The
first approximate correction determines the effects of these ⌬V and ⌬H forces on the deformed system, as well as the effects of V and H due to the changed geometry. This process
is repeated until convergence, which is fairly rapid.
PRELIMINARY DESIGN OF CABLE-STAYED BRIDGES
In general, the height of a pylon in a cable-stayed bridge is about 1⁄6 to 1⁄8 the main span.
Depth of stayed girder ranges from 1⁄60 to 1⁄80 the main span and is usually 8 to 14 ft,
averaging 11 ft. Live-load deflections usually range from 1⁄400 to 1⁄500 the span.
FIGURE 15.59 Typical influence lines for a three-span cablestayed bridge showing the effects of fixity of cables at the pylons.
(Reprinted with permission from H. Homberg, Einflusslinien von
Schraăgseilbruchen, Stahlbau, vol. 24, no. 2, 1955.)
To achieve symmetry of cables at pylons, the ratio of side to main spans should be about
3Ϻ7 where three cables are used on each side of the pylons, and about 2Ϻ5 where two cables
are used. A proper balance of side-span length to main-span length must be established if
uplift at the abutments is to be avoided. Otherwise, movable (pendulum-type) tiedowns must
be provided at the abutments.
Wide box girders are mandatory as stayed girders for single-plane systems, to resist the
torsion of eccentric loads. Box girders, even narrow ones, are also desirable for double-plane
FIGURE 15.60 Typical moment and force diagrams for a cablestayed bridge. (a) Girder is continuous over three spans. (b) Maximum
and minimum bending moments in the girder. (c) Compressive axial
forces in the girder. (d ) Compressive axial forces in a pylon.
systems to enable cable connections to be made without eccentricity. Single-web girders,
however, if properly braced, may be used.
Since elastic-theory calculations are relatively simple to program for a computer, a formal
set may be made for preliminary design after the general structure and components have
Manual Preliminary Calculations for Cable Stays. Following is a description of a method
of manual calculation of reasonable initial values for use as input data for design of a cablestayed bridge by computer. The manual procedure is not precise but does provide first-trial
cable-stay areas. With the analogy of a continuous, elastically supported beam, influence
lines for stay forces and bending moments in the stayed girder can be readily determined.
From the results, stress variations in the stays and the girder resulting from concentrated
loads can be estimated.
If the dead-load cable forces reduce deformations in the girder and pylon at supports to
zero, the girder acts as a beam continuous over rigid supports, and the reactions can be
computed for the continuous beam. Inasmuch as the reactions at those supports equal the
vertical components of the stays, the dead-load forces in the stays can be readily calculated.
If, in a first-trial approximation, live load is applied to the same system, the forces in the
stays (Fig. 15.61) under the total load can be computed from
where Ri ϭ sum of dead-load and live-load reactions at i and ␣i ϭ angle between girder and
stay i. Since stay cables usually are designed for service loads, the cross-sectional area of
stay i may be determined from
a sin ␣i
where a ϭ allowable unit stress for the cable steel.
The allowable unit stress for service loads equals 0.45ƒpu , where ƒpu ϭ the specified
minimum tensile strength, ksi, of the steel. For 0.6-in-dia., seven-wire prestressing strand
(ASTM A416), ƒpu ϭ 270 ksi and for 1⁄4-in-dia. ASTM A421 wire, ƒpu ϭ 240 ksi. Therefore,
the allowable stress is 121.5 ksi for strand and 108 ksi for wire.
FIGURE 15.61 Cable-stayed girder is supported by cable force Pi at ith point of cable
attachment. Ri is the vertical component of Pi.
The reactions may be taken as Ri ϭ ws, where w is the uniform load, kips per ft, and s,
the distance between stays. At the ends of the girder, however, Ri may have to be determined
by other means.
Determination of the force Po acting on the back-stay cable connected to the abutment
(Fig. 15.62) requires that the horizontal force Fh at the top of the pylon be computed first.
Maximum force on that cable occurs with dead plus live loads on the center span and dead
load only on the side span. If the pylon top is assumed immovable, Fh can be determined
from the sum of the forces from all the stays, except the back stay:
tanR ␣ Ϫ tanR Ј␣ Ј
where Ri , R Јi ϭ vertical component of force in the i th stay in the main span and side span,
␣i , ␣ Јi ϭ angle between girder and the i th stay in the main span and side span, respectively
Figure 15.63 shows only the pylon and back-stay cable to the abutment. If, in Fig. 15.63,
the change in the angle ␣o is assumed to be negligible as Fh deflects the pylon top, the load
in the back stay can be determined from
FIGURE 15.62 Cables induce a horizontal force Fh at the top of a pylon.
FIGURE 15.63 Cable force Po in backstay to anchorage and bending stresses
in the pylon resist horizontal force Fh at the top of the pylon.
Fh ht3 cos ␣o
3lo (Ec I/ Es As ) ϩ ht3 cos2 ␣o
If the bending stiffness Ec I of the pylon is neglected, then the back-stay force is given by
Po ϭ Fh / cos ␣o
height of pylon
length of back stay
modulus of elasticity of pylon material
moment of inertia of pylon cross section
modulus of elasticity of cable steel
cross-sectional area of back-stay cable
For the structure illustrated in Fig. 15.64, values were computed for a few stays from
Eqs. (15.47), (15.48), (15.49), and (15.51) and tabulated in Table 15.11a. Values for the final
design, obtained by computer, are tabulated in Table 15.11b.
Inasmuch as cable stays 1, 2, and 3 in Fig. 15.64 are anchored at either side of the anchor
pier, they are combined into a single back-stay for purposes of manual calculations. The
edge girders of the deck at the anchor pier were deepened in the actual design, but this
increase in dead weight was ignored in the manual solution. Further, the simplified manual
solution does not take into account other load cases, such as temperature, shrinkage, and
Influence lines for stay forces and girder moments are determined by treating the girder
as a continuous, elastically supported beam. From Fig. 15.65, the following relationships are
obtained for a unit force at the connection of girder and stay:
ϭ ␦i sin ␣i
which lead to
Asi Es sin2 ␣i
With Eq. (15.48) and lsi ϭ ht sin ␣i , the deflection at point i is given by
FIGURE 15.64 Half of a three-span cable-stayed bridge. Properties of components are as follows:
Main span Lc
Side span Lb
Stay spacing s
Moment of inertia I
Elastic modulus Eg
Moment of inertia I
Elastic modulus Et
Elastic modulus Es
(Reprinted with permission from W. Podolny, Jr., and J. B. Scalzi, ‘‘Construction and Design of Cable-Stayed Bridges,’’
2d ed., John Wiley & Sons, Inc. New York.)
Ri Es sin2 ␣i
With Ri taken as s (wDL ϩ wLL ), the product of the uniform dead and live loads and the stay
spacing s, the spring stiffness of cable stay i is obtained as
(w ϩ wLL)Es sin2 ␣i
For a vertical unit force applied on the girder at a distance x from the girder-stay connection,
the equation for the cable force Pi becomes
where p ϭ e Ϫx (cos x ϩ sin x )
2 sin ␣i p
TABLE 15.11 Comparison of Manual and Computer Solution for the Stays in Fig. 15.64*
(a) According to Eqs. (14.47), (14.48),
(14.49), and (14.51)
(b) Computer solution
Number of 0.6-in
* Reprinted with permission from W. Podolny, Jr., and J. B. Scalzi, ‘‘Construction and Design of Cable-Stayed Bridges,’’ 2d ed., John
Wiley & Sons, Inc., New York.
† Stays No. 1, 2, and 3 combined into one back stay.
‡ Maximum live load.
§ Per plane of a two-plane structure.
The bending moment Mi at point i may be computed from
e (cos x Ϫ sin x ) ϭ
where m ϭ e Ϫx (cos x Ϫ sin x ).
(W. Podolny, Jr., and J. B. Scalzi, ‘‘Construction and Design of Cable-Stayed Bridges,’’
2d ed., John Wiley & Sons, Inc., New York.)
FIGURE 15.65 Unit force applied at point of attachment of ith cable stay to girder for
determination of spring stiffness.
AERODYNAMIC ANALYSIS OF CABLE-SUSPENDED
The wind-induced failure on November 7, 1940, of the Tacoma Narrows Bridge in the state
of Washington shocked the engineering profession. Many were surprised to learn that failure
of bridges as a result of wind action was not unprecedented. During the slightly more than
12 decades prior to the Tacoma Narrows failure, 10 other bridges were severely damaged or
destroyed by wind action (Table 15.12). As can be seen from Table 12a, wind-induced
failures have occurred in bridges with spans as short as 245 ft up to 2800 ft. Other ‘‘modern’’
cable-suspended bridges have been observed to have undesirable oscillations due to wind
(Table 15.12b ).
Required Information on Wind at Bridge Site
Prior to undertaking any studies of wind instability for a bridge, engineers should investigate
the wind environment at the site of the structure. Required information includes the character
of strong wind activity at the site over a period of years. Data are generally obtainable from
local weather records and from meteorological records of the U.S. Weather Bureau. However,
TABLE 15.12 Long-Span Bridges Adversely Affected by Wind*
(a) Severely damaged or destroyed
Brighton Chain Pier
Tacoma Narrows I
John and William Smith
Sir Samuel Brown
Lossen and Wolf
Sir Samuel Brown
Sir Samuel Brown
(b) Oscillated violently in wind
Type of stiffening
Rolled I beam
* After F. B. Farquharson et al., ‘‘Aerodynamic Stability of Suspension Bridges,’’ University of Washington Bulletin
116, parts I through V. 1949–1954.
caution should be used, because these records may have been attained at a point some
distance from the site, such as the local airport or federal building. Engineers should also
be aware of differences in terrain features between the wind instrumentation site and the
structure site that may have an important bearing on data interpretation. Data required are
wind velocity, direction, and frequency. From these data, it is possible to predict high wind
speeds, expected wind direction and probability of occurrence.
The aerodynamic forces that wind applies to a bridge depend on the velocity and direction
of the wind and on the size, shape, and motion of the bridge. Whether resonance will occur
under wind forces depends on the same factors. The amplitude of oscillation that may build
up depends on the strength of the wind forces (including their variation with amplitude of
bridge oscillation), the energy-storage capacity of the structure, the structural damping, and
the duration of a wind capable of exciting motion.
The wind velocity and direction, including vertical angle, can be determined by extended
observations at the site. They can be approximated with reasonable conservatism on the basis
of a few local observations and extended study of more general data. The choice of the wind
conditions for which a given bridge should be designed may always be largely a matter of
At the start of aerodynamic analysis, the size and shape of the bridge are known. Its
energy-storage capacity and its motion, consisting essentially of natural modes of vibration,
are determined completely by its mass, mass distribution, and elastic properties and can be
computed by reliable methods.
The only unknown element is that factor relating the wind to the bridge section and its
motion. This factor cannot, at present, be generalized but is subject to reliable determination
in each case. Properties of the bridge, including its elastic forces and its mass and motions
(determining its inertial forces), can be computed and reduced to model scale. Then, wind
conditions bracketing all probable conditions at the site can be imposed on a section model.
The motions of such a dynamic section model in the properly scaled wind should duplicate
reliably the motions of a convenient unit length of the bridge. The wind forces and the rate
at which they can build up energy of oscillation respond to the changing amplitude of the
motion. The rate of energy change can be measured and plotted against amplitude. Thus,
the section-model test measures the one unknown factor, which can then be applied by
calculation to the variable amplitude of motion along the bridge to predict the full behavior
of the structure under the specific wind conditions of the test. These predictions are not
precise but are about as accurate as some other features of the structural analysis.
Criteria for Aerodynamic Design
Because the factor relating bridge movement to wind conditions depends on specific site and
bridge conditions, detailed criteria for the design of favorable bridge sections cannot be
written until a large mass of data applicable to the structure being designed has been accumulated. But, in general, the following criteria for suspension bridges may be used:
• A truss-stiffened section is more favorable than a girder-stiffened section.
• Deck slots and other devices that tend to break up the uniformity of wind action are likely
to be favorable.
• The use of two planes of lateral system to form a four-sided stiffening truss is desirable
because it can favorably affect torsional motion. Such a design strongly inhibits flutter and
also raises the critical velocity of a pure torsional motion.
• For a given bridge section, a high natural frequency of vibration is usually favorable:
For short to moderate spans, a useful increase in frequency, if needed, can be attained
by increased truss stiffness. (Although not closely defined, moderate spans may be regarded


Construction is in full swing for the Alsons Power Group’s 14.5 mega-watt (MW) ₱4.5 billion run- of- river hydroelectric power plant at the Siguil River basin in Maasim, Sarangani Province. The Siguil Hydro power plant -Alsons Power’s initial foray into renewable energy – is expected to begin operations in 2022 to provide power to the rapidly developing Sarangani/South Cotabato/General Santos City region.
The picture above shows work on the hydro power plant’s tunnel portal where water from the Siguil River basin will pass thru on the way to powering the power facility’s turbine and generator.
Alsons Power- Mindanao’s firs private sector power generator plans to develop at least seven more run of river hydro power facilities in different parts of Mindanao and Negros Occidental. The group currently operates four power facilities in Mindanao with a total generating capacity of 468 MW serving over eight million people in 14 cities and 11 provinces.


- the research about frozen damaged concrete
long liang, xiuling lei,wei sui
long liang: graduated from school of civil engineering, harbin institute of technology. having does research on concrete antifreeze for 15 years. ceo of beijing kingdom of science and technology ltd co. material engineer and ipmp, telephone: 13552190597.
xiuling lei: material engineer, northeast water conservancy and hydropower survey design co. ltd.
wei sui:material engineer, northeast water conservancy and hydropower survey design co. ltd.
compared with new concrete, the frozen damaged concrete will be degraded more quickly. the porosity and water absorption of concrete surface structure increase as a result of the erosion of surface, the water can be more easily transported to the deep concrete with not damaged by freezing, leading to a deeper damage step by step. in order to prevent this accelerated degradation, it is actually to improve . different from the ordinary concrete, analysis of frost resistance of frozen damaged concrete is based on the harden concrete. mixing air-entraining agent or mineral admixture to satisfy the required frost resistance level is just suit for fresh concrete rather than harden concrete. therefore, when the concrete surface erosion appears but not enough to reach the level of repair reinforcement, how to prevent the degradation from accelerating development, slow the freezing injury, extend the service life of buildings and avoid large-scale demolition and construction to save resources and reduce the operation cost. the key points of secondary freeze-thaw are choose of materials and technology, it is possible to reach even surpass the frost resistance level of fresh concrete modified by a low cost and simple technology. based on experiment results, the level of frost resistance reaches f550 in the second freeze-thaw test after simple treatment for frozen concrete with mass loss rate and dynamic modulus of elasticity exceeding standard. this value of level is even higher than that of fresh concrete, which has an outstanding meaning in frost resistance study for harden concrete.
keywords: ; single side freeze-thaw, rapid freeze-thaw salt solution; harden concrete; fresh concrete
tfrost resistance of frozen damaged concrete is different from fresh concrete. the required level of frost resistance for fresh concrete can be satisfied by means of adding air entraining agent, mineral mixture and choosing the type of used cement. however, these ways are not useful for harden concrete as a result of the design for frost resistance is based on harden concrete. thus, the design ideas are the key differences. the design of frost resistance for frozen damaged concrete is based on harden concrete, and the concrete had been damaged. therefore, how to prevent the deterioration of freezing resistance, enhance the ability of frost resistance and prolong the service time for structure are the purposes of this article.
2. problem list of frozen damaged concrete
2.1. frost resistance level did not reach the design requirement
frost resistance is one of the most important indexes for durability design of concrete. research results showed that some concrete can satisfy the frost resistance level in lab, however, samples prepared by situ core examination at the same mix proportion can not satisfy the level in construction site. the reasons are so many that we can not discuss in this paper one by one. the most important question is, how to deal with those concrete which are not satisfy the required level? there is no doubt that the durability and lifetime for structure will be significantly influenced if we do not take any measures for improvement. if we do not have related technical scheme or just take down and then rebuild it, the cost is undoubtedly very large.
2.2. the decline of frost resistance for damaged concrete
the second situation is that the erosion problem of concrete building structure has come into being. the ability of frost resistance of concrete is related to the porosity and water absorption. the surfaces of frozen damaged concrete structures spall, the aggregates are exposed and the surface structure becomes porous, leading to a rapid increase of water absorption and porosity. if measures are not taken in time to prevent further development of deterioration, the strength of concrete will lose. for those concrete which has been frozen and a lightly spalling on the surface, there are not effective technical methods to prevent or slow the development of frost damage. the usual method is to repair and strengthen the damaged concrete until a severe erosion has happened on the surface of concrete. on the one hand, the cost of repair is very large. on the other hand, the micro cracks in the deep concrete structures can not be repaired by surface reinforcement after the severe erosion appears. moreover, the frost resistance of denudation concrete strengthened by this kind of repair material lack of a whole research, thus, it is uncertain that the level of frost resistance whether satisfy the required freezing resistance or not.
2.3. the freezing-thawing condition changes: fast freezing design can not meet the freezing-thawing requirements in the salt solution environment
since gb/t 50082-2009 (standard for test methods of long-term performance and durability of ordinary concrete) is implemented, the single surface freezing-thawing is adopted into the standard of freezing and thawing experiment for concrete. in the past, quick freezing-thawing was the main index for detecting the frost resistance of concrete. the measure results are more according with salt frozen environment when the freezing and thawing damage in the salt solution is included in the single surface freezing-thawing. however, for concrete meeting the rapid freezing-thawing experiment does not necessarily meeting the freezing-thawing damage of the salt solution environment because of single freezing-thawing experimental condition is much different from that of rapid freezing-thawing. therefore, the ability of frost resistance measured by rapid freezing-thawing in salt solution condition will reduce and even damage when the environment changes.
3. application and experimental data of frozen concrete
3.1. project phase ii of huaneng power plant in yingkou, liaoning
measures of secondary design of frozen concrete vary from project to project. however, one design philosophy is always the same: the resistance to frost should be improved after renovation. the project is located in yingkou, liaoning province. the project was built along the coast. the second phase is the expansion and reconstruction on the basis of the first phase project. some concrete structures in the first phase, especially the concrete contacting with seawater, have severe chloride corrosion and freezing-thawing damage, as shown in fig. 1 and fig. 2.
this project is a typical case of unconsidered freezing-thawing environment. because at that time, there was no introduction of single-face freezing-thawing experiment method. therefore, its design of frost resistance is based on the rapid freezing-thawing method. less than two years, the concrete structure has a severe denudation. therefore, the damaged concrete should be repaired and strengthened, at the same time, expansion and the capacity increment are also required.
the solution design revolves around the concrete anti - salt freeze，the selected material was the ganada sps-801 provided by beijing kingdom of science and technology co. ltd. the selection is based on the experimental data of the salt freezing in harbin institute of technology. the experiment was based on the (prenv 1239-9 freeze-thaw resistance-scaling) due to that there was no experimental method of single freezing-thawing at that time. the experimental method is the earliest method of freezing-thawing in a single-side salt solution in china. the experimental data is shown in table 1. fig. 3 and 4 are experiment pictures. the first image in fig. 4 is the freezing-thawing erosion situation of 28 times for sample without sps - 801 coated, others are freezing-thawing erosion of 56 times for samples with sps - 801 coated.
the project began in 2005, and so far, has experienced nearly 12 years of operation, it is proved that its anti-salt freeze and corrosion resistance can achieve even more than the design anticipate, as shown in fig. 5 and fig. 6.
3.2. a power plant project in liaoning province
the plant was first put into use in 2016, only one winter operation, the concrete structure has a severe denudation, as shown in fig. 7, 8, and 9. the level of frost resistance for this project is f200, and it is coated with mn-j55b waterproof as a measure of anti-freeze and anti-corrosion. the paint was almost all peeling off based on the field observation. the project is a typical case that the frost resistance level does not satisfy the standard. in addition, chemical salts such as various scale inhibitors were added in order to improve the concentration ratio of the cooling tower circulating water, thus, the freezing-thawing environment becomes a salt solution. these two are the main reasons which result in rapid failure of the frost resistance.
the project does not have the drilling samples for freezing-thawing test. samples were sent to the second engineering quality inspection station of harbin institute of technology for testing. the testing was according to the single-side freezing-thawing method in gb/t 50082-2009 (standard for test methods of long-term performance and durability of ordinary concrete). the test results are shown in table 2 and table 3.
as can be seen from table 2 and table 3, even under the water freezing condition, samples failed in the 12th freezing-thawing cycle. and under the salt solution condition, the mass loss exceeded the standard in the 8th cycle. the concrete sample still does not reach 20 freezing-thawing cycles even under the condition of mn-j55b waterproof coating. however, sps-801 has the best improvement. this provides an idea for secondary freezing-thawing design. the concrete structure can satisfy the requirement of frost resistance through additional measures even the harden concrete is unqualified in level of frost resistance.
3.3. frost damage of high speed railway concrete structure in cold regions
according to the introduction of the designer, the snow on the concrete surface in high speed railway can generates a remarkable freezing-thawing damage because of the temperature difference in day and night in northeast china. due to the snow in winter, there have been signs of erosion. to prevent the freezing-thawing damage from further development, it is urgent to find a material, not only can solve the problem of freezing-thawing, but also can meet the construction requirements of high speed railway at special time.
in this case, the designer uses sps-801 to do the rapid freezing-thawing experiment. some experimental results are as follows:
after 500 times freezing-thawing cycles, the relative dynamic elastic modulus and mass loss rate of the control sample are 85% and 2.9% respectively. for the sample coated by sps-801, the relative dynamic modulus of elastic modulus and mass loss rate are 97% and 0.5% respectively. when the freezing-thawing cycles are 800 times, the relative dynamic elastic modulus and mass loss rate for samples with sps - 801 protected are 51% and 0.8%.
the designer experimented with sps-801 anti-freeze paint on the high-speed railway line in sujiatun, shenyang and liaoyang, liaoning province. the project will provide new ideas for repair of the frost damaged concrete.
with the additional measures coated, the problem of the attenuation of the secondary frost resistance can be solved very well, which provides a solution for the anti-freezing design of concrete after curing.
tables and figures
list of tables:
table 1 – data of resistance to chloride salt freezing test
table 2 – desquamation of surface
table 3 – loss rate of relative dynamic modulus measured by ultrasonic
list of figures:
fig. 1 – salt freezing of concrete structure
fig. 2 – salt freezing of concrete structure
fig. 3 – test image
fig. 4 – test image
fig. 5 – before repair
fig. 6 – after repair
fig. 7 – salt freezing of concrete structure of cooling tower
fig. 8 – salt freezing of concrete structure of cooling tower
fig. 9 – salt freezing of concrete structure of cooling tower
table 1 data of resistance to chloride salt freezing test
notation a, b and c correspond to water to cement ratio of 0.40、0.36、0.32；d, e and f represent a, b and c coated with sps-801.
table 2 desquamation of surface
table 3 loss rate of relative dynamic modulus measured by ultrasonic
notation w means in water for the tested samples, s means in salt solution, sps means samples painted by sps-801, t means samples painted by mn-j55b waterproof coating.
fig. 1 salt freezing of concrete structure fig. 2 salt freezing of concrete structure
fig. 3 test image fig. 4 test image
notation the first image in fig. 4 is the freezing-thawing erosion situation of 28 times for sample without sps - 801 coated, others are freezing-thawing erosion of 56 times for samples with sps - 801 coated.
fig. 5 before repair fig. 6 after repair
fig. 8 salt freezing of concrete structure of cooling tower
fig. 7 salt freezing of concrete structure of cooling tower
fig. 9 salt freezing of concrete structure
of cooling tower


Selective demolition and asbestos abatement of an occupied facility for the US Department of Labor. The project consisted of over $1,000,000 worth of asbestos abatement.
Melching was contracted for the City of Mount Pleasant to demolish the Mount Pleasant Center consisting of over 20 buildings, a water tower, underground tunnels, sidewalks, parking areas, and site work. Total building square footage was over 300,000, and total site work was over 25 acres. The work included asbestos abatement, demolition of complete structures including basements, providing fill and topsoil, and hydroseeding the final areas. This project was over $3,500,000. The project was completed under budget and ahead of the expected timeline.
Melching was contracted for the city of Benton Harbor to demolish the abandoned Mercy Center Hospital. The building was 2 to 4 stories high with a total square footage of over 160,000. The project involved abatement and building demolition including the basement and foundation. Project scope also included toppling a brick smokestack of over 100 feet and a mechanical room tower over 70 feet. This project was over $1,500,000.


Our structural engineers have a thorough understanding of stairway design, allowing them to work on residential and workplace renovations. We analyze building design and structure using many technical data and measurements, ensuring smart construction practices on every project.
With the help of our team of specialists, we can restore your staircase to its former glory and make it the centre point of your home. Our designs and finishes can change any staircase with a wide range of high-quality materials and accessories. Trust us with the refurbishment of your staircase.
We Remove the Stress
There are plenty of ways to turn your stairway into a pleasant decor feature. There is something for everyone, from magnificent classic and warm traditional styles to contemporary and modern. When it comes to bespoke stair design, the choices are unlimited. You can choose any of these:
- Piano Style Stairs
- Open Staircase
- Winder stairs
- Spiral stairs
- Cantilever stairs
and many more!
We create the groundwork for remarkable renovations and construction projects, ensuring that each structure is built to endure high pressure and is safe to use.


The Coachella Valley could see shaking for nearly 2 minutes……Are you Earthquake Ready?The Andreas fault is “locked, loaded and ready to roll,” a leading earthquake scientist said Wednesday at the National Earthquake Conference in Long Beach. The San Andreas fault is one of California’s most dangerous, and is the state’s longest fault. Yet for Southern California, the last big earthquake to strike the southern San Andreas was in 1857, when a magnitude 7.9 earthquake ruptured an astonishing 185 miles between Monterey County and the San Gabriel Mountains near Los Angeles. Such an earthquake could cause shaking for nearly two minutes, with the strongest shaking in the Coachella Valley, Inland Empire and Antelope Valley, but it also could send pockets of strong shaking into areas where sediments trap shaking waves, such as the San Gabriel Valley and East Los Angeles. A simulations of a possible magnitude 7.8 quake on the San Andreas fault that begins at the Salton Sea and spreads west toward the San Gabriel mountains show seismic shaking waves "bent into the Los Angeles area," Jordan said. One video shows strong ground-shaking stretching from northern San Diego County to Barstow.
BNP Paribas makes an economic impact of more than $417 million in the Coachella Valley Photo by Coachella Valley’s Tony
Coachella Valley’s Snow Guessing Contest for the Palm Springs Aerial Tramway! Snow guessing contest starts Tomorrow for the Palm Springs


Whenever you add concrete to your business’s landscape, you will need to ensure the finished product is compliant with the Americans with Disabilities Act (ADA) regulations. Follow these 5 tips to make sure individuals with disabilities are able to easily enter your building and to avoid being fined for noncompliance.
Make Sure Your Sidewalk Includes a Curb Ramp
If the pathway from the parking lot to the entry of your business is blocked by a sidewalk curb you need to hire a contractor to add a curb ramp to the sidewalk. This allows individuals using a wheelchair, scooter, or similar aid to easily access the sidewalk and transport to your building.
Use Concrete for Access Ramps
While ADA requirements don’t specify a single material you must use for the ramp, they do state that access ramps need to be slip-resistant and not collect water. This makes concrete an ideal material to use for an ADA compliant ramp since it is both slip-resistant and porous, absorbing water instead of allowing it to pool.
Work With a Reputable Contractor
When choosing a paving company, ask companies if they are familiar with ADA compliance laws. It is up to the contractor to be familiar with ADA laws and ensure your concrete meets all requirements. If installed incorrectly, your company can be fined or sued.
Meet All Requirements for Landings
Access ramps must have a landing at both the top and bottom of the ramp. There are several requirements for these landings including:
- The landing must be level
- It must be as wide as the ramp
- It must be a minimum of 60 inches long
Know When You Need Handrails
If your ramp has a rise of more than six inches, you will need to have handrails installed on both side of the ramp. Work with the contractor to make sure these handrails comply with all requirements.


Crawford & Crawford & Stewart Engineers Inc. is committed to providing the best professional services with close personal attention and the best value and lowest cost to our customers.
CCS specializes in construction and development support for property owners, business owners, commercial property managers, residential homeowners, utility systems, on-site utilities, on-site wastewater and septic systems, etc.
CCS has designed water plants, sewer plants, pump stations, automatic control systems, radio control systems, SCADA, PLC control systems, power management systems, etc.
CCS provides Professional Engineering consulting, design, feasibility studies, planning, budgeting, project management, job and budget tracking, grant and funding application support, contract specification development, bid services, contract support, computer data base development, computer systems development, process controls design, mapping, site planning, watershed modeling, water system modeling, and many more support services for homeowners, property developers, commercial developers, public utilities, industrial and municipal facilities managers, and many other customers.
Benefits of CCS services are: cost control, efficient planning and use of space and property, upgrade of systems for efficiency and growth, funding of large projects, management of large projects, remediation and recovery of existing facilities, meeting state and federal regulations, and more.


GORKEM Cons. Co. is an engineering and general contracting company based in ANKARA / TURKEY.
The specific subjects of interest of GORKEM are;
* Infrastructure Projects,
* Water & wastewater Projects,
* Building Projects,
* Energy Projects,
* Industrial Projects,
* Construction material manufacturing and industry,
* Grain Silos,
* Other industrial and process facilities
GORKEM is well known for being the pioneers of overseas construction works of Turkish Construction Industry, and has completed numerous prestigious projects in the Middle East and Central Asian countries.
GORKEM partners were partners and executive managers of BMB/GORKEM Const. and BIMHOL Const. both of which had contracted and completed various projects in Kuwait and Saudi Arabia, which projects had been managed by GORKEM Partners.
The Company has highly experienced administrative and engineering staff with a readily available qualified workers in different fields of execution. The efforts of those skilled engineers, technicians and workers helped the Company to complete the projects in a very short period of time and gain an international acceptance for timely and high quality execution.
In this respect GORKEM had executed a number of prestigious projects in Iraq.


Changed Conditions Do Not Deter Construction of Group Practice Office
Doctors on Long Island embarked on construction of an office for their group practice. When the excavation contractor encountered unanticipated rock, it appeared that the project would have to be abandoned due to inadequate funds to address the changed conditions. John E. Osborn P.C. solved the problem by hiring an engineering expert to redesign the foundation and by negotiating with the excavator to keep its original price, thereby allowing the project to be completed within budget and on time.
Troubled Elder Care Facility Project: John E. Osborn P.C. Teamed With Owner’s Representative to Complete Project and Settle Claims
A newly constructed, elder care facility in Westchester County was significantly delayed, and serious design and construction problems stood in the way of completion. The construction manager was unable to coordinate the work, resolve problems on the project, or effectively manage the trade contractors. The architect/engineer team had provided poor project administration and committed a number of design errors. When John E. Osborn P.C. was retained by the owner, the project was languishing and the parties were heading toward litigation. The Firm and the owner’s representative worked together to trouble-shoot existing problems, uncover defects, and complete the project. Because the construction manager was unable to effectively manage the project, the Firm and the owner’s representative managed the work and negotiated payments directly with each of the trade contractors. Without resorting to litigation, John E. Osborn P.C. was able to keep the construction manager and architect/engineer team engaged on the project as necessary to complete the work, and negotiate final settlements with the construction manager, the architect and all trade contractors.
Asbestos Abated and Renovations Completed While Medical Center Remained Open
A medical center in Queens was concerned with the safety and efficiency of performing a renovation, including asbestos abatement, while the facility remained open and fully operational. By working with hospital executives and contractors, we developed legal provisions and schedule strategies that accommodated safe and smooth project completion. Our Firm also addressed a session of 100 hospital personnel to explain the procedures and to respond to questions about their efficacy.
Mold Problem Solved in New Operating Room
When mold growth appeared on the walls of an operating room in a newly constructed health care facility, John E. Osborn P.C. brought in an environmental consultant to determine the cause and to eliminate the mold. The source of the mold was eliminated, the mold was abated, the walls were removed and replaced, and the project proceeded without further incident.
Prior results do not guarantee a similar outcome.


What Are The Steps Needed In A Drain Field Installation Process?
If you own a septic tank on your property, you certainly need a drainfield. The drainfield is also called the leach field and leach drain to complete the system’s function and make it effective. All drainfields that would need an inspection. A drainfield installation can be handled by a contractor but an expert homeowner can do the task of digging the drainfield.
What are the steps for the drainfield installation process?
- Choose the area.
Pick an area in your yard that is away from the home but quite close to the tank. The drainfield has to be around 10 feet away from any vegetable patch or water sources such as a well, river, or lake.
- Contact the appropriate authorities in your area.
You need to check if you would need a legal permit from your government to build a drainfield. Verify if local officials might need to inspect your place before starting to work. Digging a field can be a lot of work but if you learned that you are violating some legal mandate, starting all over again would be harder. Learn if there are any relevant laws and regulations before starting the drainfield installation project.
- Ensure that your soil is appropriate for the drainfield installation?
It is in your best interest to have the soil tested in your location. When the drainfield’s absorption capacity is not enough you might have piping back-up issues. It would be better if you find out your soil condition before digging.
- Start the digging process.
Once you have chosen your drainfield’s spot, the digging process starts. The contractor will dig around four long trenches that are around two-foot long. If the septic tank holds a thousand gallons, dig two trenches with 50-feet sizes. Every trench must be around three to four in width and must be equally deep. The trenches should be tilted slightly downward. It has to be not more than an incline of 1/4-inch for every eight feet. The reason for this tip is to avoid wastewater pooling at the bottom and rising up.
- Place gravel on the trench.
When the trenches are dug out, the next step is to put in around one to two inches of gravel along the trench’s bottom. The gravel allows for drainage to occur beneath the pipe.
- Install the pipe.
After the gravel is added, place the pipe into the septic tank along each of the trenches. You can utilize the clamps in holding the pipe in the proper place at the septic tank drain to avoid misalignment and shifting.
- Add additional gravel after the pipe is installed.
Once the entire pipe is placed, the trench must be filled with an additional one to three inches of gravel to let it work its way down in the pipe.
- Put a cloth over the pipe and gravel.
When you have laid down the pipe and gravel, put a cloth on top of it. Choose a breathable type of cloth. The cloth’s function is to ensure that the dirt or sand will not block the drainage on the gravel.
- Add more soil.
When the pipe, gravel, and cloth procedures are done, the next step is to fill the trench with more dirt so that the field will be leveled with the ground surrounding it. Wait for around two weeks before the ground fully settles. Once the ground has settled down, you would need to add more dirt to level the field.
Although a drainfield installation should not have any trees near it, there are a few plants that work well in a drainfield to avoid looking too plain. You have to remember that you cannot till or aerate the soil. Add more three inches of topsoil before planting anything. The plans must require very little water and have very shallow roots. The plants you can plant are Irish moss, periwinkle, carpet bugle, and some wildflower strains with shallow roots.
Keep in mind that there are health department regulations that might need a percolation test that will establish the suitability of a soil’s drainfield. Depending on your jurisdiction, the law may require a licensed professional to the test which is why you need to know the local rules needed for your drainfield.


|Lauderdale Manors Community Center
Owner: City of Fort Lauderdale
Project Location: Fort Lauderdale, FL
Lauderdale Manors Community Center started out as a building remodeling project. When selective demolition started it was discovered that existing structure was not up to correct code as expected and would require extensive structural modification to allow the renovation to begin. With input from Fort Lauderdale Commission Community leaders it was decided to demolish the entire building and start from scratch. The Community building prototype developed for the Warfield Community and Crossiant Park by the RDC Design Team was the basis of the building design.
The Community Building is one part of the Lauderdale Manors Community Center. The Aquatic Center and Playground was integrated into the final site plan. With City Staff the project received a warm welcome and a winner of the City's Community Appearance Award.


Essência Cosmopolita was founded by two Franco-Portuguese partners, both with 30 years of experience in the construction sector.
We are a Portuguese construction company specialized in the construction and in the remodelling of real estate assets. Our qualified team follows the entire process of land acquisition and construction, until its closure, in which the house is ready to live, with the prime goal of making our customers happy.
Luís De Gouveia
Has extensive experience in residential buildings, and is responsible for managing your real estate project and for ensuring full compliance with all legal rules.
Is an experienced business executive with the ability to match services to the end customer's needs.
The diversity of the services we offer allows us to respond accordingly to the demands of our clients.
WHAT WE DO
We have extensive experience in the civil work construction sector, namely in construction and in remodelling of real estate properties destined for housing.


Let’s be honest, pavement cracks happen and unfortunately they cannot be 100% avoided. However, with the proper preventative maintenance preparations in place, you can avoid expensive repairs and premature deterioration by simply fixing cracks and other minor problems as they occur.
Mother Nature is rather powerful. The extreme polarities of weather throughout the year, especially in our region, will take their toll on pavement. Water is the biggest direct factor in pavement deterioration. When water gets into the pavement subgrade, during winter months or other extremely cold periods, it freezes, expands and causes the pavement to crack. When left unrepaired, water also causes the subgrade base to become unstable and prematurely deteriorate beyond repair.
So now you may be wondering how water gets inside pavement in the first place? This occurs through overall deterioration due to salt/brines, heavy trucks, oil spots and sunlight are some of the major factors. While water will directly cause cracks, the other factors are what allow water to penetrate through the surface layer in the first place. The sunlight will dry out the tar in pavement, allowing small areas for water to seep intrude. This is why routine crackfilling and sealcoating of pavement keeps it in the best possible condition.
Now to answer some of the questions you are probably asking yourself about crackfilling the pavement at your property:
- When should I crackfill? This should take place throughout the life of your pavement and at least once per year to keep the pavement it it’s best shape. That means – don’t forget to budget those dollars!
- What time of year should I crackfill? In our region specifically, “Crackfilling Season” begins in April and ends in November. You can also crackfill in the winter as long as the pavement is dry, however, we recommend filling before the winter months when the cracks are at their widest.
- What types of cracks can be crackfilled? Typically, we recommend crackfilling straight-line cracks only. Alligatored cracking (web-like cracking) is a sign that water has penetrated the subgrade layer and the asphalt can no longer support the weight of traffic. This type of cracking should be cut out and replaced.
- Will sealcoating material stick to crackfill material? Yes, it will. The two materials will bond but since the crackfill material is designed to expand and contract through a wide temperature range, the sealcoat can chip away from the crackfill. There is a slight color difference between our two materials, so you will be able to tell if a crackfilled area needs to have another layer of sealcoat applied.
- Will sealcoat hide the crackfill material and make the pavement look new? No, sealcoating will not hide crackfill material. This is because crackfill is designed to expand and contract through temperature changes. The pavement will take on the dark color after being sealcoated, but the rubber-like crackfill material will still be evident.
- What is the best thing I can do to prevent cracks in my pavement? There are two parts to this question, but most importantly we would say that you should fix minor problem areas as soon as possible because they will eventually turn into bigger problems. Crackfilling annually and sealcoating on a preventative maintenance schedule is the best way to prevent more cracks from forming and add years to your pavement’s lifecycle. Secondly, be diligent! Inspect your pavement often and find areas that need the to be repaired and repair them.


Arlington Drive beautification and construction of bioswale and multipurpose trail.
Bristol Street Medians - Baker Street to Newport Boulevard
Project consists of the preparation of construction documents for roadway rehabilitation in various neighborhoods.
4' x 46' City Entry Monument Sign at Newport Frontage Road and Industrial Way
Reconstruction will bring the station up to current building standards, provide accommodations for multi-gendered personnel, and include improvements to help reduce service response time.
Traffic signal timing and equipment upgrades along Harbor Blvd.
Traffic signal timing and equipment upgrades along Newport Blvd.
Traffic signal timing and equipment upgrades along Bristol Street
Traffic signal timing and equipment upgrades along Sunflower Avenue
Red Hill Avenue Medians from McCormick Avenue to Bristol Street
Construct optional through-left turn lane at Harbor Blvd. & Gisler Ave.
Implement traffic calming measures throughout the City in the vicinity of schools
Rehabilitation of Bristol Street from I-405 to Randolph Avenue (~0.75 miles) and Bear Street from I-405 to Wakeham Place (~0.75 miles)


Established in 1992 in Alice Springs originally known as Rhodes Contracting, a civil contracting business. By 1997 the company had grown and diversified into premixed concrete supplies and Exactmix was established.
In 2006 the name Exact Mining Services was adopted to incorporate the full services they offer. Services include the following: Open pit mining, quarry management, civil construction, earthworks, drill and blast, crushing and screening, road construction, concrete and shotcrete, haulage and rail loading, overburden removal, site rehabilitation and camp construction.
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Great Wall of China
China's most famous landmark
While the title of being the only manmade structure visible from space is a fallacy, China's Great Wall is nevertheless one of the wonders of the modern world. It's also not one continuous stretch of wall, but rather a collection of several structures originally constructed to stop nomads pillaging individual kingdoms.
The initial wall was constructed during the Qin dynasty (221 - 207 BC) with additions during the Han, Jin and Ming eras. The condition of the various portions of the Great Wall, which stretches thousands of kilometres, ranges from little more than ruins in some places to perfect architectural examples. The most accessible part of the Great Wall is located right near Beijing. The 3.7 kilometre-long restored Badaling Great Wall section is just 60 kilmetres away from downtown Beijing and the most popular photo op spot for visiting dignitaries and visitors alike.
The Badaling section was built along the ridges of tree-lined mountains and portrays that undulating brick wall image you associate with the iconic structure. The Badaling Great Wall is also a very scenic portion of the wall with countryside that changes dramatically with the seasons from winter snow to autumn leaves and spring blooms to verdant trees in summer. The wall also contains beacon fire towers, which used smoke to warn of invaders; two-storey watchtowers; and city and wall platforms. You can ride the cable car to the top of the wall or climb the sloping steps and steep hills for the view.
Each area of the Great Wall attracts its own fee, so if you are visiting more than one site youll need to pay the different entry prices. The high-speed train travels from Beijing North to Badaling and then it's a 24-minute walk to the ticket office.


How to: light for rail
Fast paced and efficiency driven, today’s transport network’s main goal is performance (improving capacity and customer experience) and safety. In this ‘How-to’, our rail lighting experts share their observations and knowledge to create a quick guide to rail lighting best practice:
“Open Platform” lighting is typically provided by lanterns mounted on 5m or 6m hinged columns.
Older installations where traditional lamped lighting is being upgraded to LED, often need to retain their existing columns (or the same positions and spacings): which are typically between 10m – 15m.
With newer installations columns can be installed with wider spacings: in excess of 20m is achievable.
This value is dependent on the station usage and footfall from a National Hub Station to small unstaffed stations. It is based on BS EN 12464-2:2014.
Lighting is a significant factor in wayfinding around stations.
Ensure the colour temperature is fit-for-purpose.
4000K is the most widely specified. A high CRI light source should be used especially where CCTV is installed.
Be mindful that modern LED lighting has the potential to incorporate a range of functions – with the ability to be flexible, responsive and controllable to need, where required.
This is a very important consideration when lighting platforms. Any glare needs to be minimised particularly in the driver’s line of sight.
Lighting should clearly look like lighting – extra care should be taken to avoid lighting being mistaken for signals.
Security is of the utmost importance at busy commuter stations, both off-peak and at peak times. Care should be taken to use lighting that supports CCTV cameras (high LOR and CRI). Equipment needs to be positioned to ensure it does not have any detrimental effect on the CCTV footage.
Whilst the energy efficiency of modern LED lighting is improving all the time and is considerably better than older traditional light sources, even higher savings can be made with the use of lighting controls.
Good quality modern LED lighting is very reliable, modern lanterns are rated in excess of 100,000 hours operating life. This can be further enhanced with lighting control and the use of “Constant Light Output” or CLO drivers that automatically compensate for LED lamp degradation over the lifetime of the lantern.
Many stations are located in rural locations; therefore, the prevention of light pollution should be a priority. Flat glass lanterns that operate without the need to be angled are ideal, with bulkhead style lighting avoided. Lighting controls, such as PIR, can also greatly reduce the potential impact of light pollution; lighting only when needed.
If you are looking for simple, smart technology, safety through innovation and considerable energy savings in your rail project, we have a range of solutions available:
Ideal for platform lighting, we fit PIR’s to dim the lantern in the absence of people being present, in the majority of platform projects that we supply. Typically, the lantern will reduce to 10% or 20% output after a pre-determined time agreed with the client. The time and dimming level can be easily changed if required later, without having to access or open the lantern.
Station car parks can be hugely energy intensive, but it is vital that the right light is present when needed. To help lower energy bills but ensure commuters safety, we can supply lanterns with a set dimming profile, allowing them to automatically dim to a lower level at pre-set times (off peak).
We offer a wide range of lighting control options from photocells to full Central Management Systems (CMS). We can also supply lighting which can interface with a Building Management System (BMS).
To minimise glare for drivers, our lanterns are designed so Glare Shields can be easily fitted or retrofitted if required.
Emergency luminaires are a must in busy commuter areas. Our post top lanterns and Garda illuminated handrail (for bridges and staircases) can be supplied with integral emergency lighting. We also offer luminaires that are compatible with emergency Uninterrupted Power Supply (UPS) systems.
Not what typically comes to mind when thinking of rail lighting, but many stations have listed status, so to match the architectural requirements we have a range of heritage style lanterns which incorporate modern LED lighting and controls, ideal for use in the rail environment.
Furthermore, for ecologically sensitive areas we are also able to supply lanterns with lower colour temperatures, down to 2700K.
If you would like help with your next rail lighting scheme, contact us here.
Guidance for Platform Lighting is given in the document RIS-7702-INS published by the Rail Safety and Standards Board (RSSB) and further guidance is taken from BS12464-1:2011
GI/RT7016 also deals with the Interface between Station Platforms, Tracks and Trains.
Note: some clients may specify lighting requirements that are different to the levels stated in these documents.


Jelutong Sewage Treatment Plant (STP) is one of the most sophisticated STP in Malaysia, which has a luxurious design capacity of 1,2 million population equivalent.
Due to restriction on land availability, this STP has adopted a compact state-of-the-art Sequencing Batch Reactor (SBR) activated sludge technology with dewatering system and anaerobic sludge digester.
The waste treatment facility is designed to generate effluent quality that is less than 20 mg/l BOD, 50 mg/l TTS and 10 mg/l of total ammonia nitrogen plus nitrate nitrogen with a limit of 5 mg/l ammonia nitrogen. The end product of 25% dry solids is suitable for land disposal.
The Plant is the second largest SBR type STP in the world and a model of the state of the art design with full plant automation and control. The plant is located in a mixed development next to the main Jelutong Expressway at the Southern side of Georgetown.


Sunday, April 18, 2010
When Bridges Covered Oregon
Downstream, on the other side of Scio, is the Gilkey Bridge, dating back to 1936. Recently, the bridge experienced a run of bad luck. In 1997, an over-loaded vehicle stressed the bridge creating serious damage and forcing its closure for a year of extensive repairs. In 2008, a large, farm service truck smashed into the bridge causing damage to the roof and side-support timbers. Once again, the bridge had to be closed for repairs but is back in business now.


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Green Architecture LEEDs the Way-High Tech on the Low Episode 91
LEED-Accredited Professional and Director of Sustainability at Livolt Energy Engineering, Ryan Clarke, sees "green architecture" as transforming the way both we all relate to spaces.
Green architecture and sustainable design are two critical elements of construction leading the building industry in its pursuit to create a better environment for people to live, work, and play in. These concepts are based on the idea of using resources efficiently and responsibly, minimizing the impact on the environment. However, often not known is that these ideas are also aimed at improving the quality of life for everyone who uses these spaces, so that they are healthy, motivated occupants.
In Episode 91 of High Tech on the Low, Ryan Clarke, a LEED-accredited professional and Director of Sustainability at Livolt Energy Engineering, sees green architecture and sustainable design as not just important but a fundamental need for our future. Amongst the topics on Ryan's mind include implementing LEED alongside the development of the WELL standard, driving sustainability in the US and Israel, and opportunities for entrepreneurs and tech engineers in the field. As Ryan describes, "Green architecture and sustainable design are fundamental concepts for optimizing your space, for the world and for people." And with major energy concerns at an international-level and global greenhouse gas emissions on the rise, the time to understand green architecture is now.
Ryan Clarke, LEED AP, discussing why we need sustainable building design.
Standards Driving Adoption
The building industry needs to shift towards sustainable practices to reduce its impact on the environment. One particular way the industry has been making the change is through LEED (Leadership in Energy and Environmental Design), a globally recognized green building certification system that provides a framework for designing, constructing, operating, and maintaining sustainable buildings. Along with US adoption, Ryan mentioned, "LEED has been successful in Europe, with many projects across the region" and it has even grown in acceptance in other parts of the world like in Israel, for example, where green building has taken off. LEED has been critical in successfully shaping the future of green architecture and energy consumption, having focused on how reduce costs in the long run for in energy building projects.
That being said, Ryan is also hopeful regarding a lesser known sustainable design standard, the WELL Building Standard, which focuses on the health and well-being of those people who come and actually use the building. The standard includes factors such as air quality, water quality, lighting, and thermal comfort, among others. "The WELL Building Standard complements LEED by focusing on the people who occupy the building. It aims to improve their health and well-being by creating a healthy environment through a space that impacts the environment less." In the end, a building is just a building. Without healthy occupants who are motivated to occupy the space, then the sustainable design is for nothing. Thus, Ryan emphasizes that sustainable design and green architecture must lead the way, as they not only benefit the environment, but people's overall health.
Business Abounds in Sustainability
Technology plays a crucial role in sustainable design and green architecture. Beyond the altruistic outlook on green building projects, sustainable construction and design offer many new and exciting opportunities for entrepreneurs and tech experts looking to make an impact. Ryan spoke about the role of technology in the field, saying, "Technology has a significant role to play in sustainable design. Think of AI that could help and in the fraction of the time [of architects] and optimize space to better impact the environment positively." AI design assistants are already being used to analyze data from different sources, such as weather patterns, energy consumption, and building materials, to provide recommendations for energy-efficient and sustainable designs that are redefining green architecture today.
In addition to AI advancements, Ryan also emphasizes that there are other areas for entrepreneurs to create new solutions and address sustainability concerns in construction. For instance, HVAC systems consume a significant amount of energy in buildings, and optimizing their performance can lead to significant energy savings. Data modeling for HVAC systems can help engineers and building operators simulate different scenarios and analyze the system's performance. This process then allows them to optimize the system's settings, such as temperature and humidity levels, to reduce energy consumption and improve indoor air quality.
With the advancement of technology, it has become easier to design and construct buildings that are energy-efficient, environmentally friendly, and offer a healthy living and working environment. Moreover, LEED and the WELL Building Standard are two globally recognized certifications that provide a framework for designing and constructing sustainable buildings and promoting their integration into society. "Shifting towards sustainable practices can reduce the impact of the building industry on the environment," Ryan states and with the help of entrepreneurs and innovative solutions, we can create a better future for ourselves and generations to come.


Flash dewatering for raw sewage effluents
Author(s): Hussein K. Abdel-Aal*; and T. Nejat Veziroglu
Sewage effluents contain more than 90% water. Basically the dewatering process of sewage effluents is simply a kind of evaporation. Our proposed concept involves a two-phase process that uses what is named “Multi-Stage Flash Evaporation” (MSFE) in handling sewer sewage. The first phase is known as drying, followed by boiling the sludge in the second phase. This leads to the separation of the solids from the water. Dewatered sludge is directed to an incinerator, which produces high-pressure- steam (HPS) that fuels a generator, to produce electricity. The proposed scheme is described and a diagram is presented. Prior to this evaporation step, the water content of the sewage effluents could be reduced to the half by the primary treatment. Water collected at this stage could be utilized for irrigation purposes. The feed to the MSFE unit could be any kind of biomass from sewage sludge, animal byproducts, or agricultural byproducts. Following the study made by Janicki bioenergy using S 200 Omni Processor, it is anticipated to obtain the following results for our proposed scheme. For a daily input of 10 tons of dry feed, along with 70 tons of combined water, an output of 300 KW and 70,000 liters water may be obtained. Further treatment and ultra-refining steps are carried out for the produced water to make it suitable to drink.
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Sherry Construction Corporation has been installing asphalt parking lots throughout south eastern Massachusetts and Rhode Island for over 84 years! We have the experience needed to provide industrial quality workmanship at a competitive price. We started paving in the streets and parking lots of Fall River, Massachusetts and quickly gained a reputation for honesty and reliability that has allowed our paving crews to lay asphalt in every town of south eastern Massachusetts and Rhode Island!
Massachusetts and Rhode Island weather is well known for the toll it takes on the roads with the blizzards, the temperature shifts, and the freezing and refreezing of the ice. Commercial asphalt paving , asphalt repair and sealcoating is important for your roadway or parking lot to stay strong and durable. Asphalt is made to endure freezing and thawing that New England is known for.
Repairing potholes, cracks, and other wear and tear keeps the damage to your vehicle to a minimum. Hitting a pothole can mean anything from a flat tire and a towing charge, to a broken axle and hundreds of dollars in repairs. After a long, harsh, New England winter, no one wants to deal with the additional headache of a flat tire from a crater sized pothole that erupted during the snowy months. Let Sherry Construction save to you the time and aggravation of pothole damage, whether on residential asphalt or in the commercial parking lots.
Sealcoating is a coating applied to asphalt meant to act like a barrier from the elements of cold and the heat. It helps keep the asphalt intact during New England’s inclement weather . Parking lot Sealcoating prevents cracks from cropping up that will eventually develop into potholes. If there are cracks, they must be fixed first, and then the sealcoating can be added to the affected area, but once added, the extra coating will help keep your parking lot or roadway intact.
Asphalt has a low environmental effect because it reduces the amount of natural resources needed over the pavements life, and can be recycled. It requires about 20 percent less energy to produce and construct than other pavement options, and additional roads can cut down on traffic congestion. When cars and trucks are stuck in traffic, they use up fuel and produce greenhouse gases. Asphalt’s speed of construction allows planners and managers a way to fix trouble spots for traffic, quickly and cost-effectively.
Properly paved roads improve public safety for many reasons, from increasing traction on roads to prevent accidents, to quieting the traffic sounds in urban areas. It also saves energy by providing a cost and energy effective solution to high traffic areas, which can help regulate temperatures and cut down on air pollution.


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Construction firm fined over safety and welfare failings
A construction firm has been fined after failing to safeguard the public and workers from an unsafe excavation and lifting operation, and not providing adequate welfare facilities for workers on site.
Greater Manchester Magistrates’ Court heard how, on 23 June 2016, Toft Construction Limited were undertaking the refurbishment of a domestic property in Salford. A Health and Safety Executive (HSE) inspector issued two prohibition notices (PNs) to the company when he found an unsupported, deep excavation in the front garden with insufficient controls to prevent members of the public accessing the hazard. The inspector also found that a steel beam was being lifted unsafely.
The investigation also found that there were no toilet and washing facilities for workers on the site. The company also failed to comply with an improvement notice that was issued after the inspector’s visit, after failing to provide suitable and sufficient welfare facilities.
The HSE investigation found that Toft Construction Ltd did not properly plan the lifting operations or carry it out safely. The company failed to take suitable and sufficient measures to prevent falls into the excavation and to fence it off to prevent risks to the public.
Toft Construction Limited, of Three Acres Lane, Cheadle Hume, Cheshire, pleaded guilty to breaching Sections 2(1), 3(1) and Section 33(1) (g) of the Health and Safety at Work etc. Act 1974. The company also pleaded guilty to breaching Regulations 15(11) and Regulation 2 of the Construction (Design and Management) Regulations 2015.
The company was fined £20,000 with £5,176.90 costs.
HSE inspector David Argument said after the hearing: “These risks could so easily have been avoided by simply carrying out correct control measures and safe working practices. Companies should be aware that HSE will not hesitate to take appropriate enforcement action against those that fall below the required standards”


With the discovery of iron ore in Marquette County around 1840, the area quickly became one of the busiest ports in the Upper Peninsula. Granite Island’s location approximately twelve-and-a-half miles to the northeast represented a major threat to vessels making passage to and from Marquette harbor. On March 2, 1867, Congress appropriated $20,000 for construction of a lighthouse on the island. The lighthouse tender “Haze” delivered a construction crew and building supplies to the island in the spring of 1868, and the crew began construction with the blasting of a flat spot for the structure’s foundation at the island’s highest point.
Note: This is a privately owned island.
Located on Lake Superior’s Granite Island, 12.5 miles north of Marquette.


Transportation in The Gambia
The Gambia has a variety of Transportation Investment Opportunities
The Gambia is strategically located along the Atlantic ocean and has access to the greater West African region, making it an ideal location for transport investment. Upgrading transport infrastructure is also a strategic national priority, as identified by the Goverment of The Gambia's National Development Plan, and significant progress has already been made across all sub-sectors.
The Gambia recently completed a USD 14 million modernization project to upgrade the facilities and expand the runway of the Bajul International Airport. Increasing passenger traffic and the new July 22nd business park located near the airport represent an ideal opportunity for further investments in the airport and surrounding facilities.
River and Bridge Transport
The River Gambia is situated in the middle of The Gambia and a variety of opportunities are present for bridge infrastructure investment as well as investments for passenger and cargo vessel operators.
Significant achievements in this sector include the opening of the Senegambia Bridge, also known as the Trans-Gambia Bridge, in 2019. With a total cost of over USD 90 million, construction of the bridge was primarily funded by the African Development Bank (AfDb).
Due to its strategic position on the Atlantic ocean and in West Africa, a variety of opportunities are present for road infrastructure investment as well as cargo transport operators.
The Gambia has made significant progress in upgrading current road infrastructure. Recent successes include the Trans-Gambia Corridor Project which is currently being implemented with over Euro 90 million in funding from the African Development Bank (AfDb) and the European Union, among others. Once completed the corridor will connect the Northern and Southern parts of The Gambia and Senegal, and by extension, the Economic Community of West African States (ECOWAS).
The Port of Banjul, managed and operated by The Gambia Ports Authority, is located on the estuary of the River Gambia, 26 nautical miles from the Atlantic Ocean, one of the world’s busiest shipping lanes to International Shipping Traffic. With a total quay length of 750 meters; 38,000 square meters of uncovered and 3,000 square meters of covered storage area and a minimum permissible draft of 8.5 meters at low water spring, Banjul Port has the capacity to handle up to 1.5 million tonnes of cargo annually.
The port is currently being expanded and new land was acquired in April 2022 for the construction of a new container terminal.
Due to the strategic position of the port and opportunities for further growth, investment into the port is a priority for the Government of The Gambia.
Top 5 Reasons to Invest in Transport in The Gambia
Growing Demand for Transport
The establishment of the Economic Community of West African States (ECOWAS) is improving the landscape to encourage further investment into new and existing logistics services.
The Gambia also has a growing population and strategic port location on the Atlantic ocean.
Preferential market access & key trade partners
The Gambia continues to benefit from a variety of trade agreements including AfCFTA, ECOWAS, AGOA, EBA and others.
Upgrading transport infrastructure is a top priority for the Government of The Gambia and significant progress has already been made.
Over the past decade, the total length of road has increased considerably and is coupled with investments in the energy arena and a $14m investment that renovated the Banjul International Airport.
Strong Business Climate
The Gambia has strong macro-economic fundamentals and a liberal market-based economy.
The country is one of the safest and politically stable countries in Africa and has attracted over $830m in FDI since 2003.
Skilled & Cost Effective Workforce
The Gambian workforce is one of the country’s principal assets, arousing considerable enthusiasm among businesspeople, both foreign and domestic.
The Gambia has an estimated labor force of 774,000 people, which are seen as flexible and hard working.
Source: GIEPA, USAID, World Bank, Knoema