INDUSTRIAL TRAINING REPORT I

TRAINING ORGANIZATION : ROAD DEVELOPMENT AUTHORITY

PERIOD OF TRAINING : FROM : 20/10/2014 TO : 11/01/2015

FIELD OF SPECIALIZATION : CIVIL ENGINEERING

H.M.HASAN

E/11/146

i

ACKNOWLEDGEMENTS

I would like to convey my gratitude to the Industrial Training and Career Guidance Unit (ITCGU),

Faculty of Engineering, University of Peradeniya, National Apprentice and Industrial Training

Authority (NAITA) and the Road Development Authority (RDA) for providing me the opportunity to

have industrial training experience in my field of study.

I am pleased to be trained in RDA (NWP)–one of the largest functioning body in the road construction

and maintenance sector in Sri Lanka. I am grateful towards the Provincial Director (NWP) for

providing me the opportunity to be a part of the trainees in the Kurunegala region. Due to the ongoing

construction works in Kurunegala, I was able to get the best exposure I needed.

My thanks go to the Resident Engineer Mr B.G.Gunasiri for being the greatest support and guidance

during the period of my industrial training. I must also thank Field Engineer, Mr B.M.B.S.Bandara and

Mr L.P.L.Liyanapathirana, Mr N.W.A.D.Manjula and Material Engineer, Mr J.S.M.S.A.Jyasundara,

for their effort in the fields to guide me towards the proper technical experience. Finally I would like to

add all the technical officers and staff who helped me immensely to make my training a success.

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CONTENTS

Acknowledgements i

Contents ii

List of Figures iii

List of Tables iv

List of Abbreviations v

Chapter 1: INTRODUCTION 1

1.1 A Brief Account About the Training 1

1.2 A Description About The Establishment 1

1.3 Account On The Project 3

Chapter 2: RESOURCES OF THE CONTRACTOR 4

2.1 Quarry 4

2.2 ABC & Asphalt Plants 5

2.3 Workshop 6

2.4 Laboratory 6

2.5 Machinery 7

2.6 Human Resources 12

Chapter 3: CONSTRUCTION OF ROAD 13

3.1 Introduction 13

3.2 Preparation Of Sub Grade 14

3.3 Preparation Of Sub Base 14

3.4 ABC Layer 14

3.5 Application Of Prime Coat 17

3.6 Application Of Tack Coat 17

3.7 Pavement Of Asphalt Concrete 17

Chapter 4: CONSTRUCTION OF STRUCTURES 20

4.1 Culvert 20

4.2 Setting Out And Excavation 20

4.3 Construction Of Box Culvert 20

4.4 Formwork 21

4.5 Backfilling 21

Chapter 5: EARTH WORKS 22

5.1 Shoulder Construction 22

5.2 Embankment 22

Chapter 6: PROBLEMS ENCOUNTERED 23

Chapter 7: CONCLUSION 24

iii

LIST OF FIGURES

Figure 1.1 Organizational Structure 2

Figure 2.1 Quarry 4

Figure 2.2 ABC plant 5

Figure 2.3 Asphalt plant 5

Figure 2.4 Benkelman-Beam deflection test 6

Figure 2.5 Hydraulic concrete mixture 7

Figure 2.6 Backhoe 7

Figure 2.7 Motor Grader 8

Figure 2.8 Jumping Jack compactor 8

Figure 2.9 Pneumatic tire Roller 9

Figure 2.10 Road roller 9

Figure 2.11 Asphalt paver 10

Figure 2.12 Water bowser 10

Figure 2.13 Bitumen Emulsion Sprayer 11

Figure 2.14 Dump truck 11

Figure 2.15 Human Resources 12

Figure 3.1 Cross section of the road 13

Figure 3.2 Procedure of marking the centerline 15

Figure 3.3 Marking the height on the rod 15

Figure 3.4 Marking on centerline and side once in 10m 16

Figure 3.5 Edge cutting and ABC compacting 16

Figure 3.6 Boomer 17

Figure 3.7 Asphalt paving 19

Figure 4.1 Formworks of a Culvert 21

Figure 4.2 Backfilling 21

Figure 5.1 Shoulder compaction 22

iv

LIST OF TABLES

Table 3.1 Details of the cross section 13

v

LIST OF ABRIVIATION

Abbreviation Description

ABC Aggregate Base Course

AKT Ambepussa - Kurunegala - Trincomalle Road

DOC Degree of Compaction

ITCGU Industrial Training and Career Guidance Unit

NAITA National Apprentice and Industrial Training Authority

RDA Road Development Authority

1

Chapter 1: INTRODUCTION

1.1 A Brief Account about the Training

This report holds detailed aspects of the industrial training I obtained in the Road Development

Authority for a period of 12 weeks commencing from 20th

of October 2014 to 11th

of January 2015

through the National Apprentice and Industrial Training Authority (NAITA) and the Industrial

Training and Career Guidance Unit (ITCGU), Faculty of Engineering, University of Peradeniya as a

six credit and non-GPA course followed in the Department of Civil Engineering, University of

Peradeniya.

1.2 A Description about the Establishment

The functions performed by the RDA consist mainly of the maintenance and development of the roads

and bridges in the National Highway Network and the planning, design and construction of new

highways, bridges and expressways to enhance the existing network.

Road transportation is the main mode of transportation in Sri Lanka. Therefore it is very important to

facilitate the country with a very efficient network of road. RDA has the responsibility to cater to the

current development works in the country as well as any future development projects.

1.2.1 Vision

To upgrade the National Highway Network to meet the expectations of all stakeholders and to make

the Road Development Authority an institution of multidisciplinary excellence in Highway

Engineering.

1.2.2 Mission

As the premier National Organization of the road sector, to provide an adequate and efficient network

National Highways, to ensure mobility and accessibility at an acceptable level of safety and comport,

in an environment friendly manner for the movement of people and goods for the socio-economic

development of the nation.

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1.2.3 Organizational Structure

PROVINCIAL DIRECTOR

CHIEF

ENGINEER

CHIEF

ENGINEER

PROJECT

CHIEF

ENGINEER

DESIGN

ADMINISTRATOR

ASSISTANT

ACCOUNT

ASSISTAN

T

Executive

Engineer (1)

Design

Engineer

(1) Executive

Engineer (2)

Executive

Engineer

(3)

Resident

Engineer

(AKT)

Design

Engineer

(2) Design

Engineer

(3)

Clerical Staff Clerical

Staff

Resident

Engineer (2)

Resident

Engineer (3)

Section (2)

Engineer

Section (3)

Engineer

Section (1)

Engineer

/Technical

Officer

Supporting

Staff

Material

Engineer

Worksite

Supervisor

Trainee

Worksite

Supervisor

Worksite

Supervisor

Worksite

Supervisor

Trainee Trainee Trainee

Figure 1.1 Organizational structure

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1.3 Account on the Project

Name :Ambepussa- Kurunegala -Trincomalle (AKT) Road Project

Road :A006

Road section :Ambepussa to Galewela (0+000KM to 75+110KM)

Project work carried out in tree sections,

• ch. 0+000KM~25+000KM Section 1

• ch. 25+000KM~50+000KM Section 2

• ch. 50+000KM~75+110KM Section 3

Funding :Local banks

Amount of the project :Rs. 13 Billion

Contractor :MAGA Engineering (PVT) Ltd.

Consultant :RDA

Date of commencement :26th of November 2013

Duration :36 months

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Chapter 2: RESOURCES OF THE CONTRACTOR

In order to foster and promote development of the construction works in the project the contractor shall

have a collection of adequate resources. As a multinational company, MAGA PVT Ltd also has a set

of modern utensils such as:

Quarry

ABC and Asphalt plants

Workshop

Laboratory

Machinery

Human resources

2.1 Quarry

The material required for the preparation of ABC, asphalt concrete and other random works are

provided from the quarry. Rocks are blasted and prepare it in the quarry for the above purposes. The

quarry must be selected considering environmental factors because this may cause noise and dust,

hence effects the human livelihood and environment.

Figure 2.1 Quarry

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2.2 ABC & Asphalt Plants

The ABC and Asphalt plants for this project are located in Thulhiriya , Galewela, Thorayaya,

Malsiripura, Polgahawela, Alawwa and some other places which is not more than 250m away from the

AKT road (75+110KM project has more plants to cover the distance efficiently). Asphalt mixture

should be taken to the project site as soon as possible because the pavement of asphalt should be done

at a specific temperature. Therefore the location of the plant is selected such that it is closer to the

project area and brings less cost for transport.

Fig. 2.2 ABC plant

Fig. 2.3 Asphalt plant

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2.3 Workshop

All the maintenance work of the machines used for the construction is done in the workshop allocated

to the contractor. This is situated closer to the project offices in order to serve the project efficiently.

2.4 Laboratory

All the tests needed to be done to ensure a standard of work is conducted in the laboratory. This

location established closer to the project office of each section.

Mostly concrete cube test done for the concrete strength measurements, Slump test done

before put to the formwork in the site, Regularly AIV test conduct for the samples in the laboratory

and Rarely Benkelman-beam Deflection test done to find road deflection etc.

Fig. 2.4 Benkelman-Beam deflection test.

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Fig. 2.5. Hydraulic concrete mixture

Fig. 2.6 Backhoe

2.5 Machinery

The machinery needed to serve the project will be discussed in this section.

2.5.1 Concrete mixtures

On sight concrete mixed using Hydraulic concrete mixtures or normal concrete mixtures.

2.5.2 Backhoe

Backhoe is used for site clearances, provide shifted gravel for shoulder compaction and excavation

perposes etc.

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Fig. 2.7 Motor Grader

2.5.3 Motor Graders

Motor grader used to the grading process. That is ensuring a level base. This might be flat or a slope

base. Motor grader comprises of a long blade which facilitates flat surface. But mostly the motor

grader Driver’s skill play a major role, He have the best salary over labors about Rs80000.00

2.5.4 Compactor

Compactors are used to reduce the size of soil layer in road construction. In the construction industry

there are three types of compactors mainly used for the above purpose.

Jumping Jack Compactor

Road Roller

2.5.4.1 Jumping Jack Compactor

The jumping jack compactor is used for backfilling narrow trenches in culvert, retaining walls and

drainage trenches. This comprises a smaller foot to serve the purpose.

Fig. 2.8 Jumping Jack compactor

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Fig. 2.10 Road roller

Fig. 2.9 Pneumatic tire Roller

2.5.4.2 Pneumatic tire Roller

Rollers comprising pneumatic tires are used for finishing asphalt pavement. The tonnage of the

Pneumatic tire Roller will differ according to the necessity.

2.5.4.3 Road Rollers

Road rollers are used to compact sub base, ABC and asphalt concrete finishing. Road rollers might

have vibrating rollers as well.

There are three types of road rollers according to the type of roller used.

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Fig. 2.11 Asphalt paver

Fig. 2.12 Water bowser

2.5.5 Asphalt Paver

Using asphalt paver, asphalt laid on roads. This also provides a minor compaction before the asphalt

layer is compacted using roller.

2.5.6 Water Bowser

Water is poured on the sub base for a better compaction of ABC. The special purpose of usage of

sprinklers attached to bowsers is to facilitate application of water in an even manner.

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Fig. 2.13 Bitumen Emulsion Sprayer

Fig. 2.14 Dump truck

2.5.7 Bitumen Emulsion Sprayer

Bitumen emulsifiers are used to pave bitumen according to a standard thickness on tack coats and

prime coats.

2.5.8 Dump Trucks

Vehicles used for transportation of loose material needed for construction sub base such as gravel, dirt,

sand, ABC and Asphalt fall under dump trucks.

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Fig. 2.15 Human Resources

2.6 Human Resources

Road construction work is most commonly done by unskilled laborers. Workers can specialize in

certain types of work. Diligent and responsible workers are usually promoted to supervisory positions;

to train and supervise other workers.

The types of workers are distinguished using skill levels.

General workers –These kinds of workers are necessary to perform general excavation with picks

and shovels and clean the sides of roads for better working environment.

Masonry workers –For the building of structures such as culverts, retaining walls, etc.

Machine operators –For a better efficient way of finishing up the project work, skillful machine

operators are needed with specific talents in operating the machineries used in the construction

Drivers –For transportation purposes, drivers are necessary for a construction project.

Construction supervisors –Supervision of the construction work is done by supervisors.

Office staff –Staff working in the project office for the functioning of the project

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Fig. 3.1 Cross section of the road

Chapter 3: CONSTRUCTION OF ROAD

3.1 Introduction

First and foremost an initial survey is conducted by the surveyors of the RDA and the approved design of

the proposed road is handed over to the contractors. As the first step of the construction the site engineers

of the contractor company is started setting out the road. Site clearance is included in this step. Then the

establishment of sub base was done. On top of the established sub base ABC layer was laid subsequently

followed by asphalt layer. But the works carried out by deferent sections parallel.

Table 3.1 Details of the cross section

The aspects of the elements involved in the construction process will be discussed in detail in this

chapter.

Materials Thickness/mm

Overlay Winding

Wearing Course 40 40

Binder Course 60 60

ABC 450 900

Sub base type-1 _ 250

Shoulder Material _ _

Embankment type 1 _ _

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3.2 Preparation of Sub Grade

The overall strength and performance of a pavement is depended not only upon its design but also on

the load-bearing capacity of the sub-grade soil. Thus, anything that can be done to increase the load-

bearing capacity of the sub-grade soil will most likely improve the strength of the pavement. Also this

may grant thinner pavement structures which will be economical. The condition of the sub grade will

be specified in the design. This may vary from place to place. The proposed augmentation of an

existing old road is done to obtain the sub base. For this purpose the required amount of width (width

of the proposed road and width of shoulder compaction) is excavated from the sides of the existing old

road or from the failed portions of the existing road.

Then the sub grade is compacted well. If the excavated surface is below the required sub-grade level,

the sub-grade is improved by compacting soil by a roller. The limit for loose thickness of the soil layer

for compacted should be in between 200mm and 300mm. Checked that the percentage of field density

of the compacted soil to Maximum Dry Density (MDD) is greater than 95%.

3.3 Preparation of Sub Base

The sub base course is the layer found between the ABC and the sub-grade. The sub base basically

provides structural support for the road. Establishment of sub base is done after the proper

establishment of sub grade. The gravel is placed on top of the sub grade and spread evenly and

compacted. Until the degree of compaction of the sub base is reached to 98%, water is applied using

sprinklers and compacted using generally 8 ton vibrating rollers according to the design thickness of

the sub base it’s around 250mm little alterations are accepted.

3.4 ABC Layer

ABC is a mixture of graded crushed rock, quarry dust and chips. ABC layer is applied above sub base.

According to the design of the proposed road, the overlay layer of ABC was 300 mm or winding layer

of 200 mm.

Initially before ABC layer is applied the center line of the road is marked. In order to do this the distance

marked on any permanent landscape along the road to the center line which was marked by prior surveyors

will be used. For the distance less than 5m, a point belonging to the center line is marked using offset

measurement.

For greater than 5m, inclined measurement is done. Likewise several measurements taken on the

section which is ABC layered and eventually the center line is marked.

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Fig. 3.2 Procedure of marking the centerline

Fig. 3.3 Marking the height on the rod

Along the center line steel rods is placed in every 10m gap. In every steel rod the height of 300mm is

marked. This is done by placing the staff 300mm apart from the actual point which is leveled and

marked the design level at a tolerance of +15mm/-10mm by driving a steel rod. Since the width of the

road is 4.1m per lane, −2.5%of slope for each side is calculated and the relevant height is marked using

steel rods placed such that the rods at the side is perpendicular to the center line.

In order to achieve this, the leveling instrument should be leveled in the beginning. The required height

is marked on the rod by matching the staff reading with the leveling instrument reading by elevating

the staff. When the readings are matched the elevation of staff is marked as the required height on the

rod. The heights is marked using a red tape to facilitate easy visibility.

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10 m Markings

Centre line

Fig. 3.4 Marking on centerline and side once in 10m

The layering of ABC is done to meet the marked positions in the rod. Motor graders is used to make

the proper slope needed. After this, vibrating or steel roller of more than 8 tonnages was used for

compacting and it should be made sure that the degree of compaction is greater than 98% with the

sprinkling of water in a turn with compaction.

Fig. 3.5 Edge cutting and ABC compacting

For a minimum of 1 day no vehicular traffic was allowed on the ABC- compacted road for proper

quality of road allowing the road to dry as much as possible. After the ABC is dried sufficiently the

compaction test is conducted. For the test failures another turn of water sprinkling and compaction is

done until proper standards are met.

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3.5 Application of Prime Coat

Prime coating is used above ABC prior to surface dressing or surface course is laid. Prime coating is

generally used for enhancing the bonding of ABC which was compacted and dried. Prior to application

of the prime coat the ABC surface was brushed to remove all dust, loose particles and other

objectionable material. For aggregate bases such cleaning was continued until the entire surface show

a pattern of exposed large particles free from dust as far as possible.

Fig. 3.6 Boomer

After the liquid asphalt has penetrated the base course, the prime coated up to 5mm. Any vehicular

traffic is allowed on the road after a minimum of 7-8 hours. But in this road project the vehicles were

allowed after 1 day.

3.6 Application of Tack Coat

Before the pavement of binder course or wearing course, application of tack coat is done. This is to

ensure the proper bonding of the two layers. Prior to the application of tack coat, the surface is cleaned

similar to the application of prime coat. The thickness of the tack coat is also usually 5mm.

Bituminous Emulsions of any specified grade can be used for this. Cut Back Bitumen that is used at

the temperature ranging from 1050-1300℃. After the application of tack coat the pavement of asphalt

is done as soon as possible to get a proper bonding.

3.7 Pavement of Asphalt Concrete

3.7.2 Introduction

Asphalt concrete is a mixture of two basic components: aggregates (stone, gravel and sand) and liquid

asphalt. These are mixed at elevated temperatures. Asphalt is paved in the carriageway of the road.

Paving with asphalt concrete allows you to pave faster, more efficiently, more economically with

greater serviceability.

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A smooth driveway is obtained by the asphalt concrete pavement. A major advantage for Asphalt

Concrete is the ability for staged construction. The asphalt base course is placed and used under traffic

during initial construction.

This is a flexible pavement which allows it to withstand occasional overloads without serious damage.

Blowups are reduced by the usage of asphalt because of the lack of repetitive joints. Also the usage of

asphalt is economical.

3.7.2 Types of Asphalt Concrete

There are two types of asphalt concrete used. They are used in the form of Binder course and Wearing

Course. The ingredients of bitumen, the aggregate size & passing percentages vary for every work.

3.7.2.1 Binder Course

This is paved on top of the ABC layer after the application of tack coat with a thickness of 60mm.After

the pavement of Binder Course compaction is done using steel rollers and then pneumatic rollers. After

the binder course is paved it should be made sure no vehicles pass along the road on top of the newly

paved Binder Course for six hours.

3.7.2.2 Wearing Course

This is paved on top of the Binder Course after a minimum of three days. The thickness of the Wearing

Course should be 40mm. prior to the pavement of the Wearing Course the Binder Course surface must

be well cleaned without dust and loose material.

3.7.3 Preparation for Pavement of Asphalt

A sharp inspection is done on the existing surface of the road. Factors such as the DOC, surface texture

and flexibility of the pavement are taken into consideration during the inspection. The existing surface

is trimmed to the designated tolerance which is slightly higher than the tolerance amount allowed for

the overlaying asphalt thickness.

As the general practice of road pavement, at this stage also cleaning the surface was done.

3.7.4 Pavement of Asphalt

At the time of paving the Asphalt mixture shall have a temperature above 130℃. Due to the

transportation time the temperature may fall. Therefore, the trucks which carries the asphalt mix has to

be well covered till the paving started.

Before the binder course pavement is done the ABC layer level was checked. Thereafter the

compacting height is determined based on the height of the asphalt layer. If the thickness is less than

75mm, the compaction is determined to be 20% of the thickness and if it is greater than 75mm, the

compaction is 25% of the thickness.

When the asphalt is being paved by the paver machine, in order to check whether the required height is

being paved, the required height is marked on a rod and the rod in pinned into the course and verified

randomly.

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The temperature of the Asphalt which is about to be paved in the road was measured. If the

temperature is detected to be less than 130℃, the following actions are taken. First the surface

temperature of Asphalt which is loaded in truck is measured and if it is less than 130℃, the Asphalt

mixture in the surface is removed using shovels and the temperature of the Asphalt inside is measured

and if it the temperature meets the conditions paving is continued. But if the inner temperature is also

less than 130℃ the mixture is rejected and sent to recycle. If recycling cannot be done, it will be

permanently rejected.

Therefore it is vital that the Asphalt mixture should have an elevated temperature at the time of loading

to the trucks leaving heat losses due to the transportation and waiting until paved. Hence ambient

conditions, the distance to the site and the waiting time to pave the Asphalt are considered to determine

the loading temperature.

Fig. 3.7 Asphalt paving

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Chapter 4: CONSTRUCTION OF STRUCTURES

4.1 Culvert

Culverts are structures of less than 6 meter span between faces of Abutment and generally have two

spans. A culvert must be large enough to carry the flow of water without any heading up at the

entrance. They are constructed to enable water flow from one side of water to the other. In this sector

Box/slap culvert and Hump pipe culvert were widened as an improvement for culverts. Generally

culvert includes screed, base, abutment, wing wall, capping beam, deck, and parapet wall and guard

stones.

4.2 Setting Out and Excavation

This is done in accordance with the design drawing. During setting out measurements should be taken

from the centerline. If this is not done culvert abutment and wing walls may skew to the road. Initially

center of culvert should be located. Then widening length should be marked. Head walls and wing

walls should not be skewed from the centerline. Excavation should be done up to screed bottom level.

Otherwise it may be very difficult to fix reinforcement and formworks and concrete. In order to

achieve this we have to excavate extra 0.5m away from actual setting out area as working space.

4.3 Construction of Box Culvert

The following procedure was followed in the construction of box culvert.

Setup safety arrangement.

Allow water to run through the half way of the clear span.

Excavate at the level of screed bottom and required dimension and dewater by water pumps.

Level excavated surface and formwork was done for both screed and base together.

Spread Polythene at bottom and screed concreting.

Base concreting (300mm) was performed by C30, some rubble were placed

Abutment and wing wall construction were done by random rubble masonry. In order to prevent

cracks on RR masonry place Through-Stone at 1m interval along wing wall.

Construct Capping Beam (C25 used) at the top of the abutment. Backfill layer by using gravel.

After four side constructions were finished up to capping beam, construct deck using reinforced

concrete C30.

C20 reinforced concrete is used to construct Parapet Wall and Guard Stone.

Formwork for all concreting structure was left to set for 24.

All compaction of the concrete placed in the forms was by poker.

Structure was plastered by cement mortar 1:3at an average thickness of 20mm.

Finally clean the area.

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4.4 Formwork

Is a structural support is to hold the concrete until it gets strong. For formworks of walls, vertical and

horizontal supports are given by pipes and the bolts. The braces are kept at horizontal and they are

supported at base concrete level by stakes firmly driven into the concrete. Cover blocks are used to

keep the sheets in correct position. Reinforcing steel is checked for its alignment before laying of

concrete. The forms are cleaned and oiled before and after each use. The formwork is cleaned and

washed with water before laying of concrete in it.

Fig.4.1 Formworks of a Culvert

4.5 Backfilling

Backfilling is done for culvert widening and retaining wall. After finishing the construction of wing

wall and abutment of culvert, the widened area is filled with gravel layer by layer to get the maximum

efficiency of the compaction.

Maximum thickness allowed for a single layer ranges from 200-300mm and the range of the

compaction is determined by the height of the layer. Every layer is tested to check the DOC then it is

allowed to fill the next layer. The compaction is done by using jumping jack compactor.

Fig.4.2 Backfilling

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Chapter 5: EARTH WORKS

5.1 Shoulder Construction

After paving the wearing course or before the leveling of ABC is done shoulder construction is

performed by placing and compacting shoulder material for width of 1m or 1.5m on either side of the

pavement. Material is unloaded and it is spread by using Motor Grader, the cross fall of 4% is obtained

by tilting the blade of the motor grader for required slope. For compacting Road rollers were used with

water. The DOC was measured for 95%.

Fig. 5.1 Shoulder compaction

5.2 Embankment

This includes the process of filling low existing level of ground up to the design level of a road. This

treatment is usually done when the level of the existing road is higher than the amount needed to be

widened. The layers are selected according to the height.

The embankment material is placed. The compaction is commenced at the edge and done towards the

center. Each successive layer is placed only after the DOC of the previous layer has been tested and it

was found to be greater than 95%. In order to widen the existing embankment the top soil of the

sloping faces is removed and scarified. Some bench was formed on the surface to give adequate

bonding between old and new embankments.

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Chapter 6: PROBLEMS ENCOUNTERED

During the road project there were several problems encountered. The traffic control was hard.

When the edge cutting was done the leveling were damaged due to the rain during the night.

The center line had to be marked due to traffic.

If the ABC exceeded at the middle, little bit remove them by motor grader or labor and compact them

with 1 ton roller. Also the excavation was difficult due to the underling water supply and telephone

pipe networks. Care was taken while making excavation.

Due to accidents some people dead and some are injured during construction of the road.

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Chapter 7: CONCLUSION

During my training period of 12 weeks I was able to gather a good experience in highway engineering

and it helped me to understand what is happening on the site apart from the theoretical aspects.

In the site, I gained practical, technical knowledge and experience regarding situations of the working

site and how to overcome the difficulties and also got supervision and communication skills within the

site. The industrial training is important and valuable experience as an apprentice in the field of Civil

Engineering.

The engineers in the site induced and guided me to go with the process in progress. The management

of conflicts occurred between staff and labors or in between them, arrangement of facilities to support

the work proposed, adjustment for the scarce resources and labors, taking decisions depends on the

forth coming problems and avoidance of unnecessary work to reduce the cost. Not only that, by

exposing to the field I was being got to know the people from various organizations, and this

environment helped me to express my interest, intensions and suggestion Finally confident to state that

the training I got is more than I really expected to get and I hope that the future undergraduates coming

for the internship will find their training even more beneficial to their future career.