Acknowledgement

The in- plane training opportunity I had with road development Authority (RDA) was
a great chance for learning and professional development. Therefore, I consider myself as a very lucky
individual as I was provided with an opportunity to be a part of it.

Further, I extremely grateful to the Institute of Engineering Technology –katunayake. And the lectures of
civil engineering department who endowed me to form a basic foundation in the field of civil engineering.
Without this basic foundation it could be impossible to reap the full benefits of the plant training
program.

I am also conveying my sincere thanks to NAITA who gave me this golden opportunity to gain a significant
practical knowledge in the field of ‘’civil engineering’’. I especially pay my gratitude to the training in
charge and all staff Members of both NAITA and IET, who helped me.

Moreover, I would like to use this opportunity to express my gratitude to Mr.Baari, the Provincial Director
of RDA Akkaraipattu, who was busy with his duties, took time to hear and guide me to carry out my
training at their organization.

Furthermore I would like to thank Mr. Aliya (Chief Engineer) of RDA akkaraipattu, Mr.Najath (Engineer),
Mr.Hakeem (Engineer) for the RDA laboratory section Akkaraipattu, Who share their knowledge with me
to success my industrial training

Finally I would like to thank colleagues, friends and officer who gave me invaluable support
encouragement, supervision and continuous support to complete this report in a successful manner.

S.Gunaramanan
CB/17/10934
National Diploma in engineering sciences
Institute of Engineering Technology
Katunayake

I
Preface
The primary objectives of industrial training program is to overcome such problems faced by a graduate
,and to build up a sound appreciation and understanding of the theoretical principal learnt as an Diplomat’s
, by exposing them to the industrial environment while being an diplomat’s. It is obtained towards
developing the skill, knowledge and attitude needed to make an effective start as a member of the
engineering profession.

This report a brief presentation on gained technical knowledge, experience, customer interaction,
challenges, achievements and failures during my industrial training. I was placed at Road Development
Authority (RDA) for duration of 24 weeks.

It is a good opportunity to experience practical industrial environment, work discipline, team work, time
management, quality controlling and to obtain a clear understanding of theoretical knowledge which I was
able to gain in the IET. Also in the period of training, I got the freedom to observe, refer and explore the
civil engineering process.

During this period, I received enormous encouragement as well as a huge co-operation from everyone in
my training place. Without this guidance and co-operation, most probably I would not be able to complete
the stuff that I have presented here. I did enjoy moment that I have spent at my training place.

After the completion of industrial training for 24 weeks successfully, I was able to prepare this training
report to represent my training experience. I have include all the experience that I have gained throughout
this training session. Also the technical knowledge, technical details and specification which is related to
civil Engineers.

I have tried my best to make sure that all the information are in detail and accurate. My intention is to
provide a good idea about my practical experience from the construction site and to satisfy the
requirements of the inspection officer or reader who will be evaluating my training experience to complete
my NDES program successfully.

II
CONTENTS
CHAPTER-01
1. INTRODUCTION TO THE TRAINING ESTABLISHMENT
1.1 History of road development authority 01
1.2 Road Development Authority 01
1.2.1 Employees’ Provided Fund (EPF) 02
1.2.2 Employees’ Trust Fund (ETF) 02
1.2.3 Leaves taken by the company staff 03
1.3 Vision and Mission statement
1.3.1. Vision 03
1.3.2. Mission 03
1.3.3. Goals and objectives 03
1.4 Roles & Responsibility 03
1.5 Highway Development Plan 04
1.5.1 Rehabilitation of the existing road network 04
1.5.2 Development of high mobility road network 04
1.6 Functional division of RDA 04
1.7 Organizational structure 06
1.8 Job function 07

1.9 National Highway in Srilanka ( Class ‘’A”,”B” and “E” Roads) 08

CHAPTER-02
2. TRAINING EXPERIENCES 09

2.1 Induction of the organization 09

2.2 Familiarization with the road site 09
2.3 The road construction process 10
2.3.1 Site cleaning 11
2.3.2 Surveying and setting out 11
2.4 preparing the sub grade for construction 12
2.4.1 Load bearing capacity of sub grade 12
2.5 construction of sub base 12
2.5.1 suitable material for the sub base 12
2.5.1 specification for sub base material 13

III
 2.5.3 construction procedure…………………………………………………………………………………………….. 13

2.6 Road widening ………………………………………………………………………………………………………………….. 13

2.7 construction of road base ……………………………………………………………………………………………….. 14
2.7.1 The load bearing capacity of the road of the base depend on ……………………………….. 14
2.7.1 material used for the road base are …………………………………………………………………………. 14
2.7.3 ABC –Aggregate Base Course………………………………………………………………………………………. 14
2.7.4 Laying of ABC……………………………………………………………………………………………………………….. 15
2.7.5 Important properties of road base aggregates are…………………………………………………………. 16
2.7.6 ABC laying level……………………………………………………………………………………………………………… 16
2.7.7 Typical grading for ABC material…………………………………………………………………………………….. 17
2.8 Construction of the surface……………………………………………………………………………………………………… 17
2.8.1 Prime coat……………………………………………………………………………………………………………………….. 17
2.8.2 ABC surface preparation for prime coat application ……………………………………………………….. 18
2.8.3 prime coating process……………………………………………………………………………………………………… 19
2.8.4 Tack coat ………………………………………………………………………………………………………………………. 19
2.8.5 surface preparation for tack coat ……………………………………………………………………………………. 21
2.8.6 suitable material for tack coat ………………………………………………………………………………………… 21
2.8.7 Application………………………………………………………………………………………………………………………. 22
2.8.8 Asphalt …………………………………………………………………………………………………………………………….. 22
2.8.9 Asphalt concrete……………………………………………………………………………………………………………… 23
2.8.10 preparing the road base for AC paving ………………………………………………………………………… 25
2.9 machinery and Equipment………………………………………………………………………………………………………… 25
2.9.1 Backhoe Loaders…………………………………………………………………………………………………………….. 26
2.9.2 Wheel Loaders………………………………………………………………………………………………………………… 26
2.9.3 Tractors………………………………………………………………………………………………………………………….. 27
2.9.4 Vibratory Rollers ………………………………………………………………………………………………………….. 27
2.9.5 Pumps………………………………………………………………………………………………………………………….. 27
2.9.6 power Rammer…………………………………………………………………………………………………………….. 28
2.10 site security …………………………………………………………………………………………………………………………… 28

IV
 2.10.1 Traffic signs ………………………………………………………………………………………………………………… 28
2.11. Prevention………………………………………………………………………………………………………………………….. 31
2.11.1 survey of pavement …………………………………………………………………………………………………. 31
2.11.2 Drainage……………………………………………………………………………………………………………………. 31
2.11.3 Preventative Maintenance……………………………………………………………………………………….. 31

CHAPTER 3
CONCLUTION-…………………………………………………………….. 31

V
ABBRIVATIONS

ABC - AGGREGATE BASE COURSE

CBR - CALIFORNIA BIARING RATIO

PTR - PENUMETRIC TYRE ROLLER

CSS - CATIONIC SLOW SETTING

CRS - CATIONIC RAPID SETTING

VI
CHAPTER-Ol
1. INTRODUCTION TO THE TRAINING ESTABLISHMENT
1.1 History of Road Development AuthorityThe roads initially constructed in the country
catered for animal drawn carts. With the advent of the motor vehicles In the country in the
1940s, it became necessary to improve the road network to cater for the needs of the motor
vehicles. In the 1950s the main road network of the country was developed and maintained by
the Public Works Department. This department was responsible not only for Roads but also for
Buildings, Water Supply & Drainage, and Housing etc. In the mid-1960s the Public Works
Department was responsible only for the Development and Maintenance of the Public Roads and
Buildings. In 1969 a major policy change was made and a new Department of Highways was
formed solely for the Development and Maintenance of the A, B, C. D arid E class roads.
The functions of the RDA were expanded in 1986, when it became the successor to the then
Department of Highways. In 1986, the RDA was entrusted with the responsibility of developing
and maintaining all classified roads in the country (A.B.C,D and E class roads) totaling up to
approximately 28,000 km’s of roads and the bridges thereon. In 1989 with the devolution of
power under the 13th amendment to the constitution, the C, D and E class roads totaling
approximately17.000 km’s and the bridges thereon were handed over to the Provincial Councils.
Since then the RDA is entrusted with the development and maintenance of the National Highway
Network comprising the Trunk (A class) and Main (B class) roads. The National Highway Network
consists of 11, 694 km of roads and 4,048 bridges (span of more than 3m) as at end 2005
including the roads taken over as National Highways during the past few years.
1.2 Road Development Authority

RDA Head Office

Road Development Authority
Maganeguma Mahamedura’
No: 216, Denzil KobbekadUWa Mawatha,
Koswatta. Battaramulla
SRI LANKA
Telephone +94 11 2 046200
Folephoflo: +94 11 2 862767
Fax. +9411 2864801

1
The Road Development Authority (RDA) was the premier highway authority in and is responsible
for the maintenance and development of the National Highway Network . comprising the Trunk
(A Class) and Main (B Class) roads arid the planning design and construction of new highways
bridges and expressways to augment the existing network,
1.2.1 Employees’ Provident Fund (EPF)
The company covered EPF in the manner, we will be called upon to make a monthly
Contribution of 8% of our salary throughout the period of employer’s Provident Fund. While
the contribution, on of the company 12%
What should pay the Provident Fund contribution?
It is responsibility of the employer it would not to be a Sound reason for the employer to
shirk his responsibility by citing employee unwillingness Of any reason

 Employees’ contribution 8% of the Employees monthly earnings (it must

deduct from his salary)
 Employer’s contribution en amount equivalent to 1 2°/e or Employees’ monthly
salary.
 Total earnings should be deposited by the employer in the provident fund
The 20% contribution should be forwarded to the superintendent employees’ provident fund
central bank of Sri Lanka. to reach him on or before the last working day following month
salary was paid, to ensure the timely deposit fund. Delays in the receipt of contribution
attract a surcharge
1.2.2 Employees’ Trust Fund (ETF)
Employee in state corporations, statutory boards, and the pirate required to obtain
membership to the Employees’ Trust Fund’ board and with the aim of providing the
privileges and benefits enjoyed by them to those engaged in self-employment as we self-
employment person have been made eligible to obtain membership of this fund in farms of
section 18 of the employees’ trust fund act,no4R of 1980 This art while being amended as
employees’ trust fund (amended) bearing no47 of 1988 employees in migrant workers’
service too were made eligible under section & there in obtain membership of this fund.

2
 1.2.3. Leaves taken by the company staff
Casual Leaves : 7 Days
Annual Leaves 14 Days
Medical Leaves : 21 Days
Maternity Leaves : 24 Days
1.3 Vision and Statements
1.3 1. Vision
To upgrade the National Highway Network to meet the expectation,. of all stake holders
and
to make the Road Development Authority an institution of multidisciplinary excellence in
Highway Engineering
1.3 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
1.3 3. Goals and Objectives of RDA
1. Achieve an adequate National Highway Network.
2. Achieve an acceptable level of mobility in the National Highway Network.
3. Provide a high mobility expressway network.
4. Maintain the National Highway Network at an acceptable condition.
5. Reduce road user cost.
6. improve road safety in the National Highway Network.
7. Ensure efficient utilization of assets and investments
8. Ensure protection of the environment In all activities
9. Promote organizational development.
10. Assist in the development of the local road construchon industry.

3
1.4 Organization Structure
The functions performed by the RDA Consist mainly of the Maintenance and development of the
roads and badges in the Nation highway network . and the planning design and construction of
new bridges and expressway to augment the existing network The RDA has a responsibility for
the development of the road network to cater for the on going Overall development program of
the country Since, Road Transport is the primary mode of transporting the country it is very vital
that road network is adequate to developed to promote efficient transport of people and goods
The RDA has a responsibility to plan the road network taking into Consideration in the future
travel demand and formulating project proposals to meet this demand
1.5 Highway Development Plan
The RDA has planned the future development of the National highway network by rehabilitation
of the existing National Highways and adding alternate highways to supplement the existing
Trunk Road System, so that the capacity of the road network could cater to the future traffic
demand. Further, it aims at facilitating greater mobility, shorter travel time and provides easy
accessibility with improved safety to the people.
1.5.1 Rehabilitation of the existing road network
Most of the roads in the country especially the national Highway network have been
built tong time back and il has passed the useful life of these roads, Most of the roads
need complete rehabilitation, In addition to that considerable lengths of roads need
realignment to meet the present day vehicle speed requirement,
1.5.2 Development of high mobility road network
Even though need for maintenance and rehabilitation of the road network in the
context of low level of funding for highways sub-sector, has been identified as the
appropriate strategy/policy for the immediate/short to medium term in road
investment budgeting, the long term, increasing the capacity of the road network,
expanding and developing it in a feasible manner, will be necessary.

1.6 Functional Division of RDA

 Administration Division
 Finance Division
 Planning Division
 Engineering Services Division Roles & Responsibility

4
 Highway design division
 Research & Development Division
 Training Division
 Mechanical Division
 Land Division
 Environment & Social Development Division
 Maintenance Management and Construction Division
 Legal Division
 Construction Division
 Rural Bridge Construction Unit
 Procurement Division

5
 ADDITIONAL PROVINCIAL DIRECTOR

CHIEF ENGINEER- CHIEF ENGINEER -

AKKARAIPATTU AMPARA

ENGINEERS (SITE) EXECUTIVE ENGINEER EXECUTIVE ENGINEER

KALMUNAI AMPARA

ENGINEERS ENGINEERS
TECHNICAL ADMINISTRATION
OFFICERS OFFICER

TECHNICAL
TECHNICAL OFFICERS
WORK SUPERVISOR OFFICERS

CHIEF CLERK TECHNICAL

TECHNICAL ASSITANTS
ASSISTANTS
TRAINEES

OFFICE AID
AND CLERK
WATCHERS

1.7 Organization chart

Figure-1

6
 1.8 Job Functions
Chief Engineer

 Reports to provincial director

 Overall pIanning Co-ordination of site activities, site manage and budgeting
 Co-ordinate leads a team of engineering representative engineers, technical officers and

Surveyors

 Liaises with client, contractors and local authorities

 Attends all client or contractors meetings
 Co-ordinates nominated contractor activities

Site Engineer (Engineering representative)

 Report to chief engineer,

 Plans and co-ordinates site activities with the site staff.
 Monitors proposed work programme and compare current site situation
 Attends all client or contractors meetings.
 Note the conflicts about the site activity at the log book

Technical Officer

 Checked the Sets out alignment and levels

 Checks discrepancies between structural drawings and issues
 Counter checks alignment or levels by surveyor’
 Monitors work progress and quality control by using inspection and test plans
 Records daily works and submits to quality engineer for certification.

Technical Assistant

 Checked the Sots out alignment and levels.

 Monitors work progress and quality control by usrg
 Counter checks alignment or levels.
 Records daily works

7
1.9 National Highway in srilanka (Class ‘’A’’,’’B”and “E”)
Table1: Road class and Length
Road class Length
Class “A” Roads 4217.42km
Class “AA” Roads 3720.31km
Class “AB” Roads 466.92km
Class “AC” Roads 30.19km
Class “B” Roads 7992.94km
Total Of A&B Class roads in srilanka 12,210km
Class “E” Roads 169.13km
Grand total Of National Highways in srilanka 12,379km
(“A, ‘’B” and “E” Roads)

Definition of A, B & E
Arterials (A)
Arterial are major through roads that are expected to carry large volumes of traffic. Arterials
are often divided into major and minor arterials, and rural and urban arterials. In some places
there are large divided roads with few or no driveways that cannot be called freeways
because they have occasional at-grade intersections with traffic lights that stop traffic or
they are just too short. Such roads are usually classified as arterials. Frontage roads are often
used to reduce the conflict between the high-speed nature of an arterial and property access
concerns.
Collectors (B)
Collectors (not to be confused with collectors/distributors road, which reduce weaving on
freeways),collect traffic from local roads, and distribute it to arterials. Traffic using a collector
is usually going to or coming from somewhere nearby.
Local roads (E)
At the bottom of the hierarchy are local streets and roads. These roads have the lowest
speed limit, and carry low volumes of traffic. In some areas, these roads may be unpaved.

8
 Class A Roads Road Development Authority
Class B and C Roads Provincial RDA
Class D Roads Provincial council

CHAPETER-02
2. Training Experiences
I was directed by National Apprentice and Industrial Training Authority (NAITA) to gain a practical
knowledge in Engineering during my 1st training period started from 04th of April 2019 as a
trainee Civil Engineer at Road Development Authority. They assigned me to Akkaraipattu-
Deegawapi-Vaangamam Road under rehabilitation improvement of rural roads in the Ampara
district project.
2.1 Induction to the Organization
Upon arriving at the Akkaraipattu-Deegawapi-Vaangamam Road Site and signing the training
contracts, I was given a safety induction by the safety officer. Then I arrive at the Site where
my entire training program took place During the first day at the Akkaraipattu-Deegawap
Vaangamam Road Site, I was given a tour of the site and office premises and also another
safety induction was given a thorough safety induction and al necessary Personnel
Protection Equipment including Safety Shoes, high visible west, hard hats and Safety
Goggles.
2.2 Familiarization with the Road Site
After the Safety Induction and the tour of the site premises I was given a brief introduction
about the Road project

 Project Name : Widening &improvement on ADV Road

 Road Length : 2.5 km
 Carriageway width : 5.0 m
 Shoulder Width : 750mm
 Client & Consultant : Road Development Authority (RDA),
Chief Engineers Office, Akkaraipattu
 Contractor : Alpha Engineering Supplies, Kalamunai
 Contract Number : RDAIMM/E P (AKK)/GDSLI2O 17190
 Project Cost : LKR 68750,000.00 (Excluding Vat)

9
Liquidated Damage : LKR 42,75000 (per day)

Date of Commencement 01 November 2017

Contract Period 169 days

2.3 The Road Construction process

Alter the tour of the Road site and office premises. we were introduced to the Road Construction
Activities and Traffic Management System I acquainted myself with these activities and
Personally involved in them

Site Clearing

 Cleaning and Grubbing

 Survey and Setting Out
Road Way Excavation

 Road Way Excavation

 Leveling & Corroding
 Embankment Construction
Sub Base &Shoulder Construction

 Leveling and Testing

 Provide Sub Base
 ABC for Base Falk
 Leveling & Testing
 ABC Laying
Surface Application

 leveling & Testing

 Primo Coat & Tack Coal
 Bitumen Surfacing
Incidental Work

 Testing
 Road Making
 Fixing sing board
Joint inspection
Maintenance

10
2.3 1 Site Clearing
Removal l of unwanted surface maternal and vegetation ( cleaning)
Removal of stamps arid roots of tress and bushes (grubbing)

2.3 2 Surveying and setting out

Setting out
Every 10m interval center line was marked along the Road.
Every 10m interval fixed pegs away from both edge of the Road
Measured the Cross section & length from Center line both side,
Survey
Survey the Road Every 10m Interval and transfer Temporary Bench mark taking
Reduced levels

Figure.02

2.4 Preparing the sub grade for construction

 Removal of unwanted surface material and vegetation ( cleaning )
 Remove of stumps and roots of trees and bushes (grubbing)

11
  Removal of the topsoil
 Removal and treatment of unsuitable soil
 If it is a fill section ; Place and compact selected fill material
 If it is cut section; Compaction of the top soil layer in cut
 Cut & grade to the design formation shape and level
2.4.1 Load baring capacity of the cub grade
The subgrade or the road foundation roust ho able to sustain bails transmitted from the
Pavement structure Load bearing capacity (strength) & the resistance to deformation
(stiffness.) of a cub grade soil are very important The strength of the sub grade is
determined using the CBR test According to the CBR test this road protect sub grade was
suitable for road Construction
Low CBR value - weak soil
High CBR value - strong soil
It the cub grade CBR value is <8%, the cub grade properties have to be improved with
better soil

2.5 Construction of the Sub base

Sub base is often the secondary load. Bearing layer of the pavement Its role is to spread the load
evenly over the subgrade .The thickness of the sub base is decided by the CBR value of the sub
grade arid the traffic volume to be carried,
2.5.1 Suitable material for the sub base
Material used for the Sub base is of a better quality than sub grade material the most
commonly used Material / soil for sub-grade is called Type I. This is an unbound material
containing particles of various sizes

 natural gravel ( laterite or quartzite )

 Mixture of gravel sand and clay
 Crushed rock
2.5.2 Specification. for sub base material
The material passing 75µm sieve is to be <12%(to limit the clay content)
Soils with Liquid limit < 55 and plastic index< 6(low plasticity index)

12
 2.5.3 Construction procedure

 Selected material/sod is placed in Specified layer thicknesses and compacted using

suitable rollers
 Grade control to be carried out using a motor grader
 The sub-base should be laid as soon as possible to prevent damage of the sub
grade from rain or sun which could cause surface cracks
 Final levels of the finished sub base layer must be within the tolerance limits set in
specifications

2.6 Road Widening

Road widening Is normally carried out when the road is in adequate for traffic using it or extra
lanes are needed. In this Project We need 5m carriageway Width & 750mm Shoulder Before
Road Widening we have to

1. Analyze the impact of Road Widening on local residents (Buildings, private lanes)

2. Know the impact of road widening on environment (Canals, Cutting Trees)

figure 4 figure 5

13
2.7 Construction of the Road Base

The Road base is the main load-bearing I load spreading layer in the road structure. The material
in a road base must be & extremely high quality and its construction must be done carefully.

2.7.1 The load bearing capacity of the road base depends on;

 thickness of the road base

 quality of material used

2.7.2 Materials used for the road base are;

 crushed aggregates
 natural or crushed gravel
 stabilized soil or gravel

We used Aggregate base Course (ABC) for This Road Construction

2.7.3 ABC—Aggregate base course

The Aggregate Base Course (ABC) layer is a main load-spreading layer. In this road
project, the thickness of the ABC layer is around 150 mm according to the design level
sheet. The ABC material is mixing of aggregate and quarry dust. The graded crushed rock
aggregate with nominal size 37.5 mm is used for this ABC layer .The material shall have
the following requirements:

The 10% fines value shall not be less than 110 KN.the degree of compaction shall be
more than 98% of dry density

Figure 6

14
2.7.4 Laying of ABC
The base construction that is an aggregate lay over the prepared type II gravel sub base
Layer. After the unloading the ABC material, ¡t is spread with Motor grader to required
design level. Surveying does the requirements of layer level. Then, small amount of
water is added to the layer and it compacted with Tandem roller (10 tones). The rolling
shall continue until the aggregate does not shift or wave in front of the roller.

15
 2.7.5 Important properties of road base aggregates are;

 Grading — for better compaction

 Shape & surface texture — for better interlock
 Strength & hardness- for better load carrying capacity
 Amount of fines — to control Drainage
1. Graded aggregates tend to segregate during transport and spreading
2. to avoid segregation the graded aggregates should be transported, spread and
3. compacted in a moist condition
4. Properly compacted aggregate base will nave a CBR value > 80%

2.7.6 ABC Layer Leveling

ABC was laid and then the layer was roughly leveled using motor grader and then
compact using roller and then allowed for the traffic but this initial ABC layer was not
satisfy design level. So this should bring up to the design level. Therefore at the
beginning pegs were established for every 10m both side 4m away from the center
then marked the finished ABC top level from design level Sheet .beside the peg point
considered center level, camber, and compaction (20mm) also. It was marked using
Level instrument & staff.
ABC top level at center line — From Design ABC top level Sheet
Design ABC top level both 3m Edge — From Design ABC top level sheet
Camber Angel — From Cross Section Drawing

Figure 11

16
 2.7.7 Typical grading for ABC material
Table 2 – sieve analyzing

BS Sieve size (mm) % Passing

50 100
37.5 95-100
20 60-80
10 40-60
5 25-40
2.36 15-40
0.6 08-22
0.075 05-12

2.8 Construction of the Surfacing

Surfacing is the top most layer of the road pavement.
2.8.1 Prime Coat
Prime coat is a bitumen application, which is act as a surface protection for the ABC
surface. Further it is act as a good binding for the asphalt layer. Prime coat is designed
to perform several functions as defined followings.

 Coat and bond any loose material

 Harden or toughen the surface
 Waterproof the base during construction
 Plug capillary voids
 Provide adhesion between the base and the next course
2.8.2 ABC surface preparation for prime coat application
The prepared ABC layer is cleaned with helps of bloomer. But some positions have an
excess crusher dust locations. They are cleaned manually using hand brusher sand then
the dust is removed with air compressor. Further if there is dust, it is removed with
nylon brush and applied the compressor.
The prime coat was like a binding material of Aggregate Base Course.

17
2.8.3 Prime Coating Process
Priming is a muftis ess. First the pavement must be swept and any soft spotsrepaired.
The paveme t ay be da pened with water to optimize emulsion penetration. Do not
over Wet.
The prime is spraye at about 1.4-2.OftIm2. Do a test area to check the level
ofpenetration first. Adjust spray temperature if necessary, for very tight pavements
dilutionwith water is possible, do not add more than 30% water and always add water
to emulsionnot emulsion to water. Spray using a standard emulsion sprayer that is
properly calibrated.
Cationic slow setting (CSS-1) is Cationic Emulsion Code of bitumen emulsions its
SlowSetting type. Bitumen emulsions are basically Oil on Water solution — A dispersion
ofbitumen particles on water, stabilized with the addiction of surfactants — Surface
activeagents — or most commonly known as emulsifiers, that will permit the bitumen
to de diluted in water. They are primarily used for tack coats for use in between hot mix
asphalt layers and prime coats for thin hot mix surfacing layers or a chip seal
pavements

Prime Coat- figure 11

18
 2.8.4 Tack Coat
Tack coat (also known as bond coat) is light spray application of diluted asphalt
emulsion between hot mix asphalt layers designed to create a strong adhesive bond
without slippage. The purpose of tack coat is to ensure bond between the existing
pavement surface and a new pavement surface.

Figure 12
The tack coat is a very thin surface. The tack coat is sprayed using a tack coater spray
system. It should be an even coat over the entire substrate to be over laid.The hot
mixture placed on top should soften the tack coat layer allowing it to partially fill
surface voids in the hot mix. So that when compaction occurs it becomes partially
interlocked with the hot mix layer.
2.8.5 Surface Preparation for Tack Coat
As in most processes that involve application to an existing surface to achieve
Adhesion requires a dean substrate. The road must be thoroughly swept so that all
loose material and dust is removed.

19
 Heavy oil dripping must be with detergent, burning or dig out. Some times a light
water spray on the surface is beneficial (0.6lit/m2).this will improve flow of the
material into the voids; how ever it should not be flooded

20
2.8.6 Suitable Materials for Tack Coat
Emulsions are the preferred tack coat material. To achieve the low application rates
require
emulsions are deal as they can be diluted.
The emulsion should break before the hot mix Is applied. For this reason rapid set
emulsion
are used in some countries. However CRS emulsions with some emulsifiers are not
stable
to dilution and slow set or medium set emulsions are used.
Suitable emulsions are:
I. CRS-1(stable)
2. CMS-1
3. CSS-1
4. CSS-1 30% emulsion
5. SS-1
6. MS-I
7. RS-1
Where cutback is used ¡t should be al least partially cured before hot mix is applied.
We used CSS-1 @ 1lir/m2 for this Road Surfacing
2.8.7 Application
The equipment for tack coating is not critical as long as it spays uniformly. A chip seal
type sprayer s ideal. Recommended spray nozzles are 4-5mm, Emulsion may be heated
to 50C
Traffic control to slow vehicles should be maintained until the emulsion has cured to
an extent that It will not pick up on the tires of construction equipment. Pick up on tires
will cause bald spots on the surface and poor bonding.
Tack Coats are not required sometimes:
If the surface has been primed. It Is a new construction a tack Coat is not necessary lf
the surface has been stabilized with an asphalt based dust suppressant a tack coat is no
required

21
 CRS – SAMPLES
2.8.8 Asphalt
Dense mixture of single size coarse aggregates, fine aggregates, filler and binder
Strength is gained from the stiffness of the motor of fine aggregates, filler and binder
2.8.9 Asphalt Concrete (AC)
- Well graded mixture of coarse aggregates, fine aggregates filler and binder
- Load transfer is through the mechanical interlock between aggregates

Asphalt concrete

22
 2.8.10 preparing the road base for AC paving

 Wasting
 Sweeping
Hot mix s transpo1ed in trucks covered with tarpaulin sheets to maintain the
temperatures Transported hot mix is unloaded in to a paver
Compaction of AC

 Pneumatic tired roller (PTR)

 Steel wheeled roller
AC is compacted in 03 stages.
I Breakdown rolling
2. Intermediate rolling
3. Finish rolling

 Breakdown rolling is done by the paver

 Intermediate rolling can be done using either: Steel wheel roller (static or vibrating) or
Pneumatic tired roller
 Finish rolling is done by a steel wheel roller
For better compaction

 Each roller pass has to overlap the previous pass by minimum half of the roller width O
 Keep roller wheels sufficiently moist so as not to pick up material
 Continue rolling until roller marks are eliminated
 Use hand tamping where rollers cannot move
Do not allow traffic until the surface cools to atmospheric temperature

Tamping process

23
PTR-Rolling process

Steel wheeled rolling

24
2.9 Machinery and Equipment
2.9.1 Backhoe loaders
Backhoe loaders very useful machine at site. This is also known as hydraulic excavator this
is very versatile multipurpose equipment used in construction work.
It is excavate the sand and spread it out . It is used in intake, Internal road works.it has
approximately half cube bucket .these machine are based upon a tractor power unit and
very popular with the small to medium size building contractor

25
2.9.2 Wheel Loaders
Wheel loaders are used for loading excavated soil . out put is 20-25 cubes per hour for a
loader of medium capacity

2.9.3 Tractors
Its used for transport ABC, sand and small type equipment like hammers.and water
pumps and other tools and labours

26
 2.9.4 VIbratory Rollers

These are smooth-wheeled rollers fitted with a power-driven vibration mechanism. They
are used for most soil types and more efficient if the water content of the soil is slightly
wet of optimum, they are particularly effective for coarse soils with little or no fines. The
mass of the roller and the frequency of vibration must be matched to the soil type and
layer thickness. The lower speed of the roller is the fewer number of passes required.

2.9.5 Pumps
The water pumps are usually needed for de-watering purposes. Those were power by
kerosene oil or diesel. In deep excavation of pump house and water sump, dc-watering
is
the very Important due to the arising of water table and water bowser filling.

27
 2.9.6 power rammer
This machine is used to compact the soil in excavation and backfilling work of pipe
laying trenches. This soil compaction is useful to increase the bearing capacity and
the reduce the compressibility

2.10 site security Arrangement

2.10.1 Traffic sign
Maintaining the traffic signs ¡s an important part ¡n the safety procedure. Therefore
traffic signboards shall be placed at proper places and they should be maintained This
should be an ongoing process

28
Signs to be used at road construction

Men at work signs

This sign was used for warning the man working ahead at the road. Normally this
board was pleased at 75m Lo 100m ahead at the man-working place. This sign board was
placed the clear visible to the motorist
This sign was used for warning the end at the man working area in road section,

Pass this side signs

This Sign was used to convey to the motorists the path they have to take around
road works. This sign Is generally pleased at a short distance ahead of the section of road
subject to road works These signs are used to inform drivers the passing direction and
it helps to slow at traffic
Road narrow Sign.
These sign warn the drivers that existing carriageway width becomes restricted
According to the type of restriction the sign to be used is determined, This Sign was
placed
at about 25m after the “Man Work sign”.

29
 Traffic control arrangements

Barricades
Barricades are two types. That was board and long tapes. Both were used
for protections. They are used to separate the working area from the
trafficked areas.These prevent vehicles and pedestrian entering the
working area

30
2.11. Prevention
The following steps to avoid pothole formation in existing pavements:
1. Surveying of pavements for risk factors.
2. Providing adequate drainage structures.
3. Preventative maintenance.
4. Utility cut management.
2.11.1 Survey of pavements
At-risk pavement are more often local roads with lower structural standards and more
complicating factors, like underground utilities, than major arteries. Pavement condition
monitoring can lead to timely preventative action. Surveys address pavement distresses, which
both diminishes the strength of the asphalt layer and admits water into the pavement, and
effective drainage of water from within and around the pavement structure.
2.11.2 Drainage
Drainage structures, including ditching and storm sewers are essential for removing water from
pavements. Avoiding other risk factors with good construction includes well-draining base and
sub-base soils that avoid frost action and promote drying of the soil structure. Adequate crowns
promote drainage to the sides. Good crack control prevents water penetration into the
pavement soil structure.
2.11.3 Preventative maintenance
Preventative maintenance adds maintaining pavement structural integrity with thickness and
continuity to the mix of preventing water penetration and promoting water migration away from
the roadway.

31
CONCLUSION
The Industrial Training program was undoubtedly was the most important aspect of the
National Diploma in Engineering sciences. After 6 month of Institute study, gathering knowledge
and learning theories, industrial training period cements all the knowledge gathered and help me
to understand the theories I learnt. In the real world application of things we learnt at the
Institute during my training period I was experienced aspects that I never thought would be
important when I learnt them. For example, although knew the theories and procedures with
respect to activities
Sub Base & Shoulder Construction, Surface Application, only during my training period did I learn
the actual process practically I was also received hands on experience ¡n Traffic management
activities and learnt in each of them. I was thankful to (NAITA), Institute of Engineering
Technology and Road Development Authority (RDA). For facilitating this program. Upon starting
my training program at RDA, I was welcomed graciously by Site Engineer
Eng. Najath and the Technical Officers. They were explained the outcomes of this training and
were told to make the maximum of this opportunity. I was encouraged to ask questions and
allowed to perform all Activity without hesitation. to perform all Activity without hesitation. At
the end of the training program, all my expectations was met and also I achieved all the
outcomes explained to me by the Engineers at the beginning of my training. I received hands on
experience and became very proficient in all the activities I performed. I also improved my
analytical skills and learnt to perform multiple activities efficiently. I also developed my report
writing skills. However, due to the nature of my training program, I was short of time to get some
other experiences. For example, I was not able to spend enough time at the Asphalt Concrete
Production Plant in order to fully understand the cement production operation. While I got a
basic understanding of this I also felt that I did not receive enough experience on the planning &
Design side of operations. As a suggestion to improve overall training experience it would be
easier for trainees if a system is implemented by the institute which enables trainees to submit
their monthly reports through an online portal. This would reduce the hassle of having to post or
physically deliver the progress reports. Considering the overall training experience, I consider
myself lucky to be placed at RDA. And am extremely happy with the outcome of the program. I
was able to learn new things as well as improve on my personal goals and also helped identify
my strengths, and also Correct my weaknesses

32