INDUSTRIAL TRAINING REPORT II

TRAINING ORGANIZATION : NEM CONSTRUCTION (PVT) LTD

PERIOD OF TRAINING : FROM: 25/11/2019 TO: 31/01/2020

FIELD OF SPECIALIZATION : CIVIL ENGINEERING

W.R.R. JAYAWARDHANA
E/15/159
 ACKNOWLEDGEMENTS

Here my sincerely thanks go to the Industrial Training and Career Guidance Unit of University
of Peradeniya and National Apprentice & Industrial Training Authority (NAITA) for taking all the
necessary arrangements for making this training program a success and giving me this opportunity to
gain the undergraduate traineeships in NEM Construction (Pvt.) Ltd. My gratitude is also extended
towards Eng.W.H,R.B. Wijesuriya, Deputy Project Manager of NEM Construction (Pvt.) Ltd. Also, I
would like to express my gratitude towards all the Engineers and other staff of project office NEM
Construction (Pvt.) Ltd at Uhana, and all engineer assistances, and all work supervises. It is very
important to give my special gratitude to my parents and my friends for being with me and helping me
in various ways to complete my training session successfully.

i
 CONTENTS

Acknowledgements i

Contents ii

List of figures v

List of tables vii

List of abbreviations viii

Chapter 1 INTRODUCTION 1

1.1 Training Session 1

1.2 Introduction to Training Organization 1

1.3 Project Details 2

1.4 Summary of the Work Engaged in Training 4

Chapter 2 ROUTINE MAINTENANCE OF I-ROADS 5

2.1 Introduction 5

2.2 Road Clearing 5

2.3 Pothole Patching 5

Chapter 3 LEVELLING AND SETTING OUT 7

3.1 Levelling 7

3.2 Center Line Marking and Setting Out 10

Chapter 4 STRUCTURES IN ROAD CONSTRUCTION 11

4.1 Introduction 11

4.2 Culverts 11

4.3 Pipe Culverts 12

4.4 Drains 13

4.5 Constructions of Line Drains (U-Drains) 14

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Chapter 5 EARTH WORKS 15

5.1 Introduction 15

5.2 Clearing and Grubbing 15

5.3 Sub Grade Preparation 16

5.4 Sub Base Construction 17

5.5 Shoulder Construction 18

Chapter 6 QUALITY CONTROL TESTS CARRIED OUT 19

6.1 Introduction 19

6.2 Slump Test 19

6.3 Cube Test 20

6.4 Sieve Analysis Test 20

6.5 Atterberg Limit Test 21

6.6 Proctor Compaction Test 21

6.7 Field Density Test 22

Chapter 7 SITE MANAGEMENT 24

7.1 Introduction 24

7.2 Role of the Project Manager 24

7.3 Role of the Engineering Staff 24

7.4 Role of the Surveyor 25

7.5 Role of the Draftsman 25

7.6 Role of the Quantity Surveyor 25

7.7 Role of the Store Keeper 25

7.8 Role of the Administrative Officer 25

7.9 Documents Handling in Site 26

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Chapter 8 SAFETY MANAGEMENT 29

8.1 Introduction 29

8.2 Safety Measures 29

8.3 General Safety 30

8.4 Machine Safety 31

Chapter 9 ENCOUNTERED DIFFICULTIES AND SOLUTIONS 32

Conclusion 33

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 LIST OF FIGURES

Figure 1.1 Company Logo 1

Figure 1.2 Organizational Structure of the Project 4

Figure 2.1 Road Clearing 5

Figure 2.2 Pothole Patching 6

Figure 3.1 Levelling Instrument (Auto Level) 7

Figure 3.2 Temporary Bench Mark 8

Figure 3.3 Taking Cross Section Levels 9

Figure 3.4 Center Line and Chainage Marking 10

Figure 4.1 Details of Wing Walls 12

Figure 4.2 Construction of End Casing Type Pipe Culvert 13

Figure 4.3 Line Drain Constructions 14

Figure 5.1 Clearing and Grubbing 15

Figure 5.2 Sub Grade Preparations 16

Figure 5.3 Sub Base Construction 17

Figure 5.4 Shoulder Constructions 18

Figure 6.1 Slump Test 19

Figure 6.2 Cube Test 20

Figure 6.3 Sieve Analysis Test 20

Figure 6.4 Atterberg Limit Tests 21

Figure 6.5 Proctor Compaction Test 22

Figure 6.6 Field Density Test 23

Figure 8.1 Safety Measures 29

Figure 8.2 Safety Meeting 30

v
Figure 8.3 Safety Precautions 31

Figure 9.1 Temporary Cross Drain Path 32

vi
 LIST OF TABLES

Table 1.1 CIDA Accreditation 1

Table 1.2 Lists of i/Road 3

Table 5.1 Properties for the Sub Grade Soil 16

Table 5.2 Material Properties for Sub Base 17

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 LIST OF ABBREVIATIONS

ABC Aggregate Base Course

ADB Asian Development Bank

AM Ampara

APC Approvals to Commence work

C-1 Class-1

CBR California Bearing Ratio

CIDA Council for Interior Design Accreditation

CS Cross Section

CSS-1 Cascading Style Sheet-1

CVI Confirmation of Verbal Instruction

DWR Daily Work Record

EAM Eastern Province – Ampara

EP Eastern Province

G15 Grade 15

GRN Goods Received Note

i-Road Integrated Road

ISO International Organization for Standardization

JCB Joseph Cyril Bamford

LHS Left Hand Side

LL Liquid Limit

LTD Limited

MDD Maximum Dry Density

MRN Material Requisition Note

NAITA National Apprentice and Industrial Training Authority

viii
NEM Nanayakkara Earth Movers

OMC Optimum Moisture Content

OS Ordnance Survey

PI Plasticity Index

PL Plastic Limit

PRDD Provincial Road Development Department

PS Pradesheeya Sabha

PVT Private

QA Quality Assurance

QC Quality Check

QS Quantity Surveyor

RDA Road Development Authority

RHS Right Hand Side

ROW Right of Way

TBM Temporary Bench Mark

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 Chapter 1

INTRODUCTION

1.1 TRAINING SESSION

The second session of Industrial Training for the course TR400 was held from 25th
November 2019 to 31st January 2020. I was placed at the NEM Construction project office, Uhana in
Ampara District. I was appointed as a trainee engineer in the Rehabilitation/Improvement and
maintenance of 97.59km rural roads in Ampara district in Eastern Province-Package 2 Project. I was
assigned for 5 worksites in Uhana Division by the NEM Construction.

1.2 INTRODUCTION TO TRAINING ORGANIZATION

NEM construction is one of Sri Lanka's leading civil engineering contractors, having 40 years
of industrial experience (since 1980) with its over 850 strong workforces including the well
experienced cadre of Civil, Mining and Mechanical Engineering staff, NEM Construction is capable of
handling any major construction work such as Road Construction, Water Supply & Drainage,
Irrigation & Land Drainage, Land Reclamation and Buildings. Figure 1.1 shows the logo of the
company.

Figure 1.1 Company Logo

1.2.1 Profile of the NEM Construction (Pvt.) Ltd

 Name : NEM Construction (Pvt.) Ltd
 Founder and Managing Director of : Mr. Raja Nanayakkara
the company
 Address : No. 629, Baseline Road, Colombo 09, Sri Lanka.
 Telephone : +94 11 2671814 – 2672071
 Fax : +94 11 2685132
 E-mail : nemcons@sltnet.lk
 Company type : Private Limited Company
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1.2.2 Objectivity of the Company
To identify the specific needs and expectations of our customers and provide them with the
best cost-effective solutions, with emphasis on speed, precision and efficiency while adhering strictly
to quality and safety standards.

1.2.3 Mission of the Company

To build a dynamic organization possessing expertise in design and technical know-how with
flexibility to blend innovation into service of highest standards in meeting the needs of every
individual client.

1.2.4 Present Status of the Company

NEM has made its mark as a leading Civil Engineering contractor in Sri Lanka with highest
CIDA Classification (Table 1.1) and ISO 9001:2008 Certification and large resources such as Heavy
machineries, Crushing Plants, Asphalt plants, Workshop facilities, Laboratory facilities and Concrete
batching plants. The NEM Construction (Pvt.) Ltd is powered with over 850 permanent employees
and, 250 casual and subcontractors including Charted Engineers, Graduated Engineers, QA/QC
Engineers, Surveyors, Technical Officers, Technical Supervisors, Mining Engineers, Mechanical
Engineers, Foremen, Quantity Surveyors and Draughts men.

Table 1.1 CIDA Accreditation

Field Name Grade

Highways C-1
Irrigation & Land Drainage C-1
Dredging and Reclamation C-1
Building C-2
Water Supply and Drainage C-3
Revetments and Reclamation C-3
Bridges C-4

1.3 PROJECT DETAILS

The Government of Sri Lanka is implementing the Integrated Road (i/Road) Investment
Program to improve the connectivity between rural communities and socioeconomic centers by
improving the transport efficiency on selected national, provincial and local roads. Under the Second
Integrated Road Investment Program, 97.59 km rural roads in Ampara district are rehabilitated and
maintained. It consists 31 i/Roads in Uhana and Mahaoya division.
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 Project : Rehabilitation/Improvement and maintenance of 97.59km rural
Roads in Ampara district in Eastern Province-Package 2
(RDA/ADB/iRoad-2(EP)/NCB/AM-02)

 Employer : Government of Democratic Social Republic of Sri Lanka, Ministry

of Highways & Road Development, Road Development Authority

 Consultant : EGIS International & Greentech Ltd

 Designed by : NEM Construction Pvt. Ltd
 Contractor : NEM Construction Pvt. Ltd
 Date of commencement : 27th of June 2019
 Period of construction : 24 Months
 Period of project maintenance: 36 Months after construction
 Project Value : 2.497 Billion LKR
1.3.1 Lists of i/Road
Table 1.2 Lists of i/Road
Serial DS Road Length
Code Road Name
No. Division Category (km)
1 EAM015 Mahaoya Kurunthuvinna Road PRDD 2.99
2 EAM028 Tampitiya Kolanisiyaya Road PRDD 1.79
3 EAM028A Tampitiya Kolanisiyaya Road Sec i PRDD 3.99
4 EAM114 Borapola Samagipura Internal Road Sec. iii & iv PS 1.10
5 EAM114A Borapola Samagipura Internal Road Sec. v PS 4.79
6 EAM116 Unwaturabubulla Internal Road PS 0.42
7 Mahaoya EAM263 Bulugastalawa Road PS 1.27
8 EAM263A Concreting Bulugastalawa Road Sec. i PS 1.76
9 EAM264 Takka Watta Road PRDD 1.09
10 EAM266A Kekirihena-Kalupenibedda Road Sec. i PS 4.43
11 EAM268 Saranagama-Samagipura By Road PS 1.41
12 EAM276 Tempitiya Dumana Road Sec. ii PRDD 2.67
13 EAM514 Hotwell Internal Road PS 0.89
14 EAM005 Seanagama Road, Uhana PRDD 3.01
15 EAM006 Pudunagala Temple Road Sec. ii PRDD 1.29
16 EAM242 Ruhunugama School-Buddhangala Post Office Road PS 1.94
17 EAM243 60 Junction-Gonagala Village Road Sec. i & ii PS 2.64
18 EAM243A 60 Junction-Gonagala Village Road Sec. iii PS 3.05
19 EAM244 Suhadagama Saman Boutique-Rajagama Junction Road PS 1.99
20 EAM244A Suhadagama Saman Boutique-Rajagama Junction Road Sec. i PS 0.64
21 EAM245A Dora Paha Junction-Lathugala Road Sec. iv PS 10.27
22 EAM341 Central Camp Main Road Uhana - Dadayanthalawa Junction PS 7.29
Uhana
23 EAM343 Weeragoada Cataract Junction to Rajagama PRDD 3.90
24 EAM344 Bridge Camp to Dematamalpalassa College PRDD 3.34
25 EAM345 Weeragoda Cemetery Junction-Suhadagama Village PRDD 3.71
26 EAM347 Warankatagoda Collage to Bandaradoowa Y Junction PS 5.89
27 EAM348 Gonagolla Dora Paha to Bandaradoowa Village End PRDD 7.02
28 EAM353 Mayadunna 36 Home to Senagama Temple PS 3.02
29 EAM362 60 Junction to Akkara 50 Road PS 1.41
30 EAM370 Dematamalpalassa to Samanabadda Sec. i PS 0.77
31 EAM371 Karangawa School to Himidurawa 12Ela PS 7.81

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1.3.2 Organizational Chart of the Project

Figure 1.2 Organizational Structure of the Project

1.4 SUMMARY OF THE WORK ENGAGED IN TRAINING

In my second industrial training I assigned as an Engineer Trainee. Since that was my second
training, in very first week of my training I could able to engage and familiarized to working
environment and Identified what is my position in organization hierarchy and my objectives as a
trainee. But it is not that much easy because I never had an experience in road construction project.
Because of that road construction projects are completely different than other projects.
Mainly I assigned to work in initial maintenance works because the project was in initial
stage. And also, I engaged to pavement construction works such as Sub Grade preparation and Sub
Base. So, in most of times I worked with levels and lines. As well as I learnt about lot of equipment
and material management decisions from the construction management level persons. Because of the
adverse weather conditions, it was challenged to keep up the progress of construction in acceptable
speed.
Most times I worked and supervised in concrete works of pipe culvert and drains. While I am
work at site, I got chances to visit and see the activities going on site laboratory. So, I could able to get
touch about some testing. Some time I had to work with outside organization such as National Water
Supply and Drainage board and Ceylon Electricity Board in sometimes to clear the road from their side
like Removing electricity lines, pipe damages. And also, I could engage with the safety and
environmental protections, as they were the main part of that project.
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 Chapter 2
ROUTINE MAINTENANCE OF I-ROADS

2.1 INTRODUCTION
In road construction process before we start the construction, we must maintain the existing
road. At that time the existing road may be macadam road we must pothole patching. And we must
clear the boulevard. This maintenance procedure was carried out once a month until finishing the road
construction.

2.2 ROAD CLEARING

Road clearing must be continued until finishing the road constructions in the visited project
once a month. We cleaned out 2-3 m away from the design road center line (Figure 2.1). So, this is
convalescing for the clearing and grubbing works when beginning the earth works.

Figure 2.1 Road Clearing

2.3 POTHOLE PATCHING

The procedure, that we used for the pothole patching in the visited project as follows. Figure
2.2 shows the steps of pothole patching.

 First, we identify the potholes and clean the holes using manpower and JCB machine.
 Edges of potholes are cut vertically and straight shape.
 All surplus materials, loose aggregates and impurity particles of the pothole are removed.
 After that lay ABC (Aggregate Base Course) within suitable height with compact factor and add
water to road patch. Then they are compacted by using suitable rollers.
5
 Then brush and clean the all-dust particles on the compacted surface using air compressor
machine.
 Next, CSS-1 bitumen coat is applied on the compacted surface. When applying CSS-1, the surface
must be dried.
 Finally, a thin sand layer is applied on the bitumen surface for the protection of bitumen coat.

Figure 2.2 Pothole Patching

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 Chapter 3

LEVELLING AND SETTING OUT

3.1 LEVELLING

Levelling is the operation required in the determination or, more strictly the comparison of
points on the earth. The qualification is necessary, since the height of one point can be given only
relative to another point or place. If a whole series of heights given relative to a plane, this plane is
called a “datum”. Auto levelling instrument was used for levelling in this road project (Figure 3.1).
The levelling was done many purposes. They are as follows.

 To establish the Temporary Bench Marks (TBM).

 To take the levels of cross sections of the road.
 To calculate of cut & fill.
 To transfer the TBMs.

The basic equipment’s required in levelling are,

 A leveling instrument (Auto level was used)

 A suitable graduated staff for reading vertical heights.

Figure 3.1 Levelling Instrument (Auto Level)

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3.1.1 The Datum

All leveling is a matter of finding out how far level of one point is differing from another
point. As a matter of convenience, it was chosen one horizontal plane to be the base from where we
shall work. This chosen plane is called the datum plane or simply the datum. For the ordinance survey
maps the datum chosen was mean sea level.
3.1.2 Temporary Bench Marks

The ordnance surveys have established a series of bench marks all over the country and their
positions and values are usually on the large-scale maps. It’s difficult to use one OS bench mark along
the construction road. So many temporary bench marks (TBM) were established between this two OS
points at reasonable interval (Figure 3.2).

Figure 3.2 Temporary Bench Mark

3.1.3 Levelling Procedure

 After fixing and level the instrument, the staff reading was taken by keeping the staff at a TBM.

 Then the reduced level of the TBM was added to that staff reading and the height of collimation
was calculated.

 By reducing the design level of the point, that is to be leveled, from the height of collimation, the
staff reading was calculated.

 Then by placing the staff at the required peg point, the pegs were driven until the required reading
is obtained.

 After the leveling work steel cables were stretched along the top of the level pegs at both ends of
the lane that is to be paved with asphalt concrete. This cable levels were used as a reference level
during asphalt paving operation.
8
3.1.4 Cross Section of the Road (CS)

It was very important to find the cross section of the existing road. Initially levelling
instrument was set up. Staff was placed on the TBM & reading was taken. After that staff was placed
on the center of the road & reading was taken. When taking readings, leveling instrument should be
stable to minimize our reading may errors. After that staff was placed in edge of the existing road, 1m,
3m, 5m, 7m distances from center of the road (both RHS & LHS sides) & readings were taken.
Likewise, readings were taken for each 10m intervals along the road.
When the staff was not visible, the staff was placed on affirm point, then reading was taken
without moving staff from that point. After that instrument station was changed & first reading was
taken on a point at where last reading of instrument station one has taken. Then normal procedure was
continued & last reading was taken when the staff was on the TBM.
Two persons, one from contractor’s side & other one from consultant’s side were
participated to take reading. Then using rise & fall method reduced levels of each point are obtained.
After taking all the CS & calculating elevations, all the data sheets were submitted to the Resident
Engineer’s office to inspection. After inspection all the sheet were resubmitted to the contractor after
signing the Resident Engineer. Figure 3.3 shows the taking CS levels.

Figure 3.3 Taking Cross Section Levels

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3.2 CENTER LINE MARKING AND SETTING OUT

3.2.1 Existing Center Line

Marking of the existing center line is the part of primary research in road construction.
Centerline is useful while heading out for any road construction work. Therefore, it is very essential
that marks the center line first, before any construction work.

3.2.2 Design Center Line

Design Road line should be marked on each interval of 10 m on the road. With the help of
the Total station, rope and marking paint, the points scored in each 10 m intervals road should be
extended in a center line and the center line established should be maintained until the end of the
project.

3.2.3 Chainage Marking

Chainage was marked to describe the location of the road. Chainage should be marked on
the center line of the road at every 20 meters and 100 meters’ intervals with interval meters and
kilometers respectively (Figure 3.4). There were several equipment’s used for marking string age.

 Road marking paint.

 Linen tape
 Concrete nails.
 Safety equipment (e.g., Traffic cones, Barricade boards etc.).

Figure 3.4 Center Line and Chainage Marking

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 Chapter 4

STRUCTURES IN ROAD CONSTRUCTION

4.1 INTRODUCTION

There are some important structures which are constructed in Road projects. Fruitful
transportation service is essential to the society. Types of the structures can be list as follows
 Culverts
 Retaining walls
 Drains
 Wing walls
 Gabion walls

4.2 CULVERTS

Culvert construction is one of the main improvement parts in a road project According to
the construction type, culverts are categorized into 3 types.

1. Widening of existing culvert

2. Replacing new culverts for existing culverts
3. Construction of new culverts

If the existing culvert is in good condition and if the width is not enough then the widening
is done up to required width. That is widening of existing culvert. If the condition of existing culvert is
not good, it has to be removed completely and reconstruct the culvert at that place. That is the
replacing of culverts. If a new culvert is required to construct at a certain place where there is no
existing culvert, which is called construction of new culverts.
There are four main types of culverts,

1. Pipe culverts
2. Slab culverts
3. Box culverts
4. Arch culverts
In this project I could engage with replacing new pipe culvert for existing pipe culvert
construction in EAM 370 road site at 0+495km location.

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4.3 PIPE CULVERTS

Pipe culverts have circular cross section to carry water. They are constructed using pre-cast
Hume pipes. In this project Hume pipes are purchased from RDA. There are Hume pipes with various
internal diameters. Thickness of Hume pipes are generally 50 mm.
4.3.1 Components of Pipe Culvert
 Hume pipe – pre-cast concrete
 Base – Grade 25 mass concrete
 Encasement – Grade 20 mass concrete
 Wing wall – Grade 25 mass concrete
 Guard stones – Grade 25 mass concrete
Wing wall is a type of retaining wall. This is used in places with low vertical slope height.
Two types of wing walls are constructed in our site. The details of wing walls are shown in figure 4.1.
The type of the wall to be constructed to be decided on site to suit ground condition.

Figure 4.1 Details of Wing Walls

4.3.2 Construction of Pipe Culvert
Initially site is cleaned, removed the existing culvert and ditch of foundation is excavated.
Then setting out is done for the foundation according to the drawings. Then screed concrete work is
done with G15 concrete. After that 300mm thick wing wall bases are constructed at the edges using
G25 concrete. Then Hume pipe base concrete is done with G20 concrete across the road up to the
bottom level of the Hume pipe.
After that particular diameter pipe is laid with the help of JCB. This pipe culvert was an end
casing type (fully covered type) culvert. Then above the Hume pipe concrete work of the encasement
and wing walls are continued. Then above the wing walls guard stones are built up. Once we finished
the wing wall, we can start the back filling (Figure4.2).
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 Figure 4.2 Construction of End Casing Type Pipe Culvert

4.4 DRAINS
Drainage is probably the most important aspect that determines the performance and failure
of road is often attributed to poor drainage. The typical drainage system shall be arranged at side of the
road to flow the water of the area. Mainly drains are very important to manage surface water flow.
Types of drains are,
 Line drains (U-drains)
 Dish drains (shoe drains)
 L-drains
 Earth drains

But In this project, I could engage with the line drain constructions only.
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4.5 CONSTRUCTIONS OF LINE DRAINS (U-DRAINS)

Firstly, the soil excavated to the designed depth and width and according to the thickness of
the drainage wall. The excavated depth is 2” more than required. Then the bottom part of the drainage
channel is compacted and the soil placed up to 2” with sufficient slope. When compacting, water also
added to the soil to get good compaction. While excavating the rocky outcrop is removed by sledding
and blasting. Then any loose and eroded materials are removed and cavities are filled with suitable
material and compacted as required. Alignment is done by strings and top level of the screed is
provided according to the drawing by using leveling instrument. After that, the soil is wetted in order
to prevent absorption of water from the concrete. Then G15 screed concrete is placed to 2” thick and it
is compacted.
After one day, the reinforcements are placed. Then G20 concrete is mixed at the site by
diesel driven concrete mixer. And top level of the drain base is provided according to the drawing by
using leveling instrument. Then concrete is laid on the bottom part of the channel and compacted. The
channel design has an average slope of 50mm to 5m longitudinal length. The height of the channel is
varying according to the design. Then drain base is concreted by G20 concrete. The reason to placing
the shuttering after concreting the bottom part of the channel is, to maintain the thickness of concrete
between reinforcement and shuttering when the concreting porker vibrator used. After one day, the
shuttering is removed and curing is done by using gunny bags. At bottom, water was filled up to 1” for
curing. 3 days after of curing, 1:3 cement sand mortar is applied to fill the honey combs (Figure 4.3).

Figure 4.3 Line Drain Constructions

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 Chapter 5

EARTH WORKS

5.1 INTRODUCTION

When the road construction works are beginning the first stage is earth works. In this project
I could engage with some earth works such as,

 Clearing and grubbing

 Sub grade preparation
 Sub base construction
 Shoulder construction

5.2 CLEARING AND GRUBBING

Before starting the clearing and grubbing process all the trees, which are situated inside the
ROW (Right of Way) should be removed. Right of way of a road is the reserved area which has been
given for transportation purpose. Prior to do any activity, survey team marked this. Only clearing and
grubbing process will move forward after surveyor established the ROW. When removing trees, some
were removed by the contractor and some were removed by land owner.

After existing structures and marked trees were removed, clearing and grubbing process will
be start and all the remaining trees, stumps and roots were removed. According to the specifications,
all topsoil is expected to be removed to an average depth of 200mm over any embankment fill section.
Then in land areas, sub grade was made as steps. This is called benching. In marshy areas like paddy
fields, the unsuitable soil was excavated and removed. All removed material is to be transported to the
approved disposal site. Figure 5.1 shows the clearing and grubbing works.

Figure 5.1 Clearing and Grubbing

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5.3 SUB GRADE PREPERATION
Sub grade is also a soil layer below the sub base. In most locations it is naturally occurring
soil. But in some places, it becomes at the top of embankment. However, to achieve the sub grade top
level some excavation has to be done. Filled sub grade layers should be properly compacted by using
vibrator rollers or rammers until reach the required compaction.
The top 150mm sub grade layer in excavated areas would be compacted up to or not less
than 96% of the maximum dry density of the material at moisture content within ±2% of the optimum
moisture content. Water would be sprayed while compacting for achieving a better compaction.
Finished sub grade surface must be neat and smooth. Sand cone test is done to find the field density for
each 400m2of area.
If existing soil layer is unsuitable for sub grade, that layer must be excavated up to required
depth and filed with suitable materials. Also, while compacting, some places seem like sponge due to
stagnation of water at that place. That kind of places called “Boggy” places (Figure 5.2). If these kinds
of places are formed, it should be excavated deeper and filled with sandy materials. Also, a drainage
path must be prepared to reduce water stagnation. Otherwise after the construction of the road, top
asphalt surface can be damaged. Material properties for the sub-grade are given in table 5.2 below.

Table 5.1 Properties for the Sub Grade Soil

Property Selected Sub-grade

Liquid Limit (LL) not to exceed (%) 40
Plasticity Index (PI) not to exceed (%) 15
Maximum Dry Density not less than (kg/m3) 1650
4 – Days Soaked CBR at 94% MDD not less than (%) 15

Preparing Boggy place

Figure 5.2 Sub Grade Preparations

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5.4 SUB BASE CONSTRUCTION

Sub base is the filled soil layer on top of the compacted sub grade. Normally sub base is use
in edge widening areas, base failure correction areas and surface correction areas. Sub base cannot lay
on the bitumen surfaces. In surface correction places, existing bituminous crust has to be removed
before laying the sub base.
For the sub base special type material is use. That material should be obtained from
approved source. If there is any difficulty to get the enough quantity of that soil, we can use another
type of soil by mixing with sand or quarry dust. But that soil mix should be satisfied the required
properties and approved by the consultant. The completed sub-base should not contain aggregate
having a maximum dimension exceeding two thirds of the compacted layer thickness. Material
properties for the sub-base are given in table 5.2 below.

Table 5.2 Material Properties for Sub Base

Property Selected Sub-grade

Liquid Limit (LL) not to exceed (%) 40
Plasticity Index (PI) not to exceed (%) 12
Maximum Dry Density not less than (kg/m3) 1750
4 – Days Soaked CBR at 98% MDD not less than (%) 30

Maximum compacted thickness of a sub-base layer should not exceed 150mm. When giving
level for the sub-base a +50% tolerance is kept. Hence loose thickness of layer becomes 225mm. To
compact the sub-base 5 ton or 8 ton vibratory rollers or rammers are used. While compaction, water
should be sprayed over the sub-base to achieve better compaction. Field density of compacted sub-
base should exceed 98% from maximum dry density. The field moisture content should be within ±2%
of the optimum moisture content. At least one in-situ Sand cone test is to be carried out to obtain the
field density, for each 250m2of area. Figure 5.3 shows the sub base construction works.

Figure 5.3 Sub Base Construction

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5.5 SHOULDER CONSTRUCTION

Shoulder material was laid from the edge of the carriage way to the end of the roadway in
both sides. In my site some sort of gravel used as shoulders material. The laid thickness of shoulder
was 175mm and it was compacted using 10 ton smooth wheeled roller spreading water from bowser.
Rolling should be carried out till the aggregate does not shift or wave in front of the roller.
All shouldering work carried out before the ABC work to give a lateral support to ABC
layer and thus reduce the ABC amount also (wastage of the ABC material in each side was prevented
by doing this). People used shoulders as foot walk.
The degree of compaction of shoulder layer is not less than 100% of Maximum dry density
otherwise the compaction is failure. If the compaction is failure, that place to be re-compacted and re-
tested. Sometimes the material has been less moisture content during that the layer is allowed to add
more water and then it will compact.
In our site width of the shoulder is 1.0m. But width of 10 ton smooth wheeled roller is
1.2m. If width of the shoulder is less than width of the roller, it is not safety for the roller. That’s why
at the beginning shoulder was prepared to 1.2m width (Figure 5.4). After compaction of shoulder, it
was cut to 1m width by Motor grader.

Figure 5.4 Shoulder Constructions

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 Chapter 6

QUALITY CONTROL TESTS CARRIED OUT

6.1 INTRODUCTION

At the site various tests are done to the materials and constructed layers to ensure that the
quality of materials is suitable or not for the relevant construction works and to ensure that whether
construction works are finished according to the relevant specification given by consultants. Because
of the project specification gives that all the criteria and relevant test to ensure those specifications.
And specification gives that the frequency of each test too. I could observe the following tests carried
out in the site and site laboratory.

For Concrete: -

 Slump Test
 Cube Test

For Soil: -

 Sieve Analysis Test

 Atterberg Limit Test
 Proctor Compaction Test
 Sand Cone Test

6.2 SLUMP TEST

Slump test was done in order to find out the workability of concrete in the site itself (Figure
6.1). Recommended slump height approved by consultant for the visited project was 75± 25 mm.

Figure 6.1 Slump Test

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6.3 CUBE TEST
Cube test or the compression test was carried out to find the compression strength of
concrete. Nine moulds were casted at the site for the compression test (Figure 6.2).

Figure 6.2 Cube Test

6.4 SIEVE ANALYSIS TEST

Sieve analysis test is a procedure used to assess the particle size distribution of a granular
material by allowing the material to pass through a series of sieves of progressively smaller mesh size
and weighing the amount of material that is stopped by each sieve as a fraction of the whole mass. This
test is important for analyzing materials because particle size distribution can affect a wide range of
properties. Figure 6.3 shows the sieve analysis test works.

Figure 6.3 Sieve Analysis Test

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6.5 ATTERBERG LIMIT TEST

Atterberg limit test is a procedure used to find the Atterberg limits of fine-grained soil
(Figure 6.4). The Atterberg limits are a basic measure of the critical water contents of a fine-grained
soil. They are shrinkage limit, plastic limit (PL), liquid limit (LL). Depending on water content, a soil
may appear in one of solid, semi-solid, plastic and liquid states. Atterberg limits can be used to
distinguish between silt and clay, and to distinguish between different types of silts and clays. In
visited site Mechanical method was used for find LL.

Figure 6.4 Atterberg Limit Tests

6.6 PROCTOR COMPACTION TEST
Proctor compaction test was done in laboratory (Figure 6.5). The purpose of this test was
finding the optimum moisture content to get the maximum dry unit weight of a particular soil.
Procedure, carried out for the test in the laboratory was as follows.
 The soil to be used in the test was first air dried and passed through a 20 mm test sieve.
 It was then mixed thoroughly with a small amount of water and compacted into the mould in 3
equal layers.
 The mould was placed on a detachable square metallic plate and it carried a detachable colour.
 Each layer being compacted by 25 blows of the 2.5 kg rammer dropped through an above the soil
surface.
 The excess soil was being trimmed and compacted soil will be carefully levelled off to the top of
the mould.
 The mould and soil were weighed.
 The compacted soil specimen was removed from the mould and moisture content was determined.

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 The test was repeated five times with gradually increasing water contents until the range of
moisture content should be such that the optimum moisture content, at which the maximum dry
density occurs, was within that range.
 Then, the moisture content and the dry density were determined and plot the Dry density Vs
Moisture content graph. From this graph, the maximum dry density (MDD) and optimum moisture
content (OMC) were read out.

Figure 6.5 Proctor Compaction Test

6.7 FIELD DENSITY TEST
Finding the field density in construction is very important. Field Density Test was done
in many times. They are after the compaction of Base, Sub Base using gravel, after the compaction
of Aggregate Base Course (ABC) layer, after the compaction of shouldering of roads and after the
compaction of back filing at the abutments of bridges and culverts. The place for this test was
randomly selected with the experience of lab technicians. The compaction density test result
should be greater than 95% of laboratory test results. If result does not achieve this limit, compact
should be done again until reach the correct density. Figure 6.6 shows the field density testing.

6.7.1 Apparatus Used for the Field Density Test

 Sand cone apparatus

 Metal base plate with flanged centre hole

 Balance

 Brush

 Tray

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6.7.2 Procedure of Field Density Test

 Field density test was done after compaction

 Location was selected and plate with the hole was fixed on the ground using four nails.
 Soil was removed to a depth of 150mm.
 Weight of sand in the bucket was measured
 Then sand cone was placed on the plate properly and sand was allowed to fall down into the hole.
 Retained sand & removed soil was weighted.
 The following values were already calculated before doing the test.
 Sand Cone apparatus volume
 Sand density
 Maximum dry density of compacted material

Figure 6.6 Field Density Test

6.7.3 Specified Percentage of Compaction Value for Material layers

 Embankment 95%
 Sub Grade 98%
 Sub base 100%
 Aggregate Base Course 100%

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 Chapter 7

SITE MANAGEMENT
7.1 INTRODUCTION
Management is a very important process in any kind of work. Site management is the
process of interrelation of major functions such as planning, organizing, controlling and leading. Those
things are directed in the achievement of objectives and goals of the project. Normally the construction
works are carried out with given designs and specified materials, so it is important to have proper
management at the construction site to carry out works in an economical manner. To have proper
management study of all aspects of the work, the method of carrying out successive operations and
selection of general arrangement of site are considered as important points.

7.2 ROLE OF THE PROJECT MANAGER

Project manager implements systems and controls. So, these projects are implemented
efficiency and transparent. He coordinates, advices, regulates and optimizes on consultants to achieve
efficient project implementation. He is the direct supervisor of the Site Engineers. He acts as a chief
coordinator between the contractor and the client and he is responsible for financial control over the
expenditure and also comes for the site inspection. He thoroughly checks the quality of the work and
quality control. Staff will be detailed by him and may change according to the schedule and scope of
the work done time to time.
7.3 ROLE OF THE ENGINEERING STAFF
This group consists of engineers, assistant engineers, and technical officers. The site
engineer divided work among those persons. Material requisitions were approved and checked the
material consumption. They were ensuring that the work was carried out according to the details in
construction drawings and specifications schedules of the project. Attend the daily site meeting and
discuss about the problems encountered. They are as followings.

 Supervisory function of engineering staff.

 Supervise labour output and control the labours.

 Quality control especially with regards to line levels, plumb and basic methodology of executing
work.
 Ensure tools and equipment were not misused.

 Ensure site was kept steady and clean.

 Sign of labour supply daily.

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7.4 ROLE OF THE SURVEYOR

He is the person who is bearing all the responsibilities about the details related to the
surveying of the site. He should,
 Counter check setting out or level done surveyors.

 Monitors progress and equality control by inspection and test plan.

7.5 ROLE OF THE DRAFTSMAN

Draughtsman is responsible for draw the drawings according to the measurements. After
drawing the drawings, they are compared with the design cross sections.

7.6 ROLE OF THE QUANTITY SURVEYOR

They must estimate the site cost, sub construction bills, amount and cost of used material,
etc. after that, they need to estimate the loss or profit to provide to the head office.

7.7 ROLE OF THE STORE KEEPER

Store is controlled by store keeper. He should,

 Maintaining stork controls (consumables and no consumables)

 Controls or checks quality of materials delivered.

 Prepares daily and monthly records of materials received at site.

 Inventory control of plant, machinery and equipment, their usage at site and maintaining records of
repairs and services.
 Prepares goods issued note.

 Prepares transfer notes for materials, transferred out from the site.
7.8 ROLE OF THE ADMINISTRATIVE OFFICER

He is the person who is responsible for every administrative work in the site. He was
instructed by the site engineer. He always contacts with the administrative section at head office.
Every purchasing material was arranged by him. In addition, he was responsible for preparing of sub-
contractors bills and other bills and as follows,

 Security services were carefully checked on daily basis and report promptly all short comings to
project manager.

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 Maintenance and movements of machineries vehicles and arrange it requirement in time.

 Kept well assistance with storekeepers to find out requirement to store daily.

 All the copies of attendance sheet and any other documents pertaining to employees from be
carefully packed and dispatched to need office at the end of every month.
 Every personal accident looks after the purpose of employee and he should take action.

7.9 DOCUMENTS HANDLING IN SITE

This project was a quality assurence project, so documentation had be done clearly. Several
types of documents were exchanged between contractor and the engineer during this project.

7.9.1Daily Work Record (DWR)

This document should be submitted to QS section at the end of the day relevant to a work
done at the particular day. There was a special format to describe the DWR. it contained

 Description of work
 Location/chainage
 Materials used
 Machinary used
 Expected starting time
 Expected finish time
 Other information
7.9.2 Material Submittal Form
This is to introduce a material which will be in site by contractor’s side to the consultant’s
side. Consultant has the authority to approve it or not with evidences. This document includes name of
the material, what is it made up of appearance.
7.9.3 Goods Received Note (GRN)
Up on the receipt of a stock of material a Store Keeper would issue a GRN acknowledging
the receipt. This has to be authorized by the project engineer. The updating of the stock’s ledger and
the preparation of the weekly reports are done using this. GRN is raised in four copies to be distributed
as follows.

 Original – To Head office through the supplier

 Data processing copy – To Data processing department
 Accounts copy –To Accounts department
 Book copy - Retained in the book
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7.9.4 Material Requisition Note (MRN)

The subcontractors and any other person have to produce a MRN to get material from the
stores. The form has to be authorized by the supervisor in charge of the work. To facilitate the
monitoring of the material usage the supervisors keep a record of all the material issues authorized by
them and produce a summary to the engineer in charge.

7.9.5 Purchase Order / Request Order

When a particular work has to be started the engineer in charge of the work prepares a list of material
required. If the list includes items that are not in the site stores it will either be transferred from another
site or purchased by the head office and transferred. This requisition is placed by through a purchase
order prepared by the engineer and includes all the details required to place the order. This is prepared
in duplicate form.

 Original – To Head Office

 Book Copy – Retained in the book

7.9.6 Invoices

When a supplier directly supplies goods to the site, he will produce a copy of an invoice
raised by him. The invoices are filed and sent to head office for billing. The details are used to update a
book of receipts as well as weekly material progress reports.

7.9.7 Confirmation of Verbal Instruction Form (CVI)

If the consultant’s side gave any instruction verbally, this document is needed to confirm it
officially.

7.9.8 Request for Inspection

This is to request the consultant to inspect a particular work done by the contractor’s side. It
includes the type of work, location, date and time of inspection.

7.9.9 Document Transmittal Form

In our site, there are many documents being transferred between consultant’s side and
contractor’s side. It includes revised drawing etc.…. So that document transmittal form should be sent
to transfer them.

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7.9.10 Approvals to Commence Work (APC)
Before a work has to be started the consultent should approve that the work can be started.
Approvals for the construction work was given through the document called ‘approvals to commence
work (APC). If the requirements are not fullfilled for the work consultant didn’t sign the APC.

7.9.11 Check List

This is a list of checks to be done prior to finishing of that particular form. It will be easier
to both contractor’s side as well as consultant’s side when they are using check list. They put tick
marks when checking and we can identify missed and wrong ones by using this document.

7.9.12 Technical Query Sheet

When a problem occurred at the site contractor gets the help of consultant by using this
document on the other hand, if the contractor side needs more information about something in
technically part. They use this document.

7.9.13 Bar Schedule

Bar schedules are prepared by site Engineer. Bar schedules are faxed to the yard, 7 days
before to the required date. All the necessary details, bar size, length of bar, shape of bending and
dimensions, total no of bars required are clearly explained in the bar schedule. In the bar schedule total
weight of each size of bars are calculated then it is very easy to get the total re-bar weight that sub-
contractor has fixed. Because of the sub-contractors are paid, according to the re-bar weight.

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 Chapter 8

SAFETY MANAGEMENT

8.1 INTRODUCTION
Safety management is very important for any construction. As engineers we must consider
safety first. This means that care about previous accident and take some action to avoid damage. It is
very important to identify the risks involved in the different operations carried out during the
construction phase of the project. Some accidents can be fatal and some can lead to partial or
permanent off. A safe construction work is one in which anyone can go about their daily work without
under risk. Precautions have to be taken to prevent accidents.

8.2 SAFETY MEASURES

The intension of a construction company is to protect the occupational health & safety of
person’s employed and general public, to eliminate as much as potential hazards during the work. Bing
a construction site is busy area, workers, operators & public might be damaged due to careless
behavior. So, it is very important to show warning signs as possible as much in the working area
(Figure 8.1).

Figure 8.1 Safety Measures

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8.3 GENERAL SAFETY
The general safety assured the safety of the laborers as well as the safety of the officers. In the
site, several precautions were taken to ensure the general safety. Necessary safety equipment (Personal
Protective Equipment) was provided to the laborers & officers according to their requirements. As well
as Safety meetings were conducted in every day morning at 7:00 AM in front of site office, to discuss
about the accident happened in the site, how to manage accident and what kind of precautions take
before happening an accident etc. (Figure 8.2).

Figure 8.2 Safety Meeting

Some safety precautions taken at the site,

• Provide all the personal protective equipment to the all the officers and labours work in the site

• All workers and officers must wear safety shoes or boots as displays in site office notice board
according to the instructions of safety officers.

• Provide boots for hard workers.

• Safety belts were used when working at an elevated place.

• Goggles were worn for chipping, grinding.

• Welding hoods were used when welding.

• Masks were worn for grinding cutting concrete.

• Keep material at the store in a proper manner such as cements, bitumen and fuel.

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• Covering potholes and barricading excavated area, thereby preventing accident from happening
and slowing down the traffic.

• At the trenches, barricades are provided properly.

• Handle the traffic in both ends by experience people.

• Hazardous place at the site must be always illuminated.

• Used masks when working in the road, because it creates too much dust.

• Consider the area environment problems and the pollutions. To minimized dust spray water along
the road section as required.
• Sign boards & necessary safety statements were displayed in the working places.
• Smoking and use of alcohol are prohibited within the working area.

Figure 8.3 Safety Precautions

8.4 MACHINE SAFETY

The safety of the machine will ensure the life time of machine & the safety of the labours.
Hence, guidelines were provided to workers before the operational and maintain of the equipment.
And also, advised to the labours, not to work with the damage equipment and should follow the
guidelines given to them & also thoroughly advised not be under when the lifting is on the process.

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 Chapter 9

ENCOUNTERED DIFFICULTIES AND SOLUTIONS

 Due to the rainy weather ABC surfaces did not get dry quickly and it made some delay in the
asphalting and consequently it affected to total project schedule. Because of MC-30 cutback
bitumen used at the site and it could not be used if surfaces were not dry well. To avoid these
delays the consultants and our project team agreed to use CSS-1 bitumen and it helped overcome
those delays. Due to the CSS-1 bitumen is more suitable in cold weather conditions.
 We had to block the existing drains of the road at some locations for the culvert construction. Some
of the day’s it was raining in the site. Therefore, we had some complains about influx of soft water
from site to nearby people’s lands. So, we built temporary earth drain paths for the soft water
passing in the EAM 344 road site (Figure 9.1).

Figure 9.1 Temporary Cross Drain Path

 While the sub grade preparation stage there were few leakages of existing water supply lines
because of the vibration of the vibratory roller machines. So, they were repaired with the co-
operation of the water board at EAM 370 road site.
 At some locations of the site, existing current columns were congested for the road widening. So,
they were shifted with the co-operation of the electricity board.

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Conclusion

As a part of the requirement of the BSc. (Hons) Engineering degree, we have to undergo an
Industrial training. During my second industrial training period I have learnt a lot of technical,
financial, economic, environmental and administrational aspects of a corporation which is related to a
Civil Engineering construction works.
In my ten weeks of training period, I gained experiences in different sites where I got the
opportunity to learn from skilled engineers, technicians, laborers and also with fellow trainees. All the
staff members who encountered with us were very friendly and accessible. I could learn how the
theory is applied to practical situations, how to handle laborers, role of each personnel in a site, and
various other aspects of engineering during my training at the NEM Construction Pvt. Ltd.
I have learnt much about the initial maintenance works of i-Roads, concrete work of road
structures, setting out work, sub grade preparation, sub base construction, referring the road cross
sectional drawings and identifying the necessary features during the construction, daily record
maintaining, labor handling and handling equipment and machineries.
There were some situations where construction work had to be stopped due to rain. At those
times, our supervisors transferred us into different sites to learn new things and also, they provided the
opportunity to learn working procedures at the office with related to construction works.
To be a good civil Engineer we must have both theoretical knowledge and practical
knowledge at the site. As a result of the training program now I am more confident to enter the
employment world and build my future career. Therefore, I think this training exposure opportunity,
provided by the University must be used in a fruitful way by every undergraduate.

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