DR.B.R.

AMBEDKAR NATIONAL
INSTITUTE OF TECHNOLOGY
JALANDHAR

INDUSTRIAL PRACTICAL TRAINING

FINAL PROJECT REPORT

Construction of Approaches of 16.90 metre Carriageway

Road Over Bridge at Level Crossing No. A-16 at Kapurthala
Khojewal Rail Section of Northern Railway on JalandharKapurthala Road Near Science City in District Kapurthala

Trainee Details:
Dr. B.R. Ambedkar NIT Jalandhar
Name: Mitul Chopra
Roll No.: 11102050
Discipline: Civil Engineering

INDEX
Section

Description
Acknowledgement

Introduction To Project

1.1

About The Project

1.2

Need For This Project

1.3

About The Construction Site

Considerations Before Starting

2.1

SOIL INVESTIGATION

2.2

Location Of Boreholes

2.3

Diversion Road

2.4

Diversion Routes

2.5

Service Road

General Outline Of The Project

3.1

Valley Curve

3.2

Summit Curve

3.3

Void Formers

3.4

Anti-Crash Barriers

3.5

Double Metal Crash Barriers

3.6

Bearings

3.7

Expansion Joints

3.8

Retaining Earth Panels

3.9

Geo Straps

3.10

Seismic Restrainers

3.11

Median

Page
No.
5
6-9

10-12

16-33

3.12

Scaffolding

3.13

Formwork
Shuttering

Casting Of Slab

4.1

Deck Slab Reinforcement

4.2

Batching Plant

Test

5.1

Compressive Strength

5.2

Slump Test

5.3

Cement Test

Construction Materials

6.1

Cement

6.2

Aggregates

6.3

Admixtures

6.4

Water

7.1

Conclusion

7.2

References and bibliography

34-39

35-44

45-48

49-50

ACKNOWLEDGEMENT
It is with great pleasure that I find myself penning down these lines to express my
sincere thanks to various people who have helped me a long way in
completing this project.
I am highly indebted to Er. Harbhajan Singh, Sub Divisional Engineer(PWD),
for his guidance and constant supervision as well as for providing necessary
information regarding the project & also for his support in completing the project.
I would like to express my gratitude towards Er. Neeraj Gupta, Junior Engineer
and Er. Deepak kochhar, Junior Engineer for their kind co-operation and
encouragement which helped me in completion of this project.
I would like to express my special gratitude and thanks to site persons for giving
me such attention and time.
I owe a debt of gratitude to Department of Civil Engineering NIT-J and T&P Cell
Head Dr Pratap Singh for giving such an opportunity to get to know the real
time practices followed in the industry.
My thanks and appreciations also go to people who have willingly helped me

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1.1 ABOUT THE PROJECT

Public works department punjab is constructing a over-bridge at a cost of
Rs. 34 crore.
The over-bridge will provide a traffic route from Khojewala to Mansurwal
Dona and would help in coping with the congestion in the area.
The 16-km Jalandhar-Kapurthala road, on which Pushpa Gujral Science
City, Punjab Technical University and Swaran Singh Institute of NonRenewable energy are located, witnesses heavy congestion during train
timings.
DETAILS OF MAIN PACKAGE OF THE PROJECT :
VALUE OF AWARDED WORK
NAME OF AGENCY

34 CRORE
: Brahmaputra Infrastructure
Limited under PWD B&R ,
Punjab

DATE

OF START

COMPLETION PERIOD

18th AUGUST 2012

:

12 MONTHS

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1.2 NEED FOR THIS PROJECT

A ROB (railway over bridge) needed to be constructed over railway crossing
to channelize the traffic and to reduce in all time of travel on MDR 52(now
national highway).
Railway crossing is one of the heaviest in term of rail traffic as it facilitates
RCF (railway coach factory).
As a 16.90 metre carriageway will keep the speed on the highway uniform
and would save a lot of precious time .

(Railway route of RCF to Khojewala station)

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1.3 ABOUT CONSTRUCTION SITE

GPS Address
3121'35.6"N, 7526'23.3"E

- Railway Crossing
- ROB

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2.1 SOIL INVESTIGATION

Soil Investigation Done in late 2012
Work was carried out by Holtec Consulting Private Ltd
Object to obtain sequence and extent of sub-soil to maximum depth of
25m
2 boreholes were used
SPT(standard penetration test)was used
Bored and cast-in situ piles were used for determination
Circular diameter of pile=1.0m using Shell and auger method
Pile may rest at a depth of 17.5m from NGL(16.5m w.r.t cut-off level)
Safe pile load = 525T(for length of 16.5m depth)

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2.2 Location of Boreholes for SPT

2.3 DIVERSION ROAD

To facilitate construction of ROB
5.665 Kms long diversion road through Dhapai-Dhaliwal Dhona
4.56 Kms long diversion road through village Duanke Nishan-Wadala was
strengthened and widened

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2.4 DIVERSION ROUTES

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2.5 SERVICE ROAD

A connecting road from start of carriageway of road on Jalandhar side upto
diversion road towards village Dhapai with minimum width of 5.5m was made.

Other considerations in the project

Jalandhar side
Improvement of existing road
4-laning of the road
Kapurthala side
4-laning of the road
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GENERAL OUTLINE OF THE ROB

(STILTED PORTION) TO BE
CONSTRUCTED

Kapurthala Side
Stilted Portion
Right Carriage Way =51.237m
Left Carriage Way =71.866m
Solid Fill
Length = 323.20m
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(Overall width of carriage way is 16.90m comprising of 15.00 meter carriage way
(2*7.50), 0.50m wide anti crash barrier on both sides and 0.90m wide central
median)

Jalandhar Side
Stilted Portion
Right Carriage Way =177.164m
Left Carriage Way =157.032m
Solid Fill
Length = 199.705m
(Overall width of carriage way is 16.90m comprising of 15.00 meter carriage way
(2*7.50), 0.50m wide anti crash barrier on both sides and 0.90m wide central
median)

3.1 VALLEY CURVE

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Valley curve or sag curves are vertical curves with convexity downwards. They
are formed when two gradients meet as illustrated figure in any of the following
Four ways:
1. When a descending gradient meets another descending gradient [figure a].
2. When a descending gradient meets a at gradient [figure b].
3. When a descending gradient meets an ascending gradient [figure c].
4. When an ascending gradient meets another ascending gradient [figure d].

3.2 SUMMIT CURVE

Summit curves are vertical curves with gradient upwards. They are formed when
two gradients meet as illustrated in figure in any of the following four ways:
1. When a positive gradient meets another positive gradient [figure a].
2. When positive gradient meets a at gradient [figure b].
3. When an ascending gradient meets a descending gradient [figure c].
4. When a descending gradient meets another descending gradient [figure d].

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3.3 VOID FORMERS

Above the span of 10m, the dead weight of a solid slab bridge becomes excessive.
One of the commonest ways of lightening a solid slab is to use void formers of
some sort. The commonest form is circular polystyrene void formers.
The Shear Stresses are likely to become excessive near supports, particularly if
discrete piers are used. However, this problem can be avoided by simply stopping
the voids off, leaving a solid section in these critical sections.
In the construction engineers always strive to make their designs and
structures better and stronger, not necessarily heavier because being heavy
has other implications on the structural integrity. A heavier structure
suspended on steel beams and poles have a great chance of caving in due to
the weight because no matter how strong the structure is, there are still
chances of that becoming heavier due to additional water content in the
structure. No engineer desires their bridges and buildings to cave in with a
lot of people on it, so they make it lighter with void formers.
Void Formers are made of polystyrene, which is very lightweight and has
quite appreciable load bearing capacity, now we do not mean that foam
blocks, which is what these void formers are, will withstand the load of huge
cars and trucks moving on the road, but it is strong enough to bear the load
of concrete on it until it settles and solidifies.

What Makes Foam Void Formers Better Than Metal Sheet

Alternatives?
It was found that concrete slabs, constructed completely of cement were too
heavy and did not make anything better. Engineers were able to achieve the
same degree of strength and durability with hollow structures with the use of
pretended steel cables and foam Void Formers. As a matter of fact, engineers
found two entirely different ways of forming voids, one that could be
removed when the structure took shape and another type that could be left in
place without causing any risk to the bridge or the building or whatever it
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was that they were building. Before EPS (Expanded Polystyrene) was used
for the job, builders relied primarily on flexible metal sheet that could be
rolled in cylinders and placed wherever necessary. But that had a huge
downside to it. Steel could not be shaped at will; void makers back then
were mostly cylindrical and heavy. Soon it became apparent that there
was the need for something better, lighter, stronger and something that was
dense enough to carry large loads despite being super lightweight so EPS
foam void formers were used.
Not just that there was more to that. Foam void makers are often left behind
instead of being destroyed or removed, which incidentally adds to the
strength of the monolith. During significant shifts and movements in
structure an entirely hollow structure has a greater chance of breaking in, but
add a filler to it and the risks are somewhat lowered. So in addition to
making buildings and bridges lighter, engineers are using void makers to
stabilize them.

These frustums are used to cover void formers at the ends prevent entry of
anything in them
.

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Advantages of Void Formers

Lighten the dead weight of the structure
Reduce the cost of the project by reducing usage of concrete
Preventing caving of structure

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3.4 ANTI-CRASH BARRIERS

Traffic barriers, sometimes called crash barriers, guard rail, keep vehicles within
their roadway and prevent vehicles from colliding with dangerous obstacles such
as boulders, buildings, walls or large storm drains. Traffic barriers are also installed
at the road side to prevent errant vehicles from traversing steep (non-recoverable)
slopes or entering deep water.

Details about the site

M35 concrete mix was used
0.50 metre wide anti crash barriers

3.5 DOUBLE METAL CRASH BARRIERS

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 Metal Crash barriers are basically Road safety system which prevents
vehicles from colliding with obstacles such as boulders, walls, buildings and
also prevents vehicles entering into large storm drains, steep slopes or Deep
water.
Galvanized iron pipes are used as mounts.

Applications
As restraining barriers on embankments of expressways and highways
As containment barriers on medians and grade separators of roads
As protection barriers/containment barriers for hilly terrains and ghat lands
As racecar crash guards on racing car tracks
As fencing barriers for country border lines, expanse lands, water bodies,
bridge piers etc.

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3.6 BEARINGS
A bearing is a component of a bridge which typically connects the bridge
piers to the bridge deck.
The purpose of a bearing is to allow controlled movement and thereby
reduce the stresses involved. Movement could be thermal expansion or
contraction, or movement from other sources such as seismic activity.
The oldest form of bridge bearing is simply two plates resting on top of each
other. A common form of modern bridge bearing is the elastomeric bridge
bearing.
Elastomeric bridge bearing are a commonly used modern bridge bearing.
There are several different similar types of bridge bearings that include
neoprene bearing pads, neoprene bridge bearings, laminated elastomeric
bearings and seismic isolators which are all generally referred to as bridge
bearing pads in the construction industry.
Internal structure consists of a sandwich of mild steel shims and rubber
moulded as one unit.
The transmission media is the bearing", one of the most important components
of a bridge structure.

TYPES OF BEARING
1. Fixed Bearing
Fixed bearing does not allow bearing plane two-direction movements, but
allows it to rotate.
2. Guided Bearing
Guided bearing allows rotation and the bearing plane to do one-direction
movement. The main components of a guided bearing are the same as those
of a fixed bearing, but are able to provide longitudinal movement function.
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3. Free Bearing
Free bearing allows rotation, longitudinal movement, and transverse
movements. The main components of a free bearing are the same as those
of a fixed bearing, but are able to provide two-direction movements.

In this project

Inside piers- guided bearing are used

Outer piers -free bearings are used

3.7 EXPANSION JOINTS

An expansion joint is an assembly designed to safely absorb the Thermal
expansion heat-induced expansion and contraction of construction materials, to
absorb vibration, to hold parts together or to allow movement due to ground
settlement or earthquakes.
Bridge expansion joints are designed to allow for continuous traffic between
structures accommodating movement, shrinkage, temperature variations on
reinforced and prestressed concrete, composite and steel structures. They
stop the bridge from bending out of place in extreme conditions and allow
enough vertical movement to permit bearing replacement

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DETAILS ABOUT THE SITE

Expansion joint shall be strip
Cater for design movement of minimum 20 mm
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3.8 RETAINING EARTH PANELS

RETAINING EARTH PANELS stabilize unstable slopes and retain the
soil on steep slopes and under crest loads. The wall face is often of precast,
segmental blocks, panels that can tolerate some differential movement. The
walls are infilled with granular soil, with or without reinforcement, while
retaining the backfill soil. It can be used for retaining walls, bridge
abutments, dams, seawalls, and dikes.
These have interlocking patterns between which these panels are stacked on
one another

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On the site
These panels were cast in-situ by Brahmaputra infrastructure ltd
Specifications:
Width
Upper part=2215mm
Lower part=1835mm
Height=1610mm
Thickness=180mm

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3.9 GEOSTRAPS
The GeoStrap is an earth reinforcement strip made of high-tenacity synthetic
fibre selected to provide optimum performance for preventing the slipping of
reinforced earth panels
These are stretched and nailed in the compacted soil on the one end and on
the other end these are passing through omegas embedded in the earth panels
and provide optimum safety
In this project 4-6 omegas embedded geostrap belts were used.

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Specifications of geostraps
Width
On the upper side of solid fill=50mm
On the lower side of solid fill=35mm
Material = sheath polyolefin

3.10 Seismic restrainers

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3.11 MEDIAN
Important highway element that are built in order to distinguish between the
differences in passage directions of traffic on a road. The specifications of
median are as:
Width = 0.9m,
Height=13.5cm
Grade of concrete used=M30

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3.12 SCAFFOLDING
GENERAL SPECIFICATION
Temporary Supporting Structure is that structure, which are temporarily
required in building construction either for supporting the laying of concrete
till it gets matured such as shuttering. As fresh concrete is in a plastic state,
when it is placed for construction purposes, do it becomes necessary to
provide some temporary structure to confine and support the concrete in
plastic state, when it is placed for construction purposes, so it becomes
necessary to provide some temporary structure to confine and support the
concrete till it gains strength for self supporting. The temporary structure is
known as shuttering.
SCAFFOLDING
Scaffolding is a temporary structure, which is used in building operations
support platforms for workmen, structural material and appliances required
during construction at raised heights (normally more than 1.5m). This
temporary framework or scaffolding is useful in building construction,
demolition, maintenance and repair works. The height of the scaffolding can
be adjusted with the progress of work.

COMPONENTS PARTS OF SCAFFOLDING

Standard: - These are the vertical members of scaffolding.
Ledgers: - These are the horizontal members at right angles to the standards
and parallel to the wall.
Braces: - These members are fixed diagonally on the standards.
Planks: - These members are placed on horizontal members (i.e. ledgers) at
right angles to the wall, one end of which is held in wall.

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3.13 FORM WORK

For concrete construction forms or shuttering in the forms of wooden planks
or steel plates are used for keeping the green concrete in position till it
hardens. This helps in giving the desired shapes to different components of
the structure
Removal of formwork
For columns = 24 to 48 hours
For slab up to 4.5 m span = 7 days
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For slab more than 4.5m span = 14 days

For beams up to 6m span = 14 days
For beams above 6m span = 21 days

The good formwork should satisfy the following requirements:The material of the formwork should be practically water proof so that it
cant absorb water from concrete.
It should be strong enough to withstand the pressure or the load of the fresh
concrete, live load of the worker coming on it.
The formwork should be so made that it can be removed easily without
causing the least injury to the surface of nearly constructed concrete
members.
The inside surface of formwork should be smooth so as to give good
appearance to the resulting newly constructed concrete members.

3.14 SHUTTERING
Removal of formwork from walls, columns and vertical surfaces - 24 hours
Removal of props under slabs
1) Slab span up to 4.5m - 7days
2) Slab span above 4.5m - 14 days
After the concreting, shuttering is removed manually.
Nut and bolts are loosened and shutters are removed.
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 During removal care should be taken. Shutters should not be removed by

pulling, instead jerks should be given in longitudinal direction and removed
smoothly.
Afterwards the polythene covering drainage pipes are removed and checked
and cleaned.
Immediately afterwards curing procedure is started. Curing is the process of
supplying water to concrete for hydrolysis reaction from external.

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CASTING OF SLAB (Module 6)

alongwi

(Deck slab reinforcement)

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Deck &cantilever slab reinforcement along with void formers

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4.2 BATCHING PLANT

A concrete plant, also known as a batch plant or batching plant, is a device
that combines various ingredients to form concrete. Some of these inputs
include sand, water, aggregate (rocks, gravel, etc.), fly ash, potash, and
cement.
There are two types of concrete plants:
1. Ready mix plants
A ready mix plant combines all ingredients except for water at the concrete plant.
2. Central mix plants
A central mix plant combines some or all of the above ingredients (including
water) at a central location. The final product is then transported to the job site.

Capacity of Batching Plant 0.5m3

Time for preparation of 1 batch 2 minutes
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5.1 MEAUREMENT OF COMPRESSIVE

STRENGTH
The digital compression - testing machine is used to determine the
compressive strength of hardened concrete specimens.
Procedure: as per IS 516 - methods of tests for strength of concrete
A. Keep the specimen to be tested centrally on the clean lower platen so that
small clearance is left between the upper platen and the top the specimen
under test.
B. Close the pressure release valve.
C. Make the digital display to read zero by adjusting the zero knob.
D. Put the display unit on peak hold mode to hold the maximum load
reading.
E. Start applying the load at the specified pace rate, which could be maintained by
adjusting the slow fast knob.
F. If the pace rate is on higher side the indicator displays red colour and the pace
rate is on lower side the indicator will display yellow colour.
G. If the pace rate is exactly equal to set rate then the indicator will display green
colour.
H.As soon as sample fails, release the pressure slowly by opening valve.
I. The digital display will be holding the maximum load reading at which sample
has failed. Note down the pattern of failure and calculate the compressive strength
in N/mm2 or kg/cm2.
J. Pace rate for 15 cm cube is 130-140 kg/ sq. cm/min.
K. Before starting another test, clean the lower platen and bring the digital display
to zero position by depressing the reset switch.

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Module -6
Compression test results
7 days(14/6/2014)
1.

32.27 N/mm2

2.

30.8 N/mm2

28 days(04/7/2014)
1.

53.55 N/mm2

2.

59.55 N/mm2

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5.2 SLUMP TEST(IS 1199):

1. Purpose:
This test is used for measuring the workability of fresh concrete. The
apparatus used here is SLUMP CONE.
2. Procedure:
a. As soon as the mix is prepared, before putting it in the slump cone decide the
frequency of the slump value to be taken.
b. Oil the interior surface of the slump cone with mould releasing oil to prevent
adhesion of the concrete.
c. Place the slump cone on a levelled surface.
d. Remix the sample thoroughly with the sampling scoop.
e. After remixing immediately fill the slump cone in layers approximately one quarter of the height of the cone.
f. Each layer shall be compacted with the tamping rod by 25 strokes distributed in
a uniform manner over the cross-section of the cone and for the
second and subsequent layers tamping rod shall penetrate into the underlying
layer.
g. After compacting the top layer the concrete shall be struck off level with the top
of the slump cone, using a tamping rod. Any mould which may have leaked out
between the mould and the base plate shall be cleaned away.
h. Unscrew the slump cone from the base plate and remove it immediately from the
concrete by raising it slowly and carefully in a vertical direction.
i. After the concrete subsides place the slump cone on the base plate in reverse
position and place a scale on it. Measure the height between the top of the mould
and the highest point of the concrete specimen being tested.
3. Result:

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Slump measured shall be reported in mm. Test is continued at fixed intervals for a
time to compensate for the loss in slump in the course of transportation.

5.3 CEMENT TEST

IS CODE REFFERENCE:

IS 4031 (Part-5)

OBJECT

:
This test procedure covers to find out
the Cement test.

APPARATUS

a.) Vicat apparatus with needle

b) Vicat mould

PROCEDURE

STANDARD CONSISTENCY
a) Take 300 gms of cement.
b) Mix known percentage of distilled water.
c) The SC of cement paste is defined at that consistency which will
permit the vicat plunger to a point 5 to 7mm.
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INITIAL SETTING TIME

a) Prepare a neat cement paste by gauging the cement with 0.85
times the water required to give a paste of standard consistency.
b) Fill-up the vicat mould with cement paste.
c) The period between the time when water added to the cement &
the time of which needle fails to pierce the test block by 5mm shall
be initial setting time.
FINAL SETTING TIME
a) Replace the needle of vicat apparatus for final setting time.
b) The period elapsing between the time when water is added to the
cement & the time at which the needle makes comparison on the
surface of test block which the allotment fails to do so shall be the
final setting time.
COMPRESSIVE STRENGTH
a) Prepare cube of 50sq cms area using vibrating machine.
b) Make nine No. cube. Each cube consists of 200 gms of cement,
600 gms of standard
(3 grades) & water P/4+3.0% & test, it
for 3,7,28 days.

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Construction Materials
6.1 CEMENT
Cement is a binder , a substance that sets and hardens independently , and can bind
other materials together. The most important use of cement is the production of
mortar and concrete .
The use of ORDINARY PORTLAND CEMENT (OPC) , conforming to IS 8112
has been recommended in the construction of whole building. The cement used on
the site was OPC of 43 grades. The following two companies cement was used at
site .
Ambuja Cement 43 Grade OPC
ACC Cement 43 Grade OPC
Compressive Strength:- The maximum compressive strength of OPC should not
be less than 72+_1 hour less than 23 MPa .
Setting Time:- When tests on Vicats mould apparatus , the initial setting time of
cement should not be less than 30 minutes and final setting time should not be
more than 600 minutes(10 hours).
Fineness:- When sieved through IS 90 micron sieve , the residue by weight
should not be more than 10%.

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6.2 AGGREGATES
The aggregates like sand , brick ballast and stone are inert materials . Their
properties greatly influence the behavior of concrete since they occupy about 80%
of the total volume of concrete. It is logical to use maximum of aggregates since
they provide bulk to the concrete , are less expensive and are freely available in
nature. According to IS : 383-1970 , aggregates are classified as :-

Fine Aggregates
Coarse Aggregates

Fine Aggregates

Course Aggregates

The aggregates which pass through 4.75 sieve and retained on 75 micron sieve are
known as Fine aggregates. The aggregates which pass through 75mm sieve and
retained on 4.75mm sieve are known as coarse aggregates.
Quality of Aggregates :- Aggregates shall consists of naturally occurring
stones , gravel and sand or combination thereof. As far as possible flaky and
elongated pieces should be avoided. Aggregates shall not contain any
harmful material such as pyrites , coal , lignite , mica , shale or similar.
Size of Aggregates :- 20mm size aggregates is suitable for most of the
work. 10 mm size aggregates is also suitable for the concrete mix.

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 Aggregate Crushing Value :- As per IS 383-1970 , the aggregate value

when determined in accordance with the method specified in 2386-1963
shall not exceed 45% by weight.
Aggregate Impact Value :- As per IS 383-1970 , the aggregate impact value
, when determined in accordance with method specified in 2386-1963 shall
not exceed 45% by weight.
Specific Gravity:- The specific gravity of an aggregate gives valuable
information on its quality and properties. Higher the specific gravity of an
aggregate the harder and stronger it will be. As per BIS, the specific gravity
should be 2.66 that of coarse sand should be 2.65, that of fine sand should be
2.63.
Bulk Density:- Bulk density is the weight of aggregate required to fill the
container unit volume. It is expressed in Kg/litre. As per BIS, bulk density of
cement and river fine sand should be 1.44kg/litre that of coarse sand and
broken stone are 1.60.
Grading Limits for coarse aggregates:- The grading of fine aggregates,
when determined shall be within the limit given in table of IS:383-1970 and
shall described as per fine aggregate, Grading zone 1,2,3,4. The sand
conforming to grading zone 4 should not be used for RCC works.
Sizes of coarse aggregates used at site
10mm
20mm
40mm

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6.3 ADMIXTURES
It is the material other than water , cement , aggregate which is used as an
ingredient of concrete. It is immediately used before and during mixing. SIKA
280/l is an admixture used at our site. Admixture plays a very important role in the
concrete mix.
Functions of SIKA 280/l;
1. It decreases the water consumption
2. It retards setting time of cement

6.4 WATER
For the manufacture of cement concrete , water is one of the most important
constituent. Constituent of any type can not be prepared without water. The
properties of water have been found to influence the properties of concrete to a
great. In concrete water is used for the following purposes : Water for preparing concrete
Water for washing aggregate
Water for curing concrete

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7.1 CONCLUSION
It has been an overwhelming experience working at ROB near Kapurthala under
the guidance of Er. Harbhajan Singh , as I was to witness the various construction
practices that are carried out in the modern age and time. The training I attended is
very useful as I got a lot of learn from it.
My training started on 26th May2014, as the day progressed I was firstly made
aware of safety measures and rules after which I was allowed to enter the site.
Despite of my past one training this site was totally different for me.It was bit hard
to understand everything at the start temperatures 40 Degree Celsius and
experience at such a large construction was zero but day after day I adapted myself
Today my knowledge is up to the mark where I can individually take a stand and
get progressive results at any construction site.

Mitul Chopra

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7.2 REFERENCES AND BIBLIOGRAPHY

DRAWINGS
WIKIPEDIA
SITE ENGINEER
PROJECT MANAGER
SUVEYOR
IS CODES
DESK OFFICER

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