DEPARTMENT OF CIVIL AND ENVIRONMENTAL ENGINEERING

FACULTY OF ENGINEERING
UNIVERSITY OF RUHUNA

INDUSTRIAL TRAINING REPORT SUBMITTED IN PARTIAL FULFILMENT

OF THE DEGREE
OF BACHELOR OF SCIENCE IN ENGINEERING
20th June 2019

MAGA ENGINEERING (Pvt) Ltd

(From 28th January 2019 to 21st April 2019)

DODANGODA D.C.K. (EG/2015/2622)

Preface

This report contains the knowledge and experience that I obtained from my second training
period from 28th January 2019 to 21st April 2019. I completed my training period in the
construction I roads in Monaragala district which was mainly handled by MAGA
Engineering (Pvt.) Ltd

This report basically contains 4 chapters.

The first chapter is an introduction to the training establishment which contains its main
functions, organizational structure, hierarchical levels.

Second chapter is about the project and the experience and knowledge gained from the
training.

Third chapter is about the training experience on the side of management which gives details
of administrative and office practices, financial and safety procedures and etc.

The fourth which is the final chapter is about the conclusion of the report and suggestions
according to my point of view.

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Acknowledgement

Undergoing as an Engineering trainee into an industrial site is the most efficient way to
improve practical knowledge of BSc undergraduate student. For the success of this 12 weeks
training program, I got lot of help and guidance. Their influence and support guided me to
equipped with a good technical knowledge. Therefore, I would like to extend my sincere
gratitude to all respected persons

First, I would like to express my sincere gratitude to Dr. W.K.C.N Dayanthi, Head of the
Department of Civil Engineering department, training coordinator Dr. Ruwan Appuhamy ,
and the staff of Training Division of faculty of engineering, and the officials of National
Apprentice and Industrial Training Authority for providing me an opportunity of industrial
training at Maga Engineering Pvt Ltd. and their assistance during the training period.
I would also like to offer my sincere thanks to Mr. Indika Dhahanayaka, the Project
Manager and Mr. Sanjeewa Perera, Deputy Project Manager of project MO-03 at
Monaragala for giving responsibilities to trainees.
I express my deepest gratitude and special thanks to Mr .Madhushn (Site Engineer) and the
working staff for their careful and precious guidance which were extremely valuable for my
training.
I would also like to thank all the staff members such as engineering assistants, technical
officers, surveyors, quantity surveyors, accountants, safety managers, admin officers,
foremen, supervisors, machine operators and also the labours of Maga Engineering (Pvt).
Ltd who helped me to learn various technical and management matters.

As it would be impossible to thank everyone individually, please accept this

acknowledgement as an expression of my deepest gratitude.

Dodangoda D C K

EG/2015/2622

Department of Civil and Enviromental Engineering

University of Ruhuna

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Table of Contents
Chapter 1................................................................................................................................ 1

1. INTRODUCTION TO TRAINING ESTABLISHMENT ............................................ 1

1.1 History of company................................................................................................. 1

1.2 Logo of the company .............................................................................................. 1

1.3 Profile of the company ............................................................................................ 2

1.4 Vision and Mission of the company ....................................................................... 2

VISION .......................................................................................................................... 2

MISION ......................................................................................................................... 2

1.5 Site organization chart ............................................................................................ 3

Chapter 02.............................................................................................................................. 4

2. TRAINING EXPERIENCES - TECHNICAL .............................................................. 4

2.1 Introduction to the site ............................................................................................ 4

2.1.1 Site location ..................................................................................................... 5

2.2 Machinery used ....................................................................................................... 6

2.2.1 Excavator ......................................................................................................... 6

2.2.2 Rammer ........................................................................................................... 6

2.2.3 Vibratory roller ................................................................................................ 7

2.2.4 Pneumatic tired roller ...................................................................................... 8

2.2.5 Bobcat loader ................................................................................................... 9

2.2.6 Motor grader .................................................................................................... 9

2.2.7 Prime bowser ................................................................................................. 10

2.2.8 Asphalt paver ................................................................................................. 11

2.3 Training exposure ................................................................................................. 11

2.3.1 Site clearing ................................................................................................... 12

2.3.2 Embankment preparation ............................................................................... 13

2.3.3 Subgrade preparation ..................................................................................... 13

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 2.3.4 Subbase preparation ....................................................................................... 14

2.3.5 Aggregate base course layer (ABC) preparation ........................................... 17

2.3.6 Establishment of level pegs for laying subbase and ABC ............................. 19

2.3.7 Undulation check for finished ABC surface.................................................. 20

2.3.8 Priming of ABC layer .................................................................................... 21

2.3.9 Laying asphalt layer....................................................................................... 23

2.3.10 Preparation of shoulders ................................................................................ 28

2.3.11 Construction of concrete structures ............................................................... 30

Backfilling of culverts ................................................................................................. 34

2.4 Laboratory and Field tests ..................................................................................... 35

2.4.1 Field density test ............................................................................................ 35

2.4.2 Tray test for prime coat ................................................................................. 37

2.4.3 Slump cone test .............................................................................................. 39

2.4.4 Compressive strength test .............................................................................. 40

Chapter 03............................................................................................................................ 42

3. TRAINING EXPERIENCE-MANAGEMENT .......................................................... 42

3.1 Introduction ........................................................................................................... 42

3.2 Site management methods .................................................................................... 42

3.3 Material management methods ............................................................................. 43

3.3.1 Material handling ........................................................................................... 44

3.3.2 Machinery management methods .................................................................. 45

3.4 Site safety .............................................................................................................. 45

3.4.1 Introduction ................................................................................................... 45

3.4.2 Points should be considered when using tools and equipment ...................... 46

3.4.3 Safety precautions.......................................................................................... 46

3.4.4 Traffic arrangement during construction ....................................................... 48

3.4.5 Traffic safety and control .............................................................................. 49

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 3.4.6 Traffic control signboards ............................................................................. 49

Chapter 04............................................................................................................................ 51

4. SUMMARY AND CONCLUSION OF THE TRAINING ......................................... 51

4.1 Summary ............................................................................................................... 51

4.2 Conclusion ............................................................................................................ 51

References ........................................................................................................................... 54

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List of Figures
Figure 1.1:Logo of the company ........................................................................................... 1
Figure 1.2:Site organization structure ................................................................................... 3
Figure 2.1:Project MO-03 in Monaragala district ................................................................. 5
Figure 2.2:Excavator used in site .......................................................................................... 6
Figure 2.3:Rammer ................................................................................................................ 6
Figure 2.4:4Ton roller used in site......................................................................................... 7
Figure 2.5:Using a 1Ton roller .............................................................................................. 7
Figure 2.6:Pnematic tired roller ............................................................................................. 8
Figure 2.7:Operating a bobcat loader .................................................................................... 9
Figure 2.8:Grading an ABC layer by Motor grader ............................................................ 10
Figure 2.9:prime bowser used at site ................................................................................... 10
Figure 2.10:Asphalt paver used in site ................................................................................ 11
Figure 2.11:Site clearing...................................................................................................... 12
Figure 2.12:Embankment preparation ................................................................................. 13
Figure 2.13:Subgrade compaction ....................................................................................... 14
Figure 2.14:Sub base laying ................................................................................................ 15
Figure 2.15:Grading of laid sub base................................................................................... 15
Figure 2.16:Finished sub base surface ................................................................................. 16
Figure 2.17;Laying of ABC ................................................................................................. 17
Figure 2.18:ABC levelled surface ....................................................................................... 18
Figure 2.19:Compaction of ABC surface ............................................................................ 18
Figure 2.20:Marked peg of a subbase level ......................................................................... 19
Figure 2.21:Adjusting the height of peg .............................................................................. 20
Figure 2.22:Transverse measurement at a chainage point ................................................... 20
Figure 2.23:Taking longitudinal measurement .................................................................... 21
Figure 2.24:Cleaning by using boomer ............................................................................... 22
Figure 2.25:Priming of the ABC surface ............................................................................. 23
Figure 2.26:Applying sand layer on primed surface ........................................................... 23
Figure 2.27:Laid cable in road ............................................................................................. 24
Figure 2.28:Transfering levels to pegs ................................................................................ 24
Figure 2.29:Cheking dip value ............................................................................................ 25

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Figure 2.30:Laying of asphalt .............................................................................................. 25
Figure 2.31:Checking temperature in asphalt ...................................................................... 26
Figure 2.32:Manual adjustment of asphalt in road .............................................................. 26
Figure 2.33:Compaction by steel drum roller ...................................................................... 27
Figure 2.34:Compaction by PTR roller ............................................................................... 28
Figure 2.35:Cross section of road with shoulders ............................................................... 28
Figure 2.36:Removal of excess ABC .................................................................................. 29
Figure 2.37:Finished shoulder ............................................................................................. 30
Figure 2.38:Cross section of a culvert ................................................................................. 31
Figure 2.39:Head wall details .............................................................................................. 31
Figure 2.40:Details of a box reinforcement ......................................................................... 32
Figure 2.41:Bar schedule of a culvert .................................................................................. 33
Figure 2.42:Constructing of a Pipe culvert .......................................................................... 34
Figure 2.43:Cross section of a headwall .............................................................................. 34
Figure 2.44:Weep hole arrangement ................................................................................... 35
Figure 2.45:Sand cone test................................................................................................... 36
Figure 2.46:Sand used in sand cone test .............................................................................. 37
Figure 2.47:Sand cone ......................................................................................................... 37
Figure 2.48:Tray used in tray test ........................................................................................ 38
Figure 2.49:During tray test................................................................................................. 39
Figure 2.50:Slump cone test equipment .............................................................................. 39
Figure 2.51:Measuring the slump ........................................................................................ 40
Figure 2.52:Cube testing...................................................................................................... 41
Figure 3.1:Workshop on machine handling ........................................................................ 45
Figure 3.2:Sfety helmets ...................................................................................................... 47
Figure 3.3:Safety jackets wore by labours........................................................................... 47
Figure 3.4:Safety boots ........................................................................................................ 48
Figure 3.5:Fire point ............................................................................................................ 48
Figure 3.6:Slow-moving or stationary works in a traffic lane ............................................. 49
Figure 3.7:GO/STOP sign boards ........................................................................................ 49
Figure 3.8:Indication of that there is a hump....................................................................... 49
Figure 3.9:Road narrowing signs......................................................................................... 50

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List of Tables
Table 2.1: Asphalt temperature ........................................................................................... 27

viii
 Chapter 1

1. INTRODUCTION TO TRAINING ESTABLISHMENT

1.1 History of company
Maga Engineering (Pvt) Ltd. Is a leading construction company since its establishment in
1984. Maga has been an active participant in the construction industry in Sri Lanka making
a significant contribution to its development by applying the knowledge and experience
gained through the interaction with the International Construction Companies and also
through knowledgeable people.

In this history, Maga has made considerable effect into the local construction industry by
bringing together a professional team and developing construction materials, machineries
and construction techniques. These unique qualities have helped Maga to acquire ICTAD
Grade 1 status in the category of Buildings, Highways, Bridges, Water Supply and Drainage,
which no other construction company can be proud of. Today Maga has established its name
as a market leader and also as a model construction company in Sri Lanka.

In the history of Maga Engineering company it had so many achievements. From those
achievements annual green building awards that was taken in 2018 was highlighted. Maga
possesses over 70 senior project managers over 300 graduate engineers from the fields of
civil, electrical, mechanical and earth resource engineering together with designers planners
and over 8000 craftsmen.

1.2 Logo of the company

Figure 1.1 shows the logo of the company.

Figure 1.1:Logo of the company

1
1.3 Profile of the company
Name of company : MAGA Engineering (Pvt) Ltd

Address : No 200, Nawala Rood, Narahenpita, Colombo 05

Telephone : +94112808835
Fax : +94112808833

E mail address : http//www.maga.lk

Type of company : Public Limited Liability Company

1.4 Vision and Mission of the company

VISION
“To be the most competitive construction firm in Sri Lanka.

MISION
Maga is driven by excellence and is committed to ensure the satisfaction of customer need
with utmost care by constantly providing quality product and service at affordable price.
This creates a fire and growing return to our organization an inspiring workplace and a
continued sense of security to our employees thereby enabling us to contribute to society by
elevating the quality of life.

2
 Project Manager

Deputy Project Manager

(Section 1A)
Senior Material Environment & QA Engineer
1.5 Site organization chart

Engineer Safety Officer

Site Site
Engineer Engineer

Laboratory Laboratory

3
This is a figure of site organization in the project.

Technician Technician
Technical
Store Keeper Accounts
Officer
Clerk

QA Document
Quality Control Inspector

Figure 1.2:Site organization structure

Assistant Store Accounts Assistant Controller
keeper Assistant

Supervisor Supervisor Supervisor

 Chapter 02

2. TRAINING EXPERIENCES - TECHNICAL

2.1 Introduction to the site
I was appointed for the rehabilitation of rural road network in Monaragala district. This is an
I road project which connects roads in Monaragala district. There are 21 roads and total
length of roads are 70.2km. As an integrated road project this project facilitate to the people
of this area to enhance their own economy and the transportation. This road project consists
with main 4 divisions.

1. Kiri-ibbanara
2. Hathporuwa
3. Koulara
4. Hambegamuwa

Name of Project : MO – 03 I Road Project

Client : Road Development Authority

Ministry of Highways and Road Development

Consultants : PEC – CEA Joint Venture

Contractor` : MAGA Engineering (Pvt) Ltd

Contract Amount : Rs 2,201,476,829.58

Date of Commencement : 10th August 2018

Construction Period : 24 Months

Completion Date : 09th August 2020

Road length : 70.2 km

Project Area : Monaragala district

4
2.1.1 Site location
Following figure 2.1 shows the Monaragala district and location of the MO-03 site.

Figure 2.1:Project MO-03 in Monaragala district

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2.2 Machinery used
2.2.1 Excavator
Excavators are mainly used for site clearing, trench excavation and for shoulder preparation.
This also can be used for loading of materials like soil, subbase, ABC and etc. to trucks and
for concrete crushing. In this site used excavator type was wheel mounted type. Following
Figure2.2 shows an excavator used in site.

Figure 2.2:Excavator used in site

2.2.2 Rammer
Rammer is used for the compaction of materials like soil, subbase and ABC where vibratory
roller cannot be used. These are mainly used in places like culvert backfilling, subgrade
subbase and ABC compaction in narrow areas and for trenches that used for pipe laying.
This can be operated by one person and a meter is indicated to represent the working hours.
Safety should be considered when operating this as this exerts a repetitive force on the
ground. Figure 2.3 is an image of a rammer.

Figure 2.3:Rammer

6
2.2.3 Vibratory roller
Vibratory rollers provide compact force by combination of weight and vibration of their steel
roller, commonly referred as drums. These rollers achieve compaction by its self-weight,
impact forces and vibration response. Roller drum available in different weights.

• 1 Ton roller - soil compaction

• 4 Ton roller -soil and subbase compaction
• 10 Ton roller -ABC and subbase compaction

Above are different size of rollers used in the site and some rollers are categorized as single
drum and double drum roller. Following figure is a 4 Ton roller used in site.

Figure 2.4:4Ton roller used in site

Figure 2.5 shows on using a 1Ton roller for compaction.

Figure 2.5:Using a 1Ton roller

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2.2.4 Pneumatic tired roller
This machine has two sets of wheels which are arrange in such a manner that the rear wheels
will run in the spaces between the front wheels provided. These are used for compacting
asphalt surface as even. The Pneumatic Tired Roller (PTR) is recommend to be used on
asphalt surface treatment. The resilient tires on these rollers force the aggregate firmly into
the asphalt binder without crushing the particles. It is also widely used on asphalt mix paving
in combination with tandem steel rollers. The most popular type of pneumatic-tired roller
for road maintenance is the self-propelled smooth-thread tired roller with 3 or 4 wheels at
front and, 4 or 5 wheels at rear. This picture shows compacting of asphalt using pneumatic
tired roller.

Figure 2.6:Pnematic tired roller

8
2.2.5 Bobcat loader
This is a most economical loading type vehicle. This can be used for loading of materials to
trucks, moving of materials to small distance and laying of soil, ABC on road. Main use of
this is to fix the boomer for the cleaning purpose of the ABC surface before laying asphalt.
This figure 2.7 shows a bobcat used to remove excess soil.

Figure 2.7:Operating a bobcat loader

2.2.6 Motor grader

Motor grader is a very useful machine in road construction site. Grading of soil is done by
motor grader. The primary task of the motor grader is the blade dressing of ground to fine
limits. It has a blade and set of teeth. Blade can be adjusted through an angle about 300 0 in
the horizontal plane and 900 in vertical plane. So, it is used to cut different slopes. Also,
blade can be shifted to either side, raised into vertical position and moved parallel to the
direction of travel. When we cut slope, the blade set angle to the direction of the travel and
the displaced soil rolled along the blade forming withdraw at the end. When we spread the
soil, the blade is set at right angles to the centre line of the machine and the blade height is
controlled by the operator, enabling the spreading activity. Set of teeth is used to scarify the
hard surfaces. For an example, existing bitumen road surfaces can be broken by grader.
Figure 2.8 shows a Motor grader used to grade ABC layer.

9
 Figure 2.8:Grading an ABC layer by Motor grader

2.2.7 Prime bowser

Prime coat should be applied on the finished ABC surface. This prime contained in the
bowser indicates its volume and temperature. Prime is applied through steady designed
nozzles which fixed in the bowser. Figure 2.9 is a figure of a prime bowser.

Figure 2.9:prime bowser used at site

10
2.2.8 Asphalt paver
The asphalt paver is used to pave as per levels. It consists two main units, the tractor unit
and the floating screed unit. The tractor unit provides the motive power through the
pneumatic tires travelling on the surface to be paved. The screed unit consists of the screed
plate, vibrators and thickness control sensors. The paver is equipped with distributing screws
of the reversing type to place the mixture evenly in front of adjustable steering devices and
have reverse as well as forward travelling speeds. Paver shall also equip with vibrating
screeds furnished with suitable burners or heaters to prevent the mix from sticking to the
screed plate. It is used to heat the screed plate at the start of paving Operation. Following
figure shows a VOLVO asphalt paver.

Figure 2.10:Asphalt paver used in site

2.3 Training exposure

In this 12-week training program I gained experience basically on following things.

• Road way excavation & filling

• Laying of sub base

• Back filling

• ABC laying & compaction

• Asphalt laying & compaction

11
 • Shoulder construction

• Culvert construction

• Testing (Sand Cone, tray test)

• Labour handling

• Industrial safety

2.3.1 Site clearing

Site clearing is the procedure of removing and disposing of everything on ground surface
within the ROW (right of way extent of the land legally available for the roadway and road
side) width. Structures and trees should be kept unharmed as possible.

There was no any item can be sold. So, we were in the invitation to disposal in the safe
manner. Special attention was given to social and environmental aspects. Especially, we did
not used incineration techniques to dispose the cleared items. Attention about the telecom
posts and electricity posts which disturb to project works (in 4.6m distance from centre line)
should also be concerned. For removing these documents on posts details and should submit
to CEB & SLT. Following figure shows site clearance using an excavator.

Figure 2.11:Site clearing

12
2.3.2 Embankment preparation
Embankments were constructed to reach the elevation of the rail track from the existing
ground profile accordance with standard drawings. In areas where embankment is to be
constructed, top soil will be removed to a depth of l 50mm to remove natural vegetation
cover. After the site has been cleared, the limits of embankment will be set out as required.
The pegs will be fixed at 1m distance outside the actual limits of the fill to keep the pegs un
disturbed. Figure 2.12 is embankment preparation of a road.

Figure 2.12:Embankment preparation

2.3.3 Subgrade preparation

Before subgrade preparation embankment should be prepared in both sides. First the loose
soil should be removed completely and should be compacted. During compaction water also
should be add.

13
After preparation of subgrade sand cone test should be done. If the test value is 95% or more
than 95% surface is satisfactory. Figure 2.13 shows compacting of subgrade using a 4 Ton
roller.

Figure 2.13:Subgrade compaction

2.3.4 Subbase preparation

The subbase finish level will be an existing pavement or prepared subgrade according to the
road design.

Subbase material could be change according to site and according to laboratory tests. In our
site subbase was prepared by mixing soil and ABC in the ratio of 4 to 1.

Procedure

• In cases where sub-base material has to be spread on a sub-grade, the surface of sub-
grade should be cleared from any extraneous materials, compacted and called for
sand cone test. It should be greater than 95%.

• Then excavated levels should be taken, this is used when preparing bills.

14
 • After checking the underlying layer for damages or deficiencies, Sub-base material
layer will be spread in layer of material not less than 150 mm thick & the length of
spreading will be 250m or less at a time. If necessary, a thicker layer of material will
be spread by mean of above mention machineries such as backhoe loader, Motor
grader and compaction will be done using suitable heavier roller.

Figure 2.14:Sub base laying

Figure 2.15:Grading of laid sub base

Above figure 2.14 shows laying of sub base and Figure 2.15 shows about the grading of sub
base layer y motor grader.

15
 • Before starting the compaction, if necessary, the required water content should be
added and mix with soil by water Bowser maintaining a suitable moisture content for
compaction. After that inspect the compacted surface.

• The compacted layer will be tested for degree of compaction & moisture content.

• Then sub base second layer can be applied if the subbase thickness is more than
160mm, and above procedure can be followed.

• Once the sub base filling is finished the final surveying will be carried out to check
the finished levels. The finished levels should be in the range from +10mm and -
20mm.

After that sub base layer will be protected by over laying of ABC layer.

In the case of sub base preparation on the existing paved road, the bituminous crust shall be
removed by scarifying and the exposed surface shall be suitably compacted. And sub base
material will be spread by motor grader or any other above machines. Following Figure 2.16
shows the finished sub base surface.

Figure 2.16:Finished sub base surface

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2.3.5 Aggregate base course layer (ABC) preparation
Aggregate base course layer known also as ABC should be lay after laying of subbase layer.
Thickness can be varied according to design. This is a mixture of granite particles less than
of size 37.5mm and quarry dust. This acts as an impermeable and stiff layer below the asphalt
layer.

Procedure

• First ABC finished levels for each chainage should be provided with sufficient
compaction. In our site compaction for ABC was 20mm. Usually we should provide
levels for each chainage. Those levels are given bellow.

01. Center levels. In our site center levels were not established as road width
was only 3m.

02. Required and useful levels of offsets measured from center point. In our
site established level pegs 1.6m from the center line as the road width was
3m.

• Next, we can lay approximately amount of ABC on sub base final layer. Following
figure shows laying of ABC on the subbase layer.

Figure 2.17;Laying of ABC

• Then we should mix water with ABC properly by using Motor Grader and water
bowser. water content of the ABC should be maintained properly. Because
segregation can be occurred.

17
• By using required and useful levels of offsets measured from center line, we can
prepare the levelled ABC layer by Motor grader. Figure 2.18 shows a levelled surface
of ABC.

Figure 2.18:ABC levelled surface

• Next, we can compact above ABC layer by using a suitable vibrating roller. After
that we can call for sand cone test to know existing relative compaction. It should be
greater than 98%. Following Figure 2.19 shows ABC compaction with adequate
amount of water.

Figure 2.19:Compaction of
ABC surface

• Finally, the finished design ABC levels should be checked. The finished levels
should be in the range from +10mm and -20mm.

18
2.3.6 Establishment of level pegs for laying subbase and ABC
Before laying of subbase and ABC level pegs should be established. For these offcuts were
used and levels were established by adding 20mm for compaction.

So,

Peg top level = finished subbase/ABC level + compaction (20mm)

Following figure 2.20 shows the marked subbase level of a chainage point that was checked
by level machine and marked by a tape. This level is marked with 20mm for the compaction.
Remaining part of the peg should be removed.

Figure 2.20:Marked peg of a subbase level

Following Figure 2.21 shows removing the additional length of the peg that was previously
marked.

19
 Figure 2.21:Adjusting the height of peg

2.3.7 Undulation check for finished ABC surface

After checking the finished ABC levelling undulation should be check. This is for check
whether there any variations of road ABC level in between and along the chainage points.
For this undulation bar and a wedge is used.

Procedure

• Chainages are 10m apart. Transverse measurements should be taken in chainage

points and longitudinal measurements should be taken in right and left side of the
road. Following Figure 2.22 shows taking a transverse measurement.

Figure 2.22:Transverse measurement at

a chainage point

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Undulation bar that used for Rd -03 was 3m in length and the road width was also 3m.

• Two measurements should be taken from transverse locations and one measurement
should be taken from each longitudinal location. Figure 2.23 shows taking a
longitudinal measurement when checking undulation.

Figure 2.23:Taking longitudinal

measurement

Allowable range for transverse measurement is +8mm- -8mm and for longitudinal location
it is +10mm- -10mm. If the values are different from these rectifications should be done.

2.3.8 Priming of ABC layer

After checking levels and undulation of the ABC surface prime can be done. Generally
Priming was done when the existing surface is dry or sufficiently low in moisture and
normally the atmospheric temperature is above the 15 oC. Before Priming we should clean
the ABC surface properly.

Reasons to apply a prime surface

• Penetrates the surface

• Coats fine particles

• Seal surface pores

• As a waterproof membrane
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 • Strengthens the surface

Procedure of priming

• First of all, we should clean the existing ABC surface entirely using boomer
connected to Bobcat. This is to remove the quarry dust in top of ABC layer. This
should be done before the undulation check. Cleaning by using boomer is shown in
Figure 2.24.

Figure 2.24:Cleaning by
using boomer

• After that the surface should be cleaned by high pressured air compressor.

• Next, apply CSS1 or MC30 on the ABC layer

CSS1 should be mix well before apply on the ABC surface. (Suitable for wet ABC surface)

MC30 should be heated well before apply on the ABC surface. (Suitable for dry ABC
surface)

By using the prime bowser CSS1 or MC30 can be sprayed.

Following Figure 2.25 shows priming using prime bowser in Rd-03.

22
 Figure 2.25:Priming of the ABC surface

At least we should keep priming surface one day entirely. Sometime after priming sand layer
should be laid to avoid sticking of prime in vehicles like in Figure 2.26.

Figure 2.26:Applying sand

layer on primed surface

2.3.9 Laying asphalt layer

Before laying of asphalt final level pegs should be established with the help of a guiding
cable. First these levels were transferred to pegs by Auto level. Including compaction
minimum asphalt depth should be 55mm. Design asphalt depth for Rd 03 was 50mm. So, to
obtain this value dip value should be checked manually at 5m intervals. If the value is below
that those pegs should be adjusted. Then tack coat should be applies. This is also a prime

23
layer which is not thicker that previous one. This is to increase the bondage between asphalt
layer to road. The flow is approximately 0.5lm-2. After this, asphalt paving can be started.

Following Figure 2.27 shows the guiding cable used in the road.

Figure 2.27:Laid cable in road

After laying guiding cable level pegs should be levelled. Figure 2.28 shows the levelling of
pegs.

Figure 2.28:Transfering levels to pegs

24
After levelling the pegs required asphalt depth may not be gained. So that dip should be
checked and adjusted like in Figure 2.29.

Figure 2.29:Cheking dip value

Asphalt is paved by asphalt paver. First the paver width should be adjusted to the road width
and paver sensors to the guiding cable. This will provide an accurate road width. Following
Figure 2.30 shows laying of asphalt.

Figure 2.30:Laying of asphalt

25
Paver and the asphalt truck should move together to get a uniform surface and the
temperature of every asphalt truck should be checked.

Figure 2.31:Checking temperature in asphalt

Manual adjustment should be done to road edges and to other required areas. Following
figure 2.32 shows that.

Figure 2.32:Manual adjustment of asphalt

in road

26
Temperatures of the asphalt mixture should be as follows in following steps.

Table 2.1: Asphalt temperature

Checked step Temperature (0C)
Unloading time Minimum 145
Starting of compaction Minimum 135
Ending of compaction Minimum 90

Compaction of asphalt

Compaction is intended to achieve a uniform high density of the asphalt layer. Best result is
obtained only when the rolling is performed in the definite pattern and as soon after placing
as mix as possible. Rollers should move transversely across the run and travel at such a
speed. Asphalt layer is compacted by steel drum roller and after that by pneumatic tired roller
(PTR).

Steel drum roller is used to gain the required density quickly of the asphalt layer. This will
compact the layer fast. Figure 2.33 shows compaction by steel drum roller.

Figure 2.33:Compaction by steel

drum roller

27
PTR is used after that. This makes the asphalt layer an impermeable layer and it fills the
voids in the asphalt. By this asphalt will be a laminated surface. Following Figure 2.34 shows
compacting by PTR roller.

Figure 2.34:Compaction by PTR roller

2.3.10 Preparation of shoulders

Shoulders are used in a road to park vehicles in an emergency. If the shoulders are high then
with the moldboard set as for drains, level the moldboard to the required cross fall. Cut any
excess material in the road while filling any low sections. The excess material can then be
taken away with a loader and tractors or in some cases moved to fall over a fill area. For
shoulders on fill areas excess material can be spilt over the fill. A roller should then compact
the finished shoulders. In our site shoulder material is used as a mixture of soil and chips in
the ratio of four to one.

Figure 2.35:Cross section of road with shoulders

28
There are two main methods of road and shoulder construction, one being construction of
the shoulder after the base-course and the other is construction of the shoulder before
the base-course.

Shoulder after the base-course

This is the preferred method in modern constructions. The principle advantages are that
water is able to drain from the road surface, large capacity compaction equipment can be
used to roll the shoulder and it is easy to use graders.

Before the base-course is spread the shoulder, material should be brought in and placed in a
windrow at the edge of the formation. Small drainage slots can be cut in the windrow to let
any rain water escape. After the base-course has been spread and compacted the shoulder
is spread to the edge of the base, trimmed and then compacted along with the base-
course. The grader will set the moldboard to the required cross fall and use the general tilt
position for spreading. Following Figure 2.36 shows removal of excess ABC in both sides
of road.

Figure 2.36:Removal of excess ABC

29
Following is a figure of finished shoulder.

Figure 2.37:Finished shoulder

Shoulder before the base-course

This method is not suggested If a grader is being used. Water can collect in the
base-course area (box) and as the shoulders are generally small in its width only small rollers
can be used. The edge of the shoulder on the base side has to be trimmed to the correct line
and this can be very time consuming. A grader will have to work with on side wheels
on the shoulder and the other in the box. This can make it hard to get a good fine
surface. But we can prevent waste of ABC and damage to base course.

2.3.11 Construction of concrete structures

Major percentage of concrete structures in this project was culverts. After a survey which
had been carried out preliminary work of the project. According to this survey some culverts
needed to be designed and some are needed to widened. There were both box type and pipe
type culverts. Following Figure 2.38 and Figure 2.39 shows cross section of a culvert and
details of a headwall

30
Figure 2.38:Cross section of a culvert

Figure 2.39:Head wall details

31
Following Figure 2.40 shows the box reinforcement details and Figure 2.41 shows a bar
schedule used to culvert construction.

Figure 2.40:Details of a box reinforcement

32
 Figure 2.41:Bar schedule of a culvert

Procedure of culvert construction

• Setting out was carried out by total station.

• Excavation was done using excavator according to the design drawing and
according to setting out.
• Dewatering and formwork should be done to place screed.
• Polythene was placed and screed concrete was placed for 75mm thickness
using grade 15 concrete.
• 50mm cover blocks were placed on the screed and reinforcement was placed
on the cover blocks and tied using binding winding wires which are provided
in cover blocks.
• Reinforcement and formwork were done for base and lower hunch.
• Concreting for base and lower hunch was using grade 30 concrete.

33
 • Reinforcement and formwork were done for wall, upper hunch and deck
were concreted by using grade 30 concrete.
• Curing was done for required time period.
• Formwork was removed after required setting time.
• The wing wall was constructed by Grade 15 concrete.
• Then backfilling should be done.
• Parapet wall and guard stones were constructed.

Figure 2.42:Constructing of a Pipe

culvert

Backfilling of culverts
After completion of concreting backfilling should be done. When backfilling near the head
walls weep holes also should be consider. Weep hole arrangement should be as follows.

Figure 2.43:Cross section of a headwall

34
 Figure 2.44:Weep hole arrangement

When doing backfilling each layer should be around 200mm and should be test for the degree
of compaction.

2.4 Laboratory and Field tests

2.4.1 Field density test
The level of compaction should be calculated for every filling material such as embankment,
subgrade, subbase, ABC layer and for shoulder fillings. This level of compaction is known
as degree of compaction and the test is known as sand cone test. This is a field test. By
gaining required degree of compaction it will control the strength, durability, permeability
and etc. degree of compaction is the ratio of dry density in field to maximum dry density.

Apparatus used

Sand cone apparatus

Metal base plate with flanged centre hole

Electronic Balance

Brush

Buckets

Standardized sand

35
Procedure

• First measure the weight of empty sand cone and weight of the sand cone after filled
with sand.

• Attach the base plate to the ground using steel nails.

• A hole was drilled using bit and hammer slightly larger than to its hole size. The
drilling depth normally should be 150mm. Collect the soil collected from the hole
and measure the weight. Figure 2.45 shows drilling a hole for sand cone test.

Figure 2.45:Sand cone test

• After weighing, a specimen of soil taken to determine its water content.

• The sand cone is placed on the hole with help of the base plate and is allowed
to fill the hole by opening the control valve.

• When the sand stops running, the valve is closed and the cone is weighed with the
remaining sand.

• Then the dry density of soil can be calculated and the percent of compaction of soil
is determined by using the maximum dry density. It should be above the specific
value of compaction.

Dry density can be calculated as follows,

(𝑊𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑠𝑜𝑖𝑙) − (𝑊𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑐𝑎𝑛)𝑥 𝑠𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑔𝑟𝑎𝑣𝑖𝑡𝑦 𝑜𝑓 𝑠𝑎𝑛𝑑

{(𝑊𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑐𝑎𝑛 + 𝑠𝑎𝑛𝑑 𝑏𝑒𝑓𝑜𝑟𝑒 𝑝𝑜𝑢𝑟𝑖𝑛𝑔) − (𝑊𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑐𝑎𝑛 + 𝑠𝑎𝑛𝑑 𝑎𝑓𝑡𝑒𝑟 𝑝𝑜𝑢𝑟𝑖𝑛𝑔)(1 + 𝑤)}

36
w is the moisture content.

So that degree of compaction can be calculated by,

𝑑𝑟𝑦 𝑑𝑒𝑛𝑠𝑖𝑡𝑦 𝑜𝑏𝑡𝑎𝑖𝑛𝑒𝑑 𝑖𝑛 𝑡ℎ𝑒 𝑓𝑖𝑒𝑙𝑑

𝐷𝑂𝐶 =
𝑚𝑎𝑥𝑖𝑚𝑢𝑚 𝑑𝑟𝑦 𝑑𝑒𝑛𝑠𝑖𝑡𝑦 𝑜𝑏𝑡𝑎𝑖𝑛𝑒𝑑

Degree of compaction varies according to the material as follows.

Embankment -95%

Sub base -98%

Base -98%

Figure 2.46:Sand used in sand cone test

Figure 2.47:Sand cone

2.4.2 Tray test for prime coat

Before laying of asphalt a thin coat of bituminous layer is laid on the ABC layer called as
prime layer. Sealing of ABC layer and providing a better binding for the asphalt is the main
objective. There are many types of primes available, in Sri Lanka commonly used prime
37
types are CSS-1 and MC-30. CSS-1 is an acquis based prime while MC-30 is not soluble in
water. This characteristic is based on selecting the prime with consideration of weather
conditions of the road construction area. For wet surfaces, CSS-1 is the ideal material for
priming otherwise using MC-30 will be more economical.

Apparatus used

Standard trays

Electronic balance

Following Figure 2.48 shows a tray used in tray test.

Figure 2.48:Tray
used in tray test

Procedure

• Clean the trays and measure the weight of each tray

• Place the tray in the path of prime bowser to cover the surface area of tray by prime.

One tray should be placed per 250m2 of road.

• Remove the tray carefully and measure the weight after the bowser left.

Calculations should be done as follows,

Initial weight of tray =w0

Final weight of tray =w1

Prime weight =w1-w0

w1−w0
Prime flow per 1m2 = 0.3x0.3 gm-2

38
 So that applied prime volume per 1m2

𝑤1−𝑤0
=0.3𝑥0.3𝜌𝑥1000 lm-2

This rate should be in the range of 1 lm-2-1.5lm-2. If the rate is more than 1.5 lm-2 bleeding
of the road can be occurred and if the value is less the bond between the ABC and asphalt
could be less. Figure 2.49 shows colleting the tray for measuring the weight of tray and
collected prime.

Figure 2.49:During tray test

2.4.3 Slump cone test

This is a test used to measure the workability of concrete. Before concreting a culvert Slump
of concrete should be checked. According to the site acceptance, there should be a 180mm
(+ 25mm or -25mm) Slump height as the design factor of the concrete. Figure 2.50 shows
the equipment needed for the slump cone test.

Equipment needed

1. Slump cone
2. Tamping rod
3. Base plate
4. Meter ruler
5. Small scoop
6. Wire brush
Figure 2.50:Slump cone test equipment

39
Procedure

• The concrete should be placed in the slump cone in to three equal layers.
• Fill the slump cone to approximately 1/3 capacity (100mm height) and then
tamp the concrete with exact 25 blows.
• Repeat the above procedure two times until the slump cone is filled in its
volume
• Level the top surface of the concrete using the tamping rod
• Lift the slump cone carefully straight upwards, aiming to complete the
movements in 5-10 seconds, as the cone becomes clear, the concrete will
slump
• Using the steel ruler measure as shown in the Figure2.51 from the underside
of the bar to the top of the slump.

Figure 2.51:Measuring the slump

2.4.4 Compressive strength test

Compressive strength test for concrete is done at the site laboratory for 7 days and 28 days.

Generally, 150mm*150mm*150mm cubes are casting for both grades G20 & G25.

Procedure

• Use 150*150*150 mm3 steel mould to cast cubes

• Cube casting also done in 3 layers. First approximately 1/3 concrete pour to
mould and tamp the concrete with exactly 35 blows.
• After 24 hours the cubes are dried and the moulds are removed and named to
identify them and they were put to the curing tank to cure.

40
 • After curing of cubes, they were tested in the site lab.
75% of the strength should be in a cube for 7-day testing

When doing compressive strength test uneven surface of the cube shouldn’t be place
touching the machine plate as it causes high probability in failing.

Figure 2.52 shows a cube testing in the laboratory.

Figure 2.52:Cube testing

41
 Chapter 03

3. TRAINING EXPERIENCE-MANAGEMENT
3.1 Introduction
In this chapter site management and site safety is described.

3.2 Site management methods

As this is an i-road project the area is divided mainly to 4 areas. They are as follows.

5. Kiri-ibbanara
6. Hathporuwa
7. Koulara
8. Hambegamuwa

There are 3 site engineers who are appointed to these areas. Considering about site
management there is one project manager, deputy project manager, three site engineers,
technical officers and supervisors. Duties and responsibilities of these persons are as follows.

Project Manager

The project manager is the main person who handles the project and his role is as follows,

• Reports to Construction Manager

• Overall planning, coordination of site activities, site management
and budgeting.
• Leads the team of Engineers, site quantity surveyor, Surveyors and
quality assurance coordinator.
• Attends all element or consultant meetings.
• Coordinates nominated subcontractor activities.

Site Engineer

Site engineer should answer to the project manager and consultants. He or she should,

• Reports to project Manager.

• Plans and coordinates site activities with the site staff.
• Monitors work program and quality control.
• Attends all client or consultant meeting.

42
 • Implementation of safety measures.

Surveyor

He is the person who is bearing all the responsibilities about the details related to the
surveying of the site. There was one surveyor and four assistant surveyors in our project.

Accountant

He should,

• Handles the petty cash

• Maintaining all the account documents and details
• Preparation of pay sheets of the staff

Store keeper

Every activity within the stores comes under the storekeeper. He should,

• Maintain stork controls

• Controls or checks quality of materials delivered.
• Ensures adequate inventories and storks are available to meet the
sites planned activities.
• Prepares daily and monthly records foe materials received at site.
• Inventory control of plant, machinery and equipment, their usage at
site and maintaining records of repairs and services.
• Inventory control of consumables.

3.3 Material management methods

Material supplying methods can be vary according to its purpose. Following are some
material supplying methods.

From main stores

Main stores issue the items through Good Received Note (GRN). They use these forms to
inform it. It includes with quantity, rate and date.

43
From other sites

When materials are requested from other sites, store keeper uses a transfer note. This form
should be filled and handover a copy to received officer.

From private suppliers

When material needed, they were ordered from private suppliers also. When material ordered
from them original bill was sent to the head office and site stores and supplier keeps carbon
copy of bill.

3.3.1 Material handling

Store keeper should maintain some documents when handling materials.

• Material Received Note

When material such as cement, sand, ABC received from head office or another
location to stores. They use these forms to inform it. It includes, quantity, rate
and date.

• Bin card (stock card)

Store keeper prepares these forms in stores. He indicates details of material such
as part no, quantity of goods, date balance quantity, re-order level, re-order
quantity. He always enters bill no of issue or received. Therefore, we can take
more details about it. He can take a report about stores balance quantity in any
time by using bin card.

• Daily material requesting note

When we want to any material, officers should fill this form and hand over to
store keeper. This form includes description, quantity, location, date and officer’s
signature.

44
 • Material transfer note
Store keeper use these forms to transfer goods or material to another site. We fill
this form and hand over the one copy to received officer.

3.3.2 Machinery management methods

In road projects many machines are used and there should be a well maintenance to those
machines. Those machines could be owned by company or hired. So, to make sure the
functioning of those machines company arranged a awareness program on using and
maintenance of machines to supervisors and to drivers. That helped to increase the efficiency
of the site works. Figure 3.1 shows a photo during that workshop.

Figure 3.1:Workshop on machine

handling

3.4 Site safety

3.4.1 Introduction
Safety is very important factor in site. Every working person in site should know how to
handle tools and equipment. Every operator should know about his machine and its defects.
If not, those things can cause accidents. Accidents can occur due to carelessness or
ignorance. Sometimes nothing can be done to prevent an accident such as, machine failure
or collapsing the driver of a vehicle. Most accidents occur as a result of human error,
ignorance and forgetfulness. These accidents can be prevented if care is taken when
performing any task.

45
3.4.2 Points should be considered when using tools and equipment

• Use the tools only for its purpose.

• Observe all the warning signs and danger message boards.

• Report all unsafe conditions to safety officer

• Before using an equipment, check all its parts

• Never throw tools to one another.

3.4.3 Safety precautions

• Provide safety helmets to officers & workers.

• Provide boots for hard workers.

• Provide gloves to workers

• Provide uniforms to workers for easily identification

• Use barricades and road signs for pedestrian and drivers.

• Handle the traffic in both ends by experienced people.

• When handling the machine or truck mixture covered area properly by placing traffic
cones and required sign boards.

• Provide goggles for welders and grinders.

• Provide masks to avoid respiration of dust

• Do not throw any heavy things from the high-level grounds that may cause injuries.

• When handling machine like back-hoe loader ensures that there is no danger from
live electrical cables or equipment closer to working place.

• Use right tools for the right purpose

46
Safety helmets

Every working person should wear a helmet during his working period.

Figure 3.2:Sfety helmets

Safety gloves

These used to protect hands from chemicals used in site and to prevent from hand
injuries.

Safety jackets

These used as a luminous cloth during night time and that will prevent accidents. This
also used to identify the workers in the site from normal people.

Figure 3.3:Safety jackets

wore by labours

47
 Safety boots

These used to protect legs from injuries and mainly used during concreting.

Figure 3.4:Safety boots

Fire is a main way of happening accidents. Fire point is established in site to overcome that
problem. There were some skilled people to operate the fire extinguishers. Following Figure
3.5 shows the fire point of site.

Figure 3.5:Fire point

3.4.4 Traffic arrangement during construction

Road work should be carried out causing least inconvenience to traffic and to the people. In
respect of all works including improvement of existing roads the contractor should maintain
the traffic management efficiently.

In places of constructing culverts and during ABC, subbase levelling and during laying of
asphalt temporary roads should be introduced for the vehicle movement. Temporary roads
could be a part of the existing road or an alternate road.

48
3.4.5 Traffic safety and control
Safety officer is responsible for the traffic control and safety. He should visit all construction
areas and check about the safety. All necessary measures for the safety to traffic during
construction shall be taken by providing and maintaining barricades by using traffic cones,
barricade boards, direction boards, road signs, markings, flags, lights, etc.

At the point where traffic deviates from its normal path traffic boards with clear directions
should be placed. At night also they should be visible to traffic and people.

3.4.6 Traffic control signboards

Following are some sign boards that used in site to control traffic.

Following Figure 3.6 sign board is used to warn drivers that men are working ahead and they
need to turn.

Figure 3.6:Slow-moving or stationary works in a traffic lane

When there is an ongoing work in the road sometimes it is need to stop the vehicles. This
method is used for that. If we want to stop the vehicles, lift the red flag or stop board. After
the work, lift the green flag or go board. This shown by Figure 3.7.

Figure 3.7:GO/STOP sign boards

These sign boards shown in Figure 3.8 are used to show there is a hump and used before
30m and after 30m from a hump.

Figure 3.8:Indication of that there is a hump

49
These signs shown in Figure 3.9 are used to give warning that the existing carriageway would
become narrow. The sign board should be chosen according to the narrowing side of the
road.

Figure 3.9:Road narrowing signs

Barricades are used to separate the working area from trafficked areas. There prevent
vehicles and pedestrians entering the working area. Barrels or other types of containers also
can be used as barriers.

50
 Chapter 04

4. SUMMARY AND CONCLUSION OF THE TRAINING

4.1 Summary
In the 12 weeks of training period I gained a lot of experience in working in road project.
Road projects are very different from building projects as road projects are mainly concerned
on interacting with villagers. Labour handling also I learned from the site.

I understood that only by having a theoretical knowledge we cannot involve in any site
works. To involve in a work, we should experience the work. A good civil engineer should
have the ability to solve each problem at the spot. During the training period I contact with
many people who have knowledge in different section. By this training I learned how to deal
with the labours and also about the villagers. As this is an I road project handling villagers
is very important and I learned that from this training. Site management is very important in
I road projects as sites are located in some distance from each other and they have to be
supervised by same people. That means they have to move from place to place to inspect the
relevant activities and that is somewhat difficult. So, I think this training period will be
helpful in my future to build up my carrier.

4.2 Conclusion
This was my second industrial training experience starting from 28th January 2019 to 21st
April 2019. I was successfully completed my training period with the help of theoretical
knowledge gained from university. In this period, I gained lot of knowledge from engineers
and supervisors about the road construction techniques and how to interact with people
during working.

As a trainee at MO – 03 I road project which is under MAGA Engineering (Pvt) Ltd it

provides more opportunity to trainees than any other company in Sri Lanka and it has lot of
projects and high professionals to work with. And also, it consists of lot new facilities and
equipment. It has no doubt that the training establishment has the responsibility to provide
sufficient training to the trainees and also to take best out of them to gain profit to the project
also.

I experienced lot and was able to get some basic knowledge regarding the field of civil
engineering. In this training I was able to gain the knowledge not only about the engineering

51
field but also who is an engineer? What are his duties and about his participation to the job
to perform well?

In my training period I had many difficulties as well as strengths. Following are some of
them.

Challenges

I was new to the road construction project. So, I had to learn about the working procedure of
the site and role of each person. Labour and villagers handling also very challenging.
Villagers always complain about the road problems and issues from site vehicles to houses.
So, the engineer should have to maintain those also.

Some other challenges were technical. Some of them are as follows.

Checking of undulation of the road.

This was done for the first time in my training. For this I got help from the site
engineer and the consultants also.

Levelling of ABC and subbase

For this there were many methods used by different people and that was learned by
me from the supervisor of the area.

Strengths

On the side of strength, my in-charge did a lot of help. They always tried to teach something
to me as I was asking about things. Not only them labours also taught me new things. I
learned lot of new things like labour handling, quality checking, material testing. Very
important thing that I learned from this site was taking of responsibility like working on time,
finishing job on time with limited resources taking the right decision and so on. As our site
had limited resources, I learnt how to manage those efficiently.

Suggestions

In developing this project, I have some suggestions. Work schedule was not good in this site.
Most of the time labours waste their time due to lack of tools and machinery. That has to be
well maintained and developed by the officers. Most of labours were not skilled and they
were villagers. So, they have to learn and do the work. That also be a waste of time.

52
On this training according to my point of view, I think that circulating the trainees in works
would be helpful to the trainee in developing their skills.

53
References
1. Maga Engineering (Pvt) Ltd. Sri Lanka |. 2019. Maga Engineering (Pvt) Ltd. Sri Lanka
|. [ONLINE] Available at: https://www.maga.lk/. [Accessed 01 June 2019].
2. Company History & Timeline | Maga Engineering (Pvt) Ltd. Sri Lanka. 2019. Company
History & Timeline | Maga Engineering (Pvt) Ltd. Sri Lanka. [ONLINE] Available at:
https://www.maga.lk/about-us/company-history-timeline/. [Accessed 02 May 2019].
3. home.iitk.ac.in. 2019. No page title. [ONLINE] Available at:
http://home.iitk.ac.in/~pkbd/Lab-DensitySandCone.html. [Accessed 13 June 2019].
4. home.iitk.ac.in. 2019. No page title. [ONLINE] Available at:
http://home.iitk.ac.in/~pkbd/Lab-DensitySandCone.html. [Accessed 13 June 2019].

54