A

Internship Report
On
“FOUR LANING OF TARSOD - FAGNE SECTION
OF NH-6”

Submitted to

SAVITRIBAI PHULE PUNE UNIVERSITY

Submitted By

CHAVAN RAKESH RAJENDRA

(T190880011)

DEPARTMENT OF CIVIL ENGINEERING

Dr. D. Y. Patil Group of Institutions Technical Campus
DR. D. Y. PATIL SCHOOL OF ENGINEERING,
LOHEGAON,PUNE
2021-2022
 Dr. D. Y. PATIL SCHOOL OF ENGINEERING,
LOHEGAON, PUNE
DEPARTMENT OF CIVIL ENGINEERING

CERTIFICATE
This is to certify that
CHAVAN RAKESH RAJENDRA
(T190880011)
has satisfactorily carried out and completed the Internship Report entitled
“FOUR LANING OF TARSOD - FAGNE SECTION OF
NH-6”
This work is being submitted for the award of Degree of Civil
Engineering. It is submitted in the Partial fulfillment of the prescribed
syllabus of Savitribai Phule Pune University, for the academic year 2021-
2022

Prof. Uzma Shaikh

Internship Coordinator

Prof. Lt. Col. S. M. Karodpati (Retd.) Dr. F. B. Sayyad

Head, Civil Engg.Dept. Principal
INTERNSHIP COMPLETION CERTIFICATE
 ACKNOWLEDGEMENT

Success is epitome of hard work, cogency for fulfilling the mission, indefatigable
perseverance and most of all encouraging guidance and Steering.
I would like to express my sincere thanks to Agroh Infrastructure Developers Pvt.
Ltd.(AIDPL) for providing us an opportunity to complete my internship program
successfully, which is a part of SPPU course curriculum. This internship training would not
have been successfully completed without the guidance and support of Mr. Shakti Singh
(General Manager), Mr. Devendra Patidar (Construction Manager), Mr. Saurabh Chavan
(Structure Engineer, Site Incharge) and the entire team.
I also express my profound thank and gratitude towards Internship Coordinator, Respected
Prof. Uzma Shaikh (Asst. Professor, Department Of Civil Engineering) for their valuable
guidance. Also, that the spared their valuable time from the busy academic and administrative
schedule for the expert suggestions. A sincere note of thanks to them for motivating me
through out.
I expressed my sincere thanks to Prof. Lt. Col. S. M. Karodpati(Retd.), (Head, Civil
Engg.Dept.) & my teachers for their encouragement and support to complete this Internship
Training, I much obliged towards all my friends and most important my family for their
immense support. Last but not least I am very much thankful to Principal Dr. F. B. Sayyad
and the college for cooperation and support in the entire course.
Before I finish I would like to give my deepest thanks to all workers from the company and
the consultant side starting from engineers to daily labourer’s. Also for those who do not
listed in the above but support me in different areas I would like to thank all.

CHAVAN RAKESH RAJENDRA

 ABSTRACT

This Internship Report is a broad spectrum in which I have tried to explain my 1½ months (6
Weeks) experience in Agroh Infrastructure Developers Pvt. Ltd. (AIDPL). The content is
broadly explained and it is constructed from the practical basis.
Roads bring about all-round development in the region. A good road network helps in the
success of all development activities. It is in the sphere of movement of people and goods,
agriculture, commerce, education, health, and social welfare, or even maintenance of law and
order and security. This report contains the development process of the National Highway
Project. Four Laning of Tarsod-Fagne (Package – II B) Section of NH-6 situated in Jalgaon
and Dhule District part of Maharashtra, having total length of 87.300 Km including 26 Minor
Bridge,1 Major Bridge, 39 Major Intersection, 86 Culverts, 11 PUP, 11 VUP, 1 Railway Over
Bridge, 2 Flyovers, and 1 Toll Free Plaza. Agroh Infrastructure Developers Pvt. Ltd.(AIDPL)
has been awarded the project through NHAI (National Highway Authority Of India).
In the beginning, I had given the details of the authority’s background including its mission,
vision. Here, I put all record or history of the company with its official address. It is to give
details of the company in terms of the reader can easily know and access the company.
After that, I have explained my over all training familiarity in the last successive months.
This is the main part of the training report what I have been undergone in the last 1½ months
(6Weeks).
This report contains the following information :
• Site Work
• Structural Work
• Construction of Bridges, Culverts, Drainage, Reinforced Earth Wall (RE Wall)
• Office Work
 INDEX

SR. TITLE PAGE

NO. NO.
1 INTRODUCTION 1-2
1.1 General 1
1.2 Aim 1
1.3 Purpose, Scope And Limitations 1
1.4 Sources And Methods 1
1.5 Objectives 2

2 ABOUT THE COMPANY 3-6

2.1 Agroh Infrastructure Developers Pvt. Ltd. 3
2.2 Mission 3
2.3 Vission 3
2.4 Group Structure 4
2.5 What Company Do 5
2.6 Objective Of Company 5
2.7 Ongoing Projects Of Company 6
2.8 Completed Projects Of Company 6

3 PROJECT DETAILS 7-8

4 INTERNSHIP ACTIVITIES / SITE WORK 9-15

4.1 Site Work 9
4.2 Surveying 9
4.3 Earth Work 12
4.3.1 Cutting 12
4.3.2 Sub Grade Construction 14

5 STRUCTURAL WORK 16-31

5.1 Construction Of Bridges 16
5.1.1 Classification Of Bridges 16
5.1.2 Process Of Minor Bridge Construction 18
 5.1.3 Girder Stressing 18
5.2 Construction Of Drainage 21
5.2.1 Minor Drainage Structure 21
5.2.2 Side Ditch 22
5.2.3 Construction Of Culvert 22
5.3 Reinforced Earth Wall (RE Wall) 25
5.4 Office Work 31

6 BATCHING PLANT 32-35

6.1 Cement 32
6.2 Aggregate 33
6.3 Admixture 34
6.4 Report Of Mix Design 35

7 SAFETY 36
CHALLENGES AND MEASUREMENTS 37

8 BENEFITS OF INTERNSHIP 38-40

9 CONCLUSION 41
REFERENCE 41
INTERNSHIP ATTENDANCE SHEET 42
LIST OF FIGURES/PHOTOS

FIGURE FIGURE NAME PAGE

NO. NO.
2.1 AIDPL Group Structure 4
3.1 Blue Line Showing NH6 Project from Fagne To 8
Tarsod
4.1 Auto Level 11
4.2 Calculation 11
4.3 Total Station 11
4.4 Survey TBM List 11
4.5 Sub Grade Construction 14
5.1 General Arrangement Drawing for Bridge 16
52 PSC I-Girder Stressing 20
5.3 Girder Stressing Machine 20
5.4 Drawing of Reinforcement Detail of Girder 21
5.5 Drawing for Widening Of Slab Culvert To Box 25
Culvert
5.6 RE Wall Work : Block Erection & Geogrid Fixing 27
5.7 RE Wall Work Friction Slab & Crash Barrier 28
5.8 Drawing of RE Wall/RS Wall For PUP 30
5.9 RE Wall Work For PUP at CH. 470+616 W4 RHS 30
5.10 RFI (Request For Inspection) Sheet 31
6.1 Batching Plant 33
 NOTATIONS
• NHDP : National Highway Development Project

• NHAI : National Highway Authority of India

• NH : National Highway

• PUP : Pedestrians Under Pass

• VUP : Vehicular Under Pass

• BOT : Build, Operate & Transfer

• TBM : Temporary Bench Mark

• HAM : Hybrid Annuity Model

• EPC : Engineering, Procurement and Construction

• OMT : Operate, Maintain and Transfer

• PCC : Plain Cement Concrete

• RE : Reinforced Earth

• RCC : Reinforced Cement Concrete

• RMC : Ready Mixed Concrete

 INTERNSHIP REPORT

CHAPTER 1
INTRODUCTION

1.1 GENERAL
“Internship is an official and formal program to provide practical experience for
beginners in any occupation or profession”
For a career-oriented applied education, Savitribai Phule Pune University (SPPU) has
introduced a new Internship Programme for Third Year Engineering Students. This
internship bridge the gap between theory and practice and provides students with
practical, field-based, real-world experiences during their years of study. During this
training period, we, the students learn how to relate our theoretical knowledge with
practical fields. What are the difficulties faced by an engineer. How to manage
everything & what are the duties of an Engineer.

1.2 AIM
The internship aims to develop our skills to implement theoretical knowledge into
practical fields.

1.3 PURPOSE, SCOPE AND LIMITATIONS

Technical and Practical are the two roads of knowledge but due to training we are able
to combine these two in a single road. It is the performance of the students that attracts
more and more companies to join hands with our college Hence to get a proper practical
knowledge, it is very important for a student to get practical experience that is why
Internship Programme is introduced. This training gives students self-confidence and
helps in using their theoretical knowledge on site. The scope of learning is very wide.
It is a golden opportunity to learn under different environment. Earlier, the students were
provided with theoretical knowledge only. Due to this the students had to face a lot of
problems in applying their theoretical knowledge at the practical work on site.

1.4 SOURCES AND METHODS

Main source of knowledge for Internship was to go on site and with the help of the Site
Incharge , Engineers and Supervisors learn as much as possible. This all was done by
observing the day-to-day work of the project and try to relate our theoretical and
practical knowledge and note as much as possible in our daily diary and understand the
use of instruments, drawings and plans and last but not the least by shear observation.

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1.5 OBJECTIVES
• To orient us with the practical Civil Engineering Works.
• To realise the size and scale of operation of site.
• To allow us to apply our theoretical knowledge into practical fields.
• To let us gaining practical experience.
• To let us understand the planning, design, drawing of construction.
• To understand the psychology of workers, their habits, their attitudes and
approach to problems along with the practices followed at site.
• To understand the scope, functions and job responsibilities in departments of an
organization.

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CHAPTER 2
ABOUT THE COMPANY

2.1 AGROH INFRASTRUCTURE DEVELOPERS PVT. LTD.

“Create with the Heart ; Build with the Mind”
Agroh Infrastructure Developers Pvt. Ltd. is one of India’s leading Infrastructure
Development Company which has executed a number of complex projects through
its vertically integrated approach.
Company was incorporated on 13th March 2001 and was the culmination of
preceding 18 year track record of Mr. Shailendra Singhal. Company is considered
to be one of the most reputable, reliable and respected construction companies in
India it, also ranks on top of any list for efficiency, effectiveness and unsurpassed
quality projects. They are actively involved in all verticals and models within
construction in India whether, it’s the traditional route based on payment basis or
the modern model of PPP (Public Private Partnership) viz. BOT and Annuity.
Madhya Pradesh’s First BOT project was Ujjain-Agar-Jhalawar Road (134 Km) and
was awarded to AIDPL as the SPV. The project involved Strengthening, widening
and operation of Ujjain-Jhalawar Road on BOT basis.
Company success is attributed to the ability to provide an unmatched combination
of skills, experience, quality assurance, timely deliverance and customer
commitment to each and every one of company projects. Ever since the first project
completed by the Company , actions have been guided by the sole objective of
delivering value, Building seamless connections and facilitating SocioEconomic-
Cultural developments, we are proud to be part of India’s transformation.
"And in Everything We do, We Strive for Honesty, Fairness and Integrity”

2.2 MISSION
To create the comprehensive network of world class roads and highways infrastructure
in India that will bring cities and citizens closer, share and exchange values to ensure
socio-economic and cultural development of the Nation.

2.3 VISION
“Our Focus on Enhancing Value is Now Taking us on Promising New Roads”
AIDPL is poised to take the exciting new opportunities that are emerging in the
infrastructure sector with a visionary management team and innovative strategy to attain
versatile development with full customer and employee satisfaction. Company is
committed to total customer satisfaction and enhancing shareholder’s value, by building
on our strengths – innovative designs, superlative quality of material, cutting-edge
technology, timely completion and demonstrating the highest standards of
workmanship.

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2.4 GROUP STRUCTURE

Fig.2.1 AIDPL Group Structure

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2.5 WHAT COMPANY DO

“Masters of consistency and quality”

Company develop the world class highways infrastructure for India that ensures
consistent delivery of better value for end users, neighbouring communities, the nation
and all stakeholders of the Company. At present company project portfolio comprises
of total 683 lane kms across India under BOT and HAM model.
• EPC (Engineering, Procurement and Construction) Model
EPC is the oldest pattern through which projects are floated by governmental
agencies. EPC stands for Engineering, Procurement, Construction and is a
prominent form of contracting agreement in the construction industry.
• BOT (Build, Operate & Transfer) / HAM (Hybrid Annuity Model)
National Highway Development Program and other governmental agencies are
following the Public Private Partnerships model to attract private capital,
improve efficiencies and reducing costs.
BOT(Annuity) - Build, Operate, Transfer – As name indicates, a private
company will build(laying roads), operate(repairs & maintenance) and transfer
to government.
• OMT (Operate, Maintain and Transfer)
The OMT model is similar to the BOT model except that OMT does not require
the concessionaire to construct the highway which is the case in the BOT model
The Cabinet Committee on Infrastructure has approved the maintenance of
national highways based on the Operate, Maintain and Transfer (OMT) mode.
This is expected to lead to better maintenance and hence smoother and more
efficient flow of traffic on national highways
• Toll collection
Toll collection refers to the collection of fee for and on behalf of the
concessionaire. Fee collected at the toll plazas is from vehicles crossing the toll
plazas and using the whole or part of the project highway.

2.6 OBJECTIVE OF COMPANY

• Maintain maximum level of customer satisfaction.
• Ensure the financial endurance of the company.
• Keep providing high quality services to satisfy his clients.
• Ensure the professional development of its staff.

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2.7 ONGOING PROJECTS OF COMPANY

1) Four Lane of Tarsod to Fagne (Package-II B) Section of NH-6 from km. 422.700
to km 510.00 (design length 87.30 km) in the state of Maharashtra under NHDP
Phase-IV on Hybrid Annuity Mode
2) Four Lane of Kodinar to Veraval Section of NH-8E from Km 221.610 (Design
Ch. Km 222.400) to Km 263.000 (Design Ch. Km263.180) and from Km
120.900 to Km 121.150 of NH8D (Package-VI)in the state of Gujarat through
Public Private Partnership (PPP) on Hybrid (Annuity) Mode under NHDP
Phase-IV
3) Operation and Maintenance of Gorakhpur-UP/Bihar Border of NH-28 section
from (Km. 285.002 to 366.117) total length 81.115km & Toll revenue Collection
of Toll Palaza at Km. 256.500, From Ch-252.860 to 282.215 of NH-28 ) in UP
PKGOMT-27A
4) Operation & Maintenance of Muzaffarpur – Darbhanga – Prunea section of NH-
57 (total length 277.053 km.) and Toll Revenue Collection at km. 150.390 (BOT
Annuity) Section of NH-57 on OMT basis in the state of Bihar (OMT Package
No. 20)
5) Operation & Maintenance of Edapally – Vytilla – Aroor section of NH – 66
(Formerly NH – 47) from km 342.000 to km. 358.750 in the state of Kerala on
OMT basis

2.8 COMPLETED PROJECTS OF COMPANY

1) Reconstruction, Strengthening, Widening and maintenance of Ujjain –
JhalawadRoad (SH-27), on BOT Basis
2) Implementation of Construction & Development of Manawar – Singana –
Kukshi Road Project BOT Toll Basis.
3) Implementation of Construction & Development of Alirajpur – Jobat,
Bawangaja – Pati – Bokrata, AB Road Magarkhedi – Bamri, Singhana -
Chikhalda Road (4 Roads) Project BOT Annuity Basis.
4) Implementation of Construction & Development of Khandwa – Dehtalai –
Burhanpur Road Project BOT Toll Basis.
5) Construction & Development of Four Lane of Rewa Ring Road near Rewa City
Project BOT Toll Plus Annuity Basis.
6) Implementation of Construction & Development of Ratlam – Sailana –
BanswadaRoad (SH 39) Project BOT Toll plus Annuity Basis.
7) Implementation of Construction & Development of Biaora – MP/Rajasthan
Border (NH-12) Road Project BOT Basis.
8) Implementation of Construction & Development of Rau – Mhow - Mandleshwar
Road Project BOT Toll Basis.
9) Four Lane of Kagavadar – Una Section of NH-8E from Km. 139.915 to Km.
180.478 in the State of Gujarat on Hybrid Annuity Mode under NHDP Phase IV

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CHAPTER 3
PROJECT DETAILS

• PROJECT NAME :

Four Laning of Tarsod-Fagne (Package - II B) Section of NH-6 from Km

422.700 to 510.00 in the state of Maharashtra to be executed on Hybrid annuity
Mode under NHDP Phase IV
• CLIENT : NHAI (National Highways Authority of India)

• EPC CONTRACTOR : Agroh Infrastructure Developers Pvt. Ltd. (AIDPL)

• CONCESSIONAIRE : Fagne Tarsod Corridor Pvt. Ltd. (FTCPL)

• PROJECT DISTANCE : NH6 422.700 to 510.00 Km (87.300 Km)

• TOTAL CONSTRUCTION OF CULVERTS : 86

• TOTAL VUP : 11

• TOTAL PUP : 11

• RAILWAY OVER BRIDGE : 1

• FLYOVERS : 2

• TOTAL MINOR BRIDGE : 26

• TOLL FREE PLAZA : 1

• MAJOR BRIDGE : 1

• MAJOR INTERSECTIONS : 39

• BYPASS : 2

• VALUE : 1300.00 Crores

• LOCATION : Fagne Dist. Dhule to Tarsod Dist. Jalgaon, Maharashtra

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LOCATION OF PROJECT

Fig. 3.1 Blue Line Showing NH6 Project from Fagne To Tarsod

NECESSITY OF PROJECT
• Need less time to travel.

• Increase of Socio economic development.

• Increased employment to the local community.

• It promote trade and tourism.

• Better infrastructure is pre-requisite to the economic growth of the state.

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CHAPTER 4
INTERNSHIP ACTIVITIES / SITE WORK

In 1½ Month (6 Week) training period, I have been working in the following sections.
1) Site Work
2) Office Work

4.1 SITE WORK

Site Work is divided into the following sub sections
1) Surveying
2) Earth Work
3) Construction of Structure
4) Construction of Walk Way

4.2 SURVEYING
Before any construction activity all survey results are undertaken under the supervision
of the engineer’s representative, and all the survey works are submitted to the engineer
in digital format. After the survey works are approved by the engineers the setting out
Work continues.
The detail vertical, horizontal alignments, widening and shoulders are designed by the
Engineer’s, based on this the contactor prepares a template (Cross sectional working
drawings), which is easy to understand, using eagle point software. After the template
(Cross sectional working drawings) is approved by the engineers, the surveyors use this
template in the setting out works.
Before construction beings the surveyor should provide the following information to the
Forman or grade checkers
• Slope stakes limits (boundary of any earth work activity)
• Depth of cut or fill
• Fixing center line, shoulder and carriageway
• Fixing and locating of structure formwork
The basic things for any survey work are :
• Design data and Drawings
• Templates (cross sectional working drawings)
• Skilled man power (Level man)

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• Chain mans
• Equipment’s (level, total station)
• Peg, etc.
The surveyor writes the following information on the peg :
• Offset distance from center line
• Slope ratio
• Depth of cut (-) or fill (+)
• Station
The surveyor uses the template (cross sectional drawings) to set out all the above
information for construction of all pavements. After construction, the design elevation
of each pavement layers is cheeked (As built reading for layers above the sub grade is
taken) by consultants (with a tolerance of +2.5 for earth works).
Surveyors in consulting engineer’s side are mainly engaged in checking each part of the
section done by contractor surveyors. After a completion of one section of a particular
layer or part of a structure they are responsible for checking the desired elevation as per
the section template or structural drawing is reached. If the result is not in a tolerable
limit they have the power to instruct a certain correction. If the design elevation of the
pavement layer wasn’t attained, the specified pavement is ripped and reworked.

Surveying work I performed

In surveying the main task is setting out design works to the ground. Instruments used
for setting out works include Auto Level, Total Station. Have been with the survey staff
for about 10 days, and in those days I have tried to cover all survey works.
Works that I have executed while I was working with the surveying crew are
• Setting out excavation limit of structures.
• Operating the total station instrument, this instrument is helpful in setting out of
centerlines, slope stack limits, and excavation limits.
The challenge I have faced while I was working with the surveyors is lack of
knowledge for operate total station and lack of accuracy during make correction for
sub base and base due to an uniform crown slope of the existing lane.

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Fig.4.1 Auto Level Fig.4.2 Calculation

Fig.4.3 Total Station Fig.4.4 Survey TBM List

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4.3 EARTH WORK

Earth Work includes excavation of material to attain the design elevation of the road.

4.3.1 CUTTING
Cutting is the excavation of supper elevated area to get the design elevation of the road.
It stands at or near vertical in sound rock, but in weathered rock or soil, cutting is done
with slope with respect to the soil type.
Some considerations are taken when cutting is done. These are:
• Type of material to be excavated
• Water table
• Angle of slope determination
• Volume and position of materials.
• Drainage and protection against erosion
Type of material to be excavated :
Type of material to be excavated governs the construction method, the suitability of the
cut material for the sub grade and slope that can be safely adopted.
Water table :
A water table may be permanent or seasonal. In any case its presence and characteristics
(level, flow of water etc.) is determined. Due to occurrence and level water table affects
the method excavation and stability of cut slope and the drainage system.
Angle of slope determination :
The design of slope is a compromise between the following requirements
• Stability and
• Erosion
Volume and Position of Different Materials :
Some materials need high energy to excavate and transport away from the excavation
area. For example the area which is sound rock and has a boulder needs consideration
of volume of cut and where it should be transported.
Drainage and Protection against Erosion :
Cut section always needs always drainage to drain out the water which comes from
either cut section, catchment area or both. This accumulation of water erodes the
excavated area. So, it needs a solution to protect erosion. For example at the area where
the water flow is available from the catchment area to the cut section, intercept ditch is
built to drain out the water before it reaches the cut section.

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Acceptable Fill Material :

Mostly fill materials are obtained from cuttings. If the material is not suitable, other
material is transported from the borrow areas to the embankment. The following
materials are not suitable for the embankment.
• Materials containing more than 5% by weight of organic matter such as top soil,
material from swamp, mud and perishable.

• Materials whose swelling is more than 3% (black cotton soil).

• A Clay material whose plastic index is greater than 45 and liquid limit is greater
than 90%.

• California bearing ratio (CBR) less than 4%.

• Maximum particle size exceeds two-third of specified layer thickness after

compaction, except in case of rock fill.

Embankment is done as follow :

• The surveyor fixes the slope of stack limit according to the design.

• Unsuitable materials are removed and replaced by appropriate materials as per

engineer’s recommendation.

• The road bed is prepared.

• Field density test is taken to check whether the compaction attains its degree of
compaction at optimum moisture contain.

• After showering the road bed, the material filled is dumped.

• The dumped fill material fill material is mixed and placed at the moisture content
near to the optimum moisture content by the grader.

• The mixed and placed material is compacted by steel roller until the compaction
attains 95% maximum dry density.

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4.3.2 SUB GRADE CONSTRUCTION

The sub grad is prepared by either filling or cutting so as to meet the design level. If the
approved design needs cutting, the existing ground is excavated using any suitable
equipment (dozer, excavator, and grader) until the finished sub grade level is reached.
Sub grade is the final layers of the embankment in fill and cut sections. This is the layer
just above road bed on which the pavement layers finally rest on it. Sub grade is
constructed as follows.
• The setting out work is done using five pegs per station.
• The surface is showered on which the sub grade layer is to be constructed.
• The sub grade materials is dumped.

Fig.4.5 Sub Grade Construction

Mixing and Placing

• If the material being used is dry, water is added to attain the optimum moisture
content (OMC). And if the material is moist, it is mixed with a dry material to
reduce the moisture.
• If the material from one section s coarser, it is mixed with a finer material from
other source to get high density during compaction.

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• The material is mixed by the grader thoroughly to avoid segregation of materials

and to adjust the moisture content of the material so as to get the optimum
moisture content (OMC).
• To protect intrusion of materials the surface is made smooth and visually good.
• The surface is compacted by the steel roller to attain the desired field
compaction.

The following ways of construction are recommended during compaction.

• On hilly areas, the direction of compaction is from the bottom to the top, this is
to protect the pavement layer sliding during compaction.
• The compaction paths are overlapped to each other. This is to avoid the bulging
of materials in between two paths.
• On curves, compaction is started from inner side (smaller radius) of the road
curve and continues to the outer part, this is done to protect the super elevation
from sliding down.

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CHAPTER 5
STRUCTURAL WORK

5.1 CONSTRUCTION OF BRIDGES

Fig.5.1 General Arrangement Drawing for Bridge

A bridge is a structure providing passage over an obstacle without closing the way
beneath. The required passage may be for a road, a railway, pedestrians, a canal or a
pipeline. The obstacle to be crossed may be a river, a road, railway or a valley.

5.1.1 CLASSIFICATION OF BRIDGES

• Classification of Bridges (According to form (or) type of superstructures)
1. Slab Bridge
2. Beam Bridge
3. Truss Bridge
4. Arch Bridge
5. Cable Stayed OR Suspended Bridge

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• Classification of Bridges (According to material of superstructure construction)

1. Timber Bridge
2. Concrete Bridge
3. Stone Bridge
4. R.C.C Bridge
5. Steel Bridge
6. P.C.C Bridge
7. Composite Bridge
8. Aluminum Bridge

• Classification of bridges (According to inter-span relationship)

1. Simply Supported Bridge
2. Cantilever Bridge
3. Continuous Bridge

• Classification of bridges (According to the position of the bridge floor relative

to superstructures)
1. Deck through Bridge
2. Half through OR Suspension Bridge

• Classification according to method of connection of different part of

superstructures
1. Pinned Connection Bridge
2. Welded Connection Bridge
3. Riveted Connection Bridge

• Bridge According to length of bridge

1. Culvert bridge (less than 6 m)
2. Minor bridge (less than 6 m-60m)
3. Major bridge (more than 60 m)
4. Long span bridge (more than 120)

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• According to function
1. Aqueduct Bridge (canal over a river)
2. Viaduct (road or railway over a valley or river)
3. Pedestrian Bridge
4. Highway Bridge
5. Railway Bridge
6. Road-cum-rail or pipe line bridge

5.1.2 PROCESS OF MINOR BRIDGE CONSTRUCTION

1. Excavating the land 100mm below than the bottom level of the footing with
reference to the TBM and with the help of auto level and excavator.
2. The PCC has been done as excavation is done 100mm below that 100mm is for
the PCC which helps in the bearing strength of the soil and foundation not to be
in direct contact of the soil.
3. After PCC the laying of reinforcing bars are to be done for the foundation of the
bridge as per the drawings provided by the client.
4. After the laying of the reinforcement bars than pouring of the concrete is to be
done with the help of concrete pump.
5. When foundation of the bridge is constructed than the abutment wall is made
over the foundation at both ends of the bridge.
6. Above the abutment wall there is un abutment cap on which the elastomeric
bearing is constructed.
7. After the bearing of the bridge now the precasted RCC I-girders kept on the
bearing of the bridge from the both ends.
8. Above the precasted RCC girders there laid a Deck Slab which is used as
carriageway and above it there built a RCC Crash barrier and RCC Railing.

5.1.3 GIRDER STRESSING

Prestressing of the girder is done as required by the system of prestressing and design.
Following points will be observed while carrying out the stressing operation.
Only trained and experienced personnel, under the guidance of technical Staff, should
perform stressing & grouting.
• The required strength of the girder concrete as mentioned in
drawings/specifications shall be ensured by cube testing before starting the
stressing work.
• Stressing of cables shall be done as per the sequence mentioned in the
drawings/specifications.

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• The first stage stressing shall be done after the concrete achieves 35 MPa
strength or 10 days after casting, whichever is earlier. In the first stage two cables
shall be stressed viz. cable no. 1 & cable no.2 or as shown in the drawing.
• In the second stage stressing balance two cables i.e. cable no. 3 & cable no. 4
shall be stressed after the concrete achieves 45 MPa strength (28 Days strength)
or 21 days after the casting, whichever is later
• Elongation mentioned in the drawings must be modified for actual value of
modulus of elasticity ‘E’ and the area of c/s of strands ‘A’ of the cables as per
the results unless otherwise mentioned in the drawings/specifications.
• Actual pressure shall be calculated after applying Jack efficiency factor.
• Stressing shall be done using Multi-pull jacks only.
• Stressing shall be done from both ends, care will be taken to achieve almost
equal readings of elongation at both the ends in each step of increment of
pressure.
• Readings will be taken preferably at incremental steps of 50 kg/cm2 up to the
final pressure.
• After locking the wedges the pressure in the jack will be released very slowly to
avoid transfer of prestressing force by impact.
• In every cable instantaneous slip of anchorages must be recorded. It will be
within limits prescribed by the designer or by the prestressing agency.
• The pressure applied and elongation achieved will match within the prescribed
limits. Normally, the limit is 5% of pressure and elongations.
• No person will be allowed to stand behind the anchorages in any circumstances
during the process of tensioning.

Safety Precautions While Stressing :

• Only trained and experienced personnel, under the guidance of Dynamic
technical Staff, should perform stressing.
• The equipment, especially the high pressure hoses and the adaptors must be in
perfect condition. Damaged hoses must be replaced immediately.
• Stressing should be done according to specified data. The allowed maximum
pressure should never be exceeded.
• During stressing, nobody should be allowed behind or underneath the jack, since
failure of a strand can cause fatal accidents.
• All bars, wires and strands should be stored carefully. Ensure that they are not
damaged in any way and should be checked for rust and corrosion before they
are used.
• Hogging of the girder during stressing operation should be observed & recorded.

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Fig.5.2 PSC I-Girder Stressing

Fig.5.3 Girder Stressing Machine

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Fig.5.4 Drawing of Reinforcement Detail of Girder

5.2 CONSTRUCTION OF DRAINAGE

Different structures are built in the road construction. The structures are concerned to
different purposes. The functions are:
• Supporting the rolling soil.
• Protecting the soil from erosion.
• Draining out the accumulated water.
• Helps to widen the road section.

5.2.1 MINOR DRAINAGE STRUCTURE

Minor drainage structures are drainage structures which are used to drain the water
that comes from the asphalt surface, cut section and catchment area.
Minor drainage structures which are built on the road are classified into:
1. Longitudinal drainage structure (side ditch)
2. Cross drainage structure (culvert)

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5.2.2 SIDE DITCH

Side ditch is a longitudinal drainage structure which is built at the side of the road.
Collects water that comes from the surface of the road, cut section and the catchment
area and drains to the nearest culvert. Side ditch is provided where cut section is
available and flow water exists from the catchment area to the road prism.
Side ditch is classified into:
1. V ditch
2. U ditch
3. Trapezoidal ditch

Construction materials of Side Ditch :

Side ditches are constructed from sound rock material and mortar.

5.2.3 CONSTRUCTION OF CULVERT

Culvert is also a bridge whose span is less than 6m. The function of a culvert is to convey
surface water across a highway, railroad, or other embankment. In addition to the
hydraulic function, the culvert must carry construction, highway, railroad, or other
traffic and earth loads. Therefore, culvert design involves both hydraulic and structural
design considerations.
Culverts are available in a variety of sizes, shapes, and materials. These factors, along
with several others, affect their capacity and overall performance. Sizes and shapes may
vary from small circular pipes to extremely large arch sections that are sometimes used
in place of bridges.
The most commonly used culvert shape is circular, but arches, boxes, and elliptical
shapes are used, as well. Pipe arch, elliptical, and rectangular shapes are generally used
in lieu of circular pipe where there is limited cover. Arch culverts have application in
locations where less obstruction to a waterway is a desirable feature, and where
foundations are adequate for structural support. Box culverts can be designed to pass
large flows and to fit nearly any site condition. A box or rectangular culvert lends itself
more readily than other shapes to low allowable headwater situations since the height
may be decreased and the span increased to satisfy the location requirements.
The material selected for a culvert is dependent upon various factors, such as durability,
structural strength, roughness, bedding condition, abrasion and corrosion resistance, and
water tightness. The more common culvert materials used are concrete and steel (smooth
and corrugated).
Another factor that significantly affects the performance of a culvert is its inlet
configuration. The culvert inlet may consist of a culvert barrel projecting from the
roadway fill or mitered to the embankment slope. Other inlets have headwalls, wing
walls, and apron slabs or standard end sections of concrete or metal.

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A careful approach to culvert design is essential, both in new land development and
retrofit situations, because culverts often significantly influence upstream and
downstream flood risks, floodplain management and public safety. Culverts can be
designed to provide beneficial upstream conditions and to avoid negative visual impact.

Material For Culvert Construction :

Culverts are like pipes but very large in size. They are made of many materials like
• Concrete
• Steel
• Plastic
• Aluminum
• High density polyethylene

Location Of Culverts :
The location of culverts should be based on economy and usage. Generally it is
recommended that the provisions of culverts under roadway or railway are economical.
There is no need to construct separate embankment or anything for providing culverts.
The provide culverts should be perpendicular to the roadway. The culverts should be of
greater dimensions to allow maximum water level. The culvert should be located in such
a way that flow should be easily done. It is possible by providing required gradient.

Box Culvert :
Box culverts are in rectangular shape and generally constructed by concrete.
Reinforcement is also provided in the construction of box culvert. These are used to
dispose rain water. So, these. are not useful in the dry period. They can also be used as
passages to cross the rail or roadway during dry periods for animals etc. Because of
sharp corners these are not suitable for larger velocity.

Required Design Information :

The hydraulic design of a culvert essentially consists of an analysis of the required
performance of the culvert to convey flow from one side of the roadway (or other kind
of embankment, such as a railroad) to the other. The designer must select a design flood
frequency, estimate the design discharge for that frequency, and set an allowable
headwater elevation based on the selected design flood and headwater considerations.
These criteria are typically dictated by local requirements although state and federal
standards will apply to relevant highway projects. The culvert size and type can be
selected after the design discharge, controlling design headwater, slope, tail water, and
allowable outlet velocity have been determined.

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The design of a culvert includes a determination of the following :

• Impacts of various culvert sizes and dimensions on upstream and downstream
flood risks, including the implications of embankment overtopping.
• Alignment, grade, and length of culvert.
• Size, type, end treatment, headwater, and outlet velocity.
• Amount and type of cover.
• Public safety issues, including the key question of whether or not to include a
safety/debris rack.
• Pipe material.
• Type of coating (if required).
• Need for fish passage measures, in specialized cases.
• Need for protective measures against abrasion and corrosion.
• Need for specially designed inlets or outlets.
• Structural and geotechnical considerations, which are beyond the scope of this
chapter.

Process Of Culvert Construction :

1. Excavating the land 100mm below than the bottom level of the footing with
reference to the TBM and with the help of auto level and excavator.
2. The PCC has been done as excavation is done 100mm below that 100mm is for
the PCC which helps in the bearing strength of the soil and foundation not to be
in direct contact of the soil.
3. After PCC the laying of reinforcing bars are to be done for the foundation as per
the drawings provided by the client.
4. After the laying of the reinforcement bars than pouring of the concrete is to be
done with the help of concrete pump.
5. After 24 hours the shuttering which is used for stabilize the concrete is removed.

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Fig.5.5 Drawing for Widening Of Slab Culvert To Box Culvert

5.3 REINFORCED EARTH WALL (RE Wall)

Reinforced Earth Wall (RE Wall) used for sustaining soil laterally so that it can be
retained at different levels on both sides of the carriageway. RE Wall is a combination
of earth and linear reinforcement in the form of strips, grids, rods, mesh etc. that are
capable of bearing sizable tensile stress.

Elements of Reinforced Soil Wall :

Following are the major elements of RE Wall construction.
• Facia Panel/RE panel
• Reinforced Fill
• Drainage Media/Filter Media
• Reinforcement
• Crash Barrier

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Precast RE Panel :
• The minimum grade of concrete for the precast facia panel should be M35.
• The minimum thickness of the RE Wall facia panel shall be 180mm.
• Ethylene Propylene Diene Monomer (EPDM) Pads are used to maintain
spacing between RE panels.
• The joints between the pads shall be covered from inside with a geotextile
Strip of a minimum of 100mm thick.

Reinforced Earth Fill :

The reinforced earth fill material is essentially borrowed. Geotechnical Properties of this
fill material play a significant role in the performance of the RE wall structure. The soil
is borrowed from quarries, river beds etc. and the material borrowed would be
compatible concerning the quantity required. We should maintain the following
properties of reinforced soil during construction.
• Reinforced Material should be free of Organic Material.
• Grain size ( Finer Than 75 micron less than 15%)
• Plasticity Index, PI < 6 and Cu >2
• Bulk Density as per design requirement
• OMC as specified in the design
• Drained Shear Strength Parameters ( f >300)

Drainage Media/Filter Media :

Filter Media should be provided to avoid the development of hydrostatic pressures
during RE Wall construction. A Drainage Media of a minimum 600 mm width at the
back of the RE panel facing is usually used. Some times profiled blocks are also used
for the facia which has provision for placing granular drainage.

Reinforcement Material :
Different type of reinforcements is used for the construction of reinforced earth wall. It
is either metallic elements like bars, strips, plates etc. or Polymeric elements like strips,
grids, rods, mesh etc. All types of reinforcements are taken beyond the Rankine zone
into the resistant zone to ensure satisfactory bond and anchorage. The reinforcement can
provide resistance to tensile strain.

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Fig.5.6 RE Wall Work : Block Erection & Geogrid Fixing

RE Wall/RS Wall Friction Slab :

RE Wall friction slab is used to transfer the lateral loads due to the impact of vehicles
on the crash barriers. Typically a friction slab width varies from 1.50-2.50m and
thickness of the slab, which is 250mm depends on the crash barrier type provided.
Bottom of friction slab should match with the bottom of GSB.

Reinforced Earth Wall Construction Sequence :

• Excavation :
Earthwork in the excavation of soil for reinforced soil Wall (RS Wall) shall be
as per construction drawing. After soil excavation, compaction should be done
to avoid any kind of settlement in foundation soil.
• Levelling Pad :
An initial levelling pad of 150 mm thick using M20 grade plain cement concrete
having a suitable width(300-350mm) to be provided below the first row of block
layer.

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• The First Layer Of Block :

It should be as per the design and drawing. During the first layer of Block
placement, utmost care should be taken to maintain the alignment of the facing
element.
• Drainage Material :
Drainage material/filter media specification should be as per the design
requirement. Drainage layer should be well compacted, and which is constructed
in a layer-wise.
• Placing Of Reinforced Soil Behind Drainage Bay/Filter Media :
Placing the reinforced soil backfill behind the drainage zone and compacting the
same.

Fig.5.7 RE Wall Work Friction Slab & Crash Barrier

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Placing of Reinforcement :
• No construction equipment shall move directly over reinforcement.
• Reinforcement should not protrude out of block.
• The second layer of the block is placed over block to interlock geogrid.
• Where panels are used the reinforcement should be connected to connectors
embedded in the block.
• The face of the blocks should be profiled to have an inward batter of 2-4 degree.

RE Wall Construction Tolerances :

To maintain the quality of work, we always have to remember the following
construction and serviceability tolerances.
• All dimensions of precast RCC block panel should be within ±5mm.
• Evenness of Front Face must be ±5mm over 1500mm.
• The maximum difference between the length of the two diagonals should be
5.00mm.
• Thickness of RS Wall block Panel should be within ±5mm.

Causes of Failure of Reinforced Earth Wall :

• Inadequate/improper levelling pad construction
• Compaction and properties of reinforced fill not meeting design requirement.
• Abnormal drainage system
• Improper connection to blocks/variation to specifications/drawing.
• Change in connection details.
• Heavy Compaction equipment coming within 1.50m from the panel face
• Filter material not meeting the required specifications
• Primary batter not provided in panels to maintain the RE panel slope

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Fig.5.8 Drawing of RE Wall/RS Wall For PUP

Fig.5.9 RE Wall Work For PUP at CH. 470+616 W4 RHS

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5.4 OFFICE WORK :

RFI’s Sheet (Request For Inspection) :
RFI’s is a Request For Inspection. Simply after completion of a work which are giving
by client. If Work complete after that we prepare a document which is we called RFI
(Request For Inspection). This is basically inspection how the work is done through a
proper drawing or standards.
Site Inspection are critical to ensuring that quality and safety procedures are followed
correctly from the start. Project involve coordinating multiple project team members,
materials, and equipment, which may expose contractors to many potential risks and
hazards. In order to successfully run a construction site through the entire lifecycle of
the project, routine site inspections are necessary.

Fig.5.10 RFI (Request For Inspection) Sheet

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CHAPTER 6
BATCHING PLANT

Batching Plant where the concrete ready mix prepare. We prepare here concrete mix
design M30 (1:1:1.5) (sand: cement: concrete). Batching plant can be operated by
software name “BATCHMATE” or it can be operated by manually with the buttons of
the machine.

Batching Plant consist of Six main parts :

1. Aggregate Hopper (in which combination aggregate of 1020mm size)
2. Belt (which use to carry the aggregate to the skip)
3. Skip (which is use to transmit the aggregate to the mixture)
4. Mixture (which is use to mix the concrete mix design)
5. Cello (which contain cement bags. It can contain up to 2800 bags of cement)
6. Water tank (use to contain water and connected with water pumps)

6.1 CEMENT
• Portland cement is composed of calcium silicates and aluminate and
aluminoferrite It is obtained by blending predetermined proportions limestone
clay and other minerals in small quantities which is pulverized and heated at
high temperature around 1500 deg centigrade to produce “clinker”.
• The clinker is then ground with small quantities of gypsum to produce a fine
powder called Ordinary Portland Cement (OPC). When mixed with water. Sand
and stone, it combines slowly with the water to form a hard mass called concrete.
The Bureau of Indian Standards (BIS) has classified OPC in three. Different
grades The classification is mainly based on the compressive strength of cement-
sand mortar cubes of face area 50 cm2 composed of I part of cement to 3 parts
of standard sand by weight with a water-cement ratio arrived at by a specified
procedure. The grades are :
• 33 grade
• 43 grade
• 53 grade

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Fig.6.1 Batching Plant

6.2 AGGREGATE
The grade number indicates the minimum compressive strength cement sand mortar in
N/mm2 al 28 days, as tested by above mentioned procedure. Portland Pozzolana Cement
(PPC) is obtained by either intergrading a pozzolanic material with clinker and gypsum.
Or by blending ground pozzolana with Portland cement. Nowadays good quality fly ash
is available from Thermal Power Plants, which are processed and used in manufacturing
of PPC.

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COARSE AGGREGATE :
Coarse aggregate for the works should be river gravel or crushed stone. It should be
hard, strong, dense, durable, clean, and free from clay or loamy admixtures or quarry
refuse or vegetable matter. The pieces of aggregates should be cubical, or rounded
shaped and should have granular or crystalline or smooth (but not glossy) non-powdery
surfaces. Aggregates should be properly screened and if necessary washed clean before
use. Coarse aggregates containing flat, elongated or flaky pieces or mica should be
rejected. The grading of coarse aggregates should be as per specifications of IS-383:

FINE AGGREGATE :
Aggregate which is passed through 4.75 IS Sieve is termed as fine aggregate. Fine
aggregate is added to concrete to assist workability and to bring uniformity in mixture.
Usually, the natural river sand is used as fine aggregate. Important thing to be considered
is that fine aggregates should be free from coagulated lumps. Grading of natural sand or
crushed stone i.e. fine aggregates shall be such that not more than 5 percent shall exceed
5 mm in size, not more than 10% shall IS sieve No. 150 not less than 45% or more than
85% shall pass IS sieve No. 1.18 mm and not less than 25% or more than 60% shall pass
IS sieve No. 600 micron.

6.3 ADMIXTURE
Admixtures are those ingredients/materials that are added to cement, water, and
aggregate mixture during mixing in order to modify or improve the properties of
concrete for a required application. Broadly the following five changes can be expected
by adding an admixture
• Air entertainment
• Water reduction for better quality
• Acceleration of strength development
• Improving the workability
• Water retention

Some of the important purposes for which the admixtures could be used are :
• Acceleration of the rate of strength development at early ages.
• Retardation of the initial setting of the concrete.
• Increase in strength.
• Improvement in workability.
• Reduction in heat of evolution.

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• Production of coloured concrete or mortar.

• Control of alkali-aggregate expansion.
• Reduction in the capillary flow of water.
• Increase in impermeability to liquids.
• Improvement of pump ability and reduction in segregation in grout mixtures.
• Increase in durability or in resistance to special conditions of exposure.

6.4 REPORT OF MIX DESIGN

For preparing 1 m³ (cubic meter) with Concrete Mix Design M25 we use :
• Cement: 370 kg
• Sand: 664 kg
• 10 mm aggregates: 494 kg
• 20 mm aggregates :742 kg
• Admixture: 2.46 kg
• Water: 166 litres
• Additive: 296kg

For preparing 1 m³ (cubic meter) with Concrete Mix Design M30 we use :
• Cement: 410 kg
• Sand: 804 kg
• 10 mm aggregates: 508 kg
• 20 mm aggregates: 820 kg
• Admixture: 2.46 kg

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CHAPTER 7
SAFETY

The requirement of sufficient no. safety appliances are planned well in advance and
made available at stores
1. Head Protection :
Every individual entering the site must wear safety helmet confirming to IS:
2925-1984 with the chin strapped fixed to the chin.
2. Foot and Leg Protection :
Safety footwear with steel toe is essential on site to prevent crush injury to our
toes and injury due to striking against the object.
3. Hearing Protection :
Excessive noise causes damage to the inner car and permanent loss of hearing.
To protect ears use car plugs or car muff as suitable.
4. Hand and Arm Protection :
While handling cement and concrete and while carrying out hot works like gas
cutting, grinding and welding usage of hand gloves is a must to protect the hand.
• Cotton gloves (for material handling)-IS: 6994-1973.
• Rubber gloves-IS-18(380 450mm long) electrical grade, tested to 15000
volts confirming to IS: 4770-1991.
• Leather gloves- hot work/ handling of sharp edges.
5. Safety Net :
Through it is mandatory to wear safety harness while working at height on the
working platforms, safety nets of suitable mesh size shall be provided to arrest
the falling of person and materials on need basis.
6. Fall Protection :
To prevent fall of person while working at height, personnel engaged more than
2-meter wear standard full body harness should be confirming to IS 3521-
1999(third revision).
• Lanyard should be of 12 mm polypropylene rope and of length not more
than 2m.
• Double lanyard, based on the requirement

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CHALLENGES AND MEASUREMENTS

Challenges I have been facing while performing my work,
Road construction is not fixed at a specific place. Every task is carried out at different
station. It needs movement from one station to the other station. To do this, transport is
necessary but the cars are limited in number. So I have faced such a challenge to do a
work in the construction site.

Measurement of challenge which I took,

I was travelling by dam truck when the site engineers is overcrowded. Sometimes I was
travelling by machine holder vehicles. I also working through at site and office. So, I
solved the transport problem using the chance that I got.

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CHAPTER 8
BENEFITS OF INTERNSHIP

The Internship Program is very essential for students. The student who works in the
Internship Training can get much more benefits. I have gained many benefits from the
Internship Program. The benefits that I gained are:
• Development of Practical Skill
• Up grading of Theoretical Knowledge
• Interpersonal Communication Skill
• Improving Team Work Skill
• Gain of Leadership Skill
• Learning of Work Ethics.
• Introducing with the Professions

Development of Practical Skill:

Theory is the basement of any activity within the road construction. But it is not enough
by itself to know the real situation which exists in a construction. It needs practical skill
to carry out every activity within a project. In the Internship, I develop my practical skill
in many ways. I develop the skill of construction of structure, surveying work, work
inspection.

• Earth work skill and skill of construction of layers:

Cut and fill construction of sub grade, capping layer, sub base, base course and
asphalt concrete are done based on their schedule. They have their own way of
construction. I get sufficient knowledge how these are done.
• Construction of Structures:
Construction of structures such as Major Bridge, RE Wall, PUP, VUP, culverts
construction is carried out. In this activity I participate actively and I get
knowledge of construction of such structures.
• Surveying Work:
Many activities are done after their surveying work is completed. Here, I develop
my skill of surveying.

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• Work Inspection:
The work inspector inspects each work. After inspection, the inspector gives
approval for the contractor if the work is done in the required manner. I have
learned how to inspect each work and I know the inspection criteria.

Up grading of Theoretical Knowledge:

I obtain different manuals. These manuals their material quality specification, method
of construction specification, structural analysis, traffic design specification. So, I get
such a theoretical knowledge. I also develop the mix design knowledge and I know the
parameters which should be satisfied when mix design is done.

Interpersonal Communication Skill:

Road construction is a team work. It needs communication of the team members. The
contractor and consultant streams communicate each other in order to run their activities
effectively. But, the project will not attain the required standard if there is no
communication within the team and the project is not completed within the specified
time. So I understand that interpersonal communication is very necessary to run the
project work effectively.
I have learned the following points from the interpersonal communication:
• The contractor and the consultants discharge their responsibilities effectively
because of the presence of well interpersonal communication.
• Every person develops his/her skill of performing an activity interdependently
when there is good interpersonal communication.
• The employer and employees are living together peacefully for a long period of
time since there is a good communication.
When any problem is occurred, the problem gets its solution through communication.
Generally, I have learned that interpersonal communication plays a great role to run any
activity with the desired manner.

Improving Team Playing Skill:

Team playing is very essential and mandatory to have a better work. Almost all
activities. in road construction need steam work. For example when we consider earth
work: it needs cooperation of machine operator, Forman, grade checkers, surveyor,
labours, work. inspector. When one member of the earth work construction is absent,
the work is not completed in the required way. As a result team playing skill is very
crucial in road construction.

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In the training program, I developed team work skill. I was working as a member of the
team. So, I understand the role of team working.

Gain of Leadership Skill:

I gained sufficient leadership skill in the training program. Each task of road
construction needs a leader. I learned here that how to lead one task. I understood that
how to solve disputes which are occurred on work.

Learning of Work Ethics:

I have learned what work ethics is and how it is applied in the training program. Work
Ethics is very essential to run every work effectively. I learned the following work ethics
which every employee should respect.
• Punctuality
• Reliability
• Accountability
• Loyalty
• Responsibility

Introducing with the Professions:

I introduced with a people who have different profession. I got an important experience
from these people. Introducing with these people also creates good job opportunity after
graduation. I also gained a crucial advice from them.

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CHAPTER 9
CONCLUSION

I have gained sufficient knowledge which professions participate in road construction.

Road construction is not a specific work. It needs the integration of different professions.
Geological profession, hydrological profession, high way engineer, structural engineer,
material engineer, local persons are participating in road construction. This shows that
road construction is the output of different bodies.
I have learned that road construction needs high financial strength. Investment on road
construction needs very high capital. Road construction needs a lot of machine to be
run. The machines are also very huge and their cost is counted in millions. A number of
professions are participated. It also needs a large number of labours. The construction
materials of road construction have high cost and even sometimes the materials are not
available near to the project. So road construction needs financial strength to resist the
challenge of different type of costs.
I have gained sufficient knowledge about the standard road construction. Construction
of road is subjected to the quality of construction material. The pavement indicates the
problem of quality when the material has low quality as soon as the construction is done.
I have also understood that asphalt concrete pavement is sensitive to the moisture and
temperature. I under stood how each work flow is run.
I understood that earth work is time and capital consumer section of road construction.
Especially if the cut is rock cut, it consumes high energy and large time. After earth
work reaches to the sub grade, the remaining layers do not consume much energy and
time. But quality requirement of materials increases from sub grade to the asphalt
concrete layer. I have learned the work flow of road construction. In addition I leaned
work ethics, team playing skill. Leadership skill.
Finally, it is my sincere wish to see the company as a competent international
construction company capable of undertaking all kinds of construction projects
(building, road, hydropower, irrigation etc.), with strong commitment, supporting,
positive attitudes, encouraging interpersonal effort with defined responsibilities,
effective communication, integrity and trust throughout the organization.

REFERENCE
• Planning Department Of AIDPL (Agroh Infrastructure Developers Pvt. Ltd.)
• IS Codes
• https://nhai.gov.in/#/
• MORTH (Ministry of Road Transport & Highways, Government of India)

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INTERNSHIP ATTENDANCE SHEET

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