INDUSTIAL TRAINING FINAL REPORT AT

TANZANIA RURAL AND URBAN ROADS AGENCY

P.O.BOX 90146

DAR ESS SALAAM

TANZANIA

FROM AUGUST

BACHELOR DEGREE IN CIVIL ENGINEERING

ST. JOSEPH COLLEGE OF ENGINEERING AND TECHNOLOGY

P.O.BOX 11007

DAR ES SALAAM

ABSTRACT
This industrial training report outlines our experience as a civil engineering trainee at
Tanzania Rural and Urban Roads Agency (TARURA) under the supervision of Eng.
OSWARD SHEHEMBA. This industrial training report documents our comprehensive
experience as a civil engineering trainee, specifically focusing on concrete pavement road
construction at [TARURA], sheet piles installation, and storm water drainage and

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construction management. The report provides insights into the key aspects of this
specialized field, which plays a vital role in infrastructure development and environmental
sustainability .During the training period, We engaged in various activities, including the
installation of sheet piles for retaining walls, storm water drainage system planning, and
concrete pavement road construction. The methodologies employed encompassed
geotechnical investigations, hydraulic analysis, structural design, construction techniques,
and quality control procedures. The report highlights notable accomplishments such as
successful drainage system design, efficient installation of sheet piles for structural support,
and the execution of high-quality concrete pavement road projects. These experiences offered
practical lessons in managing engineering projects, ensuring compliance with industry
standards, and mitigating environmental impact. The knowledge gained from this training not
only deepened our understanding of civil engineering principles but also enhanced our ability
to address the critical challenges of urban development, storm water management, and
infrastructure sustainability.

DECLARATION
We, GODWIN P MEESAY and PETER PAUL KENGELE, civil engineering students at ST.
JOSEPH COLLEGE OF ENGINEERING AND TECHNOLODGY IN TANZANIA, hereby
declare the successful completion of our industrial field practical training report submitted to
in the partial fulfillment of requirements for the award of the DEGREE IN CIVIL

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 ACKNOWLEDGEMENT

We would like to express our sincere gratitude to management of ST JOSEPH COLLEDGE

OF ENGINEERING AND TECHNOLODY IN TANZANIA for including Industrial
Practical Training as part of our curriculum. We also thank my college chancellor REV.
Fr.Dr. J. Arulraj for providing to me necessary facilities for the completion of my Industrial
Practical Training.

We sincerely thank our Head of Department Dr. Shirima and our class advisor Mr. Kombe,
for their smooth approach and excellent coordination towards the completion of our industrial
practical training.

Our special thanks to TARURA–KINONDONI DC, district Manager’s officer for their
acceptance of request to conduct our training with TARURA and for their support during our
practical training.

We also dedicate our thanks to Eng. Paul Basondole, district manager Eng. Alberto Kindole
for their advice and guideline, much appreciation to and our supervisor Eng. OSWARD
SHEHEMBA for their valuable guidance, support, expertise and insight that have been
instrumental in the successful completion of this field report.

Finally We thank our parents who kneel pray for us and support during the practical training
period.

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 TABLE OF CONTENT

ABSTRACT................................................................................................................................i
DECLARATION...................................................................................................................... iv
ACKNOWLEDGEMENT......................................................................................................... v
TABLE OF CONTENT............................................................................................................ vi
LIST OF TABLES..................................................................................................................viii
LIST OF FIGURES.................................................................................................................. ix
CHAPTER ONE.........................................................................................................................1
INTRODUCTION......................................................................................................................1
1.1 HISTORICAL BACKGROUND......................................................................................1

1.2 STRATEGIC OBJECTIVES..................................................................................................2

CHAPTER TWO........................................................................................................................5

CONCRETE PAVEMENT........................................................................................................ 5
2.0 INTRODUCTION.............................................................................................................5

2.1 RIGID PAVEMENT.........................................................................................................5

2.1.1 The structure of rigid pavement consists of the following layers:.......................................5

2.1.1 Granular Base or Stabilized Base Course............................................................................ 6

2.1.2 Granular Sub base or Stabilized Sub base Course............................................................... 6

2.1.4 Subgrade Soil....................................................................................................................... 6

2.1.5 Construction Steps of Rigid Pavement...........................................................................6

2.1.5 Advantages of Rigid Pavement............................................................................................7

2.1.6 Disadvantages of Rigid Pavement....................................................................................... 8

2.1.7 Challenges of Rigid Pavement.............................................................................................9

2.2 STABILIZATION.............................................................................................................9

2.2.1 Method of Stabilization Used At the Site.......................................................................... 10

2.3 PREPARATION FOR CONCRETE CASTING............................................................ 14

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 2.3.1 Steel Fixing........................................................................................................................ 15

2.3.2 Concrete Formworks..........................................................................................................17

2.3.3 Designs Of Dowel Bars......................................................................................................19

2.3.4 INSTALATION OF DPM (DAMP PROOF MEMBRANE)...................................... 21

2.3.5 INSTALLATION CONCRETE SPACER BLOCKS.................................................. 22

2.3.7 Compacting........................................................................................................................ 25

2.3.8 Finishing.............................................................................................................................26

CHAPTER THREE.................................................................................................................. 32
3.1 STORM WATER DRAINAGE DESIGN...................................................................... 32

3.1.1 Overview of culverts.......................................................................................................... 32

3.2.1 Form Resistance................................................................................................................. 35

3.2.2 Transitions..........................................................................................................................35

3.3 DESIGN CONSIDERATION.........................................................................................37

3.3.1 Hydrology.......................................................................................................................... 37

3.3.2 Site data..............................................................................................................................37

CHAPTER FOUR.................................................................................................................... 39
STORM WATER DRAINAGE AND SHEET PILES INSTALLATION.............................. 39
4.1 Introduction:.................................................................................................................... 39

4.3 THE EXCAVATION OF A STORM WATER DRAINAGE SYSTEM....................... 46

4.3.1 Excavating a storm water drainage trench in Chato road with beneath flowing water to
change the drainage system presents a unique set of challenges................................................48

4.3.2 to stop drainage water beneath a road and create a temporary diversion for working on
the drainage system, by the following steps...............................................................................48

4.4 INSTALLATION AND LYING DOWN OF STORM DRAINAGE PIPES................. 51

CHAPTER FIVE...................................................................................................................... 56
CHALLENGE BENEFIT AND REFERENCE....................................................................... 56
5.1 CHALLENGES DURING INDUSTRIAL PRACTICAL TRAINING..........................56

5.2 BENEFIT OBTAINED FROM THE TRAINING..........................................................56

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 LIST OF ABBREVIATION
TARURA Tanzania Rural and Urban Road Agency
DPM Damp proof membrane
PVC Pipe Polyvinyl Chloride pipe Error! Bookmark not defined.

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 LIST OF FIGURES
Figure 1: Project Information 4
Figure 2.Road Layers 5
Figure 3: Cement binder 10
Figure 4.Soil Dumping 11
Figure 5: Water Boozer 12
Figure 6: Dislodging earthwork 13
Figure 7: Compactions using Roller 14
Figure 8: Steel bars 16
Figure 9: Formworks installations 18
Figure 10: Dowel bars 19
Figure 11: Lying of DPM 22
Figure 12: Spacer blocks 23
Figure 13. (a)Concrete casting in alternate bay 24
Figure 14. (b) Slump test 25
Figure 15.Vibratory concrete machine 26
Figure 16.Finishing 28
Figure 17. (a) Fogging curing 29
Figure 18. (b) Wet Geotextile Covering 31
Figure 19. Sheet piles interlock 43
Figure 20.Vibratory pile hammers 43
Figure 21.Welding sheet joints 44
Figure 22. Crane positioning sheets 44
Figure 23.Sheet piles alignment 45
Figure 24. Excavation of storm water drainage 47
Figure 25.Safety risks 48
Figure 26. Drilling a Hole 49
Figure 27. Temporary diversion 50
Figure 28. Storm water pipe installation 52
Figure 29. Backfilling bedding material 52
Figure 30. Auto level in slope alignment 53
Figure 31.Pipe joints 53

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 CHAPTER ONE

INTRODUCTION
1.1 HISTORICAL BACKGROUND
Tanzania Rural and Urban Roads Agency (TARURA) were officially inaugurated by Hon.
Prime Minister Kassim Majaliwa Kassim on 2nd July 2017. The launching of
TARURA followed after announcement in the National Gazette with GN 211 of 12nd May
2017.

The Prime Minister directed the TARURA to kick out rampant corruption that prevails in
tender processes, especially for road projects. “Only capable contractors should be hired to
execute road projects through competitive tendering,” remarked the Premier. He also ordered
TARURA to address poor supervision of the construction contracts between contractors and
authorities in road projects, emphasizing on transparency in all contracts for public works.

Hon. Majaliwa warned some district council leaders whom he accused of re-channeling funds
allocated for roadwork’s to other projects, reiterating that funds should be used as per the
planned projects.

He said that TARURA would facilitate improvements of rural and urban road networks,
enabling people to transport crops and other items from rural to urban areas.

“The new agency is key towards boosting agricultural productivity by facilitating

transportation of crops to market. It will also be useful for our economic growth,” he
observed, adding that TARURA will help to transform the livelihoods of people, reducing the
risks and time they spend on roads.

Hon. Majaliwa said the new agency would facilitate provision of social services to people
especially in rural areas. He also approved the allocation of funds from Roads Fund to
Tanzania National Roads Agency TANROADS and TARURA at 70 and 30 per cent,
respectively.

Earlier, the Minister of State in the President’s Office, Regional Administration and Local
Government, Mr. George Simbachawene, pleaded with the Premier to review allocation of
funds from the Roads Fund towards TANROADS and TARURA.

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“TARURA is the key to social development and it will uplift the level of national economy,”
he argued, noting that the road infrastructure helps to improve agricultural production as well
as facilitating smooth delivery of social services to the citizens.

The Minister pointed out that the road network under Local Government Authorities covers
108,942.2 kilometers, which are over half of the entire country’s road network.

1.2 STRATEGIC OBJECTIVES

1.2.1 Vision
To be a leading institution in the management of rural and urban roads network.

1.2.2 Mission
To plan, design, construct and maintain rural and urban roads network in a cost-
effective manner for sustainable social economic development

1.2.3 AIM
The aim of TARURA is to provide sustainable and cost-effective maintenance and
development of Rural and Urban Roads network to support social economic development of
Tanzania. OUR VISION "To be a leading institution in the management of rural and urban
road network".

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Figure 1: Project Information

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 CHAPTER TWO

CONCRETE PAVEMENT

2.0 INTRODUCTION
2.1 RIGID PAVEMENT
Rigid pavement refers to the type of pavement which possesses significant flexural strength
or flexural rigidity. The stresses in these pavements are transferred through slab action, as
opposed to the grain-to-grain action in the flexible pavement. The rigid pavements are made
of Portland cement concrete-either plain, reinforced, or prestressed concrete. The plain
cement concrete slabs are expected to take up about 40 kg/cm2 flexural stress.

Figure 2.Road Layers

2.1.1 The structure of rigid pavement consists of the following layers:

 Surface Course
 Granular Base Course
 Granular Sub base course
 Subgrade
 Surface Course
The uppermost layer of rigid pavement, also known as the surface course, is a concrete slab
that directly withstands vehicle loads. Its water resistance prevents water penetration into the

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underlying layers. The concrete slab provides friction to vehicles, preventing skidding.
Typically, the thickness of the concrete slab ranges from 150 to 300 mm.

2.1.1 Granular Base or Stabilized Base Course

Positioned as the second layer from the top, the base course, also called the granular base or
stabilized base, is constructed using crushed aggregates. This layer allows for additional load
distribution on the surface course and provides a solid foundation for the rigid pavement.
Installing a subsurface drainage system is beneficial, and in frost-prone areas, the stabilized
base course helps control frost action and minimizes subgrade soil swelling. The foundation
course should have a minimum thickness of 100 mm.

2.1.2Granular Sub base or Stabilized Sub base Course

The third layer, in contact with the base course and subgrade soil, is the granular sub base or
stabilized sub base course. While of lower quality compared to the base course aggregates,
they are of higher quality than the subgrade soil. In low-traffic situations, a sub base course
may not be necessary, but when the loading exceeds 100,000 pounds, it should be included. Its
primary function is to support the upper layers, control frost action, and prevent fines from
the subgrade soil from infiltrating the surface layers. Additionally, the sub base course
improves drainage capabilities.

2.1.4 Subgrade Soil

The subgrade soil forms the existing soil layer that undergoes compaction using machinery to
establish a strong foundation for the rigid pavement. Subgrade soils experience less stress
compared to the top layers as tensions decrease with depth. Subgrade soils can vary
significantly, and their response to forces from the upper layers depends on factors such as
texture, density, moisture content, and strength. Therefore, a thorough subgrade inspection
should be conducted prior to construction. The layers above the subgrade should be designed
to minimize the displacement of subgrade soil layers and reduce the pressure exerted on the
subgrade soil.

2.1.5 Construction Steps of Rigid Pavement

The construction of rigid pavement typically involves several steps. Here are the general
steps involved in the construction of rigid pavement:
 Preparing the Subgrade
 This is the first step in the construction of rigid pavement. It involves cutting and
filling work, and a thorough soil compaction of the subgrade soil.

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  Provision of Sub base Course
This course comprises broken stone pieces mixed with sand and is generally provided
in rigid pavements in case the subgrade soil is weak.
 Preparation of Base Course
This is a drainage layer and is made up of boulders and stones. The voids between
these stones are filled with smaller irregular-shaped stones. Notably, the minimum
thickness of the base course layer should be 6 inches.
 Preparation of Surface Course
The surface course in rigid pavement comprises PCC or RCC slab. The thickness of
this course should not be less than 12 inches for heavy traffic and not less than 6
inches for light traffic.

2.1.5 Advantages of Rigid Pavement

Rigid pavements offer several advantages that make them a preferred choice for various
applications. Here are some key advantages of rigid pavement:

i. Durability: Rigid pavements, made of concrete, are highly durable and have a long
service life. They can withstand heavy traffic loads, resist weathering, and maintain
their structural integrity over time. Properly designed and constructed rigid pavements
can last for several decades, reducing the need for frequent repairs or replacements.

ii. Load Distribution: Rigid pavements distribute applied loads over a wide area,
minimizing stress on the underlying subgrade. The rigid nature of the concrete slabs
allows for efficient load transfer, preventing excessive surface deformations and
ensuring a smooth and stable riding surface for vehicles.

iii. Strength: Rigid pavements exhibit high compressive strength, making them capable of
carrying heavy loads without significant deformation or structural failure. The
strength of the concrete used in rigid pavements can be tailored to meet specific
design requirements based on anticipated traffic loads.

iv. Reflective Cracking Resistance: Rigid pavements have good resistance to reflective
cracking, which refers to cracks that propagate from the underlying layers to the
pavement surface. The rigid concrete slabs act as a barrier, preventing cracks from
transferring through the pavement layers and reducing the need for frequent repairs
due to cracking.

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 v. Low Maintenance: Rigid pavements generally require less maintenance compared to
flexible pavements. They do not experience issues such as rutting, which is common
in flexible pavements. The absence of rutting and reduced vulnerability to surface
distresses contribute to lower maintenance costs and less frequent maintenance
interventions over the pavement's lifespan.

vi. Skid Resistance: Rigid pavements offer good skid resistance, providing traction for
vehicles and enhancing road safety, especially under wet or slippery conditions. The
surface texture of the concrete and any surface treatments applied during construction
can further enhance skid resistance.

vii. Stiffness: Rigid pavements have high stiffness, resulting in minimal deflections under
traffic loads. This stiffness helps reduce rolling resistance, which can improve fuel
efficiency for vehicles. Additionally, the rigidity of the pavement provides a smoother
and more comfortable ride for vehicles.

viii. Design Flexibility: Rigid pavements offer design flexibility, allowing for
customization based on specific project requirements. They can be designed to
accommodate a wide range of traffic volumes, including heavy truck traffic or high
axle loads.

2.1.6 Disadvantages of Rigid Pavement

i. While rigid pavements offer numerous advantages, they also have some potential
disadvantages. Considering these factors is important when deciding on the
appropriate pavement type for a specific project. Here are some disadvantages of rigid
pavement:

ii. High Initial Cost: Rigid pavements generally have a higher initial construction cost
compared to flexible pavements. The cost of materials, such as concrete and
reinforcement, as well as the specialized construction techniques involved, can
contribute to higher upfront expenses.

iii. Lack of Flexibility: Rigid pavements are rigid and inflexible, which means they have
limited ability to accommodate minor ground movements or settlements. In areas with
expansive soils or poor subgrade conditions, rigid pavements may be prone to
cracking or uneven settlement, requiring additional measures to mitigate these issues.

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 iv. Complex Construction: The construction of rigid pavements requires specialized
equipment and skilled labour. Precise preparation of the subgrade, accurate placement
of reinforcement (if used), and proper curing of the concrete are crucial for achieving
the desired quality and performance. The complexity of construction can result in
longer project durations and higher construction costs.

v. Limited Reflective Crack Control: While rigid pavements offer good resistance to
reflective cracking, they may still experience some cracking over time, particularly at
joints and where the pavement meets other structures (e.g., bridges). Proper joint
design, installation, and maintenance are essential to minimize the risk of reflective
cracking, but it remains a potential concern.

vi. Difficult Repairs: Repairing damaged or deteriorated sections of rigid pavement can
be more challenging compared to flexible pavement. It often involves removing and
replacing entire concrete slabs or sections, which can be labor-intensive and costly.
Additionally, repairs may require longer curing times, leading to extended periods of
traffic disruption.

2.1.7 Challenges of Rigid Pavement

Rigid pavements come with their fair share of challenges. One significant challenge is the
occurrence of cracks, which can be attributed to temperature fluctuations and heavy loads.
Additionally, inadequate drainage can lead to erosion and various forms of damage. However,
despite these challenges, rigid pavement continues to be a preferred option for numerous
high-traffic locations.

2.2 STABILIZATION
Stabilization may be defined as a process by which the intrinsic properties of pavement
materials or earthworks materials are altered by the addition of a stabilization binder or
granular material to meet performance expectations in its operating, geological and climatic
environment. Soil stabilization aims at improving soil strength and increasing resistance to
softening by water through bonding the soil particles together, water proofing the particles or
combination of the two.
The use of stabilization technology for stabilizing and recycling materials for pavement
construction and maintenance is widely accepted as a cost-effective method of improving
long-term performance and reducing whole-of-life costs of modern, heavily-trafficked
pavements.
Through soil stabilization, unbound materials can be stabilized with cementations materials
(cement) which make the stabilized soil materials have a higher strength, lower permeability
and lower compressibility than the native soil.

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 Figure 3: Cement binder
Purpose of stabilization

 Reduce the permeability and/or moisture sensitivity, which can result in a loss of
strength, of the material
 Improve the bearing capacity of subgrades so they can accept construction traffic
 Enhance the compaction of overlying pavement materials
 Increase the strength of a material, i.e. Unconfined Compressive Strength (UCS)

2.2.1 Method of Stabilization Used At the Site

Ex-situ stabilization was the technology involves dislodging of the soils and or sediments
from the original position and moves to other place for the purpose of amendment since the
working area was full of logged water.

Components of stabilization
a) Soil
Soil stabilization involves the use of stabilizing agents (binder materials) in weak soils
to improve its geotechnical properties such as compressibility, strength, permeability
and durability. The components of stabilization technology include soils and or soil
minerals and stabilizing agent or binders (cementations materials).

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 Figure 4.Soil Dumping
b) Stabilizing agent
Cement used as binder mater that when in contact with water reacts to form
cementations composite materials. Cement reaction is not dependent on soil minerals,
and the key role is its reaction with water that may be available in any soil. The choice
of cement used was ordinary Portland cement of 50Kgs.

Hydration process is a process under which cement reaction takes place. The process starts
when cement is mixed with water and other components for a desired application resulting
into hardening phenomena. The hardening (setting) of cement will enclose soil as glue, but it
will not change the structure of soil.

Cement stabilized soils have the following improved properties

 Decrease cohesiveness (plasticity)
 Decrease volume expansion or compressibility
 Increase strength.

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 Figure 5: Water Boozer
2.2.2 TOOLS AND MACHINERY
 Grader
 Roller
 A rope
 Auto level
 Water boozer
 Tape measure
 Leveling staff

 Grader
This is a heavy construction machine equipped with a long blade mostly used to create a flat
surface during the grading process. Here the main function of a grader is to level the smooth
the surface of the land, ensuring that it’s a desired and level for construction of roads and
other large scale projects. Graders are crucial in preparing the ground for further construction
activities and ensuring the stability and functionality of the infrastructure being built.
A ripper assembly as set of specialized attachments located at the rear of the grader was used
to break up the loose hard material such of compacted soil in a thickness of 20cm.

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 Figure 6: Dislodging earthwork

 Materials
 Water boozer

Moisture content
In stabilized soils, enough moisture content is essential not only for hydration process to
proceed but also for efficient compaction.

 Roller
This is a heavy machine mostly used in compacting and leveling different types of surfaces,
it’s equipped with one or two cylindrical drums that apply pressure on the surface being
worked on. A roller undergoes the following function during construction;

Compaction

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Stabilized mixture has lower maximum dry density than that of un-stabilized soil for a given
degree of compaction. The optimum moisture content increases with increasing binders, what
we need to know is that hydration process takes place immediately after cement comes into
contact with water.

This process involves hardening of soil mix which means that it is necessary to compact the
soil mix as soon as possible.

Figure 7: Compactions using Roller

2.3 PREPARATION FOR CONCRETE CASTING

Introduction

Process of manufacturing of concrete;

Production of quality concrete requires meticulous care exercised at every stage of
manufacture of concrete. It is interesting to note that the ingredients of good concrete and bad
concrete are the same. If meticulous care is not exercised, and good rules are not observed,
the resultant concrete is going to be of bad quality. With the same material if intense care is
taken to exercise control at every stage, it will result in good concrete. Therefore, it is
necessary for us to know the good rules to be followed in each stage of manufacture of
concrete for producing good quality concrete. The various stages of concrete preparation are:

 Steel fixing

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  Formwork preparation
 Dowel bar and Tie bars design
 DPM placing
 Installing concrete spacer blocks
 Concrete casting
 Compaction
 Finishing
 Curing

2.3.1 Steel Fixing

First of all, Bar is any type of rebar which is used as reinforcement in RCC.in the
construction of Chato rehabilitation of Chato project the bar used was mild steel bar. In steel
fixing we can be able to Calculate of the total Steel required for the construction of a
structure. We use steel to make concrete to be reinforced and for tension requirements. But
how much steel required for constructing 1.2Km of Chato rehabilitation project?

The bars are organized for each structural units (Beams or columns or slabs or footings etc.)
and detailed list is prepared which specifies the Bar location (Bar in footings, slabs, beams or
columns), Bar Marking (to identify the bar in accordance with the drawing), Bar Size (length
of the bar used), Quantity (No. of Bars used), Cutting length.

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 Figure 8: Steel bars
We were required to know the following before proceeding on

 Standard length of the steel bar which is

 Weight of the bar for length of

Where = diameter of bar

In construction we used different bars of diameter and diameter.
If length of bar is 12m with 12mm diameter then

Therefore;
For the length of

For the length of

 Density of steel which is 7850Kg/m3

TOOLS AND MACHINERY

 Grander
 Steel bars of 12mm
 Binding wire
 Tape measure
 prier

2.3.2 Concrete Formworks

Materials used for the construction of concrete formwork range from traditional materials
such as wood, steel, aluminum, and ply- wood to nontraditional materials such as fiberglass.

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Wood products are the most widely used material for formwork. The objective of this section
is to introduce wood as an important material for formwork.

Forms should be properly aligned, clean, tight, adequately braced, and constructed of
materials that will impart the desired off-the-form finish to the hardened concrete. .The forms
should be straight and free from warping and have sufficient strength to resist concrete
pressure without deforming. They should also be strong enough to support any mechanical
placing and finishing equipment used. Forms should be made for easy removal so as to
minimize damage to the concrete

TOOLS AND MACHINERY USED

i. Marine board
ii. Steel sheet
iii. Nails of 3”, 5”
iv. Nail hammer
v. Timber 2 by 4
vi. Grander machine
vii. Drilling machine
viii. Steel pegs
ix. Tape measure
x. A rope

PROCEDURES DEVELOPED IN PREPAIRING OF FORMWORK

a) A tape measure was used to measure a distance of 380cm from the shoulder point
followed by inserting of a steel peg to the obtained point. After every 10m a distance
of 380cm from a shoulder points was measured.
b) A rope was used to align all points in a straight line.
c) Again a tape measure was used to measure 20cm on a marine board.
d) A grinding machine was used to separate the pieces of marine board of interval of
20cm.
e) Drilling machine of a key 20mm was used to drill on a 20cm marine board at 7.5cm
which act as cover. The interval between one hole and the other was kept to be 50cm;
these holes are used in inserting of dowel bars.
f) Assembling of marine board and timber of 2’’ by 4’’ (5cm X 10cm), one of the
timbers was at the top and the other at the bottom, a nail of 3” was used to assemble.

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 g) The assembled are aligned outside of the rope followed by fixing of downward timber
into the ground (C1) by using concrete nails of 5”

Figure 9: Formworks installations

2.3.3 Designs of Dowel Bars

 Dowel bars design

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 These are short steel bars that provide a mechanical connection between slabs without
restricting horizontal joint movement. They increase load transfer efficiency by
allowing the leave slab to assume some of the load before the load is actually over it.
This reduces joint deflection and stress in the approach and leave slabs. Dowel bars
are used for Transverse Joints. Dowel Bar spacing is designed for 50cm spacing and
dowel bar length is 50cm. The diameter of the dowel bar is 16mm and slab thickness
is 15cm.Dowel bars has specific location on a slab where according to the design they
are being located at 7.5cm of a slab thickness also the number of dowel bars was 7.

Figure 10: Dowel bars

Dowel bars are usually inserted at mid-slab depth and coated with a bond-breaking substance
to prevent bonding to the PCC, these conduit pipes which have the diameter of 20mm. Thus,
the dowels help transfer load but allow adjacent slabs to expand and contract independent of
one another.

 Tie bars design

Tie bars are either deformed steel bars or connectors used to hold the faces of abutting slabs
in contact. Although they may provide some minimal amount of load transfer, they are not

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designed to act as load transfer devices and should not be used as such; tie bars are typically
used at longitudinal joints or between an edge joint and a curb or shoulder.
Typically, tie bars are about 12mm in diameter and its length is 50cm. spacing of dowel bars
is designed for 50cm from one to another , also has the specific location on the slab where
according to the design they are being located at 7.5cm of a slab thickness also the number of
dowel bars was 9.

Expansion joint

An expansion joint is placed at a specific location to allow the pavement to expand without
damaging adjacent structures or the pavement itself.

Expansion joint

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Construction joint
A construction joint is a joint between slabs that results when concrete is placed at different
times. This type of joint can be further broken down into transverse and longitudinal
construction joints. Longitudinal construction joints also allow slab warping without
appreciable separation or cracking of the slabs.

2.3.4 INSTALATION OF DPM (DAMP PROOF MEMBRANE)

The earth must be properly compacted and made sufficiently damp to prevent the absorption
of water from concrete. If this is not done, the bottom portion of concrete is likely to become
weak. Sometimes, to prevent absorption of moisture from concrete, by the large surface of
earth, in case of thin road slabs, use of polyethylene film (DPM) is used in between concrete
and ground.

Figure 11: Lying of DPM

2.3.5 INSTALLATION CONCRETE SPACER BLOCKS

Concrete is laid in alternative bays giving enough scope for the concrete to undergo
sufficient shrinkage. Provisions for contraction joints and dummy joints are given. It
must be remembered that the concrete must be dumped and not poured. It is also to be
ensured that concrete must be placed in just required thickness of 15cm according to
the design.

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 Firstly, it must be checked that the reinforcement is correctly tied, placed and is
having appropriate cover 5mm from either formwork end.
The joints between planks, plywood’s or sheets must be properly and effectively
plugged so that matrix will not escape when the concrete is vibrated. Where
reinforcement is placed in a congested manner, concrete must be placed very carefully
by labors by spreading the concrete to the other areas where the concrete can’t reach
in small quantity at a time so that it does not block the entry of subsequent concrete.

Figure 12: Spacer blocks

2.3.6.1concrete Casting
It is not enough that a concrete mix correctly designed, batched, mixed and transported;
it is of utmost importance that the concrete must be placed in systematic manner to
yield optimum results. The precautions to be taken and methods adopted while placing
concrete in the under-mentioned situations, is discussed by Placing concrete within
large earth mold or timber plank formwork, the concrete to be casted on site is of class
30 (C30) made up of ratio 1:1.5:1.
For the construction of road slabs, concrete is placed in alternate bays method. The
ground surface on which the concrete is placed must be free from loose earth, pool of
water and other organic matters like grass, roots, leaves etc.
Alternate bay method; This was the method we used to divide the single lane into bays
of 4m and 5m length and construction works was carried out in odd bays of one lane as
shown below,

21
 Figure 13. (a)Concrete casting in alternate bay
Concrete workability;

It’s discussed earlier that the workability of concrete is a complex property. Numerous
attempts have been made by many research workers to quantitatively measure this important
and vital property of concrete. But none of these methods are satisfactory for precisely
measuring or expressing this property to bring out its full meaning. Some of the tests measure
the parameters very close to workability and provide useful information. The following tests
are commonly employed to measure workability. ( a ) Slump Test ( b ) Compacting Factor
Test ( c ) Flow Test ( d ) Kelly Ball Test ( e ) Vee Bee Consist meter Test. The commonly
method test employed in rehabilitation of chato road was slump test

Slump test;

Slump test is the most commonly used method of measuring consistency of concrete which
can be employed either in laboratory or at site of work. It is not a suitable method for very

22
wet or very dry concrete. It does not measure all factors contributing to workability, nor is it
always representative of the placability of the concrete. However, it is used conveniently as a
control test and gives an indication of the uniformity of concrete from batch to batch.
Repeated batches of the same mix, brought to the same slump, will have the same water
content and water cement ratio; provided the weights of aggregate, cement and admixtures
are uniform and aggregate grading is within acceptable limits. Additional information on
workability and quality of concrete can be obtained by observing the manner in which
concrete slumps.

The apparatus for conducting the slump test essentially consists of a metallic mold in the
form of a frustum of a cone having the internal dimensions as under: Bottom diameter 20cm,
Top diameter 10cm Height 30cm and the thickness of the metallic sheet for the mold should
not be thinner than 1.6 mm. Sometimes the mold is provided with suitable guides for lifting
vertically up. For tamping the concrete, a steel tamping rod 16 mm, diameter 0.6 meter along
with bullet end is used.

Figure 14.(b) Slump test

23
2.3.7 Compacting
Compaction of concrete is the process adopted for expelling the entrapped air from the
concrete. In the process of mixing, transporting and placing of concrete air is likely to get
entrapped in the concrete. The lower the workability, higher is the amount of air entrapped. In
other words, stiff concrete mix has high percentage of entrapped air and, therefore, would
need higher compacting efforts than high workable mixes. Insufficient compaction increases
the permeability of concrete resulting in easy entry for aggressive chemicals in solution,
which attack concrete and reinforcement to reduce the durability of concrete
In order to achieve full compaction and maximum density, with reasonable compacting
efforts available at site, it is necessary to use a mix with adequate workability. It is also of
common knowledge that the mix should not be too wet for easy compaction which also
reduces the strength of concrete

The method which adopted for compaction of concrete at the site was compaction by
vibration; needle vibrator petrol was employed. The vibrator may be used vertically,
horizontally or at an angle depending upon the nature of the job. But needle vibrators should
be immersed in the slab at regular intervals.

Figure 15.Vibratory concrete machine

Height of concrete layer
Concrete is places in a thin layer consistent with the method being used to place and vibrate
the concrete. A concrete shall be placed in a thickness of 15cm which resembles to the height
of formwork

24
2.3.8 Finishing
Finishing operation is the last operation in making concrete; Concrete can be finished in
many ways, depending on the intended service use, surface treatment was used as the method
of finishing
This is one of the widely used methods for surface finishing. The concrete pavement slab is
required to be plane but rough to exhibit skid resistance, so is the air-field pavements and
road slabs. Concrete having been brought to the plane level surface, is raked lightly or
broomed or textured or scratched to make the surface rough.
A good concrete floor should have a surface which is durable, non-absorptive, suitable
texture, free from cracks, crazing and other defects. In other words, the floor should
satisfactorily withstand wear from traffic. It should be sufficiently impervious to passage of
water, oils or other liquids. It should possess a texture in keeping with the required
appearance, should be easy to clean and be safe against slipping.

Reasons why we finish by rough surface

i. To reduce friction
ii. Avoid sliding during braking of cars

Brooming should be performed before the concrete has thoroughly hardened, but it should be
sufficiently hard to retain the scoring impression to produce a slip-resistant surface

25
 Figure 16.Finishing
2.3.9 Curing

As we know the hydration aspect of cement. Concrete derives its strength by the hydration of
cement particles, hence the curing facilitate maintaining a satisfactory moisture content and a
favorable temperature in concrete during the period immediately following placement, so that
hydration of cement may continue until the desired properties are developed to a sufficient
degree to meet the requirement of service.

Proper curing is very important for the following reasons

 It ensures that sufficient moisture is retained in the layer so that the stabilizer can
continue to hydrate
 It reduces shrinkage
 It reduces the risk of carbonation from the top of the layer

26
Water curing methods

The curing method was carried at the site was mainly two ways

i. Spraying/Fogging

This is by far the best method of curing as it satisfies all the requirements of curing,
namely, promotion of hydration, elimination of shrinkage and absorption of the heat of
hydration. It is pointed out that even if the membrane method is adopted, it is desirable
that a certain extent of water curing is done before the concrete is covered with
membranes in this method sand are used as wet covering to keep the concrete in wet
condition for a longer time so that the concrete is not unduly dried to prevent hydration.

Figure 17. (a) Fogging curing

a) Wet covering

Membrane curing is a good method of maintaining a satisfactory state of wetness in the

body of concrete to promote continuous hydration, It is also pointed out that the quantity
of water, normally mixed for making concrete is more than sufficient to hydrate the
cement, provided this water is not allowed to go out from the body of concrete. For this
reason, concrete could be covered with membrane which will effectively seal off the
evaporation of water from concrete.

27
Figure 18. (b) Wet Geotextile Covering

28
 CHAPTER THREE
3.1 STORM WATER DRAINAGE DESIGN
The purpose of this publication is to provide information for the planning and hydraulic
design of highway culverts and inlet improvements for culverts. Design methods are included
for special shapes including long-span culverts; detailed information is provided on the
routing of flow through culverts. Guidance and reference sources are furnished for
environmental, safety, structural, economic, and other consideration

3.1.1 Overview of culverts

A culvert is a hydraulically short conduit which conveys stream flow through a roadway
embankment or past some other type of flow obstruction. Culverts are constructed from a
variety of materials and are available in many different shapes and configurations. Culvert
selection factors include roadway profiles, channel characteristics, flood damage evaluations,
construction and maintenance costs, and estimates of service life.

 Shapes
Numerous cross-sectional shapes are available. The most commonly used
shapes, box (rectangular) and circular. The shape selection is based on the cost
of construction, the limitation on upstream water surface elevation, roadway
embankment height, and hydraulic performance.
 Photos of box culvert and circular
 Materials
The selection of a culvert material may depend upon structural strength,
hydraulic roughness, durability, and corrosion and abrasion resistance. The
two most common culvert materials used in construction are concrete material
and plastic material, concrete culverts may also be lined with other materials
to inhibit corrosion and abrasion, or to reduce hydraulic resistance.
 Inlets
A multitude of different inlet configurations are utilized on culvert barrels.
These include both prefabricated and constructed-in-place installations.
Commonly used inlet configurations include projecting culvert barrels, cast-
in-place concrete headwalls, precast or prefabricated end sections, and culvert
ends mitered to conform to the fill slope. Structural stability, aesthetics,

29
 erosion control, and fill retention are considerations in the selection of various
inlet configurations.
The hydraulic capacity of a culvert may be improved by appropriate inlet
selection. Since the natural channel is usually narrow than prefabricated.

3.1.2 Culvert Hydraulics

A complete theoretical analysis of the hydraulics of a particular culvert

installation is time- consuming and difficult. Flow conditions vary from
culvert to culvert and they also vary over time for any given culvert. The
barrel of the culvert may flow full or partly full depending upon upstream and
downstream conditions, barrel characteristics, and inlet geometry.
 Flow Conditions
A culvert barrel may flow full over all of its length or partly full. Full flow in a
culvert barrel is rare. Generally, at least part of the barrel flows partly full. A
water surface profile calculation is the only way to accurately determine how
much of the barrel flows full.
Full flow
The hydraulic condition in a culvert flowing full is called pressure flow. If the
cross- sectional area of the culvert in pressure flow were increased, the flow
area would expand; this is in change in diameter of culvert from 1500mm to
1800mm. One condition which can create pressure flow in a culvert is the back
pressure caused by a high downstream water surface elevation which consists
of different places such as Makumbusho, Mwenge, Mwananyamala etc. and
this is mostly during the rain seasons.
Partially flow

3.1.3 Economics
The hydraulic design of a culvert installation always includes an economic evaluation.
A wide spectrum of flood flows with associated probabilities will occur at the culvert
site during its service life. The benefits of constructing a large capacity culvert to
accommodate all of these events with no detrimental flooding effects are normally
outweighed by the initial construction costs. Thus, an economic analysis of the
tradeoffs is performed with varying degrees of effort and thoroughness
Benefits and Costs

30
 The purpose of a highway culvert is to convey water through a roadway embankment.
The major benefits of the culvert are decreased traffic interruption time due to
roadway flooding and increased driving safety. The major costs are associated with
the construction of the roadway embankment and the culvert itself. Maintenance of
the facility and flood damage potential must also be factored into the cost analysis.by
concluding the box culvert are mostly closetful compared to HDPE pipes.

3.2 BASIC PRINCIPLES OF PIPE FLOW

Pipe flow is the most commonly used mode of carrying fluids for small to moderately
large discharges. In a pipe flow, fluid fills the entire cross section, and no free surface
is formed. The fluid pressure is generally greater than the atmospheric pressure but in
certain reaches it may be less than the atmospheric pressure, allowing free flow to
continue through siphon action. However, if the pressure is much less than the
atmospheric pressure, the dissolved gases in the fluid will come out and the continuity
of the fluid in the pipeline will be hampered and flow will stop
The pipe flow is analyzed by using the continuity equation and the equation of motion.
The continuity equation for steady flow in a circular pipe of diameter D is
…………………………………………………………………………. (I)
Where V=average velocity of flow, and Q=volumetric rate of flow, called discharge

SURFACE RESISTANCE
The head loss on account of surface resistance is given by the Darcy–Weisbach
equation
…………………………………………………………………………. (ii)
Where L=the pipe length, and f=coefficient of surface resistance, traditionally known
as friction factor
By eliminating V- between equation (i) and (ii), the following equation is obtained

The coefficient of surface resistance also depends on the Reynolds number R of the
flow, defined as

Where v=kinematic viscosity of fluid that can be obtained using the equation given by

31
3.2.1 Form Resistance
The form-resistance losses are due to bends, elbows, valves, enlargers, reducers, and
so forth. Unevenness of inside pipe surface on account of imperfect workmanship also
causes form loss. A form loss develops at a pipe junction where many pipelines meet.
Similarly, form loss is also created at the junction of pipeline and service connection.
All these losses, when added together, may form a sizable part of overall head loss.
Thus, the name “minor loss” for form loss is a misnomer when applied to a pipe
network. In a water supply network, form losses play a significant role. However,
form losses are unimportant in water transmission lines like gravity mains or pumping
mains that are long pipelines having no off-takes. Form loss is expressed in the
following form

Or its equivalent form

Where form-loss coefficient. For a service connection,

3.2.2 Transitions
Transition is a gradual expansion (called enlarger) or gradual contraction (called
reducer). In the case of transition, the head loss is given by

Or its equivalent form.

GRADUAL CONTRACTION
A gradual pipe contraction is given by

The contraction angle (in radius) is given by

Transition length of a box culvert from 0+000 to 0+650, then L= 650m

Since the diameter of box culvert is 1.5m, and diameter of drainage pipe is 1.8m

Then,

32
3.2.3 GRADUAL EXPANSION

The gradual expansion of the pipe is given by

Transition length of a box culvert from 0+000 to 0+650, then L= 650m

Since the diameter of box culvert is 1.5m, and diameter of drainage pipe is 1.8m

3.2.4 Pipe Junction

Little information is available regarding the form loss at a pipe junction where many
pipelines meet. The form loss at a pipe junction may be taken as

Where maximum velocity in a pipe branch meeting at the junction.

EQUIVALENT PIPE
In the water supply networks, the pipe link between two nodes may consist of a single
uniform pipe size (diameter) or a combination of pipes in series or in parallel. In
Chato rehabilitation projects pipes were layer in series

Pipes in series
In case of a pipeline made up of different lengths of different diameters........... The
discharge when pipes are in series is given by

3.3 DESIGN CONSIDERATION

3.3.1 Hydrology
Hydrologic analysis involves the estimation of a design flow rate based on
climatological and watershed characteristics. This analysis is one of the most important
aspects of culvert design. Since statistical uncertainties are inherent in hydrologic
analysis, the results of the analysis are not as accurate as the results of the hydraulic

33
 analysis of a culvert. Nonetheless, both of these analyses are required, and the
hydrologic study must be performed first.
A statistical concept often associated with hydrologic analysis is the return period. The
term return period is used when referring to the frequency of occurrence of rare events
such as floods. Mathematically, the return period is the reciprocal of frequency. For
example, the flood which has a 5 percent chance of occurring (frequency) in any given
year also has a return period of 20 years; i.e., 1/0.05 = 20 years. In other words, this
flood event will be exceeded on the average of once every 20 years over a long period
of time. Hence, the 20- year flood event is likely to be exceeded five times during a 100-
year period. These events will be randomly spaced over the 100 years
Considerable study of the use of risk analysis in culvert design has occurred over the
past 10 to 20 years. Risk analysis balances the culvert cost with the damages associated
with inadequate culvert performance. These studies have been fruitful in relating culvert
design to economic theory and in defining the monetary consequences of both over-
design and under-design. The limitations of culvert design based solely on arbitrary
return periods have been duly exposed in the process.

3.3.2 Site data

The hydraulic design of a culvert installation requires the evaluation of a large amount
of data including culvert location, waterway data, roadway data, and the design
headwater. Each of these items and its importance is discussed in the following:
i. Culvert Location
A culvert should ideally be located in the existing channel bed to minimize
costs associated with structural excavation and channel work. However, this is
not always possible; the streambeds were able to accommodate a straight
culvert since the road was straight. When relocating a stream channel, it is best
to avoid abrupt stream transitions at either end of the culvert. The culvert
location shows the natural channel alignment which corrects water in different
parts of Mwenge, Makumbusho etc.

ii. Waterway Data

The installation of a culvert to convey surface water through a highway
embankment significantly constricts the flood plain. To predict the
consequences of this alteration, accurate preconstruction waterway data must

34
 be collected. These data include cross- sectional information, stream slope, the
hydraulic resistance of the stream channel and floodplain, any condition
affecting the downstream water surface elevation, and the storage capacity
upstream of the culvert. Photographs of site conditions are often beneficial

 Cross Sections
Stream cross sectional data acquired from a field survey at the site are
highly desirable. At least three cross sections should be taken to establish
the stream slope, the culvert inlet, the culvert outlet, and the configuration
of the natural channel, the section of the culvert was classified 0+000 to
0+225 was box culvert diameter 1500mm, while from 0+225 onwards
is …….pipe of diameter 1800mm.

CHAPTER FOUR
STORM WATER DRAINAGE AND SHEET PILES
INSTALLATION
4.1 Introduction:
Urban areas around the world are facing increasing challenges related to storm water
management, the rapid expansion of cities, coupled with the intensification of extreme
weather events, has created a pressing need for innovative solutions in storm water drainage.
One such solution gaining prominence is the implementation of underground storm water
drainage systems beneath roadways.

35
Since there were traditional approach to storm water management primarily involves surface-
level channels and structures. However, these methods often fall short in effectively
mitigating the adverse impacts of heavy rainfall, including flooding, erosion, and water
quality degradation. In response to these challenges, engineers and urban planners have
turned to underground storm water drainage systems as a sustainable and efficient approach
to address the demands of modern urban environments.

This field report aims to provide a comprehensive overview of Chato road that has drainage
system beneath it that collect water from Mwenge, Makumbusho,Mwananyamala and
Morroco with a focus on their design, construction, benefits, and real-world applications.

Advantages of a drainage system beneath the road:

 Effective Water Management: It efficiently collects and redirects rainwater,

preventing flooding and waterlogging on the road.
 Improved Road Durability: Drainage systems help extend the lifespan of the road by
minimizing water-related damage, such as erosion and potholes.
 Enhanced Safety: Reduced water accumulation on the road surface decreases the risk
of accidents caused by hydroplaning and slippery conditions.
 Aesthetics: Underground drainage systems are less obtrusive and maintain the visual
appeal of the road.

36
Disadvantages of a drainage system beneath the road:

 Costly Installation and Maintenance: Designing, installing, and maintaining

underground drainage systems can be expensive.
 Complexity: These systems require careful planning and engineering expertise,
making them more complex than surface drainage solutions.
 Potential Clogging: If not properly maintained, underground drains can become
clogged over time, leading to reduced effectiveness.
 Limited Accessibility: Accessing and repairing underground drains can be
challenging and may require road closures or disruption of traffic.
 Environmental Concerns: Improperly managed drainage systems may contribute to
pollution if they transport pollutants directly into water bodies.

4.2 Constructing a drainage system beneath a road involving sheet piling

typically follows these steps:

1. Site Assessment:
Begin with a thorough assessment of the site to determine the optimal location for the
drainage system and identify any potential obstacles.
 Project Duration: The construction process may take longer due to the complexity of
modifying the existing system, causing further disruption to road users.
 Space Constraints: Enlarging the drainage structure require excavation and
modification of the surrounding area, which was challenging in limited space between
the road and adjacent properties, working are was 5m for storm water drainage in
Chato street.
 Traffic Disruption: As with any road construction project, changing the drainage
system may lead to traffic disruptions and detours, which can be particularly
problematic limited space.
 Structural Integrity: Ensuring that the new circular drainage system is structurally
sound and can support the traffic load is critical and may require reinforcement
measures.
 Design and Engineering: Changing the shape of the drainage system requires detailed
design and engineering work to ensure proper water flow and functionality.

37
 Material and Equipment Requirements: The change in structure shape may necessitate
different materials, equipment and machines for construction such as crane,
excavators, and dumpers.
 Cost and Budget: Enlarging the drainage system will likely increase the project's cost,
potentially straining the budget.
2. Sheet Piling Installation:
Install the sheet piling in the trench. Sheet piling is an earth retention and excavation
support techniques that retain soil, using sheet sections with interlocking edges. Sheet
piles are installed in sequence to design depth of 8m where the excavation depth will
be 3m.
Advantages of using sheet piles
 Provide high resistance to driving stresses.
 Can be reused on several projects.
 Long service life above or below water with modest protection.
 Easy to adapt the pile length by either welding or bolting.

Disadvantages of using sheet piles

 Installation of sheet piles is difficult in soils with boulders and cobbles, where
by the desired depth may not reached
 Settlements in adjacent properties may take place due to installation vibration
Materials:
 Sheet Piles: These are the main structural elements used to create the wall. They come
mainly from materials steel.

38
  Interlocks: Sheet piles often have interlocking mechanisms to create a continuous
retaining wall.

Figure 19. Sheet piles interlock

Machines and Equipment:

 Pile Driver: Pile drivers are used to install the sheet piles into the ground. The type of
hammer used is vibratory hammer which drive the sheet piles into the ground.

39
 Figure 20.Vibratory pile hammers

 Crane: This machine is used to handle and position the sheet piles during installation.
They can also extract sheet piles if needed.
 Surveying Equipment: Surveying tools are used to ensure that the sheet piles are
installed at the correct depths and angles according to project specifications.
 Safety Equipment: Personal protective equipment, such as hard hats, gloves, steel-
toed boots, and ear protection, is essential to protect workers during installation.
 Welding machines: Which used to seal the joint between the interlocking piles

Figure 21.Welding sheet joints

40
Installation Steps:

 Site Preparation: Clear the construction site and mark the locations where sheet piles
will be installed.
 Positioning: Use crane to position the first sheet pile section in place.

Figure 22. Crane positioning sheets

 Driving: Use the vibratory hammers pile driver the sheet pile into the ground to the
required depth, where by the interlocks should connect securely with adjacent piles.

 Alignment: Ensure that the sheet piles are installed in a straight line and are properly
aligned with each other.

41
 Figure 23.Sheet piles alignment

 Connecting: Connectors used to join sheet pile sections together, maintaining

structural integrity.
 Continue Installation: Repeat the process by positioning, driving, and connecting
additional sheet pile sections to create a continuous wall.
 Inspection: Inspect the sheet pile wall for proper alignment and integrity to ensure it
meets project specifications.
 Finish: Complete any required finishing touches, such as cutting or welding, as per
the project's design.

42
4.3 THE EXCAVATION OF A STORM WATER DRAINAGE SYSTEM

The first step is to prepare the site by marking the area where the excavation will take place.
This area was approximately 5 meters wide. Since sheet piles are driven into the ground,
interlocked with each other, and form a protective barrier to prevent soil collapse and water
ingress. The depth of the sheet piles was more than 5meters to match the depth of the
excavation.

Once the sheet piles are in place, excavation begins within the confined area. The depth of the
excavation is typically 3 meters; the soil and debris are removed to create the desired storm
water drainage trench.

43
 Figure 24. Excavation of storm water drainage
4.3.1 Excavating a storm water drainage trench in Chato road with beneath flowing
water to change the drainage system presents a unique set of challenges.

 Safety Risks: Working near flowing water can be dangerous. There's a risk of workers
being injured, or trapped. Safety precautions, including barriers and personal
protective equipment, were crucial.

44
 Figure 25.Safety risks

 Water Flow Control: Managing and controlling the flow of water during excavation is
a significant challenge. This may require temporary diversion and pumps to keep the
work area supportive.

 Access to Work Area: Accessing the work site can be difficult, particularly in adverse
weather conditions when water flow is high.

 Dewatering: In some cases, it was necessary to pump out groundwater to create a dry
work area. This process was being costly and time-consuming.

 Project Delay: Unpredictable factors, such as sudden increases in water flow, can lead
to project delays.

4.3.2 to stop drainage water beneath a road and create a temporary diversion for
working on the drainage system, by the following steps
 Block off Half of the Pipe: To stop the flow of drainage water in one direction, we
temporarily block off the existing pipe. This was done by using plugs, barriers, and
ensured it’s sealed securely to prevent water from flowing through.

 Create a Hole to the Side: A hole or trench was created to the side of the road where
the drainage system is located. This hole was large enough to accommodate the PVC
pipe and allow for proper drainage once the excavation and installation of drainage
pipes are complete.

45
 Figure 26. Drilling a Hole

 Installation of PVC Pipe: PVC pipe was placed in the hole that we've created. This
PVC pipe will serve as a temporary diversion channel for the drainage water. We
make sure it's properly connected and sealed.

 Direct Water Forward: We position the PVC pipe so that it directs the drainage water
away from the work area and towards a suitable discharge point, another part of the
drainage system.

 Secure the PVC Pipe: We ensure the PVC pipe is securely in place and well-
supported to prevent any accidents or leaks.

 Work on the Drainage System: With the drainage water temporarily diverted, we
proceed with the necessary excavation and installation of drainage pipes for each
chain age.

46
Figure 27. Temporary diversion

47
4.4 INSTALLATION AND LYING DOWN OF STORM DRAINAGE
PIPES

Laying down plastic storm water drainage pipes beneath a road with a diameter of 1.8
meters involves a construction process designed to manage and redirect storm water to
prevent flooding and damage to the road. Here are the basic steps:

 Planning and Design: Since project begins with careful planning and design, taking
into account the drainage requirements of Chato road, the volume of storm water
expected, and the necessary slope for efficient water flow.

 Installation of Pipe: Plastic storm water drainage pipes with a 1.8-meter diameter are
placed within the trench. These pipes are typically made of high-density polyethylene
(HDPE) or similar materials, which are durable. In this process Excavator are much
used for handling and placing sections of drainage pipes.

48
 Figure 28. Storm water pipe installation

 Bedding Material: A layer of bedding material sand is added at the bottom of the
trench so that to provide stability and support for the pipes.

Figure 29. Backfilling bedding material

 Proper Sloping: The pipes are laid with the proper slope to ensure that storm water
flows efficiently towards the designated discharge point, here surveying and
measuring tools are used.

49
 Figure 30. Auto level in slope alignment

 Connection and Joints: Pipes are connected using specialized fittings and sealed with
gaskets to prevent leakage at the joints.

Figure 31.Pipe joints

50
To establish a concrete joint between a square concrete pipe and a plastic
circular pipe for storm water drainage, you can use a combination of materials
and methods. Here's a general process:

 Prepare the Pipes: Ensure that both pipes are clean and free from debris, dirt, and
moisture.
 Select the Appropriate Materials: You will need a concrete collar or adapter to
connect the square concrete pipe to the circular plastic pipe.
 Concrete Collar Installation: Place the concrete collar or adapter over the end of the
square concrete pipe, this placing of concrete structure in form of collar around the
join helps to provide support, protection and secure connection.
 Curing Time: We allowed the concrete to cure and gain strength, this is important to
ensure the joint is strong and durable.

Backfilling around storm water plastic pipes that are buried 3 meters deep and located
between retaining structures sheet piles, requires careful planning and execution to ensure the
stability and integrity of the system. Here's an overview of the process

 Layering Backfill: We begin backfilling in layers around the pipes, compact each
layer to the specified compaction density to minimize settling over time and provide
adequate support to the pipes.

 Tamping and Compaction: Mechanical compaction equipment was used to compact

the backfill layers. This ensures that the soil is densely packed, providing support and
reducing the risk of settlement that can damage the pipes.

51
 Proper Compaction Methods: Appropriate compaction methods and equipment were
employed, vibratory rollers and plate compactors used to achieve the required
compaction density.

 Backfill in Small Lifts: Backfill in small lifts or layers, each of which should be
compacted before adding the next layer. This approach was helping to prevent air
pockets and provides uniform support around the pipes.

 Final Grading: Once the pipes were completely surrounded by backfill material, the
final grading was performed to ensure the surface of the trench is level and matches
the surrounding terrain.

Figure 4:4:5 Backfilling and compaction

52
 CHAPTER FIVE
CHALLENGE BENEFIT AND REFERENCE

5.1 CHALLENGES DURING INDUSTRIAL PRACTICAL TRAINING

In any work or any things which a human being done in this world challenges should
be there. In order to increase the thinking capacity and move from one place to
another in technological and information skills become more creative we should
accept those challenges.
We face environmental problems such as rainfall which cause the job to be more
difficult and stop for some days. Also the soil was very weak and most sandy which
causes back fill of crushed stones as road bed to be deep and it cost more money.

5.2 BENEFIT OBTAINED FROM THE TRAINING

The industrial practical training program has given me a lot of benefits;
 It has taught me on how to interact with other people in work.
 It has introduced me to the real working environment.
 It helped me to apply the knowledge I have got in college to solve various problems.
 It has helped me to know many things more practical.
 It has given me confidence to solve practical problems on my own.

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 REFERENCE

 Central material laboratory manual

 From Eng. Emmanuel explanation.
 Tanzania pavement and material design manual

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