Test Report Final

Industrial Training Report

i

PREFACE

Industrial Training program conducted by Industrial Training Division of Faculty of

Engineering, of University of Moratuwa, in collaboration with National Apprentice and

Industrial Training Authorities an important part of the B.Sc. Engineering Honors Degree

Program. It is a great opportunity for undergraduates to obtain a practical knowledge on

theories they have learned. This report contains my own experience and knowledge gained

during 24 weeks of eventful training period.

I was assigned to the Mäga Engineering (Pte) Ltd. for the training. During my training period

from 17/05/2012 to 01/11/2012, I was able to train at Mirijjawila Highway laboratory, in a

road and bridge construction site and in Siribopura interchange at Hambantota. Furthermore I

visited the concrete and asphalt batching plants in order to learn about the processes there.

This report consists of three chaPters. The first chaPter is the introduction to the training

establishment. It provides a brief description about Mäga Engineering (Pte) Ltd, its

performances, strengths and weaknesses etc. The second chaPter describes my training

experience including assigned duties, tests conducted, work done at laboratory and site, lab

equipment and chemicals used, etc. Final chaPter is the conclusion which contains my

comments on this program and suggestions to improve the program.


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ACKNOWLEDGEMENT

Industrial Training program was a great opportunity which I acquired in order to enhance my

practical knowledge. During this period I gathered a lot of knowledge and experience by

working with experts. Therefore, I personally owe many personnel and I consider this as an

opportunity to appreciate all of them for their kind guidance.

First of all, I would like to express my appreciation to Eng. N.A. Wijeyewickrema, Director,

Training Division of Faculty of Engineering at University of Moratuwa for his kind guidance.

I would like to convey my gratitude to Dr. Indika, coordinator for Industrial training of

Department of Material Science & Engineering, University of Moratuwa for his kind advices.

And also I would like to convey my gratitude to all the officers of National Apprentice and

Industrial Training Authority (NAITA) for their collaboration for the success of this program.

I gratefully acknowledge the Managing Director of Mäga Engineering (Pte) Ltd, Mr. M. G.

Kularathne, Director (Highway and Bridges), Mr. G. V. S. K. Kumarasiri, Project Manager,

Eng. Kanchana Jayasinghe and Project Manager, Eng. K. H. R. Lakmal, for giving this

valuable opportunity to train under the roof of this leading construction company. I also wish

to express my sincere thanks to the Material Consultant Dr. Franando, Material Engineer Mr.

Indunil Kumara, Senior Material Technician Mr. Sudam Surendra, Other Lab technicians,

Lab helpers and other staff of Mäga Engineering (Pte) Ltd. I specially thank Material

Engineer of Road Development Authoroty, Mr. Jayarathne, who helped me to widen my

knowledge by sharing his knowledge in construction materials testing methods.

I also wish to express my sincere thanks to the Site manager Mr. K. W. P. Renuja, Site

engineer Mr. Thisara Pathirage, Structural engineer Mr. Isitha Lokukodikara, technical

officers,foremen, Concrete batching plant manager, Other staff officers, sub-contractors and

labour of Siribopura Interchange project for their friendliness and kind help during my

training period in that site.

My special thanks are due to Mr. Dimuthu Kumara, Material technician atHighway

laboratory, and Dinesh, lab helper at Highway Laboratory, theyhelpedme to make my asphalt

mix design a success.


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Contents CHAPTER 01 ......................................................................................................................................... 1

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

1.1 Maga engineering (Pte) Ltd. ..................................................................................................... 1

1.1.1 Vision ................................................................................................................................. 1

1.1.2 Mission ............................................................................................................................... 1

1.1.3 Quality Policy .................................................................................................................... 1

1.2 History of Mäga Engineering (Pte) Ltd. ................................................................................... 2

1.3 Main Functions of Mäga Engineering (Pte) Ltd ....................................................................... 3

1.4 Sub Functions of Mäga Engineering (Pte) Ltd ......................................................................... 3

1.4.1 Concrete Batching Plants ................................................................................................... 4

1.4.2 Asphalt Plants and Pavers .................................................................................................. 4

1.4.3 Pre-cast concrete yard ........................................................................................................ 4

1.4.4 Central Workshop .............................................................................................................. 4

1.4.5 Scaffolding leasing section ................................................................................................ 5

1.5 Organizational Structure and Hierarchical Levels .............................................................. 5

1.6 Performances of Mäga Engineering (Pte) Ltd .......................................................................... 6

1.7 SWOT Analysis of Company ................................................................................................... 7

1.7.1 Strengths ............................................................................................................................ 7

1.7.2 Weaknesses ........................................................................................................................ 7

1.7.3 Opportunities for improvement .......................................................................................... 7

1.7.4 Threats for survival ............................................................................................................ 8

CHAPTER 02 ......................................................................................................................................... 9

2. TRAINING EXPERIENCE ............................................................................................................ 9

2.1 Training at highway laboratory-mirijjawila .............................................................................. 9

2.1.1 Soil 10

2.1.1.1 Wash and Gradation .................................................................................................. 10

2.1.1.2 Atterburg Plasticity Index (PI) .................................................................................. 11

2.1.1.3 Moisture – Density relation of soils (Proctor compaction test) ................................ 13

Test Procedure .......................................................................................................................... 14

2.1.1.4 Califonia Bearing Ratio (CBR) ................................................................................. 16

2.1.1.5 Dynamic Cone Penetration (DCP) ............................................................................ 19

2.1.1.6 Field density by sand cone method (In situ density) ................................................. 20

2.1.2 Aggregate ......................................................................................................................... 20

2.1.2.1 Aggregate Impact Value (AIV) ................................................................................. 21


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2.1.2.2 Los Anjalese Abression Value (LAAV) ................................................................... 22

2.1.2.3 Aggregate Gradations ............................................................................................... 23

2.1.2.4 Flakiness Index (FI) .................................................................................................. 23

2.1.2.5 Bulk Specific gravity of aggregate ............................................................................ 24

2.1.3 Concrete ........................................................................................................................... 25

2.1.3.1 Production of Concrete ............................................................................................. 25

2.1.3.2 Admixtures Use Flyover Concrete Batching Plant ................................................... 27

2.1.3.3 Concrete Testing. ...................................................................................................... 28

2.1.4 Bitumen ............................................................................................................................ 32

2.1.4.1 Ductility of the bitumen ............................................................................................ 32

2.1.4.2 Penetration of the bitumen ........................................................................................ 33

2.1.4.3 The softening point of the bitumen ........................................................................... 34

Figure 2.22 – Ring and Ball Apparatus ................................................................................. 35

2.1.5 Asphalt ............................................................................................................................. 35

2.1.5.1 Production of Asphalt ............................................................................................... 36

2.1.5.2 Asphalt Testing ......................................................................................................... 37

2.1.5.2.1 Bitumen Extraction Test ............................................................................ 37

2.1.5.2.2 Marshall tablets making by Marshall Compactor and test specific gravity,

flowability and stability ............................................................................................ 38

2.1.5.2.3 Testing Specific Gravity, Stability and Floability ...................................... 38

2.1.5.2.4 Core cutting Test ........................................................................................ 40

Figure 2.27 – Core cutter .......................................................................................... 40

2.1.6 Asphalt Mix Design ......................................................................................................... 40

2.1.6.1 Average gradations of my design .............................................................................. 41

2.1.6.2 Maximum Theoretical Density (Gmm) Test ............................................................. 42

2.1.6.3 Marshall Making Procedure ...................................................................................... 43

2.2 Training at siribopura interchange project. ............................................................................. 44

2.2.1 Introduction ...................................................................................................................... 44

2.2.1.1 Project Details ....................................................................................................... 44

2.2.2 Duties at the Site .............................................................................................................. 46

2.2.3 Road construction ............................................................................................................ 46

2.2.4 Structural Works .............................................................................................................. 52

2.2.4.1 Formworks ................................................................................................................ 52

2.2.4.2 Reinforcement ........................................................................................................... 53

2.2.4.3 Drain construction ..................................................................................................... 54

CHAPTER 03 ....................................................................................................................................... 55


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3. CONCLUSION ............................................................................................................................. 55

LIST OF ABBREVIATIONS..............................................................................................vii

REFERENCES......................................................................................................................ix


vi

List of Figures

Figure 1.1 – Organizational structure of Mäga Engineering (Pte) Ltd. .................................................. 6

Figure 2.1- Highway Laboratory ............................................................................................................ 9

Figure 2.2 – Sieve analyze test apparatuses .......................................................................................... 10

Figure 2.3 - Graph of passing vs. sieve size .......................................................................................... 11

Figure 2.4 - Liquid limit device ............................................................................................................ 11

Figure 2.5 – Graph of number of blows VS avg. Moisture content ..................................................... 12

Figure 2.6 – Example Graph of avg. Moisture content Vs Dry Density ............................................... 15

Figure 2.7 – Doing a CBR test (left), A CBR mould (right) ................................................................. 16

Figure 2.8 – A soaking tank .................................................................................................................. 17

Figure 2.9 – A CBR tester ..................................................................................................................... 18

Figure 2.10 – Graph of penetration Vs force ........................................................................................ 18

Figure 2.11 – Dynamic Cone Penetrometer .......................................................................................... 19

Figure 2.12 – Aggregate Impact Tester ................................................................................................ 21

Figure 2.13 – LAAV Machine .............................................................................................................. 22

Figure 2.14 – Production process of ready mix concrete ...................................................................... 26

Figure 2.15 – Arrangement of the Batching plant (left), Plant operating unit (right) ........................... 27

Figure 2.16 – Standard test mould and tools (left), Casting a test cube (right) ..................................... 29

Figure 2.17 – compression strength testing machine ............................................................................ 30

Figure 2.18 – Digital display of compression strength testing machine ............................................... 30

Figure 2.19 – Slump test apparatus (left), measuring the slump (right)................................................ 31

Figure 2.20 – Water bath ...................................................................................................................... 32

Figure 2.21 – Bitumen Penetrometer .................................................................................................... 33

Figure 2.23 – Mirijjawila new asphalt plant (left), cold bins and bitumen tanks (right) ...................... 36

Figure 2.24 – Bitumen Extractor........................................................................................................... 37

Figure 2.2 – Marshall Compactor ......................................................................................................... 38

Figure 2.25 – Buoyancy balance ........................................................................................................... 38

Figure 2.26 – Marshall Stability Tester ................................................................................................ 39

Figure 2.26 – Siribopura Flyover .......................................................................................................... 44

Figure 2.30 – Organizational structure of Siripobura interchange project ............................................ 45

Figure 2.31 – A typical road section ..................................................................................................... 47

Figure 2.32 – A typical cross section of road ....................................................................................... 47

Figure 2.33 - Watering a sub base top of a road section ....................................................................... 49

Figure 2.34 - Laying and leveling embankment on a road section ....................................................... 50

Figure 2.35 - Doing a sand cone test on a compacted ABC surface ..................................................... 50

Figure 2.36 - Laying ABC on a sub base top and leveling .................................................................. 50

Figure 2.37 - Applying the prime coat on a cleaned ABC surface ....................................................... 51

Figure 2.38 - Laying an asphalt layer on a prime coated ABC surface ............................................... 51

Figure 2.40 - GI pipe, form tie, P cone arrangement in the formwork ................................................. 53

Figure 2.41 – Arrangement of U drain .................................................................................................. 54


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List of tables

Table 2.1 - Table for calulate LL and PL................................................................................13

Table2.2 - Soil Compaction Data............................................................................................16

Table2.3 - Specific ranges of ABC gradation..........................................................................23

Table2.4 - Average Gradation Results.....................................................................................41

Table2.5 - Aggregate Blend and JMF......................................................................................42

Industrial Training Report-Intoduction to Training Establishment

1

CHAPTER 01

1. INTRODUCTION TO TRAINING ESTABLISHMENT

1.1 Maga engineering (Pte) Ltd.

Mäga Engineering (Pte) Ltd, having its vision as “To be the most competitive construction

company in Sri Lanka”- is one of the leading construction companies reputed for quality

construction, timely completion and best customer satisfaction. No doubt that Mäga

Engineering (Pte) Ltd is equipped with the very modern techniques and all kind of

sophisticated equipment, comprising not only born – dexterous and adroit board of

administrative panel, but also dedicated, highly motivated, and vibrant workforce. Even

though Mäga Engineering (Pte) Ltd is established in 1984, with in a very short period of time

a fabulous reputation has been achieved for its quality construction work by satisfying

national and international standards for the best affordable price in the competitive market.

Each and every project which was handled by Mäga Engineering (Pte) Ltd had able to stand

the test of time, make an invincible impression for those who dealt with premier construction

work. Therefore, it has every valid reason to be the “Saga of quality constructions.” Thus all

valuable effort of adroit administrators, innovative professionals, high quality controlling

activities, assurance of the workers safety and health care, use of sound material, high

technical equipment pave the way for Mäga Engineering (Pte) Ltd to acquire ICTAD Grade 1

status under registration number M- 0209, in the category of Buildings, Highways, Bridges,

Water Supply and Drainage.

1.1.1 Vision

To be the most preferred and the best professional construction contractor in Sri Lanka

1.1.2 Mission

To provide the highest quality construction at a competitive price, within a specific time

frame, using superior technology and dedicated professional service.

1.1.3 Quality Policy

Mäga Engineering (Pte) Ltd. is dedicated to provide quality products and services satisfying the needs

and expectations of each customer with a creative, self-motivated and dedicated team united under a

rewarding and healthy environment ensuring continual improvement in an environment friendly

manner.

Industrial Training Report –Intoduction to Training Establishment

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1.2 History of Mäga Engineering (Pte) Ltd.

Mäga Engineering (Pte) Ltd was incorporated under the Companies Act. No. 12 of 1982 on

2nd December 1983 as a Private Limited Liability Company and was registered at that time

under the name “Chandaranayake and Company (Private) Limited” to carry on the business

mainly on construction of buildings, and other civil, electrical & mechanical engineering

works. Eventually, on 17th October 1989, name of the company was changed to MAGA

Engineering (Pte) ltd.

Since then, vibrant courage, sheer determination and quality management skills with

exemplary leadership of the present Managing Director Captain M.G. Kularatne has paved

the way for Mäga Engineering (Pte) Ltd to acquire the well-established position in current

highly competitive construction field, inspiring clients and developers, while keeping their

confidence towards company unchanged for long period. Mäga is now proudly listed as M1

contractor for the categories of Building construction, Highway and bridge construction and

Water supply and drainage works under the National Registration and Grading of

Construction Contractors by the Institute of Construction Training and Development.

Acquiring of remarkable achievements such as Winner of IFAWPCA Gold Medal and

ICTAD award for construction excellence, ISO-9002 quality certificate for construction

demonstrates the progress and growth of the company over brief history. Currently Mäga has

successfully completed more than one hundred fifty major projects in different kinds of

applications such as administrative buildings, residential and apartment complexes, factories,

hotels, hospitals, educational buildings, hydro-power / water supply systems, roads, and

bridges. This list also includes miscellaneous projects like Sugathadasa Indoor Stadium &

Swimming Pool Complex Project, Service Station at Alexandra Place, Colombo Airport New

Runway & Airport Civil Works Circuit bungalow at Samanalawewa, Dry Port for IWS

Logistics at Wattala, and Residence for Japanese Ambassador in Sri Lanka. As a proud

company being totally Sri Lankan, Mäga is blessed to undertake foreign construction projects

and over twenty projects were successfully completed specially in Maldives. Foreign projects

completed by Mäga includes bulk cement import terminal, sea wall and break water projects,

coastal fisheries projects, port development projects, buildings for medical research center,

and telecommunication development projects.


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1.3 Main Functions of Mäga Engineering (Pte) Ltd

As a M1 graded construction company, Mäga has the capability, strength, potential, and

confidence to undertake various kinds of contracts such as administrative buildings,

residential and apartment complexes, factories, hotels, hospitals, educational buildings,

hydro-power / water supply systems, roads, and bridges – not only in Sri Lanka, but also at

over-seas as well. As ISO-9002 quality certified company, Mäga Engineering (Pte) Ltd

maintains the specific regulation in administration, documentation, and construction field.

Huge number of awards obtained for the completed projects by Mäga Engineering (Pte) Ltd

demonstrates the invincible improvement and success during its short period at construction

field.

Further, Mäga Engineering (Pte) Ltd. is recognized as the 27th most respected business entity

in Sri Lanka by LMD, and Mäga Engineering (Pte) Ltd. is the only construction company to

get the titled at the list.

1.4 Sub Functions of Mäga Engineering (Pte) Ltd

Mäga Engineering (Pte) Ltd, which is functioning as M1 graded Construction Company, is

fully equipped with latest constructional technology and knowledge, materials, machines,

equipment, and plants. As a construction contractor, Mäga Engineering (Pte) Ltd has the

privilege of owning concrete batching plants, asphalt plant, pre-cast concrete yards,

mechanical workshops, and scaffolding leasing section.

Apart from only being a construction company, Mäga Engineering (Pte) Ltd has widened its

application to the Civil Engineering and Construction Materials Engineering fields by

stepping in to consulting, designing and developers sections. Maga Engineering (Pte) Ltd has

incorporated its fully owned subsidiary - Maga Developments Lanka (Pte) Ltd., to create a

new revolution in the construction field by providing high quality up-market luxury

residential apartments, through its in-house expertise in architectural & structural design and

advanced construction techniques. Mäga Engineering (Pte) Ltd is now strengthened with its

ablest design division and consultancy divisions, enabling the company undertake even

design & build contracts.


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1.4.1 Concrete Batching Plants

Supply of quality ready-mixed concrete and timely transport it to construction sites are most

important tasks when any construction activity is concerned. Therefore, Mäga concrete

batching plants, situated at Rajagiriya, Galle, Gampola, Unawatuna, Kelaniya, and Horana

fulfill those requirements not only to Mäga sites, but also other customers’ orders. Using of

sound materials, high-technology at the batching plant, routine test on materials, regular

calibration of machines, quality controlling system in the production process are the main

reasons behind the success of Mäga ready-mixed concrete and customer satisfaction towards

Mäga ready-mixed concrete.

Not only in the production process, but also in the transportation and placing process Maga

presents a quality service to its customers utilizing modern truck mounted concrete pumps,

cleanly maintained agitators, and amiable work forces. In order to enhance the services

provided by Mäga concrete batching plants, company has scheduled to commence a new

batching plant at Ambewela, and currently it is under construction.

1.4.2 Asphalt Plants and Pavers

Mäga asphalt plants situated at Witharandeniya, Homagama, Neboda, Hambanthota, and

Katupotha are equipped with adequate clod stock capacity for bitumen and aggregates, hot

asphalt storage facility, production process comprising dust collectors and filler storage that

enhancing the environment friendly production ensuring healthy atmosphere. Asphalt plants

are also equipped with testing machines and technical officers for continual monitoring

process to ensure that the final product satisfy the specify quality.

1.4.3 Pre-cast concrete yard

With the development of new technologies such as pre-cast concreting, and when huge

demand for pre-cast concreting is prevailing in the market, Mäga has stepped in to that area

as well, utilizing company expertise and experiences in the construction field. Pre-cast

concrete yard, located at the central work shop at Homagama, produce quality pre-cast

concrete satisfying local and international standards.

1.4.4 Central Workshop

Manipulating skillful mechanical and electrical engineers, technical officers, and motivated

work forces, company maintain a central work shop at Homagama to repair machines, power

tools, motors, generators, elevators, cranes, concrete mixers, agitators, vehicles and many

other equipment and plants. Apart from the manufacturing steel structures, trusses, and

frames, and testing for its strength are carried out at the central workshop.


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1.4.5 Scaffolding leasing section

Mäga Engineering (Pte) Ltd. has one of the largest scaffolding stocks, which enable the

company to handle several large scale construction projects simultaneously, without having

any kind of shortage for scaffolding leasing section to undertake the orders from outside the

company sites. Moreover, company now seeks to practice new formwork and supporting

system as “Mivan” where it is already put in to practice at Fairmount Residencies Project.

1.5 Organizational Structure and Hierarchical Levels

Captain M.G. Kularathne acts as Chairman, Managing Director, Director Machinery Plant,

and Director Overseas Projects. Under his leadership and guidance, Major Derrick De Silva

(Director Administration), Mr. M.G. Chandrasekara (Director Finance), Mr. M. Piyadasa

(Director Operations), Mr. C.A. De Silva (Director Engineering - Design & Construction),

and Mr. W.M.S.L.B. Rathnayaka (Director Engineering – Planning & Development) act as

board of directors of Mäga Engineering (Pte) Ltd.


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Figure 1.1 - Organizational structure of Mäga Engineering (Pte) Ltd.


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1.6 PerformancesofMäga Engineering (Pte) Ltd

At present, Mäga Engineering (Pte) Ltd performed as a leading construction company in all

section of Buildings, Highways, Bridges, Water Supply and Drainage. In addition, being

titled as a M1 construction company by ICTAD, Mäga Engineering (Pte) Ltd. has the

strength to undertake all kinds of large scale premier construction projects. Completing over

one-hundred fifty projects successfully, obtaining more than twenty ICTAD awards for

quality constructions, acquiring ISO 9002 certificate, ensuring workers health and safety,

Mäga Team is inspired to experience a boom in the construction field in Sri Lanka.

1.7 SWOT Analysis of Company

1.7.1 Strengths

Not being just a local construction company, ability to undertake foreign contracts, and step

in to design section as well as consultancy section, which illustrate the remarkable

achievement and strength that Mäga has, in comparison with other construction companies.

Born – dexterous and adroit board of administrative panel, skillful and innovative engineers,

technical officers, dedicated highly motivated workforce, manipulating of modern- high

techniques, equipment are the strength of Mäga Team.

Having its’ own concrete batching plants, asphalt plants, crushing plants, pre-cast concrete

yards, and workshops create a huge advantage to the continual progress of the company.

1.7.2 Weaknesses

Deficiency of a piling construction division for Mäga, is a main draw-back in the vision

journey of the company - “To be the most competitive construction company in Sri Lanka.”

1.7.3 Opportunities for improvement

Mainly it is very important and helpful if they can start a piling division in the company.

Then they can survive individually without renting from others anything. When the company

is fully equipped in any type of constructions without any deficiency if helps the company to

being more success. Furthermore the company is able to go to the zenith by getting well

qualified and experienced people to work and giving them reasonable salaries. As a company

it is very important to satisfy their employees in order to get their maximum outputs. Hence

the company should able to satisfy their employees as well as customers.


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1.7.4 Threats for survival

The lack of pilling section can be identified as the one of major treats for the survival of the

company. Further lack of an improved and reputed design section and a consultancy section

also can be identified as future treats. The unsatisfied nature of the middle level staff and

workers, engineers leaving the company and other staff members that is to leave the company

is also treats for the company. Upcoming construction companies can be identified as

external treats for the company.

Industrial Training Report – Training Experience

9

CHAPTER 02

2. TRAINING EXPERIENCE

During my training period I got the opportunity to train in the Highway Laboratory of Mäga

Engineering (Pte) Ltd andFlyover at Siribopura interchange. I got the opportunity to visit

mirijjawia asphalt plant and study about the asphalt batching. Also I did a asphalt binder mix

design for the mirijjawila new asphalt plant. Further I could work full night at readymix

concrete batching plant.

2.1 Training at highway laboratory-Mirijjawila

Figure 2.1- Highway Laboratory

Mäga Engineering (Pte) Ltd is one of the largest construction companies in Sri Lanka. The all

constructions are done in extremely high quality under the supervision QA and QC engineers.

The all QA and QC tests are done at the main Highway laboratory. The main Highway

Laboratory is located at Mirijjawila to where I was assigned first.

The main Highway Laboratory is operated under the supervision of Senior Material

Consultant Dr. Franando. The staff is consisted with the Material Engineer, a Senior Material

Technician, Lab Technicians, Drivers and Lab helpers and also all highway laboratory

equipment are available there.

In this training session the soil, aggregate, concrete, bitumen and asphalt tests were covered.

Also concrete and asphalt batching plants were visited and batching and testing were studied.

Furthermore an asphalt binder mix design was done for Mirijjawila new asphalt plant.


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2.1.1 Soil

Soil is a very important material for all construction processes. In highway constructions, soil

is used as sub grade, embankment, capping layers and sub bases. There are different

properties require for these each types of soil. The soil is excavated from borrow pits. Then

excavated soil is carried into sites and stockpiles are prepared. Then the required properties

are tested at laboratory and sites. Generally following tests are done for the soil samples.

2.1.1.1 Wash and Gradation

Figure 2.2 - Sieve analyze test apparatuses

Test Procedure

Representative sample of about 500 g s of sand should be taken.

Determine the weight of the sample accurately

Wash the sample by using standard sieves and remove the clay particles.

Determine the weight of the sample accurately.

Wash the sample by using standard sieves and remove the clay particles.

Sample is put in an oven and then weighs it again.

Clay content of the soil can be measured from the weight different. (we can get a idea about

the plasticity index from this test)

Clean all sieves to remove the stucked particles.

Weigh all sieves and the pan separately.

Prepare a stack of sieves. Sieves having larger opening sizes are placed above the

ones having smaller opening sizes. Place the pan at the bottom.


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Pour the sand in to the top sieve and place the cover.

Shake the set of sieves well.

Measure the mass of each sieve + retained sand.

Calculate the weight retained and then percentage finer.

Draw graph of sieve size vs. % passing. The graph is known as grading curve.

Figure 2.3 - Graph of passing vs. sieve size

2.1.1.2 Atterburg Plasticity Index (PI)

We can obtain liquid limit, plastic limit and plasticity index of soil from the atterburg

plasticity index test.

Figure 2.4- Liquid limit device

0

10

20

30

40

50

60

70

80

90

100

0.010 0.100 1.000 10.000 100.000

% P

assin

g

Sieve size(mm)

Min % PassingMax


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Test Procedure

300 grams of fine soil sample is prepared before the test the LL and PL.

LL Determination

Liquid Limit device is adjusted to the proper position (exactly above 1cm from the

base).

300g of prepared soil is added on to the glass plate and then sufficient water is added

and the sample is mixed at least 10 minutes.

Mixture is applied inside the cup and it isdivided into two by using the groving tool.

Turn the crank to raise and drop twice per second until two sides groved sample come

in contact for distance of 13mm.

Record the number of blows for above thing is accrued.

Take the 10g of representative sample for the tested sample for determine the

moisture content.

Clean the cup after an each trial and repeat the test 4-5 minimum samples.

Take the weights of the samples and put it in oven and weigh it after drying.

Plot a graph number of blows vs moisture content and mark the moisture content at 25

blows. It is the liquid limit of this soil.

Figure 2.5 -Graph of number of blows VS avg. Moisture content

24.0

26.0

28.0

30.0

32.0

34.0

36.0

10 100

Mo

istu

re c

on

ten

t(%

)

Number of blows

25


13

PL Determination

The 20g of prepared soil mix with water until the mass becomes the plastic enough to

be shaped into a ball.

8-12 grams of moisture soil is formed into a uniform mass roughly elliptical shape.

Samples are rolled by hand, rolling surface with just enough pressure to form

elongated thread as rolling proceeds.

It should have 3mm diameter and 10mm length. Samples add into a container, weigh,

put into oven for getting dry weights.

Repeat for 3 portions of soil.

Table 2.1- Table to calculate LL and PL

Liquid Limit Plastic Limit

Container No. 19 50 14 48 6 40

Number of blows 46 38 29 17

Weight of wet soil

+ container 78.55 80.15 82.65 78.60

52.50 52.15

Weight of dry soil

+ container 69.90 70.55 72.15 68.60

50.15 49.90

Weight of container 37.40 37.55 37.25 37.00 37.05 37.50

Weight of water 8.65 9.60 10.50 10.00 2.35 2.25

Weight of dry soil 32.50 33.00 34.90 31.60 13.10 12.40

Moisture content 26.62 29.09 30.09 31.65 17.94 18.15

PI Value should be lower than 15% for sub bases and it should be lower than 25% for

embankments.

2.1.1.3 Moisture – Density relation of soils (Proctor compaction test)

Compaction of soil is a mechanical process by which the soil particles are constrained to be

packed more closely together by reducing the air voids. Soil compaction causes decreases in

air voids and consequently an increase in dry density. This may result in increase in shearing

strength. Increase the dry density of a soil due to compaction depends on three factors. They

are:

Natural moisture

content W=

% Plasticity Index =

12

%

Liquid Limit LL= 30 % (LL-PL)

Plastic Limit

PL= 18

%


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The compacting moisture content

The amount of compaction (compactive effort)

The nature of soil

In the laboratory, the dynamic compaction test that the proctor compactions test is tested for

determining the moisture – density relationship of soils. This relationship indicates that under

a given compactive effort every soil has optimum moisture content at which the soil attains

maximum dry density.

From the compaction test, the maximum dry density (MDD) and optimum moisture content

(OMC) of the soil is found for the selected type and amount of compaction. The OMC of the

soil indicates the particular moisture content at which the soil should be compacted to achieve

MDD. The MDD in the proctor compaction test lower value indicating weaker soils.

Test Procedure

The soil to be used in the test is first air dried (temperature should not exceeding

60˚C) and passed through a 20 mm test sieve.

It is then mixed thoroughly with a small amount of water and compacted into the

mould in 5 equal layers.

Each layer being compacted by 56 blows of the 4.54 kg rammer dropped through a

height of 450 mm above the soil surface.

The soil is trimmed to the top of the mould and weighed to determine its dry density.

The test is repeated five times with gradually increasing water contents until the

whole of the relevant range of water content has been covered.

Then, the moisture content and the dry density are determined and plot the Dry density –

Moisture content graph. From this graph, the maximum dry density and optimum moisture

content are read out.


15

Figure 2.6 -Example Graph of avg. Moisture content Vs Dry Density

Wet density =Mass of wet soil

Volume of mould

Mass of water = Mass of (wet soil + can) – Mass of (dry soil + can)

Moisture content =Mass of water X 100%

Mass of dry soil

Dry density =Wet density X 100%

(Moisture content + 100)

1.700

1.750

1.800

1.850

1.900

1.950

7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 15.0 16.0

Dry

Den

sit

y(g

/cm

³)

Moisture Content(%)

`


16

Table 2.2- Soil Compaction Data

Wt. Rammer Ht. Drop No.of Layers

No.of Blows per

layer

Wt.

Mold(g)

Vol.

Mold(cm³)

4.5 kg 457 mm 5 56 5056 2124

Test No. 1 2 3 4 5

Wt.of Wet Soil +

Mold g 8981 9293 9467 9445 9384

Wt.of Wet Soil g 3925 4237 4411 4389 4328

Wet Density g/cm3 1.848 1.995 2.077 2.066 2.038

Container No. 106 40 116 51 25

Wt.of Wet Soil +

Container g 326.9 352.4 287.4 300.3 317.4

Wt.of Dry Soil +

Container g 304.5 326.8 262.0 270.1 278.6

Wt.of

Container g 24.7 26.5 23.3 28.1 28.3

Moisture

Content % 8.0 8.5 10.6 12.5 15.5

Dry Density g/cm3 1.711 1.838 1.877 1.837 1.764

Maximum Dry

Density (g/cm3) 1.878

Optimum Moisture Content

(%) 10.8

2.1.1.4 Califonia Bearing Ratio (CBR)

From the CBR testing the bearing ability of the soil can be identified. It is very important in

road constructions.

Figure 2.7 - Doing a CBR test (left), A CBR mould (right)


17

Test Procedure

Sample sieved from 19mm sieve

If the material retained on 19mm sieve, the potion of retained is replaced with

material passing 19mm and retained 4.75 sieve

The representative masses were split 3 equal 6.8 kg samples

Used the optimum moisture content and rammed sample as five layers

10, 30 and 65 blows applied and compacted the each layers (Figure 2.7 left)

Moisture added = (𝑂𝑀𝐶−𝐼𝑀𝐶

100+𝐼𝑀𝐶) × 6800

The two of samples (moisture cups) were weighed and added into oven for determine

the moisture content

After marked the mould volume, mould weight and weight with compacted soil

The samples is soaked in a soaking tank 96 hours (4 days)

Figure 2.8 -A soaking tank

After the 4 days penetration test was done by using the CBR testing machine (44N

load uniformly applied at 0.13mm/min)


18

Figure 2.9 – A CBR tester

Penetration and load values recorded and then calculate the CBR value of tested soil.

Figure 2.10 – Graph of penetration Vs force

CBR Value should be higher than 30% for sub bases, higher than 15% for embankment type

1 and higher than 7% for embankment type 2.

0.00

1.00

2.00

3.00

4.00

5.00

6.00

7.00

8.00

9.00

10.00

11.00

12.00

13.00

14.00

0.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00

Fo

rce /

(kN

)

Penetration / (mm)

10 Blows 30 Blows 65 Blows


19

2.1.1.5 Dynamic Cone Penetration (DCP)

DCP is a popular test that is used to determine the strength of in-situ soils. It is very

widely use in determining bearing capacity of road subgrades.DCP testing can be

performed directly through thin flexible pavements with uncemented aggregate sub layers.

The DCP can also be used to test directly through lightly cemented materials having

unconfined compressive strengths of less than 3000 kPa (440 psi); otherwise, DCP testing

can be performed only after a core containing pavement and other materials exceeding that

strength are removed.

Figure 2.11 -Dynamic Cone Penetrometer

Test Procedure

The steel ruler was attached to the guide foot and placed on the ground to be tested

with cone tip passing through the hole on foot.

Entire apparatus was hold vertically and ruler reading was recorded as the zero

reading

Drop weight was raised to its maximum height and was allowed to drop freely

Ruler reading was recorded at each blow.

As the penetration is larger than 20mm/blow, Test was conducted to the full height of

the rod.

Determination of CBR using Kleyn and Van Heerden chart


20

2.1.1.6 Field density by sand cone method (In situ density)

This test can be used to determine the density of a material with aggregate size less

than 5cm

This test is accurate to certain depth only. If the hole is too deep, test may give

erroneous results

There shouldn’t be any vibration during test

Hole must be dig. So that sand can go to every location freely.

Test Procedure

The ground was prepared for the test by leveling it

Outline of the circle was marked on the ground

A hole was dig in the marked perimeter carefully to avoid disturbing the soil

outside the marking

All loosen soil were collected in to a container

The cone was filled with sand and weighed

The cone was placed on the hole and the valve was released to fill the hole with

free flowing sand

After filling it with sand the valve was closed and weighed the cone and remaining

sand

A sample of soil was tested for moisture content

2.1.2 Aggregate

Aggregate also a very important material for building and highway constructions. Different

sizes of aggregate used for each applications. Normally Mäga Engineering (Pte) Ltd used

aggregates for their constructions from maga-mirijjawila crusher plant. The lots of

constructions are running under Quality Control (QC) conditions. Otherwise constructions

should be done under Quality Assurance (QA) conditions. Anyway QA and QC testing

should be done for aggregate before used it. Generally following tests are done for aggregate

in laboratory.


21

2.1.2.1 Aggregate Impact Value (AIV)

This testing is done in order to identify the impact strength of the aggregate.

Figure 2.12 – Aggregate Impact Tester

Test Procedure

Three test specimens were produced (14mm, 60, 10mm aggregate sizes)

The specimens were dried 105 ± 5 ˚C for period not more than 4 hours and cooled it

to room temperature before testing

25 blows supplied to test specimens for compressing by tempered rod.

Aggregate sample was removed and recorded the net mass, then used same mass for

the 2nd test specimen. (w1).

Impact machine was rested a suitable position and fixed the cup firmly position of the

base of the machine.

Supplied 15 blows from adjust the height of hammer so that its lower face is 380 ± 5

mm above upper surface of the aggregate sample

Removed the crushed aggregate

Whole specimen was sieved from 2.36 mm sieve size mesh.

Weighted the passing materials. (w2).


22

𝐴𝐼𝑉 = 𝑤2

𝑤1𝑋 100%

This value should be lower than 30%.

2.1.2.2 Los Anjalese Abression Value (LAAV)

The abrasion resistance is most important for aggregate as a construction material. Especially

in road constructions, the aggregate usually contact with vehicle tyres. So then occurred a

friction and we want to know about the abression value of aggregate.

Figure 2.13 – LAAV Machine

Test Procedure

First the aggregate samples sieved from suitable sieves (We can use A,B,C and D eny

method)

In our laboratory we used B method. In this method we weighed,

o 19mm passed 12.5mm retained sample = 2500g

o 12.5mm passed 9.5mm retained sample = 2500g

These samples and 11 steel balls added into the rolling drum of the LAAV machine

Start the machine and rotated it 500 revs and then removed the sample and steel balls

After the sample was sieved from 1.7mm sieve

Got the retained sample weight

Calculated the LAAV Value


23

𝐿𝐴𝐴𝑉 𝑉𝑎𝑙𝑢𝑒 = (5000 − 𝑅𝑒𝑡𝑎𝑖𝑛𝑒𝑑 𝑊𝑒𝑖𝑔ℎ𝑡

5000) × 100%

LAAV Value should be lower than 40%

2.1.2.3 Aggregate Gradations

This testing also same to the normal simple gradation test. Test procedure is also same. But

the sizes of sieves are different from other gradations. We did a gradation for aggregate base

coarse (ABC) for mirijjawila crusher plant.

I used 50mm, 37.5mm, 20mm, 10mm, 5mm for gradation in crusher plant site. Smaller than

5mm aggregates were tested in the laboratory by using 2.36mm, 0.425mm, 0.075mm sieves

and pan.

Specific ranges of passing percentages for ABC are following;

Table 2.3- Specific ranges of ABC gradation

Apparatus Size (mm) Spec. Range of cumulative % Passing

50 100

37.5 95-100

20 60-80

10 40-60

5 25-40

2.36 15-30

0.425 7-19

0.075 5-12

2.1.2.4 Flakiness Index (FI)

Flakiness Index test was done for coarse aggregate for identify about the flaky shape. The FI

Value should not larger than 35. Normally we have to do this testing after aggregate

gradation.


24

Test Procedure

The gradation tested sample sieved from using 28mm, 14mm and 6.3mm sieves.

Then following ranges of samples could be obtained.

o 37.5mm – 28mm

o 28mm – 20mm

o 20mm – 14mm

o 14mm – 10mm

o 10mm – 6.3mm

Then we used a metal thickness gauge and pass aggregates through its suitable holes.

It also has 63mm – 50mm and 50mm – 37.5mm holes. But normally ABC samples

have not larger particles more than 37.5mm.

Obtained the passing percentages and weighed initial sample weight

𝐹𝐼 𝑉𝑎𝑙𝑢𝑒 = (𝑤𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑎𝑔𝑔𝑟𝑒𝑔𝑎𝑡𝑒 𝑝𝑎𝑠𝑠𝑖𝑛𝑔 𝑡ℎ𝑟𝑜𝑢𝑔ℎ 𝑔𝑎𝑢𝑔𝑒

𝑖𝑛𝑖𝑡𝑖𝑎𝑙 𝑤𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑠𝑎𝑚𝑝𝑙𝑒) × 100%

Value should not larger than 35%

2.1.2.5 Bulk Specific gravity of aggregate

The ratio of the weight in air of a unit volume of aggregate at a stated temperature to the

weight in air of an equal volume of gas-free distilled water at the stated temperature.

Test Procedure

Aggregate sample divided to 4 groups.

Then the mould was filled from each groups.

Using a tamping rod removed the excess aggregates.

Then weighted the mould with aggregate (w1)

Mould volume (v1)

Mould weight (w)

Loose density = (𝑤1−𝑤

𝑣1)

(Normally ABC aggregate should have value of 1.4 )

This testing was done for sub base, embankments and concrete aggregates.


25

Ten present Finer Value (TFV) and Aggregate Crushing Value (ACV) tests are done at

special cases. Generally we are done above testing only in our laboratory.

2.1.3 Concrete

2.1.3.1 Production of Concrete

Production Process of concrete is consisting of several steps from measuring quantity at the

site to delivering concrete. It is shown in the figure 2.2. Batching process can be done as

fully automated machine. Because of the software problem, now it is operated manually.

Batching plant is consists of three materials storage bins with a capacity of 36m3 to store

river sand, Manufacture sand and coarse aggregates. There is a silo with a capacity of 100

tones to store cement. This arrangement is shown in the figure 2.3.

Aggregates are weighted by manually with the help of pneumatically operated gates.

Weighted materials are transferred to the mixing machine by a conveyer belt. Cement is

transferred through a screw conveyer. Water and chemicals pumped to the mixing chamber

by pumps. Mixing of materials is done for a period of 20 seconds. Half cubic meter of

concrete can be mix at a one batch.


26

Figure 2.14 – Production process of ready mix concrete

Site Incharge Site QS Director Approval Head office

Transport

manager

Plant Manager

Plant Operator

Production of

concrete

Truck mixers

Materials Approved

suppliers

Lab Technician

Batching Plant

Lab

Test Data

Recording

Site

Pouring, Leveling

and Curing Individual

Laboratory

Concrete

Schedule

Original

Copy

Goods Received

Note

Consultant

Approval

Purchasing

Order

Material

Testing

Slump Test

Test cube casting

Slump Test

Test cube casting

Test

Reports

Delivery

Note


27

Figure 2.15 – Arrangement of the Batching plant (left), Plant operating unit (right)

There are various grades of concretes batch in this plant. The operator has to select the

appropriate mix design and do the necessary adjustments to amount of fine/coarse aggregates,

water and chemicals. The mix designs are done at kelaniya main batching plant.

2.1.3.2 Admixtures Use Flyover Concrete Batching Plant

In flyover concrete batching plant they use admixtures to increase initial setting time of

cement, to increase workability (high slump) and decrease slump lost in fresh concrete and

for water proofing purposes. There are two admixtures used for those purposes.

Adcrete

Supercrete

Adcrete

Advantages

Water reducing and retarding admixture

Control rate of set

Improves finishability

Improves Workability

Reduces Water requirement

Reduces Segregation

Increases the strength

Cement Silo

Three Materials

bins

Mixing Machine

Loading Concrete to a

Truck Mixer


28

Reduces Cracking

Reduces Permeability

Dosage: 0.3 to 0.6 liters per 100 kg s of cement.

Supercrete

Advantages

High range water reducing admixture with retarding effect.

Produces highly fluid concrete with extended workability.

Produces flowing concrete with controlled delay of slump loss and extended

workability.

Reduces Segregation and bleeding in plastic concrete.

Reduces porosity, hence permeability of harden concrete.

Reduces concrete placement time and cost

When used as a water reducing agent without cement reduction, it increases strength

by 70% to 100% depending on dosage and concrete mix design.

Dosage: 0.6 to 2.0 liters per 100 kg s of cement.

2.1.3.3 Concrete Testing.

Followings are the tests done at the laboratory for concrete products.

Sieve analysis

Oven dried representative sample of about 500 g s of sand should be taken.

Determine the weight of the sample accurately.

Clean all sieves to remove the stucked particles.

Weigh all sieves and the pan separately.

Prepare a stack of sieves. Sieves having larger opening sizes are placed above the

ones having smaller opening sizes. Place the pan at the bottom.

Pour the sand in to the top sieve and place the cover.

Shake the set of sieves well.

Measure the mass of each sieve + retained sand.

Calculate the weight retained and then percentage finer.

Draw graph of log sieve size vs. % finer. The graph is known as grading curve.


29

Casting test cubes and testing for compressive strength of concrete

Casting test cubes

Figure 2.16 – Standard test mould and tools (left), Casting a test cube (right)

Standard moulds (150mm x 150mm x 150mm), equipment, and tools should be used

to concrete cube casting and inner surfaces of moulds should be oiled.

In some special cases we used (100mm x 100mm x 100mm) moulds.

Sample should be taken after the rotating the agitator well.

Moulds should be placed on a firm level surface.

Moulds should be filled in three equal layers, and each layer should be compacted by

35 blows from the standard tamping rod. Distribute the strokes uniformly over the

cross-section of the mold.

After the compaction, top surface of the cube should be stroke off and trowel to

produce a flat even surface.

Placed a temporary note, indicating the grade, date, identification mark of the

concrete placing point and Truck number, in order to identify the cube.

Specimen should be stored for 24 hours in such a way as to prevent moisture loss and

avoid disturbances and temperature extremes.

After 24 hours, moulds are removed. Details of the attached label are written on the

cubes permanently. Then, cubes are submerged in a water tank.

Strength of concrete is to be tested at 7 days and 28 days.


30

Testing for strength

Figure 2.17 – compression strength testing machine

Measure the dimensions of the test cube and the weight.

Placed the cube in the machine at the center of the stage.

Slowly bring the blocks to bear on the specimenwithout shock until failure

occurs. Apply the load at a constant rate.

Testing machine available at the main laboratory has a digital display. When the dimensions

of the cube entered to the machine at the beginning, it gives the crushing strength of concrete

directly.

Figure 2.18 – Digital display of compression strength testing machine


31

Slump Test

Figure 2.19 – Slump test apparatus (left), measuring the slump (right)

A representative sample should be taken from the concrete batch. It should mix well

before doing the test.

Test must be done as quickly as possible to avoid slump lost.

Dampen the slump cone and place it on a flat, rigid surface.

Hold it firmly in place by standing on the two foot pieces.

Cone should be filled in three layers. Fill the cone 1/3 full and uniformly rod the layer

25 times to its full depth.

Fill the cone with a second layer until 2/3 full by volume and rod 25 times uniformly,

ensuring that the rod just penetrates into the first layer. Fill the third layer in same

manner.

Excess concrete should be Strike off and level with the top of the cone by a screening

and rolling motion of the tamping rod.

Remove spilled concrete from around the bottom of the cone.

The mold should remove immediately from the concrete by raising it carefully in a

vertical direction without lateral or torsional motion.

Keep the slump cone upside down on the plate. Measure the difference between the

height of the mold and the height of the specimen at its highest point to the nearest 6.3

mm. This distance is the slump of the concrete.


32

2.1.4 Bitumen

Bitumen is a most important material used in road constructions. This is the binder material

of asphalt concrete. Testing for bitumen should be done when we the QA and QC road

projects are done. Basically, Ductility, Penetration and softening point of bitumen test, are

done at laboratory. There was a monopoly in Sri Lankan bitumen market. So bitumen tests

can’t affect to change the bitumen. The Flash point of bitumen, these tests also can be done at

laboratory. But generally we did only following three testing.

2.1.4.1 Ductility of the bitumen

This test is done to determine the ductility of distillation residue of bitumen. The ductility

of a bituminous material is measured by the distance in cm to which it will elongate before

breaking when a standard briquette specimen of the material is pulled apart at a specified

speed (5cm/min) and a specified temperature (25°C).

The ductility test gives a measure of adhesive property of bitumen and its ability to stretch.

In flexible pavement design, it is necessary that binder should form a thin ductile film

around aggregates so that physical interlocking of the aggregates is improved. Binder

material having insufficient ductility gets cracked when subjected to repeat traffic loads

and it provides pervious pavement surface.

Figure 2.20 – Water bath


33

Test Procedure

In order to prepare the test sample the sample of bitumen was heated until it melts

The surface of the base plate and two side parts of mold were coated with grease

Melted bitumen sample was poured in to the mold with little excess amount of

bitumen and let it to cool to room temperature

After that it was placed in a water bath of specified temperature

Excess bitumen was removed to have a flat test specimen of 10mm thick

The specimen was attached to the testing machine and removed two side parts of

the mold.

Specimen was pulled apart with a rate of 5cm/min until it breaks

2.1.4.2 Penetration of the bitumen

Consistency of bitumen is measured using the penetration test. In this test a needle with a

specified load is allowed to penetrate the bitumen at specified temperature (25°C) for a

time of 5s.Controlling the temperature is of critical importance. It is necessary to control

the temperature within ± 0.1°C as bitumen very susceptible for temperature.

Penetration of Bitumen is related to viscosity and empirical relationships have been

developed. If penetration is measured over a range of temperatures, the temperature

susceptibility of the bitumen can be established.

Figure 2.21 – Bitumen Penetrometer


34

Test Procedure

Sample container was kept in water bath at 25°C temperature for about 1.5 hrs.

Needle of the penetration apparatus was cleaned and fixed to the apparatus

Needle was brought down to the surface of the bitumen so that it touches the

surface

Penetration value was set to zero at that position

Position for the test was selected so that it was at least 10mm away from the

container and previous test position

Penetration needle was released to penetrate in to the sample. Measuring time was

started at the same time

Needle was stopped by releasing the lock pin at 5s (5 0.1 s).

Penetration was measured in terms of 0.1mm units

Same procedure was repeated to have 3 test results with a maximum penetration

variation of 4.

2.1.4.3 The softening point of the bitumen

Bitumen is a visco-elastic material without sharply defined melting point. They gradually

become softer and less viscous as the temperature rises. For this reason, softening points

must be determined by an arbitrary and closely defined method if results are to be

reproducible. Ring-Ball test is a simple test that remains popular as a consistency test for

measuring softening point.

The softening point is useful in the classification of bitumen, as one element in

establishing the uniformity of shipments or sources of supply, and is indicative of the

tendency of the material to flow at elevated temperatures encountered in service.


35

Figure 2.22 – Ring and Ball Apparatus

Test Procedure

Two bitumen samples prepared in the rings were given for the test

Apparatus was assembled with specimen rings, ball centering guides, thermometer,

and filled with distilled water up to 105mm

Two balls were kept in the water to become to the same temperature

Two balls were placed in the center of the ring

Apparatus was heated uniformly at a rate of 5°C

Temperature indicated in the thermometer at the instant of bitumen surrounded ball

touching the bottom plate was recorded

2.1.5 Asphalt

Asphalt is the most important material mixture, which is used to the road and highway

constructions. Asphalt is made by mixing four different sizes of aggregates, filler and

bitumen at high temperature (more than 150˚C). Basically asphalt divided into two groups

with respect to mix proportions.

1) Binder (relatively high percentage of course aggregates)

2) Wearing (relatively high percentage of fine aggregates)

Because of these percentages, Binder course has a pours and rough surface. Wearing course

has a smooth surface condition.


36

2.1.5.1 Production of Asphalt

There are two asphalt batching plants at Mäga Engineering (PVT) Ltd, Mirijjawila plant. One

of them is the largest asphalt batching plant in Sri Lanka. Nowadays only new plant (large

plant) is used for batching the asphalt. Old one is being repaired.

Production Process of asphalt is consisting of several steps from measuring quantity at the

site to delivering asphalt. It is shown in the figure 2.2. Batching process is done using a fully

automated machine which can be operated manually as well.

Batching plant consists of four materials storage bins to store four sizes of cold bin

aggregates. Aggregates are weighted by electronic system with the help of pneumatically

operated gates. Weighted materials are transferred to the mixing machine by a conveyer belt.

Cement is transferred through a screw conveyer. Water and chemicals pumped to the mixing

chamber by pumps. Mixing of materials is done for a period of 20 seconds. 1.5 Ton of asphalt

can be batch at a time.

There are various mix designs fed to the computer. The operator has to select the appropriate

mix design and do the necessary adjustments to amount of each aggregates and bitumen.

Figure 2.23 – Mirijjawila new asphalt plant (left), cold bins and bitumen tanks (right)


37

2.1.5.2 Asphalt Testing

2.1.5.2.1 Bitumen Extraction Test

Bitumen extraction test was a very important to check the bitumen content of asphalt in

worksite.

Figure 2.24 – Bitumen Extractor

Test Procedure

We carried an asphalt sample from the layering site at paving time.

Then it added to oven to do a bitumen extraction test.

Dried sample and plate of extraction machine 150 ⁰C.

Because it should be same to the paving temperature.

Then the heated sample carried out and put it in to extraction matching as following

figure.

A filter paper is added to the top of the sample to prevent removing the fine aggregate

sample with bitumen.

Started the vibrator and added the petrol for wash and remove the bitumen.

Add the petrol when it removing as the same color. Then stopped the testing and

weighted sample.

Also weighted filter paper.

From using the initial weights, we can calculate the bitumen percentage.

Then the sample was dried in oven.

After dried, it was used for a gradation.

From the result of gradation, we can identify the asphalt sample same or differ with

the designed the asphalt mix.


38

2.1.5.2.2 Marshall tablets making by Marshall Compactor and test specific gravity,

flowability and stability

Figure 2.2 – Marshall Compactor

Asphalt mixture heated 150˚C

Mixture was placed in the mould and spaded with heated spatula 15 times around the

perimeter and 10 times over the top.

The collar was placed and mould was placed on compacting equipment

Applied 75 blows of hammer drops

The mould was removed and replaced again with top side bottom.

75 hammer blows were applied

Base plate was removed and allowed it to cool overnight

Sample was extracted after cooling

Stability and flow were tested using Marshall testing machine

2.1.5.2.3 Testing Specific Gravity, Stability and Flowability

Specific gravity testing was done by using a buoyancy balance (Specific gravity frame)

Figure 2.25 – Buoyancy balance


39

Test Procedure

Stability tester and recorded the stability and flowabilty values. Weighed the tablet in

air = w1 = vdg

Core sample bathed in water tank few minutes

Then weigh the core in water (using buoyancy balance) (w2 = vdg-vρg+x)

Weighed again in air (w3= vdg+x)

Specific gravity = =𝑑

𝜌 =

𝑤1

𝑤3−𝑤2

Stability and flowability test by using Marshall Stability tester. From the marshall

testing we calculated the flowability and stability of asphalt sample.

o Before the stability test the marshalls were heated at 60 ˚C from using a hot

water bath.

o Then the marshall was fixed to the Marshall

Figure 2.26 – Marshall Stability Tester


40

2.1.5.2.4 Core cutting Test

Core cutting was a field testing of asphalt. It was done for check the thicknesses of asphalt

layers and calculates core density.

Normally core cutting was done each 70m on a road. It was done as zigzag type.

Figure 2.27 – Core cutter

Started the motor and adjusting screw rotated down wise. Then the core cutting barrel was

rotated and touches the asphalt layer. Then cut a core sample from the asphalt layer. There

were some water supplied at the bottom of core cutting barrel.

2.1.6 Asphalt Mix Design

I did an asphalt binder mix design for mirijjawila new asphalt plant. Some details of my

design are flowing. All the asphalt testingis covered in this mix design.The main steps of my

asphalt binder course mix design;

1) Individual Gradations

2) Average Gradations

3) Hot bin aggregate gradation and combined grading

4) Specific gravity of aggregate

5) Maximum specific gravity of mixtures


41

6) Mix design data by the marshall method

7) Selection of optimum bitumen content

First I carried different sizes of hot bin aggregetes, filler and bitumen.

Following materials used for asphalt mix design;

Aggregate – (00-05)mm, (05-10)mm, (10-16)mm, (16-20)mm

Filler (quarry dust), Bitumen (grade-60/70)

Then I started gradation for each sample. I did my asphalt binder design in BS standard. So I

used 28mm, 20mm, 10mm, 5mm, 2.36mm, 1.18mm, 0.6mm, 0.3mm, 0.15mm and 0.075mm

sieves for the gradation. Individual gradation is done twice for one aggregate size particles.

Then average gradation prepared by using the results.

2.1.6.1 Average gradations of my design

Table 2.4- Average Gradation Results

Hot bin

No: 01 02 03 04 05

Sieve Size in

mm

%

Passing

%

Passing

%

Passing

%

Passing

%

Passing

28.0 100.0 100.0 100.0 100.0 100.0

20.0 100.0 100.0 100.0 100.0 100.0

10.0 100.0 90.1 24.4 3.1 100.0

5.00 94.5 7.9 1.0 0.2 100.0

2.36 77.0 0.9 0.3 0.1 100.0

1.18 58.8 0.4 0.2 0.1 100.0

0.600 45.4 0.4 0.2 0.1 98.1

0.300 32.3 0.4 0.2 0.1 97.3

0.150 20.5 0.4 0.2 0.1 94.5

0.075 4.3 0.4 0.2 0.1 79.4

After then I calculated an Aggregate proportions for a most suitable job mix formula. My

aggregate blend and combined grading analysis results are following;


42

Table 2.5- Aggregate Blend and JMF

B. Aggregate Blend

No Aggregate

Proportions% 28 20 10 5 2.36 1.18 0.6 0.3 0.15 0.075

1 37 37.0 37.0 37.0 35.0 28.5 21.8 16.8 12.0 7.6 1.6

2 25 25.0 25.0 22.5 2.0 0.2 0.1 0.1 0.1 0.1 0.1

3 20 20.0 20.0 4.9 0.2 0.1 0.0 0.0 0.0 0.0 0.0

4 15 15.0 15.0 0.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0

5 3 3.0 3.0 3.0 3.0 3.0 3.0 2.9 2.9 2.8 2.4

C. Combined

Grading

% Passing 100.0 100.0 67.9 40.2 31.8 24.9 19.9 15.0 10.6 4.1

Then I did the specific gravity testing for aggregates. The test procedures were different for

fine and coarse aggregates.

The bulk specific gravity was tested as earlier method (test-2.1.2.5)

Maximum specific gravity can be calculated two ways. One is only using theory. Another

method is the Gmm Test.

2.1.6.2 Maximum Theoretical Density (Gmm) Test

Test Procedure

The asphalt sample was put into the oven ( at 150 ⁰C)

Then it was reduced as small particles and weighted a sample nearest weight , 900g

(w0 )

Then Gmm flask was weighted (w1)

Weighted it again after adding water (w3)

Then added asphalt sample into the flask and add water more enough. (1 inch more

over the sample).

Before add water got weight flask with asphalt (w)

Then the flask was fixed with vacuum chamber and vibrated the flask and removed air

voids.


43

Then after the removing air voids carefully added water to the flask when it fully fills

up.

Got the final weight of ( water + sample+ flask ) (w3)

𝐺𝑚𝑚𝑣𝑎𝑙𝑢𝑒 = (𝑤 − 𝑤𝑖)

(𝑤2 − 𝑤1) + 𝑤 − 𝑤3

2.1.6.3 Marshall Making Procedure

Measured the 1240g of hot bin aggregate.

Then Aggregates were heated to 150°C

Heated aggregates were poured in to the mixing bowls and 3.5%, 4.0%, 4.5%, 5.0%,

5.5% of bitumen heated to 150°C was also poured in to each of them.

Asphalt and aggregates were mixed well with the mixer for about 2 min

Mixture was placed in the mould and spaded with heated spatula 15 times around the

perimeter and 10 times over the top.

The collar was placed and mould was placed on compacting equipment

Applied 75 blows of hammer drops

The mould was removed and replaced again with top side bottom.

75 hammer blows were applied

Base plate was removed and allowed it to cool overnight

Sample was extracted after cooling

Stability and flow were tested using Marshall testing machine

Then consider about Mix Design Data by the Marshall Method and selected an optimum

bitumen content.

Specification limits for selection of suitable range (for high traffic)

o Marshall Stability (kN) – Not less than 8.0

o Marshall Flow (0.25mm) – 8 to 16

o Air Voids in Mix (%) – 3 to 7

o Voids in Mineral Aggregate (%) – Not less than 13


44

2.2 Training at Siribopura interchange project.

Figure 2.26 – Siribopura Flyover

2.2.1 Introduction

Siribopura interchange project at Hambantota, was the training bay for me from 03/10/2012

to 01/11/2012. It is a 150m flyover, four turns and four circular roads. Also it has an overpass

sub project. The Project Manager is Mr. Kanchana Jayasekara and Site Manager of the site is

Mr. K. W. P. Renuja.

2.2.1.1 Project Details

1. Project -Construction of Siribopura Intrechange at Siribopura, Hambantota.

1. Fundrd By - China Development Bank.

2. Client and Consultant -Road Development Authority (RDA).

3. Main Contractor - CATIC Engineering Co-orporation.

4. Sub-Contractor - Mäga Engineering (Pte) Ltd.

5. Scope of Work -Construction of Flyover, four turns and four

circular roads.

6. Project Estimate - Rs. 1.59 billion.

7. Construction period - 06th January 2007 – 06th July 2008

8. Post tension beams -UTRACON overseas (Pvt) Ltd is a sub-

contractor for Mäga Engineering (Pte) Ltd for

post tensioning the concrete beams.


45

SUPERVISOR

FF

SITE

MANA

GER

SUB

CONTRA

CTOR-

MAGA

PROJE

CT

MANA

GER

SAFTY

OFFICE

R

STORE KEEPE

R

ACCOU

NTS

ASSIST

ANT

SITE

ENGINEER

Road

Works

TECHN

ICAL

OFFICE

R

TECHN

ICAL

OFFICE

R

TECHN

ICAL

OFFICE

R

ASISTA

NT

QUANT

ITY

SURVE

YOR

(Mr.

M.H.O.

D.

Jayaratn

e)

SURVE

YOR (Mr.

Chamin

da Rajapak

sha)

COSTING

OFFICE

R (Mr.

A.H.

Supun prabodh

a)

DRAU

GHTMAN

(Mr.

N.H.D.S.

Premara

thne)

SITE ENGINE

ER

Structura

l Works

FOREM

AN

FOREM

AN

Figure 2.30 – Organizational structure of Siripobura interchange project


46

2.2.2 Duties at the Site

At this site I got the opportunity to get experience in labour handling. Every day, I was given

labour to perform a particular task. I inspected the backfilling of entering ramps, ABC laying,

stock piles and borrow pits. I studied about formworks; reinforcements and surveying when

train in this site. When a concreting is going on it was my duty to test the slump and cast test

cubes.

2.2.3 Road construction

A road is a hard surface made on an embankment for easy transport of goods and passengers

by vehicles. Usually a road connects two stations. In addition to connect two stations it will

have serve a lot of people around the road. A good road should have following

characteristics.

Straight as much of possible

Short as much of possible

Easy curves

Low gradient

Strong foundation

Good sight distance

The road construction is divided in to three categories such as new construction, re-

construction and stage construction. The new construction is meaning that the road is

conducting from initial stage to connect two stations. Any improvements or constructions

work done in already made road is called re-construction. Stage construction that is the

construction works are carried out in stages. These stages are drain, culvert and retaining wall

construction, preparing sub base, base and asphalt constructions.

In Siribopura interchange project is a new construction of road. The work consists of earth

works, backfill, sub bases, ABC laying , asphalt laying, construction of drains, center median,

foot walk, culvert and construction of flyover. In some places the sub base is removed and

filled by specified soil layer. Therefore excavation and filling is carried out in required design

height.


47

Here in this section some road construction works are described,

Back filling

ABC laying

Asphalt concrete laying

Drain construction

A typical road section

Figure 2.31 – A typical road section

Layer thicknesses

Asphalt layer = 50mm or 40mm

ABC layer = 250mm

Sub base layer = 300mm (for a fill) or 350mm(for a cut)

Capping layer = 200mm

Embankment layer = 150mm (any number of layers, depending on the situation)

Cross section of road

Figure 2.32 – A typical cross section of road

binder course

ABC layer

Sub soil 1

Sub soil 2

wearing course

Carriageway

1.1.

m

1.1 m 4.5 m 4.5 m

0. 70 m

0.15 m

2.5

%%

%%

%

Shoulder

Drain


48

Carriageway

The carriageway is the surface of the road on which the vehicles are expected to run.

Carriageway can be single lane, two lanes, four lanes or multi lanes. A traffic lane is defined

for the use of single line of traffic demarcated by lane marking. In our site Overpass of

flyover road has two lanes.

Shoulders

The shoulder width is measured from edge of the carriageway to the edge of the usable

formation free from obstructions. It is used for pedestrians, pedal cyclists and vehicles for

standing.

Drains

Drains are provided for the efficient discharge of storm water that falls into them from the

road surface. The minimum width of drains should be 0.5 m; the cross section may be

rectangular or trapezoidal. There are two types of drains used in our site such as Box drains

and Dish drains.

Center medin

For multilane roads, center medians are required to drive the carriageway to avoid conflicts

of opposing traffic. They also provide refuge for pedestrians crossing the road. For safety

reasons two-way multilane roads should always have medians.

Right of way

Right of way is the total land area used for the road including the reservation for utility

services and any widening in the future.

Cross fall

The purpose of the cross fall is to drain the road surface. The cross fall of the carriageway is

2.5% and footpath is 4%.


49

Backfilling

The road sections at each 20m interval are drawn by the draftsmen (with camber,

super elevation, soil and asphalt layers) including finished levels.

After receiving the drawings and the data sheets, the centerline of the road is

established using the total station machine. Then the offsets for the road edges with 1

or 1.5m off is established.

Using the drawings of the cross sections, the levels of the center and edges of the road

to the embankment top, sub base top or finished level is marked. In accordance with

that, the excavation or filling is done. And leveled using motor graders, watered and

compacted using rollers.

Figure 2.33 - Watering a sub base top of a road section

Then we request for inspection (RFI) from RDA (Consultant). A technician or a

supervisor of RDA with some and equipments of Material Testing Laboratory of

Maga come to the particular place and do a sand cone test at necessary places.

Normally they are doing two tests for each 100m length of a double lane track. Then

they calculate the amount of compaction by calculating the field density as a

percentage of the Maximum Dry Density (MDD) and the moisture content as well.

The moisture content is compared with the Optimum Moisture Content (OMC). If

they are under permissible levels, the next layer can be laid on it.Each and every layer

has to undergo the same procedure.


50

Figure 2.34 -Laying and leveling embankment on a road section

Figure 2.35 - Doing a sand cone test on a compacted ABC surface

Laying ABC is one of the most important works done in the construction of roads and

a great care should be taken while leveling and compacting ABC. That is because the

levels of the ABC layer should be accurate within ± 5mm and the compaction should

have achieved 98% - 100%.

Figure 2.36 - Laying ABC on a sub base top and leveling


51

Then a 50mm binding layer (a type of an asphalt layer) is laid on it after applying a

prime coat. The prime coat is a bitumen layer applied directly on the brushed and

cleaned ABC surface before the asphalt layers. It’s for the purpose of a good bonding

between the ABC layer and asphalt layer.

Figure 2.37 - Applying the prime coat on a cleaned ABC surface

Then another 40mm wearing layer (a type of an asphalt layer) is applied on it.

Sometimes we apply the wearing layer straight away on ABC layer, then it becomes a

50 mm wearing layer. It depends on the consultant of the project or the condition of

the surface of the previous layer (if the layer is applied on a layer which was existing

for a considerable time period, mostly in road rehabilitation projects when laying

asphalt on prevailing asphalt or macadam roads).

Figure 2.38 - Laying an asphalt layer on a prime coated ABC surface


52

2.2.4 Structural Works

2.2.4.1 Formworks

Here I would describe the formwork with referring to the formwork of the culvert. Majority

of the formworks are done in the same way. There are few main areas where I may pay my

attention in formworks. They are;

Plywood boards

P – cones

The way of using boards with GI pipes and form ties.

Normally the plywood boards are of dimensions 2440mm×1220mm and 12mm thick.

We fix 2"×2" wooden parts at the edges of the boards for the convenience of fixing

and to obtain a rigid connection with other boards.

P – cones are a special technique been used in the formworks to maintain a specified

constant spacing within plywood boards and to fix form ties to the board to support or

connect to the GI pipes which are used to align and support the boards along with

pipes and ‘U’ jacks.

Normally the length of a P-cone is 25mm and the length which another thread bar can

be inserted in to it is 15mm. The P-cone consist of a plastic head which is tapering

towards a one end and a thread bar at the other end.

We cut the thread bars which are to be installed in the P-cone arrangement of the

formwork to a specified length. As the length which a thread bar goes inside of a P-

cone is 15mm, we cut the thread bar leaving space for the P-cone as well. Therefore

we reduce 20mm for the two P-cones at the two ends of a thread bar. We use a

conduit pipe to cover the thread bar from concrete. After setting the concrete, we can

remove the thread bar and then those wholes can be grouted.

Figure 2.39 - A real Pcone thread bar arrangement in the formwork


53

We fix the form ties for the part of the thread bar (of the P-cone) which is extending

outwards of the P-cone of the formwork in the way that is shown in the figure. Then

we connect GI pipes for the form ties at the end of the form tie where it has a part of

thread bar and inside the two curved parts of the form tie to make the plywood boards

stiff and interconnected. While fixing form ties, we maintain the continuity of GI

pipes which are connected from inside of the form tie. The other GI pipe which is at

the end of the form tie is to jack the GI pipe, form tie, plywood board arrangement

from outward to control the deflections or movements of the entire formwork which

can be possibly present when the structure is concreted.

Figure 2.40 -GI pipe, form tie, P cone arrangement in the formwork

When there are few plywood boards to be fixed and aligned, we use this form tie GI

pipe arrangement along with long GI pipes which are connecting two or more of those

boards. And this arrangement gives the rigidity for the formwork.

2.2.4.2 Reinforcement

During my training period in my site I got opportunity to study the reinforcements of Slab,

Lift walls, Columns, Shear walls, Stair cases and Guard walls.

Reinforcement is a very important part in a structure. Special attention should pay when tying

reinforcement. Especially when bar benders don’t have the skill to read drawings, continuous

attention is very essential. That is because if a mistake happens it may very difficult to correct

by the time it identify.


54

2.2.4.3 Drain construction

As the road is built, typical drainage system shall be arranged at side of the road to flow the

water of the area. In this project, there are two types of drains are constructed such as

Concrete U drain and Concrete dish drain.

In my training period I had to inspect a concrete U drain. Concrete U drain is a reinforced

concrete structure. Normally, these are constructed at town areas. Because of this wall has

good strength and small space required for section construction than other types of drains

such as random rubble masonry drain and earth drain. If flowing quantity of water is high,

those area should have U drain instant for dish drain, but concrete drain has a high cost for

construction comparing dish drains because of reinforcement and quantity of concrete. In U

drain we were used reinforcement diameter 12 mm, 10mm and 6mm. Height of U drains is

600mm. The opening of U drain is 600mm and 1200mm, therefore has to be changed design

of reinforcement arrangement. The concrete grade 25 N/mm2 is used for constructing U

drains. The typical cross section of U drain is given below.

Figure 2.41 – Arrangement of U drain

Distribution bars

R6/150

Main bar

R10/275mm

600mm 600mm

Industrial Training Report- Conclusion

55

CHAPTER 03

3. CONCLUSION

I was thirst to learn as much as possible throughout my six months training period from the

day of commencement. I received valuable guidelines from my lectures before starting my

industrial training and those were very helpful throughout the training period. Those six

months were very precious for my life as it was the first time which I gained the experience

of a real industrial environment. Furthermore it was a golden opportunity for my life to being

a trainee at a distinguished company in Sri Lanka.

There I gained an opportunity to obtain the knowledge on various fields by various ways.

Furthermore I was able to enhance my knowledge which was gained through my university

life while getting new things to my life. At my training place freedom was given to obtain

the things into my life as could as possible in order to make my six months training period

fruitful.

Finding a proper training establishment which has resources to cover at least few from the

above was not an easy task. Fortunately I could select Maga Engineering (Pvt) Ltd as my

training establishment. As I heard it was very strict and less paying organization for trainees.

But my thirst to learn made me choose Maga.

According to its system they usually work all seven days in the week without caring about

Poya days, weekend holidays or any other public holidays. Leaves are given only three days

per month. At the beginning this was very hard experience. But eventually I got used to it and

accePted it as a blessing, because that was the real practice in most private construction

companies in Sri Lanka. So it was like a trial session before becoming an occupant in this

industry.

There I learned things such as lot of testing about construction materials, asphalt mix designs,

asphalt and concrete batching plants, site experiences and labor handling. I trained nearly

twenty weeks as a materials engineer at Mirijjawila main highway laboratory. I trained under

Material consultant, Dr. Frenando. He is an experienced and best qualified Materials

consultant in Sri Lanka. It was a great opportunity to get train under him. Also I worked

under Materials engineer Mr. Indunil Kumara. He instructed me about new materials testing


56

methods. Mäga Engineering (Pte) Ltd use new testing methods to improve the quality of the

constructions. Therefore I could learn new testing methods rather than old methods.

Generally we have to do testing under quality control conditions. So we had to work with our

consultants, Road Development Authority, Water Board and etc. So I have to deal with Mr.

Jayarathne, who was a senior experienced material engineer of Road Development Authority.

He also instructed me about the research and development testing of road construction field.

He also advised me about higher studies about the construction materials.

I did an asphalt binder mix design in highway laboratory. All the laboratory staff and helpers

gave me their contribution. Our material consultant Dr. Fernando advised me about the

improvement of the design. After the design project manager appreciated me and he guided

to me to do another design for asphalt wearing. Those designs were very important to

improve my knowledge about asphalt materials. I think as material engineers we can improve

the properties of the asphalt by using latex like materials.

Last month I assigned to the siribopura interchange project. I learned about the site testing in

this training location. Also I got an experience as a site engineer in a road site, learned about

field testing, road construction and some structural constructions. Also deal with various

workers and learned about labor handling in a site.

Even though I got a good training at Mäga Engineering (Pte) Ltd, I got to know that some of

my friends got bad experiences. One of a trainee assigned to Mäga Engineering (Pte) Ltd was

resigned from the company after one week. Because their site works were too hard and

running same process and there is nothing new to learn. But I was very lucky to train in a

highway laboratory with all facilities and experienced staff.

Industrial training program conducted by Industrial training division of University of

Moratuwa in collaboration with NAITA is very valuable for the engineering career of an

undergraduate. Assigning academic advisors and their continual inspection on trainees during

the training period is very important. I must thankful to my advisor for his kind advices and

guidance. Submitting four weeks report is very important to continual assessment of training.

I suppose that two or three training periods rather than a one period may more valuable for

have better experience on various material engineering activities, applications and designs.

Because material engineering is a wide field with including polymer, metal, construction

materials, ceramic, composites etc. As a material engineer in construction field, one should


57

have a thorough knowledge on all sections of construction materials such as concrete, soil,

aggregate, bitumen, asphalt etc. But most of the trainees can get experience only in one

section. I haven’t got wide experience about concrete mix design. Anyway I am lucky to

work in complete main highway laboratory and a large road and bridge construction site.

Industrial Training Report- Abbreviations

vii

LIST OF ABBREVIATIONS

Pte – Private

Ltd – Limited

ICTAD – Institute for Construction Training and Development

QA – Quality Assurance

QC – Quality Control

PI – Plasticity Index

LL – Liquid Limit

PL – Plastic Limit

OMC – Optimum Moisture Content

MDD – Maximum Dry Density

IMC – Initial Moisture Content

CBR – California Bearing Ratio

DCP – Dynamic Cone Penetration

AIV – Aggregate Impact Value

LAAV – Los Angeles Abrasion Value

ABC – Aggregate Base Coarse

FI – Flakiness Index

TFV – Ten percent Finer Value

ACV – Aggregate Crushing Value

QS – Quantity Surveyor

JMF – Job Mix Formula

Gmm – Maximum Theoretical Density

Industrial Training Report- Abbreviations

viii

RDA – Road Development Authority

RFI – Request for Inspection

GI – Galvanized Iron

ME – Material Engineer

PM – Project Manager

SM – Site manager

Industrial Training Report- References

ix

REFERENCES

Standard Specifications for Construction and Maintenance of Roads and Bridges

[2nd Edition – June 2009]

http://www.fhwa.dot.gov/pavement/t504027.cfm

http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1496&context=jtrp

http://www.controls-group.com/eng/

http://www.fhwa.dot.gov/pavement/t504027.cfm

http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1496&context=jtrp

http://www.controls-group.com/eng/

Industrial Training Report- Annex

viii

Documents

Test Report Final