Test Report Final

Industrial Training Report 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 Mga 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 Mga 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.
Industrial Training Report 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 Mga 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 Mga 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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Industrial Training Report
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 Mga Engineering (Pte) Ltd. ................................................................................... 2 1.3 Main Functions of Mga Engineering (Pte) Ltd ....................................................................... 3 1.4 Sub Functions of Mga 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 Mga 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 iv

3. CONCLUSION ............................................................................................................................. 55
LIST OF ABBREVIATIONS..............................................................................................vii REFERENCES......................................................................................................................ix
Industrial Training Report List of Figures

Figure 1.1 Organizational structure of Mga 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
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Industrial Training Report-Intoduction to Training Establishment
CHAPTER 01
1. INTRODUCTION TO TRAINING ESTABLISHMENT
1.1 Maga engineering (Pte) Ltd. Mga 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 Mga 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 Mga 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 Mga 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 Mga 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
Mga 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 1.2 History of Mga Engineering (Pte) Ltd. Mga 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 Mga 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. Mga 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 Mga 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, Mga is blessed to undertake foreign construction projects and over twenty projects were successfully completed specially in Maldives. Foreign projects completed by Mga 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.
Industrial Training Report Intoduction to Training Establishment 1.3 Main Functions of Mga Engineering (Pte) Ltd As a M1 graded construction company, Mga 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, Mga Engineering (Pte) Ltd maintains the specific regulation in administration, documentation, and construction field. Huge number of awards obtained for the completed projects by Mga Engineering (Pte) Ltd demonstrates the invincible improvement and success during its short period at construction field. Further, Mga Engineering (Pte) Ltd. is recognized as the 27th most respected business entity in Sri Lanka by LMD, and Mga Engineering (Pte) Ltd. is the only construction company to get the titled at the list.
1.4 Sub Functions of Mga Engineering (Pte) Ltd Mga 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, Mga 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, Mga 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. Mga Engineering (Pte) Ltd is now strengthened with its ablest design division and consultancy divisions, enabling the company undertake even design & build contracts.
Industrial Training Report Intoduction to Training Establishment 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, Mga concrete batching plants, situated at Rajagiriya, Galle, Gampola, Unawatuna, Kelaniya, and Horana fulfill those requirements not only to Mga 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 Mga ready-mixed concrete and customer satisfaction towards Mga 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 Mga 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 Mga 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, Mga 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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Industrial Training Report Intoduction to Training Establishment 1.4.5 Scaffolding leasing section Mga 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 Mga Engineering (Pte) Ltd.
Industrial Training Report Intoduction to Training Establishment
Figure 1.1 - Organizational structure of Mga Engineering (Pte) Ltd.
Industrial Training Report Intoduction to Training Establishment 1.6 PerformancesofMga Engineering (Pte) Ltd At present, Mga 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, Mga 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, Mga 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 Mga 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 Mga 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 Mga, 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.
Industrial Training Report Intoduction to Training Establishment 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
CHAPTER 02
2. TRAINING EXPERIENCE During my training period I got the opportunity to train in the Highway Laboratory of Mga 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
Mga 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.
Industrial Training Report Training Experience 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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Industrial Training Report Training Experience 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.
100 90 80 70
% Passing
60 50 40 30 20 10 0 0.010
0.100
1.000 Sieve size(mm)

Min Max
10.000
100.000
% Passing
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
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Industrial Training Report Training Experience 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.
36.0 34.0
Moisture content(%)
32.0 30.0 28.0 26.0 24.0 10 25 Number of blows 100
Figure 2.5 -Graph of number of blows VS avg. Moisture content
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Industrial Training Report Training Experience 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
Container No. Number of blows Weight of wet soil + container Weight of dry soil + container Weight of container Weight of water Weight of dry soil Moisture content
19 46 78.55 69.90 37.40 8.65 32.50 26.62
Liquid Limit 50 14 38 29 80.15 70.55 37.55 9.60 33.00 29.09 82.65 72.15 37.25 10.50 34.90 30.09
48 17 78.60 68.60 37.00 10.00 31.60 31.65
Plastic Limit 6 40
52.50 50.15 37.05 2.35 13.10 17.94
52.15 49.90 37.50 2.25 12.40 18.15
Natural moisture content Liquid Limit Plastic Limit
12 W= LL= PL= 30 18 % % % Plasticity Index = (LL-PL) %
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:
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Industrial Training Report Training Experience 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 60C) 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.
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1.950
Dry Density(g/cm)
1.900 1.850 1.800 1.750 1.700 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 15.0 16.0 Moisture Content(%)
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)
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Table 2.2- Soil Compaction Data
Wt. Rammer 4.5 kg Test No. Wt.of Wet Soil + Mold Wt.of Wet Soil Wet Density Container No. Wt.of Wet Soil + Container Wt.of Dry Soil + Container Wt.of Container Moisture Content Dry Density Maximum Dry Density (g/cm3)
Ht. Drop 457 mm
No.of Layers 5 1 g g g/cm3 8981 3925 1.848 106 g g g % g/cm3 1.878 326.9 304.5 24.7 8.0 1.711
No.of Blows per layer 56 2 9293 4237 1.995 40 352.4 326.8 26.5 8.5 1.838 3 9467 4411 2.077 116 287.4 262.0 23.3 10.6 1.877
Wt. Mold(g) 5056 4 9445 4389 2.066 51 300.3 270.1 28.1 12.5 1.837
Vol. Mold(cm) 2124 5 9384 4328 2.038 25 317.4 278.6 28.3 15.5 1.764 10.8
Optimum Moisture Content (%)
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)
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Industrial Training Report Training Experience 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 = ( 100+ ) 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)
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Figure 2.9 A CBR tester
14.00 13.00 12.00 11.00 10.00 9.00 8.00
Penetration and load values recorded and then calculate the CBR value of tested soil.
Force / (kN)
7.00 6.00 5.00 4.00 3.00 2.00 1.00 0.00 0.00 1.00 2.00 3.00 4.00
10 Blows
5.00
30 Blows 65 Blows
6.00
7.00
8.00
Penetration / (mm)
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.
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Industrial Training Report Training Experience 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
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Industrial Training Report Training Experience 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 shouldnt 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 Mga 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.
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Industrial Training Report Training Experience 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).
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Industrial Training Report Training Experience = 2 100% 1
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
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Industrial Training Report Training Experience 5000 = ( ) 100% 5000 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) 50 37.5 20 10 5 2.36 0.425 0.075
Spec. Range of cumulative % Passing 100 95-100 60-80 40-60 25-40 15-30 7-19 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.
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Industrial Training Report Training Experience 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 ) 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)
1 1
Loose density = (
(Normally ABC aggregate should have value of 1.4 ) This testing was done for sub base, embankments and concrete aggregates.
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Industrial Training Report Training Experience 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.
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Site Incharge
Site QS
Purchasing Order
Director Approval
Copy
Original
Head office
Transport manager
Goods Received Note
Consultant Approval
Plant Manager
Concrete Schedule
Plant Operator
Test Reports
Approved suppliers
Material Testing
Materials
Production of concrete
Delivery Note Slump Test Test cube casting
Lab Technician
Truck mixers
Batching Plant Lab
Site
Slump Test Test cube casting
Test Data Recording
Pouring, Leveling and Curing
Individual Laboratory
Figure 2.14 Production process of ready mix concrete
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Cement Silo Mixing Machine
Three Materials bins
Loading Concrete to a Truck Mixer
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 Advantages Water reducing and retarding admixture Control rate of set Improves finishability Improves Workability Reduces Water requirement Reduces Segregation Increases the strength Adcrete Supercrete
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Industrial Training Report Training Experience 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.
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Industrial Training Report Training Experience 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.
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Industrial Training Report Training Experience 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
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Industrial Training Report Training Experience 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.
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Industrial Training Report Training Experience 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 cant 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 (25C). 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
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Industrial Training Report Training Experience 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 (25C) for a time of 5s.Controlling the temperature is of critical importance. It is necessary to control the temperature within 0.1C 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
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Industrial Training Report Training Experience Test Procedure Sample container was kept in water bath at 25C 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.
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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 5C 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 150C). 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.
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Industrial Training Report Training Experience 2.1.5.1 Production of Asphalt There are two asphalt batching plants at Mga 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)
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Industrial Training Report Training Experience 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 C. 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.
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Industrial Training Report Training Experience 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 150C 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
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Industrial Training Report Training Experience 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-vg+x) Weighed again in air (w3= vdg+x) Specific gravity = = = 32 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
1
Then the marshall was fixed to the Marshall
Figure 2.26 Marshall Stability Tester
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Industrial Training Report Training Experience 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
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Industrial Training Report Training Experience 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: Sieve Size in mm 28.0 20.0 10.0 5.00 2.36 1.18 0.600 0.300 0.150 0.075
01 % Passing 100.0 100.0 100.0 94.5 77.0 58.8 45.4 32.3 20.5 4.3
02 % Passing 100.0 100.0 90.1 7.9 0.9 0.4 0.4 0.4 0.4 0.4
03 % Passing 100.0 100.0 24.4 1.0 0.3 0.2 0.2 0.2 0.2 0.2
04 % Passing 100.0 100.0 3.1 0.2 0.1 0.1 0.1 0.1 0.1 0.1
05 % Passing 100.0 100.0 100.0 100.0 100.0 100.0 98.1 97.3 94.5 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;
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Table 2.5- Aggregate Blend and JMF
B. Aggregate Blend No 1 2 3 4 5
Aggregate Proportions%
28 37.0 25.0 20.0 15.0 3.0
20 37.0 25.0 20.0 15.0 3.0
10 37.0 22.5 4.9 0.5 3.0
5 35.0 2.0 0.2 0.0 3.0
2.36 28.5 0.2 0.1 0.0 3.0
1.18 21.8 0.1 0.0 0.0 3.0
0.6 16.8 0.1 0.0 0.0 2.9
0.3 12.0 0.1 0.0 0.0 2.9
0.15 7.6 0.1 0.0 0.0 2.8
0.075 1.6 0.1 0.0 0.0 2.4
37 25 20 15 3
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 C) 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.
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Industrial Training Report Training Experience 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) = ( ) (2 1 ) + 3
2.1.6.3 Marshall Making Procedure Measured the 1240g of hot bin aggregate. Then Aggregates were heated to 150C Heated aggregates were poured in to the mixing bowls and 3.5%, 4.0%, 4.5%, 5.0%, 5.5% of bitumen heated to 150C 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
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Industrial Training Report Training Experience 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 2. Client and Consultant 3. Main Contractor 4. Sub-Contractor 5. Scope of Work - China Development Bank. -Road Development Authority (RDA). - CATIC Engineering Co-orporation. - Mga Engineering (Pte) Ltd. -Construction of Flyover, four turns and four circular roads. 6. Project Estimate 7. Construction period 8. Post tension beams - Rs. 1.59 billion. - 06th January 2007 06th July 2008 -UTRACON overseas (Pvt) Ltd is a subcontractor for Mga Engineering (Pte) Ltd for post tensioning the concrete beams.
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SUB CONTRA CTORMAGA
PROJE CT MANA GER
SITE MANA GER
SITE ENGIN EER Road Works
SITE ENGINE ER Structura l Works
SURVE YOR (Mr. Chamin da Rajapak sha)
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) SAFTY OFFICE R
DRAU GHTM AN (Mr. N.H.D.S . Premara thne)
COSTI NG OFFICE R (Mr. A.H. Supun prabodh a)
FOREM AN
FOREM AN
ACCOU NTS ASSIST ANT
STORE KEEPE R
Figure 2.30 Organizational structure of Siripobura interchange project
SUPERVISOR FF
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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, reconstruction 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.
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Industrial Training Report Training Experience Here in this section some road construction works are described, Back filling ABC laying Asphalt concrete laying Drain construction
A typical road section

wearing course binder course ABC layer Sub soil 1 Sub soil 2
Figure 2.31 A typical road section
Layer thicknesses Asphalt layer ABC layer Sub base layer Capping layer = 50mm or 40mm = 250mm = 300mm (for a fill) or 350mm(for a cut) = 200mm
Embankment layer = 150mm (any number of layers, depending on the situation) Cross section of road
Carriageway Shoulder Drain 2.5 %% %% % 0. 70 m 0.15 m
1.1. m
4.5 m
4.5 m
1.1 m
Figure 2.32 A typical cross section of road
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Industrial Training Report Training Experience 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%.
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Industrial Training Report Training Experience 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.
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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
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Industrial Training Report Training Experience 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. Its 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
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Industrial Training Report Training Experience 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 2440mm1220mm 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 Pcone 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
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Industrial Training Report Training Experience 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 dont 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.
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Industrial Training Report Training Experience 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.
Main bar R10/275mm 600mm Distribution bars R6/150 600mm
Figure 2.41 Arrangement of U drain
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Industrial Training Report- Conclusion
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
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Industrial Training Report- Conclusion methods. Mga 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 Mga Engineering (Pte) Ltd, I got to know that some of my friends got bad experiences. One of a trainee assigned to Mga 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
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Industrial Training Report- Conclusion 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 havent 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.
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Industrial Training Report- Abbreviations 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
vii
Industrial Training Report- Abbreviations RDA Road Development Authority RFI Request for Inspection GI Galvanized Iron ME Material Engineer PM Project Manager SM Site manager
viii
Industrial Training Report- References
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/
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Industrial Training Report- Annex
viii

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Industrial Training Report PREFACE Industrial Training program conducted by Industrial Training Division of Faculty of Engineering, of University of Moratuwa,

Industrial Training Report ACKNOWLEDGEMENT

Industrial Training Report

Industrial Training Report

Industrial Training Report

LIST OF ABBREVIATIONS..............................................................................................vii REFERENCES......................................................................................................................ix

Industrial Training Report List of Figures

Industrial Training Report

Industrial Training Report-Intoduction to Training Establishment

Industrial Training Report Intoduction to Training Establishment

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

Industrial Training Report Training Experience

Figure 2.1- Highway Laboratory

Figure 2.2 - Sieve analyze test apparatuses

Determine the weight of the sample accurately.

1.000 Sieve size(mm)

Figure 2.3 - Graph of passing vs. sieve size

Figure 2.4- Liquid limit device

32.0 30.0 28.0 26.0 24.0 10 25 Number of blows 100

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

19 46 78.55 69.90 37.40 8.65 32.50 26.62

48 17 78.60 68.60 37.00 10.00 31.60 31.65

52.50 50.15 37.05 2.35 13.10 17.94

52.15 49.90 37.50 2.25 12.40 18.15

Natural moisture content Liquid Limit Plastic Limit

12 W= LL= PL= 30 18 % % % Plasticity Index = (LL-PL) %

Industrial Training Report Training Experience

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

Mass of wet soil Volume of mould

Mass of water X 100% Mass of dry soil

Wet density X 100% (Moisture content + 100)

Industrial Training Report Training Experience

Ht. Drop 457 mm

Optimum Moisture Content (%)

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

Figure 2.8 -A soaking tank

Industrial Training Report Training Experience

Figure 2.9 A CBR tester

14.00 13.00 12.00 11.00 10.00 9.00 8.00

Figure 2.10 Graph of penetration Vs force

Figure 2.11 -Dynamic Cone Penetrometer

Figure 2.12 Aggregate Impact Tester

Industrial Training Report Training Experience = 2 100% 1

Figure 2.13 LAAV Machine

Apparatus Size (mm) 50 37.5 20 10 5 2.36 0.425 0.075

Industrial Training Report Training Experience

Batching Plant Lab

Test Data Recording

Pouring, Leveling and Curing

Figure 2.14 Production process of ready mix concrete

Industrial Training Report Training Experience

Three Materials bins

Loading Concrete to a Truck Mixer

Industrial Training Report Training Experience Reduces Cracking Reduces Permeability

Industrial Training Report Training Experience Testing for strength

Figure 2.17 compression strength testing machine

Figure 2.18 Digital display of compression strength testing machine

Industrial Training Report Training Experience Slump Test

Figure 2.20 Water bath

Figure 2.21 Bitumen Penetrometer

Industrial Training Report Training Experience

Figure 2.24 Bitumen Extractor

Figure 2.2 Marshall Compactor

Figure 2.25 Buoyancy balance