i

ACKNOWLEDGMENTS

B.Sc Engineering course is scheduled for 4 years academic and Industrial training period of 6 months.

I was appointed to the CML-MTD Construction LTD, which is a leading civil engineering

construction company in Sri Lanka for my second Industrial training period of 10 weeks.

Most upon I wish to express my sincere thanks to Faculty of Engineering, University of Peradeniya &

the Industrial Training and Career Guidance Unit of Faculty of Engineering and also to the National

Apprentice and Industrial Training Authority (NAITA) for their guidance.

My thanks are due to Managing director, project managers, site engineers, supervisors of the CML-

MTD Construction LTD, for their arrangements and support give me during this period, also it is a

great pleasure to express my thanks to the friendly engineering staff all of whom supplied data and

provide valuable moral support for the success of my training. It was valuable chance to have a

training place like and I got the full of satisfaction of the training program.

ABERATHNE A.S.T

E/11/003

Faculty of Engineering,

University of Peradeniya.

ii

CONTENTS

Acknowledgments i

Contents ii

List of Figure iii

List of Table iv

List of Abbreviations v

Chapter 1 INTRODUCTION 1

1.1 Training Session 1

1.2 Company Detail 1

1.3 Project Detail 2

Chapter 2 PAVEMENT DESIGN

2.1 Traffic Class and Soil Class 5

2.2 Subgrade Strength 5

2.3 Pavement Layer Design 6

Chapter 3 ROAD CONSTRUCTION

3.1 Equipment 9

3.2 Embankment Preparation 9

3.3 Sub Base Filling 9

3.4 Shoulder Preparation 12

3.5 Aggregate Base Course Layer 13

3.6 Priming and Asphalting 16

3.7 Safety Management and Traffic Control 19

Chapter 4 CONCLUSION 20

iii

LIST OF FIGURE

Figure 1.1 Site organization chart 4

Figure 2.1 Overlaying Section Cross Section 8

Figure 2.2 Cross Section of Widening Section 8

Figure 3.1 Sub Base Laying Using Bobcat Machine 11

Figure 3.2 Refilling Failure Sub Base Layer 11

Figure 3.3 Shoulder Cutting Using Bob Cat Machine 12

Figure 3.4 ABC Laying Using Motor Grader Machine 13

Figure 3.5 Immediately After Compaction 14

Figure 3.6 Showing ABC Level To Motor Grader Operator 15

Figure 3.7 Field Density Test In ABC Layer 15

Figure 3.8 Surface Cleaning Using Mechanical Broomer 17

Figure 3.9 Sparing Prime Court 17

Figure 3.10 Cleaning Early Sand Spread Prime Layer 18

Figure 3.11 Adjusting Irregularities In Asphalt Layer 19

iv

LIST TABLE

Table 2.1 Overlaying section CBR values determined with DCP 6

Table 2.2 Table of structural coefficient (Strength Coefficient) 7

v

LIST OF ABBREVIATIONS

Abbreviation Description

ABC Aggregate base course

ADB Asian development bank

CBR California bearing test

DCP Direct cone penetration test

DD Dry density

DGAB Dense grade aggregate base course

FDD Field dry density

FMC Field moisture content

JCB Joseph Cyril Bamford

LHS Left hand side

LL liquidity index

MDD Maximum dry density

NAITA National Apprentice and Industrial Training Authority

OMC Optimum moisture content

PI Plastic index

PL Plastic limit

RDA Road development authority

RHS Right hand side

1

Chapter 1 INTRODUCTION

1.1 Training Session

I was directed by National Apprentice and Industrial Training Authority (NAITA) to gain a practical

knowledge in Engineering during my training period from 26th October 2015 to 3rd January 2016 as a

training engineer in CML-MTD Construction Limited. They assigned me to Uswewa Binkama road as

training engineer under rehabilitation/improvement of rural roads in the Hambanthota district project.

1.2 Company Detail

CML-MTD Construction Ltd, operates as a civil engineering, construction, and infrastructure

development company in Sri Lanka. It focuses on general construction, rail and road bridges

construction, road reconstruction and construction, marine revetments and structures, and earthmoving

activities. The company was founded in 1980 and is based in Colombo, Sri Lanka. CML - MTD

Construction Ltd operates as a subsidiary of MTD Walkers PLC.

VISION

To be the leading premier infrastructure constructor in Sri Lanka.

MISSION

To effectively utilize and develop the company’s resources in Engineering, Technical knowledge,

Management skills and capital, in combination with state of the art Plant and technology to efficiently

execute projects providing value additions to all our stakeholders.

SERVICES

CML- MTD Construction Ltd offers comprehensive services designed to facilitate the transformation

of our country’s infrastructure. The following types of services are available to both Government and

Private agencies/establishments.

Major civil work construction.

Earth moving and land grading.

Building and maintaining roads, highways and bridges.

Laying of pipelines and building of water supply and drainage related structures.

Building Civil Engineering and Infrastructure work for Industrial Parks, and Housing schemes,

storm water Drainage and Irrigation systems.

Port construction and building of revetments & break waters.

2

Concrete and steel pile driving (pre cast and In Situ).

Industrial Mining and Aggregate production.

Ready Mix concrete production and related concrete product manufacturing.

Asphalt concrete production.

1.3 Project Detail

The ministry of highway and High education had undertaken rehabilitation/improvement of road under

the integrated investment road programme. For this “I-Road” project government of Sri Lanka had

received a loan from the Asian development bank (ADB).

The C, D and E class roads in this area was to be developed, to ensure that the A and B class roads

which were developed and connected with these rural roads. The increased traffic from the major

developments in Hambantota Region urges a well-balanced road network in the region and to be

investigated for its adequacy with the corresponding expected traffic demands.

Name of the project : Integrated Road Investment Program

Rehabilitation /Imbruements of 60km of rural roads

Location : Hambanthota district Roads Project

Road Length : 60km

Carriageway : Carriageway width, RDA Road -7m

PRDA Road-5m

PS Road-3.0m

Soft Shoulder width 1m

Contract Package No : RDA/ADB/IROAD (SP)/ICB/CP-RR (H2)

Employer : Road Development Authority

Engineer : MG Consultants and Engineering Consultants

Funding Agents : Asian Development Bank

Contractor : CML-MTD Construction Ltd.

1.3.1 Terms of contract

Commencement Date : 18th May 2015

Original Completion Date : 18th May 2017

Original Contract Period : 24 Months

3

Accepted Contract Amount : SLR 1,210,330,393.84

Total Advance Payment : 20% of the accepted contract amount excluding price escalation

and contingencies

Amount of Performance Security : 10% of the accepted contract amount.

Limit of Retention money : 5% of the accepted contract amount.

Percentage of Retention : 10% of the Certified Value of Works.

Minimum Amount of an Interim

Payment Statement : 1.5% of the accepted contract amount.

Maximum Amount of Delay

Damages : 5% of the accepted contract amount.

Maximum Amount of Liquidated

Damages : 5% of the accepted contract amount.

4

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5

Chapter 2 PAVEMENT DESIGN

The pavement structure design was carried out based on a guide to the structural design of roads

“RDA-1999” and overseas road note 31. Assessments of the characteristics of the underlying subgrade

soil strata were done based on the results of laboratory CBR values. The DCP values obtained on the

carriageway will be used for the pavement design for the overlaying section and four day soak

laboratory CBR values will be used for the widening section.

The subgrade soil samples were collected from the underlying subgrade of the carriage way as well as

shoulder locations spaced at regular intervals on both sides along the road during the months June

2015.

2.1 Traffic Class and Soil Class

According to the traffic survey the traffic lass for the Uswewa-Binlama Road falls in “T3” category.

The soil class was determined considering road sections based on collected and test results. Shoulder

CBR value range at 95% MDD varies from 6.0 to 30.0 From the DCP tests, carriageway subgrade

CBR value rage at in situ DD variation from 17.8 to 26.0.

Following tests were carried out with the collected subgrade soil sample sat the CML soil laboratory.

Particle Size Analysis (Sieve Analysis)

Atterberg limits (LL, PL, PI)

MDD and OMC

FDD FMC

Lab CBR at 95% MDD and at in situ DD

2.2 Subgrade Strength

The strength of sub grade is commonly assessed in terms of California bearing ratio (CBR) ,which is

depend on soil characteristic, mainly the type of soil, it’s density of compaction and moisture content.

Dynamic cone penetration (DCP) procedure as described in TRRL-ORN 31 was followed.The

equivalent sub grade CBR is calculated by the following formula at each test point.

6

CBRm =[h1 CBR11/3 + h2 CBR2

1/3 + h3 CBR31/3 …..+ hn CBRn

1/3 ]/∑hi

Where

CBRm = Equivalent CBR value of the location

CBRi = CBR of ith layer

hi = depth of ith layer

The equivalent DCP, CBR values of the subgrade at each location was computed using the above

formula.

The suitable compromise for the design purpose is the 10th percentile of CBR values of RHS, LHS and

carriageway subgrade. However, here assumed that it was valid when the numbers of data are more

than 10 as in fig 2.1.Otherwise, the minimum value was considered for design calculation.

Table 2.1 Overlaying section CBR values determined with DCP

Change

Equivalent

CBR from

DCP(%)

Offset from CL

(m) Side

2+350 17.8 1.2 RHS

2+800 20 1.1 RHS

3+350 20 1.2 LHS

3+800 19 1.1 LHS

4+350 24 1.2 RHS

5+800 19 1.2 LHS

6+800 26 1.1 LHS

7+800 22 1.2 LHS

8+800 19 1.0 LHS

9+800 23 1.0 LHS

10th percentile

value 17.9

2.3 Pavement Layer Design

Calculation of the structural number (SN) was calculated using below equation and structural

coefficients used, mention in table 2.2

SN= a1D1+a2D2+………+aiDi

Where,

ai = Structural coefficient

Di = layer thickness

7

Table 2.2: Table of structural coefficient (Strength Coefficient)

Pavement component Structural coefficient

Surface course Road Mix (Low stability) 0.2

Plant Mix (High stability) 0.44

Sand Asphalt 0.4

Base Course Sandy Gravel 0.07

Crushed Stone 0.14

Cement-treated (no soil-

Cement)

Compressive strength at

seven days

650 psi or more 0.23

400 psi to 650 psi 0.20

400psi or less 0.15

Bituminous - Treated Coarse-graded 0.34

Sand Asphalt 0.30

Lime- treated Lime -treated 0.15-0.30

Sub base Course Sandy gravel 0.11

Sand or Sandy clay 0.05-0.10

(Table 5.2 Structural layer coefficient proposed by AASHO Committee on Design, October 12, E.J

Yoder and M.W.Witczak, Principal of Pavement Design, Second Edition 2011)

2.3.1 Structural Number Calculation

Minimum structural number for existing profile is identified at 3+350km chain age,

SNExisting = (0.1×170 +0.03×100+0.02×250)

= 25.0

Structural number Calculation for Design Profile

Traffic class = T3

Sub grade strength = S5

From chart 1

DGAB = 175mm

Sub base = 100mm

SNDesign = (0.14×175+0.07×100)

= 31.5

SNDesign- SNExisting = 6.5

8

A 50 mm wearing course alone would serve the required structural number (50×0.44 = 22.0>6.5).

Irregular surface on the existing road may lead to use additional thickness of DGAB which could have

125mm maximum.

So 50mm asphalt wearing course and 125mm DGAB layer were selected,

SN assumed = (0.44×50+0.14×125)

=39.5

SN assumed > SN Design

Check is satisfied.

Using same procedure widening section also designed.

2.3.2 Final Cross Sections

Final cross sections designed for overlaying layer and widening area are as in fig 2.1 and fig 2.2

Figure 2.1 Overlaying Section Cross Section (2+500 to 10+000)

Fig 2.2: Cross Section Of Widening Section (2+500 to 10+000)

50m

m Wearing Course

125mm

Max

DGAB

50mm

125mm

Wearing Course

DGAB

Sub base 150mm

9

Chapter 3 ROAD CONSTRUCTION

3.1 Equipment

These were the major equipment used for the excavation and embankment works, sub base work,

shoulder preparation and Aggregate base course laying works.

JCB, and/or Backhoes

Dump Trucks

Tractor & Trailer

Rollers

Motor Grader

Rammers / Plate Compactors

Water Bowser

3.2 Embankment Preparation

There were two embankments which were RHS and LHS ,RHS was already exist and LHS was in

widening area, RHS there was a cannel. Existing Embankment was widened by removing top soil and

scarifying the sloping faces of the embankment.

First Sub grade surface was prepared & compacted as per the Specification or as directed by engineer

and then Request to Inspect the prepared ground surface for Embankment Construction. Then Joint

survey was done with consultant to take the level of subgrade layer. After that field density test was

done and according to the design more than 95% compaction was expected. If could not achieve the

required compaction have to compact again. Compaction of cannel side (RHS) was the major

challenge, because 10 ton or 12 ton rollers could not use to compact this side, so had to use 4 ton

rollers, using 4 ton rollers achieving 95% compaction was a bit challenge. After that embankment

layer was filled with approved material. Then embankment layer was compacted using rollers and then

surface was inspected by the consulter and then density test was done , embankment layer was filled

up to the sub base level and if embankment thickness was more than 150mm had to lay more than one

layer and field density test was done for each layer. Here also more than 95% compaction was

expected.

3.3 Sub Base Filling

Construction of sub-base was commenced after completing the drainage works in that section, if not in

case, temporary cross drains were provided as suitably for drain out the sub-grade or embankment or

as directed by the engineer.

10

In cases where sub-base material had to be spread on a sub-grade, the surface of sub-grade was

cleared from any extraneous materials and early approval of the Engineer. After checking the

underlying layer for damages or deficiencies, Sub-base material layer was spread in layer of material

not greater than 250 mm thick & the length of spreading was about 200m at a time. If necessary a

thicker layer of material was spread by mean of above mention machineries depend on the site

condition using Motor grader or Backhoes and compaction was done using 10 or 12ton (static weight)

rollers.

The sub-base material was placed as shown in fig 3.1 & spread after removing oversize material

in accordance with the specification requirement. Before starting the compaction, if necessary, the

required water content was added and mixed with soil with the help of a water Bowser maintaining the

moisture content within 2% of the predetermined OMC and compaction was started using suitable

rollers. The compacted layer was tested for degree of compaction & moisture content next layer was

started and repeat as mention above or as instructed by the Engineer.

In cases where an existing sub-base layer is to be improved by adding a layer of material less

than 100mm thick, the existing surface was lightly scarified and prior to lay imported material. After

that re-compaction was started as per the specification requirement or as directed by the Engineer.

Once the sub base filling was finished the final surveying was carried out to check the finished levels.

After that sub base layer was protected by over laying of ABC layer. In the case of sub base

preparation on the existing paved road, the bituminous crust lightly scarified and sub base material was

spread by motor grader or any other above mention machines. Sub-base material stock pile will be

tested as mention in the Quality Control Plan.

The degree of compaction was not less than 98% and compaction was performed within predetermined

optimum moisture content. Moisture was done either stock yard or after the spreading of material at

the site using sprayer. If material is too wet, material was dried by aeration. The degree of compaction

was checked at a rate of 500 m2, unless otherwise as directed by the Engineer.

The measurements of sub-base was taken off based on drawings or joint field inspection if the

site condition was differ from the drawings.

In training period there was heavy rain to the site area, so earth works were very difficult, most of

time after laying sub base layer ,it was affected to the rain so then sub base had to dried or resend to

stock piles , it was a time vast work and cost wise not good. Because of this reason highly delayed the

project. There was another big issuer in site that was finding good sub base material. At the beginning,

before the rainy season (0 to 1+900 chain age) used one material, that was used as a sub base material

and using that road was finished up to prime court level, after that rainy season was stared,

unfortunately that material had showed bit expansive soil properties, so ABC layer penetrate to the sub

base layer and prime court layer was cracked, this was occurred mainly because of the bad lab

11

practices. Because of this situation engineer recommended to remove whole layers and refill the sub

base layer using proper material as in fig 3.2. Then another material was used as the sub base, but that

also did not supply continually, because of the environment problems, there was no enough tent covers

also in the site to protect soil from the rain, in the stock pile that also a big problem. Because of the sub

base problem propose to use ABC as sub base material, but that also stopped after some time, until

finish the training period unable to find proper sub base barrow pit.

Fig 3.1 Sub Base Laying Using Bobcat Machine

Fig 3.2 Refilling Failure Sub Base Layer

12

3.4 Shoulder Preparation

Normally construction of shoulder was commenced while ABC construction & finished after

completing the wearing course in that section.

After checking the underlying layer for damages or deficiencies. Shoulder material was spread by

mean of above mention machineries such as JCB, compaction will be done using 1 Ton roller.

Shoulder was prepared to retain the ABC without vesting, additional shoulder material was placed &

compacted to get the required density. Before starting the compaction, if necessary, the required water

content was added and mixed with soil with the help of a water Bowser maintaining the moisture

content within 2% of the predetermined OMC and compaction was started using suitable rollers. After

that inspect the compacted surface by the consulter. Once the shoulder filling was finished the final

surveying will be carried out to check the finished levels.

Practically first layer of shoulder spread in one side of the road and then compacted using 4 ton roller,

for the cannel side could not use the 4 ton roller for that side had to use 1 ton roller, then edges of ABC

layer was marked using limes when marked the edge add additional 10mm to design value,

considering machine errors when cutting the edges, then cut the edges using bob cat machine as in

figure 3.3 or Motor Grader machine. Then cutting part used to prepare other side shoulder. After

complete wearing course, 2nd layer was spread after scarifying the first layer.

Fig 3.3 Shoulder Cutting Using Bob Cat Machine

13

3.5 Aggregate Base Course Layer

Construction of ABC was commenced after completing of Sub Base construction and shoulder

construction.

Once the Sub base is ready to put ABC, The layer of the ABC was spread the road using a motor

grader as in fig 3.4 to the layer thickness that is varying 125mm (+10mm or -10mm) depending on the

site condition. Before starting the ABC work, shoulder preparation was done to maintain the lateral

support for ABC layers as well as to avoid wasting out ABC materials. The surface of sub-Base or the

early laid ABC surfaces was cleared from any extraneous materials prior to laying ABC. If ABC to lie

over the existing bituminous pavement, the surface was lightly scarified and scarified material was

completely removed along groves of width of as of 50mm at 1m interval on existing asphalt pavement.

ABC material will be mixed with water at the yard or at near location prior to laying at site.

. Fig 3.4 ABC Laying Using Motor Grader Machine

Before starting the compaction, water was added if required using water browser, and compaction was

started using 10 ton (Static weight) vibrating rollers as in fig 3.5 or any other roller depend on the layer

an space requirement.

14

Fig 3.5 Immediately After Compaction

3.5.1 ABC Layer Levelling

After dip checking ABC layer was laid, and then that layer was roughly levelled using motor grader

and then compacted using rollers and then allowed for the traffic .But this initial ABC layer was not in

design level. So this should bring up to the design level. So at the beginning pegs (wooden poles)

were established for every 10m both side ,3m away from the centre .Then marked the 320mm height

from the design level on the peg point considering centre level and camber also .This was marked

using level instrument ,stuff and equation below

TBM height+ staff reading at TBM = design asphalt height+ camber angle × length to peg

From centre-asphalt height at centre (50mm) + (320mm)

+marking height

TBM height =Given by the survey

Design asphalt level = From CS drawing

Camber angle = From CS

50 mm = Asphalt high at centre

320mm = Compaction 20mm and marking pole height

Then using thread and indication pole ,design levels were showed to the motor grader operator as in fig

3.6 and using that cut or fill was done by using motor grader.

15

Fig 3.6 Showing ABC Level to Motor Grader Operator

Rolling was carried out by a series of overlapping longitudinal passes working from the edge towards

the centre, in the super elevated section where the rolling was proceed from the lower edge to the

higher edge. The compacted layer was tested as in fig 3.7 for degree of compaction not less than 98%

modified MDD. After getting required compaction next layer was started and repeat as mention above

up to required levels in the drawings or as instructed by the Engineer. After compaction of ABC layer

to the required degree of compaction finish level will be taken jointly and check for undulation to

ensure the surface is within the allowable tolerance. Traffic was not allow to go on the finished ABC

layer until the layer covered by prime coat.

Fig 3.7 Field Density Test In ABC Layer

16

3.6 Priming and Asphalting

Below were the major equipment used for priming & asphalt works.

Bitumen Distributer for Priming

Asphalt Paver

Pneumatic Tyre Rollers(15-17Ton)-2 Nose

Tandem Roller(10 Ton)-1 No

Tack Coat Sprayer (Manually Operated)

Tractor & Trailer

Asphalt Cutter or Breaker (If Necessary)

Skid Steer Loader with Mechanical Broomer

Dump Trucks – 3 Cube

Lightening Towers (If Necessary)

Compressor

Water bowser

“C“ Channels

Other minor tools

Below were the major materials used for priming & asphalt works

• Bitumen MC - 30

• Asphalt Concrete

• CRS 1

3.6.1 Priming

Priming work should be done minimum 3 days after the ABC laying in order to protect the final ABC

surface from forming pot holes. At the beginning ABC surface annulations were checked with

consulter and according to the BS stranded annulation should be between -8 to +8, and here 3m length

bar was used to check the annulation .Then surface was cleaned to remove loose and deleterious

material from the surface using both man power and Mechanical Boomer as in fig 3.8

.

17

And Compressor was used for blowing wet dust if the surface seems wet. When the cleaning and

priming, additional roads was provided for the traffic. Then requested to Engineer to inspect and

approve the surface prior to Prime. After his approval prime court was sprayed using bitumen

distributer lorry and Prime coat was applied according to the specifications as in fig 3.9. Rate of

application of prime court was checked by means of Tray test.

Fig 3.9 Sparing Prime Court

Fig 3.8 Surface Cleaning Using Mechanical Broomer

18

Here MC 30 bitumen material was used for priming. Primed surface should be allowed to dry for

minimum of one day or until the binder correction prior to asphalting .after drying the prime court

sand also sprayed over the prime court.

Because of the bad practices in the site this was not happened properly, sand was spread over the

prime court, after 2, 3 hours. Then problems were occurred when clean the surface for the asphalting.

When sand was spread, before dry the prime layer, sand penetrated to the prime layer, so prime layer

did not bond with ABC layer properly, as a result of that when clean the prime surface prior to the

asphalting using compressor prime layer removed from the surface as in fig 3.10. So Engineer did not

allowed to lay asphalt layer over the loose prime layer, Engineer ordered to remove whole prime layer

before asphalting.it was a very time consuming work and waste of money. All of these problem was

occurred due to the contractor’s bad practices.

Fig 3.10 Cleaning Early Sand Spread Prime Layer

3.6.2 Wearing Court

At the beginning the Primed surface was cleaned and removed loose and deleterious materials if any.

The Engineer was requested to inspect and approve primed surface for the application of tack coat

prior to the asphalt lying.

Tack coat was applied at the rate specified by mean of a manually operated spraying machine.

Transport of asphalt was done using truck of 3 cube capacity. Hot asphalt was covered while

transporting to laying site from the mixing plant. Asphalt paver with 4.5m skid will be used for laying.

50 mm thick C – channel was used at the centre of the road for merging purpose with next adjoining

lane. Immediately after the mix had been spread out, the surface was checked and any irregularities

19

was adjusted as in fig 3.11. The compaction was commenced within the specified temperature ranges

from the lower edge towards the upper edge with the tandem roller followed by the Pneumatic Tired

Roller. The roller was over pass the previous run. The road edge to be compacted with hand tamper.

When using vibration for compaction, the vibration was turned off when reversing direction, and

turned on after it starts the new direction.

Fig 3.11 Adjusting Irregularities In Asphalt Layer

Traffic was not allowed newly laid asphalt until the temperature of the laid asphalt was drop to

ambient temperature. Once the compaction was over, on the following day before allowing for traffic

the asphalt layer was tested for compaction by core cutter sampling jointly with Engineer’s

representative. Laying site records was maintained including the data such as, Truck No, Asphalt

temperatures at laying, initial rolling and length laid by each truck and so on.

3.7 Safety Management and Traffic Control

Safety precaution was taken complying with the Safety Management Plan and Manual on Traffic

Control Devices for Road Works issued by RDA. Every precaution was taken to avoid any accidents

& damages to adjoining properties, workers, and road users.

All workers were advised to wear helmets, boots, and high visibility vests while working.

The safety officer inspected several times to inspect safety matters.

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Chapter 4 CONCLUSION

The goal of the Industrial Training for the Engineering Undergraduate of University of Peradeniya

understands the work environment of their relative fields. So in my 10 weeks training period I gathered

practical knowledge with the supports of my academic background, moreover I gathered

organizational functions and its structure. During my training period, I got lot of experience under

following aspects in the Road Construction.

Labour management.

Site management

Referring the drawings and identifying the necessary features during the construction.

Managing equipment and machineries.

Tests related to quality assurance.

Not all engineering works can carry out ideally so this Industrial Training provides us the real idea of

works.

I should say award about CML-MTD Constriction LTD, they gave me a good opportunity to get work

experience without any fear or confusion. I was able to learn through experience how we should work

with people and how we should get work from people, as there were more direct labours as well as sub

machine operators. Any way according my Knowledge, CML-MTD construction LTD is a good place

for trainees.