INDUSTRIAL TRAINING

REPORT
Construction of coastal berth at JNPT

Submitted by:-
Janhavi Kiran Patil
5th semester
Roll no. : - 171049

AGNEL POLYTECHNIC, VASHI

DIPLOMA IN
CIVIL ENGINEERING

15TH MAY- 25TH JUNE

1
2
CONSTRUCTION OF COASTAL BERTH

JNPT

SUBMITTED BY :-
JANHAVI KIRAN PATIL

5TH SEMESTER
ROLL NO. :- 171077

AGNEL POLYTECHNIC, VASHI

DIPLOMA IN CIVIL ENGINEERING

15TH MAY 2019 TO 25TH JUNE 2019

3
 ACKNOWLEDGEMENT

I would like to express our gratitude towards each and every member of JNPT who guided
me for these 6 weeks and helped me understand this corporate world in a much better
way. I would also like to thank them for giving me this opportunity to work with him/her &
enrich me with high quality industrial skills, teamwork values and for giving me a great work
experience. We may miss out many people in this list, but would like to make an earnest

attempt to include every single person. First of all, I am thankful to, Mr. Vishwanath gharat,
Manager PP&D for selecting me in a renowned and government organization like JNPT,
which is managed by their sole body. I sincerely wish to thank my training supervisor
Mr.Lewis anthoni for his time-to-time guidance on crucial matters. It's an honor to work
under such a knowledgeable person who always has time even in his busy schedule to

guide me through my difficulties. I also thank Mr. Pratik Bhoir , Mr. Jayant deshmukh (JNPT
Officials) & Mr. sagar dhok Sr. Engineer (pentacle consultants) from whom I learnt a lot. If it
were not them, I would not have been able to understand civil works better. Last but not
the least; I would also like to thank Mrs. Jewel Samanta, (Training &Placement officer),Mrs
Saly Anthony (Principal) Mr. sinha (Head of Department) & Mr. Lewis Anthoni (Training

mentor) for sending me to such a reputed organization

4
 ABSTRACT

The training in JNPT (URAN) under RK Patil for six months was a great experience. It
exposed us to real industrial environment. It exposed us to work on different projects. This

report has projected JNPT as one of the most diversified companies in URAN . The division
into various groups depicts its diversification. It starts with an introduction to the company's
profile and gives a brief idea regarding JNPT foundation; it's a company with major civil
contracts in JNPT PORT area which is the INDIAS biggest port along with its organization
chart. Main purpose of undergoing this in-plant training is to make trainees familiar with the

industrial atmosphere and understand the way people work & communicate in an
organization. Through this report, we hereby narrate a brief picture of what we have done
,observed & learnt during our training tenure. This report is a summarized volume of various
techniques, procedures, and different types of method for inspecting different types of
methods of constructions &how to present quotes, this repot holds and contains the details
of various construction techniques as well as design procedure, which are vital in this
construction. We sincerely hope that all our effort which we have put in recording this
report will be helpful to our fellow students and further to guide them.

5
 CONTENT PAGE

Serial Topics Page no.

no.
1 Chapter 1 7
2 Chapter 2 8
3 Chapter 3 10
4 Chapter4 11
5 Chapter 5 17
6 Chapter 6 21
7 Chapter 7 22
8 Chapter 8 24
9 Chapter 9 26
10 Chapter 10 27

6
Chapter 1 :- organizational structure of industry/
organization and general lay out.
RK PATIL INFRASTRUCTURES

Rk Patil Infraprojects Private Limited is a Private incorporated on 10 January 2012. It is

classified as Non-govt company and is registered at Registrar of Companies, Mumbai. Its
authorized share capital is Rs. 100,000 and its paid up capital is Rs. 100,000. It is involved in
Real estate activities with own or leased property. It is located at R.K.House, Near Gavhan
Phata, Panvel - Uran Road, Vahal, Panvel.

JNPT
The Jawaharlal Nehru Port Trust (JNPT) at Navi Mumbai (formerly known as the Nhava
Sheva Port) is India’s No. 1 container port handling more than half of the total container
cargo handled by across all major ports in India. Commissioned on 26 th May 1989, JNPT
occupies a prominent place among the most modern ports in India. It is the second
youngest and one of the most modern major ports of the country. Initially, JN Port was
planned to be a ‘satellite port’ to the Mumbai Port with a purpose to decongest traffic. In
the pre- reform days, Mumbai port faced a lot of issues like shallowness of the channel,
congestion on roads and railways through the Mumbai city linking the port to its hinterland,
as well as labour problems. The Port’s incapability of handling the expanding volume of
modern cargo directed to the west coast, eventually led to JN Port becoming an
independent port in 1989. We were designated under PPD of JNPT.

7
Chapter 2 :- introduction to industry/ organization .

The The Sagarmala Programme is an initiative by the government of India to enhance the
performance of the country's logistics sector. The programme envisages unlocking the
potential of waterways and the coastline to minimize infrastructural investments required
to meet these targets. It entails investing ₹8.5 trillion (equivalent to 8.9 trillion, US$130
billion or €120 billion in 2018) to set up new mega ports, modernizing India's existing ports,
developing of 14 Coastal Economic Zones (CEZs) and Coastal Employment Units, enhancing
port connectivity via road, rail, multi-modal logistics parks, pipelines & waterways and
promoting coastal community development, with the aim of boosting merchandise exports
by US$110 billion and generating around 10,000,000 direct and indirect jobs. The Sagarmala
Programme is the flagship programme of the Ministry of Shipping to promote port-led
development in the country by exploiting India’s 7,500 km long coastline, 14,500 km of
potentially navigable waterways and its strategic location on key international maritime
trade routes. Sagarmala aims to modernize India's Ports so that port-led development can
be augmented and coastlines can be developed to contribute to India's growth. It also aims
at "transforming the existing Ports into modern world-class Ports and integrate the
development of the Ports, the Industrial clusters and hinterland and efficient evacuation
systems through road, rail, inland and coastal waterways resulting in Ports becoming the
drivers of economic activity in coastal areas .
The CONSTRUCTION OF COASTAL BERTH is one of the project under this program. The jnpt
is client for this project , RKEC is the contractor and Pentacle are the consultants.The project
was under the PPD of JNPT . The contract was given to RKEC Projects Limited. RKEC shall be
responsible for coordinating with all sections In-charges, Oraganizing necessary resources
and ensures that the works are carried out are meeting the project quality requirements.

The project management consultants are Pentacle consultants Pvt .Ltd. The duty of
consultant was to keep check on the activities done by the contractors and suggest changes
if any required and report the activities to the JNPT officials

8
Chapter 3 :- types of major equipments/ instruments/
machines used in industry with their specification,
approximate cost and specific use and their routine
maintenance.

Sr. Equipment’s/instruments/machines Use Approximate

no. cost
It is a platform
which moves as
desired above
1 Jack up barge 35,000 per day
water and helps
to carry heavy
machines.
Hydraulic rig is
uced to drive
2 Hydraulic rig 1,80,00,000
liner of pile and
other uses
It supports piling
winch and moves
as the
3 Piling gantry 75,00,000
construction of
on going pile is
done
To break hard
4 Chisel (3 tons) rocks below the 3,00,000
sea bed
Used for removal
5 Bailer 1,00,000
of muck
Tremmie pipe (1.3m-1.4m) and Hopper (0.5 Used for
6 74,000
m3 ) concreting of pile
Batching the
concrete as per
7 Concrete batching plant 2,00,00,000
the mix design
(M40)
forces the
8 Concrete pumps and required pile line 35,00,000
concrete from

9
 mixer to the pile
location
The entire site
9 Generator was dependable 2,50,000
on it .
Used to for
10 Survey instrument(total station, auto level) 1,69,000
levellling.
To weld
11 Welding generator reinforcement 1,53,000
and pile liner.
Cutting the steel
12 Reinforcement cutting machine as per the 5,500
required length.
To make stirups ,
13 Reinforcement bending machine bent up bars by 78,000
using cutted bars.

The routine maintenance done were of two types monthly and and yearly. Small
maintenance like oiling , polishing, etc are carried out in the garage and for yearly
maintenance skilled men are assigned.

10
Chapter 4 :- manufacturing processes along with production
planning and control methods.
The construction of berth was divided into two, pre cast members and in situ members.
PRECAST MEMBERS - The members which are fabricated in the casting yards and then
brought to actual site and installed using cranes are called as precast members.
IN SITU MEMBERS - in situ meaning in site .The members which are casted at the actual site
are called as in situ members

Our site had pre-cast yard . The members which were fabricated in the pre cast yard were

 PILE MUFF – cap provided above the pile to support long beam and main beam.
 LONG BEAM – They are the beam which are placed on pile muff along parallel
direction
 MAIN BEAM – They are the beam which are laid width wise .
 SLAB- They are the horizontal members
The manufacturing process of Pre cast starts with the study of BBS ( bar bending schedule ).
All steel bars are cutted as per the BBS. These bars were fixed to each other in position with
the help of binding wire.
1. Reinforcement is placed on the base of formwork.
2. Formwork of that member is erected and fixed with bolts. Its alignment is checked with
line dori, plumb bob, tape , etc.
3. Concrete of M40 grade is prepared and brought to the precast yard with the help of
mixer
4. Concreting of the member is done.
5. After concreting is done the member is allowed to set for about a day and then its
formwork is removed.
6. Curing of the member is done for about 7 days.
7. All these members are casted and are placed on the pile as designed.
The members are fabricated everyday on the site as per the schedule . After placing of
reinforcement the design is checked by the engineer and then only the concreting is done. If
after checking the design is not as per the BBS then the design is asked to dismantle and
again designed. Difference of 5 mm is allowed .

11
Chapter 5:- Testing of raw materials, components and
finished products along with quality assurance procedures.
The raw materials used were aggregates, sand, cement, concrete and steel. the tests
conducted on site were for sand , aggregates ,concrete and cement. The tests conducted for
each material are as follows :-

1. Aggregates ( coarse and fine ) and sand (coarse)

a. Gradiation test

 Clean the sieves of sieve shaker using cleaning brush if any particles are struck in
the openings.
 Record the weight of each sieve and receiving pan.
 Dry the specimen in oven for 3-4 minutes to get the dried specimen (ignore, if
the specimen is already dried).
 Weigh the specimen and record its weight.

12
  Arrange the sieves in order as the smaller openings sieve to the last and larger
openings sieve to the top. (Simply, arrange them to the ascending order of sieve
numbers – No.4 sieve on top and no.200 sieve at bottom)- Sieve numbers and
the particle sizes are provided above in a chart for further understanding.
 Keep the weight recorded specimen on the top sieve and then keep the
complete sieve stack on the sieve shaker (Don’t forget to keep the lid and
receiving pan).
 Allow the shaker to work 10-5 minutes – use the clock here..!
Remove the sieve stack from the shaker and record the weight of each sieve and receiving
pan separately

b. Elongation and flakiness index.

 Sieve the sample through the IS sieves (as specified in the table).
 Take a minimum of 200 pieces of each fraction to be tested and weigh them.
 To separate the flaky materials, gauge each fraction for thickness on a thickness
gauge. The width of the slot used should be of the dimensions specified in
column (4) of the table for the appropriate size of the material.
 Weigh the flaky material passing the gauge to an accuracy of at least 0.1 per cent
of the test sample.

13
  To separate the elongated materials, gauge each fraction for length on a length
gauge. The width of the slot used should be of the dimensions specified in
column (6) of the table for the appropriate size of the material.
 Weigh the elongated material retained on the gauge to an accuracy of at least
0.1 per cent of the test sample.

Size of aggregates Weight of

Weight of
Weight of aggregates
aggregates in Length
fraction Thickness in each
Passing Retained each fraction gauge
consisting of gauge size, fraction
through on IS passing size,
at least 200 mm retained
IS Sieve, Sieve, thickness mm
pieces,g on length
mm Mm gauge,mm
gauge,mm

1 2 3 4 5 6 7

63 50 W1 23.90 X1 – –

50 40 W2 27.00 X2 81.00 Y1

40 31.5 W3 19.50 X3 58.00 Y2

31.5 25 W4 16.95 X4 – –

25 20 W5 13.50 X5 40.5 Y3

20 16 W6 10.80 X6 32.4 Y4

16 12.5 W7 8.55 X7 25.5 Y5

12.5 10 W8 6.75 X8 20.2 Y6

10 6.3 W9 4.89 X9 14.7 Y7

Total W= X= Y=
Record of Shape Test

Flakiness Index = (X1+ X2+…..) / (W1 + W2 + ….) X 100

Elongation Index = (Y1 + Y2 + …) / (W1 + W2 + ….) X 100

14
 2. Cement ( grade 53 )
a. Initial and final setting time test

Initial Preparation
 Consistency test to be done before starting the test procedure to find out the water
required to give the paste normal consistency (P).

 Take 400 g of cement and prepare a neat cement paste with 0.85P of water by weight of
cement.

 Gauge time is kept between 3 to 5 minutes. Start the stop watch at the instant when the
water is added to the cement. Record this time (T1).
 Fill the Vicat mould, resting on a glass plate, with the cement paste gauged as above. Fill the
mould completely and smooth off the surface of the paste making it level with the top of
the mould. The cement block thus prepared is called test block.

Test for Initial Setting Time

 Place the test block confined in the mould and resting on the non-porous plate, under the
rod bearing the needle.

 Lower the needle gently until it comes in contact with the surface of test block and quick
release, allowing it to penetrate into the test block.

 In the beginning the needle completely pierces the test block. Repeat this procedure i.e.
quickly releasing the needle after every 2 minutes till the needle fails to pierce the block for
about 5 mm measured from the bottom of the mould. Note this time (T2).

15
 Test for Final Setting Time
 For determining the final setting time, replace the needle of the Vicat’s apparatus by the
needle with an annular attachment.

 The cement is considered finally set when upon applying the final setting needle gently to
the surface of the test block; the needle makes an impression thereon, while the
attachment fails to do so. Record this time (T3).

Initial setting time=T2-T1

Final setting time=T3-T1

b. Standard penetration test

 Take 400g of cement and place it in a bowl or tray.

 Now add water of Start the stopwatch at the moment water is added to the cement.
Water of quantity 0.85P.times (Where P is the Standard consistency of cement) is
considered.
 Now fill the mix in Vicat mould. If any excessive paste remained on Vicat mould is
taken off by using a trowel.
 Then, place the VICAT mould on non porous plate (Glass plate) and see that the
plunger should touch the surface of VICAT mould gently.
 Release the Plunger and allow it to sink into the test mould.
 Note down the penetration of the plunger from the bottom of mould indicated on the
scale.
 Repeat the same experiment at different positions on the mould until the plunger
should stop penetrating 5 from the bottom of the mould.
 The time period elapsed between the moment water is added to the cement and the
time, the needle fails to penetrate the mould of 5mm when measured from the
bottom of the mould, is the initial setting time of cement.

3. Concrete ( M40 )
a. Slump cone test
 Clean the internal surface of the mould and apply oil.
 Place the mould on a smooth horizontal non- porous base plate.
 Fill the mould with the prepared concrete mix in 4 approximately equal layers.

16
  Tamp each layer with 25 strokes of the rounded end of the tamping rod in a uniform
manner over the cross section of the mould. For the subsequent layers, the tamping
should penetrate into the underlying layer.
 Remove the excess concrete and level the surface with a trowel.
 Clean away the mortar or water leaked out between the mould and the base plate.
 Raise the mould from the concrete immediately and slowly in vertical direction
 Measure the slump as the difference between the height of the mould and that of
height point of the specimen being tested.
 When the slump test is carried out, following are the shape of the concrete slump
that can be observed:

b. Compressive strength test

 For cube test two types of specimens either cubes of 15cm X 15cm X 15cm or 10cm X
10cm x 10cm depending upon the size of aggregate are used. For most of the works
cubical moulds of size 15cm x 15cm x 15cm are commonly used.

 This concrete is poured in the mould and tempered properly so as not to have any voids.
After 24 hours these moulds are removed and test specimens are put in water for
curing. The top surface of these specimen should be made even and smooth. This is
done by putting cement paste and spreading smoothly on whole area of specimen.

 These specimens are tested by compression testing machine after 7 days curing or 28
days curing. Load should be applied gradually at the rate of 140 kg/cm2 per minute till
the Specimens fails. Load at the failure divided by area of specimen gives the
compressive strength of concrete.

17
Chapter 6 :- major material handling products ( lifts,
cranes, slings, pulleys, jacks, conveyor belts etc.) and
material handling processes.
The major equipment used at the sites are as follows :
 Hydraulic Rotary Rig machine
Drilling rigs can be massive structures housing equipment used to drill water wells, oil
wells, or natural gas extraction wells, or they can be small enough to be moved manually
by one person and such are called augers. Drilling rigs can sample subsurface mineral
deposits, test rock, soil and groundwater physical properties, and also can be used to
install sub-surface fabrications, such as underground utilities, instrumentation, tunnels or
wells. Drilling rigs can be mobile equipment mounted on trucks, tracks or trailers, or more
permanent land or marine-based structures (such as oil platforms, commonly called
'offshore oil rigs' even if they don't contain a drilling rig). The term "rig" therefore generally
refers to the complex equipment that is used to penetrate the surface of the Earth's crust.

18
 Crane
A crane is a type of machine, generally equipped with a hoist rope, wire ropes or
chains, and sheaves, that can be used both to lift and lower materials and to move
them horizontally. It is mainly used for lifting heavy things and transporting them to
other places. The device uses one or more simple machines to create mechanical
advantage and thus move loads beyond the normal capability of a human. Cranes
are commonly employed in the transport industry for the loading and unloading of
freight, in the construction industry for the movement of materials, and in the
manufacturing industry for the assembling of heavy equipment.

19
 Gantry
A gantry crane is a crane built atop a gantry, which is a structure used to straddle an
object or workspace. They can range from enormous "full" gantry cranes, capable of
lifting some of the heaviest loads in the world, to small shop cranes, used for tasks
such as lifting automobile engines out of vehicles. They are also called portal cranes,
the "portal" being the empty space straddled by the gantry.

20
 Dredger
Dredging is the operation of removing material from one part of the water
environment and relocating it to another. In all but a few situations the excavation is
undertaken by a specialist floating plant, known as a dredger.

21
Chapter 7 :- safety procedures followed and safety gear
used ( includes preventive maintenance schedule and
breakdown maintenance procedures)
A safety person was always deputed on the site. He was responsible for all the safety
measures on the site. It was his duty to ensure that all the engineers, workers and visitors
follow the safety rules and norms .
Tool box talk/ Pre task safety talk shall be conducted before start of work for all the
personnel involved in the work briefing the hazards and controls relevant to the work
execution.
The for most safety thing on the site is use of helmet . Different persons were given
different helmets as per their designation but the helmet was mandatory . The engineers
were asked to were white helmet, works blue and yellow , safety person green and
electrician red.

Different sign boards giving information about safety rules were installed . Warning signs
were installed at various point at the site were it seemed that the place is dangerous.

Safety shoes and jackets were given to each and every worker and engineer to ensure
safety .

If the work was to be done in the water safety precaution were undertaken .The workers
were provided with harness and safety was thus adopted.
Incase of any accident the cost for the same was to bear by the contractor and safety lied in
the hands of the contractor.
Strict disciplinary actions were taken against the workers not following the safety rules.
Nor the worker, engineer or visitor were allowed to visit actual site without shoes , helmet
and safety jacket.
The safety instructions were given to each and every person before they visit the actual site.
First aid kit with all the required medicines and bandage was given to each and every office
on the site i.e. the contractor and consultancy office, lab ,workers room, pre cast yard.

22
Chapter 8 :- particulars of practical experiences in industry/
organization if any in production/ assembly/ testing/
maintenance.
The major activity going on the site was that of construction of piles for main berth. For the
main berth there are 250 piles . Till date 200 piles are completed. the piles are cast in situ.
The steps involved in construction of piles are as follows:

 SURVEY
The location of permanent bored cast in situ pile shall be set out and pegged by the
surveyor based on approved setting out drawing. The position of pile location shall
be finalized as per approved drawings. The coordinates shall be checked. After
marking of pile point and references points immediately the permanent casing i.e.
linear is placed in position.

 LINER LIFTING AND PITCHING

The liner shall be transported by suitable trailer or crane in pieces and shall be lifted
with sufficient capacity hydraulic rotary rig. The Crane shall be positioned w.r.t bore
position. At first liner shall be placed in the pile point location and shall be pushed
down using Hydraulic Rotary Rig to required level frequently to check liner position
with respected reference points and to check verticality of linear using plumb bob.

 BORING
The boring method utilized shall be Hydraulic rotary rig pilling or conventional boring
equipment. The boring shall be done by using a piling boom fitted with platform and
mechanical winch along with boring equipment like chisel and bailer. The piling
equipment rigged at a suitable location free of all obstructions. The piling boom shall
be centered to pile location and then lock the total setup. After accurately setting
out the pile location by a land surveyor, a permanent casing will be set in position
with length of casing to be determined from ground condition. Excavation of the soil
inside the casing holes will be carried out using the auger or bucket method. The
drilling process will be continued to the designed founding depth or to the
commencement of rock head level using augers and drilling buckets. Pile lengths
shall be as per the current construction drawings. Upon reaching the final depth ,
loose and re- moulded materials and debris will be removed using cleaning bucket.

Sounding by the measuring chain shall be taken and level recorded . The sounding
chain shall be of suitable length. The sounding chain shall be lowered manually
inside the bore very slowly so that the difference in weight is felt the moment the
flat bottom of weight touches the bed level. The chain shall be marked with
reference to the top level of liner and pulled out of the bore and measured.

23
 FABRICATION AND LOWERING OF PILE REINFORCEMENT CAGE
Reinforcement cage shall be fabricated in sections with provisions for lapping as per
approved drawing and BBS. Fiber reinforced covered box shall be tied to the cage
before loading it. first the bottom cage should be lowered into the pile bore and
rested on the top of the linear with help of resting bars. thereafter, nxt section of the
cage should be lifted and placed vertically over the top of bottom section which
enables proper lapping. When all section of cage are fixed and lowered into pile
bore, the top level of the pile cage shall be checked and measured with tape with
respect to reference level to ensure that the cage has attain the required level.

 FLUSHING THE BOREHOLE

On completion of cage loading all the loose disturb or soft material shall be removed
from the bore and shall be flushed with air to ensure that mud has not accumulated
at the base of bore. After flushing and prior to concreting sound by measuring chain
shall be taken.

 CONCRETING
Once flushing is over tremie pipe shall be attached to each other and load into piles
as per depth of pile bore. A hopper of minimum capacity is fitted to the top of tremie
pipe. Tremie pipe is held in position by slinging the hopper to wire rope. The hopper
is field with concrete. When it is completely filled the plug is pulled allowing the
concrete to rush through the tremie pipe downwards displacing the water inside the
tremie pipe through its bottom end. Concrete is continued upto desired level
operation is continued till good concrete reaches 1 meter above the cut of layer of
pipe.

24
Chapter 9 :- Short report/ description of the project.
A berth is a designated location in a port or harbor used for mooring vessels when they are
not at sea. Berths provide a vertical front which allows safe and secure mooring that can
then facilitate the unloading or loading of cargo or people from vessels.
It aims to provide financial support to ports or governments for creation of infrastructure
for movement of cargo and passenger by sea or national waterways.
Projects under the scheme will help to promote coastal shipping and increase its share in
domestic cargo movement in India. Better infrastructure for coastal shipping built under it
will help to decongest rail and road network besides ensuring cost competitive and effective
multi-modal transportation Solution.
The original scope of work as per tender consists of:
I. Construction of berth 250 m long 30m wide on pile foundation (depth 11m below
CD).
II. Two numbers Approach bridges of 96m long 15m wide eacho same on pile
foundation.
III. Reclamation of back-up area and strengthening of 40000 Sqm. area using
prefabricated Vertical drains (PVD ) technique for cargo stacking.
IV. Dredging in soil and rock at Berth pockets and in approach channel.

V. Rock revetment using Geotextile material.

VI. Other miscellaneous activities like electrical, fire fighting and pipe line works .

Purpose of project
As the traffic of nearby ports was increasing due to international trading therefore the need
to construct a multipurpose jetty for domestic trading. It aims to provide financial support
to ports or governments for creation of infrastructure for movement of cargo and passenger
by sea or national waterways.
Site Information
Firstly the soil conditions , various survey was undertaken by the IIT Madras and then the
site was confirmed for constructing a jetty. All the plans and drawings and all the
specification are given by the IIT madras.As the proposed site was totally covered by water
as it is located near the shore area of nhava sheva . So filling was done on the site. After
filling soil compaction was done using PVD and then rivetment was done.
The construction of coastal berth consists of two approaches and a jetty. The main work
going on the site is construction of piles. For approaches there are in total of 126 piles i.e. 63
piles each for one approach. The construction of both the approaches has been completed.

25
Now the work in progress is that of piles for main jetty. It consist of 250 piles of which 200
piles have been completed . The dredging work is in progress. Dredging is done so as to
ensure proper depth of the sea so that the vessel to be park does not get stuck due to less
depth. Several other activities like reclamation, making of connecting road to approach,
kerb walls for approaches and other little activities were carried out.

26
Chapter 10 :- Special/ challengimg experiences encountered
during training
Every site encounters some or other challenging experiences . The challenging experiences
encountered during are training period on the site was that; the auger fell down inside the
linear and that the excavator while excavating drowned in the sea.
When the auger dropped in the linear various ways were tried to remove it . but the auger
did not came out. The sea drivers were brought and efforts were made to remove the same
but the auger was still stuck in the linear. The auger had dropped width wise which was
tightly stuck in the linear casing . Eventhough after several attempts the workers and the
drivers were not able to remove it .

So after several discussion of the main authorities and experienced personnel the solution
for the problem was proposed by the consulting company. The solution was that since after
several attempts the auger cannot be removed so the concreting to be done on the auger.
And thus the situation was solved and the pile was constructed.

The experience was that drowning of excavator during excavating soil from sea for
revetment . As the soil was black cotton soil and thus soil being loose one the excavator
started sliding down the Land and it drowned in the sea. But their was no harm to the
operator of the excavator. The operator was recused safely by the safety persons. Later on
the excavator was removed from the sea with the help of crane.
The above situation thought as that there maybe many challenging experiences on the site
but we have to faces those and find the best solution for the same. It also proved the safety
of the worker are taken care of.

27
28