Industrial Training Report 1

MAKERERE UNIVERSITY
COLLEGE OF ENGINEERING, DESIGN, ART AND TECHNOLOGY

SCHOOL OF BUILT ENVIRONMENT
DEPARTMENT OF CONSTRUCTION ECONOMICS AND MANAGEMENT
INDUSTRIAL TRAINING REPORT
DESIGN AND BUILD OF MASINDI (KISANJA) - PARK JUNCTION AND TANGI JUNCTION - PARAA - BULIISA ROADS
UPGRADING PROJECT (159 KM)
BY
NAME: SSENTONGO MANSOOR
REGISTRATION NUMBER: 17/U/10256/PSA
STUDENT NUMBER: 217005237
AN INDUSTRIAL TRAINING REPORT SUBMITTED TO THE DEPARTMENT OF

CONSTRUCTION ECONOMICS AND MANAGEMENT FOR THE AWARD OF A DEGREE
OF BACHELOR OF SCIENCE IN CONSTRUCTION MANAGEMENT
July 2019
INDUSTRIAL TRAINING REPORT, JUNE TO AUGUST 2019, JUNE TO AUGUST 2019
DECLARATION
I, Ssentongo Mansoor, hereby declare that this Report is an authentic record of my industrial
training that I did with Abuljabein Engineering Consulting Office (AECO) as a requirement of a
Bachelor of Science degree in Construction Management from 3rd -June-2019 to 2nd -August-2019,
Makerere University, College of Engineering Design, Art and Technology, under the guidance of
Mr. Lubwama Ibrahim. It has never been presented or submitted in any other university, institution
or an organization and it fully shows the knowledge and skills learnt throughout the training
session.
Signature: …………………………
Date : …………………………
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APPROVAL
This is to certify that the bearer, SSENTONGO MANSOOR, carried out his industrial training
with our company fully participating in all the works. Therefore, this serves to approve his
industrial training report for submission to the Department of Construction Economics and
Management under the School of Built Environment, College of Engineering, Design, Art and
Technology, Makerere University.
1. Training Supervisor
Name : ENG. MOSES KISEMBO MUYONJO
Signature: ……………………….
Date : ………………………
2. University Supervisor
Name : MR. LUBWAMA IBRAHIM
Signature: ………………………
Date : ……………………...
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ABSTARCT
The Industrial training was undertaken for the period of two months, from 3rd – June – 2019 to 2nd
– August – 2019 at the Design and Build project of Masindi (Kisanja) – Park Junction and Tangi
Junction – Paraa – Buliisa Roads Upgrading project with Abuljebain Engineering Consulting
Office (AECO).
This report explains the activities that were participated in during the course of the training in
different departments that included Soils, Material and Laboratory, Structures Construction,
Earthworks and Pavement Layers Construction, Surveying, Highway Design and Measurements,
Project Management and Planning and lastly Environmental, Social, Healthy and Safety. This
report shows the challenges that were faced during the training and the proposed recommendations
to overcome these challenges.
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ACKNOWLEDGEMENT
I extend my humble appreciation towards the efforts put by the following who led to the success
of my industrial training.
First and foremost, my special thanks go to Allah who has seen me through this training period for
He has kept me alive to date.
Let me also express my sincere appreciation to the Department of Construction Economics and
Management, College of Engineering, Design, Art and Technology and Makerere University for
availing such a time schedule to carry out my industrial training and other services provided. I also
express my gratitude to the university supervisor, Mr. Lubwama Ibrahim, who spared his time to
inspect me and later on inspired and encouraged me.
I extend my gratitude towards Higher Education Students Financing Board (HESFB) for financing
my Higher Education.
I would like to thank the entire organization of Abuljebain Engineering Consulting Office and
China Communications Construction Company for the heartily welcome I received and allowed
me carryout my industrial training. Furthermore, I also express heartwarming thanks to my field
Supervisors, Engineer Ronald Ssebirumbi, Engineer Moses Kisembo Muyonjo and the entire staff
for the tireless hard work that they have expressed to see that the project attains its quality standards
desired for its sustainability.
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DEDICATION
I dedicate this report to my family which has been there for every kind of support needed during
my education.
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Table of Contents
1 CHAPTER ONE: INTRODUCTION ..................................................................................... 1
1.1 Overview .......................................................................................................................... 1
1.2 Objectives of the training ................................................................................................. 1
1.3 Background of the Project ................................................................................................ 2
1.4 The Engineer’s History .................................................................................................... 2
1.5 The contractor’s Brief History. ........................................................................................ 2
1.6 Project Details .................................................................................................................. 3
1.7 Project Location ............................................................................................................... 4
1.8 Site Administration and organizational layout for the supervising Engineer (AECO) .... 5
1.9 Project Headquarters ........................................................................................................ 6
1.10 Site Meetings ................................................................................................................ 7
1.11 Working schedule ......................................................................................................... 8
2 CHAPTER TWO: SOILS, MATERIALS AND LABORATORY ........................................ 9
2.1 Soil tests ......................................................................................................................... 10
2.1.1 Borrow pit sampling ............................................................................................... 11
2.1.2 Maximum Dry Density of Soil ............................................................................... 11
2.1.3 California Bearing Ratio of the Soil ....................................................................... 11
2.1.4 UCS for Stabilized materials .................................................................................. 13
2.2 Tests on Aggregates ....................................................................................................... 14
2.2.1 Grading and Flakiness Index .................................................................................. 14
2.2.2 Aggregate crushing Value and Ten Percent Fine Value of Aggregates ................. 15
2.2.3 Aggregate Impact Value ......................................................................................... 16
2.2.4 Water absorption Test ............................................................................................. 18
2.2.5 Sand Equivalent (JTG -T0334 - 2005).................................................................... 18
2.3 Tests on Concrete ........................................................................................................... 20
2.3.1 Slump Test .............................................................................................................. 20
2.4 Tests on bitumen ............................................................................................................ 20
2.4.1 Ductility Test .......................................................................................................... 21
2.4.2 Penetration Test ...................................................................................................... 22
2.4.3 Flash and Fire point test by Cleveland Open Cup .................................................. 23
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2.4.4 Viscosity test ........................................................................................................... 24

2.4.5 Specific Gravity ...................................................................................................... 25
3 CHAPTER THREE: HIGHWAY DESIGN AND MEASUREMENTS .............................. 27
3.1 HIGHWAY DESIGN ..................................................................................................... 27
3.1.1 Geometric Design ................................................................................................... 27
3.1.2 Pavement Design .................................................................................................... 27
3.1.3 Drainage Design...................................................................................................... 28
3.1.4 Autodesk AutoCAD and Civil 3D .......................................................................... 28
3.2 MEASUREMENTS AND PROCUREMENT ............................................................... 29
3.2.1 Procurement ............................................................................................................ 29
3.2.2 Measurements ......................................................................................................... 30
4 CHAPTER 4: STUCTURES (BOX CULVERTS AND BRIDGES) CONSTRUCTION ... 31
4.1 BRIDGES ....................................................................................................................... 31
4.1.1 MATERIALS .......................................................................................................... 32
4.1.2 EXECUTION OF WORKS .................................................................................... 33
4.1.3 QUALITY CONTROL DURING BRIDE WORKS .............................................. 37
5 CHAPTER FIVE: EARTHWORKS AND PAVEMENT LAYERS CONSTRUCTION .... 41
5.1 EARTHWORKS ............................................................................................................ 41
5.1.1 Roadbed Preparation ............................................................................................... 41
5.1.2 Fill layers/ Common fills / embankment fills ......................................................... 41
5.1.3 Formation Level ...................................................................................................... 42
5.1.4 Tools, equipment and instruments used .................................................................. 42
5.1.5 Quality Assurance and Quality Control .................................................................. 44
5.1.6 Road Defects ........................................................................................................... 49
5.2 PAVEMENT LAYERS.................................................................................................. 50
5.2.1 Subgrade ................................................................................................................. 51
5.2.2 Capping Layer (Selected or Improved Subgrade) .................................................. 51
5.2.3 Sub-base .................................................................................................................. 51
5.2.4 Roadbase ................................................................................................................. 52
5.2.5 Surfacing ................................................................................................................. 53
5.2.6 Asphalt Concrete ..................................................................................................... 53
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5.2.7 Pavement Structure of the Project........................................................................... 54

6 CHAPTER SIX: SURVEYING ............................................................................................ 55
6.1 Two-Peg Test ................................................................................................................. 55
6.2 Verification of setting out of culverts ............................................................................ 56
6.3 Verification of excavation levels of culverts.................................................................. 57
6.4 Verification of concrete bedding levels of culverts ....................................................... 59
6.5 Verification of levels of Formwork at Zoliya River Bridge Lot 7A Km 51 + 529 ........ 59
6.6 Verification of Bearers level at Waiga River Bridge Lot 7A Km 40 + 956 .................. 60
6.7 Checking for settlement of Paraa Bridge Lot 8A Km 21 + 580..................................... 61
6.8 Verification of G7 Layer Levels .................................................................................... 62
6.9 Checking of G30 Subbase Layer Levels ........................................................................ 63
6.10 Checking the Height of crossing electric lines from ground, Lot 7A......................... 64
6.11 Verifying setting out of the pile .................................................................................. 65
7 CHAPTER SEVEN: PROJECT MANAGEMENT.............................................................. 67
8 CHAPTER EIGHT: ENVIRONMENT, SOCIAL, HEALTHY AND SAFETY ................. 68
8.1 Environment ................................................................................................................... 68
8.1.1 Borrow pit management .......................................................................................... 68
8.1.2 Quarry site Management ......................................................................................... 68
8.1.3 Dust Management ................................................................................................... 69
8.1.4 Animal crossing ...................................................................................................... 69
8.2 Social .............................................................................................................................. 69
8.3 Health ............................................................................................................................. 69
8.4 Safety .............................................................................................................................. 69
8.4.1 Speed calming measures ......................................................................................... 70
9 CHAPTER NINE: OBSERVATIONS, CHALLENGES, RECOMMENDATIONS AND
CONCLUSIONS........................................................................................................................... 71
9.1 OBSERVATIONS ......................................................................................................... 71
9.2 CHALLENGES .............................................................................................................. 71
9.3 RECOMMENDATIONS ............................................................................................... 71
9.4 CONCLUSIONS ............................................................................................................ 72
References ..................................................................................................................................... 73
APPENDICES .............................................................................................................................. 74
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APPENDIX 1: SOILS, MATERIALS AND LABORATORY FORMS ................................. 75

APPENDIX 2: STRUCTURES (BOX CULVERTS AND BRIDGES CONSTRUCTION) ... 76
APPENDIX 3: EATHWORKS AND PAVEMENT LAYERS CONSTRUCTION ................ 77
APPENDIX 4: SURVEYING WORKS ................................................................................... 78
APPENDIX 5: ENVIRONMENT, SOCIAL, HEALTH AND SAFETY ................................ 79
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LIST OF FIGURES
Figure 1.1 : Shows project location and all its Lots ........................................................................ 4
Figure 1.2 : Organization structure of the Engineer, AECO........................................................... 5
Figure 1.3 : Engineer’s structures at the project headquarters ........................................................ 6
Figure 1.4 : Contractor’s Main Campsite ....................................................................................... 7
Figure 2.1 : Engineer’s Laboratory Equipment. ............................................................................. 9
Figure 2.2 : Test Procedure for CBR Test .................................................................................... 12
Figure 2.3 : Test Procedure for Aggregate Crushing Value and Ten Percent Fines Value .......... 15
Figure 2.4 : Ductility Test Procedure ............................................................................................ 21
Figure 2.5 : Flash and Fire test Procedure for the Bitumen point ................................................. 24
Figure 4.1: Project Location - Bridge Overview .......................................................................... 32
Figure 4.2 : Cement concrete being loaded in a truck at the Cement Concrete Batching Plant ... 33
Figure 4.3 : Drilling for piles at Emmi River Bridge Lot 8A Km 21 + 120 ................................. 34
Figure 4.4 : Lowering reinforcement at Emmi River Bridge Lot 8A Km 21 + 120 ................... 35
Figure 4.5: Pile casting at Sambiya River Bridge Lot 7A Km 55 + 071.6 ................................... 35
Figure 4.6 : Pile cap casting at Zoliya River Bridge Lot 7A Km 51+528.6 ................................. 36
Figure 4.7 : Abutment Construction at Waiga River Bridge Lot 7A Km 40 + 950.6 .................. 37
Figure 4.8 : Mud Density Test at Emmi River Bridge Lot 8A Km 21 +120 ................................ 38
Figure 4.9 : Percentage of sand in slurry test at Emmi River Bridge Lot 8A Km 21+120 ........... 39
Figure 4.10 : Concrete Slump test at the Main Cement Concrete Batching Plant ........................ 40
Figure 5.1 : A Grader shaping a layer to be compacted.............................................................. 42
Figure 5.2 : An excavator loading material onto the truck ........................................................... 43
Figure 5.3 : A steel drum roller compacting ................................................................................. 43
Figure 5.4 : Inspection of the finished G7 Top layer at Lot 7A Km 3 + 100 - Km 3 + 400 ......... 44
Figure 5.5 : Carrying out DCP Test .............................................................................................. 45
Figure 5.6 : Carrying out filed density using Sand cone method.................................................. 48
Figure 5.7 : Dipping during processing of G7 Top layer at Lot 7A Km 4 + 755 - Km 4 + 855 .. 49
Figure 5.8 : Showing laminations along Lot 7B ........................................................................... 49
Figure 5.9 : Cracks along G7 Top finished, Lot 7A ..................................................................... 50
Figure 5.10 : Cement Stabilized subbase ...................................................................................... 52
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Figure 5.11 : Road base Construction ........................................................................................... 53

Figure 5.12: Pavement Structure of the MTP Project ................................................................... 54
Figure 6.1 : Shows some of the Surveying equipment that was used in the Department ............. 55
Figure 6.2 : Shows Coordinates checking for the setting out of a pipe culvert at Lot 7A Km 30+371
using a GPS ................................................................................................................................... 57
Figure 6.3 : Shows setting up of a dumpy level to check on pipe culvert excavation levels at Lot
7A Km25+710 .............................................................................................................................. 58
Figure 6.4 : Shows a staff being held at the formwork level to take a reading at Zoliya River Bridge
Lot 7A Km 51+529 ....................................................................................................................... 60
Figure 6.5 : Taking reading to check Settlement for Paraa Bridge Lot 8A Km 21 + 580 ............ 62
Figure 6.6 : Section showing Points where Levels are taken, at Lot 7A Km 38+980 .................. 63
Figure 6.7 : Checking for setting out of Pile, A1-P6-5 Emmi Bridge Lot 8A Km 21+120 ......... 66
Figure 7.1 : A caption of program of works for the project in MS Project 2016 ......................... 67
Appendix 1 - Figure 1 : Different tests that were carried out from the Laboratory ...................... 75
Appendix 2 - Figure 1: Box culverts and bridges construction works…………………………...76
Appendix 3 - Figure 1: Earthworks and Pavement layers construction works…………………..77
Appendix 4 - Figure 1: Surveying works during execution of the project……………………….78
Appendix 5 - Figure 1: Environmental, social, health and safety measures during construction..79
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LIST OF TABLES
Table 1.1 : Lots of the project and their length ............................................................................... 3
Table 1.2: Bridges and their locations at the project ...................................................................... 3
Table 2.1 : Tests carried out .......................................................................................................... 10
Table 2.2 : CBR Requirements for fill and Subgrade Layers ....................................................... 13
Table 2.3: UCS results after Crushing .......................................................................................... 14
Table 2.4 : Test Results of Aggregate Impact Value Test (Dry Condition) ................................. 17
Table 2.5: Reagents used for Sand Equivalent test ....................................................................... 19
Table 2.6 : Penetration Test Results ............................................................................................. 22
Table 2.7 : Flash and Fire Point of Bitumen Results .................................................................... 24
Table 2.8 : Specific gravity test results ......................................................................................... 25
Table 3.1 : Traffic Classes ............................................................................................................ 28
Table 3.2 : Subgrade Classification .............................................................................................. 28
Table 4.1 : Bridges of the Project ................................................................................................ 31
Table 5.1 : Testing frequencies for Filed Density......................................................................... 46
Table 5.2 : Required degree of compactness for Earthworks ....................................................... 47
Table 6.1 : Excavation levels of a Pipe Culvert at Lot 7A Km 25+710 ....................................... 58
Table 6.2: Results for the concrete bedding levels of a Pipe Culvert at Lot 7A Km29+895 ....... 59
Table 6.3: Levels of formwork for the pile Cap setting out of Zoliya Bridge Lot 7A Km 51+529
....................................................................................................................................................... 60
Table 6.4 : Bearers levels at Waiga River Bridge Lot 7A Km 40+956 ........................................ 61
Table 6.5: Height of crossing wires at Lot 7A .............................................................................. 65
Table 6.6: Setting out details of Emmi River Bridge Lot 7B Km 21+120, Pile A1-P6-5 ............ 66
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LIST OF ACRONYMS
ACV – Aggregate Crushing Value
AECO – Abuljebain Engineering Consulting Office
AIV – Aggregate Impact Value
BS - British Standards
CCCC – China Communications Construction Company
CBR – California Bearing Ratio
FI – Flakiness Index
G7 – Natural gravel with CBR value min 7
L.H.S – Left Hand Side
LL – Liquid Limit
MDD – Maximum Dry Density
MoWT – Ministry of Works and Transport
MTP – Masindi (Kisanja) – Park Junction and Tangi Junction – Paraa – Buliisa Roads Upgrading
Project
NEMA - National Environmental Management Authority
OMC – Optimum Moisture Content
PI – Plasticity Index
PL – Plastic Limit
RFI – Request For Inspection
R.H.S – Right Hand Side
TFV – Ten percent Fines Value
UNRA – Uganda National Roads Authority
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1 CHAPTER ONE: INTRODUCTION
1.1 Overview
The Department of Construction Economics and Management under the College of
Engineering, Design, Art and Technology, Makerere University attaches 2nd year students of
Bachelor of Science in Construction Management, Bachelor of Science in Quantity Surveying and
Bachelor of Science in Land Economics to various engineering, construction, consultancy and
valuation firms respectively during the first holiday of the academic year for industrial training
because it is a requirement.
This exposes a student to the practical skills while at the same time enhancing the theoretical
knowledge of the student. At the end of the training, students are expected to write a report
regarding their field experience. I was honored to train with Abuljebain Engineering Consulting
Office for the period of two months from 3rd – June – 2019 to 2nd – August – 2019 under the
supervision of the company supervisor and university supervisor.
1.2 Objectives of the training

1. To expose the student to practical activities in the industry that are relevant to the
program of study.
2. To give students an opportunity to fully understand and grasp the principles taught in class
as they get a chance to see them applied practically.
3. To develop student understanding of teamwork, management, communication skills, work
ethics, employment demands, responsibilities and opportunities.
4. To equip students with relevant skills and knowledge relative to the demands of the
advancing technology in the construction industry.
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1.3 Background of the Project

In order for Uganda to achieve the first oil production by 2020, road networks have to be in place
to support the oil and gas infrastructure developments. Therefore, the Government of the Republic
of Uganda, represented by UNRA, on 5th-March-2018 signed a contract with China
Communications Construction Company (CCCC) under Procurement Reference Number:
UNRA/WORKS/2016-17/00110/01 as a Contractor for the Design and Build of Masindi (Kisanja)
– Park Junction and Tangi Junction – Paraa – Buliisa Roads Upgrading Project. Ablujebain
Engineering Consulting Office (AECO) was appointed as the Engineer/Engineer for the Project.
The Consultancy Agreement was signed on 21st-September-2018 under Procurement Reference
Number: UNRA/SRVCS/16-17/00111/01 and the services commenced on 21st-October-2018.
Due to UNRA’s new policy of 30% local content, three local contractors that include; Mukoda
Engineering Works, Rodo Contractors Limited and Greystone Investments Limited were
subcontracted to carry out earthworks and pipe culverts construction at different lots of the Project
as assigned. These had contracts with the Main Contractor, CCCC.
The project was estimated to cost USD 218millions, and expected to be executed for the period of
36 months. The first 15 months being a pre-finance period where the Contractor, CCCC had to
finance himself.
1.4 The Engineer’s History

AECO is a multidisciplinary consulting firm typified by its talented Architects and Engineers
under Kuwait ownership. It has offices in Lebanon, Jordan, Cyprus, UK, South Africa, Central
Africa and Middle East. It was established in 1981. It has worked on projects globally that include,
Lumley - Tokeh Road in Sierra Leone, Masswa Assab Road in Eritrea, Taraka - Rombo - Mkuu
Road in Tanzania, Darhan Erdernet Road in Mongolia, Niamey - Doso Road in Niger, Maputo –
Namaacha Road in Mozambique. among others.
1.5 The contractor’s Brief History.

CCCC is a publicly traded multinational engineering and construction company primarily engaged
in the design, construction and operation of infrastructure assets, including highways, bridges,
tunnels, railways, subways, airports and marine ports. It was founded in 2005 by the China
Communication Construction Group. In Uganda, CCCC had works on a number of projects that
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include, Entebbe Express Way and the expansion of the Entebbe International Airport among
others.
1.6 Project Details

The project is 159km and about ⅔ of the total length of the project roads (101.5 km) are located
inside the Murchison Falls National Park.
The project was divided into the following four (4) lots as shown in Table 1.1:
Table 1.1 : Lots of the project and their length
No. Name Lot Length (Km)

1 Kisanja – Park Junction 7A 70.5
2 Sambiya – Murchison Falls 7B 11.6
3 Tangi Junction – Paraa – Buliisa 8A 50.9
4 Wanseko – Bugungu Junction 8B 21.2
The project has seven bridges as shown in Table 1.2:
Table 1.2: Bridges and their locations at the project
No. Name Lot Chainage Span (m)

1 Waiga River bridge 7A Km 40+950.6 24
2 Wairingo River Bridge 7A Km 45+281.6 30
3 Zoliya Bridge 7A Km 51+528.6 18
4 Sambiya River Bridge 7A Km 55+071.6 18
5 Tangi River Bridge 8A Km 0+300 30
6 Emmi River Bridge 8A Km 21+120 18
7 Paraa Bridge 8A Km 21+580 520
During the period of training, there were ongoing activities at all the four (4) lots, especially on
Lot 7A and 7B. Six bridges were being constructed simultaneously, apart from Wairingo River
Bridge at Lot 7A Km 45 + 281.6 which was finished first since it required a shallow foundation.
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1.7 Project Location

The project is located in the North Western Uganda in Masindi, Buliisa and Nwoya districts via
Murchison Falls National Park. The figure below shows the project map.
Figure 1.1 : Shows project location and all its Lots
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INDUSTRIAL TRAINING REPORT, JUNE TO AUGUST 2019
1.8 Site Administration and organizational layout for the supervising Engineer (AECO)
Figure 1.2 : Organization structure of the Engineer, AECO
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INDUSTRIAL TRAINING REPORT, JUNE TO AUGUST 2019, JUNE – AUGUST 2019
1.9 Project Headquarters

The project Headquarters were located in Bokwe Village in Masindi District, Km 13 + 212 from
Kisanja at an offset of 200m from the Lot 7A alignment. The Contractor, upon commencement of
the civil works, set up a camp, which has an office, soils, materials laboratory, and five houses for
the engineer. The structures were made of prefabricated materials and that makes the buildings
temporary in nature.
Figure 1.3 : Engineer’s structures at the project headquarters
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Figure 1.4 : Contractor’s Main Campsite
1.10 Site Meetings

Regular site meetings were held to assess the work progress and resolve major project issues.
These were always between the Engineers, the contractor and client.
The project meetings were held every month. They could occur for the period of one week referred
to as the inspection week. The client (UNRA) used to visit the project to check on the overall
progress of the project. The first day used to be for inspection of works going on, the second day
used to be a meeting between the Engineer and the client and then the last day used to be a meeting
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between the Engineer, client and the Contractor. During the period of training, there were two
inspection weeks, 10th-June – 2019 to 14th-June-2019 and 8th July-2019 to 12th July-2019.
1.11 Working schedule

A working day began at 8:30 am in the morning and ended at 5:00pm in the evening. A lunch
break was given at 12:30 to 2:00 pm. The staff were expected to arrive at headquarters in the
morning at 8:00am. Each was supposed to register his/her time of arrival and departure for
assessment.
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2 CHAPTER TWO: SOILS, MATERIALS AND LABORATORY

The materials used in construction works have to be tested to ensure that they meet the
requirements as specified in the standards and modifications that are made by the client. For this
reason, a materials laboratory was established to carry out tests on the materials to be used during
the construction period. The tests were carried out on soils, aggregates, bitumen, asphalt concrete,
cement concrete, sand, bitumen among others according to the requirements. These tests were
carried out by the contractor at the Central Materials laboratory and by the Engineer in the
Engineer’s laboratory.
Figure 2.1 : Engineer’s Laboratory Equipment.
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The tests were carried out in accordance to the International Standards as indicated in the Table
2.1.
Table 2.1 : Tests carried out
Test Description International standards

Tests on Soils and Gravels
Particle Size Distribution BS1377:Part 2:1990
Moisture Content BS1377:Part 2:1990
CBR Test BS1377:Part 4:1990
Plastic Limit & Plasticity Index BS1377:Part 2:1990
UCS of Stabilised Materials TMH1:method A14:1986
Tests on Aggregates and Concrete

Moisture Content of Aggregates BS812:Part 109:1990
Relative Density and Water Absorption BS812:Part 2:1975
Sieve Tests on Aggregates BS812:Part 103.1:1985
Aggregate Crushing Value (ACV) BS812:Part 110:1990
Ten Percent Fines Value (TFV) BS812:Part 111:1990
Aggregate Impact Value (AIV) BS812:Part 112:1990
Slump Test BS1881:Part 102:1983
Concrete Cube Strength BS1881:Part 116:1983
Sand Equivalent JTG-T 0334-2005
Tests on Asphalt and Bituminous Materials

Flash and Fire Point by Cleveland Open Cup ASTM D92-90
Thin-Film Oven Test (TFOT) ASTM D1754-87
Penetration of Bituminous Materials ASTM D5-86
Softening Point Test ASTM D36-70
Ductility ASTM D113-86
Viscosity Determination using the Brookfield
Thermosel Apparatus ASTM D4402-91
Specific Gravity
2.1 Soil tests

Soil on a pavement serves two purposes for instance as the initial base in terms of original ground
soil, as a material in terms of gravel got from borrow pits. Before you use any soil material in a
particular layer, it has to first meet the standards so it has to be tested.
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2.1.1 Borrow pit sampling

The materials to be used were sourced from the borrow areas and these had to be ensured that they
meet the Engineering requirements. The samples from borrow pit were picked from different pits
at different depths.
The following tests on soil(s) were carried out during the course of training.
2.1.2 Maximum Dry Density of Soil

Objective
To determine the optimum moisture content of the soil and maximum dry density
Apparatus
Balance, Moulds, Scoop, Metal trays, Straight edge and a Hammer of 4.5kg
Procedure
The test was carried in accordance with BS 1377: Part 4: 1990.
Sample details
The soil sample was Original Ground Soil (OGS), picked from Lot 7B Km 20 + 000 Centre Line
(C.L) at a depth of 0.8 – 2.2 m, sieved through a 20mm sieve.
Results
Optimum moisture content (%) 9.5
Maximum Dry Density (g/cm3) 2.055
Analysis and Discussion of results

The maximum dry density of soil shows the maximum compaction that can be achieved when you
use the optimum moisture content of the soil.
2.1.3 California Bearing Ratio of the Soil

The strength of the subgrade is the main factor in determining the required thickness of flexible
pavements for roads. The strength of the subgrade, subbase and base course materials are expressed
in terms of their California Bearing Ratio (CBR) Value.
Objective
To determine the strength of soil sample in order to assess whether it meets the required
specifications to be used for construction of a particular layer of the pavement.
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Apparatus
Balance, Moulds, Scoop, Metal trays, Straight edge, Oven, CBR-Test Compression Machine and
Filter papers.
Procedure
The test was conducted in accordance with BS1377: Part 4:1990 and TMH1: method A8:1986
Sample details
The soil sample was Original Ground Soil (0GS), picked from Lot 7B Km 20 + 000 Centre Line
(C.L) at a depth of 0.8 – 2.2 m, sieved through a 20mm sieve.
1. Mixing the soil with optimum moisture 2. Put the sample in 5 layers 3. Compacting each layer, 10 , 30 & 62 blows
4. Putting filter papers on the samples 5. Soaking the samples for 4 days 6. Penetration of the samples in the CBR Machine
Figure 2.2 : Test Procedure for CBR Test

Results
The CBR Value of the sample was found to be 10%.
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Analysis and discussion of results

The CBR value is the resistance to a penetration of 2.5 mm of a standard cylindrical plunger of 50
mm diameter, expresses as a percentage of the known resistance of the plunger to 2.5 mm in
penetration in crushed aggregate, (taken as 13.2 kN).
The higher the CBR Value, the stronger the material is.
The following table below shows the CBR requirements of a material to be used for the subgrade
or a fill according to The Republic of Uganda – Ministry of Works and Transport (MoWT) General
Specifications for Road and Bridge Works, Series 3000, Page 16 - Table 3602/1 and Page 28 -
Table 3702/5
Table 2.2 : CBR Requirements for fill and Subgrade Layers
Materials Class
G15 G7 G3 G30
CBR (%) Minimum 15, after Minimum 7, after 4 3 after 4 days soaking, Minimum 30, after
4 days soaking days soaking measured at 90% of MDD of 4 days soaking
BS-Heavy compaction
Usage Upper improved Lower improved Fill only Subbase
Subgrade layers subgrade layers
and fill and fill
Limitations: Because of the size of the sample and of the plunger the test is appropriate only for
materials having a maximum particle size not exceeding 20 mm
Conclusion
According to our results, the material with the CBR value of 10% can be used at the lower
improved subgrade layers and a G7 fill material.
2.1.4 UCS for Stabilized materials
Objective
To determine the strength of stabilized material compared to non-stabilized material.
Test Procedure
The test was carried out in accordance with THMI: method A14: 1986
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Results
Laboratory results of mixture with Cement
Cement (%) MDD OMC
4 2.12 8.8
Table 2.3: UCS results after Crushing
Air Tight Soaked

No Load (KN) Strength (MPa) Load (KN) Strength (MPa)
1 28.1 3.57 14.2 1.81
2 27.5 3.50 16.7 2.12
3 20.0 2.54 16.8 2.14
4 26.1 3.33 13.4 1.71
5 22.9 2.92 12.6 1.61
6 23.6 3.01 17.3 2.20
Conclusion
Since all the samples had a strength greater than 1.5 MPa, the results are satisfactory.
2.2 Tests on Aggregates

Aggregates used in road construction should be strong enough in order to be able to resist the
traffic wheel loads inform of gradual and impact loads. Different tests need to be carried out before
you use any aggregate. The tests that were carried out included the following.
2.2.1 Grading and Flakiness Index

Objective
To determine the particle size distribution of the aggregates in the sample.
Apparatus
Riffle boxes, grading sieves, flakiness sieves, balance.
Procedure
The grading was carried out according to BS812: Section 105.1: 1989
Results
Refer to the Appendix 1.
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2.2.2 Aggregate crushing Value and Ten Percent Fine Value of Aggregates
Objective
To determine the strength of the coarse aggregates to resist crushing on a gradually applied load.
Assess suitability of coarse aggregates for use in different types of road
Apparatus
• A steel cylinder 15cm diameter with plunger and base plate.
• A straight metal tamping rod 16mm diameter and 45 to 60cm long rounded at one end.
• A balance of capacity 3 kg readable and accurate to one gram.
• IS sieves of sizes 14mm, 10mm and 2.36mm.
• A compression testing machine.
• Cylindrical metal measure of sufficient rigidity to retain its from under rough usage and of
11.5cm diameter and 18cm height.
• Dial gauge.
Test procedure
The tests were carried out in accordance with BS812: Part 110:1990 & BS812: Part 111:1990
1.Prepare the sample in the mold in 3 layers 2. Set the Peak and the rate in the Crusching Machine
3. Place the mold with the sample in the machine 4. Control the Machine and stop it after 10 mins
Figure 2.3 : Test Procedure for Aggregate Crushing Value and Ten Percent Fines Value
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Results
A.C.V = 8.5%
The aggregates used in roads and pavement construction must be strong enough to withstand
crushing under roller and traffic. If aggregates are weak, the integrity of the pavement structure is
likely to be adversely affected. The A.C.V test helps to check on this strength.
Crushing value of aggregates indicates its strength. Lower crushing value is recommended for
roads and pavements as it indicates a lower crushed fraction under load and would give a longer
service life and a more economical performance.
If the aggregate crushing value is 30% or higher’ the result may be anomalous and in such cases
the ten percent fines value should be determined instead.
According to The Republic of Uganda, MoWT Specifications Series 4000, Sub Clause 4202(c),
the Ten Percent Fines Value of the coarse aggregate used in asphalt concrete surfacing, when
determined in accordance with BS 812-111: 1990 or equivalent shall not be less than 110 kN.
Additionally, in Sub clause 4202 (g) (ii), the TFV of the coarse aggregate used in cold mixed
bituminous base course, when determined dry in accordance with BS 812-111: 1990 or
equivalent, shall not be less than:
- 110 kN for Traffic Load greater than 1 x 106 esa's.
- 80 kN for Traffic Load less than 1 x 106 esa's.
Conclusion
The A.C.V value of 8.5% is satisfactory enough.
2.2.3 Aggregate Impact Value

Aggregate impact value gives a relative measure of the resistance of an aggregate to sudden shock
or impact, e.g. under a vibratory roller. An aggregate impact value of less than 25 is usually
regarded as appropriate. Greater values than this mean the material is unsuitable for use in
pavements.
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Objective
To determine the resistance of an aggregate on a shock or impact Load.
Apparatus
Aggregate impact testing machine, tamping rod, 2.36mm sieve, balance.
Sample Details
It was carried out on aggregates passing the 14mm sieve and retaining on the 10mm sieve. The
test sample consisted of 22kg aggregates sized 12.0mm - 16.0mm picked from Quarry 1. 11kg
Aggregates were dried by heating at 100-110° C for a period of 4 hours and cooled and other 11kg
soaked in water for the wet condition test.
Test Procedure
The test was carried out in accordance to BS812: Part 112:1990
Following completion of the series of blows the material passing the 2.36mm sieve was expressed
as a percentage of the sample and recorded as the aggregate impact value.
Results
Table 2.4 : Test Results of Aggregate Impact Value Test (Dry Condition)
Test No. 1 2 3
Mass of aggregates + Cylinder (g) 1351 1340 1339
Mass of Cylinder (g) 974 974 974
Mass of oven dried sample (g) 377 366 365
Mass of aggregates passing 2.36mm sieve (g) 21 23 20

AIV (%) 5.6 6.3 5.5
Average AIV (%) 5.8
Analysis and Discussions of results

A small value of AIV implies the aggregates are strong enough to resist sudden impact.
An aggregate impact value of less than 25 is usually regarded as appropriate. Greater values than
this mean the material is unsuitable for use in pavements.
Conclusion
The AIV Value of 5.8% passes, the aggregate qualified to be used on the pavement layers
accordingly.
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2.2.4 Water absorption Test

Objective
To determine the water absorption rate of the aggregates which is important in calculations of
concrete mix deign
Apparatus
A drying oven, A balance, Test sieves, A dry soft absorbent cloth and Water free from impurities
Sample preparation
Samples of the cold bin aggregates, 0-4mm, 4-12mm, 12-6mm and 16-23mm from Quarry 2, were
washed to remove very fine particles and dust.
The samples were each divided into two, to carry out two tests on each.
The samples were soaked in water for 24 hours
Test procedure
A wire basket was immersed into water and its weight, C was recorded.
The aggregates were put in the basket and the weight of aggregates and basket while in water, B
was recorded.
The aggregates were removed and dried using a dry soft absorbent cloth
The surface dry sample was weighed and its weight, A was recorded.
The aggregates were taken in the oven and dried for at least 24 hours until the moisture was done.
The weight of oven dried sample, D was recorded.
Calculations
Water absorption = 100 * (A – D)/D (%)
Results
Refer to the Appendix 1.
2.2.5 Sand Equivalent (JTG -T0334 - 2005)
Objective
To measure the clay soil or impurity content in all kinds of fine aggregates in order to access the
cleanliness of aggregate.
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Apparatus
Reagent needed;
Table 2.5: Reagents used for Sand Equivalent test
Reagent Quantity per liter

Anhydrous Calcium Chloride 2.79g
Formaldehyde aqueous solution 0.34g
Glycerol 12.12g
Procedure
• 500g of dry sample and 15g of water were measured.
• The sample was mixed with water to make it saturated
• Take some sample to confirm the moisture
• Two samples were used.
• The mix was poured into the cylinder. It was levelled but without compacting it.
• 10ml of the solution were added into the cylinder.
• It was left to settle for 10 minutes
• The height of aggregates and dust, H2 was recorded.
• The cylinder was then filled with the solution up to the height level.
• The mixture was then shaken with the mechanical shaker for 90s.
• It was then left to settle for 20 minutes
• The height of aggregates only, H1 was measured and recorded.
• Sand equivalent was calculated from the formula;
𝐻1
𝑆𝐸 = 𝑥 100
𝐻2
Where,
SE is the Sand Equivalent
H1 is height of aggregates only
H2 is height of aggregates and dust
Results
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SE = 9.1 %
Sand Equivalence indicates the content of sand in the aggregate. The test was carried out on quarry
dust which was intended to be used at the base layer. A high percentage of sand content was
required, so the results were satisfactory
2.3 Tests on Concrete

Concrete is a mixture of sand, cement, fine and coarse aggregates but admixtures if required.
Cement Concrete is used in road construction on bridges, culverts and other structures. Asphalt
concrete is used to make the last asphalt layer. It is so essential to test the concrete before it is used
however much the initial materials that made it were tested.
2.3.1 Slump Test

Objective
To measure the consistency of fresh concrete before it sets, check the workability of freshly
made concrete, and therefore the ease with which concrete flows. It can also be used as an indicator
of an improperly mixed batch.
Apparatus
A slump mold of galvanized steel, Scoop, Sampling tray, Shovel, Tamping rod and a Ruler
Procedure
The test was carried out in accordance with BS1881: Part 102: 1983
Results
It yielded a true slump. The concrete remained intact and symmetrical
Conclusion
The concrete qualified to be used for the casting of the pipe culverts
2.4 Tests on bitumen

Bitumen is a viscous liquid, or solid consisting of essentially hydro carbons and their additives. It
is obtained by refining process from petroleum as the last residual in fractional distillation of crude
petroleum.
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In road construction, bitumen is used as the binder in asphalt concrete. Before using it, it has to be
tested for its properties. The following tests were carried during the training to check for the
properties of bitumen.
2.4.1 Ductility Test

Ductility is the property of bitumen that permits it to undergo great deformation or
elongation. Ductility is defined as the distance in cm, to which a standard sample or briquette of
the material will be elongated without breaking.
Objective
To describe the ductile and tensile behavior of the bituminous binders. It reflects the homogeneity
of the binder and its ability to flow.
Apparatus
Standardized brass molds, Water bath, Ductility machine, Straight edge knife and a thermometer.
Procedure
The test was conducted in accordance with ASTM D113-86.
1. Pouring the Bitumen into the Mold 2. Leave it to settle for 30 minutes 3. Put it in the Water bath of 25'C for 30 minutes
4. Trim the excess and take it to the bath for 1.5hrs 5. Attch the 3 samples into the Ductility Machine 6. Start the Ductitlity machine and record the distances
Figure 2.4 : Ductility Test Procedure

Results
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Line 1, elongation = 1500.00mm

(1500.00+1184.88+1500.00)
Average elongation = 3
Therefore, elongation for the bitumen is 1394.96mm

Analysis and discussions of results
Ductility shows how ductile the material is in accordance to tension forces. The higher the ductility
bitumen is, the higher the quality
Conclusion
According to the specifications and with reference to the penetration grade of the bitumen (60-70),
the ductility of 1394.96mm is satisfactory.
2.4.2 Penetration Test

Objective
To measure the consistency of the bituminous material
Apparatus
Penetrometer, Penetration needles, Penetration tins, Water bath and Thermometer
Procedure
The test was conducted in accordance with ASTM D5-86
Results
Table 2.6 : Penetration Test Results
Test Date 18th -June-2019

Penetration (mm)
1st point 2nd point 3rd point Average
Tin 1 60.2 61.6 62.8 61.5
Tin 2 67.0 65.4 61.5 64.6
Average penetration = 63.05mm
Conclusion
The grade of bitumen was 60/70 since the penetration falls between 60 and 70
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2.4.3 Flash and Fire point test by Cleveland Open Cup

Flash point is the lowest temperature at which the vapor from the liquid is ignited by an open
flame.
Fire point is the lowest temperature at which the liquid will continue to burn without further heat
supply.
Objective
To determine the flash and fire point of the bitumen. This indicates the combustibility of the
material, so that its fire point temperature should never be reached while dealing with the material
to prevent fire.
Apparatus
Cleveland open cup Apparatus, Thermometer (-6 to 400℃), Gas Supply for test flame and
Barometer.
Procedure
The test was conducted in accordance to ASTM D92-90
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1. Pour the Bitumen in the cap 2. Boil the bitumen and introduce frame
3. Flash point 4. Fire Point
Figure 2.5 : Flash and Fire test Procedure for the Bitumen point
Test Results
Table 2.7 : Flash and Fire Point of Bitumen Results
Test Date 18-june-2019

Bitumen Grade 60/70
Measured Flash Point (℃) 305℃
Measured Fire Point (℃) 350℃
Conclusion
The bitumen should not be heated to temperature above 305℃.
2.4.4 Viscosity test
Viscosity is the resistance of the material to flow.
Objective
To determine the resistance of the bitumen to flow
Apparatus
Viscosity machine (with a timer), Cylinder, Thermometer, Heating oven and Soapy fluid.
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Procedure
The test was done with accordance to ASTM D4402-91
Results
201.4 seconds
2.4.5 Specific Gravity

Objective
To determine specific gravity of bitumen for purposes of calculating rates of spread and asphaltic
concrete mix properties.
Apparatus
Pycnometers, Distilled water and Balance.
Procedure
• Measured the weight of pycnometers. 2 pycnometers were used, M1.
• Filled the pycnometers with water and kept it in a water bath (27°C) for 30 minutes
• Removed them from the water bath and clean the outer surface of the pycnometer and
weigh the weight of pycnometer + water, M2.
• Poured away the water.
• Half filled (at least 50ml) the pycnometers with bitumen and left it to cool.
• The weight of pycnometer and half-filled bitumen, M3 was recorded.
• The remaining space of the pycnometer was filled with water and recorded the weight, M4.
• The specific gravity was calculated and reported in 3 decimal places.
Calculations
𝑀3 −𝑀1
Specific gravity = (𝑀
2 −𝑀1 )−(𝑀4 −𝑀3 )
Results
Table 2.8 : Specific gravity test results
Test date 18th – June – 019
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Water bath temperature 27°C

Bitumen grade 60/70
Mass of pycnometer (g) 52.1 50.7
Mass of pycnometer + water (g) 152.1 151.5
Mass of pycnometer + half-filled bitumen (g) 106.7 100.7
Mass of pycnometer + bitumen + water (g) 152.1 151.5
Specific Gravity 1 1
Average Specific Gravity = 1.000
Conclusion
The results were satisfactory. The specific gravity of bitumen should be approximately 1.
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3 CHAPTER THREE: HIGHWAY DESIGN AND MEASUREMENTS
3.1 HIGHWAY DESIGN

The Highway design and measurements department handled works that included Geometric
design, Pavement Design, Drainage design and carrying out measurements to certify the
contractors Interim Payment Certificates. The training under this department involved having
orientation of how the activities are being done and the use of Civil 3D Software in road design.
3.1.1 Geometric Design

Geometric design deals with the horizontal and vertical alignment of the road hence giving the
location of the road in the terrain. The major inputs of geometric deign are the traffic studies and
the topography of the area.
The traffic studies involve the collection and analysis of traffic data through manual and automated
traffic counts. The manual traffic counts involve using individuals to carry out manual traffic
counts for different categories of vehicles that are using the existing road. Origin-destination (O-
D) Surveys are also carried out to analyze the traffic movement. The traffic studies help to generate
traffic class that is one of the parameters in the determination of the pavement design layers
thicknesses and materials to be used.
3.1.2 Pavement Design

The pavement design deals with the design of the different layers of the pavement that include
improved subgrade, subbase, base and wearing course. The major inputs of the pavement design
are traffic studies and subgrade strength. The Volume III - Pavement Design Manual -Flexible
Pavement Design Catalogue provides pavement designs for different traffic class, subgrade
strength, weather conditions.
The traffic classes range from Class 1 for instance T1, to Class 8 for instance T8, Ranging from
traffic volume of 0.3 to 30 million
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Table 3.1 : Traffic Classes
Subgrade strength is determined according to the CBR Value of the original ground soil.
Table 3.2 : Subgrade Classification
3.1.3 Drainage Design

The drainage design deals with the design of different drainage structures of the road that include
pipe culverts, box culverts and bridges. It covers the hydrologic and hydraulic planning and design,
design ﬂood considerations, estimation of design ﬂow for un-gauged catchments, Frequency
analysis of gauged data, hydraulics of culverts, hydraulic design of bridges, channel hydraulics
and scour protection. Drainage structures take on different sizes and shapes depending on the
volume of water. During the design of drainage structures, Volume 2 – Drainage Design Manual
by the MoWT is followed.
3.1.4 Autodesk AutoCAD and Civil 3D

Autodesk AutoCAD is a commercial computer aided design and drafting software developed and
marketed by Autodesk. It is used to draft 2D drawings for any engineering domain and also
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rendering 3D Models. At the project, it was used to review the detailed drawings submitted by the
contractor to be approved by the Engineer.
Civil 3D is a Civil Engineering design software that supports Building Information Modelling with
integrated features to improve drafting, design and construction documentation of infrastructure
projects including rail, roads, airports, highways, land development, airports, drainage and civil
structures. For this particular project, the software was used by the Engineer to review the
geometric design drawing for the road submitted by the contractor.
The training for the Civil 3D Software was given for the period of 3 days and it covered the
following;
1. Importing of surveying data into the software

2. Creating of surfaces
3. Creating and editing of alignments
4. Creating of corridors
5. Creating and editing profiles
6. Creation of assemblies and cross sections
7. Generation of Volumetric reports
3.2 MEASUREMENTS AND PROCUREMENT

3.2.1 Procurement
Procurement involves acquiring a contractor and Engineer for the project. On this particular
project, UNRA was the procuring entity. The bidding process can take on different types that
include, open, selective and negotiative. Open tendering involves inviting all the firms to bid for
the contract. Selective tendering involves selecting a few firms and let them bid for the contract.
Negotiative involves choosing one particular firm and negotiate with them until you reach an
agreement. The firm bidding prepares two documents, that is, technical and financial proposal.
The technical proposal involves the capacity of machines the firm has especially the contractor.
The financial proposal shows the liquidity of the firm. Those two documents are marked and
awarded differently. The bidding process takes place and the lowest bidder wins the contract.
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3.2.2 Measurements
Measurements involve calculation of the amount of work that has been executed by the contractor
in order to prepare their payments. The engineer of the project on behalf of the client does
measurements but the client has to first review and approve them.
The contractor prepares an Interim Payment Statement detailing the works done and it must have
been approved by the engineer who reviews the prepared document and approves the works done.
The Engineer later on prepares an Interim Payment Certificate that is to be reviewed by the client
and approved. The payments are then done according to the contract terms and conditions. 10% of
the amount is retained as a retention. The 50% of the total retention is given back to the contractor
as he is receiving the Substantial Completion Certificate. The remaining amount is given back
after the completion of the project and the contractor is receiving the Certificate of Completion.
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4 CHAPTER 4: STUCTURES (BOX CULVERTS AND BRIDGES)

CONSTRUCTION
A road project calls for the construction of different structures that include bridges and box
culverts. During the course of the training, the ongoing activities of structures was with bridges
construction.
4.1 BRIDGES
According to MoWT General Specifications, a bridge is a structure for carrying motor, railways,
pedestrians or other traffic or services over a river, watercourse, or any other gap, with a single
span length, or sum of span lengths, of 4.0 meters or more. The length is measured between the
abutment faces, or pier head faces respectively, along the centerline of the bridge deck
The project has seven bridges that include:

Table 4.1 : Bridges of the Project
No. Name Lot Chainage Span (m)

1 Waiga River bridge 7A Km 40+950.6 24
2 Wairingo River Bridge 7A Km 45+281.6 30
3 Zoliya Bridge 7A Km 51+528.6 18
4 Sambiya River Bridge 7A Km 55+071.6 18
5 Tangi River Bridge 8A Km 0+300 30
6 Emmi River Bridge 8A Km 21+120 18
7 Paraa Bridge 8A Km 21+580 520
Six bridges have pile foundations and its only Wairingo River Bridge Lot 7A Km 45 + 282 with a
shallow foundation.
Figure 4.1 shows different locations of Bridges at the Project.
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Figure 4.1: Project Location - Bridge Overview
4.1.1 MATERIALS
There were different materials that were used on the structures that were being constructed. All
these materials were first tested to ensure that they qualify to be used. They are explained a below.
4.1.1.1 Concrete
Concrete is a mixture of aggregates, sand, cement and water plus admixtures. Structural cement of
42.5 MPa, class C25 was used on structures. The concrete was self-compacting concrete and the
admixtures that included water reducer, set retarder and air entrainer. All this was to ensure that
the concrete produced serves its purpose.
The concrete was mixed at the cement concrete batching plant located at Lot 8A Km 22 + 500
with a capacity of 1.5m3 and could fill the truck in 30 minutes.
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Figure 4.2 : Cement concrete being loaded in a truck at the Cement Concrete Batching Plant
4.1.1.2 Reinforcement bars
The reinforcement bars help improve on the strength of concrete. These bars had different
diameters according to the design drawings. The bar bending schedule shows the different sizes
and shapes of bars to be used. The jointing method was welding due to Chinese standards being
used by the Contractor. The overlapping distance depends on diameter of the bars and whether you
are doing single side welding or double side welding. For single sided, the overlapping distance is
got from 10D, D being the diameter. For double sided welding, the lap would be 5D.
4.1.2 EXECUTION OF WORKS
4.1.2.1 Method
The methodology used by the contractor to carry out the construction of structures was explained
in the method statement. It was with this method statement that the Engineer could use to inspect
to ensure that the works were done according to the approved methodology.
4.1.2.2 Drilling for piles

The drilling was done according to the design drawings. The design drawings detailed the number
of piles, depth of each pile, diameter, and coordinates for the location of each pile.
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The drilling was done using a rotary drill.
Figure 4.3 : Drilling for piles at Emmi River Bridge Lot 8A Km 21 + 120
4.1.2.3 Lowering reinforcement for the pile

The reinforcements were lowered into the piles after the drilling of the boreholes. The
reinforcement bars had a length of 11.5m. There were two bunches of reinforcements that were
lowered into the borehole with the help of the crane, joining them together by welding one side.
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Figure 4.4 : Lowering reinforcement at Emmi River Bridge Lot 8A Km 21 + 120

4.1.2.4 Pile casting
The piles were casted with the concrete of Class C25. Due to the borehole being so deep, the
casting was done with concrete cutes to avoid segregation of the concrete.
Figure 4.5: Pile casting at Sambiya River Bridge Lot 7A Km 55 + 071.6
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4.1.2.5 Chipping
Chipping is the practice of removing the excess concrete that is beyond the pile cut off level. A
hammer was used to chip off the concrete. After the pile cut off level has been reached, surveyors
had to check and approve. The pile integrity test was done after chipping to check on the continuity
of the pile.
4.1.2.6 Pile cap construction

A pile cap is footing supported by piles through which the abutment transfer loads to the subsoil.
The pile cap is constructed to ensure that the piles share the loading.
Figure 4.6 : Pile cap casting at Zoliya River Bridge Lot 7A Km 51+528.6
4.1.2.7 Abutment construction

An abutment is an earth-retaining structure that support the supper structure and overpass roadway
at the beginning and end of the bridge. It consists of the back wall that is a retaining structure at
approaches and the wing wall that confines earth behind the abutment.
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Figure 4.7 : Abutment Construction at Waiga River Bridge Lot 7A Km 40 + 950.6
4.1.3 QUALITY CONTROL DURING BRIDE WORKS

In order to ensure quality structures in the construction of the pavement structures for instance
bridges and box culverts, different tests were carried out. These included the following.
4.1.3.1 Mud Density Test

The mud density test was carried out during washing of slurry after drilling for the piles. It was
done to determine the density of slurry that is being washed out compared to the density of water.
This is important to ensure that the concrete will be able to displace the slurry. The density of
slurry should be closer to that of water or less so as to be replaced by concrete during casting. The
density should be not more than 1.30g/cm3.
Apparatus
Mud balance.
Procedure
• The slurry was poured into the container.
• The container was closed and the exterior washed with clean water.
• The container with slurry was put on one side of the mud balance with the other side having
1g of water.
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• The mud balance was balanced and the value was read off from calibrated ruler.
• The slurry had a density of 1.01g/cm3 which is closer to the density of water.
Figure 4.8 : Mud Density Test at Emmi River Bridge Lot 8A Km 21 +120
4.1.3.2 Amount of Sand in slurry
The test is carried out during the washing of slurry from the drilled hole. The slurry should have
very less content of sand or clay since sand tend to reduce the depth of the drilled hole. The
percentage sand in the slurry should be less than 2%.
Procedure
• Slurry is poured into the glass.
• It is sieved to let all the water out and left with only sand.
• The sand is then poured back into the glass and left to settle.
• The percentage of sand is then read off.
It was found that that the percentage of sand in the slurry at the bore for pile A1-P6-5 at Emmi
Bridge Lot 8A Km 21 + 120 was 1% which passes the test.
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Figure 4.9 : Percentage of sand in slurry test at Emmi River Bridge Lot 8A Km 21+120
4.1.3.3 Concrete Slump Test

The slump test on concrete is done to determine the workability of concrete.
Apparatus
Steel ruler, Cone and Tamping rod.
Procedure
• The concrete was poured into the cone in 3 layers, giving 25 strokes of tamping rod per
layer.
• The excess concrete was trimmed off.
• The cone was removed and left the concrete to fall to make a slump
• The slump height was measured using a ruler
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Figure 4.10 : Concrete Slump test at the Main Cement Concrete Batching Plant
Results
The slump required was between 180mm and 220mm. The slump measured was 190mm which
falls within the required range.
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5 CHAPTER FIVE: EARTHWORKS AND PAVEMENT LAYERS

CONSTRUCTION
5.1 EARTHWORKS
According to the MoWT General Specifications, earthworks are described as all soil’s material
placed below the formation level including improved subgrade layers, fill and prepared roadbed.
5.1.1 Roadbed Preparation

According to MoWT General Specifications Series 1000, Road bed is defined as the natural in situ
material after removal of topsoil etc. on which the fill layers, or in their absence any pavement
layers, are to be constructed. The road bed acts as the foundation for the road to be constructed.
When the road bed level is reached, tests have to be carried out to ensure that the existing material
meets the requirements as prescribed by the Engineer in terms of California Bearing Ratio of the
material for instance above 5% and other measures.
In case of suitable material;

If the material passes the tests and approved to act as the road bed, the process of the roadbed is
started. Scarifying, shaping, mixing and compacting is done to ensure that the roadbed is at least
150mm thick, and achieves the heavy compaction of 90%.
In case of unsuitable material;

If the material does not meet the requirements, its cut to spoil to create a space for the suitable
material. The tested material with the required strength in terms of CBR is imported onto the site.
The material is mixed well with a grader caring about the moisture content and compacted to the
roadbed level. The thickness should be between 150mm – 250mm and should achieve a
compactness degree of 90% at heavy compaction.
In case of expansive soils, a thick layer of about 350mm can be used and acts as the roadbed.
5.1.2 Fill layers/ Common fills / embankment fills
A fill is defined as the portion of the road prism consisting of approved imported material, which
lies above the roadbed and is bounded by the side slopes, on which improved subgrade layers,
pavement and shoulders are to be constructed. Material imported to replace unsuitable material in
the roadbed shall also be classified as fill when placed below the improved subgrade layers.
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The fill is done in layers of thickness of between 100mm – 250mm. Compacting a layer less than
100mm will lead to cracking of the layer and compacting a layer thicker than 250mm will limit
the roller from achieving maximum compaction.
5.1.3 Formation Level

According to MoWT General Specifications Series 1000, formation level is the level of the top of
the final layer of earthworks upon which the pavement layers are placed. The formation level
marks the beginning of the pavement layers.
5.1.4 Tools, equipment and instruments used

1. Grader
A grader is used to scarify the layer, spread material dumped on site, mixing the material to ensure
homogeneity and shaping a layer
Figure 5.1 : A Grader shaping a layer to be compacted

2. Excavator
An excavator is used for excavation of soil for the pipes, cutting of slopes, loading of material to
the trucks in a borrow pit and at the site to be dumped away
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Figure 5.2 : An excavator loading material onto the truck

3. Water bowser
The water browser is a truck used to supply water to the material in order to make a material
achieve optimum moisture content that is required to achieve maximum compactness of the layer.
4. Steel drum roller

A steel drum roller is used to compact the material and ensures that required degree of compaction
is achieved.
Figure 5.3 : A steel drum roller compacting
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5.1.5 Quality Assurance and Quality Control
5.1.5.1 Inspection of works

The Engineer on the project is responsible to ensure that the contractor does the works as
prescribed in the approved design without compromising on anything. He is also responsible to
approve the works done by the contractor on behalf of the Client. All this is done through Site
Inspection. The contractor is supposed to request for inspection by use of a Request for Inspection
form indicating clearly the location and what to inspect.
In this department, the inspection of works was carried on finished layers to check if they meet
requirements, for example, to ensure that the layer is free from the defects that include,
laminations, shoving and corrugations, heave spots, cracks, wheel rutting among others. The layer
would either be rejected or approved. If it is rejected, the contractor has to make repairs on the
pavement and request for inspection again. After the approval of the layer by the department,
surveyors visit the layers and ensures that the required levels and thickness were achieved. It is
later handed over to the laboratory department and tested for compactness.
Figure 5.4 : Inspection of the finished G7 Top layer at Lot 7A Km 3 + 100 - Km 3 + 400
5.1.5.2 Dynamic Cone Penetrometer (DCP) Test
The DCP test is carried out to measure the strength of the in-situ soil and thickness and location
of underlying soil layers using a simple hand held device called a Dynamic cone penetrometer.
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Test procedure
• A DCP was set up at the Lot 7A Km 46 + 200 were the test was required to be carried out
• The hammer was raised and left to free fall, letting the cone on the lower shaft to enter into
the ground.
• After every 5 blows, the penetration on was measured using a ruler and recorded.
• This was done until the cone was totally driven into the soil approximately 1m deep.
Figure 5.5 : Carrying out DCP Test
Results
Blows 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75
Penetration 75 141 192 245 312 380 443 510 578 639 702 791 860 927 982
(mm)
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The Dynamic Cone Penetrometer Index (DPI) is calculated and expressed in mm/blows. Soft soils
give a low DPI and hard soils give a high DPI.
5.1.5.3 Field Density/ Compactness

Compactness of a layer is test using the sand cone replacement method to ensure that the layer
achieves the required compaction. General Specifications specify the required frequencies for field
density test and also compaction degree for every layer as shown in tables below.
Table 5.1 : Testing frequencies for Filed Density
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Table 5.2 : Required degree of compactness for Earthworks
The test was used for determining the in-place density for subgrade, sub base, and base layers.
Volume of hole = mass of sand in hole / bulk density of sand.
Wet density of soil = mass of soil from hole / volume of hole.
Then the in-situ dry density was calculated from the wet density and the in-situ moisture content;
100 ρ
Dry density, ρd = 100+𝑤 Where w is the moisture content of the soil as expressed as a percentage
in−situ dry density
Relative compaction = maximum dry density × 100
The test was carried out on the G7 Top finished layer and gave a 95% compaction degree which
meets the set standards
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Figure 5.6 : Carrying out filed density using Sand cone method
5.1.5.4 Dipping
Dipping is a method used to control levels of layers during their construction. Levels were
controlled starting from G7 Top layer. A string with marked offsets was made to stretch from one
metal bar to another above the pavement layer at different elevations to form a required slope. A
tape measure was used to measure the distance between the string and the material being spread
putting into consideration, the compaction factor of 15%. A grader would shape the layer
according to the adjustments required.
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Figure 5.7 : Dipping during processing of G7 Top layer at Lot 7A Km 4 + 755 - Km 4 + 855
5.1.6 Road Defects
Road defects indicate structural failures within the road pavement. They are caused by poor
methodology like using unqualified materials among others.
5.1.6.1 Laminations
Laminations are small scale sequence of fine layers. It is formed due to compaction of thin layers
less than 100mm on top of a hard-thick layer. Figure 5.8 shows laminations.
Figure 5.8 : Showing laminations along Lot 7B
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5.1.6.2 Rutting/Wheel ruts

These are depressions worn into a road by the travel of wheels. Ruts are formed due to heavy
trucks passing on a pavement. Ruts prevent water from following to the side of the road into ditches
or gutters.
5.1.6.3 Cracks
Cracks on the layer are indicators of other defects. Longitudinal cracks are caused by having
moisture below the layer, as it tries to evaporate away, the layer expands and ends up cracking.
The other cracks are caused by having clay content dominating the material. The remedy to this is
to use a suitable material and avoid compaction a layer with high moisture content.
Figure 5.9 : Cracks along G7 Top finished, Lot 7A
5.2 PAVEMENT LAYERS

According to the MoWT General Specifications, A pavement is defined as the upper layers of the
road comprising the improved subgrade, subbase, base or gravel wearing course or bituminous
surfacing for flexible pavements and concrete surfacing for rigid pavements and the shoulder
layers.
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5.2.1 Subgrade
This is the top surface of a roadbed on which the pavement structure and shoulders including kerbs
are constructed. Generally the top soil portion up to 500mm of the embankment or cut section is
referred to as the subgrade. It may be undisturbed local material or may be soil excavated
elsewhere and placed as fill. The loads on the pavement are ultimately received by the subgrade
layer.
5.2.2 Capping Layer (Selected or Improved Subgrade)

A capping layer consists of better quality subgrade material brought in from somewhere else or
from existing subgrade material improved by mechanical or chemical stabilization. It is usually
justified where weak soils are encountered.
5.2.3 Sub-base
This is the secondary load-spreading layer underlying the road base. It will normally consist of a
material of lower quality than that used in the roadbase (but of higher quality than the subgrade)
such as unprocessed natural gravel, gravel-sand, or gravel-sand-clay. The functions of this layer
are to: distribute stresses to the subgrade, act as a drainage layer in case the subgrade is poor,
prevent capillary attraction effect, serve as a separating layer preventing contamination of the
roadbase by the subgrade material, and protect the subgrade from damage by construction traffic
especially under wet conditions. The sub-base is omitted when the subgrade is a hard intact rock
or if it is granular and has a CBR greater than 30% and without a high water table.
The subbase of this particular was cement stabilized with 4% cement to make a G30 material with
a thickness of 175mm.
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Figure 5.10 : Cement Stabilized subbase

5.2.4 Roadbase
The roadbase is the main load-spreading layer of the pavement. It is structurally the most important
layer of a flexible pavement. It distributes the applied wheel load to the subgrade in such a way
that the bearing capacity of the subgrade soil is not exceeded. This layer requires higher quality
material often obtained by stabilizing sub-base materials. It will normally consist of crushed stone
or gravel, or of gravely soils, decomposed rock, sands and sand-clays stabilized with cement, lime
or bitumen.
The roadbase of the MTP project was made up of Crushed stones and quarry dust and designed at
a thickness of 150mm.
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Figure 5.11 : Road base Construction

5.2.5 Surfacing
The surfacing forms the topmost solid layer of the pavement usually designed to be smooth and to
withstand erosion from traffic and weather. It usually consists of a bituminous surface dressing or
a layer of premixed bituminous material. It is comparatively thin, but resists abrasion and the
impacts caused by wheel loads and the effects of weather condition. The functions of this layer are
to: provide a safe and comfortable riding surface to traffic, take up wear and tear stresses caused
by traffic, provide a water tight surface against infiltration of water, and provide a hard surface
which can withstand tyre pressure.
During the time of training, there was no section that had reached surfacing.
5.2.6 Asphalt Concrete

The layer-or layers –of a bituminous mix constructed on top of the base course made of a mixture
to predetermined proportions of aggregate, filler and bituminous binder material prepared in a
mixing plant to meet the design requirements and placed by means of a paving machine.
Wearing course: The uppermost layer of asphalt concrete that acts as the riding surface.
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Binder course: This is a layer below asphalt wearing course and above the base course.
The wearing course for the road was Asphalt concrete, AC 20. By the time the training ended, the
road had not reached the wearing course layer.
5.2.7 Pavement Structure of the Project

The pavement layers have difficult thickness and materials used according to the design. This is
determined according to the traffic class that is expected to use the pavement and the design life.
The road being an oil road for instance will be used to transport heavy equipmet that is required to
extract oil, the Class of pavement is Class 2(a) paved. In addition to that, the client made some
modifications in the design to meet the requirements for the traffic of the heavy equipment that is
expected, for example, making the subbase to be stabilised with 4% cement content.
Figure 5.12: Pavement Structure of the MTP Project
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6 CHAPTER SIX: SURVEYING

Road construction works calls for a number of surveying activities to ensure that the road is built
as per the design. These activities included levelling, bench mark heighting, checking levels of
pavement layers, checking the setting of drainage structures among others. Different equipment
that included dumpy level, total station and digital level were used as shown in Figure 6.1.
Figure 6.1 : Shows some of the Surveying equipment that was used in the Department
The following activities were carried out while in the Department of Surveying during the
Industrial Training using.
6.1 Two-Peg Test

The two-peg test checks whether the machine is in correct adjustment. The test was carried out on
a dumpy level.
Procedure
• On a relatively flat area, two points A and B, 30m apart were marked.
• A dumpy level was set up at point O, 15m from point A (midpoint)
• A staff was held at point A and B, readings A1 and B1 were recorded respectively.
• A difference in height d1 = B1 – A1, was calculated.
• An instrument was then set up 22.5m away from point A.
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• A staff reading at point A and B was taken and recorded as A2 and B2 respectively.
• A difference in heights d2 = B2 – A2, was calculated.
• The final difference d = d2 – d1 was calculated.
• It was found out that d=0.001m, which falls below 0.005m
Conclusion
The dumpy level was in correct adjustment.
6.2 Verification of setting out of culverts
Culverts are drainage structures of the pavement. On the project, the culverts serve two purposes
for instance as a drainage structure and also as a crossing way for the national park wildlife.
Objective
To ensure that the culvert was set out in the co-ordinates as indicated in the design drawings.
Instruments used
Real-time kinematic (RTK).
Location
The setting out of pipe culverts along Lot 7A at Km 29 + 528, Km 30+371, Km 35+136, Km
34+79, Km 34+564, Km 33+680 were checked and verified.
Procedure
• A GPS was set up.
• Co-ordinates of the inlet, center and the outlet were recorded and compared to the
coordinates in the design drawings.
• Deviations were computed and decision was made accordingly.
• Approved when the deviations fall within the acceptable tolerance.
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Figure 6.2 : Shows Coordinates checking for the setting out of a pipe culvert at Lot 7A Km
30+371 using a GPS
6.3 Verification of excavation levels of culverts

The excavation levels mark the base of the culvert where the concrete bedding is done.
Location
The single pipe culverts excavation levels of culverts at Lot 7A Km 29+528, Km 25+710, Km
29+224 and Km 26+500 were checked and verified.
Objective
To ensure that the excavation was done up to the prescribed level, not below and not above.
Instruments used
Dumpy Level and a levelling staff.
Procedure
• The dumpy level was set up.
• Reading were taken by holding the staff at the inlet, center and outlet of the culvert in
reference to a benchmark.
• Computations were carried out and levels were computed.
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• The design levels were compared to the measured levels and decisions were made
accordingly.
Figure 6.3 shows the setting up of the dumpy level.
Figure 6.3 : Shows setting up of a dumpy level to check on pipe culvert excavation levels at Lot
7A Km25+710
Results
Table 6.1 : Excavation levels of a Pipe Culvert at Lot 7A Km 25+710
BS IS FS HOC RL Remarks
0.324 961.516 961.192 BM(KP-1086)
0.280 3.307 958.489 958.209 CP
2.748 955.741 Inlet Level
2.888 955.601 Center Level
3.000 955.489 Outlet Level
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6.4 Verification of concrete bedding levels of culverts

Location
The concrete bedding levels of the pipe culverts at the following chainages were checked.
• Double barrow cross culvert, Lot 7A Km 30+371.
• Single pipe culvert, Lot 7A Km 29+895.
Objective
To ensure that the concrete bed has the required thickness and also at the level as shown in design
drawings.
Instruments used
Dumpy level, levelling staff and a tape measure.
Procedure
• The dumpy level was set up.
• Reading were taken by holding the staff at the inlet, center and outlet of the culvert in
reference to a benchmark.
• Computations were carried out and levels were computed.
• The design levels were compared to the measured levels and decision were made
accordingly.
Results
Table 6.2: Results for the concrete bedding levels of a Pipe Culvert at Lot 7A Km29+895
1.509 940.995 939.486 BM (KP-101)
2.884 938.111 Inlet Level
3.077 937.918 Center Level
3.274 937.721 Outlet Level
6.5 Verification of levels of Formwork at Zoliya River Bridge Lot 7A Km 51 + 529

Instruments used
Procedure
• A dumpy level was set up.
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• Readings were taken at the edges and center of the bridge pile cap on top of the formwork.
• Computations were carried out.
• Measured levels were compared to design levels.
• The levels of formwork were approved.
Figure 6.4 : Shows a staff being held at the formwork level to take a reading at Zoliya River
Bridge Lot 7A Km 51+529
Results
Table 6.3: Levels of formwork for the pile Cap setting out of Zoliya Bridge Lot 7A Km 51+529
0.244 730.146 729.902 BM
1.231 1.661 729.716 728.485 CP
3.671 726.045
3.613 726.103 Left 1
3.618 726.098 Right 1
3.618 726.098
3.618 726.098
3.618 726.098
6.6 Verification of Bearers level at Waiga River Bridge Lot 7A Km 40 + 956

Bearers are bars that are left out to receive the deck on the bridge.
Objective
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To ensure that the bearers are at the levels as shown in design drawings.
Instruments used
Procedure
• The dumpy level was set up next to the Bridge.
• Readings were taken by placing the levelling staff on top of bearers.
• Levels were computed.
• The measured levels were compared to the design levels.
Results
Table 6.4 : Bearers levels at Waiga River Bridge Lot 7A Km 40+956
1.635 687.306 685.671 BM (PKT1)
0.437 686.869
0.301 687.005
0.430 686.876
0.257 687.049
0.351 686.955
0.233 687.073
0.356 686.950
0.162 687.144
0.352 686.954
0.229 687.077
0.429 686.877
0.255 687.051
0.436 686.570
0.301 687.005
6.7 Checking for settlement of Paraa Bridge Lot 8A Km 21 + 580

Paraa Bridge is the biggest bridge on the project with a span of 526m. In order to construct this
bridge, a temporary steel bridge was first constructed to ease access and also to ensure that the
works of a permanent bridge runs smoothly. It was this reason that the surveying department had
to ensure that the temporary bridge is safe to be used by people before the works of the permanent
bridge commences.
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Instruments used
Dumpy level, levelling Staff and a tape measure.
Procedure
• A dumpy level was set up near the temporary benchmark and a Back-sight reading was
taken.
• The Inter Sight readings were taken at different points on the bridge, both on the right- and
left-hand side.
• Measured levels were computed and compared to the previous levels to check for
settlement.
Figure 6.5 : Taking reading to check Settlement for Paraa Bridge Lot 8A Km 21 + 580
6.8 Verification of G7 Layer Levels

G7 is the fill layer that marks the end of earthworks and where the pavement layers sit. The
Engineer according to the pavement layer levels determines the level of G7 and it should be
ensured that the level is attained while in the field.
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Location
G7 layer levels at section, Lot 7A Km 38+960 – Km 39+500 were checked and verified.
Instrument used
Real-time kinematic – GPS.
Dumpy Level.
Levelling Staff.
Procedure
• Points where levels were to be taken were marked. These include offsets of -6.1m, -5m, -
3m, C.L, 3m, 5m and 6.1m as shown in figure 6.6.
• A levelling staff was held at the marked points and readings were taken.
• The field data was exported to the computer.
• Computations were carried out to compare the design levels and measured levels.
Deviations were analyzed whether the follow under acceptable range.
Figure 6.6 : Section showing Points where Levels are taken, at Lot 7A Km 38+980
Results
Refer to the Appendix 4 for the results.
6.9 Checking of G30 Subbase Layer Levels
A subbase is the second layer of a pavement structure above the subgrade. On this particular project
the subbase was of a G30 Cement Stabilized material and with a thickness of 175mm.The
surveying department had to ensure that this thickness is achieved and at a designed level.
Location
Lot 7A Km 44+330 – Km 44+700 Left Hand Side (L.H.S).
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Instruments used
Real-time kinematic.
Dumpy Level.
Levelling Staff.
Procedure
• Points were levels were to be taken were marked. These include offsets of, C.L, 3m, 5m
and 6.1m.
• A levelling staff was held at the marked points and readings were taken.
• Computations were carried out to compare the design levels and measured levels.
Deviations were analyzed whether the follow under acceptable range
6.10 Checking the Height of crossing electric lines from ground, Lot 7A
Objective
To ensure that the there is no obstacle for instance crossing wires within the required vertical
clearance for smooth traffic floor.
Instruments used
Total Station.
Tape Measure.
Procedure
• A GPS was set.
• A machine station in the middle of centerline of the new road was marked using a GPS and
a total Station was set on the marked point.
• The chainage of the Machine station was recorded.
• A reflector was put vertical below the crossing wire and the horizontal distance and vertical
angles were taken.
• The total heights of the wires were calculated and compared to the designed vertical height.
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Results
Table 6.5: Height of crossing wires at Lot 7A
Machine Prism Measured Set Turning Difference Prism Calculated Total
Station Station Distance Angle Angle in Angle Height Height Height Description
14+280 14+235 45 90°00'00" 81°32'48" 8°27'12" 0.42 6.69 7.11 DL
14+327 47 90°00'00" 80°46'24" 9°13'36" 2.49 7.64 10.13 SP
14+620 14+667 47 90°00'00" 84°25'33" 5°34'27" 1.62 4.59 6.21 DL
6.11 Verifying setting out of the pile

Objective
To ensure that the pile was set in the position as shown in the design drawings
Location
Emmi River Bridge Lot 8A Km 21+120, Pile A1-P6-5
Instruments Used
Procedure
• The coordinates of the center of pile were taken.
• The coordinates were compared to the design drawings and later approved.
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Figure 6.7 : Checking for setting out of Pile, A1-P6-5 Emmi Bridge Lot 8A Km 21+120
Results
Table 6.6: Setting out details of Emmi River Bridge Lot 7B Km 21+120, Pile A1-P6-5
Coordinate
Pile No. Easting Northing Radius (m)
A1-P6-5 340306.871 253417.543 1.2
The coordinates and the radius were matching with the design drawings and the pile was approved.
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7 CHAPTER SEVEN: PROJECT MANAGEMENT

Project management involves monitoring and controlling of the project from the start to its end.
This involves time management, scope management, quality management, risk management,
human resource management, cost management, integration management, communication
management, procurement management and stakeholder management. This is all done to ensure
that the project is finished in time, with the desired quality and within the budget.
Project management is done using different tools for instance Project Management Information
Systems. On the project, Microsoft Project was used as the tool for scheduling of activities. This
would help in tracking progress for the overall project.
During the course of the training, an assignment was given to model the program of works for the
project from a portable document format to a Microsoft Project file format indicating the start,
finish and the floats of an activities.
Figure 7.1 : A caption of program of works for the project in MS Project 2016
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8 CHAPTER EIGHT: ENVIRONMENT, SOCIAL, HEALTHY AND

SAFETY
The activities that were carried out during the construction of the road, gave rise to environmental,
safety, health and social impacts. The Department of Environment, Health and Safety of the project
was responsible for the minimization and mitigation of these impacts.
8.1 Environment
With the project having a biggest percentage into the Murchison Falls National Park, its impact to
the environment required a smart matrix to help in the mitigation of the negative impacts. A
certificate from NEMA permitting the project to pass through the national park was obtained. This
also detailed how works should be done to minimize the negative impacts. Different permits had
to be acquired, for example, borrow pit permits, blasting permits, water abstraction permits and
petroleum permits.
The plans were developed to be followed in ensuring so. These were formed to handle areas of
borrow pit management, campsite management, noise management, dust management, quarry site
management among others.
8.1.1 Borrow pit management

The utilization of the borrow pits within the park required attainment of a permit form NEMA.
Depth of excavation was limited to 4m deep, height of the stockpiles in the borrow pits was limited
to 4m high, humps were installed closer to the access roads to the borrow pit to reduce on accidents
and the borrow pit had to be restored after usage.
8.1.2 Quarry site Management

A quarry is the source of aggregates in terms of rock to be used for the construction project. This
involves blasting and noise from the machinery used that affects the environment. Warnings were
carried out to the community in case of blasting and people within the 500m radius of the quarry
would be advised to vacate the area temporarily. With this, Quarry 2 had a primary school within
the radius and they decided to build a new school and students were transferred to a noise free
area. Wet crushing was used as the measure to reduce on the dust that can be produced during the
crushing.
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8.1.3 Dust Management

Dust causes much impact to the environment and with this, sprinkling of water at least twice a day
was done to minimize the dust.
8.1.4 Animal crossing

The highway is passing through a National Park gifted with a thick Budongo forest which habitats
many wild animals. These animals tend to cross from one side to the other in such for food,
company and water. Limiting their crossing leads to echo system disturbance. Measures to allow
the crossing of animals included developing of 300mm diameter and 600mm diameter pipe
culverts for the crossing of the amphibians. These culverts were constructed with eligible slope
and positioned in places not to serve as drainage structures but to cater for animal crossing only.
8.2 Social
Any development comes with an impact on the people living in the society where the development
is taking place. With this, the social impacts have to be put into consideration during the execution
of works.
The project had Grievance Management Committees at every Local Council to ensure that the
complaints of the local people are addressed accordingly. These committees had the responsibility
to ensure that all the citizens that had to be compensated are paid in time and to organize meetings
to consult the community during the Environmental and social impact assessment. During the
course of the training, a meeting was held with the Katodio community in Wanseko to sensitize
the people about the benefits and opportunities of the project in their area.
8.3 Health
The health of workers was crucial that the project had a Nominated Service Provider to be in
charge of health in terms of controlling the spread of HIV/AIDS through sensitization and
provision of condoms. On addition, all the active working sections had mobile toilets, dust bins,
drinking water and first aid kits. It was the role of the Engineer to ensure that all of this is provided
and ensured through the supervision of works.
8.4 Safety
Mr. Ramadan was the Safety Officer of the Project. Toolbox talks especially at Bridge works used
to happen every evening to ensure that all workers have full Personal Protective Equipment and
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are using it well. The Paraa Bridge being part of the project, safety measures were put in place to
ensure safety of workers during the bridge works. These included falling nets, Safety rings, life
jackets, rescue team boat and ensuring use of full protective equipment during works.
8.4.1 Speed calming measures

Highway means a pavement designed for high speed. Despite the meaning, the speed has to be
controlled in order to avoid road accidents. With this, the speed calming measures were put across
to ensure that the cars move on the prescribed speeds. These included installations of humps even
during the construction, use of sign posts to show the speed limit to the car users and more. Vehicle
activated/interactive radar speed signs that shows a smiley face to the driver driving in below the
speed limit and an angry face to over speeding drivers were to be installed after the completion of
the project
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9 CHAPTER NINE: OBSERVATIONS, CHALLENGES,

RECOMMENDATIONS AND CONCLUSIONS
9.1 OBSERVATIONS
• Every work that is done is by the contractor is approved by the Engineer on behalf of the
Client.
• Every department is important for the success of the project.
• Safety is so important when it comes to construction works. Workers were never and
should never be allowed to work without having full protective gear
9.2 CHALLENGES
There were many problems experience during the industrial training period and below are some of
the problems/challenges experienced:
• The industrial training period was so short that I was hindered from learning all the
construction processes. In fact, I had no chance of witnessing the wearing coarse of the
asphalt concrete being constructed.
• Bad weather conditions especially rainfall which gave a lot bottle neck during the
construction process.
• Insecurity since the project was located in Murchison Falls National Park, which brought
fear for animals during the execution of work
• Tsetse flies could bite us especially at Lot 7B towards Murchison Falls.
9.3 RECOMMENDATIONS
To the University;
The industrial training period should be extended so that the students can follow the construction
process. Instead of workshop practice, students can have Industrial Training. This will increase on
their confidence in execution of projects.
To the Engineer;
I recommend the Engineer to admit more students for the next Internship program so that skills
are transferred to the next generation.
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To the Student;
I recommend AECO as one of the best Engineer firm in Uganda because of their organization in
the execution of their Supervision. I therefore call upon students to apply to have Industrial training
with this company.
To the Client;
I recommend UNRA to give the laboratory equipments after the project completion to universities’
materials laboratories.
9.4 CONCLUSIONS
Most of the objectives of the industrial training were achieved making me to say, Engineering is
actually in the field where you see, do and feel the triumph of the work. I was able to learn a lot
about Highway Engineering through exposure to different activities that happens during road
construction.
72 | P a g e
References
Central Materials Laboratory. (2000). Laboratory Testing Manual.
MoWT. (2005). Road Design Manual .
MoWT. (2010). General Specifications for Road and Bridge Works.
73 | P a g e
APPENDICES
74 | P a g e
APPENDIX 1: SOILS, MATERIALS AND LABORATORY FORMS
Appendix 1 - Figure 1 : Different tests that were carried out from the Laboratory
75 | P a g e
APPENDIX 2: STRUCTURES (BOX CULVERTS AND BRIDGES CONSTRUCTION)
Appendix 2 - Figure 1: Box culverts and bridges construction works
76 | P a g e
APPENDIX 3: EATHWORKS AND PAVEMENT LAYERS CONSTRUCTION
Appendix 3 - Figure 1: Earthworks and Pavement layers construction works
77 | P a g e
APPENDIX 4: SURVEYING WORKS
Appendix 4 - Figure 1: Surveying works during execution of the project
78 | P a g e
APPENDIX 5: ENVIRONMENT, SOCIAL, HEALTH AND SAFETY
Appendix 5 - Figure 1: Environmental, social, health and safety measures during construction
79 | P a g e

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MAKERERE UNIVERSITY

COLLEGE OF ENGINEERING, DESIGN, ART AND TECHNOLOGY

INDUSTRIAL TRAINING REPORT

NAME: SSENTONGO MANSOOR

REGISTRATION NUMBER: 17/U/10256/PSA

STUDENT NUMBER: 217005237

AN INDUSTRIAL TRAINING REPORT SUBMITTED TO THE DEPARTMENT OF

2.4.4 Viscosity test ........................................................................................................... 24

5.2.7 Pavement Structure of the Project........................................................................... 54

APPENDIX 1: SOILS, MATERIALS AND LABORATORY FORMS ................................. 75

Figure 5.11 : Road base Construction ........................................................................................... 53

Appendix 3 - Figure 1: Earthworks and Pavement layers construction works…………………..77

Appendix 4 - Figure 1: Surveying works during execution of the project……………………….78

1 CHAPTER ONE: INTRODUCTION

1.2 Objectives of the training

1.3 Background of the Project

1.4 The Engineer’s History

1.5 The contractor’s Brief History.

1.6 Project Details

Table 1.1 : Lots of the project and their length

No. Name Lot Length (Km)

The project has seven bridges as shown in Table 1.2:

Table 1.2: Bridges and their locations at the project

No. Name Lot Chainage Span (m)

1.7 Project Location

Figure 1.1 : Shows project location and all its Lots

Figure 1.2 : Organization structure of the Engineer, AECO

1.9 Project Headquarters

Figure 1.3 : Engineer’s structures at the project headquarters

Figure 1.4 : Contractor’s Main Campsite

1.10 Site Meetings

1.11 Working schedule

2 CHAPTER TWO: SOILS, MATERIALS AND LABORATORY

Figure 2.1 : Engineer’s Laboratory Equipment.

Table 2.1 : Tests carried out

Test Description International standards

Tests on Aggregates and Concrete

Tests on Asphalt and Bituminous Materials

2.1 Soil tests

2.1.1 Borrow pit sampling

2.1.2 Maximum Dry Density of Soil

Analysis and Discussion of results

2.1.3 California Bearing Ratio of the Soil

Figure 2.2 : Test Procedure for CBR Test

Analysis and discussion of results

Table 2.2 : CBR Requirements for fill and Subgrade Layers

Table 2.3: UCS results after Crushing

Air Tight Soaked

2.2 Tests on Aggregates

2.2.1 Grading and Flakiness Index

The A.C.V value of 8.5% is satisfactory enough.

2.2.3 Aggregate Impact Value

Mass of aggregates passing 2.36mm sieve (g) 21 23 20

Analysis and Discussions of results

2.2.4 Water absorption Test

Reagent Quantity per liter

2.3 Tests on Concrete

2.3.1 Slump Test

2.4 Tests on bitumen

2.4.1 Ductility Test

Figure 2.4 : Ductility Test Procedure

Line 1, elongation = 1500.00mm