This internship report details the project on highway material testing conducted by Manish Kumar under the guidance of various engineers for the Urban Extension Road-II in Delhi and Haryana. It outlines the project's objectives, which include improving connectivity to the Indira Gandhi International Airport and reducing traffic congestion, along with a comprehensive review of material testing conducted. The report also includes acknowledgments, a literature review, and discussions on laboratory testing methods for materials essential in highway construction.

1. A
INTERNSHIP REPORT
ON
“HIGHWAY MATERIAL TESTING”
Submitted in
Partial Fulfillment
of the requirement for
the award of
the
DIPLOMA IN
DEPARTMENT OF CIVIL ENGINEERING
Project Name: - URBAN EXTENSION ROAD- II PACKAGE- V
College Name:- Raja Balwant singh Polytechnic Bichpuri, Agra
NAME: MANISH KUMAR
Enrollment No. E2011213200019
Under the Guidance of
Er. R.K Sharma Er. Firoj khan
Team Leader, URS Scott Wilson Project Manager
Board of Technical Education Uttar Pradesh
(Project Semester 20 July 2022 To 21 August 2022)

2. DECLARATION
I hereby declare that the project work entitled (“UER-II PKG-V”) is an authentic record of my own
work carried out at (Near Delhi Bahadurgarh Border) as requirements of one month project semester
for the award of degree of Diploma (Civil Engineering), Board of Technical Education Uttar
Pradesh under the guidance of (Mr. Anurag Vapts) and (Er. Bhupendra Rajput), during 20 July 2022
to 21 August, 2022.
Date:
(Signature of student)
MANISH KUMAR
1955991204
Certified that the above statement made by the student is correct to the best of our knowledge and
belief.
(Er. RK Sharma Team Leader) (Mr. Ranjan Gupta)
Authority Engineer Quality Control Engineer

3. ACKNOWLEDGEMENT
The satisfaction that accompanies the successful completion of this project would be incomplete
without the mention of the people who made it possible, without whose constant guidance and
encouragement would have made efforts go in vain. I consider myself privileged to express
gratitude and respect towards all those who guided me through the completion of this project.
I convey thanks to my project guides Er. Anurag Vats of National highway authority of India &
Er. R.K. Sharma, Er. Bhoopendra Rajput, Er. Rohit Yadav of AECOM Consultants & Er.
………………………. of Civil Engineering Department for providing encouragement, constant
support and guidance which was of a great help to complete this project successfully. Last but not
the least, I wish to thank my parents for financing my studies in this college as well as for
constantly encouraging me to learn engineering. Their personal sacrifice in providing this
opportunity to learn engineering is gratefully acknowledged.

4. Table of Content
1. Introduction
1.1 Brief Details of organization
1.2 General introduction of project
1.3 Objective of project
1.4 Organization of report
2. Literature review
3. Material Testing
3.1 Test of Soil
3.2 Test of Sand
3.3 Test of Aggregate
3.4 Test of cement
3.5 Test of concrete
3.6 RMC Plant
3.7 Admixture
4. SITE WORK
4.1 Highway work
4.2 Structure work
5. Conclusion

5. List of figures
Figure 1:- NHAI Logo ....................................................................................................................................... 6
Figure 2:- UER-II PROJECT MAP................................................................................................................... 7
Figure 3:- UER-II (PKG-V)............................................................................................................................... 7
Figure 4:- Site photo at chainage 4+360 km, 0+232km .................................................................................... 8
Figure 5:- Base Camp .......................................................................................Error! Bookmark not defined.
Figure 6 :- Hot Air Oven.................................................................................................................................. 14
Figure 7 Report of moisture............................................................................................................................. 15
Figure 8 : Report of fsi..................................................................................................................................... 17
Figure 9 – Sieve size........................................................................................................................................ 18
Figure 10- Report of GSA ............................................................................................................................... 19
Figure 11- Report of LL&PI............................................................................................................................ 21
Figure 12-CALIFORNIA BEARING RATIO TESTING MACHINE ............Error! Bookmark not defined.
Figure 13 – CBR Report...................................................................................Error! Bookmark not defined.
Figure 14- MDD report.................................................................................................................................... 24
Figure 15- Performing AIV& Report of AIV.................................................................................................. 27
Figure 16- Flaky& Elongation apparatus ........................................................................................................ 28
Figure 17- Report of FI&EI............................................................................................................................. 29
Figure 18- VICAT Apparatus.......................................................................................................................... 30
Figure 19- Performing & Report of consistency ............................................................................................. 31
Figure 20- format of initial& final setting time............................................................................................... 33
Figure 21- Result of fineness test .....................................................................Error! Bookmark not defined.
Figure 22- Apparatus & mould of mortar cube ................................................Error! Bookmark not defined.
Figure 23- Result of strength test......................................................................Error! Bookmark not defined.
Figure 24(Slump cone apparatus).................................................................................................................... 36
Figure 25- Concrete pouring card.....................................................................Error! Bookmark not defined.
Figure 26- Mould & Curing tank..................................................................................................................... 39
Figure 27- Cube casting & testing................................................................................................................... 38
Figure 28- RMC Planet.................................................................................................................................... 40
Figure 29- Admixtures......................................................................................Error! Bookmark not defined.
Figure 30- FDD apparatus ................................................................................Error! Bookmark not defined.
Figure 31- FDD of Embankment..................................................................................................................... 52
Figure 32- FDD of Subgrade ............................................................................Error! Bookmark not defined.
Figure 33- Gradation & LL, PI of GSB............................................................Error! Bookmark not defined.
Figure 34- FDD of GSB....................................................................................Error! Bookmark not defined.
Figure 35- Gradation & AIV report..................................................................Error! Bookmark not defined.
Figure 36- FI&EI , LL Report ..........................................................................Error! Bookmark not defined.
Figure 37- FDD of WMM ................................................................................Error! Bookmark not defined.
Figure 38- Checking the level...........................................................................Error! Bookmark not defined.

6. Chapter 1: - Introduction
1.1 Brief introduction of Organization: -
The National Highways Authority of India or NHAI is an autonomous agency of the Government
of India, set up in 1995 (Act 1988) and is responsible for management of a network of over
50,000 km of National Highways out of 1,32,499 km in India. It is a nodal agency of the Ministry
of Road Transport and Highways. NHAI has signed a memorandum of understanding (MoU) with
the Indian Space Research Organisation for satellite mapping of highways. Mrs. Alka Upadhyaya
is the present Chairperson of NHAI since December 2021. She is an IAS officer of Madhya
Pradesh cadre and 1990 batch. NHAI has been set up as a Central Authority to develop, maintain
and manage the National Highways entrusted to it by the Government of India.
Figure 1:- NHAI Logo
1.2 General introduction of the project: -
Development of 4-lane road link (from km0+000 to 7+269,7.3km) NH344N starting from,
NH344M, Delhi (at km 26+135 of NH-344M or UER-II) till Bahadurgarh bypass of NH-10 near
Bahadurgarh in Haryana as spur of NH-344M (Urban Extension Road-II) package-5 in state of
Delhi & Haryana on EPC mode.
 Project by: - National Highway Authority of India (NHAI)
 Authority Engineer: - URS Scott Wilson India Private Limited in JV with Chaitanya Project’s
Consultancy Pvt. Ltd.
 EPC Contractor: - M/S SS Builders JV Diamond Construction Company
 Design Consultant: - Ecstatic Engineering consultants private limited
 Safety Consultant: - G-ENG Advisory services PVT.LTD.
 Proof Consultant; - MARC Technocrats Pvt. Ltd.

7. Project Alignment Map :-
Figure 2:- UER-II PROJECT MAP
Figure 3:- UER-II (PKG-V)

8. This project contains: -
 1 Elevated structure
 2 flyovers
 2 MNB (minor bridge)
 2 VUP (vehicle underpass)
 1 SVUP (small vehicle under pass)
 2 box culverts.
This project has been started from September 2021 and expected to complete in August 2023. Before
my joining 25% of project work has been completed and expected to achieve 35% - 40% of work by
September 2022.
Figure 4:- Site photo at chainage 4+360 km, 0+232km

9. Figure 4.1 : Base Camp Photographs

10. Silent Feature of project:
PROJECT
NAME:
Development of 4-lane road link (from km0+000 to 7+269,7.3km)
NH344N starting from, NH344M, Delhi (at km 26+135 of NH-
344M or UER-II) till Bahadurgarh bypass of NH-10 near
Bahadurgarh in Haryana as spur of NH-344M (Urban Extension
Road-II) package-5 in state of Delhi & Haryana
NH Number: NH-344M
Mode of
Execution:
EPC MODE
No. of Lanes: Four lanes with paved shoulder
Length of Project:
(in km)
7.239km
Cost of Project: Rs. 240 Cr.
Width of Main
Carriage way
19.0 m
Width of Service
Road
7.50 m
Width of cycle
track
3 m
Type of Pavement:
Flexible Pavement
Type of Highway: Access Control National Highway
Details of Structures
No. of Elevated
Structure:
01 Nos
No. of flyover: 02 Nos
No. of VUP: 02 Nos
No. of SVUP: 01 Nos
No. of Box
Culverts:
02 Nos
No. of Minor
Bridge:
01 Nos

11. 1.3 Objective of this project: -
 The main objective of this project is to connect the Delhi-Rohtak Road (NH10)
with UER-II (NH 344M) at 26+135 km.
 Reduces the traffic entering in the Delhi
 It is an outer ring road that directly connects to Indira Gandhi international airport
 It makes route easier for people entering from Punjab and Haryana state to reach airport.
1.4 Organization of the report
Chapter 1 of this report depicts the introduction, objective of the study.
Chapter 2 of this report reviews previous works done & technology used.
Chapter 3 includes the experimental investigation of material to be used in the final design and develops
an experimental plan for this project.
Chapter 4 illustrates the work done at site by an engineer.
Chapter 5 shows the conclusion, discussion, and recommendations for future work in this field.

12. CHAPTER 2: - LITERATURE REVIEW
Modern technology used for highway bituminous road construction plan in India. This basically involves
bituminous pavements. In these days, Ministry of Road Transport & Highways (MORTH) Specification for
Road Works, 2001 Edition is used for construction of all roads including national highways. Advances in
bituminous construction technologies are made in the world every year. In this type of technology we are
analyzing the various category of technology like recycle materials, latest technology, equipment’s & various
facility on highway to make modern construction in minimum time and decrease the construction cost by use
the modern construction technology.
Karthik Subramanya, S.M. ASCE, Sharareh Kermanshachi, Ph.D., P.E., M. ASCE, Apurva Pamidimukkala,
S.M. ASCE and Karthikeyan Loganathan Ph.D et al 2019. One out of every five miles of highways and 45,000
bridges in the United States are in poor condition. Transportation agencies and highway construction industries
are significantly impacted by workforce shortage, quality issues, and schedule delays for decades. For almost
two decades, the industry has been facing the same obstacles and it is high time that these problems are
addressed with research, innovation, and implementation. This study's objectives are to: identify the various
inefficiencies in material delivery, ticketing, and inspection processes; rank the challenges to analyze their
impact; and identify proven technologies that can mitigate the encountered challenges. The study involved a
comprehensive review of literature before distributing a survey questionnaire to 20 state departments of
transportation (DOTs). Using the Relative Importance Index (RII), the authors have ranked the operational
challenges in highway construction. According to the findings of the study, the primary challenge in highway
construction is the shortage of field engineers and inspectors. This research will encourage state DOTs to
implement digital delivery and inspection technologies. Utilizing electronic ticketing and electronic inspection
will eliminate some of the challenges and assist in mitigating the rest.
Sumit & Nitish et.al 2019Community for Transportation Engineering, Bangalore University utilized
handled plastic packs as an added substance in black-top cement blends. The properties of this changed
bitumen were contrasted with that of standard bitumen. It was noticed that entrance and flexibility
estimations of changed bitumen was diminishing with the expansion in extent of the plastic added
substance, up to 12 % by weight. Dr. P. K. Jain, (2012) did utilization of plastic waste in bituminous street
development. It is discovered that destroyed plastic misuse of the size 2-8 mm might be consolidated
helpfully in bituminous blends utilized for street developments. The ideal measurements are 0.4-0.5 % by
weight of bituminous blend and 6-8% by weight of bitumen. Plastic waste may likewise be utilized for up
degrees of fly fiery debris for its utilization as fine total and filler in bituminous street development. Rokade
S (2012) arranged SDBC (Semi Dense Bituminous Concrete) blend utilizing
Marshall Method of bituminous blend Design.

13. w = (Ww/Ws)*100%
CHAPTER 3: - LAB TEST
3.1 SOIL: -
Introduction:
Soil is very essential material for highway constructions.
In view of the wide diversity in soil type, it is desirable to classify the sub grade soil into groups
possessing similar physical properties. Many methods have been in use for this purpose. Soils are
normally classified on the basis of simple laboratory tests such as grain size analysis and consistency
tests.
Soil compaction is important phenomenon in highway construction as compacted sub grade improves
the load supporting ability of pavement; in turn resulting in decreased pavement thickness requirement.
Compaction of earth embankments would result in decreased settlement. Thus, the behaviour of soil sub
grade material could be considerably improved by adequate compaction under controlled conditions.
The laboratory compaction test results are useful in specifying the optimum moisture content at which a
soil should be compacted and the dry density that should be aimed at the construction site. The in-situ
density of prepared sub grade as well as other pavement layers has to be determined by a field density
test for checking the compaction requirements and as a field control test for compaction.
TEST OF SOIL: -
3.1.1 Determination of Moisture Content
As per IS CODE: 2720 (PART-2)
Aim- Determine the Moisture content of the given soil sample.
Need And Scope of the experiment
1. In almost all soil tests natural moisture content of the soil is to be determined. The knowledge of the
natural moisture content is essential in all studies of soil mechanics. To sight a few, natural moisture
content is used in determining the bearing capacity and settlement.
2. Definition:
The water content also called the moisture content is the ratio of the weight of water to the weight of
the solids in a given mass of soil. This ratio is usually expressed as percentage.

14. Figure 5 :- Hot Air Oven
3. Required apparatus:
1. Air-tight container.
2. Electric oven, maintain the temperature between 105 C to 110 C.
3. Weight Balance
4. Procedure:
1. Take Clean and dry container of weight it (W1) in gm.
2. Take a specimen of the sample in the container and weight with sample (W2).
3. Keep the container in the oven with lid removed. Dry the specimen to constant weight maintaining the
temperature between 105◦ C to 110◦ C for24hr.
4. Record the final constant weight (W3) of the container with dried soil sample. Peat and other organic
soils are to be dried at lower temperature (say 60◦ C) possibly for a longer period.

15. 5. Observation & Recording:
Figure 6 Report of moisture
Result: The moisture content of the soil sample is= 10.90%

16. Free Swell Index= (Vd – Vk) / Vk x 100
3.1.2 Free Swell index: -
IS CODE-2720 (PART-40)
Objective: Determination of free swell index of soil sample.
Theory: Free swell index is the increase in the volume of soil sample, without any external constraints
submerged in the water.
Required apparatus:
1. 425 microns is sieve.
2. Graduated glass cylinder (100ml).
3. Glass rod for stirring.
4. Balance.
Procedure:
 Take two representative oven dried soil samples each of 10 grams passing through 425 micron sieve.
 Pour each soil sample in to each of the two glass graduated cylinders of 100 ml capacity.
 Fill one cylinder with kerosene and the other with the distilled water up to the100 ml mark.
 Remove the entrapped air in the cylinder by gentle shaking and stirring with a glass rod.
 Allow the samples to settle in both the cylinders.
 Sufficient time, not less than 24 hours shall be allowed for soil sample to attain equilibrium state of volume
without any further change in the volume of the soils.
 Record the final volume of the soils in each cylinder.
Calculation:
Where,
Vd = Volume of the soil sample from the graduated cylinder containing water.
Vk = Volume of the soil sample from the graduated cylinder containing Kerosene.
RESULTS:
Value of the Free Swell Index= 13.39%
NOTE:- According to MORTH ( Clause 305.2.1.2) & IS 2720 (Part 40) the free swelling index should not
exceed 50% for using as filling material in embankment. And frequency of doing this test is 1test/ 3000cum.

17. Figure 7 : Report of FSI

18. 3.1.3 Grain size analysis (GSA):-
As per IS CODE-2720 (PART-4)
OBJECTIVE: Grain size analysis of soil sample particle.
NEED AND SCOPE:
The grain size analysis is widely used in classification of soils. The data obtained from grain size distribution
curves is used in the design of filters for earth dams and to determine suitability of soil for road construction,
air field etc. Information obtained from grain size analysis can be used to predict soil water movement although
permeability tests are more generally used.
Apparatus:
Figure 8 – Sieve size
1.Wt. Balance
2. I.S sieves set (4.75mm,2mm,0.425mm & 0.075mm)
3.metal tray
4.mechanical Sieve Shaker
5.Electronic oven
6.Dry soil sample at sieved 425 microns.
KNOWLEDGE OF EQUIPMENT:
1. The balance to be used must be sensitive to the extent of 0.1% of total weight of sample taken.
2. The sieves for soil tests: 4.75 mm to 75 microns.
PROCEDURE:
 Take 500gm dry soil sample is leave in the water for 24hr for purpose of soaking.
 After specified period of soaking, wash the soil sample over the IS sieve 4.75mm, 2mm, 0.425mm & 0.075
mm.
 Continue washing of the sample until the clean water passing through the sieve.
 Collect the soil material retained from each sieve, separate this material without losses.

19.  Remains the soil sample dry in the oven at temp. 110c for 24hr.
 After dry the soil sample, pass through sieve 4.75mm & 75 microns.
 Wt. of retained soil sample at the sieve 75 microns.
RESULT-Sand content (0.075mm-4.75mm) =67.94%
Silt & clay content (less than 0.075mm) =30%
NOTE: - According to MORTH (Clause 903.2.1) & IS 2720 (Part-4) test frequency should be 2 test / 3000cum.
Figure 9- Report of GSA

20. w= W1-W2/W1 x100
3.1.4 DETERMINATION OF CONSISTENCY LIMITS
AS PER IS CODE-2720 (PART-5)
OBJECTIVE:
Determination of the liquid limit of soil sample.
NEED AND SCOPE: -
Liquid limit is significant to know the stress history and general properties of the soil met with construction.
From the results of liquid limit the compression index may be estimated. The compression index value will
help us in settlement analysis. If the natural moisture content of soil.
APPARATUS REQUIRED:
1. Oven
2. Balance (0.01g accuracy)
3. Sieve [425 micron]
4. Cone penetrometer
PROCEDURE:
1. About 150 gm. of air-dried soil from thoroughly mixed portion of material passing 425 micron IS sieve
is obtained.
2. Distilled water is mixed to the soil thus obtained in a mixing disc to form a uniform paste.
3. Then the wet soil paste is transferred to the cylindrical cup of cone penetrometer apparatus, ensuring
that no air is trapped in this process.
4. Finally, the wet soil is levelled up to the top of the cup and placed on the base of the cone penetrometer
apparatus.
5. The penetrometer is so adjusted that the cone point just touches the surface of the soil paste in the cup
and the initial ready is to be taken.
6. The vertical clamp is then released allowing the cone to penetrate into soil paste under its own weight
for 5 seconds. After 5 seconds the penetration of the cone is noted to the nearest millimetre.
7. The test is repeated at least to have four sets of values of penetration in the range of 14 to 28 mm.
8. The exact moisture content of each trial is determined
OBSERVATIONS AND CALCULATIONS:

21. Figure 10: Report of LL&PI
RESULT:
Liquid limit for 20 mm penetration
The value of liquid limit =27.35%

22. OBJECT:
(b) Determination of plastic limit of soil sample.
NEED AND SCOPE:
Soil is used for making bricks, tiles and soil cement blocks in addition to its use as foundation for structures.
THEORY:
plastic limit of soil is the water content, expressed as a percentage of the wt. of oven dry soil, at the boundary
between plastic state and semisolid state. the prepare 3mm dia. Threat can be made.
APPARATUS REQUIRE:
1.plate for rolling the specimen (450x15x10) mm size.
2. Air tight container.
3. Electronic Balance.
4. Oven thermostatically controlled.
5. Metallic rod 3mm dia.
PROCEDURE:
1. Take 20 gm soil sample of thoroughly mixed portion of the material passing through 425 micron IS Sieve.
2. Mix it thoroughly with distilled water in the evaporating dish till the soil mass becomes plastic enough to
be easily moulded with fingers.
3. Take 8 gms approx. plastic soil mass and roll it between fingers and glass plate with the hand, a threaded of
uniform diameter.
5. Continue rolling till you get a 3 mm diameter of thread without crack.
6. Continue the process until the thread crumbles when the diameter is 3 mm.
7. Determination the moisture content of the crumbled threat.
8. Repeat the test to at least 3 times and take the average of the results calculated to the nearest whole number.
OBSERVATION AND CALCULATION:
Compare the diameter of thread at intervals with the rod. When the diameter reduces to 3 mm, note the surface
of the thread for cracks.
Average Plastic Limit of the soil = 22.36%.
W= Wt. of water/Wt. of dry soil x100

23. 3.1.6 Determine the Maximum Dry Density: -
Objective:
To obtain the graphical relationship between dry density of soil to the moisture content in the terms of
“compaction curve”, for determining the values of Optimum Moisture Content (OMC) and Maximum Dry
Density (MDD).
Apparatus Required
1. Proctor Mould & Metal Rammer Metal mould (volume = 1000 cm3 for 100 mm diameter mould and
volume= 2250 cm3 for 150 mm diameter mould (as per IS:10074-1982) & Metal rammer conforming to
IS: 9189-1979. (weight = 4.9 kg)
2. Weight Balance: 10 kg capacity and least count 1gm.
3. Other of 200 g capacity and sensitivity 0.01 g
4. Sieve 4.75mm, 19 mm and 37.5 mm I.S. Sieves conforming to IS: 460 (Part 1) – 1985
5. Oven Thermostatically controlled to maintain temperature between 1050 to 1100C
6. Steel Straight Edge For trimming the protruded excessive soil of the mould
7. Airtight Container Taking sample for determination of Moisture Content
Procedure
1. Take a representative portion of air-dried soil large enough to provide about 5 kg of material passing 19mm
IS sieve (for soils not susceptible to crushing during compaction) or about 15 kg of material passing 19mm IS
sieve (for soils susceptible to crushing during compaction. Sieve this on a 19mm IS sieve and the reject the
coarse fraction after its proportion of the total sample has been recorded.
2. Add suitable amount of water with the soil and mix it thoroughly. For sandy and gravelly soil add 3% to
5% of water. For cohesive soil the amount of water to be added should be 12% to 16% below the plastic limit.
3. Weigh the mould with base plate attached, to the nearest 1g and record the weight as W1. Attach the
extension collar with the mould. Compact the moist soil into the mould in five layers of approximately equal
mass, each layer being given 56 blows, with the help of 4.9 kg rammer, dropped from a height of 450mm
above the soil. The blows must be distributed uniformly over the surface of each layer. The operator shall
ensure that the tube of the rammer is kept clear of soil so that the rammer always falls freely.
4. After completion of the compaction operation, remove the extension collar and level carefully the top of the
mould by means of straightedge. Weigh the mould with the compacted soil to the nearest 1 g and record this
weight as W2.
5. Remove the compacted soil from the mould and place it on the mixing tray. Determine the water content of
a representative sample of the specimen. Record the moisture content as ‘M’.
6. The remainder of the soil shall be broken up and repeat Steps (iii) to (v) above, by adding suitable increment
of water to the soil. For sandy and gravelly soils the increment is generally 1% to 2% and for cohesive soils

24. the increment is generally 2% to 4%. The total number of determinations made shall be at least five, and the
moisture contents should be such that the optimum moisture content, at which the maximum dry density
occurs, is within that range.
7. For compacting soil containing coarse material up to 37.5 mm size, the 2250 cm3 mould should be used. A
sample weighing about 30 kg and passing the 37.5 mm IS sieve is used for the test. Soil is compacted in five
layers, each layer being given 55 blows of the 4.9 kg rammer.
Figure 11- MDD report

25. 4.3 Test of Aggregates: -
3.3.1 AGGREGATE IMPACT VALUE TEST.
As per (IS: 2386 – PART – 4)
INTRODUCTION:
Toughness is the property of a material to resist impact. Due to traffic loads, the road stones are subjected to
the pounding action or impact and there is possibility of stones breaking into smaller pieces. The road stones
should therefore be tough enough to resist fracture under impact. A test designed to evaluate the toughness of
stones i.e., the resistance of the fracture under repeated impacts may be called an impact test for road stones.
Object:
To determine the toughness of road stone materials by Impact test.
Apparatus:
a) Impact testing machine: The machine consists of a metal base with a plane lower surface supported well on
a firm floor, without rocking. A detachable cylindrical steel cup of internal diameter 102mm and depth 50mm
is rigidly fastened centrally to the base plate. A metal hammer of weight between 13.5 and 14.0 kg having the
lower end cylindrical in shape, 100mm in diameter and 50mm long, with 2mm chamfer at the lower edge is
capable of sliding freely between vertical guides, and fall concentric over the cup. There is an arrangement for
raising the hammer and allowing it to fall freely between vertical guides from a height of 380mm on the test
sample in the cup, the height of fall being adjustable up to 5mm. A key is provided for supporting the hammer
while fastening or removing the cup.
b) Measure: A cylindrical metal measure having internal diameter 75mm and depth 50mm for measuring
aggregates.
c) Tamping rod: A straight metal tamping rod of circular cross section, 10mm in diameter and 230mm long,
rounded at one end.
d) Sieve: IS sieve of sizes 12.5mm, 10mm, and 2.36mm for sieving the aggregates.
e) Balance: A balance of capacity not less than 500 gm to weigh accurate up to 0.1 gm.
f) Oven: A thermostatically controlled drying oven capable of maintaining constant temperature between
1000C to1100C.
Procedure:
The test sample consists of aggregates passing 12.5mm sieve and retained on 10mm sieve and dried in an oven
for four hours at a temperature 1000C to 1100C and cooled. Test aggregates are filled up to about one-third
full in the cylindrical measure and tamped 25 times with rounded end of the tamping rod. Further quantity of
aggregates is then added up to two-third full in the cylinder and 25 stocks of the tamping rod are given. The
measure is now filled with the aggregates to over flow, tamped 25 times. The surplus aggregates are struck off
using the tamping rod as straight edge. The net weight of the aggregates in the measure is determined to the

26. nearest gram and this weight of the aggregates is used for carrying out duplicate test on the same material. The
impact machine is placed with its bottom plate flat on the floor so that the hammer guide columns are vertical.
The cup is fixed firmly in position on the base of the machine and the whole of the test sample from the
cylindrical measure is transferred to the cup and compacted by tamping with 25 strokes. The hammer is raised
until its lower face is 380mm above the upper surface of the aggregates in the cup, and allowed to fall freely
on the aggregates. The test sample is subjected to a total 15 such blows, each being delivered at an interval of
not less than one second. The crushed aggregate is then removed from the cup and the whole of it sieved
on the 2.36mm sieve until no further significant amount passes. The fraction passing the sieve is weighed
accurate to 0.1gm. The fraction retained on the sieve is also weighed and if the total weight of the fractions
passing and retained on the sieve is added it should not be less the original weight of the specimen by more
than one gram, if the total weight is less than the original by over one gram the results should be discarded and
a fresh test made.
Calculations:
The aggregate impact value is expressed as the percentage of the fines formed in terms of
the total weight of the sample. 100 W2
Aggregate Impact Value =W1
Where, W1 = Original weight of the sample.
W2 = Weight of fraction passing 2.36mm IS sieve.
Results:
The mean of the three results is reported as the AIV(Aggregate Impact Value) of the specimen to the nearest
whole number.

27. Figure 12- Performing AIV& Report of AIV

28. 3.3.2 FLAKINESS & ELONGATION INDEX TEST (SHAPE TEST).
As per (IS: 2386 – PART – 1)
INTRODUCTION:
The particle shape of aggregates is determined by the percentages of flaky and elongated particles contained
in it. For base course and construction of bituminous and cement concrete types, the presence of flaky and
elongated particles are considered undesirable as they may cause inherent weakness with possibilities of
breaking down under heavy loads. The angularity number i.e., flaky and elongation has considerable
importance in the gradation requirements of various types of mixes such as bituminous concrete, cement
concrete and soil aggregate mixes.
Object: To determine the flakiness and elongation of the aggregates by standard flakiness gauge and
elongation gauges.
Apparatus:
a) Flakiness gauge (Thickness gauge): The Flakiness index of aggregates is the percentages by weight of
particles whose least dimension is less than three-fifths (0.6) of their mean dimension. The test is not applicable
to sizes smaller than 6.3mm. The apparatus consists of a standard thickness gauge of IS sieve sizes 63, 50, 40,
31.5, 25, 20,16, 12.5, 10 and 6.3mm and a balance to weigh the samples.
b) Elongation gauge (Length gauge): The elongation index of aggregate is the percentage by weight of particles
whose greatest dimension (length) is greater than one and four fifth times (1.8) their mean dimension. The
elongation test is not applicable to sizes smaller than 6.3mm. The apparatus consists of a standard length gauge
of IS sieve sizes 50, 40, 31.5, 25, 20, 16, 12.5, 10 and 6.3mm.
Figure 13- Flaky& Elongation apparatus

29. Procedure:
a) Flakiness Index: The sample is sieved with the sieves mentioned in above. A minimum of 200 pieces of
each fraction to be tested is taken and weighed. In order to separate flaky materials, each fraction is then
gauged for thickness on a thickness gauge.The amount of flaky material passing the gauge is weighed to an
accuracy of at least 0.1percent of the test sample.
b) Elongation Index: The sample is sieved through the IS sieves specified as above. A minimum of 200 pieces
of each fraction is taken and weighed. In order to separate elongated material, each fraction is then gauged
individually for length in a length gauge.The pieces of aggregates from each fraction tested which could not
pass through the specified gauge length with its long side are elongated particles and are collected separately
to find the total weight of aggregates retained on the length gauge from each fraction. The total
amount of elongated material retained by the length gauge is weighed to an accuracy of at least 0.1 percent of
the weight of the sample.
Figure 14- Report of FI&EI

30. 4.4 CEMENT
3.4.1 DETERMINATION OF NORMAL CONSISTENCY
As per (IS: 4031 – part – 4)
Object:
Determination of the quantity of water required to produce a cement paste of standard Consistency.
Apparatus:
Vicat apparatus (confirming to IS: 5513 – 1968) with plunger (10mm in dia ).
Figure 15- VICAT Apparatus
Theory:
The standard consistency of a cement paste is defined as that consistency which will permit the vacate
plunger to penetrate to a point 5 to 7 mm from the bottom of the vacate mould, when the cement paste
is tested as described in the following procedure.
Procedure:
Prepare a paste of weighted quantity of cement (350 gems) with a weighted quantity of water, start with
30% water of 350 gems of cement taking care that the time of gauging is not less than 3 minutes and not
more than 5 minutes and the gauging shall be completed before any sign of setting occurs. The gauging
time shall be counted from the time of adding the water to the dry cement until commencing to fill the
mould. Fill the vacate mould with this paste, the mould resting upon a non-porous plate. After completely
filling the mould, trim off the surface of the paste, making it in level with the top of the mould. The

31. mould may slightly be shaken to expel the air. Place the test block with the mould, together with the
non-porous resting plate, under the rod bearing the plunger (10mm die) lower the plunger gently to touch
the surface of the test block and quickly release, allowing it to penetrate into the paste. This operation
shall carried out immediately after filling the mould.
Prepare trial pastes with varying percentages of water and test as described above until the amount of
water necessary for making the standard consistency as defined above is obtained. Express the amount
of water as a percentage by weight of the dry cement.
Precautions:
Use clean appliances for gauging. The temperature of cement and water and that of test room, at the time
when the above operations are being performed, shall be 27 0
C +/- 20
C. The room temperature shall be
maintained at 27 0
C +/- 2 0
C.

32. 3.4.2 DETERMINATION OF INITIAL AND FINAL SETTING TIMES OF CEMENT.
As per IS: 4031 – part – 5
Object: Determination of the Initial and Final setting times of cement.
Apparatus:
The vacate apparatus (conforming to IS: 5513 – 1968).
Sample: 350 gms of cement is taken.
Procedure:
Preparation of Test Block
Prepare a neat cement paste by gauging 350 gms of cement with 0.85 times the water required to give a
paste of standard consistency. The paste shall be gauged in the manner and under the conditions prescribed
in determination of consistency of standard cement paste. Start a stopwatch at the instant when water is
added to the cement. Fill the mould with the cement paste gauged as above, the mould resting on a non-
porous plate, fill the mould completely and smooth off the surface of the paste making it level with the
top of the mould. The cement block thus prepared in the mould is the test block.
Use clean appliances for gauging. The temperature of water and that of the test room, and the time
gauging, shall be 270C +/- 20C during the test, the block shall be kept at a temperature of 270C +/- 20C
and at not less then 90% relative humidity.
Determination of Initial Setting Time:
Place the test block confined in the mould and resting on the non-porous plate, under the rod bearing
initial setting needle, lower the needle gently in contact with the surface of the test block and quickly
release, allowing it to penetrate into the test block. In the beginning the needle will completely pierce the
test block. Repeat this procedure until the needle, when brought in contact with the test block and released
as described above, fails to pierce the block for 5 +/- 0.5 mm measured from the bottom of the mould.
The period lapsing between the time water is added to the cement and the time at which the needle fails
to pierce the test block by 5 +/- 0.5 mm shall be the initial setting time.
Determination of Final Setting Time:
Replace the needle of the vacate apparatus by the needle with an annular ring. The cement shall be
considered as finally set when, upon applying the needle gently to the surface of the test block, the needle
makes an impression thereon, while the outer ring fails to do so. The period elapsing between the time
when water is added to the cement and the time at which the needle makes an impression on the surface
of the test block while the attachment fails to do so, shall be the final setting time.
Limits:Initial Setting Time, minimum - 30 minutes.
Final Setting Time, maximum - 600 minutes.

33. Figure 17- format of initial& final setting time

34. 3.4.3 DETERMINATION OF FINENESS OF CEMENT.
As per IS: 4031 – part – 3
Object: To determine the fineness of cement by dry sieving.
Apparatus:
a) Standard balance with 100 gm. weighing capacity.
b) IS: 90 micron sieve confirming to IS: 460 – 1962 and a Brush.
Procedure:
a) Break down any air-set lumps in the cement sample with fingers.
b) Weigh accurately 100 gems of the cement and place it on a standard 90 micron IS. sieve.
c) Continuously sieve the sample for 15 minutes.
d) Weigh the residue left after 15 minutes of sieving. This completes the test.
Limits:
The percentage residue should not exceed 10%.

35. 3.5 FLY ASH
Use of fly-ash shall conform to the Ministry of Environment and Forest guidelines. Where fly-ash is used the
embankment construction shall conform to the physical and chemical properties and requirements of
IRC:SP:38-2001, "Guidelines for Use of Flyash in Road Construction". The term fly-ash shall cover all types
of coal ash such as pond ash, bottom ash or mound ash.
Embankment constructed out of fly ash shall be properly designed to ensure stability and protection against
erosion in accordance with IRC guidelines. A suitable thick cover may preferably be provided at intervening
layers of pond ash for this purpose. A thick soil cover shall bind the edge of the embankment to protect it
against erosion. Minimum thickness of such soil cover shall be 500 mm.
Test procedure for fly ash fineness test is same as the cement fineness test basic difference is of sieve size in
fly ash fineness test we use 45 micron sieve whereas in cement we use 90 micron sieve.
3.6 Concrete
Concrete is defined as the composition of cement, sand, aggregate and water. These all mixed by the hand and
mechanical method. Which is made material is called concrete.
Type of concrete:
Various type of concrete.
1. Cement concrete.
2. Lime concrete.
3. High strength concrete.
4. Polymer concrete.
Cement concrete:
Cement concrete is defined as the batching of concrete according to volume. Such as cement, sand, and
aggregate ect.it is called nominal mix concrete.
Type of concrete mix:
Normally two type of cement concrete mix.
1. Nominal mix concrete.
2. Design mix concrete.
Nominal mix concrete:
Cement concrete is defined as the batching of concrete according to volume. Such as cement, sand, aggregate
and water etc. it is called nominal mix concrete.
Design mix concrete:
Design mix concrete is defined as the batching of concrete according to weight. Such as cement, sand,
admixture and aggregate ect.it is called design mix concrete. Design mix concrete also called control mix
concrete.Components of cement concrete:

36. Various component of cement concrete.
1. Cement.
2. Sand.
3. Aggregates.
4. Water.
5. Admixture.
3.6.2 Workability of concrete.
As per IS CODE-(1199)
OBJECT:
Determination of the workability of concrete.
THEORY:
According to IS code- 1199 this method suitable for fresh concrete.
REQUIRED APPARATUS:
 Slump cone size 10cm top dia. ,50cm bottom dia. Of cone and Ht. is 30cm.
 Tamping rod of dia. 16mm.
 Tray.
 Brush.
 Fresh cement concrete.
Figure 18: Slump cone apparatus

37. PROCEDURE:
 Place the slump cone at the smooth, horizontally levelled surface.
 The slump cone is filled with fresh concrete in 4 equal layers.
 Each layer is tamped down with 25 blows by 16mm dia. Tamping road.
 After tamping the top layer, the top layer concrete is levelled by trowel.
 Remove the slump cone from concrete with carefully in the vertical direction.
Measure he slump value by the help of tamping in mm.
Slump value for different works:
RESULTS:

38. Figure 19- Cube casting & testing
3.6.3 DETERMINATION OF COMPRESSIVE STRENGTH OF CONCRETE.
As per IS : 516 – 1959
Object:
Determination of compressive strength of concrete.
Apparatus:
Age at test: Tests shall be made at recognized ages of the test specimens, the most usual being 7 and 28
days. The ages shall be calculated from the time of the addition of water of the dry ingredients.
Number of Specimens: At least three specimens, preferably from different batches, shall be made for
testing at each selected age.

39. Figure 20- Mould & Curing tank
Procedure:
Specimens stored in water shall be tested immediately on removal from the water and while they are still
in the wet condition. Surface water and grit shall be wiped off the specimens and any projecting find
removed specimens when received dry shall be kept in water for 24 hours before they are taken for testing.
The dimensions of the specimens to the nearest 0.2mm and their weight shall be noted before testing.
Placing the specimen in the testing machine the bearing surface of the testing machine shall be wiped
clean and any loose sand or other material removed from the surface of the specimen, which are to be in
contact with the compression platens. In the case of cubes, the specimen shall be placed in the machine in
such a manner that the load shall be applied to opposite sides of the cubes as cast, that is, not to the top
and bottom. The axis of the specimen shall be carefully aligned with the centre of thrust of the spherically
seated platen. No packing shall be used between the faces of the test specimen and the
steel platen of the testing machine. As the spherically seated block is brought to bear on the specimen the
movable portion shall be rotated gently by hand so that uniform seating may be obtained. The load shall
be applied without shock and increased continuously at a rate of approximately 140kg/cm2/min until the
resistance of the specimen to the increasing load breaks down and no grater load can be sustained. The
maximum load applied to the specimen shall then be recorded and the appearance of the concrete and any
unusual features in the type of failure shall be noted.
Calculation: The measured compressive strength of the specimen shall be calculated by dividing the
maximum load applied to the specimen during the test by the cross sectional area, calculated from the
mean dimensions of the section and shall be expressed to the nearest kg per cm2. Average of three values
shall be taken as the representative of the batch provided the individual variation is not more than +/-15
percent of the average.
3.6.4 Concrete Batch Mix plant & RMC Plant:-

40. Concrete that is provided ready to use is known as ready mixed concrete (RMC). RMC is defined as follows
by Indian Standard Specification IS 4926:2003: Concrete mixed in a truck mixer or a stationary mixer in a
central batching and mixing plant, and provided to the purchaser in fresh condition, either at the site or into
the purchaser's vehicles. An innovative technique, ready mixed concrete uses a lot automation and
mechanisation. A typical RMC facility includes weigh batchers for weighing out the various components
of concrete, silos and bins for storing cement and aggregates, high efficiency mixers for thoroughly mixing
the ingredients, and a computerised system for managing the entire production process. The resulting
concrete is of a substantially higher grade than site mixed concrete. and at site there are 2 silos in which
1silo contain cement and another silo contain fly ash also there are 3 different bins for aggregate & sand.
Chapter-4 : Site work
4.1 Highway work: -

41. Highway introduction: -
Highway engineering is a subfield of transportation engineering that deals with the designing, construction,
and maintenance of many kinds of roadways. It also goes by the name of "Road Engineering," and it involves
researching the following:
1. Details project report
2. Planning, location and development of roads.
3. Materials required for their construction.
4. Highway traffic performance and its control.
5. Road site Drainage etc.
Classification of Highways:
The highways are classified as follows:
● According to location and function
● According to traffic
● According to transported tonnage.
This classification of roads was done as per recommends made in the Nagpur Plan finalised by the Indian
Roads Congress in 1943. This classification is, therefore, popularly known as IRC. Classification of road.
According to IRC, roads are classified as
1) National Highways (NH)
2) State Highways (SH)
3) Major District Roads (MDR)
4) Other District Roads (ODR)
5) Village Roads (VR)
My project is development of 4 lane national highway (NH) linking to UER-II. And in our project there were
flexible pavement (Stone matrix asphalt).
SMA pavements are flexible pavements. Flexible pavements are so named because the total pavement
structure deflects, or flexes, under loading. A flexible pavement structure is typically composed of several
layers of material each of which receives the loads from the above layer, spreads them out, then passes them
on to the layer below. Thus, the further down in the pavement structure a particular layer is, the less load (in
terms of force per area) it must carry.
Material layers are usually arranged within a pavement structure in order of descending load bearing capacity
with the highest load bearing capacity material (and most expensive) on the top and the lowest load bearing
capacity material (and least expensive) on the bottom.

42. A typical flexible pavement structure includes:
Surface Course: the layer that comes into contact with traffic. It offers qualities including drainage, rut
resistance, noise reduction, smoothness, friction, and noise control. Additionally, it stops surface water from
penetrating the underlying base, subbase, and subgrade. Sometimes, this material's top structural layer is
separated into two layers: the wearing course (top) and binder course (bottom). The most common material
used to build surface courses is SMA.
Basic Course: the thin layer just under the surface. Additionally, it helps with load distribution and drainage.
crushed aggregate is typically used to build base courses.
Subbase course: the area between the subgrade and the base course. Its primary purpose is to sustain the
structure, but it can also decrease the infiltration of subgrade particles into the pavement structure and enhance
drainage. In comparison to the base course but better than the subgrade soils, the subbase often comprises of
inferior materials. Not always is a subbase course required or used. Subbase courses are often built using
engineered fill or crushed aggregate.
4.2 Typical Cross section of project

45. 4.3 Layer description: -
MAIN CARRIAGEWAY(MCW)
4.4 Embankment: -
A road, railway line, or canal is normally raised onto an embankment made of compacted soil to avoid a
change in level required . It is the material used between OGL and Subgrade A cutting is used for the same
purpose where the land is originally higher than required.
Total Crust
=1.285m
B.C 50 mm
DBM 285mm
WMM 250mm
GSB 200mm
SUBGRADE 500mm

46. 4.5 Subgrade soil: -
The subgrade, which is also known as formation level, is the natural material that lies beneath a construction
road, paved surface, or railroad track. It can also refer to imported materials that were used to construct an
embankment. To resist overload caused by any cutting, snatching, or filling, the natural soil has been
compacted. Despite typically being uniformly compacted, this material might be natural and undisturbed soil.
..
4.6 Granular sub base (GSB): -
Granular Sub Base (GSB) is a naturally occurring or designed building material used as a sub-base layer for
roads. Immediately above the compacted sub-grade layer in the road foundation is a layer called granular sub
base. Granular sub base (GSB), which has particles of a size that in hibit capillary action from continuing past
the GSB layer, prevents capillary water from ascending. Second, it functions as a drainage layer through which
water can flow without harming additional road layers.
The GSB material must be natural river bed material with the right gradation or crushed stone aggregate
devoid of organic and other harmful components. It must conform to MORTH specification grading-I table
400-1, with the percentage passing 0.075mm size. The material must have a minimum of 30% CBR after
four days of soaking.
4.6.1 Physical properties of GSB Material:
 The portion of the total aggregate passing through a 4.75mm sieve shall have a sand equivalent value of not
less than fifty when tested following the requirement of IS 2720 (Part-37).
 A mix of different sizes of crushed aggregates from approved sources shall be so proportioned to achieve the
specified grading.
 The Proportioning shall be done by ascertaining the proper gradation of the individual ingredients and the
blend determined by trial and error method to achieve the gradation specified.

47.  MDD & OMC shall be established for the material blend, and it will be ensured before the actual execution
of that material used in GSB layer has a CBR value of 30% or more when compacted and finished.
 In case of variation of gradation in the course of work, the proportion shall be suitably modified, and the
entire required test shall be carried out per relevant specification.
 The material shall be blended at source/crusher to achieve the specified gradation and shall be jointly checked
at the site for conformance to gradation and other tests as defined in section 900 of MORTH.
Figure No Granular sub base (GSB)

48. Compaction of GSB Layer:
 Compaction of Granular Sub Base shall start immediately after achieving the required moisture content.
 The compaction shall be done with a vibratory compactor.
The compaction pattern, including the number of passes required, shall be finalized after the full-scale
experiment at the site to achieve 98% of MDD determined as per IS: 2720 (Part -8). The general pattern
shall be as follows:
o Initial rolling: Two static passes with a Vibratory roller
o Subsequent rolling: Four vibratory pass
 One roller pass shall include both forward and reverse movement of the roller. The speed of the roller shall
not exceed 5.0 Km /Hour.
 The compaction shall commence from the lower edge and move to the upper edge width by width.
 Quality control tests shall be carried out prior to the commencement of the next layer.
 The rain cuts shall be repaired before placing the drainage layer.
 The compaction behind the structure shall be accomplished with a vibratory roller or plate compactors to
achieve 98% of MDD.
 The surface of GSB layer shall have a suitable cross fall to enable efficient surface drainage.
 The finished level GSB shall be within the tolerance limits specified in Table 900.1, i.e. +10.0mm to –
20.0mm.

49. Test required as per code:-
TESTS FREQUENCY AS PER LIMITS IS CODES
Gradation 1test/400cum MORTH Table
900-3
As per pavement
design
IS 2386 (Part 1)
Liquid limit 1test/400cum MORTH Table
900-3
<25% IS 2720 (Part 5)
Plasticity index 1test/400cum MORTH Table
900-3
<6% IS 2720 (Part 5)
Moisture content 1test/400cum MORTH Table
900-3
1-2% Below the
OMC
IS 2720 (Part 2)
CBR test As required MORTH Table
900-3
>30% IS 2720 (Part 16)
Field compaction 1set/1000sqm MORTH Table
900-3
>98% IS 2720 (Part 28)
4.7 Wet Mix Macadam: -
Based on the requirements of the project, the wet mix macadam (WMM) work include spreading and
compacting a dense mass of clean, crushed, graded aggregate and granular material that has been pre-mixed
with water on a GSB layer that has been produced. WMM can be laid in one or more layers, however each
compacted layer must be at least 75mm thick and no more than 200mm thick when vibratory or other
permitted types of compacting equipment is employed. The WMM material should conform to the physical
requirement and strength per the technical specifications and standards. The aggregate for wet mix macadam
shall conform to requirements specified in table 400-13 of MORTH and Technical Specifications.

50. 4.6.2 For permissible limit here are recommended values:
 for embankment - minimum 95%
 For subgrade - minimum 97%
 For granular sub base - minimum 98%
 For wet mix macadam - minimum 98%

51. Figure 21- FDD apparatus

52. Figure 22- FDD of Embankment

53. 4.8 LEVELING: -
A level is an optical tool that is used in conjunction with a levelling staff to establish or verify points in the
same horizontal plane and to determine the relative height levels of objects or marks. It is frequently used in
building and surveying to transfer, measure, and set heights of well-known items or markings.

54. Chapter No 5 : Structure work
5.1 PILE FOUNDATION :-
Pile foundations are principally used to transfer the loads from superstructures, through weak, compressible
strata or water onto stronger, more compact, less compressible and stiffer soil or rock at depth, increasing the
effective size of a foundation and resisting horizontal loads. They are typically used for large structures, and
in situations where soil is not suitable to prevent excessive settlement.
Figure No. Pile foundation

55. 5.2 PILE CAP
The term "pile cap" may be used to describe a reinforced concrete slab constructed on top of a group of
foundation piles to evenly displace or spread the load they are to carry. These slabs offer a larger area for the
construction of the columns they support and also help spread the weight of the structure over.
5.3 PIER : -
It is used to support bridge superstructure and transfer the loads to the foundation. The bridge pier can be
constructed to be substantially attractive and strong in order to withstand both vertical and horizontal loads. It
also does not hinder water flow or tide if the bridge spans the water. Bridge piers may be built using concrete,
stone, or metal. Concrete is commonly specified as construction materials provided that the pier is submerged
in water since metal is prone to rust in water. It is constructed in many locations like waterways, or dry lands
on which highway systems are built as overpasses.

57. 5.4 PIER CAP :-
The loads are carried to the piers by pier caps from the superstructure. They distribute the loads from the
bearings to the piers while supporting the bridge girders on bearing pads. Pier caps are required on all pier-
supported bridges in order to shift the load from the superstructure.

58. 5.5 PSC Girder: -

59. Chapter- 6: Conclusion
It was a wonderful learning experience, working in laboratory& site of National Highway Authority of India
for one months. I gained a lot of insight regarding almost every aspect of lab & site work. I was given exposure
in all test in the laboratory. Here I have gained lots of practical and theoretical knowledge the friendly welcome
from all the employees is appreciating, sharing their experience and giving me both technical and theoretical
knowledge which they have gained in their long journey of work. I am very much thankful for the wonderful
accommodation facility from SS Builders. I hope this experience will surely help me in my future and also in
shaping my career. At last my sincere thanks to all the staff of NHAI, URS, SSB for making my stay fruitful
and enjoyable I hope we will surely catch-up sometime later point of time