The document provides details of Amit Kumar's 45-day industrial/vocational training report on the rehabilitation and upgradation of the Maheshkhut-Saharsha-Purnea section of National Highway 107 in Bihar. The training was conducted with National Highways Authority of India and Gammon Engineers & Contractors Pvt. Ltd. as part of Amit's civil engineering degree. The report describes the various steps involved in highway construction including planning, surveying, execution through grading, embankment construction, subgrade preparation, and paving layers. It also discusses quality control procedures and safety measures implemented at the construction site.

1. INDUSTRIAL/ VOCATIONAL TRAINING
REPORT
SUBMITTED BY :-
AMIT KUMAR
COLLEGE NAME :- RRSDCE BEGUSARAI
BRANCH :- CIVIL ENGINEERING
ROLL NO. :- 16-C-08
REG. NO. :- 16101125011

2. INDUSTRIAL/ VOCATIONAL TRAINING REPORT ON
Rehabilitation and Upgradation of Maheshkhut-Saharsha-
Purnea section of National Highway(NH-107) (PAKAGE-II) in the
State of Bihar
For
National Highways Authority of India(NHAI)
By
GAMMON ENGINEERS & CONTRACTORS PVT. LTD.
CEMOSA in association with VISPL

3. PROJECT EVALUATION SHEET
The foregoing project report entitled "Rehabilitation and Upgradation of
Maheshkhut-Saharsha-Purnea section of National Highway(NH-107) (PAKAGE-II)
in the State of Bihar" prepared by 4th year student Amit Kumar (16-C-08) of
RRSDCE Begusarai is hereby approved and certified as creditable study in
technological subject carried out and presented in a satisfactory manner to
warrant its acceptance as pre-requisite to the degree for which it has been
submitted.
Signature of Examiner

4. ABOUT THE AUTHOR
AMIT KUMAR
I was born in Sept,1998 in Samastipur, Bihar.
I am doing Bachelor of Technology in Civil Engineering
at RRSDCE Begusarai, Bihar.
Currently I am in 4th Year 2016-2020 Batch.
Former intern at Bihar State Road Development
Corporation Ltd. (BSRDCL)
CONTACT INFORMATION
Amit Kumar
Email :- i.amitkumar.001@gmail.com
Mob :- +91-8809141855
COLLEGE ID
Roll No. :- 16-C-08
Reg. No. :- 16101125011
Department of Civil Engineering
RRSDCE Begusarai
Department of Science and Technology
Government of Bihar

5. INDUSTRIAL/ VOCATIONAL TRAINING REPORT ON
Rehabilitation and Upgradation of Maheshkhut-Saharsha-Purnea
section of National Highway(NH-107) (PAKAGE-II) in the State of
Bihar
ADMINISTRATION
Mr. Sanjeev Kumar (Admin Officer)
HIGHWAY
Mr. Sanjay Kumar (Sr. Manager)
Mr. Nilesh Ranjan (Engg)
Mr. Deepak Kr. Mishra (Jr. Engg )
SAFETY
Mr. Debasis Parida
Under the Esteemed Guidance of
SURVEY
Mr. Law Kr. Singh (Manager)
Mr. Mahendra Kumar (Surveyor)
Mr. Biswajeet Malo (Surveyor)
QA/QC LAB
Mr. Pronay Basak (Dy. Manager)
Mr. Yugal Kishore (Project In-charge)

6. ACKNOWLEDGMENTS
The internship opportunity I had with National Highways Authority of India(NHAI) was a great chance
for learning and professional development. Therefore, I consider myself as a very lucky individual as I
was provided with an opportunity to be a part of it. I am also grateful for having a chance to meet so
many wonderful people and professionals who led me though this internship period.
Bearing in mind previous I am using this opportunity to express my deepest gratitude and special thanks
to the Mr. Rajiv Nayanam (Project Director of NHAI PIU Begusarai) who in spite of being extraordinarily
busy with her/his duties, took time out to hear, guide and keep me on the correct path and allowing me
to carry out my project at their esteemed organization and extending during the training.
It is my radiant sentiment to place on record my best regards, deepest sense of gratitude to Mr. Yugal
Kishore (Project In-charge GAMMON ENGINEERS & CONTRACTORS PVT. LTD.) for their careful and
precious guidance which were extremely valuable for my study both theoretically and practically.
I perceive as this opportunity as a big milestone in my career development. I will strive to use gained
skills and knowledge in the best possible way, and I will continue to work on their improvement, in
order to attain desired career objectives. Hope to continue cooperation with all of you in the future,
Sincerely,
AMIT KUMAR

7. ABSTRACT
The training report in broad spectrum in which we tried to explain our 45 days
learning experience in the running project, Rehabilitation and Upgradation of
Maheshkhut-Saharsha-Purnea section of National Highway(NH-107) (PAKAGE-II) in
the State of Bihar. The content is broadly explained and it is made from the
practical basis of the site work.
First, we wrote the detail of project. In the second, we wrote about the road
transportation and highway pavement. In the third, we wrote the different steps
involves in construction of highway i.e execution of project and about various
highway cross-section elements. In the fourth we discuss about QA/QC lab and lab
equipments. In the fifth we discuss about batching plant and bituminous plant.
Sixth is about the various machinery and equipment used in construction of
highway. Seventh have some photographs of construction site and plant. In the
eight, there is the safety measurement taken at site for worker and other people
affected by this construction. In the ninth we wrote the conclusion of our 45 days
training and what we learned during this period.
After reading all this, one can easily understand basics of highway construction
procedure, dimension and minimization of the cost of the project.

8. CONTENTS
 PROJECT EVALUATION SHEET
 ABOUT THE AUTHOR
 UNDER THE ESTEEMED GUIDANCE OF
 ACKNOWLEDGMENTS
 ABSTRACT
 CONTENTS
 PROJECT INFORMATION
 ROUTE MAP
 ROAD TRANSPORTATION
 HIGHWAY PAVEMENT
 EXECUTION OF PROJECT
 HIGHWAY CROSS-SECTION ELEMENTS
 QA/QC LAB
 LAB EQUIPMENTS
 OBSERVATION DATA SHEETS
 BATCHING PLANT
 BITUMINIOUS/ASPHALT PLANT
 MACHINERY
 SOME IMAGES AT PLANT &
CONSTRUCTION SITE
 SAFETY
 SAFETY MEASURES AT
CONSTRUTION SITE
 CONCLUSION
 ASK ANY QUERY

9. PROJECT INFORMATION
PROJECT NAME : Rehabilitation and Upgradation of Maheshkhut-Saharsha
-Purnea section of National Highway(NH-107) (PAKAGE-II) in the State of Bihar
CLIENT : National Highways Authority of India(NHAI)
AUTHORITY ENGINEER : M/s Centro de Estudios de Materials y Control de
Obra, SA (CEMOSA) in association with M/s Vaishnavi Infratech Services Pvt.
Ltd.(VISPL)
EPC CONTRACTOR : GAMMON ENGINEERS & CONTRACTORS Pvt. Ltd.
LENGTH : 88Kms (Camp-1 :- 50Kms + Camp-2 :- 38Kms)
Starting Point : Chainage 90Kms
End Point : Chainage 177.97Kms

10. ROUTE MAP

11. ROAD TRANSPORTATION
Transportation by road is termed as road transportation. It includes roads of all
types and modern highway system.
It provides maximum flexibility of service from origin to destination, to one and all
with reference to choice of route, direction, time, and speed of travel.
It is possible to provide door to door service.
The branch of transportation engineering that deals with the planning, design,
construction and maintenance of roadway facilities is termed as ROAD
ENGINEERING or HIGHWAY ENGINEERING.
 India has a road network of over 59,03,293 Kilometers as of 31 January 2019, the
second largest road network in the world.
Classification of road (As per Design Speed)
1. Expressways
2. National Highways (NH)
3. State Highways (SH)
4. Major District Road (MDR)
5. Other District Road (ODR)
6. Village Road (VR)

12. HIGHWAY PAVEMENT
A highway pavement is a structure consisting of superimposed layers of processed
materials above the natural soil sub-grade, whose primary function is to distribute
the applied vehicle loads to the sub-grade. The pavement structure should be able
to provide a surface of acceptable riding quality, adequate skid resistance,
favorable light reflecting characteristics, and low noise pollution. The ultimate aim
is to ensure that the transmitted stresses due to wheel load are sufficiently
reduced, so that they will not exceed bearing capacity of the sub-grade.
Requirements of a pavement
An ideal pavement should meet the following requirements:-
1. Sufficient thickness to distribute the wheel load stresses to a safe value on the
sub-grade soil,
2. Structurally strong to withstand all types of stresses imposed upon it,
3. Adequate coefficient of friction to prevent skidding of vehicles,
4. Smooth surface to provide comfort to road users even at high speed,
5. Produce least noise from moving vehicles,
6. Dust proof surface so that traffic safety is not impaired by reducing visibility,
7. Impervious surface, so that sub-grade soil is well protected, and
8. Long design life with low maintenance cost.

13. Classification of road pavement based on structural behaviour
1. Flexible pavement
2. Rigid pavement (CC pavement)
3. Semi-rigid pavement
4. Interlocking Cement Concrete Block pavement (ICBP)
Flexible pavements
 Flexible pavements are those, which on the whole have low or negligible flexural
strength and are rather flexible in their structural action under the loads.
 Flexible pavements will transmit wheel load stresses to the lower layers by grain-to
grain transfer through the points of contact in the granular structure.
 The design of flexible pavement uses the concept of layered system. Based on this,
flexible pavement may be constructed in a number of layers and the top layer has
to be of best quality to sustain maximum compressive stress, in addition to wear
and tear. The lower layers will experience lesser magnitude of stress and low
quality material can be used.
 Flexible pavements are constructed using bituminous materials. These can be
either in the form of surface treatments (such as bituminous surface treatments
generally found on low volume roads) or, asphalt concrete surface courses
(generally used on high volume roads such as national highways).

14. Types of Flexible Pavements
The following types of construction have been used in flexible pavement:-
1. Conventional layered flexible pavement,
2. Full - depth asphalt pavement, and
3. Contained rock asphalt mat (CRAM).
 Conventional flexible pavements are layered systems with high quality expensive
materials placed on the top where stresses are high, and low quality cheap
materials are placed in lower layers.
 Full - depth asphalt pavements are constructed by placing bituminous layers
directly on the soil sub-grade. This is more suitable when there is high traffic and
local materials are not available.
 Contained rock asphalt mats are constructed by placing dense/open graded
aggregate layers in between two asphalt layers. Modified dense graded asphalt
concrete is placed above the sub-grade will significantly reduce the vertical
compressive strain on soil sub-grade and protect from surface water.

17. EXECUTION OF PROJECT
• Planning
• Surveying
• Analysis and Design of Construction
• Construction Sequence on Site
1. Cleaning and Grading (C & G)
2. Original Ground Level
3. Embankment (Earthwork)
4. Subgrade
5. Granular Subbase (GSB)/Sub-Base course
6. Wet Mix Macadam (WMM)/Base Course
7. Prime Coat
8. Dense Bituminous Macadam (DBM)/ Binder Course
9. Tack Coat
10. Bituminous Concrete (BC)/Surface Course
11. Seal Coat
12. Road Markings and Sign Boards Installation
• Open to Traffic

18. PLANNING
Planning is the fundamental management function, which involves deciding
beforehand, what is to be done, when is it to be done, how it is to be done and
who is going to do it. It is an intellectual process which lays down an organization
objectives and develops various courses of action, by which the organization can
achieve those objectives. It is the first and foremost activity to achieve desired
results.
Planning is nothing but thinking before the action takes place. It helps us to take
a peep into the future and decide in advance the way to deal with the situations,
which we are going to encounter in future. It involves logical thinking and rational
decision making.
Planning consists of following studies:-
1. Economic Studies
2. Financial Studies
3. Traffic or Road use Studies
4. Engineering Studies
SURVEYING
Surveying is the technique, profession, art and science of determining three
dimensional positions of points and the distances and angles between them. A
land surveying professional is called a land surveyor.
Survey may be completed in four stages:-
1. Map Study
2. Reconnaissance Survey
3. Preliminary Survey
4. Final Location and Detailed Survey

19. ANALYSIS AND DESIGN OF CONSTRUCTION
Analysis of data obtained from planning and surveying is done and after that
detailed design and drawing are prepared for construction purpose.
CLEANING AND GRADING (C & G) & ORIGINAL GROUND LEVEL
When the alignments is fixed after final location and detailed survey cleaning and
grading of road width is done and original ground level is located.
EMBANKMENT
An embankment refers to a volume of earthen material that is placed and
compacted for the purpose of raising the grade of a roadway (or railway) above
the level of the existing surrounding ground surface. A fill refers to a volume of
earthen material that is placed and compacted for the purpose of filling in a hole
or depression. Embankments or fills are constructed of materials that usually
consist of soil, but may also include aggregate, rock, or crushed paving material.
Normally, the coarser fill materials are placed at or near the bottom or base of the
embankment in order to provide a firm foundation for the embankment and also
to facilitate drainage and prevent saturation. The top portion of an embankment
usually is constructed of relatively high-quality, well-compacted subgrade material
that is capable of supporting the overlying pavement layers and imposed wheel
loadings without deflection or undesirable movement.
The material is spread in relatively thin layers of 150 mm (6 in) to 200 mm (8 in)
and each layer is compacted by rolling over it with heavy compaction equipment.

20. SUBGRADE
The top soil or sub-grade is a layer of natural soil prepared to receive the stresses
from the layers above. It is essential that at no time soil sub-grade is overstressed.
It should be compacted to the desirable density, near the optimum moisture
content.
GRANULAR SUBBASE (GSB)/SUB-BASE COURSE
The sub-base course is the layer of material beneath the base course and the
primary functions are to provide structural support, improve drainage, and reduce
the intrusion of fines from the sub-grade in the pavement structure If the base
course is open graded, then the sub-base course with more fines can serve as a
filler between sub-grade and the base course A sub-base course is not always
needed or used. For example, a pavement constructed over a high quality, stiff
sub-grade may not need the additional features offered by a sub-base course. In
such situations, sub-base course may not be provided.
WET MIX MACADAM (WMM)/BASE COURSE
The base course is the layer of material immediately beneath the surface of binder
course and it provides additional load distribution and contributes to the sub-
surface drainage It may be composed of crushed stone, crushed slag, and other
untreated or stabilized materials.

21. PRIME COAT
Prime coat is an application of low viscous cutback bitumen to an absorbent
surface like granular bases on which binder layer is placed. It provides bonding
between two layers. Unlike tack coat, prime coat penetrates into the layer below,
plugs the voids, and forms a water tight surface.
DENSE BITUMINOUS MACADAM (DBM)/BINDER COURSE
This layer provides the bulk of the asphalt concrete structure. It's chief purpose is
to distribute load to the base course The binder course generally consists of
aggregates having less asphalt and doesn't require quality as high as the surface
course, so replacing a part of the surface course by the binder course results in
more economical design.
TACK COAT
Tack coat is a very light application of asphalt, usually asphalt emulsion diluted
with water. It provides proper bonding between two layer of binder course and
must be thin, uniformly cover the entire surface, and set very fast.

22. BITUMINOUS CONCRETE (BC)/SURFACE COARSE
Surface course is the layer directly in contact with traffic loads and generally
contains superior quality materials. They are usually constructed with dense
graded asphalt concrete(AC).
The functions and requirements of this layer are:
1. It provides characteristics such as friction, smoothness, drainage, etc.
2. Also it will prevent the entrance of excessive quantities of surface water into the
underlying base, sub-base and sub-grade.
3. It must be tough to resist the distortion under traffic and provide a smooth and
skid- resistant riding surface.
4. It must be water proof to protect the entire base and sub-grade from the
weakening effect of water.
SEAL COAT
Seal coat is a thin surface treatment used to water-proof the surface and
to provide skid resistance.

23. ROAD MARKINGS AND SIGN BOARDS INSTALLATION
Road surface markings is any kind of device or material that is used on a road
surface in order to convey information; they are commonly placed with road
marking machines. They can also be applied in other facilities used by vehicles to
mark parking spaces or designate areas for other uses.
Traffic sign boards are used to ensure free movement of traffic and make the road
users cognizant of certain laws and regulation, restrictions and prohibitions.
Violation of these road safety signs is an offence, as per law.
Road markings and sign boards installation are done for the safety of road user.
OPEN TO TRAFFIC
Road is open to traffic as soon as bitumen gets cooled to its surrounding
temperature.

24. HIGHWAY CROSS-SECTION ELEMENTS
CARRIAGEWAY
A carriageway or roadway consists of a width of road on which a vehicle is not
restricted by any physical barriers or separation to move laterally. A carriageway
generally consists of a number of traffic lanes together with any associated
shoulder, but may be a sole lane in width.
The portion of carriageway width that is intended for one line of traffic movement
is called a traffic lane.
SHOULDER
A shoulder, or hard shoulder is an emergency stopping lane by the verge of a road
or motorway, on the right in countries which drive on the right, or on the left side
in India, Japan, the UK, Australia, and other left-side driving countries.
The purpose of building a shoulder is that in the event of an emergency or
breakdown, a motorist can pull into the shoulder to get out of the flow of traffic
and obtain a greater degree of safety.
Shoulders also have multiple other uses, including:-
1. Paved shoulders provide additional space should a motorist need to take evasive
action (such as avoiding a wrong-way driver) or need to recover control of their
vehicle before a run-off-road collision occurs.
2. Paved shoulders move water away from the roadway before it can infiltrate into
the road's subbase, increasing the life expectancy of the road surface.
3. Shoulders help provide extra structural support of the roadway.

25. MEDIAN/TRAFFIC SEPERATOR
The median is the reserved area that separates opposing lanes of traffic on divided
roadways, such as divided highways, dual carriageways, freeways, and motorways
to prevent the head on collision between vehicles moving in opposite direction on
adjacent lanes.
FOOTPATH/ PEDESTRIAN WAY
A footpath (also pedestrian way, walking trail, nature trail) is a type of
thoroughfare that is intended for use only by pedestrians and not other forms of
traffic such as motorized vehicles, cycles, and horses. Urban footpaths are usually
paved, may have steps.
CROSS SLOPE/CAMBER
Camber or cant is the cross slope provided to raise middle of the road surface in
the transverse direction to drain off rain water from road surface so the water do
not seep inside the surface to damage the pavement layers.
Shape of camber:-
1. Parabolic Shape
2. Straight Line
3. Combination of Straight and Parabolic Shape

26. KERBS
Boundary between the pavement and median or footpath or island or shoulder.
Kerbs are mainly divided into three groups:-
1. Low/mountable type kerb :- height, 100mm above pavement edge.
2. Semi-Barrier type kerb :- height, 150mm above pavement edge.
3. Barrier type kerb :- height, 200mm above pavement edge.
CRASH/TRAFFIC BARRIERS
Crash/Traffic barriers keep vehicles within their roadway and prevent them from
colliding with dangerous obstacles such as boulders, sign supports, trees, bridge
abutments, buildings, walls, and large storm drains, or from traversing steep (non-
recoverable) slopes or entering deep water. They are also installed within medians
of divided highways to prevent errant vehicles from entering the opposing
carriageway of traffic and help to reduce head-on collisions.
RIGHT-OF-WAY (ROW)
A right-of-way (ROW) is a right to make a way over a piece of land, usually to and
from another piece of land.
A right of way is a type of easement granted or reserved over the land for
transportation purposes, such as a highway, public footpath, rail transport, canal,
as well as electrical transmission lines, oil and gas pipelines. A right-of-way is
reserved for the purposes of maintenance or expansion of existing services with
the right-of-way.

27. SUPERELEVATION
Superelevation is the transverse slope provided to counteract the effect of
centrifugal force and reduce the tendency of vehicle to overturn and to skid
laterally outwards by raising the pavement outer edge with respect to inner edge.
The maximum value of superelevation is limited to 7% and the minimum
superelevation is limited to camber/cross slope of the surface.
EXTRA WIDENING
When a vehicle takes a turn to negotiate a horizontal curve, the rear wheels do
not follow the same path as that of the front wheels. Normally the rear wheels
follow the inner path on the curve as compared with front wheels. The vehicle has
occupies more width that it occupies on straight portion of the road. To
compensate this, the carriageway width increased on the entire curved portion of
the road, which is called extra widening of pavement on curve.
The formula of Extra widening
The total extra widening (We) required on a horizontal curve is given by the
following equation:
We (in m) = Mechanical widening(Wm) + Psychological widening(Wps)
= nl²/2R + V/9.5√R
Where 'n' is the number of the traffic lane,
l is the length of the wheelbase of the longer vehicle in m
V is the design speed of the vehicle in Km/h and
R is the radius of the horizontal curve in m.

28. SUPERELEVATIONKERB
EXTRA WIDENING
CRASH/TRAFFIC
BARRIERS

29. HIGHWAY CROSS-SECTION

30. QA/QC LAB
CTM MACHINE
LOS ANGELES ABRASION APPARATUS
HOT AIR OVEN
SLUMP CONE TEST
RAPID MOISTURE METER
FLAKINESS AND ELONGATION GAUGE
SIEVE ANALYSIS
CONE PENETROMETER
CALIFORNIA BEARING RATIO TEST
DUCTILITY APPARATUS
AIV APPARATUS
WATER BATH
CBR APPARATUS
MARSHAL STABILITY TEST
BITUMEN EXTRACTOR APPARATUS
CASAGRANDE APPARATUS
STANDARD PROCTOR TEST
FREE SWELLING INDEX

31. LAB EQUIPMENTS
CTM MACHINE
WATER BATH
CASAGRANDE
APPARATUS
MARSHAL STABILITY
TEST APPARATUS

32. LOS ANGELES ABRASION
APPARATUS
BABY MIXTURE
MACHINE
RAPID MOISTURE
METER
IS SIEVE
CONE
PENETROMETER
MOULD

33. OBSERVATION DATA SHEETS

35. BITUMEN EXTRACTION AND GRADATION

38. BATCHING PLANT
A concrete plant, also known as a batching plant or a concrete batching plant, is
equipment that combines various ingredients to form concrete. Some of these inputs
include water, admixtures, sand, aggregate (rocks, gravel, etc.), fly ash, silica fume, slag,
and cement.
There are two main types of concrete plants: Dry mix plants and Wet mix plants, and
also plants that contain both a transit mix side and a central mix side while utilizing
common material storage points. A concrete plant can have a variety of parts and
accessories, including: mixers (either tilt drum or horizontal or in some cases both),
cement batchers, aggregate batchers, conveyors, radial stackers, aggregate bins,
cement bins, heaters, chillers, cement silos, batch plant controls, and dust collectors.

39. BITUMINIOUS/ASPHALT PLANT
The asphalt plant or asphalt mixing plant is used for mixing dry warm aggregate,
padding and asphalt for homogeneous mixture at required temperature. And it is
widely used for the construction of highway, city road and parking lot.
An asphalt plant is used for the manufacture of asphalt, macadam and other forms of
coated stone, sometime collectively known as blacktop or asphalt concrete.
 The manufacture of coated road stone demands the combination of number of
aggregates and sand and a filler (such as stone dust), in the correct proportions,
heated and finally coated with binder, usually bitumen based or in cases tar,
although was removed now. The temperature of finished product must be
sufficient to be workable after transport to the final destination. A temperature in
the range of 100 to 200 degree Celsius is normal.
 The asphalt plant is mainly composed of cold aggregate supply system, drum dryer,
coal burner, coal feeder, dust collector, hot aggregate elevator, vibrating screen,
filler supply system, weighing and mixing system, asphalt storage, bitumen supply
system. All these components have characteristics that impact not only the overall
quality of the asphalt but also the effect on the environment.

40. BITUMINIOUS/ASPHALT PLANT

41. MACHINERY
Every construction is done with various machines. Some of them are listed here.
GRADER CONCRETE/ TRANSIT MIXTURE
FRONT LOADER/DOZER FRONT AND BACKHOE LOADER

42. DUMP TRUCK
BITUMEN SPRAYER TRUCKBITUMEN/ASPHALT PAVER
FLAT BED TRUCK

43. SOME IMAGES AT PLANT &
CONSTRUCTION SITE
BITUMINIOUS/ASPHALT PLANT

44. CURING TANKDRAINAGE CONSTRUCTION
WORKSHOP
SUBBASEEXISTING ROAD
GSB

45. SITE OFFICE & PLANT

46. SAFETY
“Safety First’’ Every construction work is done with
this line keeping in mind.
Safety of people should be the first priority of any
construction work.
 Helmet, jacket and shoes for all employs and
worker
 Barricading, Instruction board, light, reflector,
safety cone, flag.
 Safety belt is used if any worker is at height more
than 2m from ground

47. SAFETY MEASURES AT
CONSTRUTION SITE

48. CONCLUSION
In conclusion, the training that I had already gone through is very
interesting, instructive and somehow challenging. It gave me lots of
benefit and positive changes that enable me to enter the working
environment. Through this training I was able to gain new insights and
more comprehensive understanding about the real working condition and
practice.
The training has provided me the opportunities to develop and improve
my soft and functional skills. All of this valuable experience knowledge
that I have gained were not only acquired through the direct involvement
in task given but also through other aspect of the training such as work
observation, interaction with the staffs and local people.
From what I have undergone, I am hundred percent agree that the training
program have achieve its primary objective. It is the platform to prepare
for the students to face to real working life. As a result of the program, I
am more confident to enter the working world and build my future career.

49. Amit Kumar
i.amitkumar.001@gmail.com
+91-8809141855
+91-8340280196