1. i
ACKNOWLEDGMENTS
B.Sc Engineering course is scheduled for 4 years academic and Industrial training period of 6 months.
I was appointed to the CML-MTD Construction LTD, which is a leading civil engineering
construction company in Sri Lanka for my second Industrial training period of 10 weeks.
Most upon I wish to express my sincere thanks to Faculty of Engineering, University of Peradeniya &
the Industrial Training and Career Guidance Unit of Faculty of Engineering and also to the National
Apprentice and Industrial Training Authority (NAITA) for their guidance.
My thanks are due to Managing director, project managers, site engineers, supervisors of the CML-
MTD Construction LTD, for their arrangements and support give me during this period, also it is a
great pleasure to express my thanks to the friendly engineering staff all of whom supplied data and
provide valuable moral support for the success of my training. It was valuable chance to have a
training place like and I got the full of satisfaction of the training program.
ABERATHNE A.S.T
E/11/003
Faculty of Engineering,
University of Peradeniya.
2. ii
CONTENTS
Acknowledgments i
Contents ii
List of Figure iii
List of Table iv
List of Abbreviations v
Chapter 1 INTRODUCTION 1
1.1 Training Session 1
1.2 Company Detail 1
1.3 Project Detail 2
Chapter 2 PAVEMENT DESIGN
2.1 Traffic Class and Soil Class 5
2.2 Subgrade Strength 5
2.3 Pavement Layer Design 6
Chapter 3 ROAD CONSTRUCTION
3.1 Equipment 9
3.2 Embankment Preparation 9
3.3 Sub Base Filling 9
3.4 Shoulder Preparation 12
3.5 Aggregate Base Course Layer 13
3.6 Priming and Asphalting 16
3.7 Safety Management and Traffic Control 19
Chapter 4 CONCLUSION 20
3. iii
LIST OF FIGURE
Figure 1.1 Site organization chart 4
Figure 2.1 Overlaying Section Cross Section 8
Figure 2.2 Cross Section of Widening Section 8
Figure 3.1 Sub Base Laying Using Bobcat Machine 11
Figure 3.2 Refilling Failure Sub Base Layer 11
Figure 3.3 Shoulder Cutting Using Bob Cat Machine 12
Figure 3.4 ABC Laying Using Motor Grader Machine 13
Figure 3.5 Immediately After Compaction 14
Figure 3.6 Showing ABC Level To Motor Grader Operator 15
Figure 3.7 Field Density Test In ABC Layer 15
Figure 3.8 Surface Cleaning Using Mechanical Broomer 17
Figure 3.9 Sparing Prime Court 17
Figure 3.10 Cleaning Early Sand Spread Prime Layer 18
Figure 3.11 Adjusting Irregularities In Asphalt Layer 19
4. iv
LIST TABLE
Table 2.1 Overlaying section CBR values determined with DCP 6
Table 2.2 Table of structural coefficient (Strength Coefficient) 7
5. v
LIST OF ABBREVIATIONS
Abbreviation Description
ABC Aggregate base course
ADB Asian development bank
CBR California bearing test
DCP Direct cone penetration test
DD Dry density
DGAB Dense grade aggregate base course
FDD Field dry density
FMC Field moisture content
JCB Joseph Cyril Bamford
LHS Left hand side
LL liquidity index
MDD Maximum dry density
NAITA National Apprentice and Industrial Training Authority
OMC Optimum moisture content
PI Plastic index
PL Plastic limit
RDA Road development authority
RHS Right hand side
6. 1
Chapter 1 INTRODUCTION
1.1 Training Session
I was directed by National Apprentice and Industrial Training Authority (NAITA) to gain a practical
knowledge in Engineering during my training period from 26th
October 2015 to 3rd
January 2016 as a
training engineer in CML-MTD Construction Limited. They assigned me to Uswewa Binkama road as
training engineer under rehabilitation/improvement of rural roads in the Hambanthota district project.
1.2 Company Detail
CML-MTD Construction Ltd, operates as a civil engineering, construction, and infrastructure
development company in Sri Lanka. It focuses on general construction, rail and road bridges
construction, road reconstruction and construction, marine revetments and structures, and earthmoving
activities. The company was founded in 1980 and is based in Colombo, Sri Lanka. CML - MTD
Construction Ltd operates as a subsidiary of MTD Walkers PLC.
VISION
To be the leading premier infrastructure constructor in Sri Lanka.
MISSION
To effectively utilize and develop the company’s resources in Engineering, Technical knowledge,
Management skills and capital, in combination with state of the art Plant and technology to efficiently
execute projects providing value additions to all our stakeholders.
SERVICES
CML- MTD Construction Ltd offers comprehensive services designed to facilitate the transformation
of our country’s infrastructure. The following types of services are available to both Government and
Private agencies/establishments.
Major civil work construction.
Earth moving and land grading.
Building and maintaining roads, highways and bridges.
Laying of pipelines and building of water supply and drainage related structures.
Building Civil Engineering and Infrastructure work for Industrial Parks, and Housing schemes,
storm water Drainage and Irrigation systems.
Port construction and building of revetments & break waters.
7. 2
Concrete and steel pile driving (pre cast and In Situ).
Industrial Mining and Aggregate production.
Ready Mix concrete production and related concrete product manufacturing.
Asphalt concrete production.
1.3 Project Detail
The ministry of highway and High education had undertaken rehabilitation/improvement of road under
the integrated investment road programme. For this “I-Road” project government of Sri Lanka had
received a loan from the Asian development bank (ADB).
The C, D and E class roads in this area was to be developed, to ensure that the A and B class roads
which were developed and connected with these rural roads. The increased traffic from the major
developments in Hambantota Region urges a well-balanced road network in the region and to be
investigated for its adequacy with the corresponding expected traffic demands.
Name of the project : Integrated Road Investment Program
Rehabilitation /Imbruements of 60km of rural roads
Location : Hambanthota district Roads Project
Road Length : 60km
Carriageway : Carriageway width, RDA Road -7m
PRDA Road-5m
PS Road-3.0m
Soft Shoulder width 1m
Contract Package No : RDA/ADB/IROAD (SP)/ICB/CP-RR (H2)
Employer : Road Development Authority
Engineer : MG Consultants and Engineering Consultants
Funding Agents : Asian Development Bank
Contractor : CML-MTD Construction Ltd.
1.3.1 Terms of contract
Commencement Date : 18th May 2015
Original Completion Date : 18th May 2017
Original Contract Period : 24 Months
8. 3
Accepted Contract Amount : SLR 1,210,330,393.84
Total Advance Payment : 20% of the accepted contract amount excluding price escalation
and contingencies
Amount of Performance Security : 10% of the accepted contract amount.
Limit of Retention money : 5% of the accepted contract amount.
Percentage of Retention : 10% of the Certified Value of Works.
Minimum Amount of an Interim
Payment Statement : 1.5% of the accepted contract amount.
Maximum Amount of Delay
Damages : 5% of the accepted contract amount.
Maximum Amount of Liquidated
Damages : 5% of the accepted contract amount.
10. 5
Chapter 2 PAVEMENT DESIGN
The pavement structure design was carried out based on a guide to the structural design of roads
“RDA-1999” and overseas road note 31. Assessments of the characteristics of the underlying subgrade
soil strata were done based on the results of laboratory CBR values. The DCP values obtained on the
carriageway will be used for the pavement design for the overlaying section and four day soak
laboratory CBR values will be used for the widening section.
The subgrade soil samples were collected from the underlying subgrade of the carriage way as well as
shoulder locations spaced at regular intervals on both sides along the road during the months June
2015.
2.1 Traffic Class and Soil Class
According to the traffic survey the traffic lass for the Uswewa-Binlama Road falls in “T3” category.
The soil class was determined considering road sections based on collected and test results. Shoulder
CBR value range at 95% MDD varies from 6.0 to 30.0 From the DCP tests, carriageway subgrade
CBR value rage at in situ DD variation from 17.8 to 26.0.
Following tests were carried out with the collected subgrade soil sample sat the CML soil laboratory.
Particle Size Analysis (Sieve Analysis)
Atterberg limits (LL, PL, PI)
MDD and OMC
FDD FMC
Lab CBR at 95% MDD and at in situ DD
2.2 Subgrade Strength
The strength of sub grade is commonly assessed in terms of California bearing ratio (CBR) ,which is
depend on soil characteristic, mainly the type of soil, it’s density of compaction and moisture content.
Dynamic cone penetration (DCP) procedure as described in TRRL-ORN 31 was followed.The
equivalent sub grade CBR is calculated by the following formula at each test point.
11. 6
CBRm =[h1 CBR1
1/3
+ h2 CBR2
1/3
+ h3 CBR3
1/3
…..+ hn CBRn
1/3
]/∑hi
Where
CBRm = Equivalent CBR value of the location
CBRi = CBR of ith
layer
hi = depth of ith
layer
The equivalent DCP, CBR values of the subgrade at each location was computed using the above
formula.
The suitable compromise for the design purpose is the 10th
percentile of CBR values of RHS, LHS and
carriageway subgrade. However, here assumed that it was valid when the numbers of data are more
than 10 as in fig 2.1.Otherwise, the minimum value was considered for design calculation.
Table 2.1 Overlaying section CBR values determined with DCP
Change
Equivalent
CBR from
DCP(%)
Offset from CL
(m)
Side
2+350 17.8 1.2 RHS
2+800 20 1.1 RHS
3+350 20 1.2 LHS
3+800 19 1.1 LHS
4+350 24 1.2 RHS
5+800 19 1.2 LHS
6+800 26 1.1 LHS
7+800 22 1.2 LHS
8+800 19 1.0 LHS
9+800 23 1.0 LHS
10th percentile
value
17.9
2.3 Pavement Layer Design
Calculation of the structural number (SN) was calculated using below equation and structural
coefficients used, mention in table 2.2
SN= a1D1+a2D2+………+aiDi
Where,
ai = Structural coefficient
Di = layer thickness
12. 7
Table 2.2: Table of structural coefficient (Strength Coefficient)
Pavement component Structural coefficient
Surface course Road Mix (Low stability) 0.2
Plant Mix (High stability) 0.44
Sand Asphalt 0.4
Base Course Sandy Gravel 0.07
Crushed Stone 0.14
Cement-treated (no soil-
Cement)
Compressive strength at
seven days
650 psi or more 0.23
400 psi to 650 psi 0.20
400psi or less 0.15
Bituminous - Treated Coarse-graded 0.34
Sand Asphalt 0.30
Lime- treated Lime -treated 0.15-0.30
Sub base Course Sandy gravel 0.11
Sand or Sandy clay 0.05-0.10
(Table 5.2 Structural layer coefficient proposed by AASHO Committee on Design, October 12, E.J
Yoder and M.W.Witczak, Principal of Pavement Design, Second Edition 2011)
2.3.1 Structural Number Calculation
Minimum structural number for existing profile is identified at 3+350km chain age,
SNExisting = (0.1×170 +0.03×100+0.02×250)
= 25.0
Structural number Calculation for Design Profile
Traffic class = T3
Sub grade strength = S5
From chart 1
DGAB = 175mm
Sub base = 100mm
SNDesign = (0.14×175+0.07×100)
= 31.5
SNDesign- SNExisting = 6.5
13. 8
A 50 mm wearing course alone would serve the required structural number (50×0.44 = 22.0>6.5).
Irregular surface on the existing road may lead to use additional thickness of DGAB which could have
125mm maximum.
So 50mm asphalt wearing course and 125mm DGAB layer were selected,
SN assumed = (0.44×50+0.14×125)
=39.5
SN assumed > SN Design
Check is satisfied.
Using same procedure widening section also designed.
2.3.2 Final Cross Sections
Final cross sections designed for overlaying layer and widening area are as in fig 2.1 and fig 2.2
Figure 2.1 Overlaying Section Cross Section (2+500 to 10+000)
Fig 2.2: Cross Section Of Widening Section (2+500 to 10+000)
50m
m
Wearing Course
125mm
Max
DGAB
50mm
125mm
Wearing Course
DGAB
Sub base150mm
14. 9
Chapter 3 ROAD CONSTRUCTION
3.1 Equipment
These were the major equipment used for the excavation and embankment works, sub base work,
shoulder preparation and Aggregate base course laying works.
JCB, and/or Backhoes
Dump Trucks
Tractor & Trailer
Rollers
Motor Grader
Rammers / Plate Compactors
Water Bowser
3.2 Embankment Preparation
There were two embankments which were RHS and LHS ,RHS was already exist and LHS was in
widening area, RHS there was a cannel. Existing Embankment was widened by removing top soil and
scarifying the sloping faces of the embankment.
First Sub grade surface was prepared & compacted as per the Specification or as directed by engineer
and then Request to Inspect the prepared ground surface for Embankment Construction. Then Joint
survey was done with consultant to take the level of subgrade layer. After that field density test was
done and according to the design more than 95% compaction was expected. If could not achieve the
required compaction have to compact again. Compaction of cannel side (RHS) was the major
challenge, because 10 ton or 12 ton rollers could not use to compact this side, so had to use 4 ton
rollers, using 4 ton rollers achieving 95% compaction was a bit challenge. After that embankment
layer was filled with approved material. Then embankment layer was compacted using rollers and then
surface was inspected by the consulter and then density test was done , embankment layer was filled
up to the sub base level and if embankment thickness was more than 150mm had to lay more than one
layer and field density test was done for each layer. Here also more than 95% compaction was
expected.
3.3 Sub Base Filling
Construction of sub-base was commenced after completing the drainage works in that section, if not in
case, temporary cross drains were provided as suitably for drain out the sub-grade or embankment or
as directed by the engineer.
15. 10
In cases where sub-base material had to be spread on a sub-grade, the surface of sub-grade was
cleared from any extraneous materials and early approval of the Engineer. After checking the
underlying layer for damages or deficiencies, Sub-base material layer was spread in layer of material
not greater than 250 mm thick & the length of spreading was about 200m at a time. If necessary a
thicker layer of material was spread by mean of above mention machineries depend on the site
condition using Motor grader or Backhoes and compaction was done using 10 or 12ton (static weight)
rollers.
The sub-base material was placed as shown in fig 3.1 & spread after removing oversize material
in accordance with the specification requirement. Before starting the compaction, if necessary, the
required water content was added and mixed with soil with the help of a water Bowser maintaining the
moisture content within 2% of the predetermined OMC and compaction was started using suitable
rollers. The compacted layer was tested for degree of compaction & moisture content next layer was
started and repeat as mention above or as instructed by the Engineer.
In cases where an existing sub-base layer is to be improved by adding a layer of material less
than 100mm thick, the existing surface was lightly scarified and prior to lay imported material. After
that re-compaction was started as per the specification requirement or as directed by the Engineer.
Once the sub base filling was finished the final surveying was carried out to check the finished levels.
After that sub base layer was protected by over laying of ABC layer. In the case of sub base
preparation on the existing paved road, the bituminous crust lightly scarified and sub base material was
spread by motor grader or any other above mention machines. Sub-base material stock pile will be
tested as mention in the Quality Control Plan.
The degree of compaction was not less than 98% and compaction was performed within predetermined
optimum moisture content. Moisture was done either stock yard or after the spreading of material at
the site using sprayer. If material is too wet, material was dried by aeration. The degree of compaction
was checked at a rate of 500 m2
, unless otherwise as directed by the Engineer.
The measurements of sub-base was taken off based on drawings or joint field inspection if the
site condition was differ from the drawings.
In training period there was heavy rain to the site area, so earth works were very difficult, most of
time after laying sub base layer ,it was affected to the rain so then sub base had to dried or resend to
stock piles , it was a time vast work and cost wise not good. Because of this reason highly delayed the
project. There was another big issuer in site that was finding good sub base material. At the beginning,
before the rainy season (0 to 1+900 chain age) used one material, that was used as a sub base material
and using that road was finished up to prime court level, after that rainy season was stared,
unfortunately that material had showed bit expansive soil properties, so ABC layer penetrate to the sub
base layer and prime court layer was cracked, this was occurred mainly because of the bad lab
16. 11
practices. Because of this situation engineer recommended to remove whole layers and refill the sub
base layer using proper material as in fig 3.2. Then another material was used as the sub base, but that
also did not supply continually, because of the environment problems, there was no enough tent covers
also in the site to protect soil from the rain, in the stock pile that also a big problem. Because of the sub
base problem propose to use ABC as sub base material, but that also stopped after some time, until
finish the training period unable to find proper sub base barrow pit.
Fig 3.1 Sub Base Laying Using Bobcat Machine
Fig 3.2 Refilling Failure Sub Base Layer
17. 12
3.4 Shoulder Preparation
Normally construction of shoulder was commenced while ABC construction & finished after
completing the wearing course in that section.
After checking the underlying layer for damages or deficiencies. Shoulder material was spread by
mean of above mention machineries such as JCB, compaction will be done using 1 Ton roller.
Shoulder was prepared to retain the ABC without vesting, additional shoulder material was placed &
compacted to get the required density. Before starting the compaction, if necessary, the required water
content was added and mixed with soil with the help of a water Bowser maintaining the moisture
content within 2% of the predetermined OMC and compaction was started using suitable rollers. After
that inspect the compacted surface by the consulter. Once the shoulder filling was finished the final
surveying will be carried out to check the finished levels.
Practically first layer of shoulder spread in one side of the road and then compacted using 4 ton roller,
for the cannel side could not use the 4 ton roller for that side had to use 1 ton roller, then edges of ABC
layer was marked using limes when marked the edge add additional 10mm to design value,
considering machine errors when cutting the edges, then cut the edges using bob cat machine as in
figure 3.3 or Motor Grader machine. Then cutting part used to prepare other side shoulder. After
complete wearing course, 2nd layer was spread after scarifying the first layer.
Fig 3.3 Shoulder Cutting Using Bob Cat Machine
18. 13
3.5 Aggregate Base Course Layer
Construction of ABC was commenced after completing of Sub Base construction and shoulder
construction.
Once the Sub base is ready to put ABC, The layer of the ABC was spread the road using a motor
grader as in fig 3.4 to the layer thickness that is varying 125mm (+10mm or -10mm) depending on the
site condition. Before starting the ABC work, shoulder preparation was done to maintain the lateral
support for ABC layers as well as to avoid wasting out ABC materials. The surface of sub-Base or the
early laid ABC surfaces was cleared from any extraneous materials prior to laying ABC. If ABC to lie
over the existing bituminous pavement, the surface was lightly scarified and scarified material was
completely removed along groves of width of as of 50mm at 1m interval on existing asphalt pavement.
ABC material will be mixed with water at the yard or at near location prior to laying at site.
. Fig 3.4 ABC Laying Using Motor Grader Machine
Before starting the compaction, water was added if required using water browser, and compaction was
started using 10 ton (Static weight) vibrating rollers as in fig 3.5 or any other roller depend on the layer
an space requirement.
19. 14
Fig 3.5 Immediately After Compaction
3.5.1 ABC Layer Levelling
After dip checking ABC layer was laid, and then that layer was roughly levelled using motor grader
and then compacted using rollers and then allowed for the traffic .But this initial ABC layer was not in
design level. So this should bring up to the design level. So at the beginning pegs (wooden poles)
were established for every 10m both side ,3m away from the centre .Then marked the 320mm height
from the design level on the peg point considering centre level and camber also .This was marked
using level instrument ,stuff and equation below
TBM height+ staff reading at TBM = design asphalt height+ camber angle × length to peg
From centre-asphalt height at centre (50mm) + (320mm)
+marking height
TBM height =Given by the survey
Design asphalt level = From CS drawing
Camber angle = From CS
50 mm = Asphalt high at centre
320mm = Compaction 20mm and marking pole height
Then using thread and indication pole ,design levels were showed to the motor grader operator as in fig
3.6 and using that cut or fill was done by using motor grader.
20. 15
Fig 3.6 Showing ABC Level to Motor Grader Operator
Rolling was carried out by a series of overlapping longitudinal passes working from the edge towards
the centre, in the super elevated section where the rolling was proceed from the lower edge to the
higher edge. The compacted layer was tested as in fig 3.7 for degree of compaction not less than 98%
modified MDD. After getting required compaction next layer was started and repeat as mention above
up to required levels in the drawings or as instructed by the Engineer. After compaction of ABC layer
to the required degree of compaction finish level will be taken jointly and check for undulation to
ensure the surface is within the allowable tolerance. Traffic was not allow to go on the finished ABC
layer until the layer covered by prime coat.
Fig 3.7 Field Density Test In ABC Layer
21. 16
3.6 Priming and Asphalting
Below were the major equipment used for priming & asphalt works.
Bitumen Distributer for Priming
Asphalt Paver
Pneumatic Tyre Rollers(15-17Ton)-2 Nose
Tandem Roller(10 Ton)-1 No
Tack Coat Sprayer (Manually Operated)
Tractor & Trailer
Asphalt Cutter or Breaker (If Necessary)
Skid Steer Loader with Mechanical Broomer
Dump Trucks – 3 Cube
Lightening Towers (If Necessary)
Compressor
Water bowser
“C“ Channels
Other minor tools
Below were the major materials used for priming & asphalt works
• Bitumen MC - 30
• Asphalt Concrete
• CRS 1
3.6.1 Priming
Priming work should be done minimum 3 days after the ABC laying in order to protect the final ABC
surface from forming pot holes. At the beginning ABC surface annulations were checked with
consulter and according to the BS stranded annulation should be between -8 to +8, and here 3m length
bar was used to check the annulation .Then surface was cleaned to remove loose and deleterious
material from the surface using both man power and Mechanical Boomer as in fig 3.8
.
22. 17
And Compressor was used for blowing wet dust if the surface seems wet. When the cleaning and
priming, additional roads was provided for the traffic. Then requested to Engineer to inspect and
approve the surface prior to Prime. After his approval prime court was sprayed using bitumen
distributer lorry and Prime coat was applied according to the specifications as in fig 3.9. Rate of
application of prime court was checked by means of Tray test.
Fig 3.9 Sparing Prime Court
Fig 3.8 Surface Cleaning Using Mechanical Broomer
23. 18
Here MC 30 bitumen material was used for priming. Primed surface should be allowed to dry for
minimum of one day or until the binder correction prior to asphalting .after drying the prime court
sand also sprayed over the prime court.
Because of the bad practices in the site this was not happened properly, sand was spread over the
prime court, after 2, 3 hours. Then problems were occurred when clean the surface for the asphalting.
When sand was spread, before dry the prime layer, sand penetrated to the prime layer, so prime layer
did not bond with ABC layer properly, as a result of that when clean the prime surface prior to the
asphalting using compressor prime layer removed from the surface as in fig 3.10. So Engineer did not
allowed to lay asphalt layer over the loose prime layer, Engineer ordered to remove whole prime layer
before asphalting.it was a very time consuming work and waste of money. All of these problem was
occurred due to the contractor’s bad practices.
Fig 3.10 Cleaning Early Sand Spread Prime Layer
3.6.2 Wearing Court
At the beginning the Primed surface was cleaned and removed loose and deleterious materials if any.
The Engineer was requested to inspect and approve primed surface for the application of tack coat
prior to the asphalt lying.
Tack coat was applied at the rate specified by mean of a manually operated spraying machine.
Transport of asphalt was done using truck of 3 cube capacity. Hot asphalt was covered while
transporting to laying site from the mixing plant. Asphalt paver with 4.5m skid will be used for laying.
50 mm thick C – channel was used at the centre of the road for merging purpose with next adjoining
lane. Immediately after the mix had been spread out, the surface was checked and any irregularities
24. 19
was adjusted as in fig 3.11. The compaction was commenced within the specified temperature ranges
from the lower edge towards the upper edge with the tandem roller followed by the Pneumatic Tired
Roller. The roller was over pass the previous run. The road edge to be compacted with hand tamper.
When using vibration for compaction, the vibration was turned off when reversing direction, and
turned on after it starts the new direction.
Fig 3.11 Adjusting Irregularities In Asphalt Layer
Traffic was not allowed newly laid asphalt until the temperature of the laid asphalt was drop to
ambient temperature. Once the compaction was over, on the following day before allowing for traffic
the asphalt layer was tested for compaction by core cutter sampling jointly with Engineer’s
representative. Laying site records was maintained including the data such as, Truck No, Asphalt
temperatures at laying, initial rolling and length laid by each truck and so on.
3.7 Safety Management and Traffic Control
Safety precaution was taken complying with the Safety Management Plan and Manual on Traffic
Control Devices for Road Works issued by RDA. Every precaution was taken to avoid any accidents
& damages to adjoining properties, workers, and road users.
All workers were advised to wear helmets, boots, and high visibility vests while working.
The safety officer inspected several times to inspect safety matters.
25. 20
Chapter 4 CONCLUSION
The goal of the Industrial Training for the Engineering Undergraduate of University of Peradeniya
understands the work environment of their relative fields. So in my 10 weeks training period I gathered
practical knowledge with the supports of my academic background, moreover I gathered
organizational functions and its structure. During my training period, I got lot of experience under
following aspects in the Road Construction.
Labour management.
Site management
Referring the drawings and identifying the necessary features during the construction.
Managing equipment and machineries.
Tests related to quality assurance.
Not all engineering works can carry out ideally so this Industrial Training provides us the real idea of
works.
I should say award about CML-MTD Constriction LTD, they gave me a good opportunity to get work
experience without any fear or confusion. I was able to learn through experience how we should work
with people and how we should get work from people, as there were more direct labours as well as sub
machine operators. Any way according my Knowledge, CML-MTD construction LTD is a good place
for trainees.
