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A
PRACTICAL TRAINING SEMINAR
REPORT
ON
A PROJECT ON ROAD JAIPUR (RAJASTHAN)
Submitted in partial fulfillment for the award of the degree of

BACHELOR OF TECHNOLOGY
In
CIVIL Engineering











Guided by: Submitted by:
Mr.Narayan Meghnani Mr.OMENDRA DIWAKAR
Asst. Prof. (C. E.), B.Tech.(C.E.)VII SEM.
VIT(East), Jaipur 11EVVCE067

RAJASTHAN TECHNICAL UNIVERSITY, KOTA
DEPARTMENT OF CIVIL ENGINEERING
VIVEKANAND INSTITUTE OF TECHNOLOGY(EAST), JAIPUR

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RAJASTHAN TECHNICAL UNIVERSITY, KOTA
DEPARTMENT OF CIVIL ENGINEERING
VIVEKANAND INSTITUTE OF TECHNOLOGY(EAST), JAIPUR

CERTIFICATE

This is to certify that the Practical Training Seminar report for Practical
Training taken at JAIPUR(Rajasthan)from 1
st
June 2014 to 1
st
July 2014 is
submitted by Mr. OMENDRA DIWAKAR(11EVVCE067) in partial fulfillment
for the award of degree of Bachelor of Technology in Civil Engineering has
been found satisfactory and is approved for submission.






Mr. Narayan Meghnani
(Guide)
Assistant Professor
Deptt. of Civil Engineering
VIT (East), Jaipur







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ACKNOWLEDGEMENT

This is to acknowledge my gratitude towards my guide Mr. Narayan
Meghnani assistant professor dept. of civil engineering for his guidance and
suggestions in preparing this seminar report. His suggestion and way of
summarizing the things make me to go for independent studying and trying my
best to get the maximum in my topics this made my circle of knowledge very
vast. I am highly thankful for this seminar.
I also express my profound sense of gratitude to Mrs. Bhawana Tripathi
(HOD Civil Engineering), and other Faculty Members for giving
encouragement and opportunity to complete my seminar smoothly.



















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ABSTRACT
The objective of my practical training is to learn something about industries,
practically and to be familiar with the working style of a technical worker to
adjust simply according to industry environment.
I can surely say that this training was one of the learning centers for us. I
learned the attitude of an engineer, the behavior of an engineer. I learned that
how to treat with labor and over upper employees. I learned that how I can
give my best in enough time and in enough money. I learned that how can we
control the quality of construction. I learned that how to do Work for
construction of bituminous road in city area step by step. I learned that how to
prepare report about contract to assign or pass the contract and billing
procedure. I learned how to prepare a data about maintenance of road for
given period. Finally I can say that this practically training is must each
engineering student.












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CONTENT
Chapter 1 Project Details

1.1 Project Overview
1.2 Project Location
1.3 Contract Highlight
Chapter 2 Contract document review

2.1 Grant of concession
2.1.1 Condition precedent
2.1.2 Performance Security
2.1.3 User Fee
2.1.4 Concession fee, other fees and excess revenues sharing

2.2 Obligation and undertakings

2.3 Project development and operations
2.3.1 Liquidated damages
2.3.2 Test
2.3.3 Change of scope
2.3.4 Operation maintenance
2.3.5 Monitoring and supervision
2.3.6 Independent engineering

2.4 Financing Arrangements
2.4.1 Financial Close
2.4.2 Insurance



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Chapter 3 Project planning
3.1 Introduction
3.2 Management planning and control System
3.2.1 Tendering
3.2.1.1 Tendering process


3.3 Billing
3.3.1 Sub-contractor billing
3.3.2 Sequence of bill generation


Chapter 4 Constructions work method
4.1 Introduction
4.2 Activity sequence
4.2.1 Survey and Design
4.2.2 Clearing and Grubbing
4.2.3 Excavation and embankment
4.2.4 Sub-grade
4.2.5 Granular sub-base
4.2.6 WMM (wet mix macadam)
4.2.7 Kerb
4.2.8 Tack coat and prime coat
4.2.9 DBM
4.2.10 BC layer
4.2.11 Lane marking
4.2.12 Traffic Diversion

Chapter 5 Project quality plan
5.1 Quality control
5.2 Rolls and responsibilities of site

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5.3 Test conduct to Quality control
5.1.1 Sieve Analysis test
5.3.2Compaction test:
5.3.3 CBR (Californian Bearing Ration) test:
5.3.4 Sand cone test:
5.3.5 Standard penetration test
5.3.6Los Angeles (L.A.) abrasion test
5.3.7 Standard proctor compaction test

Chapter 6 Accounts administration and industrial relations
6.1 Introduction
6.1.1 General Accountability
6.1.2 Statutory Compliance
6.1.3 Bill Settlement
6.1.4 Time Office















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TRAINING DETAIL

Project : Road work
Training At : J.D.A.
Training Location : Roopvihar, Jaipur
Training Duration : 30 days (1/06/14 to 1/07/14)
Department : Civil Engineering
Areas of Concern : Road Work
Reporting Officer : Mr. AvinashJha



INTRODUCTION TO ORGANIZATION

States economy largely dependent on agriculture, dairy, minerals, tourism, all
Requiring strong road network. Rajasthan being located between landlocked
Northern States and Western port States imposes additional burden on roads
due to interstate movement of goods and passenger traffic. Long international
boundary necessitates good quality road infrastructure in border areas.











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1. PROJECT DETAILS


1.1 SITE LOCATION

Jaipur, Rajasthan has a humid subtropical climate, receiving over 450
millimeters (20 inch) of rainfall annually. But most rains occur in the
monsoon months between June and September.
Temperatures remain relatively high throughout the year, with the summer
months of April to early July having average daily temperatures of around
40C. During the monsoon there are frequent, heavy rains and
thunderstorms, but flooding is not common.

The winter months of November to February are mild and pleasant, with
average temperatures ranging from 1218 C (4964 F) and with little or
no humidity. There are however occasional cold waves that lead to
temperatures near freezing.


1.3 CONTRECT HIGHLIGHT


Project name Road construction
Location/country Jaipur,rajsthan(india)
Contract description Construction of additional 2
lane road for by pass with both
side pedestrian, divider
Contract Scope 10 km
Owner J.D.A.
Concessionaire J.D.A.

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Independent engineer XEN,JEN of J.D.A.
Project manager consultant J.D.A.
Original contract value 2caror
Revised contract value 2caror
Project duration 40 days
Contract highlight The contract is obtained by
J.D.A., construction basis on
the rule of construction of road.
Under executive or junior
engineer of J.D.A.




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2.CONTRACT DOCUMENT REVIEW

2.1 GRANT OF CONCESSION

The Director of J.D.A.granted the concession to zone area engineer to
construct, operateand maintain the project for a period of 2 year
commencing from appointed date. Theconcessioner has accepted the
concession and agreed to implement the project in accordance with the
terms and condition set.

The concession granted has entitled the concessionaire to:
Right of way, access and license to site
Construct the project high way by pass
Manage, operate and maintain the project highway and regulate the
use there of by third parties
Bear and pay all cost, expense and charge in connection with the
agreement.


2.1.1CONDITION PRECEDENT

There are certain condition precedents which are required to be fulfilled by
both concessionaire and RSRDC. RSRDC shall provide the right of way,
environment and forest clearance, NOC for state pollution control board.
With reference to the concessionaire the performance security has to
provided, the concessionaire must have produce all the necessary permits
and executed and procured execution of escrow agreement, substitution
agreement and financial agreement and finally they are to be submitted to
the RSRDC.



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2.1.2 PERFORMANCE SECURITY

For construction period

A performance security of 5% is to be submitted along with the tender
document. Once the contract is awarded, the performance security has
to be given within 180 days from the date of signing the agreement;
upon submission of performance security, the bid security will be
released.
[

For operation period

A maintenance security of 1% of the TPC has to be submitted to J.D.A.
15 days before the commercial operation date (COD). Within 30 days of
submission of the maintenance security, the bid security, the
performance security will be replenished.


2.1.3 USER FEE

The total length of the road is divided in to three parts and the distance
between each measure stoppage means popular locality. The
concessionaire can appointed a tolling contractor to collect the fee for
and on behalf of the concessionaire.

The frequent traveller will be given the concession; a sum total of
160% of the total payable fee is collecting for two way round trip.

Addition fee will be collected in case of evasion or overloading of the
vehicles.



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2.1.4 CONCESSION FEE, OTHER FEES AND EXCESS
REVENUES SHARING

Concession fee equal to 1% p.a. shall paid to S.R.K.
Additional concession fee equal to 12.95% of the total realisable fee
for the respective year is to be paid commencing from zero days from
COD

Development fee equal to 2% shall also be paid by concessionaire to
RIDCOR within 15 days from the appointed date.
Lease fee of 1% per year will be paid in consideration to the grant of
project land on lease



2.2OBLIGATION AND UNDERTAKINGS

A Disclaimer is given stating that all the details are given for the best
interest of the concessionaire and RIDCOR is not liable for the survey of
the data. It is also says that, the concessionaire has to visit the site, collect
the data themselves for any of their reliable usage.





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2.3 PROJECT DEVELOPMENT AND OPERATIONS

2.3.1 Liquidated damages:

The liquidated damage imposed is 0.01% of the tpc per day. An upper
ceiling on the amount is not mentioned

If the project does not complete and begin operation even after of the
COD as per contract S.R.K.has the right to terminate the contract


2.3.2 Test:
A 15 day notice has to be given to the IE before the final completion for
the IE to inspect and provide the provisional certificate

If there are many small corrections to be made, the items are noted in
the punch list and the concessionaire is required to complete it within
30 days of COD. If it is note done in the stipulated time, a LD of 0.01%
of TPC will be imposed on the concessionaire


2.3.3 Change of scope:


If the change in scope is 0.25% of TPC, it has to be borne by the
concessionaire; if it is any greater amount, it will be compensated by
S.R.K.

The concessionaire can nullify any change in scope if the cumulative
costs for all change in scope exceed 5% of TPC in any continuous 2
year or 20% of the TPC in the entire project duration



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2.3.4 Operation and Maintenance:

The concessionaire id required-

a) To maintain all structure in good condition till end of the agreement
period.
b) Submitted maintenance manual 30 day to completion and update
whenever necessary.
c) To provide maintenance programme to be carried out 15 days prior
to beginning of each accounting year.
Independent engineer to confirm the same in 15 days of receipt of
maintenance programme

[


2.3.5 Monitoring and Supervision:

The concessionaire is required to-

a) To furnish a weekly report within 3 days to J.D.A. during
construction and maintenance
b) To take necessary action on the inspection report submitted by
independent engineer
c) To provide maintenance programme to be carried out 15 days prior
to beginning of each accounting year

In case the project is foreseen to delay, J.D.A. will notify
concessionaire about this and they are expected to reply in 15 days,
the step taken to achieve COD





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2.3.6 Independent Engineers:

To be allotted by the J.D.A. within the 5-10 days of the signing of the
concession agreement
Full remuneration to be done by the concessionaire on all expenses of
the IE
J.D.A. can terminate the IE at any time but only appointment of
another IE



FINANCING ARRANGMENTS

2.4.1 Financial close
Concessionaire to-
a) Achieve financial close within 30 day from the date of concession
agreement and a further period not less than 15 days can be
allowed
b) For all days extending beyond that, a sum of 0.1% of performance
security is liable for each day of delay

2.4.2 Insurance:
Concessionaire to-
a) Provide detailed of insurance cover it propose to effect to J.D.A.
within 15 days of signing of the conclusion agreement.
b) Waive any and all right of subrogation or recovery of the insure
against J.D.A.




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CHAPTER 3 PROJECT PLANNING

3.1 INTRODUCTION
Planning is the imported part in a project since the optimized time frame
for the project is obtained through the forward or backward iteration.
Therefore, setting out milestones for the frozen time frame becomes
possible. During planning, distribution of various resources likes men,
material, machinery and money (inflow and outflow of cash) is done.
Planning is a mere application of common sense that is prone to be
influenced by the external factor such as seasonal, availability of
resources etc. planning framework of ECC

Division constitute of
Management Planning & control system (MPCS)
Enterprises information portal (EIP)

Microsoft project (MSP) tools is for creating baseline schedule and other
schedules are prepared based on it are created using Microsoft Excel.
Initials man power requirement is calculated based on prior experience
with same type of work and validated at the execution stage so that the
required or surplus manpower is identified during the work progress and
corrective action will be taken accordingly. ECC division. Revision and
change order are issued as and when there is a change and distributed to
all the units.

The planning system is updated in first week of every month. Two
progress schedules are maintainedoriginal schedule prepared in the
starting of the project, planned schedule which is modified according to
the requirement and condition. Actual progress is compared with the
planned schedule and any delay in progress is compensated in the next
month according to the ratio of their planned work amounts. The
scheduling system is described in detail in the MPCS.


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3.2 MANAGEMNT PLANNING AND CONTROL SYSTEM (MPSC)

MPCS provides a strong foundation for Meticulous planning as it acts as a
tool for stringent monitoring, to reveal the status or progress of the project,
to take corrective measures for the alarming areas and drive towards
achieving right resources at the right place at the right time. Control
system helps to monitor the deployment and effective utilization of various
resources. And control or accelerate the progress of work against planned
pace and to predict the result at in-between stages by taking proper
corrective action. The success of the project is depends upon proper
planning even though a very good execution team available. It can be
achieved by proper sub systems. Namely
a) Tendering system
b) Scheduling system
c) Monitoring System
d) Management Information System (MIS)
3.2.1 TENDERING
3.2.1.1 Tendering process

Preparation and submission of a tender to the client is called tendering
process.
Unit costs of various works are computed approximately by previous
experience of work in that area (Ex. availability of resource. Labour,
water, power, environmental and soil condition etc. in that area) and
the project cost is estimated for quoting the price at the time of tender.
Forms a framework for scheduling

3.3 BILLING
3.3.1 SUB CONTRACTOR BILLING

Payment to sub-contractor labor for various works such as form work
.concreting. Block work. Reinforcement tying. Bar bending. Structural

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steel erection and other works are made generally on monthly basis and
managed using the Work Order Management system in EIP.
Initially the subcontractor registers with L&T and is given a unique vender
code. A work order is then prepared in the EIP which contains the scope of
work to be perfumed by the subcontractor labor as well as the rate per unit
quantity. Major Activities are given a group code which is further divided
into numerous item codes. For e.g. Formwork is given a group code and
different formwork activities such as moving formwork. Placing
formwork.De shuttering are given different item codes.

3.3.2 SEQUENCE OF BILL GENERATION

Fig.2 Billing sequence










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CHAPTER 4 CONSTRUCTION WORK METHOD

4.1 INTRODUCTION

The work method statement depicts the way in which an activity is to be
perforated. The work method statements are formulated at the initial stage
of the project by the Quality department. The work methods are formed in
such a way that the activity is carried out keeping all the norms and quality
specification along with all the safety requirements needed.



Fig.3 macadam road

4.2 ACTIVITY SEQUENCE

A typical mad construction follows the following sequence of activities


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Fig.4 Activity sequence


4.2.1 Survey and design:

The survey and design part is done by the consultants, J.D.A. associates.
Land surveying plays a vital part in the beginning of a construction project,
especially the construction of new roadways.One of the most important
services that a Land Surveyor in CT provides is determining important
points and the boundary of a construction site. The elevation of different
points of the construction site and its distance from locations, such as
water sources or areas where construction is not permitted can affect the
boundaries of your project. Knowing that kind of information is vital for
both architects and engineers; without it, they cannot formulate the
appropriate designs or plans. The input of land surveyors can help avoid
costly and dangerous errors in roadway design.






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4.2.2Clearing and Grubbing



Fig.6 Grubbing

Clearing This term is used by civil engineers to denote the falling and
removing of trees and brush, but not the removing of stumps which they
call grubbing. But farmers usually apply the term "clearing" to stumping
and burning stumps, as well as to cutting down trees and brush.Grubbing
Civil engineers use grubbing to denote the removal of stumps and roots,
whether by blasting, pulling, or otherwise; and it is often specified that the
term "grubbing" is to include burning the stumps. A synonymous word is
"stumping."















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4.2.3Excavation and Embankment:

Fig.7 Embankment

One important aspect of roadway design is determining the amount of
earthwork necessary on a project. Earthwork includes the excavation of
existing earth material and any placement of fill material required for
constructing the embankment. The manual method for determining earth
excavation and embankment amounts involves three steps: cross sections
of the proposed highway are placed on the original ground cross sections,
the areas in cut and the areas in fill are calculated, and the volumes
between the sections are computed. Cut and fill are the terms that are
usually used for the areas of the section; the terms excavation and
embankment generally refer to volumes.



4.2.4 Subgrade:


Fig.8 Subgrade


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Subgrade is that portion of the earth roadbed which after having been
constructed to reasonably close conformance with the lines, grades, and
cross-sections indicated on the plans, receives the base or surface
material .In a fill section, the subgrade is the top of the embankment or the
fill. In a cut section the subgrade is the bottom of the cut. Thesubgrade
supports the subbase and/or the pavement section. To ensure astable,
long-lasting, and maintenance free roadway, the subgrade isrequired to be
constructed using certain proven procedures that providesatisfactory
results.After the rough grading is completed, the fine grade stakes are set
and thefinal processing of the subgrade may begin. The rough grade is
the topgrade of the embankment as built using the information provided on
thegrade sheets. The grade is normally within 2 inch at this point. The
finishgrading operation consists of trimming the excess material down to
thefinal grade. Filling any low spots with thin lifts of materials tends to
slidethese lifts around if not properly worked into the underlying materials.


4.2.5 Granular sub-base:


Fig.9 Granular sub base

Water is present in pavement materials in the form of free water, capillary
water, bound moisture, or water vapor. Free water is the form of most
concern because it can decrease the strength of the pavement and is the
only form of water that can be significantly removed by gravity drainage.

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The source of water in pavements is atmospheric precipitation. This water
can enter the pavement through several ways (e.g., cracks, infiltration,
through shoulders and ditches, high groundwater) and is moved byan
energy gradient, such as gravity,and capillary forces. The free water can
be removed by draining vertically through the subgrade or laterally through
a drainage layer.


4.2.6 WMM (Wet Mix Macadam):


Fig.10 WMM
This is coarse aggregates in required proportion along with the fines. They
are mixed with water in a WMM pug mill of 160tph capacity and brought to
the site in trucks. It is laid in two layers. For the first layer, the material is
spread sing the grader. The second layer is laid with the help of
hydrostatic paver (Vogel super 1800-2) with sensor. Rolling is done with
the help of Vibrio rollers of 10 T to 18 T to achieve desired compaction.

4.2.7 Kerb:


Fig.11 KERB

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Kerb is cast on the median site to delineate the median. Separate
equipment. Slip form Kerberos. Arrow make, is available for the purpose.
Concrete is supplied into this equipment the Kerb in the desired shape is
laid. This is done once the WMM layer is finished.Where a crossing is
required, normally for access to a private driveway, access point or
pedestrian crossing, a bull-nosed or chamfered kerb is used. While the
bull-nose kerb shown opposite is a British Standard kerb, the chamfered
unit (in violet) is NOT and can only be obtained via certain manufacturers.
The consent of the Local Authority Highways Department is required to
use non-BS kerbs on public highways.
4.2.8 Tack coat and prime coat:


Fig.12 Prime coat

Prime coat typically is application of low viscosity Bitumen over a granular
base, preparing it for laying an asphalt mixture on it. A prime coat
performs several important functions.
Coats and bonds loose material particles on the surface of the base.
Hardens or toughens the surface of the base.
Waterproofs the surface of the base by plugging capillary or
interconnected voids
Provides adhesion or bond between the base and the asphalt mixture.
Bitumen emulsions used for Prime Coat are Cationic Slow Setting
Emulsion 1 and Cationic Slow Setting Emulsion 2 as per latest MOST
specifications.

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Fig.13 Tack coat


Tack Coat is a very light spray application of diluted asphalt emulsion to
create a bond between an asphalt overlay being placed and the existing
surface. The functions performed by Tack Coat are:
It is essential for good patching operation.
To avoid skidding of top layer from bottom layer.
To add strength to both the layers as it makes both layers act as
one.
Bitumen emulsion used for Tack Coat is Cationic Rapid Setting
Emulsion 1 as per latest MOST specifications.


4.2.9 DBM (DENCE BITUMEN MACADAM) :


Fig.14 DBM


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The DBM (Dense bitumen macadam) is laid with the help of asphalt paver.
The mix is batched in the Marini Mobile HMP of 120 spit capacities and it
is brought to the site using trucks. It is laid using pavers for the desired
thickness. This is also laid in two layers. The rollers compact it before the
temperature cools down. L&T case rollers are used for this purpose and
the breakdown rolling is done with Pneumatic Tire Rollers if 38 T.


DBM are three or more type base on aggregate size



Fig.15 Different type DBM
[[

4.2.10 BC LAYER:


Fig.16 BC Layer
Over the DBM layer, the final BC is put. It gives the road a good riding
quality surface the road marking as done on BC layer. This is also done
with the paver


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4.2.11 Lane marking:



Fig.17 Lane marking
Road surface markings are used on paved roadways to provide guidance
and information to drivers and pedestrians. Uniformity of the markings is
an important factor in minimizing confusion and uncertainty about their
meaning, and efforts exist to standardize such markings across borders.
However, countries and areas categorize and specify road surface
markings in different ways.

Road surface markings are mechanical, non-mechanical, or temporary.
They can be used to delineate traffic lanes, inform motorists and
pedestrians or serve as noise generators when run across a road, or
attempt to wake a sleeping driver when installed in the shoulders of a
road. Road surface marking can also indicate regulation for parking and
stopping.In India white line use to give knowledge about road.


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4.2.12 Traffic Diversion:


Fig.18 Diversion

The traffic on the existing carriage way (ECW) is shifted to the new
carriage way (NCW) and the work is carried out in the ECW. Once this is
over, the traffic is routed back to the NCW and the ECW is cleaned over
the previously laid DBM. BC is laid after applying a tack coat over the
ECW.













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CHAPTER 5 PROJECT QUALITY PLAN

For project sites in S.R.K. ECC division INFRA OC, the quality manual,
work procedure, work instruction and formats are all part of a manual
called as project Quality plan. The project quality plan is prepared and
formulates as a management summary of quality related activities
required to meet the terms of contract. The quality plan sets out the
management practices and describes the quality management system.
The following documents are used as a source of reference for
preparation 4 project quality plan

Contract documents & drawings prepared/issued by the customer/
customer's consultant.
Codes of practises as listen in drawing, specification above
ISO 9000: 2005 - Quality Management Systems - Fundamentals and
vocabulary
ISO 9001:2000 - Quality management Systems - Requirements

It focuses on Quality of Product Safety Timely Delivery of a Product
keeping Quality Policy in mind which is to be achieved with well-defined
strategies. They are converted to initiatives for the Site Team and Quality
Objectives for each position of the Project, reviewed periodically as
planned: with well written documented needs / requirements of the
Customer. Organization, statutory bodies in PQP: and standard
procedures for records generation and maintenance. It is followed by
evaluation of process and product performance through regular internal as
well as external auditors to assess if system is really inactive and
perforating based on measurable parameters like cycle time. Productivity
of activities, zero-accident, and 100% system compliance. Various reports
as per MIS are generated and after evaluation of the process, the process
improvements are done following Management Review Meetings (MRM)

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and system integrity is maintained during changes in PQP for
improvement.

Various training sessions are also organized from time to time to ensure
the continuous understanding and implementation of maintaining Quality
at various hierarchies on / off the site for staff, sub-contractors, vendors,
sub-contractor / departmental supervisors / workmen etc. Various Check
lists for different activities with detailed methodology statements for these
activities are documented and recorded accordingly. Similarly, ITP
(Inspection and Test plans) for various Materials are prepared and
maintained on regular basis.


5.1 QUALITY CONTROL

As per ISO, each Construction site should have specific Quality Plan. It
should contain clauses, process, roles and responsibility, method
statements. Good quality products and customer satisfaction are well
followed. Well-structured quality management systems ensure good
quality, safety,Tenability and controlled cost at every stage of constrictions
with a view to enhance customer satisfaction and continual improvement


5.2 ROLES AND RESPONSIBILITIES OF SITE QA/QC IN
CHARGE
Preparation of Project Quality Planning.
Communicating about Quality requirements as per Quality
Management System with all the stall at site.
Develop the work methods, procedures for executing the work.
Conduct QA/QC tests on all the materials.
Monitor the Calibration of all testing SE measuring equipment.

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Organizing and conducting the Quality Audits with coordination of all
concerned
Management Review meeting at regular intervals at site.

Monthly Audits and Monthly Management Review meeting is conducted
where the assessment is done and based on that any improvement is
planned. Project Quality plan includes the methods of execution and
Inspection. All the equipments used in QA/QC are calibrated and certified.


5.3 TEST CONDUCT TO QUALITY CONTROL

They are many tests to be conducted when we are going to construct a
new road such as:

Sieve Analysis
Compaction test
CBR test
Sand cone test
Los Angeles (L.A.) abrasion test
Standard penetration test
Standard proctor compaction test








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5.3.1 Sieve Analysis test:


Fig.19 Sieve test

A sieve analysis (or gradation test) is a practice or procedure used
(commonly used in civil engineering) to assess the particle size
distribution (also called gradation) of a granular material. The size
distribution is often of critical importance to the way the material performs
in use. A sieve analysis can be performed on any type of non-organic or
organic granular materials including sands, crushed rock, clays, granite,
feldspars, coal, and soil a wide range of manufactured powders, grain and
seeds, down to a minimum size depending on the exact method. Being
such a simple technique of particle sizing, it is probably the most common
"Characterizations of bulk solids" by Donald Mcglinchey, CRC Press 2005.

Power percent passing formula

% Passing = P
i
= SEIVE LARGESTx 100%/AGG. MAX. SIZE




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5.3.2Compaction test:


Fig.20 Compaction test

Soil compaction is the process in which a stress applied to a soil causes
densification as air is displaced from the pore between the soil grains.
When stress is applied that causes densification due to water (or other
liquid) being displaced from between the soil grains then consolidation, not
compaction, has occurred. Normally, compaction is the result of heavy
machinery compressing the soil, but it can also occur due to the passage
of (e.g.) animal feet.

In soil science and agronomy soil compaction is usually a combination of
both engineering compaction and consolidation so may occur due to a
lack of water in the soil, the applied stress being internal suction due to
water evaporation as well as due to passage of animal feet. Affected soils
become less able to absorb rainfall, thus increasing runoff and erosion.






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5.3.3 CBR(Californian Bearing Ration) test:


Fig.21 CBR test machine
The CBR is a penetration test used to determine the strength of road
subgrades. We are trying to get an idea of how well the road will last when
vehicles start to move over it. A stronger subgrade will resist deflection
under load and require a thinner pavement layer, with obvious cost
savings. The test is carried out in a standard way to ensure that
comparisons of different subgrade materials are possible. The subgrade
soil during CBR testing should be at the same moisture content as when
the road will be used.

The CBR test is not 100% accurate, but it still provides a very good
indication of the subgrade strength. An easier field test that can give an
indication of the CBR is the Dynamic Cone Penetrometer (DCP) test,
which will be discussed in the next issue




37

5.3.4 Sand cone test:



Fig.22 Sand cone test apparatus
The Sand Cone Apparatus is used to determine the in-place density of
any soil that can be excavated to a stable condition with hand tools. This
method is generally limited to materials with a maximum particle size of 2
in (5.1 cm).The Sand Cone Density Apparatus consists of a one gallon
plastic container and a 6 in (16.5 cm) detachable metal cone with valve.
The cone assembly is corrosion resistant. The Density Base Plate
(ordered separately), also shown in the picture, provides a stable base for
the Sand Cone. A center flanged 6 in (16.5 cm) diameter hole receives
the standard Sand Cone Funnel (S-120)

The center hole may also be used as a template to gauge the diameter of
the test hole. The flanged Density Base Plate also helps in preventing loss
of soil removed from the test hole. It is made from cast aluminum alloy
Size (12 x 12) in (30.5 x 30.5 cm). Ottawa Density Sand is used with the
Sand Cone Density Apparatus to determine the volume of the excavated
test hole.


38

5.3.5 Standard penetration test:


Fig.23 Penetration test
The Standard Penetration Tests aims to determine the SPT N value,
which gives an indication of the soil stiffness and can be empirically
related to many engineering properties.The test is conducted inside a
borehole. A 'split spoon' sampler is attached to the bottom of a core barrel
and lowered into position at the bottom of the borehole. The sampler is
driven into the ground by a drop hammer weighing 68 kg falling through a
height of 76 cm. The number of hammer blows is counted. The number
required to drive the sampler three successive 150mm increments is
recorded. The first increment (0-150mm) is not included in the N value as
it is assumed that the top of the test area has been disturbed by the
drilling process. The SPT N is the number of blows required to achieve
penetration from 150-450mm.The hammer weight, drop height, spoon
diameter, rope diameter etc. are standard dimensions.After the test, the
sample remaining inside the split spoon is preserved in an airtight
container for inspection and description.




39

5.3.6Los Angeles (L.A.) abrasion test:


Fig.24 Abrasion test machine
The L.A. abrasion test measures the degradation of a coarse aggregate
sample that is placed in a rotating drum with steel spheres as the drum
rotates the aggregate degrades by abrasion and impact with other
aggregate particles and the steel spheres (called the charge). Once the
test is complete, the calculated mass of aggregate that has broken apart
to smaller sizes is expressed as a percentage of the total mass of
aggregate. Therefore, lower L.A. abrasion loss values indicate aggregate
that is tougher and more resistant to abrasion









40

5.3.7 Standard proctor compaction test:


Fig.25 Compaction test

These laboratory tests generally consist of compacting soil at known
moisture content into a cylindrical mold of standard dimensions using a
compactive effort of controlled magnitude. The soil is usually compacted
into the mold to a certain amount of equal layers, each receiving a number
blows from a standard weighted hammer at a specified height. This
process is then repeated for various moisture contents and the dry
densities are determined for each. The graphical relationship of the dry
density to moisture content is then plotted to establish the compaction
curve. The maximum dry density is finally obtained from the peak point of
the compaction curve and its corresponding moisture content, also known
as the optimal moisture content.








41



CHAPTER 6
ACCOUNTS ADMINISTRATION AND INDUSTRIAL
RELATIONS
6.1 Introduction

The Accounts and administration department plays a major role in
providing all the necessary assistance to the execution team in terms of
implementing the statutory rules and regulations set by the company. The
department also assists in maintaining cordial relationships with the outer
agencies. The department also looks after the overheads and
administration cost which is generally in the range of 7-8% of the total
project cost.

6.1.1 General Accountability

In terms of general accountability, the main function of Accounts
department is to:
Ensure timely disbursement of monthly overhead expenses to staff
and other outside agencies
Make day to day entry for cash transaction on EIP
Process site costing system and monthly revenue ledger
reconciliation
Generate monthly bank reconciliation statement
Forward weekly cash and balance to RO every Sunday
Ensure the submission and validity of BG from vendor/Sub contractor
Register new suppliers and vendors in EIP

42

Ensure the updated status of liability statement for timely payment to
vendor
Forward joining reports of newly reported staff and staff updating
Review staff attendance and updating applied leave



6.1.2 Statutory Compliance

Application for labour license in FORM IV after obtaining FORM V
from the principal employer
Conversion of agricultural land into non-agricultural land for setting up
the plant
Obtaining approval from pollution control board towards establishing
the crusher plant, I-IMP. WMM and botching plant
NOC from office of the collector and license from the controller of
explosive for putting of diesel bunk at desired locations
Application to the central excise department for precast items
Keeping track of the validity of the applicable license and agreements
Ensuring the timely payment of vehicle tax and updating of papers
(Insurance, fitness certificate etc.) of own assets
Forwarding of data/ statement to R.O as scheduled on 25th of every
month for IT and PF recovery
Furnishing the monthly details of work contract tax to ABRO
scheduled on 7th. The planning department has to provide the details
of invoice every month



43

6.1.3 Bill Settlement

Submission of sub-contractor bill by the planning department at the
end of every month
Stores department to submit all MEN" s by the afternoon of 28th
every month
The Time Office (T.0) to furnish details of service providers bill by 2nd
of every month for the previous month
Time Office to submit all conveyance bills, watch and ward bills etc.
by the end of every month.
P&M to submit all hired equipments bills by 25th of every month to
pay them the hire charges for the month

Payment snail the sub-contractors and others service providers will be
made between 7th and 10th of the month.


6.1.4 Time Office
Checking and recording the in and out time of all workmen and
vehicles
Collection and verification of daily labour report from the site with spot
checking of workmen deputed
Maintaining a cordial relation with local authorities and government
officials for smooth running of the work
Recruitment of temporary workmen and screening of workmen
Strict review of the overtime certified for the workmen by the
respective department heads
Maintaining PF recovery details from wages of workmen
Checking and ensuring payment to labour under sub-contractor on
release of the payment cheque

44

Supervision of the timely preparation of the wages sheet and
disbursement of wages to the service providers
Arrangement and allocation of conveyance vehicles to staff and
workmen in time with effective utilization of available resources
Arrangement of accommodation for staff and workmen as per the
eligibility and assuring the availability of basic facilities


























45


CONCLUSION

The summer training at Road Design and Construction Techniques in
JAIPURcity has immensely helped in giving me exposure towards the
various working systems of J.D.A. I have learnt a lot through various
courses regarding Construction Management and Technical subjects, cad
this training proved an application of all of them I have been fortunate
enough to interact with the working professionals who made me aware of
the practical aspects involved at various stages of the construction project.

The training covered aspects of Construction Management such as
Project planning
Work Methods
Contract Document
Construction management execution, measurement, reporting etc.
MPCS and reporting systems
MIS & calculation of financial parameters i.e. Sales, GM, PRE,
ROCE, EVA, Etc.
Development/Study of productivity indices for Staff, Workmen, P&M
etc.
Orientation on EIP/EIP Plan.
Orientation on Safety Systems and safety indices.
Orientation on Quality Management System and Project Quality Plan.
Material Management (Procurement. Stores and Dispatch)

Apart from all aspect. There was certain important documentation to which
I have been exposed, primarily including:




46

Contract Document -Concession Agreement
Quality Manual
Ministry Of Road Transport & I highways (MORT& If)
Project PQP Plan
Integrated Management System Manual
FIDIC - Conditions of contract for EPC Turnkey basis













47

REFERENCE


Mr.AvinashJha (JEN J.D.A.)

Mr.RohitChouhan (Head of department of civil engineering)

Mr.SachidanandMehra (Assistant professor of civil
engineering )

G:\ \Vikalp Summer Training report.html

http:// images.google.com

http://en .wikipedia.org/wiki/

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