Solomon Minaye Final

Final Internship Report Feb.
2014
Chapter 1
1.1 Introduction to Internship
1.1.1 General
“Internship is any official or formal program to provide practical experience for
beginners in an occupation or profession.”
Random house dictionary
An internship is a short-term professional experience related to a student’s major or career
goals. Students generally work a minimum of eight hours per week or a maximum of 40 hours
per week (full time), usually for one academic term. The work is performed in a professional
environment under the guidance and supervision of a staff member with expertise in the
student’s field of interest. Although the work may be similar to some part-time jobs or volunteer
experiences, an internship is identified by the intentional, self-directed learning and student
reflection about the work experience.
Through internships, students explore career options, test their choice of academic major and
develop professional skills and experience. Students may participate in internships for academic
credit or for experience only.
In precise and short terms setting up an internship program offers students the following
advantages:
Personal: Internships help students assess their strengths and develop a plan for areas
needing improvement; gain self-confidence and achieve a professional level of maturity;
enhance their investigative spirit; team work abilities; creative and decision making; improve
their interpersonal skills; prepare for life after graduation; integrate personal values with their
work; gain an understanding of what will be expected of them when they begin work as a
professional.
Academic: Integrate classroom theory and academic knowledge with actual work
experience; understand the relevance of course work (many students improve academic
performance after participating in an internship); increase their motivation to learn and to
achieve or further their academic goals; tap into resources not available on campus.
Professional: Internship also increase and refresh the professional skills in the areas that the
students have identified as being important to them, and where formal training is either
inappropriate or is not available, develop career-related skills such as writing an effective
resume and cover letter; gain experience that relates to targeted jobs; observe professionals and
their work behaviour; develop a network of professional contacts and mentoring relationships
with institutions and professionals; strengthen and diversify their practical skills while working
as a member of the professional community; gain a competitive edge for employment or
graduate school admission.
This program also offers both the sending institution and the host company an opportunity to…
 Assess its strengths and weaknesses:
 What it can offer?
 What areas would we like to see strengthened?
 Diversify the professionalism in the institution
 Highlight professional development as an institutional priority.
 Network: create and strengthen links between institutions including funding
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Final Internship Report Feb. 2014
agencies and professional bodies, and conservators working in them.
 Target resources
 Home the institutional identity and raise its profile.
 Motivate and increase the capability of staff by recognizing their potential as
tutors or encouraging them to undertake internships.
In general a successful internship happens where The institution
 Has staff development at its heart.

 Understands that internships help this development, and creates a coherent
program for both hosting and sending interns.
 Understands that internships need commitment.
 Forward planning, resources, and evaluation and
 Provides interns with appropriate opportunities, space, materials, welcome,
integration, personal/social care.
 Supports staff to become tutors with encouragement, training, time, and other
necessary resource
The intern:
 First analyses what is they want from the internship.
 Give the institution an honest description of their abilities, limitations and learning
goals.
 Ensure they have truly adequate funding to allow them to commit fully to the
internship.
 Respect the company culture and what it is offering.
 Has a participatory, creative adaptable, proactive and open attitude towards the work,
is willing to accept constructive criticism, and seek out opportunities.
 Acknowledges and reports back to the institutions (original/hosting/sponsoring/funding)
that enabled the internship.
 Disseminates newly acquired knowledge and understanding to colleagues in return.
 Advocates appropriately how this could benefit practice in the sending institution
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1.2 Background of the company

1.2.1 History of the company
My internship hosting company Amahar road works enterprise was founded in sep2, 2003 at
bahirdar. Amahar road works enterprise is established with the purpose of providing large scale
construction service and contributing to the development of the construction of road industry in
Amhara region as well as in our country. In 2003 amhara road authority fuding and enterprising
amhara road works enterprise company. From this time onward the company started working hard
and upgrades its capacity into is grade one building contractor. The company believes and has great
commitment to satisfy clients’ needs in terms of time, cost and performance.
1.1 Objective of the company
• Maintain maximum level of customer satisfaction
• Ensure the financial endurance of the company
• Keep providing high quality services to satisfy his clients
• Ensure the professional development of its staff
• Contribute to the development of the construction industry by providing safe constructions
1.2.2 Main products and services
Road and building contractor provides the following services;
• Building constructions
• Road constructions
• Bridge construction
• Infrastructure works
• Garage services
• Design reinforcements for structures
• Workshop activities;
1.2.3) the end users of the company’s products and Customers

As I have mention on the history of the company; apartments,
building, hospitals and highways and other civil infrastructure are the main products of this
company, but as I am working on highway construction I will only describe end users of this
highway construction and the advantages they have gained from it.
It is known that highway is public service which is constructed to help peoples rather than
Compiled by Solomon minaye

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to make profits. And as a public service all the peoples along the road are users of the product
of the company (which in this case is highway).Some of the advantages that the peoples
along the highway gained are getting fast and easy access to referral hospitals and preparatory
schools which are not available in small towns, I addition to this the construction of this
highway can increase the national integrity of peoples of the country.
As this road project is part of the Bahir Dar water resource to Agip Upgrading road project (7m to
21 m) which is being constructed to provide better transportation access toward Addis Ababa to
Gondar and Metema , which is the centre investment at this time. Form this we can say that the
peoples along the road are not the only users of the road, but it have both national and international
importance.
Amhara road works enterprise ,My internship hosting company, has many governmental and non-
governmental customers. Starting from its foundation our company takes control of many
projects.The company has different sites in progress including our site and Dessie asphalt
project,Tana-Belese asphalt and canal project ,Merawi Bahirdar bio fertilizer project and Bahiradar
coble stone project
Before I reach to the site the company hands over project .Our site is 65% completed and
constructing different types cross section element road are in progress.
1.2 background of the project
The bahir dar water resource to agip asphalt project road is located in Amhara National Regional
state in the north part of Ethiopia and it is one of a part of the bahirdar city arterial roads . It is road
for high trunks which pass bahidar.The project is a major link providing access to a large part of
Ethiopia Addis Ababa to Gondar and Metama it also provides a significant service for tourists who
are coming to the simian mountain national park.
The bahirdar asphalt road up grading project design is done by the coordination of amhara road
work enterprise which is a Ethiopian company and Amhara Design and Consulting organization
which is an Ethiopian The agreement between bahirdar city administration and the joint venture of
amhara road works enterprise and amhara consulting and design was signed by the parties on 2013.
The existing road was originally built by Chinese contractor which is 7m lane width bahiradar city
administration took the existing condition of the road and it decided to upgrade the road in to 21 m
lane width the asphalt pavement. bahirdar city administration took the responsibility construction of
the road as a client and it gave the road up grading design to the ARWE

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The road is 2300m length and 37m width in which two lanes, two way road including median, green
area and footway. The road consists of two 10.5m road way, 3m median, 3m green area and 3m
footway in each Roadway. But the road is earlier constructed by chines contractor has 7m width.
Before my first Arrival the company constructed the first layer of the asphalt, median ,green area
,culvert and
footway of the new asphalt lane and filling capping layer for the left 3.5m old extended asphalt
.so our company has left making second layer of new asphalt, making sub base, base course
,asphalt for old extended asphalt road and finishing cross section elements ..
Sub grade CBR(%) 2

Sub grade strength S1
class
Surfacing 100mm
Pavement layer AC
Base course 200mm
Su base 250mm
Sub grade Capping layer 400mm
Table 1: thickness of pavement layers
The cross sectional elements the project and their dimension are described in the following table.
Cross sectional Width of the

element. element in towns
per direction (m)
Carriage way 30
Median 3
Lane 10.5 (two lane
per direction)
Green area 3
Walk way 3
Table 2: dimension cross sectional element

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1.3 Over all organization and work flow

1.3.1 Over all organization of the project
Amhara road works

enterprise
Company
Project Director
Resident Engineer
Claim Expert Sociologist
High Way Engineer Head Office
Structural engineer
Secretary
Geotechnical
Engineer
Material Engineer Assistance Quantity Surveyor

Resident Engineer
CompiledWork
by Solomon minaye
6 Inspector Senior surveyor
Laboratory Material Inspector Surveyor Draft Man

Technician
1.3.2 Work flow of the project
Request from
contractor
Resident Engineer or
Assistance Resident Engineer
Material Senior Work Structural

Engineer surveyor Inspector Engineer
Data collector
surveyor
Laboratory Surveyor
Inspector
Laboratory
Technician Draft person

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Structure
Inspector
Material
Inspector Surveyor
CHAPTER TWO
Over all internship experience
2.1) How I get into the company

I have visited a number of construction companies which had negative responses before I
joined AMHARA ROAD WORKS ENTERPRIZE. Most of the companies I sent my request letters
to said they have already other students and some of them said they have no policy to host interns.
This was totally out of my expectation and since there were many construction companies in the
country and I believed they could host interns competitively. I had sent my request letter to about 12
company and about 3 of the responses I got mentioned they had no sight in Addis Ababa and asked
if I were willing to move then I started to walk around nearby construction sites and asked
personally if they had places for interns. Finally I joined AMHARA ROAD WORK ENTERPRIZE
after some tiresomely searching hosting company.
I decided to work on this company for two reasons; first the company’s HQ office was located in
my hometown bahirdar The other reason is, I have keen interest to be a highway engineer so I want
to take part my internship on highway company.
Up on my return to homeland bahirdar, I went to AMHARA ROAD WORK ENTERPRIZE HQ to

finish paper works and get acquainted with the overall environment there. I discussed certain issues
concerning my place project other related things with the human resource management of the
company, after that HRM officer place me on bahirdar asphalt road project
2.2) Work sections of the company I have been working

In the four month internship period, I have been working in the following sections.
I. Site work
II. Material tests
III. Office work
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2.2.1) Site work

Site work is divided into the following sub sections
a) Surveying
b) Earth work
c) Construction of pavement layers
d) Construction of structures
e) Construction of walk way
2.2.1.1 Surveying
Before any construction activity all survey results are undertaken under the supervision of
the engineer’s representative, and all the survey works are submitted to the engineer in
digtal format. fter the survey works are approved by the engineers the setting out
Work continues.
The detail vertical, horizontal alignments, widening and shoulders are designed by the
Engineer’s, based on this the contactor prepares a template (Cross sectional working
drawings), which is easy to understand, using eagle point software. After the template (Cross
sectional working drawings) is approved by the engineers, the surveyors use this template in
the setting out works.
Before construction beings the surveyor should provide the following information to the
Forman or grade checkers
• Slope stakes limits (boundary of any earth work activity)
• Depth of cut or fill
• Fixing centre line, shoulder and carriageway
• Fixing and locating of structure formwork
-the basic things for any survey work are
• Design data and Drawings

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• Templates (cross sectional working drawings)
• Skilled man power (Level man)
• Chain mans
• Equipment’s (level, total station) and
• Peg etc.
The surveyor writes the following information on the peg:-
-) or fill(+)
The surveyor uses the template (cross sectional drawings) to set out all the above information for
construction of all pavements. After construction, the design elevation of each pavement layers is
cheeked (As built reading for layers above the sub grade is taken) by consultants (with a tolerance of
+2.5 for earth works).
Surveyors in consulting engineer’s side are mainly engaged in checking each part of the section
done by contractor surveyors. After a completion of one section of a particular layer or part of a
structure they are responsible for checking the desired elevation as per the section template or
structural drawing is reached. If the result is not in a tolerable limit they have the power to instruct a
certain correction. If the design elevation of the pavement layer wasn’t attained, the specified
pavement is ripped and reworked
Surveying work I performed
In surveying the main task is setting out design works to the ground. Instruments used for
setting out works include total station, and leveling. I have been with the survey staff for
about 10 days, and in those days I have tried to cover all survey works.
Works that I have executed while I was working with the surveying crew are

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centerlines, slope stack limits, and excavation limits.
While this section I have performed good, this is because I have already got a good
understanding of survey works in the university and almost the same procedure is used in the
practical world.
The challenge I have faced while I was working with the surveyors is lack of knowledge for operate
total station and lack of accuracy during make correction for sub base and base due to an uniform
crown slope of the existing lane
I have solved this by using getting tutors from surveying mans and we made blue elevation for
grader machine operator and we use average crown slope per station
2.2.1.2) Earth Work
Earth work includes excavation of material to attain the design elevation of the road. It includes sub
grade construction including capping layer.
2.2.1.1.1) Cutting
Cutting is the excavation of supper elevated area to get the design elevation of the road. It stands at
or near vertical in sound rock, but in weathered rock or soil, cutting is done with slope with respect
to the soil type.
Some considerations are taken when cutting is done. These are:
 Type of material to be excavated

 Water table
 Angle of slope determination
 Volume and position of materials
 Drainage and protection against erosion

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Type of material to be excavated:
Type of material to be excavated governs the construction method, the suitability of the cut material
for the sub grade and slope that can be safely adopted.
Water table:
A water table may be permanent or seasonal. In any case its presence and characteristics (level, flow
of water etc.) is determined. Due to occurrence and level of water table affects the method
excavation and stability of cut slope and the drainage system.
Angle of slope determination:
The design of slope is a compromise between the following requirements
 Stability and
 Erosion
Volume and Position of Different Materials:
Some materials need high energy to excavate and transport away from the excavation area. For
example the area which is sound rock and has a boulder needs consideration of volume of cut and
where it should be transported.
Drainage and Protection against Erosion
Cut section always needs always drainage to drain out the water which comes from either cut
section, catchment area or both. This accumulation of water erodes the excavated area. So, it needs a
solution to protect erosion. For example at the area where the water flow is available from the
catchment area to the cut section, intercept ditch is built to drain out the water before it reaches the
cut section.
Acceptable fill material:
Mostly fill materials are obtained from cuttings. If the material is not suitable, other material is
transported from the borrow areas to the embankment. The following materials are not suitable for
the embankment
 Materials containing more than 5% by weight of organic matter such as top soil,
material from swamp, mud and perishable.
 Materials whose swelling is more than 3% (black cotton soil).
 A Clay material whose plastic index is greater than 45 and liquid limit is greater than
90%.
 California bearing ratio (CBR) less than 4%.
 Maximum particle size exceeds two-third of specified layer thickness after compaction,
except in case of rock fill.

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Embankment is done as follow
 The surveyor fixes the slope of stack limit according to the design.
 Unsuitable materials are removed and replaced by appropriate materials as per
engineer’s recommendation.
 The road bed is prepared.
 Field density test is taken to check whether the compaction attains its degree of
compaction at optimum moisture contain.
 After showering the road bed, the material filled is dumped.
 The dumped fill material fill material is mixed and placed at the moisture content near
to the optimum moisture content by the grader.
 The mixed and placed material is compacted by steel roller until the compaction attains
95% maximum dry density.
The fill material is placed and compacted through 20cm thickness.
The contractor takes an agreement of the following specification of materials with ERA for
embankment.
Inspection and test description Testing method Acceptance criteria

Maximum particle size Visual <2/3 of layer
CBR AASTO T-193 >4% for fill
>15% for capping
Percent of swell AASHTO T-193 <1.5%
Liquid limit AASHTO T-89 <60%
Plastic index AASHTO T-90 <30%
Maximum dry density(MDD) AASHTO T-180 Lab. Value
Optimum moisture content(OMC) AASHTO T-180 Lab. Value
Field dry density(FDD) AASHTO T-191 >95%
Field moisture content (FMC) AASHTO T191 OMC+2%
Table 3:embankment material specification
2.2.1.1.3) Sub Grade construction

The sub grad is prepared by either filling or cutting so as to meet the design level. If the
approved design needs cutting, the existing ground is excavated using any suitable equipment
(dozer, excavator, and grader) until the finished sub grade level is reached.
Sub grade is the final layers of the embankment in fill and cut sections. This is the layer just above
road bed on which the pavement layers finally rest on it. Sub grade is constructed as follows.
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 The setting out work is done using five pegs per station.
 The surface is showered on which the sub grade layer is to be constructed.
 The sub grade materials is dumped.
Grader
Sub grade
material
Figure 1: sub grade construction
Mixing and placing

 If the material being used is dry, water is added to attain the optimum moisture
content (OMC). And if the material is moist, it is mixed with a dry material to reduce the
moisture.
 If the material from one section is coarser, it is mixed with a finer material from other
source to get high density during compaction.
 The material is mixed by the grader thoroughly to avoid segregation of materials and to
adjust the moisture content of the material so as to get the optimum moisture content
(OMC).
 To protect intrusion of materials the surface is made smooth and visually good.
 The surface is compacted by the steel roller to attain the desired field compaction.
The following ways of construction are recommended during compaction.

 On hilly areas, the direction of compaction is from the bottom to the top, this is to
protect the pavement layer sliding during compaction.
 The compaction paths are overlapped to each other. This is to avoid the bulging of
materials in between two paths.
 On curves, compaction is started from inner side (smaller radius) of the road curve and
continues to the outer part, this is done to protect the super elevation from sliding down.
2.2.1.1.4) Capping layer construction
Capping layer is pavement layer just above the sub grade, which is provided to support the sub
grade and prevent intrusion of materials to the upper layer (sub base).
The Procedure for capping layer construction is as follows.

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 Before starting capping layer construction, any weak spots or defects in sub grade layer are
corrected to satisfy the density and smoothness requirement of the specification.
 The material produced in the material production site is dumped on the road section where
the capping layer is to be constructed. Then the dumped material is mixed and placed
using grader.
 Shower trucks are used providing water to attain optimum moisture content of the
material.
 The placed material is compacted using steel roller.
The contractor takes an agreement of the following specification of materials with ERA for sub
grade and capping layer.

CBR AASTO T-193 >4% for fill
>15% for capping
Maximum dry density(MDD) AASHTO T-180 Lab. value
Optimum moisture content(OMC) AASHTO T-180 Lab. value
Field moisture content (FMC) AASHTO T191 OMC+2%
Table 4: specification of capping layer material
2.2.1.2 Construction of Pavement Layers
Pavement layers construction is classified into three
1. Sub base layer

2. Base course layer
3. Asphalt concrete layer
2.2.1.2.1) Sub Base Layer construction:
Sub base is a pavement layer which is laid directly above the sub grade. It is an important layer to
spread the load in the compacted pavement. Sub base layer has the following functions.
 It enables traffic stresses to be reduced to the acceptable level in the sub grade.
 It acts as a working plat form for the construction of the upper pavement layers such
as base course and asphalt concrete layers.
 It acts as a separation layer between sub grade and base course layers.
 Under a special circumstance, it acts as a filter or as a drainage layer.
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Sources of sub base material:
The sub base material is prepared by blending natural material and crushed material.
Natural material source: the natural material is obtained by the nature and some tests are taken to
evaluate its engineering properties for sub base.
Crushed material source: the crushed material is produced by crushing selected (basalt) stone.
Specification of sub base material:
Sub base material is expected to fulfill some specification of quality. These specifications are
applied in this project. The specifications are:

Grading
CBR(4days soaked and at 95% MDD) AASTO T-193 >30%
LAA AASHTO T-96 <51%
Maximum dry density(MDD) AASHTO T-180 Lab. value
Optimum moisture content(OMC) AASHTO T-180 Lab. value
Table 5: specification of sub base course material
Grading
Test sieve(mm) Percentage by mass

total aggregate passing
test sieve (%)
50 100
37.5 80-100
20 60-100
5 30-100
1.18 17-75

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0.3 9-50
0.075 5-25
Table 6: grading specification of sub base material
Sub base material

material
Figure 2: sub base layer
The construction of sub base layer follows the following procedure.
 Proportioning of natural and crushed material is made at the laboratory. Most of the time
the proportion is made two natural and one crushed.
 Proctor compaction, PI, LAA, CBR and gradation tests are taken on the mixed sub base
material to check whether the proportion satisfies sub base material specification or not
and the materials are transported to the site.
 Setting out work is made by the surveyor using five pegs per station.
 The two materials are showered by the water truck and mixed based on the laboratory
proportion by the grader. The optimum moisture content is checked by the foreman.
 After grading, the sub base material is compacted with 20cm thickness by the still roller.
 Field density test is taken after compaction to know degree of compaction with respect to
the maximum dry density.
The following techniques recommended during preparing sub base layer
 If the material being used is dry water should be added to attain the Optimum Moisture
Content (OMC). And if the material is moist, it should be mixed with a dry material to
reduce the moisture.
 If the material from one section is coarser, it should be mixed with a finer material from
other source to get high density during compaction.
After all inspecting the surface the consultant take a field density test and moisture content tests is
undertaken and this field density is compared with the density Optimum Moisture Content, and
finally “as built” check will be taken by the consultants to check if the exact design elevation is
achieved. If any of the tests is failed sub base ripping and reworking.
2.2.1.2.2) Base course layer construction

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Base course layer is a pavement layer which is found between the sub base and asphalt concrete
layer. Its material is permeable material. The layer does not hold moisture. The moisture is drained
out to the sub base vertically and to the shoulder laterally. So, one of the functions of base course
layer is protecting the contamination of asphalt concrete layer with moisture, because asphalt is very
sensitive to the moisture effect. It has very high bearing capacity of traffic load. This helps the
asphalt concrete layer to not be deformed.
Base course material
The base course material is produced by crushing fresh quarried rock in the area near to our site.
The rock which is for crushed aggregate is hard and durable.
The project accepts and works with the following material specification.
Inspection and test Testing method Accepted criteria

description
Grading AASHTO T-27
CBR (4days soaked at AASHTO T-193 >100%
95%MDD)
LAA AASHTO T-196 <35%
ACV BS 812-1990 <25%
FI BS 812-1990 <30%
SSS AASHTO T-104 <12%
Field dry density (FDD) AASHTO T-191 >98%
Table 7:specification of base course material
Gradation specification of base course material

Test sieve (mm) percentage by mass of total aggregate passing test sieve
Nominal maximum particle size
37.5mm 28mm 20mm
50 100 - -
37.5 95-100 100 -
28 - - 100
20 60-80 70-85 90-100
10 40-60 50-65 60-75
5 25-40 35-55 40-60
2.36 15-30 25-40 30-45
0.425 7-19 12-24 13-27
0.075 5-12 5-12 5-12
Table 8: grading specification of base course material
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Base course layer is constructed as follows.

 After sub base construction is completed, base course material is transported from the
nearest source to the site.
 Setting out work is made by the surveyor using five pegs per station.
 The material is laid by the grader above the sub base layer by the grader and it is
showered by the water track.
 The material is compacted by the steel roller until the required degree of compaction is
obtained.
 The thickness of the layer is checked by the surveyor.
 All test (LAA, grading, CBR, ACV, FI,) is taken within 150m distance and plasticity
index (PI) is taken within 250m after compaction.
 Field density test is taken after compaction to know whether the base course layer
attains the required degree of compaction or not.
 After all requirements are fulfilled, the base course construction is approved.
Spraying (showering) of prime coat
Prime coat is a mixture of bitumen and kerosene. It is sprayed on the base course after construction
of base course is completed and approved. Asphalt concrete layer is paved after spraying of prime
coat. Prime coat needs at least 24 hours to be cured. So asphalt concrete layer is paved after 24hours
spraying of prime coat. Prime coat is a medium curing. MC-30 and MC-70 are the grades which are
used as the grades of prime coat.
Prime coat spraying is used:
 to promote bond between base course and wearing course.

 to consolidate the surface on which the new treatment is to be placed.
 to act as deterrent to the rise of capillary moisture in to the wearing surface.
Prime coat is not applied on the following adverse conditions:
 during foggy or wet condition.

 when rain is imminent.
 when wind is sufficiently strong to cause an even spraying.
Tack coat
It is a mixture of petroleum and bitumen added the dinorame reagent. It sets rapidly. It has similar
function with prime coat. And cares which are listed in prime coat are applied here. Tack coat is
used when asphalt concrete layer is going to be laid on the bridges. It also used when two halves of
the asphalt is ready to be joined. And when new surface asphalt layer lay on wearing layer Tack coat
is applied in such condition because it sets rapidly.
Before application of the tack coat, the existing surface should be properly prepared in order for a

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successful bond to be formed. It is important that the existing surface be dry and free from dirt
and debris. The bitumen is applied by a pressure distributor. This type of vehicle is equipped with
a tank containing the surfacing material and a spray bar with nozzles that spread the bitumen.
Kept free of traffic, the tack coat should be allowed to dry until it reaches an appropriate degree of
stickiness to allow for proper bonding between the two layers. Tack coat used for our project is rc-
70 and asphalt ( AC 85/100
2.2.1.2.3) Asphalt pavement concrete layer construction
Asphalt pavement concrete layer is the top layer of pavement layers. Traffic load is applied on it
directly. It is made with high quality paving material composed of bitumen, aggregate and air.
Asphalt concrete layer possesses the following characteristics.
 High resistance to deformation.

 High resistance to fatigue and ability to withstand high strain.
 High stiffness to reduce the stress transmitted to the pavement layers.
 High resistance to the environmental degradation.
 Low permeability to prevent the entrance water and air.
Asphalt pavement concrete materials
The asphalt concrete layer is made from high quality crushed stone and bitumen.
Crushed material:
It is produced by crushing high quality rock. The size of this material is less than or equal to 25mm.
filler materials (crushed rock material passing 0.075mm) are mixed with the aggregate to get a well
graded aggregate size. The crushed material has one production plant at 10 km of our site. There are
four bins of aggregate which are blended together to get the required asphalt concrete aggregate
proportion. The bins have their own gradation specification.
Different tests are taken on the aggregate of asphalt concrete. These are:
 Aggregate crushing value (ACV) test

 Soundness test (SSS) test
 Ten percent fine value (TFV) test
 Absorption test
 Specific gravity test
The contractor accepts the following specification.
Inspection and testing Testing method Accepting criteria

description
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Grading AASHTO T-27 Table 6400/8

ACV BS 812-1990 <21%
Polished stone value(PSV) <50%
Water absorption AASHTO T-182 <1% by mass coarse aggregate
<1.5 by mass fine aggregate
SE AASHTO T-176 >% for fine aggregate
FI BS 812-1990 Table 6400/5
Table 9: specification of asphalt aggregate
Bitumen
Bitumen is viscous liquid or solid material which has adhesive property. It is usually hard at normal
temperature and softens flow when it is heated. It is used to bind aggregates. Its type and grade is
specified based on the environmental conditions. Grade 80/100 (80-100) of bitumen is used in this
project. Per cent of the bitumen content which is used in the project based on the mix design is
5.0%. Quality tests are taken on the bitumen which is used in this project. The quality tests are:
 Penetration test
 Softening point test
 Ductility test
The two materials (aggregate and bitumen) are mixed in the mix plant based on the mix design. The
asphalt concrete hot mix is transported to the site. The different tests are taken on the asphalt
concrete hot mix. The contractor accepts the following tests and specification on the asphalt
concrete mix.
Construction procedure of asphalt concrete layer:
Asphalt concrete layer construction is done as follow.
 Before layering asphalt pavement layer, prime coat is sprayed on the base course to bind
base course aggregate. And the prime coat is allowed 24 hour to penetrate the base
course layer and it binds the aggregate sufficiently.
 The asphalt aggregate mix is transported to the site by the damp truck.
 The asphalt concrete layer is paved by the paver.
 Temperature is measured before paving the hot mix asphalt
 Thickness of the pavement is measured using deep stick.
 The mix is compacted by the steel roller when the allowable temperature is occurred.
 After steel wheel roller compaction, the layer is compacted by pneumatic tire rollers
smooth the surface and increase degree of compaction until the layer of the tire is not
visible.
Note:
 Most of the time, the asphalt layer is done through half. Because there is no detour to the
current flow of traffic. So, the halves are done at different time. At the time of laying the

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second half layer, the previous half is cut and it is polished with the tack coat to join the
two half layers.
 One truck asphalt concrete mix covers 40m length of pavement.
 Temperature has greatest effect on the asphalt concrete layer. Asphalt needs accurate
measurement of temperature. So temperature is measured at different time and place. It is
measured as follow.
Measurement taken at Temperature ⁰c
Loading the truck at the plant 145_170
the truck reaches the site 145_150
The finisher paves 135_145
The steel roller makes 120_125

compaction
Table 10: temperature limitation of asphalt concrete layer construction
Note:
The following techniques of construction are applied during the construction of pavement layers.
 The direction of compaction is from bottom to the top on the hilly area. This is done to
protect the sliding pavement layer during construction.
 The compaction paths are overlapped each other to avoid the bulging of materials between
the two paths.
 Compaction is started from the inner side of the horizontal curve and continues to the outer
side of horizontal curve. This is done to protect the sliding of materials due to supper
elevation.
The following precautions taken during paving the asphalt i.e. foreman taken different action to
pave asphalt properly These are
 Covering the dump tracks to keep the temperature during transporting asphalt from
mix plant
 Painting dump tracks with bitumen
 Compacting the asphalt with manual hand compacting machine for place which is not
cover by steel roller compacting machines

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Steel Roller
hf
Figure 3: asphalt concrete layer
2.2.1.3) Construction of structures
Different structures are built in the road construction. The structures are concerned to different
purposes. The functions are:
 Supporting the rolling soil

 Protecting the soil from erosion
 Draining out the accumulated water
 Helps to widen the road section
Two type structures are done in these four months. These are:
I. Minor drainage structures and

II. Curbs stone and footway
2.2.1.3.1) Minor Drainage Structures
Minor drainage structures are drainage structures which are used to drain the water that comes from
the asphalt surface, cut section and catchment area.
Minor drainage structures which are built on the road are classified into:
i. Longitudinal drainage structure (side ditch)

ii. Cross drainage structure (culvert)
Side Ditch
Side ditch is a longitudinal drainage structure which is built at the side of the road. It collects water
that comes from the surface of the road, cut section and the catchment area and drains to the nearest

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culvert. Side ditch is provided where cut section is available and flow water exists from the
catchment area to the road prism.
Side ditch is classified into:
 V ditch
 U ditch
 Trapezoidal ditch
Construction materials of side ditch

Side ditches are constructed from sound rock material and mortar..
Culvert
Culvert is minor drainage which discharges the collected water that comes from side ditch and
catchment area. Different types of culverts are used based on the quantity of water flow. The types
of culverts are:
 Pipe culvert
 Box culvert
 Slab culvert
Pipe culvert
Pipe culvert is a pre-casted reinforced concrete. It is used in the project where the water that comes
from the side ditch and catchment area is very small. Its diameter range is from 1m to 2m. Pipe has
low cost as compared to slab and box culverts.
Pipe culvert is laid on either lean concrete when the foundation is black cotton soil or directly on the
foundation soil when the does not show differential settlement and swelling. It is surrounded by the
masonry at the inlet and out let. This is done to preserve the pipe from erosion.
2.2.1.3.2 Curbs stone and footway
our company works on construction of cross sectional parts of road such as precast curbs
Curbs are structural that mainly used in urban roads to delineate the carriageway and pedestrian
walkway or islands or shoulder used to control drainage and improve aesthetics. Although our
company fixing precast curbs at design level, precast curbs mould by subcontractor
During making the pedestrian way, preparation of sub base for surfacing the concrete curb stone
is done. This preparation is mainly focused on cutting, filling and compacting sub base to cast curb
stones at
design elevation, and then the carpenters start to prepare formwork to cast the curve stones at the
two edges of the sub base. Casting the curb stone is final work.

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2.2.2) Material Test Section

Material test is the back bone of road construction. Although Different tests are taken in this project
most of laboratory test taken before we arrive at the project site and other laboratory test outside
company due to unorganized laboratory section. Tests which are done in the project are classified in
to two categories. These are laboratory tests and field test.
2.2.2.1) Laboratory Tests

Laboratory test is classified into:
• Soil class
• Asphalt class
• Concrete class
2.2.2.1.1) Soil class

Different tests are done for each material. The following soil tests are carried out in the laboratory.
• Proctor compaction test

• California bearing ratio(CBR)

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• Plasticity index
• Gradation
• Aggregate crushing value
• Loss Angeles abrasion
• Ten per cent fine value
• Soundness
• Absorption
• Flakiness index
• Elongation index
Proctor compaction test
The objective of this test is to obtain relationship between compacted dry density and soil moisture
content using manual compaction effort. The dry density which can be achieved for a soil depends
on the degree of compaction applied and the moisture content. The moisture content which give the
highest dry density is called optimum moisture content.
California Bearing Ratio test
CBR test is developed to measure the resistance of materials to the penetration of standard plunger
under controlled density and moisture content.
This test is used to evaluate the strength of sub grade, sub base and base course materials. The CBR
value is a requirement in design in pavement materials of natural gravel. The test covers the
laboratory determination of the California Bearing Ratio of a compacted sample of soil using 65, 30,
and 10blows per layer for each five layers.
CBR test is done for embankment, capping layer, sub grade, sub base and base course materials.
Each material has its own minimum requirement of CBR value. If a material does not satisfy the
requirement, it is rejected because the soil does not resist the expected traffic load.
Calculation
The amount of water which is used to prepare a sample is obtained by the following formula:
Amount of water = (OMC-NMC)×sample weight

NMC
To determine the degree of compaction, the following formula is used.
% compaction = (Wm+Ws)-Wm ×100

V (OMC+100) MDD
The calculation of CBR for 2.54mm is:
CBR = Dial Reading×233.25 ×100
Piston Area×6.9KPa
The CBR calculation for 5.08mm is:
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CBR = Dial Reading ×233.25

Piston Area×10.2KP
Where
OMC = optimum moisture content
NMC = natural moisture content
MDD = maximum dry density
CBR = California bearing ratio
Wm = weight of mold
Ws = weight of soil
Plasticity index
Soil has the plastic behaviour. The plastic property of the soil has a great effect on construction.
The soil is swelling at the rainy season and it shrinks at the dry season. Volume variation is occurred
depending on the season. This makes the asphalt concrete pavement being deformed. Deformation is
occurred when the plastic index is above the maximum tolerable value. Embankment, capping layer,
sub grade, sub base and base course materials has its own plasticity index limitation.
Plasticity index the difference of liquid limit and plastic limit. Liquid limit is the empirical
established moisture content at which a soil passes from the liquid state to the plastic state. And
plastic limit is a moisture content at which a soil becomes dry to be plastic.
PI = LL-PL
Where PI = plastic index

LL = liquid limit
PL = plastic limit.
Gradation
Gradation is the determination of particle size distribution of soil which is used to construction. If a
material is well graded, it has a good inter locking of particles to each other. The proportion of fine
materials and coarse materials has a great effect on road construction. If the percentage of the coarse
material is above the limitation and the percentage of fine material is below its specification, the
material particles are not interlocked to each other efficiently. This situation loses the strength of the
material. If the percentage of fine material is above its limitation and the course material is below
the requirement, the bearing capacity of the material is under the required capacity. It shows sliding
property. This also loses the strength of the construction material.
In order to get a well graded material, sieve analysis is carried out for each soil materials. It is taken
on embankment, capping layer, sub grade, sub base, base course, asphalt aggregate and sand. Each
material has its gradation specification.

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Percentage of pass and retained is determined as follow.
% pass = mass of pass

Total mass
% retained = mass of retained

Total mass
Aggregate crushing value (ACV)
Aggregate used in road construction should be strong enough to resist crushing under traffic wheel
loads. If the aggregates are weak, the integrity of the pavement structure is likely to be adversely
affected. The strength of coarse aggregates is measured by the aggregate crushing value.
The aggregate crushing value (ACV) gives a relative measure of the resistance of an aggregate to
crush under a gradually applied load.
Aggregate crushing value is determined by measuring the material passing a specified sieve after
crushing under a load of 400kn. This test is applied on the aggregates which passes 14mm sieve and
retained on a 10mm sieve.
This test is carried on the stone masonry, sub base, base course, and asphalt aggregate materials.
Each material has its own aggregate crushing value limitation.
Calculation
Aggregate crushing value (ACV) is expressed as a percentage to the first decimal place for each test
specimen from the following equation.
ACV = M2 ×100
M1
Where M2 = mass of the material passing the 2.36mm sieve (gm)

M1 = total mass of test specimen (gm)
Note
Two samples are prepared for the aggregate crushing value. One of the two is for the dry crushing
the other is socked in water and wet crushing is taken. The dry one represents the dry season of the
site the wet one represents the rainy season of the site. Average o the two samples is taken as the
crushing value of the aggregate.
Los Angeles Abrasion Test(LAA)

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The objective of the test is to assess the hardness of the coarse aggregates used in the pavement
construction. Due to the movement of traffic, the road aggregates used in the surface course are
subjected to wearing action at the top. Resistance to wear is an essential property for road
aggregates specially when used in the wearing course.
The Los Angeles test is a measure of degradation of aggregates of standard grading resulting from
combination of actions including abrasion, impact and grinding in a rotating steel spheres. As the
drum rotates, a shelf plate picks up the sample and the steel spheres, carrying them around until they
are dropped to the opposite side of the drum creating an impact or crushing effect. The spheres and
sample with the drum rotates 500 revolutions. The test has four grading and uses their corresponding
number of steel spheres. After the abrasion, each grade is sieved by 0.175mm sieve.
Grading Number of spheres Mass of sample (gm)

A 12 5000
B 11 5000
C 8 5000
D 6 5000
Each sample has its own grade limitation.
passing Retained Grading

A B C D
37.5mm 25mm 1250
25.0mm 19mm 1250
19.0mm 12.5mm 1250 2500
12.5mm 9.5mm 1250 2500
9.5mm 6.3mm 2500
6.3mm 4.75mm 2500
4.75mm 2.36mm 5000
Total 5000 5000 5000 5000
Table 11: size and amount of aggregate sample prepared for LAA test
Calculation
% LAA = (M1-M2) ×100

M1
Where M1 = mass of sample before test

M2 = mass of sample retained on 0.175mm sieve after test

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LAA =Los Angeles abrasion value

Note
The steel spheres represent a dynamic wheel load effect on the aggregate. When a vehicle moves, it
applies an impact load on the surface course and base course. This effect is represented by Los
Angeles abrasion in the laboratory. If the LAA value of a material is above the limitation, it is
rejected.
Ten Percent Fine Value (TFV)
Mostly the strength of the aggregate is measured in crushing test. The Ten Percent Fine Value
(TFV) gives a relative measure of the resistance of an aggregate to crush under a gradually applied
load. In pavement design there are specific requirement for the TFV of material test both dry and
socked value.
Ten percent fine value (TFV) is determined by measuring the load required to crush a prepared
aggregate sample to give 10% material passing 2.36mm sieve after crushing. The standard size of
the aggregate 14 mm passing and 10mm retained.
Applied load for ten percent fine value is minimum 160kN. Ten percent of the prepared sample
should be crushed by 160kN or more than 160kN load to be accepted. But if ten percent of the
aggregate is crushed by less than 160kN, the material is not acceptable because the aggregate does
not tolerate heavy load vehicles.
Calculation
F = 14 × f
m+4
Where
F =is the required force for the TFV
f =the maximum force read on the machine
m = the percent of material passing 2.36mm after crushing.
Soundness test using sodium sulphate
The objective of the test is determination of the resistance aggregate being corroded by chemicals.
The soundness test using sodium sulphate covers the test of aggregate to estimate their soundness
subjected to weathering. This is accomplished by repeated immersion of aggregate in saturated
solution of sodium sulfate. This is related the aggregate contamination with chemicals before and
after road construction.
Absorption test
Aggregate absorbs moisture. The moisture quantity which is absorbed by the aggregate varies with
respect to the season. The pore water pressure is happened due to fluctuation of the moisture

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content. This condition affects the construction negatively. The moisture which is in the aggregate
comes to the asphalt concrete layer. But asphalt concrete is sensitive for moisture and temperature.
Deformation of the asphalt concrete is happened when moisture comes from base course layer to the
asphalt layer. To avoid such problems, absorption test is taken on the aggregates. It should be less or
equal to the specification value.
Calculation
%absorption=(m1-m2)×100
m1
Where
m1 = mass of wet aggregate
m2 = mass of oven dry aggregate
Flakiness Index Test (FI)
Flakiness index one of the test used to classify aggregates and stones. For base course and wearing
course aggregates, the presence flaky particles are considered undesirable as they cause inherent
weakness with possibility of breaking down under heavy loads. Aggregates are classified as flaky
when they have a thickness less than 60% of their mean sieve size.
The flakiness index of an aggregate sample is found by separating the flaky particles and expressing
their mass as a percentage of the mass of the sample. The test is applied for the material passing
63mm sieve and retained on 6.3mm sieve.
Calculation
FI = m1-m2 × 100
m1
Where
FI =flakiness index
M1=mass of the sample
M2 =mass of the sample retained on the gage
Elongation Index Test
Elongation is a means of classifying coarse aggregates. Aggregate particles are classified as

elongated when they have a length of more than 1.8 times their mean sieve size. Elongation test is
carried out to determine the elongation index of coarse aggregates.
For base course and wearing course aggregates, the presence of elongated particles are considered as
they are undesirable because they cause inherent weakness with possibility of breaking down under
heavy loads.

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The Elongation Index of an aggregate sample is found by separating the elongated particles and
expressing their mass as a percentage of the mass of the sample. The test is applied to the materials
passing 50mm sieve size and retained on a 6.3 sieve.
Calculation
FI = m2 × 100
m1
Where
EI =elongation index
M1=mass of the sample
M2 =mass of the sample retained on the gage
2.2.2.1.2) Asphalt Class

Bitumen is very sensitive for temperature. Quality and other tests are taken on the asphalt. The tests
which are done on asphalt class are:
• Penetration test of bitumen

• Ductility test of bitumen
• Softening point of bitumen
• Marshal test
• Extraction test
• Distillation
Penetration Test of Bitumen
Penetration test is used to measure the consistency of bitumen material expressed as the penetration
distance in millimeter that a standard needle penetrates a sample of bitumen vertically under known
condition of loading, loading time and temperature. The distance which the needle penetrates is
measured in 1/10mm. This is termed as penetration value.
Penetration test is used to know the grade of bitumen. Grade of bitumen has a direct relationship
with environmental condition especially temperature. The hot areas need high grade of bitumen. If
the grade of bitumen is low in hot area, it becomes liquid easily. This reduces the binding strength of
bitumen. So the penetration value of hot area bitumen is low. The grade of cold area bitumen is low
because it is needed to be fluid in low temperature that represents the surrounding temperature. If
the grade is high, the bitumen does not bind the aggregate. Here, the penetration value of bitumen is
high.
Bahirdar road up grading project uses a bitumen whose penetration value is (85/100). This value of
penetration is high and grade of bitumen is low because the environment is semi hot

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Test No Reading 1/10mm

1 2 3 Average
A 90.1 90.6 90.3 90.3
B 8.4 88.7 88.5 88.5
Average A+B 89
penetration 2
Table 12: result of bitumen penetration test
Ductility Test of Bitumen
This test provides the measure of tensile property of bituminous materials and used to know the
ductility of bitumen for the specification requirement. The ductility of a binder indicates its
elasticity and ability to deform under a load and return to its original position when the load is
removed.
The ductility of bitumen is related to the traffic load effect. If the bitumen is ductile, it does not
show rupture. If it is not ductile, rupture of bitumen is happened. This makes a crack on the asphalt
concrete layer. The minimum ductility requirement is 1m elongation of bitumen without rupture.
Softening Point Test of Bitumen
The softening point test is used to measure and specify the temperature at which bitumen begins to
show fluidity. The softening point is used also useful to evaluate the uniformity of source of supply.
The softening point is also an indicative of tendency of the material to flow at elevated temperature
encountered in service.
Two steel balls are placed on a sample of binder contained in a brass ring which is suspended in
water. The bath temperature is raised at 5⁰c per minute, the binder gradually softens and eventually
deforms slowly as the ball touches a base plate 25 mm below the ring the temperature of the water is
recorded. The temperature of softening point in water media should be within the limit 30⁰c - 80⁰c.
Marshal Test
The marshal test is used to measure physical properties of asphalt specimen that relate to plastic
deformation properties of asphalt mixture.
A good bitumen paving mix exhibit stability, durability, workability, and skid resistance properties
besides economy. This method works on the base of the determination of the optimum bitumen
content for a particular grading of aggregate which results good stability and flow that satisfies the
requirement when a cylindrical specimen of bitumen paving mixture loaded on the lateral surface by
means of marshal apparatus. This method is used for the mixture containing asphalt cement and
aggregate which its size is maximum 25mm.

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The main goal of the test is to measure stability and flow. Stability of the test specimen is the
maximum load resistance that the standard test specimen will develop at 60⁰c. The minimum
stability which accepted by this project is 10kN. So every test result of stability is greater than or
equal to 10kN. Flow is the total movement or strain occurring on the specimen when the specimen is
maximally loaded during stability test. The specification of flow which is accepted in this project is
2mm-3mm. If flow is less than 2mm, crack of pavement is happened and if the flow is greater than
3mm, the bitumen bulges to the surface of pavement and it loses the strength of the pavement. The
two values represent the effect of traffic load on the asphalt concrete pavement.
Extraction Test
The objective of extraction test is to separating the bitumen from the aggregate to check the bitumen
amount and the gradation of the aggregate at the working site. Asphalt mix design was made before.
The bitumen and asphalt aggregate are mixed in the based on the mix design on the mix plant.
Extraction test is taken daily to check the bitumen content and gradation of the asphalt aggregate.
The bitumen content used in this project is 5% of the asphalt concrete mixture. The gradation
specification is listed in the following table
Sieve (mm) Specification by passing

Lower limit Upper limit
(LL) (UL)
26.5 100 100
19 87.2 97.2
13.2 74.5 84.5 Table 13: grade specification of extraction test
9.5 64.8 74.8
4.75 50.7 58.7 Distillation Test
2.36 35.0 43.0 This test is used to measure the proportion of
1.18 20.0 28.0 bitumen and kerosene of prime coat. Prime coat
0.6 13.5 21.5 is a mixture of bitumen and kerosene which is
0.3 9.2 15.2 sprayed on the base course before the asphalt
0.15 7.7 11.7 layer be paved. The proportion has been set
0.075 6.6 10.6 before application. But the test is done to check
whether the proportion is applied or not. The proportion of the bitumen and the kerosene has a
significant effect on the binding of the base course aggregate. As a result setting the correct
proportion makes the asphalt concrete durable. The proportion of the bitumen and kerosene is 60%
and 40% respectively. If the percentage of bitumen is greater than 60 it does not penetrate the base
course layer it slides when the asphalt concrete is laid on it.
Calculation
% bitumen = Vb ×100
Vm

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Where Vb = volume of bitumen
Vm = volume of bitumen and kerosene mixture.

2.2.2.3) Concrete Class
Three tests are done in concrete class in this project. These are:
i. Slump test
ii. Concrete cube strength test
iii. Mortar cube strength test
Slump Test
Slump test is method of determining of workability of fresh concrete. It is carried out by filling a
specified mold with fresh mixed concrete and measuring the slump after removal of the mold.
He slump test limitation accepted in this project is from 30mm to 60mm. if the slump is under the
limitation, it is not workable. It needs additional water to make it workable. If the slump is above the
limitation, it is changed to fluid. It needs removal of some amount of water.
Concrete Cub Compressive Strength Test
In bahirdar asphalt road up grading project, concrete is used for drainage structures such as pipe
culvert, box culvert, slab culvert and lean concrete. All concrete design is based on a specific
strength of concrete. The test is done to measure the compressive strength of the concrete cubes. The
cubed concrete is casted at the site. It is taken to the laboratory and socked for 7days and 28days
age. The concrete strength is normally tested at an age of 28 days. Sometimes this test is taken at the
age of 7days. The 7day strength of the concrete is two third of the strength of 28 days. The concrete
strength of 28 days which is used in this project varies depending on the structure. The compressive
strength of concrete is 35Gpa for pipe culvert, 30Gpa for curb stone and 25Gpa for footway curb
stone.
Compressive Strength Test of Mortar
Mortar is a mix cement sand in 1 : 2 ratio respectively. The sand size used for mortar is 9.5mm sieve
pass. Mortar is used for the construction of retaining wall and ditch. Cubed mortar is casted at the
site and taken to the laboratory. It is soaked for 7days. After 7days, strength test is taken on the
casted mortar. The compressive strength of mortar is greater than or equal to 10Gpa.
2.2.2.2) Field Tests

There are two field tests which are done in Gondar–Debark road up grading project. These are:
i. Field density test

ii. Core cut of asphalt layer

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Field Density Test
This test is used to measure degree of compaction and dry density of the compacted soil at the site.
Degree of compaction and dry density of the soil has a significant effect on the asphalt concrete
pavement. If the two parameters are not fulfilled, the asphalt layer shows the differential settlement.
The test is done by sand replacement method. The test is taken for sub grade, sub base and base
course layers in the site.
DENSITY OF SOIL IN-PLACE BY THE SAND-CONE METHOD

(FIELD COMPACTION TEST BY SAND REPLACEMENT METHOD)
(AASHTO T 191)
Unit weight of sand ( from lab.) 1.23
Material Source Location: Station km16+250 – km16+500
Layer : sub base
Representative Station from km1 6 + 4 0 0
WET DENSITY DETERMINATION
Test taken on 41+100 41+210 41+320 41+410 41+580
Off set RHS LHS RHS LHS center
Distance from center 2.5 m 3m 3.5m 3m 2
Weight of Wet soil from hole = Ww(gm) 4865 3800 3770 3890 4704
Weight of sand + Jar before Pouring = W1(gm) 9050 8654 8432 8432 6156
Weight of sand + Jar after Pouring = W2(gm) 5430 5545 5312 5300 2630
Weight of sand in cone = W3(gm) 1283 1283 1283 1283 1283
Weight of sand in hole = W1-W2-W3=W4(gm) 2337 1826 1837 1849 2243
Bulk Density = Ww/W4 X γs(gm/cm3) 2.56 2.56 2.52 2.59 2.58
MOISTURE CONTENT DETERMINATION
Container Number
Weight of wet soil + Container(gm) 480 470 490 470 454.8
Weight of Dry soil + Container(gm) 460 450 470 450 435
Weight of Container(gm) 260 260 260 260 260
Weight of Water(gm) 20 20 20 20 19.8
Weight of Dry Soil(gm) 200 190 210 190 175
Moisture Content(M) 10 10.53 9.52 10.53 11.31
DEGREE OF COMPACTION
Dry density.d={(B.D)X100}/(100+M)(g/cm3) 2.33 2.32 2.3 2.34 2.32
Optimum Moisture content (OMC) 10.2 10.2 10.2 10.2 10.2
Maximum Dry Density (MDD)(g/cm3) 2.34 2.34 2.34 2.34 2.34
Degree of compaction in percent 99 99 98 100 99

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Table 14: result of field density test
Core Cut of Asphalt Layer
The core of the asphalt concrete is cut in order to measure the thickness of the asphalt layer, bulk
specific gravity and void.
Cut of core is carried out at every 100m distance of the asphalt concrete layer. It is done in the
sequence of right, centre, and left. The core sample is taken to the laboratory and the following tests
are done.
 Thickness measurement
 Test of bulk specific gravity
 Test of void
2.2.3) Design Section

I did two designs in the internship period. These are:
I. Concrete mix design for road structure
II. Asphalt concrete mix design
Our Supervisor gave us to calculate the amount of cement, coarse and fine aggregate and water for
Casting 20x 20cmx30cm curb stone with concrete this sample calculation for 1m3 concrete.
1. Concrete Mix ratio = 1:2:3
Let Volume of concrete = 1 m3
Then
a) Cement = 1/7 x 1m3 x 1.30
Shrinkage x 1.05 wastage
= 0.19 m3
b) Sand =2/7 x 1m3 x 1.30
c) Gravel = 4/7x m3 x3 x 1.30
= 0.95 m3
D)water =(0.5-0.7)x cement

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=0.6 x cement
=0.6x0.19x1.05
=0.12285m3
In the concrete mix the standard box sizes are 40x50x18, 40x50x20 and 40x50x16. On another the
minimum and maximum slump are 30mm and 60mm respectively. The volume of water given is
for surface dry aggregate. Saturated surface dry: no free or surface moisture on the particles,
but all void between the particles is filling with water. The actual volume will be smaller
Depending on the water content of the aggregate and adjustments are made based on the slump.
Concrete grade c-25 and c-30 require class 2 workmanship. I.e. mixer, vibrator and qualified
Supervisor. The standard concrete mix per bag of cement is described below. But , until now only
c 25 and c 20 of mixing were done. The concert mix is applied by batching volume method and
According to this table of content. As the water content and box sizes decreases the concrete
strength increases.
Concrete grade Materials Size and number of boxes

C 25 Sand crushed aggregate and 40x5ox20/4boxes
water. 40x5ox20/6boxes
60L /51
C 20 Sand crushed aggregate and 40x5ox20/2boxes
water 40x5ox20/3boxes
34L /27
Table Standard concrete mix per bag of cement

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2.2.3.1) Asphalt Concrete Mix Design

The design of asphalt concrete mixture includes the selection of best blend of aggregate and the
optimum asphalt content to provide a mixture that meets the required specification as economically
as possible. It is applied to only hot mix asphalt paving mixture containing aggregates with
maximum size of 25mm or less. The asphalt mix design follows the following steps.
 All quality tests of aggregate bitumen are done before any mix design activities are carried
out.
 Aggregates which are taken from the four bins are blended based on the proportions which
meet the required specification.
 The blended aggregate and bitumen are mixed on a number of briquettes, 101.6mm diameter
and 60-65mm using 1200gm blended aggregate and various percentage of bitumen both
above and below the expected optimum content. The expected bitumen content was 5% and
4%, 4.5%, 5%, 5.5% of bitumen is taken and mixed with hot aggregate.
 The expected asphalt content is estimated the following computational formula.
P = 0.035a+0.045b+kc+F
Where
p = estimated asphalt content of mix
a = percent of aggregate retained on No.8 sieve
b = percent of aggregate passing No.8 and retained on No.200 sieve
c = percent of aggregate passing No. 200sieve
k = constant that either of 0.15, 0.18, 0.12 based on passing No. 200 sieve

39
F = 0 to 2 based on absorption of aggregate.

 Compaction of the asphalt concrete mix is done.
 Density of the compacted asphalt concrete briquettes is measured to allow for calculation of
the voids properties.
 Stability and flow tests are taken on the compacted asphalt concrete sample. The minimum
requirement of stability accepted by the project is 10kN and flow is from 2mm to 3mm.
 Result of the tests is plotted on graph. Density stability, flow air voids, voids in mineral
aggregates are plotted against asphalt content.
The optimum asphalt content is the percentage of the bitumen content which satisfies all the
specifications.
Asphalt mixing plant
One of the biggest machines for ARWE found 2 km far from 0+00 station 300m of bahirdar -gondar
way. It is placed on an area of 0.4km 2 and has source material for mixing, such as asphalt,
aggregate, and naphtha. There are different types asphalt based on penetration, such as 40/50, 60/70,
85/100, and other are use. Aggregate of different gradiation 19mm, 12.5mm, 9mm, 4.75mm, and
filler are brought by dump tack from crusher The mixer has 14 major parts as shown on the fig. The
mixing process start from four cold bin holders, each has elevator transfer to the lower elevator,
which holds blend aggregate
The operator can adjust the speed of elevator by looking the output. when the aggregate just enter to
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the dryer drum,<4.75mm aggregate size are sacked to silo. The remain aggregate will burnet a
temperature of 130c˚-140c˚ for 3min.
Then hot bin elevator takes to the top of mixing plant, this elevator has spoon like structure on
the surface conveyer, rotate circularly due to two dynamos at top and bottom.
At the top sieve shaker will separate to their aggregate size, if there is over size
aggregate is there the mixer itself take it out. The required aggregate size is always larger than
used aggregate size, unless it considers it as over flow. The sacked dust and filler collected in
the dust silo and filler silo. Since dust absorb high asphalt amount not used in mix-design. If it
is added asphalt and aggregate not allow binding because the dust covers the aggregate and may
cause alligator crack, which is disintegration road surface. At 160c˚-170c˚ heated asphalt is stored in
asphalt storage tanker, which hot naphtha circulating on the surface of the tanker to keep the
temperature hot asphalt cement. Then pumped to the top of mixing plant the pipe is also covered
with insulter sponge, and white metal shin
After both bin and aggregate and aggregate reach at top of mixer, there isWeighting balance which
sensitive of 0.1gm. Both asphalt cement and bin taken their proportional weight for first Bach
mixing. After 5min mixing taken by mix Bach transporter to temporary storage; which is heated
surface body by hot naphtha oil circulating the body. So the mix asphalt can stay for 8hr without
losing its temperature in average 100c˚-120c˚,for placing this asphalt should be not less than 95c˚,
otherwise it is taken as waste. Mix proportion used is The operators beside the plant control every
activity with the help of camera, the plant is computerized register each Bach mix proportion
weight, and time of mix, the operator is control by printing out this data sheet. The dust highly fine
look like cement, which is not soil dust it is aggregate crushed fine dust, used for detour
construction by blending with cinder and for preparation of class C concrete
Our supervisor gave to us to calculate the volume of each aggregate to make this hot mix asphalt and
number batching for plant to make hot asphalt for our asphalt road project.
Sample calculation to find the volume of bituminous material of for unit station Specific gravity of
hot mix =2.5g/cm 3

41
HOT MIX Property Ration in per cent Mass for 1200*g Mass per station
BIN I Pass 19mm and 6.6 79.2 1.51
retained 13mm
BIN II Pass13.2mmand 9.43 113.16 2.1689
retained 4.75 mm
BIN III Pass9.5 mm and 24.5 294 5.63

retained 4.75
BIN IV BIN IV 49.05 588.6 11.28

Pass 4.75
Filler 4.7 56.4 1.08
Asphalt( ac 5.66 67.9 1.30

85/100)
*1200g mass of bitumen take at lab for marshal test

Lane width=10.0m
B=20m (station length)
Thickness=4.6cm
Volume =10.0x20x0.046
=9.2m3
Mass of asphalt for unit station=2500kg/m3*9.2m3
=230000kg
=23tone per station

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2.3) work tasks I have been executing
Site work I performed
As I arrived at the bahirdar water resource to agip office road upgrading project, I was
assigned on the site to be with the construction engineer, Ato Alias. Then he assigned me to
be with a general Forman called Mekonen and I worked with him for about 40 days.
Works I have been executing while I was working on the site are
worked
On this section of the work I have experience on ways of managing manpower and machines
which are the crucial things in the field of highway construction.
Since there were many experienced Forman and engineers around me with their help the
work as a site engineer was not as such difficult for me.
Surveying work I performed
In surveying the main task is setting out design works to the ground. Instruments used for
setting out works include total station, and leveling. I have been with the survey staff for
about 10 days, and in those days I have tried to cover all survey works.
Works that I have executed while I was working with the surveying crew are
operating the total station instrument, this instrument is helpful in setting out of
Centrelines, slope stack limits, and excavation limits.
While this section I have performed good, this is because I have already got a good
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Understanding of survey works in the university and almost the same procedure is used in the
Practical world.
The challenge I have faced while I was working with the surveyors is lack of transportation
and I have solved this by using the dump trucks and shower trucks for transportation.
Works I have performed in the office
In the office I have been
e road from the AutoCAD drawing for cross sectional

working drawing.
• Prepare the measured lengths in excel format

• Calculate the total area using an excel
• Report this data to the office engineers for preparation of payment certificate.
• Preparation of Structural bill of quantity as follows
• The work drawing is prepared by the office engineer
• Prepare this in excel format
• Evaluation of weekly schedule efficiency
• Data is collected from the site via data collectors
• The data is then encoded in to the computer excel format
• Then I analyse the encoded data in terms of amount of work executed by both the
manpower and machine our put.
• This actual amount is then compared to the scheduled amount
• A site engineer or Forman with very low efficiency will be asked his problem for his low
efficiency in the work and will be advised to solve it in the next week.
Even though the office works were a little difficult I have done my best to prepare correct bill
of quantity and efficiency report
2.4) Challenges and measurements

2.4.1) Challenges I have been facing while performing my work
 Road construction is not fixed at a specific place. Every task is carried out at different
station. It needs movement from one station to the other station. To do this, transport is
necessary but the cars are limited in number. So I have faced such a challenge to do a work
in the construction site.
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 Due to I am not taking highway II course in our school .became great handicap for to be an
intern in our company
2.4.2) Measurement of challenge which I took
 I was travelling by dam truck when the site engineers’ is overcrowded. Sometimes I was
travelling by machine holder vehicles. I also working through at site and laboratory. So, I
solved the transport problem using the chance that I got.
 I got some lecture from my friends and I was reading highway books.
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CHAPTER THREE
3.1 Benefits of internship
The internship program is very essential for students. The student who works in the internship can
get much more benefits. I have gained many benefits from the internship program. The benefits
that I gained are:
 Development of practical skill

 Up grading of the theoretical knowledge
 Interpersonal communication skill
 Improving team work skill
 Gain of leadership skill
 Learning of work ethics
 Introducing with the professions
 Development of guiding life
Development of Practical Skill:
Theory is the basement of any activity within the road construction. But it is not enough by itself to
know the real situation which exists in a construction. It needs practical skill to carry out every
activity within a project. In the internship program, I develop my practical skill in many ways. I get
enough skill how laboratory and field tests are done; in what way the earth work is done with
respect to the soil type; I develop the skill of construction of structure, surveying work, work
inspection.
 Developing of laboratory and field tests:

Different types of tests are carried out in the laboratory and field test. Soil test, asphalt test, and
concrete test are done in the laboratory. Field density test is also done at the site. I perform these
tests with the technicians. So, I develop material test skill.
 Earth work skill and skill of construction of layers:
Cut and fill construction of sub grade, capping layer, sub base, base course and asphalt concrete
are done based on their schedule. They have their own way of construction. I get sufficient
knowledge how these are done.
 Construction of structures:
Construction of structures such as culverts and curb stone construction is carried out. In this
activity I participate actively and I get knowledge of construction of such structures.
 Surveying work:
Many activities are done after their surveying work is completed. Elevation, coordinate, length
of the activities is computed with the aid of surveying. Here, I develop my skill of surveying.
 Work inspection:
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The work inspector inspects each work. After inspection, the inspector gives approval for the
contractor if the work is done in the required manner. I have learned how to inspect each work
and I know the inspection criteria.
Up grading of Theoretical Knowledge:
I obtain different manuals such as AASHTO, ASTM, ERA, Tanzania Manual and Kenya manual.
These manuals their material quality specification, method test, method of construction
specification, structural analysis, traffic design specification. So I get such a theoretical knowledge.
I also develop the mix design knowledge and I know the parameters which should be satisfied
when mix design is done. As a result, I get the following theoretical knowledge.
 I have gained a good knowledge with respect to high way engineering and soil mechanics.
 I have got a good understanding of the properties of materials and I know that different
materials are used for each construction.
 I have got better understand that the quality of material has a significant effect on the road
construction.
 I have developed the theoretical knowledge of the relation of pavement design with the traffic
load. The area where there is high traffic load and volume needs more durable pavement
design. And also its design period is large.
 I have got sufficient knowledge about the mix design.
 I have got better knowledge about the geometric design. The geometric alignment of the road
varies correspondingly with the terrain type.
 Drainage structures selection depends up on the data of the catchment area. The discharge of
water that comes from the catchment area is an important factor to select the drainage structure.
So I get better knowledge about the selection drainage structures.
Interpersonal Communication Skill:
Road construction is a team work. It needs communication of the team members. The contractor
and consultant streams communicate each other in order to run their activities effectively. But, the
project will not attain the required standard if there is no communication within the team and the
project is not completed within the specified time. So I understand that interpersonal
communication is very necessary to run the project work effectively.
I have learned the following points from the interpersonal communication.
 The contractor and the consultants discharge their responsibilities effectively because of the
presence of well interpersonal communication.
 Every person develops his/her skill of performing an activity interdependently when there is
good interpersonal communication.
 The employer and employees are living together peacefully for a long period of time since there
is a good communication.
 When any problem is occurred, the problem gets its solution through communication.
Generally, I have learned that interpersonal communication plays a great role to run any activity
with the desired manner.
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Since I know the advantages of interpersonal communication, I have begun communicating with
each person who works in the project. But at the beginning of the internship, I communicated with
my classmates and the work inspectors. This does not allow me to get things which I require to
develop academic knowledge. After a certain days I developed my communication with each
person.
Because of communicating with each person who works in the company, I am benefited in many
ways. I read reference books in the office easily. I could ask any questions which are relating with
the project work for the concerned people.
Improving Team Playing Skill:
Team playing is very essential and mandatory to have a better work. Almost all activities in road
construction need steam work. For example when we consider earth work; it needs cooperation of
machine operator, Forman, grade checkers, surveyor, labor, work inspector. When one member of
the earth work construction is absent, the work is not completed in the required way. As a result
team playing skill is very crucial in road construction.
In the internship program, I developed team work skill the laboratory, construction of structures,
and earth work and pavement layers construction. I was working as a member of the team. So, I
understand the role of team working.
In the laboratory, the laboratory supervisor makes supervision whether the tests are done correctly
or not. The laboratory technician performs each test. The assistance supervisor, assistance
laboratory and technician record result of each test. The labor prepares samples to be tested. This
coordination makes the laboratory test to be done correctly.
In the construction of structures, the work inspector supervises each activity. The surveyor checks
setting of coordinate, elevation and dimension of the structure and other workers build the structure
based on the working drawing.
Different professionals are also participating in the earth work and pavement layer construction.
The machine operator makes excavation and embankment. The surveyor checks every surveying
work. The work inspector controls each work. So, I have developed my team playing skill by
participating in such works.
Gain of leader ship skill

I gained sufficient leader ship skill in the internship program. Each task of road construction needs
a leader. I learned here that how to lead one task. I understood that how to solve disputes which are
occurred on work.
Introducing with professions.
I introduced with a people who have different profession. I got an important experience from these
people. Introducing with these people also creates good job opportunity after graduation. I also
gained a crucial advice from them.
Work ethics
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I have learned what work ethics is and how it is applied in the internship program. Work ethics is
very essential to run every work effectively. I learned the following work ethics which every
employee should respect.
 Punctuality
 Reliability
 Accountability
 Loyalty and
 Responsibility
3.2 Recommendation for the company
Internship practice has climbed all the way to the top as one of the very pleasant chapters of my
life. It left unforgettable scenes and broadened my view of the external non-academic world. It has
possibly laid a certain amount of corner stone for my future professional life.
My four month stay in ARWE put in me a position where I can vouch for the company‟s
competency and task fulfilment.
But there are small details that need to be addressed if the company is to emerge as a highly
respected, world-class construction company, with a strong identity which earns the devotion of its
customers by providing quality services exceeding the expectations of its customers.
Some of these are listed below.
1. The company must provide substantial medication, safety, transport facility and payment
for the workers, as its achievement in goals and objectives is in one or another way
dependent on the healthy and willingly works of each and every employee.
2. And I think it is better for the company to have and use machineries and modern working
equipment to run its projects on schedule and to made possible speedy, accurate and less
cost work.
3. The company should also try its best to increase the awareness of the employees in company and
management appreciation. Furthermore, I highly recommend the company to give the employees
incentives, whenever possible, which would make them want to come to work every day. It starts
by giving complements where they are due
4. Base course layer was constructed in October. It was rainy week. Compaction of the base course is
continued but there was high moisture in base course. After compaction of base course, the
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contractor requested to lay asphalt layer and the request was accepted. The asphalt layer was done.
But when it was opened to the traffic, it was deformed after three days of opening to the traffic.
Asphalt is sensitive to the moisture. If base course holds moisture above the limit, it comes to the
asphalt concrete layer and the asphalt concrete layer is settled. So I recommend that the effect of
moisture on the asphalt should get a great emphasis.
5. Prime coat is sprayed on the base course to bind the aggregate of base course before asphalt layer is
laid. It needs at least 24hours to cure. But sometimes the asphalt layer is laid before the sprayed
prime reaches 24hour. If the prime coat does not get enough time to cure, it does not penetrate the
base course layer and it does not bind the aggregate sufficiently. This creates the deformation of
asphalt layer. So, the prime coat should have enough time to be cured.
6. Although company is governmental company I have seen some un ethics and un accountability
finical works in the project I recommended the company to be accountable.
7. I have seen some lack of unity within the consulting office. Road construction needs team works
each tasks are inter related each other. Unity is necessary to carry out each task. Otherwise the
construction will not be carried out effectively. So, I recommended the consulting office to have a
unity.
8. Bahir dar asphalt road project does not have legal contract agreement such agreement is basic for a
project to be project I recommend the project to have legal contract agreement.
9. The design of the mortar that used to the construction of pointing curb stone is 1:3 cement sand
ratio respectively. But the sub-contractors sometimes use 1:4 and 1:5 ratios. This problem is
addressed to the resident engineer but measurement is not taken on the sub-contractors. Still they
use 1:4 and 1:5 ratios. This reduces the bondage strength of the mortar. So I recommended that the
safety of the structures should get great emphasis.
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Conclusion
I have gained sufficient knowledge which professions participate in road construction. Road
construction is not a specific work. It needs the integration of different professions. Geological
profession, hydrological profession, high way engineer, structural engineer, material engineer, local
persons are participating in road construction. This shows that road construction is the output of
different bodies.
I have learned that road construction needs high financial strength. Investment on road construction
needs very high capital. Road construction needs a lot of machine to be run. The machines are also
very huge and their cost is counted in millions. A number of professions are participated. It also
needs a large number of labors. The construction materials of road construction have high cost and
even sometimes the materials are not available near to the project. So road construction needs
financial strength to resist the challenge of different type of costs.
I have gained sufficient knowledge about the standard road construction. Construction of road is
subjected to the quality of construction material. The pavement indicates the problem of quality
when the material has low quality as soon as the construction is done. I have also understood that
asphalt concrete pavement is sensitive to the moisture and temperature. I under stood how each
work flow is run.
I understood that earth work is time and capital consumer section of road construction. Especially if
the cut is rock cut, it consumes high energy and large time. After earth work reaches to the sub
grade, the remaining layers do not consume much energy and time. But quality requirement of
materials increases from sub grade to the asphalt concrete layer. I have learned the work flow of
road construction. In addition I leaned work ethics, team playing skill, leader ship skill.
Finally, it is my sincere wish to see the company as a competent international construction

company capable of undertaking all kinds of construction projects (building, road, hydropower,
irrigation etc.), with strong commitment, supporting positive attitudes, encouraging interpersonal
effort with defined responsibilities, effective communication, integrity and trust throughout the
organization.
To all companies
I strongly urge all hosting companies not to perceive interns merely as a burden. They should
devise mechanisms to effectively exploit what an intern has to provide. This should be done
keeping in mind that interns are not just 'free pairs of hands' at the same time.
If not possible, the least they do should be to have the decency to reject politely.
The institute should also play its role in creating crystal clear awareness among the firms. This can
be achieved by strengthening industry linkage with firms and having mutual dialogues with them.
49
To future interns
The older generation sees the younger generation as less ambitious, self-contained, and unreliable.
With these three things combined this, in their eyes, makes us for a pretty lousy worker/student.
What this group of people can do is try to learn to appreciate all the differences between the
generations and learn to adapt with them. The question is what can we do? CONVINCE THEM
OTHERWISE!!! We have to show them the best in us through achievements and excellences in all
aspects rather than mere moralized but stammering talk.
Chances are that you have a lot of competing demands on your time. One of the best ways of
becoming more effective at work and/or internship practice is to learn how to manage your time
more efficiently. Other key areas include learning how to manage stress, improving your
communication skills, and taking action on career development.
By the time you start your internship practice, you should be ambitious enough to
Step 1: Identify priorities: what you should set out to achieve.
Step 2: Adopt a good attitude
Step 3: Strive to build essential skills: technical and non-technical
You should also develop skills of thinking outside the box.
No matter what your field is, it's important that you keep learning and developing your skills. To
begin with, carry out a Personal SWOT Analysis to identify the areas that you need to work on. In
addition to the technical skills required to do your job, you also need to focus on soft skills. These
include leadership skills, problem solving techniques, emotional intelligence skills, and
creative thinking. Anything you can do to enhance these skills will pay off in the workplace.
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References
 AASHTO manual
 ASTM manual
 BS manual
 ERA manual
 Kenya manual
 Tanzania manual
 The design manual of the project
49

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Final Internship Report Feb.

 Has staff development at its heart.

1.2 Background of the company

1.1 Objective of the company

• Maintain maximum level of customer satisfaction

• Ensure the financial endurance of the company

• Keep providing high quality services to satisfy his clients

• Ensure the professional development of its staff

• Contribute to the development of the construction industry by providing safe constructions

1.2.2 Main products and services

Road and building contractor provides the following services;

1.2.3) the end users of the company’s products and Customers

Compiled by Solomon minaye

highway can increase the national integrity of peoples of the country.

1.2 background of the project

Compiled by Solomon minaye

Sub grade CBR(%) 2

Cross sectional Width of the

Compiled by Solomon minaye

1.3 Over all organization and work flow

Amhara road works

Claim Expert Sociologist

High Way Engineer Head Office

Material Engineer Assistance Quantity Surveyor

Laboratory Material Inspector Surveyor Draft Man

1.3.2 Work flow of the project

Material Senior Work Structural

Compiled by Solomon minaye

Over all internship experience

2.1) How I get into the company

Up on my return to homeland bahirdar, I went to AMHARA ROAD WORK ENTERPRIZE HQ to

2.2) Work sections of the company I have been working

2.2.1) Site work

the setting out works.

Forman or grade checkers

• Slope stakes limits (boundary of any earth work activity)

• Depth of cut or fill

• Fixing centre line, shoulder and carriageway

• Fixing and locating of structure formwork

-the basic things for any survey work are

• Design data and Drawings

Compiled by Solomon minaye

• Templates (cross sectional working drawings)

• Skilled man power (Level man)

• Equipment’s (level, total station) and

The surveyor writes the following information on the peg:-

Surveying work I performed

Compiled by Solomon minaye

centerlines, slope stack limits, and excavation limits.

2.2.1.2) Earth Work

Some considerations are taken when cutting is done. These are:

 Type of material to be excavated

Compiled by Solomon minaye

Type of material to be excavated:

Angle of slope determination:

The design of slope is a compromise between the following requirements

Volume and Position of Different Materials:

Drainage and Protection against Erosion

Acceptable fill material:

Compiled by Solomon minaye

Embankment is done as follow

The fill material is placed and compacted through 20cm thickness.

Inspection and test description Testing method Acceptance criteria

2.2.1.1.3) Sub Grade construction