DEPARTMENT OF CIVIL ENGINEERING

GOVERNMENT COLLEGE OF TECHNOLOGY

(An Autonomous Institution affiliated to Anna University)
COIMBATORE - 641 013

22CE706
INDUSTRIAL TRAINING / INTERNSHIP

MAY 2024

This is to certify that this

Is the Bonafide record of internship work done by

DERIL ASHORE PG

71772211303

of BACHELOR OF ENGINEERING during the year 2023 - 2024

______________ ________________ __________________

[Link] , M.E., Ph.D., Dr. [Link] M.E., Ph.D., Dr. R. THENMOZHI, M.E., Ph.D.
Faculty Advisor Programme Coordinator Head of the Department

Submitted for the internship/ industrial training Viva-Voce examination

held on _____________

Internal Examiner-1 Internal Examiner-2

SUMMER INTERNSHIP TRAINING REPORT
Submitted by

DERIL ASHORE PG
71772211303 SEM 4, II YEAR

In partial fulfilment of Internship for the award of the degree of

BACHELOR OF ENGINEERING
IN
CIVIL ENGINEERING

GOVERNMENT COLLEGE OF TECHNOLOGY

COIMBATORE-641013
TAMILNADU,
APRIL - MAY 2024
PHOTOGRAPH

NAME : DERIL ASHORE PG

REGISTER NO : 71772211303
SEMESTER :4
DEPARTMENT : CIVIL ENGINEERING
COLLEGE NAME : GOVERNMENT COLLEGE OF
TECHNOLOGY
 TABLE OF CONTENT

CHAPTER TITLE PAGE NO.

NO.

DECLARATION ⅰ

INTERNSHIP CERTIFICATE ⅱ

ACKNOWLEDGEMENT ⅲ

ABSTRACT ⅳ

LIST OF TABLES ⅴ

OBJECTIVE OF THE INTERNSHIP ⅵ

SCOPE OF THE REPORT ⅶ

INTRODUCTION
1
1.1 Company Profile: TTR Construction
1.2 Overview of the Pazhayar River Basin & Irrigation
System
1,3 Project Background and Justification
1,4 Administrative Sanction

2 DESIGN AND TECHNICAL SPECIFICATIONS

2.1 Project Location and Classification

2.2 Existing Structure and Deficiencies
2.3 Project Execution and Inter-Departmental
Coordination
2.4 Proposed Design Solution (Alignment and Level
Changes)
2.5 General Proposals and Technical Specifications
2.6 Scope of Work (Based on Abstract of Estimate)

3 INTERNSHIP EXPERIENCE: A
CHRONOLOGICAL OVERVIEW

3.1 Pre-Internship Phase: Site Preparation and

Foundation Works
3.1.1 Dismantling of Existing Masonry Arch Bridge
3.1.2 Earthwork Excavation for Foundations
3.2 During Internship Phase: From Foundation to
Superstructure
3.2.1 Week 1: Foundation and Substructure
Commencement
3.2.2 Week 2: Abutment and Retaining Wall Construction
& Weather Challenges
3.2.3 Week 3: Superstructure Construction (Aqueduct and
Deck Slab)

3.2.4 Week 4: Finishing Works and Approach Road

Construction
3.3. Post-Internship Phase: Scheduled Finishing Works
3.4 Design Methodology and Software

3.5
Material Specifications
3.6 Design of Superstructure (Deck Slab and
Aqueduct)

3.7 Design of Substructure (Abutment and

Retaining Walls)

4 SKILLS AND KNOWLEDGE GAINED

4.1 Bridging Academia with Practice: Technical Skills

4.1.1 Structural Analysis and Design in Practice
4.1.2 Practical Concrete Technology
4.1.3 Geotechnical and Foundation Engineering
Application
4.2 Practical and Managerial Skills
4.2.1 Construction Planning and Management
4.2.2 On-Site Quality Control and Assurance
4.2.3 Interpretation of Technical Drawings
4.3 Professional Skills Development
4.4 Rate Analysis
5 CHALLENGES FACED AND SOLUTIONS
IMPLEMENTED
5.1 Primary Challenge: Managing Construction during
Severe Rainfall
5.2 Solutions and Mitigation Strategies

6 CONCLUSION

Summary of Internship Experience

Achievement of Objectives
Value for Future Career
REFERENCES
 DECLARATION

I, Deril Ashore PG, student of Bachelor of Engineering in Civil

at Government College of Technology, hereby declare that the
internship report titled "Reconstruction of Minor Bridge at KM 4/8 of
Anjugramam Road including Functioning as Aqueduct of
Maruthuvalmalai Main Canal" is an authentic record of my own work
carried out from 17/04/2024 to 17/05/2024 at TTR Construction.
The information and data presented in this report are true and original to
the best of my knowledge and belief. This work has not been submitted to
any other university or institution for the award of any degree or diploma.

Signature: ____________________
Name: Deril Ashore PG
Roll No: 71772211303
Date: 31/10/2025
Place: Coimbatore

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INTERNSHIP CERTIFICATE

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 ACKNOWLEDGEMENT

I would like to express my sincere gratitude to TTR

Construction and the Tamil Nadu Highways Department (Nagercoil
C&M Division) for providing me with the opportunity to undertake my
industrial training at the Anjugramam Road bridge project site.
I am deeply grateful to my project supervisor and proprietor of TTR
Construction, Mr. T. Nigil, for his invaluable guidance, encouragement,
and for sharing his profound knowledge throughout the training period.
His mentorship has been instrumental in helping me understand the
practical applications of civil engineering.
I also extend my thanks to all the engineers, technical staff, and site
workers who shared their time and expertise with me. Their support made
this learning experience both enjoyable and highly rewarding.
Finally, I would like to thank my college, the Head of the Department,
and all the faculty members of the Civil Engineering Department for
their support and for providing me with this platform to enhance my
practical skills.

- DERIL ASHORE P.G.

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 ABSTRACT

This report details the practical experience I gained during a

28-day internship program with TTR Construction, where I was involved
in the "Reconstruction of Minor Bridge at 4/8 km of Anjugramam
Road including Functioning as Aqueduct for Maruthuvazhmalai Main
Canal." My primary objective was to gain hands-on experience in bridge
engineering, construction management, and the execution of public
infrastructure projects. The project involved demolishing a dilapidated
masonry arch bridge and constructing a new, dual-purpose reinforced
concrete (RCC) structure to serve as both a vehicular crossing and an
aqueduct.

During my internship, my key responsibilities included assisting in site

supervision, monitoring the quality of construction materials, and
observing critical activities such as reinforcement detailing, formwork
erection, and the concreting of both substructure and superstructure
elements. This experience provided me with invaluable insights into the
practical application of civil engineering principles, particularly in structural
design, hydraulic engineering, and quality control under PWD standards.
Observing this project firsthand allowed me to understand how the
effective integration of transportation and water resource infrastructure
can significantly benefit a community.

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 LIST OF TABLES

[Link] Title [Link]

1 Project Identification Summary

2 Comparison of Existing vs. Proposed Structures

3 Key Technical Specifications of the Proposed Bridge-

Aqueduct

4 Summary of Reinforcement Design for Major Structural

Components

5 Abstract of Cost

6 Material Sourcing and Lead Distance Analysis

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 OBJECTIVES OF THE INTERNSHIP

The primary objective of this internship was to bridge the

gap between theoretical classroom knowledge and practical field
application by actively participating in a live civil engineering project. The
goal was to gain firsthand experience in the planning, management, and
execution phases of infrastructure construction.
The specific objectives were:
 To gain practical knowledge of minor bridge construction
techniques, from foundation work to the casting of the RCC
superstructure.
 To observe and understand the principles of construction project
management, including site supervision, daily progress
reporting, and resource allocation.
 To learn the standard procedures for on-site quality control and
material testing to ensure compliance with PWD specifications.
 To study the dual-functionality of the structure as both a bridge and
an aqueduct and understand the practical engineering
considerations for integrating these systems.
 To familiarize myself with the interpretation of structural drawings,
reinforcement detailing, and formwork arrangements in a
practical setting.
 To develop professional skills by interacting with site engineers,
supervisors, and the workforce, and to understand the safety
protocols on a construction site.

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 SCOPE OF THE REPORT

This report documents the activities observed and

the practical knowledge gained during the 28-day internship. The scope
is focused specifically on the site-level execution of the "Reconstruction
of Minor Bridge at Km 4/8 of Anjugramam Road."
The report encompasses the following key areas:
 Project Details: A comprehensive overview of the project, including
its location, technical specifications, and its dual purpose.
 Construction Activities: A detailed account of the construction
methodologies observed, such as foundation work,
reinforcement placement, formwork erection, and concreting.
 Quality Control Measures: A report on the quality assurance and
control procedures followed on-site to ensure compliance with
PWD standards.
 Site Management Practices: A summary of daily project
management operations, focusing on work planning, labour
coordination, and safety protocols.
 Technical Drawings: A discussion of the study and practical
application of the structural and architectural drawings used for
the project's execution.
 Limitations: The report is confined to the observations made during
the internship period and does not cover the project's entire
lifecycle, such as the initial design, bidding, or financial
management phase.

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CHAPTER 1
INTRODUCTION

1.1 Company Profile: TTR

Construction

TTR Construction was established

in 2011 by its founder, Mr. T. Tamil
Raj. With a strong commitment to
quality and engineering excellence,
Mr. Tamil Raj positioned the
company as a key player in the
construction sector of the
Kanyakumari district.

A landmark achievement that

highlights the firm's early capabilities is the significant bridge constructed
in Suchindram, near the historic Thanumalaiswamy Temple. This pivotal
project, valued at approximately ₹7 Crore, was successfully executed
under the direction of Mr. T. Tamil Raj in 2014. The project solidified the
company's reputation for handling large-scale, critical infrastructure
projects that serve the community.

Continuing this legacy, the company

is now under the proprietorship of Mr.
T. Nigil. Under his leadership, TTR
Construction continues to uphold its
commitment to quality and expand its
portfolio of work, undertaking
important public works and
infrastructure projects that contribute
to the region's development.

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1.2 Overview of the Pazhayar River Basin & Irrigation
System

The river Pazhayar originating from the slopes of Mahendragiri hills

at an altitude of 800 m above M.S.L, flows towards South-Western
direction through Mahendragiri Estate, Palkulam, Bhuttapandi,
Thazhikudi, Nagercoil town, Suchindram, etc. and joins the Arabian
Sea near Manakudi . The basin contains number of water storage
tanks/bunds. The catchment area of the river is 397 [Link]. The total
length of the river is 40 Km. There is one CWC Hydrological Observation
Station at Ashramam on this river.
The Maruthuvazhmalai
Main Canal, the aqueduct
portion of this project, is a vital
component of the larger
irrigation network within the
Pazhayar/Kodayar River
Basin. This basin is the
southernmost river basin in
mainland India and is a critical
water source for the
agricultural lands of
Kanyakumari district.
 Source and Dams:
The system originates in the Western Ghats, where monsoon rains
are captured by a series of dams. The primary reservoirs feeding

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 this network are the Pechiparai Dam (built across the Kodayar
River) and the Perunchani Dam (built across the Paralayar River).

 Canal Network: Water released from these dams flows into a

network of canals. The water is first conveyed to the Puthen Dam,
a weir that acts as a major distribution point. From here, the water
is diverted into the Pandian Kal, which then bifurcates to form the
Thovalai channel, also known as the Maruthuvazhmalai Main
Canal.

 Irrigation Command Area:

This canal travels eastward,
providing critical irrigation to
thousands of acres across the
Thovalai and Agastheeswaram
taluks, supporting the cultivation of
paddy, bananas, and the region's
renowned floriculture industry. The
aqueduct at the project site is an
essential link in this centuries-old
irrigation system, ensuring the
uninterrupted flow of water to the
fertile plains.

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HYDRAULIC STRUCTURES INVOLVED IN MY PROJECT SITE

Pechiparai Dam Perunchani Dam

Puthen Dam – Weir Kovalam Estuary

4|Page
1.3 Project Background and Justification
The project is located at kilometer 4/8 of Anjugramam Road, a
Major District Road (MDR) maintained by the Nagercoil (H) C&M Division.
The existing structure at this location was an old masonry arch bridge
with a restrictive carriage way width of only 4.00 meters, creating a
significant traffic bottleneck.

Compounding the structural and logistical challenges, the bridge

also served a critical dual purpose as an aqueduct, carrying the
Maruthuvazhmalai Main Canal over its embankment. The age of the
structure and its narrow width necessitated a complete reconstruction to
meet modern traffic standards and ensure the continued, safe operation
of the vital irrigation canal.

Fig- Existed Structure – Locally called as Koondhu Palam

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1.4 Administrative Sanction
Recognizing the need for this crucial infrastructure upgrade, the project
was officially sanctioned during the 2021-2022 state budget session by
the Hon'ble Minister for Public Works.
 Sanctioned Cost: ₹200.00 Lakhs
 Scheme: Comprehensive Road Infrastructure Development
Programme (CRIDP) 2021-22
 Government Order (G.O.): G.O. (Ms.) No. 135, Highways and
Minor Ports (HF 2) Department
 Date of Sanction: 16th December 2021

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 Table 1: Project Identification Summary

PARAMETER DETAIL

Reconstruction of Minor Bridge at Km 4/8 of

Anjugramam Road including functioning as aqueduct of
Project Name
Maruthuvazhmalai Main Canal PWD Deposit Work

Job Code CRIDP 21-22-M-1133

Scheme Comprehensive Road Infrastructure Development

Programme (CRIDP) 2021-22

Executing Highways Department (C&M), Government of Tamil

Authority Nadu

G.O. (Ms.) No. 135, Highways and Minor Ports (HF 2)

Dept., Dt. 16.12.2021
Sanctioning G.O.

Estimate Amount Rs. 200.00 Lakhs

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CHAPTER 2
DESIGN AND TECHNICAL SPECIFICATIONS

This chapter outlines the core design parameters, technical

requirements, and strategic decisions that shaped the reconstruction of
the Anjugramam Road bridge and aqueduct. All design and
construction activities adhere to the relevant Indian Roads Congress
(IRC) and Bureau of Indian Standards (IS) codes to ensure safety,
durability, and quality.

2.1 Location, Classification, and Existing Structure

 Project Location: The work is located at Km 4/8 of
Anjugramam Road, where the road crosses the
Maruthuvazhmalai Main Canal. The canal is maintained by the
Public Works Department (PWD), Water Resources Department
(WRD).

 Road Classification: The Anjugramam Road is officially

classified as a Major District Road (MDR), as per IRC guidelines.
It serves as an important route connecting Nagercoil with National
Highway 44 (NH 44) and the Koodankulam Nuclear Power Plant.

 Existing Structure: The structure slated for reconstruction was

a dilapidated masonry arch bridge. Its key features posed
significant limitations:
 Carriage Way Width: A narrow width of only 4.00 meters.
 Aqueduct Arrangement: The Maruthuvazhmalai Main
Canal flowed over the embankment, positioned directly above
the masonry arch of the old bridge.

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2.2 Necessity and Inter-Departmental Coordination
The need for the project was driven by both traffic demands and
structural inadequacy, with design standards governed by the IRC.

 Traffic Volume: As per the 2022 census, the Passenger Car Unit
(PCU) count for this road is 13,612. According to IRC: 64
("Guidelines for Capacity of Roads in Rural Areas"), this volume
far exceeds the capacity of a single-lane road and necessitates a
standard double-lane carriageway. The old bridge was the only
section not meeting this standard, creating a severe bottleneck.

 Inter-Departmental Coordination: The project's dual function

required close coordination between the Highways Department
and the Water Resources Department (WRD). A critical technical
challenge arose when the WRD proposal could not achieve the
mandatory 5.50-meter vertical headroom (as stipulated in IRC: 5
- "General Features of Design") while maintaining the canal's
existing gradient. Consequently, the Highways Department took
charge of the design and execution to ensure all national standards
were met.

2.3 Alignment, Level Changes, and Proposed Design

To overcome the design challenges, a strategic engineering
solution was adopted in line with IRC principles.

 Alignment: The existing horizontal alignment of the road was

maintained, a decision that aligns with the geometric design
principles in IRC: 73 ("Geometric Design Standards for Rural
(Non-Urban) Highways") to minimize land acquisition.

 Road Level Lowering: The primary design innovation was the

lowering of the road level at the bridge location. This created the

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 necessary 5.50m clearance under the new aqueduct without
altering the canal's hydraulic gradient.

 Approach Re-grading: To accommodate the lowered road level

and ensure effective drainage as per highway engineering best
practices, the road approaches and adjoining Panchayat road
approaches on both sides of the bridge were re-graded.

Proposed Design Levels:

 Canal Bed Level: 105.400 m

 Bottom of Aqueduct Slab Level: 104.900 m
 Proposed Road Level: 99.400 m
 Existing Road Level: 100.000 m
 Foundation Bottom Level (PCC): 97.250 m

2.4 General Proposals and Technical Specifications

The new structure is designed as a single-span RCC bridge with
an integrated aqueduct, with all materials and design parameters
conforming to Indian Standards.

 Type of Bridge: Minor Bridge with an integrated aqueduct.

 Type of Superstructure: RCC inverted beam and slab
configuration, designed as per IRC: 112 ("Code of Practice for
Concrete Road Bridges").
 Span: Single span with an overall length of 11.98 meters.
 Carriageway Width: 7.00 meters (Standard for a two-lane
road).
 Overall Roadway Width: 10.00 meters.

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 Vertical Clearance: 5.50 meters, as per IRC: 5.
 Concrete Grades: The specified grades conform to IS 456:2000
("Plain and Reinforced Concrete - Code of Practice"):

o M40: Abutment and Superstructure (Aqueduct/Deck Slab).

o M30: Canal Lining and Approach Slabs.
o M25: Retaining Walls, Wing Walls, and Drains.
o M15: Plain Cement Concrete (PCC) levelling courses.

 Reinforcement Steel: High-strength deformed Fe-500 grade

steel, conforming to IS 1786.
 Soil Bearing Capacity (SBC): The design was based on an
assumed SBC of 20 T/m². Foundation design and stability checks
were based on principles outlined in IRC: 78 ("Standard
Specifications and Code of Practice for Road Bridges, Section
VII – Foundations and Substructure").

Fig – ST !8 Concrete Mixer Plant

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Table 2: Comparison of Existing vs. Proposed Structures

Feature Existing Structure Proposed Structure

Structure Type Masonry Arch RCC Inverted Beam

Aqueduct

Carriageway 4.00 m 7.00 m

Width

Roadway Width 4.00m 10.00 m

Vertical Sub-standard 5.50 m

Clearance (Implicitly low)

WORK SITE LOCATION

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PROPOSED DRAWING FOR THE PROJECT
TOP VIEW

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SECTIONAL DRAWING ON A-A AND B-B

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SECTIONAL DRAWING ON C-C AND D-D

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PROPOSED DRAWING – ABUTMENT STRUCUTRE

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PROPOSED DRAWING-AQUEDUCT STRUCTURE

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Table 3: Key Technical Specifications of the
Proposed Bridge-Aqueduct

Parameter Specification

Type of Bridge Minor Bridge with Aqueduct (Inverted

Beam & Slab)

Span (Overall) 11.98 m

Number of Spans 1
Carriageway Width 7.00 m
Total Roadway Width 10.00 m
Vertical Clearance 5.500 m
Deck Slab Thickness 0.350 m
Canal Bed Level 105.400 m
Bottom of Aqueduct Slab Level 104.900 m
Proposed Road Level 99.400 m
Foundation Bottom Level (PCC) 97.250 m

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CHAPTER 3
INTERNSHIP EXPERIENCE: A CHRONOLOGICAL
OVERVIEW
My industrial training provided a unique opportunity to observe
various stages of a complex infrastructure project. The work was
systematically planned around the canal's irrigation closure period,
allowing for a condensed and highly active construction schedule. My
experience is best understood by dividing the project into three distinct
phases: activities completed before my arrival, the construction I
witnessed during my internship, and the work scheduled for completion
afterward.

3.1 Pre-Internship Phase: Site Preparation and Foundation

Works (01.04.2024 - 16.04.2024)
The initial site mobilization and preparatory works for the project
commenced on April 1, 2024. The following critical activities were
completed in the 16-day period before my internship began on April 17,
2024. These preparatory works were essential for laying the groundwork
for the new structure.

3.1.1 Dismantling of the Existing Masonry Arch Bridge

The first major activity on-site was the careful demolition and removal
of the old, dilapidated masonry arch bridge.
 Process: The work involved the systematic dismantling of the
masonry structure. As per
the estimate, a total
quantity of 328.95 cubic
meters of random rubble
masonry was removed.
 Specifications: This
process was carried out in
accordance with MORTH
(Ministry of Road
Transport and Highways)
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Clause 202, which governs the dismantling of structures. The
process included salvaging usable materials where possible,
disposing of debris, and backfilling any pits to ensure site safety

03/04/2024 – Systematic dismantling of the old Masonry Arch

bridge began using hydraulic excavators with rock breakers.

05/04/2024- Half of the Structure to be Dismantled

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 07/04/2024- Debris from the dismantled structure (approx. 329
cubic meters) was cleared from the site and transported to a
designated disposal yard.

3.1.2 Earthwork Excavation

Following the dismantling, extensive earthwork excavation was
performed to prepare the site for the new, wider foundation required for
the bridge and retaining walls.
 Scope: The excavation was carried out in two parts:
1. General Bed Dressing: An excavation of 5083.20 cubic
meters of ordinary soil to dress the bed up to the sill level.
2. Foundation
Excavation: A more
precise excavation of
891.36 cubic meters
for the structure's
foundations, which
included dealing with
different soil classes
and weathered rock.
 Process: The excavation had to reach the specified foundation
bottom level of 97.250 m. This was a critical step, as the stability of

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 the entire structure depends on the foundation resting on a properly
prepared and stable soil stratum.
 Specifications and Safety: The work adhered to MORTH
Clause 301 for general earthwork. Safety protocols as outlined in IS
3764:1992 (Safety code for excavation work) were followed,
which included providing necessary shoring, strutting for the trench
walls, and continuous dewatering to keep the foundation pits dry and
stable.

08.04.2024 - 12.04.2024: Major earthwork excavation for lowering the

road alignment volume of earth (over 5,083 cubic meters) was removed

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13.04.2024 - 16.04.2024: Precise excavation for the abutment and wing
wall foundations commenced, targeting the final foundation bottom level
of 97.250 m.

3.2 During Internship Phase: From Foundation to

Superstructure (17.04.2024 - 17.05.2024)
My 28-day internship period was a phase of intense construction
activity, where I witnessed the project rise from the foundation level to the
completion of the main superstructure.

3.2.1 Week 1: Foundation and Substructure Commencement

My first week was an introduction to the foundational elements of the
bridge.
 Plain Cement Concrete (PCC): I observed the laying of the
PCC base course for the abutment and retaining wall foundations.
A total of 72.14 cubic meters of M15 grade concrete was used. As
per IS 456:2000, this PCC layer serves two key purposes: providing
a clean, level surface for the main foundation and acting as a
protective barrier between the reinforcement steel and the soil.

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LAYING OF PLAIN CEMENT CONCRETE PROVIDING HORIZONTAL AND
FOR M 15 GRADE AND BOTTOM BED VERTICAL REINFORCEMENT ALONG
REINFORCEMENT IN ABUTMENT WALL WITH THE STIRRUPS

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LAID THE ABUTMENT BASEMENT AS THE FOLLOWING PHASES

FIRST PHASE SECOND PHASE

THIRD PHASE FOURTH PHASE

FIFTH PHASE SIXTH PHASE

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 Reinforcement Work: I spent considerable time studying the
Bar Bending Schedule (BBS) and observing the fabrication yard.
Fe-500 grade high-strength deformed bars were cut and bent to the
exact shapes specified in the structural drawings. This process
follows the guidelines of IS 2502 (Code of practice for bending
and fixing of bars for concrete reinforcement). I then watched
the team assemble these bars into intricate cages for the abutment
base slab.

During the period of bar bending

 Formwork Erection: I observed the erection of formwork for the

Abutment Base Slab. I learned that the formwork must be robust
enough to withstand the hydrostatic pressure of the wet M40
concrete and must be properly aligned to ensure the final structure
has the correct dimensions.

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3.2.2 Week 2: Concreting and Overcoming Weather
Challenges

This week was marked by a major concreting operation and an

unexpected challenge that provided a valuable lesson in site
management.

 Abutment Base Slab Concreting: I witnessed the pouring of

59.40 cubic meters of M40 grade Design Mix concrete for the
abutment base slabs. For each batch, I observed the site engineer
performing a slump test (as per IS 1199) to ensure the concrete's
workability was within the specified range. Concrete cubes were
also cast for subsequent compressive strength testing at 7 and 28
days, a mandatory quality control check as per IS 516.

 Challenge - Severe Rainfall: Heavy monsoon rains

unexpectedly hit the site, flooding the foundation pits and halting all
work. This created a critical situation, but the team's response was
swift and systematic:
1. Dewatering: High-capacity pumps were immediately
deployed to dewater the excavated areas .
2. Protection: Freshly cast concrete was covered with
tarpaulins to prevent surface damage (laitance formation).
3. Quality Rectification: After the rain, the submerged
reinforcement bars were thoroughly cleaned of rust and mud.
As per IS 456, the top surface of the base slab was chipped
and cleaned to ensure a strong construction joint with the next
layer of concrete.
 Abutment Stem Construction: Following the recovery, work
began on the abutment stems. This involved erecting the vertical
formwork and placing the complex reinforcement cages for the main
load-bearing walls of the bridge.

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3.2.3 Week 3: Superstructure Construction - Aqueduct and
Deck Slab

This week was a milestone, as the main superstructure began to take

shape.
 Abutment Concreting: The concreting of the abutment stems
and cap was completed, using 70.20 cubic meters of M40 grade
concrete.

 Staging and Formwork: I

observed the erection of a complex
system of scaffolding and staging that
would support the entire weight of the
aqueduct and deck slab during
construction. This falsework is a
temporary but critical structure
designed to carry the dead load of the
wet concrete and construction loads.

FORMWORK

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 STAGING
 Superstructure Reinforcement: The reinforcement for the
inverted beams and the main slab of the aqueduct was placed. This
required careful adherence to the structural drawings, which
specified the bar diameters and spacing needed to handle the
combined loads of the water in the canal and the traffic on the bridge
deck.

Providing Stirrups and Reinforcement for Deck Slab

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Vertical Stirrups 500D bar used for the Construction

 Superstructure Concreting: The week culminated in the

major concrete pour for the aqueduct superstructure. A total of 47.50
cubic meters of M30 grade concrete was used for the main
aqueduct structure. I observed the use of needle vibrators to ensure
the concrete was properly compacted, especially around the
congested reinforcement in the inverted beams.

Concreting pipes used for conveying the Concrete from the Mixer to the
Work Site Region

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 Curing Of the Deck Slab

FRONTAGE VIEW OF OVERALL AQUEDUCT

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3.2.4 Week 4: Finishing Works and Approach Road
Construction
The final week of my internship focused on the ancillary structures and
the approaches to the new bridge.
 Retaining and Wing Walls: I observed the construction of the
retaining walls that flank the bridge approaches. This involved
formwork, reinforcement, and the pouring of M25 grade concrete.
 A key detail was the installation of filter media (245.25 cubic
meters) and 110mm dia. PVC seepage pipes (96.40 Rm) behind
the walls, a crucial drainage feature as specified in IRC:78 to relieve
hydrostatic pressure.

Seepage Pipe Laying of PCC

Laying of the Shuttering Work for the Retaining and Ring Wall

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 Soil Excavated for the Excavated Construction

 Backfilling: Behind the completed retaining walls, backfilling

operations began. This involved laying and compacting 2913.04
cubic meters of carted earth to 95% compaction for the general
embankment and 683.28 cubic meters to 97% compaction for the
layers directly supporting the road, as per MORTH Clause 305.

After the Backfilling Work to be done

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 Photography at the end of my Internship

 Concrete Pavement for Dual Carriageway Approach: To

connect the new, wider bridge to the existing dual-lane road,
concrete approach slabs were constructed.
o Process: The work began with a levelling course of M15
PCC (2.20 cubic meters). This was followed by the main M30
grade Reinforced Concrete Approach Slab (8.38 cubic
meters).
o Specifications: The design and construction of this rigid
pavement followed the principles of IRC:15 (Standard
Specifications for Construction of Concrete Roads) and
IRC:58 (Guidelines for the Design of Plain Jointed Rigid
Pavements). A critical feature I observed was the provision of
contraction joints using a 310mm wide PVC water stop,
which are essential to manage thermal expansion and prevent
random cracking in the concrete pavement.

3.3 Post-Internship Phase: Scheduled Finishing Works

(18.05.2024 - 28.08.2024)
Though my internship concluded on May 17, 2024, the project was
still far from complete. The following months were dedicated to curing,

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finishing the roadworks, and completing the canal and safety features
before the final handover.

Late May - June 2024: Superstructure Curing and

Earthworks
This period was critical for allowing the main superstructure to gain its full
design strength.
 Superstructure Curing: For a minimum of 28 days after the
main pour, the aqueduct and deck slab underwent intensive curing.
The entire surface was kept constantly moist using ponding
methods and wet hessian cloths to ensure proper hydration of the
M40 concrete, a process essential for achieving its 40 N/mm²
characteristic strength as per IS 456. No heavy construction activity
was permitted on the slab during this time.
 Formwork Stripping: After the initial curing period (typically 14-
21 days for vertical and slab elements), the formwork and staging
system were carefully dismantled.
 Continuation of Backfilling: Work continued on the
embankment approaches. The remaining volumes of carted earth
were brought in, laid in layers, and compacted to the specified 95%
and 97% proctor density as per MORTH Clause 305. Field density
tests were conducted to verify compaction levels.

July 2024: Approach Roads and Canal Lining

With the superstructure having achieved sufficient strength, the focus
shifted to completing the road and canal components.

 Concrete Pavement Works: The main concrete pavement for

the dual carriageway approaches was constructed. This involved
laying Pavement Quality Concrete (PQC), likely M40 grade, over a
prepared sub-base. Contraction and expansion joints were cut and
sealed as per IRC:57 to manage thermal stresses and prevent
cracking.

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  Canal Lining: The final lining of the canal bed and trapezoidal
walls inside the aqueduct was completed. A total of 20.86 cubic
meters of M30 grade concrete was used to create a smooth,
impermeable surface to ensure efficient water flow and prevent
leakage.
 Drainage System Construction: Work began on the
construction of the side drains along the re-graded approaches. This
involved casting the base slab, side walls, and cover slabs using
M15 and M25 grade concrete as specified in the estimate.

August 2024: Final Finishing and Project Handover

The final month was dedicated to the last details, safety features, and
preparing the bridge for its official opening.

 Safety and Finishing Works (August 1 - August 20):

o Railings: The installation of 37.16 meters of tubular steel
railings was completed.
o Joints: The contraction joints were filled and sealed with
approved materials.
o Road Furniture: Road markings were applied as per
IRC:35, and cautionary and informational signboards were
installed according to IRC:67.

 Final Inspection and Site Cleanup (August 21 - August

27): A final joint inspection was conducted by officials from the
Highways Department and the Water Resources Department to
ensure all aspects of the work conformed to the approved drawings
and specifications. The site was cleared of all construction
materials, equipment, and debris.
 Project Completion (August 28, 2024): With all works
completed and certified, the project was officially documented as
finished and prepared for handover, ready to be opened to traffic
and for the resumption of water flow in the canal.
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3.4 Design Methodology and Software
The structural design of the bridge-aqueduct project
demonstrates a robust and multi-layered verification process,
employing the most appropriate engineering methodologies for
each component to ensure comprehensive safety and durability.

For the complex superstructure, which includes the deck slab

and the integrated inverted beams of the aqueduct, a modern
computational approach was utilized. The analysis was performed
using STAAD Pro, a widely recognized finite element analysis (FEA)
software package. The STAAD input file details the modelling of the
structure with beam and plate elements to accurately simulate its
behaviour under various loads. The subsequent design of these
superstructure elements was carried out using the Limit State
Method, as evidenced by the application of factored load
combinations for Dead Load (DL), Live Load (LL), Water Pressure
(WP), and Earth Pressure (EP) in the design calculations.

In contrast, for the substructure components—the abutment

and the earth-retaining walls—which are primarily governed by
geotechnical interactions, a traditional and time-tested approach
was adopted. These elements were designed using the Working
Stress Method. This involved classical stability analyses to calculate
the Factors of Safety against global failure modes such as
overturning and sliding, ensuring the overall stability of the structure
against lateral earth and water pressures. This dual-pronged
approach is a hallmark of thorough engineering practice. It
leverages the power of FEA for analyzing the intricate stress
distributions in the concrete superstructure while relying on the
proven reliability of classical stability calculations for the soil-
structure interaction of the substructure, thereby ensuring a
comprehensive assessment of all potential failure modes.

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 3.5 Material Specifications
The selection of materials is critical to the structure's
performance and longevity. The design specifies distinct grades of
concrete and steel tailored to the structural demands of each
component:

 Concrete Grades:

M30 Grade Concrete: A high-strength design mix is specified for all

primary structural components of the superstructure, including the
aqueduct's inverted beams and slab, the abutment base slab, and
the abutment cap. This grade provides the necessary strength to
handle the combined loads from traffic, self-weight, and water
pressure over the main span, as well as the durability required for
direct exposure.

M25 Grade Concrete: This grade is specified for the abutment stem
and all retaining walls (base slab, stem, wing walls, and toe walls),
as well as for the ancillary drain structures. It offers a balance of
strength and economy suitable for these earth-retaining and water-
channelling elements.

M15 Grade Concrete: A leaner mix is used for Plain Cement

Concrete (PCC) works, primarily serving as a levelling course for
the foundations beneath the main structural elements.

 Steel Reinforcement:

Fe-500 Grade Steel: High-yield strength deformed (HYSD) bars of

this grade are specified for all main tensile reinforcement, providing
superior strength and allowing for more efficient structural design.

Fe-415 Grade Steel: This grade is specified for shear reinforcement

(stirrups), which is a common and effective practice in reinforced
concrete design.

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3.6 Design of Superstructure (Deck Slab and
Aqueduct)

The STAAD Pro analysis served as the foundation for the

superstructure design, providing precise values for the maximum
design moments and shear forces that the deck slab must resist.

The design was checked against factored load combinations,

such as 1.5(DL+LL+WP+EP), to ensure safety under the most
adverse conditions.

The deck slab is designed with a thickness of 350 mm. The

reinforcement is calculated based on the maximum moments from
the analysis.

For instance, the highest moment occurs in the shorter

(transverse) direction at the bottom of the slab, with a factored
design moment of Mu = 89.06 KN-m. To resist this, the design
specifies 20 mm diameter Fe-500 bars placed at a spacing of 200
mm center – to - center (c/c), providing an area of steel (Ast) of 1571
mm^2per meter width, which safely exceeds the required 724
mm^2.

A critical aspect of designing a water-retaining structure like an

aqueduct is the control of cracking to prevent leakage and ensure
durability.

The design report includes a detailed crack width calculation as per

the guidelines of IS 3370. For the maximum moment case, the
calculated crack width is 0.0695 mm.

This is well below the permissible limit of 0.1 mm for structures

subjected to severe exposure conditions, confirming that the design
provides excellent serviceability and long-term water tightness.

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 3.7 Design of Substructure (Abutment and Retaining
Walls)

The design of the substructure focused on ensuring global stability

against lateral forces. For the main abutment, a comprehensive
stability analysis was performed using the Working Stress Method.

The analysis meticulously calculated all vertical forces (from

concrete self-weight, earth fill, and live load surcharge) and
horizontal forces (from earth pressure and braking forces).

The resisting moments generated by the vertical forces were found

to be 387,961 kg-m, while the overturning moments from horizontal
forces were 99,750 kg-m.

This yields a Factor of Safety against Overturning of 3.89, which is

significantly greater than the required minimum of 2.0, indicating
excellent stability.

Similarly, the Factor of Safety against Sliding was calculated to be

2.38, comfortably exceeding the required minimum of 1.5.

Following the stability check, the individual components of the

abutment were designed. The vertical stem, which retains the main
backfill, was designed to resist a bending moment of 76,578 kg-m.
This requires an area of steel of 3679 mm^2, for which the design
specifies 25 mm diameter bars at 125 mm c/c.1Similar detailed
calculations were performed for the heel and toe slabs of the
foundation.

 This rigorous design process was not limited to a single, one-size-

fits-all solution. The project documentation includes separate,
complete design calculations for retaining walls of two different
heights: 9.5 meters and 7.5 meters.

 This demonstrates a scalable and modular design approach,

reflecting a commitment to value engineering. As the road is lowered
to pass under the aqueduct, the height of the retaining walls required
along the approaches will naturally vary.

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 By creating tailored designs for different height requirements, the
engineers have optimized the use of materials. For example, the 9.5m
wall stem requires 25 mm reinforcement bars, whereas the shorter 7.5m
wall stem requires only 20 mm bars.1 This avoids the wasteful and costly
practice of over-designing the entire length of the retaining walls based on
the single maximum height, leading to significant savings in steel and
concrete.

Table 4: Summary of Reinforcement Design for Major

Structural Components

Structural Component Location Bar Diameter Spacing (mm

(mm) c/c)

Stem (Main Vertical) 25 125

Abutment Heel Slab (Top) 20 125

Toe Slab (Bottom) 20 125

Stem (Main Vertical) 25 100

Retaining Wall (9.5 m) Heel Slab (Top) 20 100

Toe Slab (Bottom) 20 100

Stem (Main Vertical) 20 100

Retaining Wall (7.5 m) Heel Slab (Top) 16 125

Toe Slab (Bottom) 16 125

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 Bottom (Shorter Dir.) 20 200

Bottom (Longer Dir.) 12 100

Aqueduct Deck Slab

Top (Shorter Dir.) 12 100

Top (Longer Dir.) 12 100

CHAPTER 4

SKILLS AND KNOWLEDGE GAINED: BRIDGING

ACADEMICS AND PRACTICE
The 28-day internship at the Anjugramam bridge and aqueduct
construction site provided a dynamic learning environment where I could
connect my theoretical academic knowledge with real-world engineering
challenges. The experience was instrumental in developing a wide range
of skills, reinforcing the concepts learned in my Bachelor of Engineering
program.

4.1 Application of Technical Coursework

I was able to deepen my understanding of core engineering principles
by seeing them applied in a live project setting, which brought my
academic subjects to life.
 Engineering Graphics and Building Drawing: My
proficiency in reading complex construction drawings was a direct
application of my coursework. I frequently referenced the General
Arrangement Drawing (GAD), structural plans, and Bar Bending
Schedules (BBS), translating the 2D representations from my
Engineering Graphics course into the 3D reality of the construction
site.

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  Concrete Technology and Building Materials: My studies
in Concrete Technology were practically reinforced. I gained a
hands-on understanding of the importance of mix design, especially
for the high-performance M40 grade concrete used in the project.
I saw how admixtures were used to achieve workability, a concept I
had previously only studied in theory.
 Design of Concrete Structures and Indian Standards:
The internship was a practical masterclass in the application of
Indian Standards. I saw the direct implementation of:
 IRC:6 & IRC:112, which I was introduced to in my
Transportation Engineering and Design of Concrete
Structures courses, for calculating design loads and
designing the bridge.
 IS 456:2000, the foundational code from my Reinforced
Concrete Design class, for all fundamental RCC work.
 IS 1786, specifying the properties of the Fe-500 grade steel
we used, linking back to my Strength of Materials course.

4.2 Practical Skills from Laboratory and Field Courses

Many of the practical skills I developed were extensions of the hands-
on work from my academic labs.

 Surveying I & II: I observed the site surveyors using leveling

instruments to transfer grid lines and elevations from the drawings
to the site. This was a real-world application of the principles I
learned in my Surveying courses and practiced in the Surveying
Lab, ensuring components like the foundation at 97.250 m and the
aqueduct slab were constructed at their exact design elevations.
 Concrete and Materials Testing Lab: The on-site quality
control procedures were a practical extension of my lab work. I
witnessed several slump tests (IS 1199), which I had performed in
the Concrete Lab, used to check the workability of fresh concrete.
Similarly, observing the casting of concrete cubes for compressive

43 | P a g e
 strength testing (IS 516) gave me a practical context for the cube
tests I had conducted in my coursework.
 Construction Technology: The logical sequence of
construction—from excavation and formwork to reinforcement and
concreting—brought my Construction Technology course to life. I
understood the dependencies between different activities and the
importance of proper methodology, such as inspecting
reinforcement for correct cover and alignment before a concrete
pour.

4.3 Professional Skills and Management Principles

Beyond the technical aspects, the internship provided valuable insights
into the professional side of engineering.

 Construction Planning and Management: I gained practical

insight into the complexities discussed in my Construction
Management course. I observed the site engineer's daily
coordination of labor, materials, and machinery, and the critical
importance of scheduling the main work within the irrigation closure
period to minimize social and economic impact.

 Engineering Problem-Solving: The unexpected severe

rainfall provided a real-world case study in problem-solving.
Witnessing the team's rapid response, including dewatering and
protecting fresh concrete, was a powerful lesson in applying
engineering logic and resource management under pressure, a core
theme throughout my engineering education.

 Technical Communication: My regular interactions with the

site engineer, supervisors, and skilled workforce improved my ability
to ask technical questions and understand instructions. This was a

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 practical application of the principles learned in my Professional
Communication course, adapted to a construction environment.

 Professional Ethics and Safety: I learned the importance of

site safety protocols, including the mandatory use of Personal
Protective Equipment (PPE). This provided a practical dimension to
the discussions on professional responsibility and ethics in my
engineering coursework.

4.4 Rate Analysis

 Each of the 26 work items has a carefully calculated unit rate,
derived from a detailed rate analysis that considers the fundamental
costs of materials, labour, and machinery.1 This bottom-up approach
ensures accuracy and transparency in the cost estimate.

 For example, the unit rate for M15 Plain Cement Concrete is
calculated as Rs. 5,690.64 per Cum. This figure is derived by
summing the cost of the constituent materials (9.00 Cum of 40mm
broken metal and 4.50 Cum of cement mortar, the cost of which is
itself derived from the base rates for cement and crushed stone
sand) and the cost of the required labour (1.80 Mason-days and
31.80 Mazdoor-days) for producing 10 Cum of concrete.

 Similarly, the unit rate for supplying and fabricating Fe-500 steel
reinforcement is Rs. 94,804.27 per MT. This comprehensive rate
includes not only the basic cost of the steel itself (Rs. 60,886.45/MT,
inclusive of storage charges) but also the cost of ancillary materials
like binding wire and, critically, the labour cost for skilled fitters to
clean, straighten, cut, bend, and place the reinforcement bars in
their final position as per the structural drawings

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 Table 5: Abstract of Cost

Cost Category Estimated Amount (Rs.)

Part A: Direct Cost of Works

1. Dismantling & Earthwork 13,13,326
2. Concrete Works (PCC & RCC) 71,38,202
3. Steel Reinforcement & Fabrication 50,48,802
4. Miscellaneous Works (Railing, Drains, etc.) 6,17,415
Sub-Total (Direct Cost) 1,41,17,745

Part B: Provisions & Contingencies

1. Goods and Service Tax (GST) @ 18% 25,41,194

2. Labour & Employment Welfare Fund @ 1% 1,66,589
3. Escalation Charges @ 3% 4,99,768
4. Road Safety Furniture @ 2% 3,33,179
5. Shifting Utilities Charges 5,00,000
6. Quality Control Charges @ 1% 1,66,589
7. Advertisement Charges 1,66,589
8. Petty Supervision & Contingencies 15,08,347
Sub-Total (Provisions) 58,82,255
GRAND TOTAL (A + B) 2,00,00,000

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CHAPTER 5
CHALLENGES FACED AND SOLUTIONS IMPLEMENTED
While the construction of the Anjugramam bridge and aqueduct was
a well-planned project, it was not without its challenges. The internship
period provided a valuable, real-world lesson in how engineering teams
must adapt to unforeseen circumstances. The most significant challenge
encountered was the onset of unexpected and severe monsoon rainfall,
which occurred during the critical substructure construction phase.

5.1 Challenge: Severe Monsoon Rainfall During

Substructure Construction
During the second week of my internship, after the foundation base
slabs had been cast and formwork for the abutment stems was being
erected, the region experienced several days of intense and continuous
rainfall. This created a series of immediate and critical problems for the
project.

5.1.1 Immediate Impact of the Rainfall

 Flooding of Foundation Pits: The primary issue was the rapid
flooding of the excavated pits for the abutments and retaining walls.
The water level rose quickly, submerging the working area and
halting all construction activities.
 Risk to Reinforcement Steel: The exposed reinforcement
cages for the abutment and retaining wall stems, which were already
partially fixed in place, were submerged. This posed a significant
risk of rust and corrosion, which could compromise the bond
strength with the concrete and affect the long-term durability of the
structure.
 Damage to Fresh Concrete: While the base slabs had been
cast, some of the concrete was still in the early stages of curing. The
heavy rain threatened to wash away the surface cement paste,
creating a weak, porous layer known as laitance and altering the
critical water-cement ratio of the mix.

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  Soil Destabilization: The saturation of the soil at the bottom and
sides of the excavated pits raised concerns about its stability and
load-bearing capacity, a critical factor for the foundation's integrity.
 Project Delays: All on-site work, including formwork erection,
reinforcement tying, and concreting, came to an immediate
standstill, putting the project schedule at risk.

Rainfall during the Deck Slab Construction and Dewatering done

periodically during laying of the foundation for the Retaining Wall

5.2 Solution: Swift and Systematic Site Management

The site engineering team, led by the project engineer, implemented
a systematic and effective response to mitigate the impact of the rainfall.
I observed the following solutions being put into action.

5.2.1 Immediate Countermeasures

 Continuous Dewatering: The first priority was to remove the
accumulated water. High-capacity dewatering pumps were brought
to the site and operated around the clock to clear the flooded
foundation pits.
 Protection of Concrete and Steel: All freshly cast concrete
surfaces were immediately covered with heavy-duty tarpaulins. This
prevented the direct impact of raindrops from washing away the
cement and protected the surface from damage. Exposed sections
of the reinforcement cages were also covered where possible.

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5.2.2 Post-Rainfall Recovery and Quality Assurance
Once the rain subsided and the water was pumped out, a thorough
quality assurance process was initiated before resuming work.
 Inspection of Foundation Base: The soil at the bottom of the
foundation pits was carefully re-inspected by the site engineer to
check for any signs of loosening or softening. In areas where the
base was compromised, the softened soil was removed, and the
area was re-compacted with a fresh layer of granular material before
proceeding.
 Cleaning of Reinforcement: The reinforcement bars that had
been submerged were thoroughly cleaned of any mud and surface
rust using wire brushes. A final inspection was done to ensure they
were free of any loose material that could weaken the bond with the
new concrete.
 Surface Preparation for Concrete Joints: The top surfaces
of the previously cast base slabs were prepared for the next
concrete pour. The laitance that had formed due to the rain was
removed using wire brushes and high-pressure water jets to expose
the coarse aggregate. This "roughening" of the surface is a standard
practice as per IS 456 to ensure a strong construction joint between
the old and new concrete layers.

5.3 Lessons Learned from the Challenge

This experience was a powerful practical lesson that went beyond any
textbook. I learned that:
 Contingency Planning is Essential: Construction projects,
especially those involving extensive earthwork, must have
contingency plans for adverse weather. The ready availability of
dewatering pumps and protective coverings was a result of good
planning.
 Quality Control is Non-Negotiable: The team did not simply
resume work after the rain stopped. The systematic inspection and
rectification of the foundation base, reinforcement, and concrete
surfaces ensured that the quality and long-term integrity of the
structure were not compromised.
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  Adaptability is a Key Engineering Skill: The ability of the
site engineer to quickly assess the situation, prioritize tasks, and
deploy resources effectively was a clear demonstration of practical
problem-solving in a high-pressure environment.

5.2 Time Constraint and Working Period

 The entire construction schedule is dictated by a single, immovable
external constraint: the operation of the Maruthuvazhmalai Main
Canal. The project proposal explicitly states that the work must be
executed during the "irrigation closure period," which provides a
very narrow window from the end of March to mid-June each year.
 This three-month period is the only time when the canal is
dewatered, allowing for the safe demolition of the old aqueduct and
the construction of the new one. This critical time constraint
demands meticulous planning, efficient execution, and proactive
management of labour and materials to ensure that all in-stream and
overhead works are completed before the canal is recharged with
water.

5.3 Traffic Management Strategy

The combination of the tight construction schedule and the physical
constraints of the site has led to a decisive traffic management
strategy. The project plan proposes the complete closure of the
Anjugramam Road to all traffic for the duration of the construction
period. This measure, while disruptive, is deemed necessary to
allow for the safe and rapid execution of the work without the
hazards and delays associated with managing live traffic adjacent
to heavy construction activities.

 The proposal notes that establishing a temporary diversion road

immediately adjacent to the worksite is "not feasible." The reason
cited is the presence of the Maruthuvazhmalai main canal on a high
embankment, which would make the construction of a safe and
stable temporary bypass prohibitively complex and time-consuming.

 Therefore, instead of a local diversion, the strategy relies on

rerouting traffic onto the "existing other roads" in the regional
network. This will require clear communication with the public and
effective signage well in advance of the closure to guide motorists
50 | P a g e
 along the designated alternative routes, minimizing confusion and
managing the temporary disruption to the region's travel patterns.

CHAPTER 6

CONCLUSION
My 28-day industrial training with TTR Construction on the
"Reconstruction of Minor Bridge at Km 4/8 of Anjugramam Road" provided
an invaluable and comprehensive learning experience. This internship
served as a critical bridge between the theoretical principles learned in my
academic curriculum and the practical, on-the-ground realities of a
complex civil engineering project. The opportunity to witness the
reconstruction of a dual-purpose structure—a bridge and an aqueduct—
offered a unique and holistic view of the construction industry.

6.1 Achievement of Objectives

Reflecting on my initial goals, I can confidently state that the internship
was a success in achieving them:
 I gained practical knowledge of bridge construction, observing the
entire sequence from substructure to superstructure.
 I developed a clear understanding of project management,
including site supervision, resource coordination, and daily work
planning.
 I learned and witnessed the application of standard quality control
procedures as per PWD and Indian Standards, particularly in
concrete and reinforcement work.
 I studied the dual functionality of the structure, appreciating the
engineering solution required to integrate transportation and water
resource needs.
 I became proficient in interpreting structural drawings and seeing
how they translate into a physical structure.

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  Finally, I developed crucial professional skills in communication,
problem-solving, and understanding on-site safety protocols.

6.2 Reflection on the Experience

The internship exceeded my expectations by providing a dynamic
and challenging environment. The experience of dealing with unforeseen
issues, such as the severe monsoon rainfall, was particularly instructive.
It highlighted that civil engineering is not just about applying formulas and
designs, but also about adapting to real-world conditions, managing risks,
and ensuring quality is never compromised.
Observing the coordination between different government departments—
the Highways Department and the Water Resources Department—also
gave me an appreciation for the administrative and logistical complexities
involved in public infrastructure projects.

6.3 Value for Future Career

This training has solidified my passion for a career in the
construction and infrastructure sector. The hands-on exposure to
structural work, quality control, and site management has provided me
with a strong practical foundation that will be immensely beneficial in my
future studies and professional endeavors. I now have a much clearer
understanding of the roles and responsibilities of a site engineer and the
skills required to succeed in this field.
In conclusion, my time with TTR Construction was a highly rewarding
experience that has equipped me with practical skills, professional
insights, and a renewed enthusiasm for the field of civil engineering.

COMPREHENSIVE PROJECT LOG

This log provides a summary of activities for the Anjugramam bridge
project, detailing the works completed before, during, and after my
industrial training period.

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PRE-INTERNSHIP PHASE (01.04.2024 - 16.04.2024)
This section outlines the critical preparatory work completed by the
TTR Construction team before my internship commenced.

 Week 1 (01.04.2024 - 07.04.2024): Site Mobilization and

Demolition
 01.04.2024: Project site officially mobilized. Erection of site
office, storage facilities, and safety barricades.
 02.04.2024 - 05.04.2024: Systematic dismantling of the old
masonry arch bridge began using hydraulic excavators with
rock breakers, as per MoRTH Clause 202. Traffic was
officially diverted to alternative routes.
 06.04.2024 - 07.04.2024: Debris from the dismantled
structure (approx. 329 cubic meters) was cleared from the
site and transported to a designated disposal yard.

 Week 2 (08.04.2024 - 16.04.2024): Earthwork and Foundation

Excavation
 08.04.2024 - 12.04.2024: Major earthwork excavation for
lowering the road alignment began, in line with MoRTH
Clause 301. A significant volume of earth (over 5,083 cubic
meters) was removed to achieve the new proposed road level
of 99.400 m.
 13.04.2024 - 16.04.2024: Precise excavation for the abutment
and wing wall foundations commenced, targeting the final
foundation bottom level of 97.250 m. The work involved
careful trimming of the pit base and setting up dewatering
pumps in anticipation of groundwater seepage.
DURING INTERNSHIP PHASE (17.04.2024 - 17.05.2024)
This is the detailed, day-by-day log of my 28-day training period.
 Day 1 (17.04.2024): Reported to the site and met with the Site
Engineer, Mr. T. Nigil. Received a comprehensive safety induction
(PPE requirements) and a project overview. Toured the site to
understand the layout.
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 Day 2 (18.04.2024): Studied the General Arrangement Drawing
(GAD) and structural plans. Observed the final trimming of the
excavated foundation pits for the abutments and wing walls.
 Day 3 (19.04.2024): Watched the preparation for Plain Cement
Concrete (PCC). Learned how the base is compacted before laying
the M15 grade PCC.
 Day 4 (20.04.2024): Observed the laying and levelling of M15 PCC
for the main abutment foundations.
 Day 5 (21.04.2024): Focused on reinforcement work. Learned to
read the Bar Bending Schedule (BBS) and observed the steel
workers cutting and bending Fe-500 grade steel bars.
 Day 6 (22.04.2024): Watched the placement of the reinforcement
cage for the Abutment Base Slab, ensuring correct cover (75mm).
 Day 7 (23.04.2024): Site closed for the weekend. Reviewed design
calculations.
 Day 8 (24.04.2024): Observed the erection of formwork for the
Abutment Base Slab and retaining wall footings.
 Day 9 (25.04.2024): Witnessed the pouring of M40 concrete for the
Abutment Base Slab. Observed slump tests and cube casting.
 Day 10 (26.04.2024): Heavy rainfall began, halting all site work.
Watched the team cover fresh concrete with tarpaulins.
 Day 11 (27.04.2024): Rainfall continued; foundation pits flooded.
Observed the deployment of dewatering pumps.
 Day 12 (28.04.2024): Dewatering operations continued. Inspected
submerged reinforcement for rust and mud.
 Day 13 (29.04.2024): Rain stopped. The team cleaned the
reinforcement bars and prepared the base slab surface for the next
concrete pour.
 Day 14 (30.04.2024): Observed the erection of formwork and tying
of reinforcement for the Abutment stem walls.
 Day 15 (01.05.2024): Public Holiday (May Day). Site closed.
 Day 16 (02.05.2024): Concreting of the Abutment stems (M40
grade). Witnessed strict quality control.

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 Day 17 (03.05.2024): Curing operations for the abutment walls
began. Observed formwork erection for the first lift of the retaining
walls.
 Day 18 (04.05.2024): Reinforcement tying for the 9.5m and 7.5m
high retaining walls was in progress.
 Day 19 (05.05.2024): Site closed for the weekend.
 Day 20 (06.05.2024): Pouring of M25 grade concrete for the first lift
of the retaining walls.
 Day 21 (07.05.2024): Observed the installation of filter media and
PVC seepage pipes behind the completed section of the retaining
wall.
 Day 22 (08.05.2024): Continuous work on the retaining and wing
walls.
 Day 23 (09.05.2024): Observed formwork stripping for the first lift of
the retaining walls.
 Day 24 (10.05.2024): Reinforcement tying for the second lift of the
retaining walls was in progress.
 Day 25 (11.05.2024): Concreting of the second lift of the retaining
walls (M25 grade).
 Day 26 (12.05.2024): Site closed for the weekend.
 Day 27 (13.05.2024): Observed the construction of the abutment
cap.
 Day 28 (14.05.2024): Backfilling behind the completed sections of
the retaining walls began.
 Day 29 (15.05.2024): Began observing the erection of the
scaffolding and staging system (falsework) for the main aqueduct
superstructure.
 Day 30 (16.05.2024): Falsework erection continued. Learned about
the design calculations for the staging.
 Day 31 (17.05.2024): Final day of internship. Reviewed project
documents and submitted for final sign-off.

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POST-INTERNSHIP PHASE (18.05.2024 - 28.08.2024)
This section outlines the scheduled activities to complete the project after
the conclusion of my training.
 Late May 2024: Superstructure Construction
o 18.05.2024 - 25.05.2024: Completion of falsework and
formwork for the aqueduct. Meticulous placement and tying of
the entire superstructure reinforcement (approx. 6.24 tonnes).
o 26.05.2024: Concreting of the main aqueduct and deck slab
superstructure (approx. 47.50 cubic meters of M40 grade
concrete).
 June 2024: Curing and Earthworks
o 27.05.2024 - 23.06.2024: Intensive curing of the
superstructure for a minimum of 28 days using ponding
methods and wet hessian cloths to ensure full strength
development.
o 24.06.2024 - 30.06.2024: Careful stripping of the
superstructure formwork and dismantling of the staging
system. Continuation of backfilling and compaction of earth
behind all retaining walls.
 July 2024: Approach Roads and Canal Works
o 01.07.2024 - 15.07.2024: Construction of the RCC Approach
Slabs (8.38 cubic meters of M30 concrete) to provide a
smooth transition to the bridge deck.
o 16.07.2024 - 31.07.2024: Construction of the concrete
pavement for the dual carriageway approaches, following
IRC:15. This includes laying Pavement Quality Concrete
(PQC) and cutting/sealing joints. Final lining of the canal
inside the aqueduct (20.86 cubic meters of M30 concrete).
 August 2024: Final Finishing and Project Handover
o 01.08.2024 - 20.08.2024: All finishing works, including the
installation of 37.16 meters of tubular steel railings,
construction of side drains, and installation of road safety
furniture (signboards and road markings as per IRC:67 and
IRC:35).

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 o 21.08.2024 - 27.08.2024: Final joint inspection by officials
from the Highways Department and WRD. General site
cleanup and demobilization.
o 28.08.2024: Project officially documented as complete and
prepared for final handover and opening to the public.

FINAL OUTCOME

01/04/2024 10/09/2024

During Construction After Completion of Work

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 Table 6: Material Sourcing and Lead Distance Analysis

Material Source Location Lead Distance (km)

40mm & 20mm Metal Quarry at km 228/6 of NH7 11.30

Crushed Stone Sand Kaliyankadu road at km 5/8 16.00

Gravel Anjugramam road at km 4/4 ~1.0

Cement Local Dealer's Godown / Local

Stockyard

Steel Local Dealer's Godown / Local

Stockyard

REFERENCES

The design, execution, and quality control of the "Reconstruction of

Minor Bridge at Km 4/8 of Anjugramam Road" were governed by the
following codes, standards, and specifications.
Indian Roads Congress (IRC) Codes

 IRC: 5 - 2015: Standard Specifications and Code of Practice for

Road Bridges, Section I – General Features of Design.

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  IRC: 6 - 2017: Standard Specifications and Code of Practice for
Road Bridges, Section II – Loads and Stresses.
 IRC: 15 - 2017: Standard Specifications and Code of Practice for
Construction of Concrete Roads.
 IRC: 58 - 2015: Guidelines for the Design of Plain Jointed Rigid
Pavements for Highways.
 IRC: 64 - 1990: Guidelines for Capacity of Roads in Rural Areas.
 IRC: 73 - 1980: Geometric Design Standards for Rural (Non-Urban)
Highways.
 IRC: 78 - 2014: Standard Specifications and Code of Practice for
Road Bridges, Section VII – Foundations and Substructure.
 IRC: 112 - 2020: Code of Practice for Concrete Road Bridges.

Bureau of Indian Standards (IS) Codes

 IS 280: 2006: Specification for Mild Steel Wire for General

Engineering Purposes.
 IS 456: 2000: Plain and Reinforced Concrete - Code of Practice.
 IS 516 (Part 1): 2018: Hardened Concrete — Methods of Test, Part
1: Strength of Hardened Concrete.
 IS 1199: 1959: Methods of Sampling and Analysis of Concrete.
 IS 1786: 2008: High Strength Deformed Steel Bars and Wires for
Concrete Reinforcement — Specification.
 IS 2502: 1963: Code of Practice for Bending and Fixing of Bars for
Concrete Reinforcement.
 IS 2720 (Part 28): 1993: Methods of Test for Soils: Part 28,
Determination of Dry Density of Soils, In-Place, by the Sand
Replacement Method.
 IS 3764: 1992: Safety Code for Excavation Work.

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  IS 14687: 1999: Falsework for Concrete Structures — Guidelines.
 IS 15058: 2002: PVC Water Stops - Specification.

Other Specifications

 Ministry of Road Transport and Highways (MoRTH): Specifications

for Road and Bridge Works, Fifth Revision, 2013

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APPENDICES

APPENDIX A: DETAILED ESTIMATE

This appendix contains the abstract estimate and detailed

breakdown of costs for all work items, including quantities, rates, and
amounts for materials and labour.

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APPENDIX B: STRUCTURAL DRAWINGS

This appendix includes the complete set of structural drawings for the
project:
 General Arrangement Drawing (GAD)
 Sectional Details of the Aqueduct and Underpass
 Abutment and Retaining Wall Details
 Reinforcement Details for all structural components

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APPENDIX C: DESIGN CALCULATIONS

This appendix contains the detailed structural design calculations

performed for the key components of the bridge and retaining walls,
including:
 Design of Abutment
 Design of Retaining Walls (9.5m, 7.5m, 5.5m, and 3.5m heights)
 Stability Analysis (Overturning and Sliding checks)
 Reinforcement calculations for Stem, Heel, and Toe slabs.

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APPENDIX D: BAR BENDING SCHEDULE (BBS)

This appendix provides the detailed Bar Bending Schedules for all
reinforced concrete components, specifying the diameter, shape, length,
and quantity of steel reinforcement required.

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APPENDIX E: MATERIAL SPECIFICATIONS AND RATES

This appendix includes the official proceedings from the Public

Works Department (PWD) specifying the basic cost for cement and steel
for the year 2022-2023, along with the calculated material rates used in
the project estimate.

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