UNIVERSITY OF DAR ES SALAAM

COLLEGE OF ENGINEERING AND TECNOLOGY (COET)

DEPARTMENT OF WATER RESOURCES ENGINEERING (WRE)

PRACTICAL TRAINING REPORT - 02

ACADEMIC YEAR 2020/2021
PROJECT TITLE: CONSTRUCTION OF NEW SELANDER BRIDGE AND
ITS CONNECTING ROADS
NAME: MRISHO, ADAM H

REG NO: 2019-04-08063

DEGREE COURSE: BSc. IN CIVIL ENGINEERING

PT- COMPANY: GS ENGINEERING AND CONSTRUCTION

CORPORATION

TRAINING OFFICERS: Eng. SAMAMBILE YUMBU – Site Engineer

Eng. IDRISA RWEHUMBIZA– Bridge Engineer

UNIVERSITY SUPERVISOR: MR. YOHAKIMU MYAMBA

PT- DURATION: 8 weeks, 26th July 2021 – 17th September 2021

Preface

This practical training report gives an in-depth of what I had experienced during my eight
weeks of Practical Training with GS Engineering and Construction Corporation at Selander
Bridge and its connecting roads. My training was based on Road Construction, Laboratory
tests, waterproofing and in which all made me feel responsible as engineer together with the
people I worked with. Also, I gained much knowledge and appreciation of civil engineering
practice since it had let me know the day to day life and tasks that the engineer deals with and
how he/she is required to work while at site.

This report contains all activities that were done during the field practical training period
starting from arriving at the company up to the end of field practical training.
Acknowledgement

I would like to thank The Almighty God for granting me good health to be able to complete
my practical training at GS E&C and write up this report.

Much appreciation to University of Dar es Salaam, College of Engineering and Technology

for approving my practical training at TANROADS who would then allocate me to the
contractors GS E&C but for also allowing me to study and learn the courses that a civil
engineer must be aware of at the campus.

Also, I wish to express my gratitude to my training officers; Eng. Samambile Yumbu and
Eng. Idrisa Rwehumbiza for providing me with a lot of skills that I could not attain from the
class practically and even theoretically. Also company Engineers, Eng. Sungi Bubinza , Eng.
Domician Deogratias, Eng. Acme Mutabilwa and many others for much support to my
completion of this task.

Moreover, I would like to thank to my academic supervisor, Mr. Yohakimu Myamba for
visiting us at project sight and asking us question that could brain open our mind and attain
more skills.

Without forgetting, I am much thankful to all my fellow students whom we were co-
operating together at the site; my fellow students from UDSM and other colleagues of DIT
who we met while doing our field training.

Lastly with sincerity, I would like to thank my family for the support that they had shown me
while I was conducting my Practical Training.
Table of content

Training Certificate

Preface………………………………………………………………………………………1

Acknowledgement………………………………………………………………………….2

List of tables and figures………………………………………………………......3

1. Chapter One: General report

 Company Information……………………….……………………..4
2. Chapter Two: Project summary…………………………………………...7
3. Chapter Three: Logbook and weekly summary
 Week One………………………………………………………...8
 Week Two………………………………………………………..11
 Week Three………………………………………………………14
 Week Four………………………………………………………..17
 Week Five………………………………………………………..19
 Week Six…………………………………………………………21
4. Chapter Four: Problems and Recommendation………………………….23

List of figures

Fig. 1: Adjusting beams above column………………………....………………….....8

Fig. 2: Cutting the steel column …………………...………..………………………..8
Fig. 3: The road in which a slope has to be designed ………………….……………11
Fig. 4: SARIS(Scintrex Automated Resistivity Imaging System)…………………..11
Fig. 5: Construction of 150m Borehole....……………………………….…………..12
Fig. 6: Arrival of G15………………………………………..………………………14
Fig. 7: Excavator………………………………………..............................................14
Fig. 8: Motor Grader cutting to required level…...…………………………………..16
Fig. 9: Setting formwork for cattle
pathway…………………………………………..17
Fig. 10: Setting formwork for sheep/goat pathway…….…………………………….17
Fig. 11: Wall Plastering………………………………………………………………19
Fig. 12: Bringing of machines………..……………………………………................21
CHAPTER ONE: GENERAL REPORT

INTRODUCTION
COMPANY INFORMATION

i. About GS E&C
The Company was founded in 1969 with its current headquarters at Seoul, South
Korea. GS E&C is a Korea based global EPC (Engineering, Procurement and
Construction) contractor having wide range of experience in refineries, gas and
petrochemical plants providing design and construction services.
The company has established its status as a top-ranking company since its
foundation in 1969 by achieving tremendous growth in the fields of architecture,
civil engineering, housing, environment and power plant across the globe.

ii. Expertise
The company has been engaged in the fields of architecture, civil engineering,
housing, environment and power plants.
The company has been working as an engineering-procurement-construction
contractor working in the fields of oil, gas, and petrochemical projects; designs
and environmental facilities (sewage system maintenance, sewage and wastewater
treatment, building industrial incineration facilities). It provides a solution for
providing EPC and commission of thermal and combined cycle power plant
projects as well as nuclear power projects.

iii. Mission Statement and Values System

o Mission Statement
“Dreaming about Tomorrow with Clients, Creating New Values for
Them”. It represents the company’s strong will to create new values for its
stakeholders and fulfill its social responsibilities for a better tomorrow for
all.
 Dream for a Better Tomorrow – The company dreams for a better
future thus cultivating and realizing the potential of business and
 people, and its passion and readiness to face challenges help create
a better future.
 Creation of Value of Lifestyle – The company aims to improve the
value of life. It creates tangible and intangible value to make life
more comfortable and pleasant, helping everyone enjoy a higher
quality of life.

o Values System
The core values of GS E&C revolve around:
 Safety – Consider safety the top priority and change oneself
first
 Fair HR Management – Stick to the basics, respect one another,
and cultivate a result- oriented culture
 Solution Finding – Always keep in mind and execute realistic
ideas
These core values reflect the Company’s ideals and principles and hence serve
as guidelines for its officials in the conduct of their responsibilities.

iv. Quality Management

GS E&C seeks to improve its customers’ values under its management philosophy
“We think and act from the customers’ perspective to be by their side at all
times.” The company continues to identify customers’ needs through regular
customer satisfaction surveys. It reflects the outcome in employee education and
training while taking immediate actions on them. Based on its customer-oriented
mindset, the company will continue to diversify its communication channels with
customers and promote continuous quality innovations to deliver its customers the
best values possible.

v. Safety and Health Management

GS E&C considers safety and health as being the highest value it must pursue in
order to continuously achieve sustainable business success. It is pushing for field-
oriented safety and health management to achieve ‘Zero Accidents’ based on the
participation and compliance of all members from management to executives and
 employees. The company is continuously striving to strengthen its Safety and
Health competency with the smart safety management system and incorporating
new technologies towards enhanced safety awareness and behavioral change.

vi. Ethics Management

GS E&C established its Code of Ethics in 1994 as the basis for its ethical
management to become a company trusted by its customers and society as a whole
through transparent and fair business practices. It has continued to enhance its
ethical management through training and education as well as further systematic
arrangements.
The Promotion Directions of Ethical Management include;
 Continuous improvement of ethical management policies and systems
 Management and supervision of employees’ sound work ethics
 Enhancement of training and PR to boost ethical awareness
 Establishment of strict sanctions on unethical behavior
vii. Management (Board of Directors)
Established to reflect stakeholder opinions, GS E&C’s sustainable governance
structure is centered on the Board of Directors (BOD), the highest decision-
making body. To fulfill sustainable management, GS E&C manages economic,
environmental and social issues through committees under the BOD.

BOD

Audit Committee ESG Committee

(Determining Environmental,
(Supervision of accounting and Social and Governance strategies
major Corporate decisions)
and regulations)

Outside Director Recommendation Committee on Internal

Committee Transactions
(Recommendation of outside (Reviewing & evaluating internal
directors to annual general transactions, and suggesting
meetings) corrections)

SHAREHOLDERS (Year 2020 Base)

 Order Division Ownership
1 Domestic Investors 46.3%
2 Foreign Investors 27.3%
3 Major Shareholders 25.5%
4 Treasury Stock 0.9%

viii. Company Staff List

The Contractor’s staff consist of the following people:

No. NAME POSITION NATIONALITY GENDER

FOREIGN STAFF
1. Kim, Tak Sam Project Manager Korean Male
2. Lee, Sang Hun Planning Manager Korean Male
3. No, Kyung Min Road Engineer Korean Male
4. Kim, Jin Hwan Administration Manager Korean Male
5. Kweon Jae Hyun Bridge Engineer Korean Male
6. Della Porquez Contracts Manager Philippines Female
Capicenio
7. Seo Junho Construction Manager Korean Male

LOCAL STAFF
1. Meshak Deus HR & Administration Tanzanian Male
Manager
2. Florah Rugina Accountant Tanzanian Female

3. Sonia Gangata Assistant Accountant Tanzanian Female

4. John Sosthenes Administrative Assistant Tanzanian Male
5. Vides Sanga Planning Engineer Tanzanian Male
6. Judith Kindamba Document Controller Tanzanian Female
7. Marcelina Mmuni Assistant Document Tanzanian Female
Controller
8. Jackline Raphael Quantity Surveyor Tanzanian Female
9. Acme Mutabilwa HSE Manager Tanzanian Male
10. Alfred Maira HSE Assistant Tanzanian Male
11. Idrisa Rwehumbiza Bridge Engineer Tanzanian Male
12. Peter B. Kyungai Road Site Manager Tanzanian Male
13. Domician Deogratias Road Site Engineer Tanzanian Male

14. Geofrey Rutagengwa Site Surveyor Tanzanian Male

15. Mary Khathola QA/QC Engineer Tanzanian Female
16. Sungi Bubinza QA/QC Engineer Tanzanian Male
17. Davis Japhet Kiiza QA/QC Engineer Tanzanian Male
18. Paschal Kashenshe Site Engineer Tanzanian Male
19. Ndyetabula Kabwogi Site Engineer Tanzanian Male

20. Samambile Yumbu Site Engineer Tanzanian Male

21. John Pella Electrical Engineer Tanzanian Male
22. Flora Chami Site Trainee Tanzanian Female
23. Leonia Shirima Site Trainee Tanzanian Female
DRIVERS
1. Kudra Mussa Driver Tanzanian Male
2. Shukuran P. Ndossy Driver Tanzanian Male
3. Maingu Ernest Mukama Driver Tanzanian Male
4. Philliminus Mugereza Driver Tanzanian Male
Njojoli
5. Revocatus L. Ouko Driver Tanzanian Male
6. Daniel Lang’o Driver Tanzanian Male
7. Sanke Kifukwe Driver Tanzanian Male
8. Simon Mukama Driver Tanzanian Male
9. Saddy Manji Driver Tanzanian Male
10. Alfred Mbugi Driver Tanzanian Male
11. Jumanne Makame Driver Tanzanian Male
12. George Victor Haule Driver Tanzanian Male
13. Sadiki Mtete Driver Tanzanian Male
CLEANERS
1. Fortunatha Francis Cleaner Tanzanian Female
2. Ashura Rashidi Cleaner Tanzanian Female
PROJECT SUMMARY

i. About the Project

The Project was about the Construction of the New Selander Bridge with its
Connecting Roads. It involved the construction of a 1.03km bridge which included the
approach bridge sections (360m) and the main bridge section (670m). The Bridge
crosses the Indian Ocean and connects the Central Business District (CBD) to
Masaki/Oyster-Bay by 5.2km Road section of which 4.4km involved widening of the
existing road from two lanes to four lanes and 0.8km involved construction of new
road.
The construction was enabled by the loan received from Export-Import (Exim) Bank
of Korea as the source of Economy Development Corporation Fund of the Republic
Korea. The government signed a loan agreement with the South Korean Bank in
September 2015.
TANROADS had then entered into a contract with Yooshin Engineering Corporation
in association with Afrisa Consulting Limited as Consultants in 29th July 2016 to carry
out detail engineering design, preparation of tender documents, assistance on tender
administration and construction supervision of the New Selander Bridge and its
Connecting Roads. On 23rd July 2018, TANROADS signed a contract agreement with
GS Engineering and Construction Corporation from Korea as the Contractor with a
contract sum of USD 107,379,006.46 and a construction period of 36 months. The
Subcontractors China Railway Major Bridge Engineering Group (CRMBEG) would
be appointed on 2nd November 2018 for Bridge Works while China Railway Seventh
Group (CRSG) would be appointed on 31 st December 2018 for Earthworks and
Pavement Works.
 ii. Objectives
The objective of this project is to improve mobility in the urban areas and alleviate the
current challenge of traffic congestion along Ali Hassan Mwinyi Road. The increase
in traffic in that area has been due to dense urbanization and population increase over
the years. This leads to an increase in demand of transportation services. Due to the
supply of transportation services not coping up with the traffic demand, congestion
will likely occur. Therefore, by constructing the new Bridge, it will alleviate the
traffic jam. But it will also act as a tourist attraction due to its beautiful aesthetics.

iii. Construction
At the beginning of the practical training, we dealt with the construction of new road.
We would assist in Fill Embankment of G7 and G15 layer but also the stabilization of
C1 layer in the following weeks followed by spreading of DBM-30 layer. As for the
existing road, Concrete would be casted for the medians that would separate opposing
lanes of traffic but also casted for the drainage channels to assist in drainage of water.
In the following weeks, Waterproofing works would be done at the bridge decks with
the help of waterproofing material known as Polymer Modified Bitumen.
iv. Project Information
PROJECT DESCRIPTIONS:

S/NO ITEM DESRCIPTION

1. Project Name CONSTRUCTION OF NEW SELANDER BRIDGE AND ITS
CONNECTING ROADS PROJECT
2. Contract No. TRD/HQ/1004/2016/17
3. Location East Coast of Kinondoni and Ilala District
4. Client Tanzania National Roads Agency (TANROADS)
5. Financier Korea Economic Development Corporation Fund
6. Supervising Yooshin Engineering Corporation in Association with Afrisa
Consultant Consulting Limited
7. Contractor GS Engineering and Construction Corporation (GS E&C)
8. Subcontractors China Railway Major Bridge Engineering Group (CRMBEG) and
China Railway Seventh Group (CRSG)
9. Contract Amount USD 107,379,006.46 (TZS 243 Billion)
10. Commencement 15th October 2018
Date
11. Completion Date 27th December 2021
12. Duration 3 Years
13. Defect Notification 3 Years
CHAPTER TWO: LOGBOOK AND WEEKLY REPORT
WEEK ONE: FILL EMBANKMENT OF G7 LAYER

A Fill refers to a volume of earthen material that is placed and compacted for the purpose of
filling a hole or depression. The layer which would be placed would be G7. G7 refers to
natural gravel having a nominal CBR value of minimum 7%. It was having a thickness of
150mm and functioned as the subgrade for the road. The subgrade is the upper layer of the
natural soil that supports the pavement structure. Being a Flexible Pavement, the layers of the
road had to be put in order of increasing strength from the bottom layer to the uppermost
layer. This is because for Flexible Pavements, when a load is applied to the surface, the
intensity of the load needs to diminish as it passes through each layer all the way down to the
subgrade.

Fig 1: Fill Embankment of G7 Layer

i. Skills and Manpower
 Site engineer
 Surveyor
 Foreman
 Skilled and unskilled labor
 Grader Operator
 Roller Operator
  Excavator Operator
ii. Time Required
 Mobilization of workers and materials, 8hrs
 Levelling the surface, 1hr
 Compacting the surface, 2hrs
 Field Density Tests, 1hr
iii. Materials used, their sources and origin
 G7
 Water
iv. Tools and Machinery
 Dumpy Level
 GPS Tracker
 Levelling Staff
 Excavator
 Roller
 Water Bowser
 Motor Grader
v. Procedures
 Surveying would be done so as to locate and mark the position and levels of
G7 based on the slope of the road (Longitudinal slope was 2% and transverse
slope was 2.5%).
 Fig xx: Usage of GPS Tracker for locating the coordinates

Fig x: Marking the position with the use of pegs

 The Material would be dumped by the dump truck
 Fig x: Dumping of G7
 Excavator would be used to remove unwanted materials but also spread the
dumped material to a further distance.

Fig x: Excavator spreading the material

 A Motor Grader would then pass so as to level the surface.
 Fig x: Motor Grader passing to level the surface
 A Roller would then compact the layer so as to bind the materials. Compaction
helps to increase the soil Bearing Capacity but also reduce its permeability
thus reducing susceptibility to change in moisture content.

Fig x: Roller compacting the surface

 A water bowser would also pass so as to spread water which was at optimum
moisture content so that the material would reach its maximum dry density.
 Fig x: Watering by water bowser
 Proof Rolling Test would then be carried out whereby a Very Heavy Vehicle
would be made to pass to the already compacted layer to be sure that the layer
was properly compacted.
 Field density Test (FDT) would be conducted so as to determine the degree of
compaction as well as the moisture content. The Field density Test performed
was Sand Replacement Method.

Fig x: Sand Replacement Method

vi. Influence of environmental condition
 The weather was sunny and was thus of great favor as it did not negatively
impact the pace of work while at site.
vii. Safety precaution.
 Wearing of safety boots always to each individual in the site so as to prevent
any unnecessary injury.
 Putting on helmet always.
 Wearing of overcoat/reflector and avoid wearing loose clothes.
 To follow instruction and proper handling of tools.

viii. Conclusion and recommendation.

After doing the necessary work and performing the field tests, The results for the
degree of compaction came as required as it was within the required range. To know
whether the results were in or out of range, we would follow the “Standard
Specifications For Road Works 2000”.

COMPACTION REQUIREMENTS FOR EARTHWORKS

Layer and typical material type specified Minimum dry density, nominal value. CML test 1.9
Upper improved subgrade layer, nominally G15 material or 95% of BS-Heavy
better, for layers less than 150 mm below the formation level
Lower improved subgrade layer, nominally G7 material or
better, for layers from 150 mm to 300 mm below the 93% of BS-Heavy
formation level
Fill, nominally G3 material or better, for layers more than 300 90% of BS-Heavy
mm below the formation level
Fill or improved subgrade layers using rock fill (DR) Compaction method specification shall apply
Roadbed compaction to 150 mm depth after clearing,
grubbing and removal of topsoil or other unsuitable material,
where the roadbed level is:
− less than 150 mm below the formation level 97% of BS-Heavy
− 150 mm to 300 mm below the formation level 95% of BS-Heavy
− 300 mm to 600 mm below the formation level 93% of BS-Heavy
− more than 600 mm below the formation level 100% of BS-Light
For G7 layer the degree of compaction was supposed to be at a minimum of 93% and while
conducting the Field Density Tests, the degree of compaction would reach that value and
above.
CHAPTER FOUR: PROBLEMS AND RECOMMENDATION
Problems
 Injuries would occur at site. Some injuries happened as a result of workers not
wearing full Personal Protective Equipment (PPE). This would lead to loss of
Manpower while at site causing delay of some works.
 Language barrier. At the site, having Koreans, Chinese and Tanzanians
working under one project meant that there would have to be a means of
communication. It would be difficult at times for the Tanzanians to understand
what was being spoken by the Chinese thus leading to unnecessary work being
performed at some instances.
 Poor/Ineffective communication between engineers and the workers which
would sometimes lead to unnecessary work being performed which would
result in a wastage of time.
 Bad supervision especially at night. For works that would be conducted at
night time, the level of supervision would not be as efficient as in the day time
since there would appear to be faults in the work performed. For example: The
concrete which was casted for approach slab of the bridge at night time, The
 finishing of the surface was so poor that part of it had to be drilled and casted
again. This would lead to unnecessary work being done.

Fig x: Poor finishing of the concrete slab

Fig x: Drilling the poorly finished surface

Recommendation
 Workers should be made aware of safety and health and be given education
based on safety and health. Workshops need to be conducted so that the
 workers perform their work in a safe and conducive environment thus
lowering the chances for injuries to occur.
 There should be proper communication between engineers and workers so that
the correct work may be done instead of just wasting time and energy.
Consultants, Contractors, Subcontractors have to maintain a good rapport
among one another to allow for proper and efficient work to be done.
 Work being performed at any time of the day has to be properly supervised so
as to prevent unnecessary situations and works from taking place.

REFERENCES:

 Ministry of Works, (1999) Pavement Materials Design Manual

 Ministry of Works, (2000) Standard Specifications for Road Works
 Ministry of Works, (2000) Laboratory Testing Manual
 TANROADS, (2003) Field Testing Manual
 Construction materials j ilston