Intenship Final Report Benaim

Internship Final Report

Host Company:

Benaim (Malaysia)

Prepared by:

Mohammad Reza Saiedi

ID: 6211, Civil Engineering

July 2006

Internship Final Report M. R. Saiedi

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ACKNOWLEDGEMENTS

I would like to thank the various people involved in making this internship a success:

First and foremost, I would like to thank my supervisor, Mr. Akram Malik

(Director) who found time in a very busy schedule to give me new engineering tasks, monitor

my progress and answer my questions. His passion for civil engineering and bridges has

really inspired me. I am also deeply grateful for his advice, encouragement and patience

throughout the duration of the internship. The support he has given me as an expatriate in a

predominantly Malaysian environment has been greatly appreciated too.

Second, I would like to thank Mr. Afshin Forouzani (Director) for his backing,

attention and time. I have very much benefited from his professional and personal advice.

Third, I would like to express my gratitude to Lee Hong Yong (Sam, Engineer), Goh

Wei Yoon (Engineer), Mak Kok You (Associate) and Wong Chong Ling (Associate) for

sharing their technical knowledge with me in answering my many questions.

Fourth, I would like to thank Irene Sen (Administrative Manager), Carol Manuel

(Associate) and Tan Kwan Loong (Trainee) for their warm friendship.

Fifth, I am sincerely grateful to my beloved parents, Dr. Shayesteh Jahanfar and Dr.

Saied Saiedi, for their financial and emotional support during my stay in Kuala Lumpur.

Finally, I would like to express my thanks to my lecturer, Assoc. Prof. Dr. Nasir

Shafiq, for travelling from far away to attend both industrial visits, for taking the time to

evaluate this report, and for his advice regarding my final year project, study and career

opportunities.


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TABLE OF CONTENTS

EXECUTIVE SUMMARY ..................................................................................................1

INTRODUCTION................................................................................................................2

PROJECTS...........................................................................................................................4

THE JAMARAT BRIDGE IN MINA ........................................................................................5

ACTIVITIES ........................................................................................................................8

ENGINEERING WORK..................................................................................................8

STRUCTURAL ANALYSIS ..............................................................................................8

Modelled Link Slab in STAAD...................................................................................8

Studied Effects of Extra Surfacing on a Bridge in ENCAD .......................................10

Calculated and Combined All Loads on a Bridge ......................................................12

CONSTRUCTION SEQUENCING................................................................................14

Sequenced Construction of a Segmental Box Girder .................................................14

REINFORCED CONCRETE DESIGN ..........................................................................16

Designed Footings for Stacking Precast Segments ....................................................16

Designed Irregular Bridge Pilecap.............................................................................17

QUANTITY SURVEYING .............................................................................................19

Assessed a Bridge in Terms of Value Engineering ....................................................19

Quantified Steel and Concrete in Tunnel U-Walls .....................................................21

SOFTWARE..................................................................................................................22

Worked with AutoCAD ............................................................................................23

MISCELLANEOUS.......................................................................................................24

Produced Bar Bending Schedules..............................................................................24

Prepared Bridge-Related Masters Research Proposal.................................................24

Read Civil Engineering Publications .........................................................................25

SITE VISITS ...................................................................................................................27

Visited Balakong Interchange, KL: Ramps................................................................27

Visited Balakong Interchange, KL: Prestressing........................................................28

Visited New Pantai Highway, KL .............................................................................30

ADMINISTRATIVE WORK .........................................................................................32

LESSONS & EXPERIENCES...........................................................................................36

Technical Lessons.....................................................................................................36

Non-Technical Lessons.............................................................................................38

Miscellaneous Skills .................................................................................................40

Problems and Challenges ..........................................................................................42

CONCLUSION & RECOMMENDATIONS ....................................................................43

APPENDICES ....................................................................................................................44


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EXECUTIVE SUMMARY

I spent my internship at British bridge consultant, Benaim (Malaysia) as a civil

engineering trainee. The internship started in December 2005 and ended in July 2006.

I was mainly occupied with the "Jamarat Bridge in Mina" project, a new $1.9bn four-

storey mega-structure in Saudi Arabia. I also had some involvement in other projects

including two bridges in Singapore and Malaysia and a tunnel in Qatar.

My internship activities can be broadly divided into engineering work, site visits and

administrative work. On the engineering front, I carried out tasks in various key areas,

namely structural analysis, construction sequencing, reinforced concrete design, quantity

surveying, software, etc. I had three valuable visits to construction sites in Kuala Lumpur,

where I observed various bridge components, the construction of reinforced concrete

members, and prestressing operations. I also had administrative responsibilities involving

filing, checking, and auditing drawings.

The internship taught me a great deal. Technically, I learnt about bridge engineering

and relevant site operations, drawings, software, design codes and materials. At the same

time, I was exposed to project management, administration and teamwork. I also experienced

office culture and improved my social and communicational skills.

Despite some challenges, the internship was a great success. I grew as a civil engineer

in all respects and it very much prepared me for life after graduation.


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INTRODUCTION

This report presents the details of my internship experience at Benaim (Malaysia) as a

trainee civil engineer from December 2005 to July 2006. As background for your reading of

this report, I have included: (1) the internship objectives, (2) a brief description of the host

company, (3) the scope of my activities, and (4) an overview of the report format.

Internship Objectives

The purpose of the internship is to expose UTP students to the world of

work so that they can relate theoretical knowledge with application in industry.

They will also develop skills in work ethics, communication and management.

And it will expose students to potential employers too.

Description of Host Company

The Benaim group was established in

1980 by Robert Benaim and was sold to

the senior management under a

friendly management-buyout in 2000.

Benaim has an established reputation

for producing elegant and economical

designs, specialising in high-quality structures across the spectrum of civil,

structural and geotechnical

engineering.

The company is at the forefront of the

latest techniques in construction and is

committed to finding the best possible

designs for projects ranging from major

viaducts to light weight building

structures.

We are committed to working in

partnership with our clients and

delivering innovative solutions to their

individual needs. We have extensive

in-house computing facilities including

computer-aided design and drafting

and three-dimensional modelling.

The group has offices in London, Bath,

Hong Kong, Kuala Lumpur and

Singapore.

Benaim's vision is to be the Consultant

of choice, designing creative solutions,

adding value and making the complex

simple.


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Benaim (Malaysia) Sdn Bhd

Project Management, Construction Technology and Value Management

Units 802 & 803, Level 8, Uptown 2

2 Jalan SS 21/37, Damansara Uptown

47400 Petaling Jaya, Selangor Darul Ehsan

Telephone +603 7725 9021 Facsimile +603 7722 5794

Email [email protected]

See Appendix A for Benaim’s company profile concerning bridges.

Visit http://www.benaimgroup.com for more details.

Scope of Activities

My internship activities included:

• Engineering Work

1. Structural Analysis

2. Construction Sequencing

3. Reinforced Concrete Design

4. Quantity Surveying

5. Software

6. Miscellaneous

• Site Visits

• Administrative Work

Report Format

This report includes four main sections:

1. Projects

2. Activities

3. Lessons and Experiences

4. Conclusion and Recommendations


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PROJECTS

Among the several jobs that Benaim (Malaysia) had at the time, I was involved in four

projects (Table 1). Two are in the Middle East, home to many emerging construction

projects, and the other two are in Southeast Asia. The Jamarat Bridge in Mina is the project

I dealt with the most. An overview of this project follows on the next page.

Table 1: Projects I was involved in

NO. PROJECT LOCATION

1 Jamarat Bridge in Mina Saudi Arabia

2 Midfield Access Road Tunnel,

New Doha International Airport

Qatar

3 KL-Putrajaya Highway Malaysia

4 Pasir Panjang Semi-Expressway Singapore

Midfield Access Road Tunnel

This tunnel in the New Doha International Airport is located beneath the West runway

and taxiways. The tunnel incorporates two three-lane roadways separated by a central

partition. The structure consists of a two-cell buried concrete tunnel segment transitioning to

U-wall and retaining wall approaches at each end.

KL-Putrajaya Highway

The mainline portion comprises elevated dual three-lane carriageways and the ramps

comprise two-lane single carriageways. The bridge deck consists of precast T-beams with

cast-in-situ slabs on top. Span lengths vary between 20m and 50m. The T-beams are

supported on prestressed precast segmental crossheads over reinforced concrete columns.

Foundations are generally hand-dug caissons or bored piles.

Pasir Panjang Semi-Expressway

The viaduct consists of a separated pair of three-lane prestressed concrete box girders

elevated above existing road. Both Eastbound and Westbound decks are supported off

crossheads that cantilever out of the columns. The two decks are supported by a row of single

columns located at the central reserve of the existing road. The deck is monolithic with the

columns, which are supported on bored pile foundations. See Appendix A for more details.


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The Jamarat Bridge in Mina

Background Information

Every year, millions of Muslims come to Mecca, Saudi Arabia to perform the Hajj.

One of the central rituals is the symbolic stoning of three pillars at Mina. During the four-day

pilgrimage, up to 3 million pilgrims gather on a two-tier elevated structure known as the

Jamarat Bridge to throw their stones. See Figure 1.

Figure 1: The existing Jamarat structure

Fatal Crowd Crushes

The sheer number of people converging on the site within the five to six hours allowed

to perform the rite has led to severe overcrowding. Today it is estimated that the bridge holds

15-20 % more pilgrims during the rite than it is designed to. Fatal crowd crushes have

occurred regularly in recent years. In January 2006, 363 pilgrims died at the eastern entrance.

See Activities: Engineering Work: Miscellaneous: Read Civil Engineering Publications:

Figure 15 for the news story.

The New Structure

A new $1.9bn four-tier bridge is being designed to replace the existing structure

(Figure 2). It will help ease the flow of pilgrims and is designed to prevent a repeat of the

tragedies that have blighted the event. Construction is expected to be complete within two

years.


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Figure 2: The existing Jamarat structure (left) will be replaced by a larger one (right).

Dimensions

The Jamarat Bridge is an enormous structure. As indicated in Figure 3, each floor is:

• 12 m high, equivalent to the height of a four-storey building. The roof stands 56 m

above ground level, higher than a typical 18-storey building.

• 540 m long, longer than 5 football fields.

• 50 m wide in thinner parts and 80 m wide in thicker parts.

Figure 3: Dimensions on the Jamarat Bridge


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Technical Description

The bridge contains four levels with spans ranging from approximately 50 m to 80 m

between the external walls of the building. Post-tensioned precast segmental variable-depth

box girders placed side-by-side are used to span between the walls (Figure 4). These are built

by an incremental cantilevering method from each wall. The box girders are stitched together

longitudinally and are joined monolithically to a prestressed concrete ring beam at each level,

which supports the box girders between piers. The total deck area is 127,000 m2 and there are

a total of over 5,000 precast segments.

Figure 4: Segmental variable-depth box girders placed side-by-side form the floors

Who's Who?

Table 2: Parties involved in the project

Owner Ministry of Municipal and Rural Affairs Saudi Arabian

Consulting Engineer (Designer) Dar Al-Handasah (DAH) Saudi Arabian

Main Contractor Saudi Bin Laden Group (SBG) Saudi Arabian

Erection Contractor Freyssinet (Saudi Arabia) French

Precast Contractor Persys Malaysian

Shop-Drawing Supplier &

Temporary Works Designer

Benaim (Malaysia) British

Advisor on Prestressing FVJJV French


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ACTIVITIES

ENGINEERING WORK

STRUCTURAL ANALYSIS

Modelled Link Slab in STAAD

(See Logbook: Weeks 19 & 20 for details.)

Introduction

A continuous link slab over a crosshead, connecting precast beams on its either side in

the KL-Putrajaya Highway was modelled in STAAD. See Figure 5. The goal of this study

was to examine the effect of changing the support types at the ends of the two beams on the

moment and forces in the link slab.

Model

In Figure 5, member 3 is the link slab. Members 1 and 5 represent the neutral axes of

the precast beams. Members 2, 4, 6 and 7 are very rigid virtual members representing the

verticals connecting the ends of the neutral axes to the top and bottom faces of the beams.

Figure 5: Link slab drawing and model (elevation view)


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Figure 6 shows the STAAD model of the system (top) and the bending moment

diagram in the link slab when one beam is loaded with live load (bottom).

Figure 6: Deck loading diagram (elevation view) and link slab moment diagram

Conclusions

A study of the bending moment, shear force and axial force created in the link slab

under different support arrangements revealed that:

• When the system is statically determinate with three roller supports and a pin support,

the location of the pin support doesn’t matter.

• In this condition, loading only one side produces a larger maximum moment in the

link slab than does loading both sides.

• The use of bearings with dowels passing through them on both sides of a link slab

should be avoided because this exerts excessive tensile axial force in the link slab.


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Studied Effects of Extra Surfacing on a Bridge in ENCAD

(See Logbook: Week 7 for details.)

Introduction

The Pasir Panjang Semi-Expressway runs east west along the south of Singapore. Due

to errors in precasting the box segments, the deck's as-built level is lower than the proposed

level in some places, i.e. the bridge is drooping below the intended elevation. To ensure a

smooth ride for vehicles on the expressway, surfacing is made thicker at these points so as to

bring the road surface up to ideal height. Too thick a surface, however, could make the deck

dangerously heavy. To avoid this, the design surface elevation may be lowered at some

points.

Surfacing Thickness

Measurements of the as-built level had been made in intervals of 5 metres, whereas

design elevation was known every 3 metres. Therefore, the writer computed design

elevations at points of as-built measurement by interpolation. Next, the proposed finished

level at each point minus the actual deck level gave the thickness of surfacing required to

correct the deck level. Then, the plot of surfacing thickness vs. chainage was drawn for both

eastbound and westbound roads, on which the location of piers were also marked. The plot

indicated surfacing to be thickest at mid-spans.

Structural Analysis

Using the surfacing thickness values obtained at every 5 metres, the average surfacing

thickness was computed on each span. This, together with the span length, gave the average

loading on each span.

The loads of the most critical spans (viaducts 2-5) were entered into ENCAD, a

structural analysis program. It analyzed the structure and plotted the axial force, shear force,

and bending moment diagrams (Figure 7) as well as the bridge's deflected shape. Careful

study of these graphs gave the writer great insights into the inner workings of multi-span

bridges. ENCAD also expressed the axial force, shear force, and bending moment values at

each joint numerically.


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Figure 7: Bending moment diagram of bridge in ENCAD (elevation view)

Resulting Stresses

Next, the most critical span was identified and the maximum tensile stress caused by

the additional surfacing on that span was manually calculated.

The writer’s colleagues had created a gigantic spreadsheet containing a graph of the

overall stress envelopes for the cross-section's top part at hogging and its bottom part at

sagging. These envelopes were plotted automatically by summing up the contributions of

self-weight, surfacing, parapets, prestress, live loads, differential settlement, creep, axial

restraint and temperature differences. When ENCAD's numerical moment output at each

joint was fed into the spreadsheet, the resultant stress envelopes fell below the minimum

compressive stress line (2 MPa) at some points. But the bridge was still judged safe as the

cross-section was still in compression at these points.


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Calculated and Combined All Loads on a Bridge


Introduction

The goal was to design the pilecap for Pier 45 in the KL-Putrajaya Highway. This

pier is 17 m high and stands between a 45 m span upchainage and a 50 m span downchainage.

The deck is 29 m wide and consists of a continuous slab lying on 12 precast reinforced-

concrete T-beams. Figure 8 shows the deck in cross-section.

A typical bridge pilecap can be designed based on given values of axial force,

transverse moment and longitudinal moment applied to it in three modes, namely Maximum

Axial Force, Maximum Transverse Moment and Maximum Longitudinal Moment. These

quantities were worked out by evaluating and combining all loads on the two nearest spans of

the bridge. The calculations were based on BD 37/01: Loads for Highway Bridges.

Figure 8: Live loading on the KL-Putrajaya Highway deck (cross-section view)


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Calculated Nominal Loads

Nominal loads were calculated individually and keyed into a special spreadsheet.

Starting from the pilecap and moving upwards, these loads are:

• The weight of the pilecap and the soil on top of it

• The effects of the pier resting on the pilecap, including:

o The weight of the pier itself and the crosshead sitting on the pier

o The forces that the superstructure imposes on the bearings lying on the

crosshead, including:

� Horizontal forces due to creep & shrinkage and changes in temperature

� Vertical forces due to dead loads (i.e. beams, diaphragms, slab,

surfacing, median, parapets and noise barriers) and live loads (i.e. HA

alone and HA+HB)

Combined Nominal Loads

Having obtained the nominal loads, they had to be combined to get the total axial load,

total transverse moment and total longitudinal moment at the pier base. The writer’s

spreadsheet automatically does this.

Compared Combinations

The most critical set of results had to be found for each of the 'Maximum Axial Force',

'Maximum Transverse Moment' and 'Maximum Longitudinal Moment' spreadsheets among

numerous possible combinations. The following were considered:

• 2 cases of live load: HA alone and HA + HB

• 2 load combinations: Combination 1 and Combination 3.

• 2 limit states: Ultimate (ULS) and Serviceability (SLS)

There were now a total of 2 * 2 * 2 = 8 combinations for each spreadsheet. In the

spreadsheets, combinations influence the results via changing values of γfL and γf3, while

nominal load values are left intact.

The results of all load combinations were summarized and the most critical

combination was found in each load-case. These were the numbers that would be used for

pilecap design.


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CONSTRUCTION SEQUENCING

Sequenced Construction of a Segmental Box Girder


Introduction

In the Jamarat Bridge, segments are erected by the balanced cantilever technique, with

a special lifting frame fixed to the deck. The first precast segment is lifted into position next

to the completed in-situ segment and its alignment is adjusted using jacks. Subsequent

segments are transported into position and lifted on one side of the column, being fixed to it

by epoxy, temporary prestress and cantilever prestressing tendons. Further segments are

positioned with erection progressing out from the column. When the cantilever reaches mid-

span it is connected up to the opposing cantilever from the opposite column by an in-situ

concrete stitch. Continuity prestressing tendons are installed along the length of the span and

across the stitch to complete the connection.

Conditions

As simple as it may seem, the exact sequence of construction requires thorough

planning in order to meet the following conditions:

1. There can be no tension at any joint at any stage of the erection process.

2. During the open time of the epoxy, the temporary prestress should apply a controlled

amount of compressive stress, to ensure that the joint thickness is constant throughout.

In order to satisfy the above conditions, we must carefully choose the right amount

and sequence of temporary prestress.

Benaim’s Solution

To find the best construction sequence, Benaim use a cleverly designed Excel

spreadsheet that automates a great deal of calculation. Formulas translate loads into moments

and, based on section properties, translate moments into stresses.

Every joint has its own worksheet that monitors its stresses throughout the entire

erection process. Stresses are controlled only at the top and bottom extremities as they mark

the limits of the range of stresses in a cross-section.


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Construction Sequence Drawings

When all temporary prestress procedures have been finalized, the erection sequence is

written out in terms readily comprehensible to people on site, as in Figure 9. This sequence

contains step-by-step instructions stating clearly when to lift/release a segment, when to

epoxy joints or cast stitches, when to stress/de-stress each temporary prestress bar, the force

with which to stress it, when to thread and stress cantilever prestress tendons, etc.

Figure 9: A construction sequence drawing

Sequenced Construction of a Frame

Having understood the ins and outs of the construction sequencing spreadsheet, the

writer carried out the procedure for a new frame, Frame E. First, a macro was used to

calculate forces in cantilever tendons at each joint. Next, this information was keyed into the

spreadsheet and temporary prestress forces were adjusted based on the new total stress values

at each joint. Both conditions were successfully satisfied at all joints. Lastly, the construction

sequence for Frame E was prepared.


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REINFORCED CONCRETE DESIGN

Designed Footings for Stacking Precast Segments


The writer designed footings for stacking precast segments SS1 through SS14 based

on Persys Sdn Bhd’s requirements. See Figure 10. In the design, he:

• Calculated the weight of the segments, blisters, diaphragm walls (where applicable),

and the footings themselves.

• Determined the distribution of pressure at the foundation base, checked that it

doesn’t exceed the sand’s bearing capacity, and widened the footing base in cases

where it does.

• Calculated the number and size of re-bars and links (Designed for moment and

shear) in both the transverse and longitudinal directions using a software application

named SECDES.

• Drew the detailing of the footings in cross-section and elevation. See Figure 11.

Figure 10: Precast segments resting on footings in Jamarat Bridge casting yard


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Figure 11: Reinforcement details drawing of a footing (cross-section view)

Designed Irregular Bridge Pilecap


Introduction

The goal was to design the pilecap at Pier 45 of the KL-Putrajaya Highway based on

given values of axial load, longitudinal moment and transverse moment exerted by the pier

onto the pilecap at three load cases and two limit states.

Irregularity

This pilecap is unique in that its edges are not parallel to the faces of the column. See

Figure 12. This is because Pier 45 is situated in the close vicinity of the Sri Petaling LRT

Station. There is a boundary on the ground parallel to the station, past which construction is

not permitted to continue. This boundary cuts so close to Pier 45 that piles cannot be

arranged around the column in a symmetric fashion; the pilecap edge has to run parallel to the

boundary at an angle to the column faces.

Design

First, pile reactions were calculated. Then bending moment reinforcement design was

carried out at ULS, which was later checked at SLS. Finally, a rigorous shear reinforcement

design was performed, which dictated the necessity of an unusual arrangement of links,

shown as dots in Figure 12.


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Figure 12: Reinforcement details drawing of abnormal pilecap (plan view)


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QUANTITY SURVEYING

Assessed a Bridge in Terms of Value Engineering


Value Engineering

In Benaim’s structural design guidelines, there are acceptable ranges for the amounts

of concrete, reinforcement and prestress that can be put into certain structures. Normally the

Quantity Surveyor verifies the quantities achieved in the Engineer’s design. This way, we can

ensure that all structural design is at least, not too far off the economical value. This practice

is called ‘Value Engineering’ and is popular in the private sector.

Task

The writer’s supervisor appointed him to assess the suitability of a typical frame of the

Jamarat Bridge for value engineering. Frame B was chosen because it includes most features

of other frames without having the complications of Jamarat Area frames. The task was to

find the proportions of ‘Mass of reinforcement’ and ‘Mass of prestress’ to ‘Area of deck’ and

‘Volume of concrete’, as well as the ratio of ‘Volume of concrete’ to ‘Area of deck’, all only

in the precast portion of the frame.

Procedures

First, the quantities involved in the fractions were calculated separately and then they

were divided to find the ratios. The writer went to great lengths to ensure his calculations are

as comprehensive as possible. Table 3 summarizes the results and compares them with

Benaim standards for similar spans. Fractions involving steel and ‘Area of deck’ are better

indicators than those involving steel and ‘Volume of concrete’, since one can put in a great

deal of redundant concrete and still achieve an acceptable steel/concrete ratio despite

excessive steel. Besides, we are primarily concerned with the ‘Area of deck’ a design

provides and not the ‘Volume of concrete’ it uses.


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Table 3: Value engineering results, Frame B

Conclusion

Table 3 indicates there is almost 50% unnecessary reinforcement and prestress in

Frame B. The issue was discussed with Benaim’s Director. He believes there is too much

concrete in some places, e.g. in the bottom slab at mid-span. Heavier segments require more

reinforcement and prestress, which in turn makes them more costly to build. The ‘Volume of

concrete / Area of deck’ ratio, however, doesn’t look very bad.

He added some consultants lack adequate knowledge of how concrete behaves. So

they simply throw in extra steel to play it safe. This is probably why the ‘Mass of steel /

Volume of concrete’ values are so large. These consultants don’t realize the risks involved

with this. Too dense a reinforcement cage leads to concrete blockage, poor vibration,

honeycombed surfaces, and painstaking remedial works. The end result is that the integrity of

the concrete suffers.

Calculations showed that the constructor could save over RM 20 Million worth of

steel if the design of the second, third and fourth floors were corrected to comply with our

standards.


21

Quantified Steel and Concrete in Tunnel U-Walls


Introduction

The Midfield Access Road Tunnel in the New Doha International Airport passes under

one runway and two taxiways. It starts with a retaining wall, continues in the form of a U-

wall and develops into a full tunnel segment before converting into a U-wall again and then

another retaining wall at the end. The writer assisted Benaim’s Quantity Surveyor by

estimating the quantities of reinforcement and concrete in both U-wall segments of the tunnel.

Mass of Reinforcement

A spreadsheet was used that took the size, number and length of bars for each bar

mark and computed the combined mass of all bars in the segment.

Volume of Concrete

The complex cross-section had to be broken down into multiple simpler parts. Some

parts had the shape of an unconventional kind of solid the writer hadn’t encountered before,

the volume of which he determined.

Steel/Concrete Ratio

The ratio of steel to concrete was figured at 69 kg/m3. In bridges and buildings,

however, this ratio is around 200 kg/m3. The reason for this difference is that the bottom

slabs of these U-walls are made extremely thick (up to 2.2 m) in order to counteract uplifting

forces from the adjacent soil through self-weight. Therefore, these slabs are full of concrete

with comparatively little reinforcement only at the top and bottom. This lowers the

steel/concrete ratio significantly.


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SOFTWARE

The writer worked with a variety of civil engineering software, including:

• STAAD: Analysis and design for structural engineering


• ENCAD: Structural analysis


• In-house programs (produced by Benaim for Benaim):

o SECDES: Section reinforcement design

(Used in Logbook: Week 19 & 20, 28.)

o USAC: Analysis of irregular reinforced concrete cross-sections (Figure 13)


o CIRCOL: Analysis of circular reinforced concrete columns


• AutoCAD: (See next page for details.)

• Excel: Like most Microsoft products, it is simple yet very powerful. Using the right

formulas and references, an engineer can have Excel automate complex calculations

and designs.

Figure 13: Analysis of a column with an irregular cross-section in USAC


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Worked with AutoCAD

Produced Bulkhead Detail Drawings


Bulkhead detail drawings are used to build bulkhead steel moulds. The writer had to

prepare bulkhead detail drawings for frames F and M1. These frames were very similar to

frame B, for which these drawings had already been prepared. So the writer simply copied

and modified them. This meant removing and adding ducts based on existing tendon profiles

to suit the new frames.

The AutoCAD work involved a great deal of copying, mirroring, offsetting, showing

dimensions, clouding, and updating title blocks (including drawing notes, names and

revisions). The work was then verified by another draftsperson before being issued to the

client. Every civil engineer should be skilled at working with AutoCAD and this task was

very good practice.

Created Drawings to Supplement Calculations

Often civil engineers need to produce AutoCAD drawings of their own to accompany

their calculations. The writer did this on several occasions. For example, Figure 14 was

drawn to show the exact position of footings under precast segments. See Activities:

Engineering Work: Reinforced Concrete Design: Designed Footings for Stacking

Precast Segments.

Figure 14: Position of footings (plan view)


24

MISCELLANEOUS

Produced Bar Bending Schedules


Bar Bending Schedules

A Bar Bending Schedule (BBS) is a list of reinforcement types, dimensions, quantities

and bar mark numbers cross-referring to the reinforcement detail drawing of a reinforced

concrete member. Benaim prepare these schedules as part of the process of converting design

drawings to shop drawings. Using a BBS, bending machine operatives can cut and bend all of

a member’s reinforcement bars without having to know their locations within the member.

Task

The writer’s task was to produce BBS’s for a U-wall zone of the Midfield Access

Road Tunnel in the New Doha International Airport. Full BBS’s were produced based on

reinforcement details drawings and concrete outlines. These BBS’s comply with BS 8666, a

standard containing specifications for scheduling, dimensioning, bending and cutting of steel

reinforcement for concrete.

Prepared Bridge-Related Masters Research Proposal


The writer is currently looking for opportunities for postgraduate study by research. A

research proposal, i.e. a brief outline of the intended research, had to be prepared as part of the

application process.

The writer chose bridges as the research area because he has taken an interest in them

since he started working for Benaim (Malaysia). “Optimized Segmental Box Girders for a

Long-Span Concrete Bridge” was the chosen topic. Next, a draft of the research proposal was

prepared with the help of a university lecturer. The writer’s supervisor at Benaim then helped

him correct the document by clarifying ideas, explaining the design process and making the

information better conform to reality.


25

Read Civil Engineering Publications


Introduction

Benaim (Malaysia) has subscriptions to some of the world’s best civil engineering

publications including New Civil Engineer (NCE), The Structural Engineer, Steel

Construction News and Concrete for the Construction Industry. On average, the writer read

one magazine a week. This helped him learn about the world’s major construction projects,

understand project management and develop stronger engineering common sense.

New Civil Engineer

The New Civil Engineer is the writer’s favourite. The articles present basic

information about a project before discussing the challenges and innovations that make it

unique. Vivid photos taken from different angles accompany descriptions of the structure’s

main components. Diagrams illustrate the construction sequence. Numeric quantities provide

an accurate impression of the dimensions and scale of the project.

New Civil Engineer’s recent issues look at levee reconstruction in New Orleans, USA

after Hurricane Katrina, the UK’s Wembley Stadium roof and a flood protection barrier in

Venice, Italy.

Article on Jamarat Bridge

Interestingly, the March 2006 issue has an article about our current project, the

Jamarat Bridge in Mina. See Figure 15. The news story reports on the tragic deaths that

occurred earlier this year. The last four paragraphs give a concise technical description of the

bridge, designed to prevent similar incidents in the future.


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Figure 15: New Civil Engineer's article on the Jamarat Bridge


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SITE VISITS

Visited Balakong Interchange, KL: Ramps


Benaim’s resident engineer showed the writer around the Balakong Interchange

construction site, situated at the junction of Balakong Street and Sungai Besi Highway near

Kuala Lumpur, where three ramps are being constructed that bypass a traffic light. We saw,

touched, and discussed piles, pilecaps, piers, beams, reinforcement bars, formwork, false-

work, etc. Figure 16 shows Ramp A, which has its side beams on top of its slab (prestressed

up-stand beams) because of overhead constraint from the ramp above it. Ramps B and D has

twin-ribbed beams, one on either side.

Other observations included pilecaps resting on two piles as well as steel formwork

used to cast piers that gave them rounded corners and lines on the surface for beauty.

Figure 16: Ramp A where beams are above slab due to overhead constraint


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Visited Balakong Interchange, KL: Prestressing

(See Logbook: Week 18 or details.)

Introduction

The writer went to Balakong Interchange for a second time together with colleagues

from the Benaim office. We were there to see prestressing being carried out on the unfinished

Ramp B. The span being stressed was a box girder with a constant depth of 4 metres.

Tendons, Anchor Blocks and Wedges

Tendons and anchor blocks were in place in the webs and were ready for stressing.

Strand ends are marked with spray paint. This helps with the measurement of elongation after

stressing. The tendons constitute 31 strands each, passing through the 31 holes in an anchor

block. Wedges are placed around strands and seated into the anchor block so that on the

release of the jack the wedges grip the strand and transfer the force onto the anchor.

Jack

Figure 17 shows the prestressing jack. Despite its relatively small size, this jack

weighs about 1 tonne, the equivalent of an average passenger car. The jack is carefully

lowered by crane to the level of the tendon. Some bars in the top slab are purposely bent to

make room for this movement. Workers then slide it over the tendon whilst still suspended

(Figure 18) until it is in its final position touching the anchor head at the duct location.

Hydraulic Pump

A hydraulic pump powers the jack. It sends pressurized fluid into the jack through a

tube. The jack uses this pressure to pull the tendons. Having lost some pressure inside the

jack, this fluid then returns to the pump through a second tube where it is pressurized and re-

injected into the jack. The pressures of the fluid in these two tubes are closely monitored

during prestressing by pressure gauges. Pressure and displacement measurements are

contrasted with theoretical values and the pump’s pressure is adjusted accordingly to keep the

prestressing force and strand elongation within acceptable limits.


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Figure 17: Prestressing jack

Figure 18: Jack being pushed into position

Stressing Mechanism

Once tubes from the pump are connected to the jack, an anchor block is mounted on

the open end of the jack and wedges are inserted into the holes of the anchor block, the

stressing can begin: The jack uses the anchor head as support and forcefully pushes out an

inner cylinder. This cylinder pushes on the anchor block. At this time the wedges on the

anchor block firmly grip the tendon strands and prevent them from slipping. So the strands

are stretched and elongated as the cylinder is pushed out. Sounds were heard coming from

within the box girder of strands untangling themselves under extreme tension.

When the desired elongation is achieved, the jack releases the strands. Here the

wedges sitting on the anchor block at the face of the box girder engage with the strands to

keep them from elastically returning to their original length. Thus the prestress is retained in

the tendon.

Finishing Work

Removing the jack revealed the strands had lengthened by about 50 cm, because that

was the distance between the initial spray paint marks and the anchor block. Next, the strands

are cut at the anchor block and the ducts are filled with grout.


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Visited New Pantai Highway, KL


Introduction

The New Pantai Highway commences from Subang Jaya and terminates at the Kuchai

Lama Interchange of the KL-Seremban Expressway. The 20 km highway features 7

interchanges, 4 toll plazas and 19 bridges including 2 underpasses. See Appendix A for

more details. Benaim’s Asisstant Resident Engineer was the writer’s guide around the site.

Segmental Box Girder

Figure 19 shows a precast segmental box girder ramp. The parallel lines running

across the structure mark the joints between the segments. Concrete blisters, temporary and

permanent, are fixed onto the interior of box segments. Tensioned cables passing through

their holes help keep adjacent box girders together.

Figure 19: Precast segmental box girder ramp

Segmental Crosshead

Crossheads were observed consisting of 5 precast segments spanning the width of a 4-

lane bridge, erected using the balanced cantilever method: First, the middle segment is cast

onto the pier. Adjacent segments are then attached to it one by one, left and right, using a

powerful glue (epoxy) and by stressing cables passing through the many ducts in each

segment.


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Expansion Joint

Figure 20 shows an expansion joint integrated into bridges at intervals to allow for

expansions/contractions caused by temperature changes, creep, shrinkage, etc. Black elastic

rubber blocks cover the expansion joint and bend/stretch as the two sides change in length.

Figure 20: Expansion joint and elastic rubber blocks

Tunnel

An underpass tunnel was examined. The retaining walls and floor were staggeringly

thick, 1.5 and 1.8 metres respectively, enabling the tunnel to stand the enormous pressure

exerted on it by the surrounding earth.

Miscellaneous

The writer also witnessed the following:

• RE-walls at some abutments had large gaps and severe cracks due to differential

settlement. Construction was rushed, so some parts hadn't got enough time to settle.

• Two types of bearings: Elastomeric and pot (mechanical)

• Heavy road paving and surfacing machinery, such as pneumatic rollers and the miller


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ADMINISTRATIVE WORK

DID ADMINISTRATIVE DRAFTING WORK

Drawings Received

The writer printed received AutoCAD drawings. We receive a number of drawings

from FSA (Freyssinet Saudi Arabia, one of the erection contractors) and DAH (Dar Al-

Handasah, the consulting engineer) almost daily. These drawings need to be registered,

printed and filed on a regular basis for immediate accessibility and to prevent accumulation

and disorder.

Check-Prints

The writer filed a large number of check-prints. A check-print is a printout of a

drawing created by a draftsperson, which is checked by another person to locate possible

errors. He or she highlights correct information in green, marks mistakes in red and signs the

stamp. The draftsperson then corrects these errors and the revision goes up (e.g. Rev. A1

becomes Rev. A2) before the drawing is re-checked. When there are no errors remaining, the

drawing is issued to the client (for instance at Rev. A). These standard procedures ensure that

every drawing’s evolution is clearly recorded.

Drawings Issued

The writer photocopied and filed new issued drawings. We make 3 hard copies of

every new drawing that we issue. One copy is sent to the client by courier, one is kept under

“Issued Drawings” on which amendments may be jotted down, and the third is kept under

“Original Drawings” and is left untouched.


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UPDATED INCOMING DRAWINGS REGISTER

Introduction

Benaim (Malaysia) keeps track of all incoming and outgoing letters, faxes, telephone

conversations and drawings in order to meet ISO standards, maintain organization and avoid

confusion. In the incoming drawings register, they record the drawing number, title, revision,

status, whom they’ve received it from and the date of its receipt.

Progression of Drawings

Each drawing prepared by the consultant is revised several times until fully approved

by the client. The client’s assessment of a drawing can be Approved, Approved as noted,

Resubmit for approval, or Rejected. Also, depending on its life-cycle stage, a drawing’s

status could be Action, Approval, As Built, Comment, Construction, Information,

Preliminary, Review, Tender or Verification.

Task

First, the writer updated the incoming drawings register (a computer file). Then the

date was stamped on all received drawings and they were placed in the Incoming Drawings

file in order. If a drawing already existed in the file, the old drawing would be replaced with

the newer one. Then the old drawing would be stamped with the word “Superseded” and be

placed in the Superseded Drawings file.


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CHECKED TENDON PROFILES


Tendon Profiles

Tendon profiles or prestressing layouts are drawings that indicate the positions of

prestressing tendons in elevation and in plan. Benaim uses an Auto-CAD application (.lsp

file) to automatically extract from the drawings the tendons’ coordinates at certain intervals,

and put them in a large table beneath the drawing.

Tendons in Jamarat Bridge

In the Jamarat Bridge, tendons in top and bottom slabs are straight through most of

their length (i.e. have constant Y and Z coordinates), but twist and turn near ends where they

are anchored. Letters are used to represent repeated tendon coordinates. These same letters

are used to signify tendon locations on bulkhead detail drawings.

Task

The writer compared Benaim’s tendon profile drawings to FSA’s (Freyssinet Saudi

Arabia) drawings, which we use as our primary source. Correct coordinates were highlighted

in green and incorrect figures were marked with red. The ‘Layout Check’ field on the stamp

was then initialled. See Figure 21.

Figure 21: A tendon profile checked, corrected and initialled by the writer


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CHECKED DRAWINGS AS PART OF INTERNAL AUDIT


Internal Audit

Benaim (Malaysia) have completed producing shop-drawings for the first floor of the

Jamarat Bridge. The second, third and fourth floors are very similar to the first floor. So

much so that to produce their drawings, we will basically copy first floor drawings, making

only minor amendments where necessary. So before we start producing drawings for the

other floors, we need to make sure our current drawings are thoroughly correct. Otherwise,

corrections will later have to be made to all four floors instead of only one, costing us a great

deal of time and energy. We are therefore carrying out a comprehensive internal audit of all

of our latest drawings.

Task

The writer’s job was to compare the framing plan provided by DAH (the designer)

with our framing plan spreadsheet as well as our casting layouts (L-series), segment outlines

(S-series) and reinforcement details (R-series) drawings. Over 300 drawings were checked

for mistakes and a brief report of findings and corrections was produced.

PREPARED DRAWINGS FOR EXTERNAL AUDIT

External Audit

An external auditor was going to visit our office to renew our ISO 9001 certification.

The writer had to ensure that all our Jamarat Bridge drawings and bar bending schedules (i.e.

superseded copies, issued copies, original copies and check-prints) comply with Benaim’s

Quality Management System (QMS). This document requires that certain procedures be

followed in issuing, checking, revising and filing of drawings and bar schedules. Due to

copyright issues, these procedures couldn’t be reproduced in this report.

Findings

Although our engineers and technicians had generally abided by the rules well, slight

mistakes were spotted in some cases. Examples included misplaced drawings as well as

missing comments, signatures and “Not Yet Issued” stamps.


36

LESSONS & EXPERIENCES

Technical Lessons

1. Bridges

A great deal was learnt about bridges in general, and about the Jamarat Bridge in Mina

in particular. Therefore, naturally, I have taken a keen interest in bridges (Figure 22). In fact,

I am considering specializing in bridges in my future career. Bridges are also very likely to

be the research topic of my Final Year Project and potentially, my future postgraduate degree.

Figure 22: Kylesku Bridge, Scotland

2. Site Operations

Through site visits, I familiarized myself with operations on site. See Activities:

Engineering Work: Site Visits for details. It is vital for all consulting engineers to see the

actual construction processes, understand the practicalities of working on site and the

limitations these impose on their designs. For this reason, I plan to spend a few years

working for a contractor despite aiming to spend most of my career as a consultant.


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3. Reading Drawings

I learnt to read drawings, that is to:

• Visualize structures in 3D based on views in plan, cross-section and elevation

• Imagine scales and dimensions

• Look for specific information

• Follow cross-references between drawings

• Understand arrangements of bars in reinforcement details drawings

4. Software

I am now comfortable with routine applications of structural analysis and design

software. See Activities: Engineering Work: Software for details.

5. Design Codes

In UTP, civil engineering students are exposed to BS 8110: "Structural use of

concrete", BS 5950: "Structural use of steelwork in building" and parts of AASHTO codes.

At Benaim, I got the chance to use other codes too, such as BS 5400: "Steel, concrete and

composite bridges" and BS 8666: "Specifications for steel reinforcement for concrete".

6. Cost of Materials

Through asking my colleagues, I got a feel for the price of concrete, reinforcement

steel and prestressing steel. This information was then used to estimate potential savings on

steel in the Jamarat Bridge had it been "value-engineered". See Activities: Engineering

Work: Quantity Surveying: Assessed a Bridge in Terms of Value Engineering for details.


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Non-Technical Lessons

1. Project Management

I did not do any project management myself, but I learnt about it through observation.

My supervisor, Mr. Akram Malik (Director), regularly moved around the office, checking on

people and making sure projects are going according to plan.

I sat in on biweekly staff meetings held by Mr. Afshin Forouzani (Director) where we

were briefed on the status of projects (our current projects and bids for future jobs), accounts

(cash-flow, invoicing, etc.) and human resources issues. Through these meetings I became

familiar with the challenges of working in the private sector.

Benaim (Malaysia) Directors personally advised me to avoid being pigeonholed by

employers who may not be interested in my development, to keep my head up and to learn

about non-technical aspects of engineering too. They added that a combination of sound

technical skills and project management would build a bright career.

2. Progression of Drawings

Through filing, checking and registering drawings, I learnt about their evolution. I

saw sketches become check-prints, check-prints become issued drawings and issued drawings

get revised as they were passed back and forth between our clients and us.

3. Administrative Work

I learned that engineering in the private sector means that jobs have to be fully

managed. Thus, they require substantial administrative input in addition to technical input

and engineers need to be able to do this. Although not glamorous, administrative work is an

inevitable part of the job and there is no escaping it.


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4. Office Culture

The change from student life to working life was drastic. I suddenly found myself in a

professional environment where I learnt to:

• Focus on work during office hours, keeping personal matters to a minimum

• Keep superiors informed and satisfied regarding assigned jobs

• Avoid disturbing others: Choose the right time to interrupt them; speak quietly

• Be responsible: Return things to their original state after use; keep the office tidy

• Be punctual: Come and go on time

5. Social Skills

Kuala Lumpur was a new city for me, away from my university and home. In order to

survive emotionally, I made new friends both outside and inside the workplace and

maintained these friendships as frequently as possible. I even attended a bowling session

arranged by the company.

At work, my communicational skills improved significantly. I learnt to deal with

people of all levels: site workers, other trainees, draftspersons, engineers and directors. Good

relations were maintained with all employees to avoid potential conflicts. Tactfulness,

modesty and respect were practised at all times.

Dealing with superiors was a tricky business. The famous quote, "A man should live

with his superiors as he does with his fire: not too near, lest he burn; not too far, lest he

freeze." (Albert Pike) very much applies in the workplace.

6. Writing Skills

My writing skills improved considerably through writing weekly reports and this Final

Report. The book "Technical Communication: A practical approach" by W. S. Pfeiffer was

consulted repeatedly in writing these documents. I also attended Business English training

provided by the company.


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Miscellaneous Skills

Individual Skills

The nature of most tasks assigned to me was individual. This meant I had to be self-

sufficient and resourceful. Finding specific information among hundreds of drawings and

pages of design codes was difficult at first, but I became skilled at this over time. Where

information had to be sought from colleagues, I had to persistently but considerately pursue

them for answers.

Teamwork

Teamwork was present in the following activities:

• Draftspersons passed their check-prints to me. I checked these and asked them to

correct mistakes, if any. We sometimes had to work together to issue drawings before

a deadline.

• I often assisted the Jamarat Bridge Project Technician in administrative drafting work

when he had more work than he could handle alone or to help him catch up with

backlog.

• Site visits were attended in groups where we had to stick together and follow the

instructions of the resident engineer. The photo in Figure 23 was taken at Balakong

Interchange.

Figure 23: From the right: Rosliza Shahri, Eunice Chaw,

Choon Teck Kiang, Lee Hong Yong (Sam) and me


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Leadership Skills

The tasks assigned to me did not involve leadership. This was because, being a

trainee, I was at the bottom of the organizational ladder, had no subordinates and therefore,

had nobody to lead.

Nevertheless, I did learn by observing project managers lead their respective teams.

They all have the following traits in common:

• They set a good example through their own discipline, enthusiasm and hard work.

• They approach team members in a considerate, friendly and humble manner.

• They encourage them in return for good performance.

• They are strict and demanding when necessary.

Management Skills

I was in control of my own affairs. I managed my time and tasks by prioritising based

on level of urgency and importance. See Lessons & Experiences: Technical Lessons:

Project Management for more details.

Safety Training & Awareness

In a design office, unlike a construction site, there is very little that can endanger the

safety of employees. Despite this, Benaim (Malaysia) takes every precaution to ensure

nobody gets hurt. We participated in a fire drill conducted in all Uptown buildings. We had a

workstation audit about the suitability of our computer screens, seats and lighting. Finally,

during our site visits, we wore safety helmets.


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Problems and Challenges

The Language Barrier

Malaysian employees frequently spoke Bahasa Malaysia or Chinese among

themselves. I could not understand either of these languages, so sometimes I felt left out of

their circles.

Not Now!

Taught to be curious and critical-thinking, I had many questions to ask my colleagues.

At times, however, they were simply too busy to answer them, so I had to wait. This delayed

work.

Not Again!

Sometimes, I was given a great deal of administrative work, although I preferred

engineering work. But there are always certain parts of one's job that one won't enjoy; being

an employee means doing them anyway.

Exhausted

Working hours at Benaim (Malaysia) are from 8:30 AM to 6:00 PM with a one-hour

break for lunch. The long working hours were occasionally hard on me. And there was little

time left for life outside of the workplace. The fact that adults spend most of their waking

hours toiling at work was a shocking revelation for me. But then I realized if I were

passionate about my future job, I would be perfectly happy with this.


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CONCLUSION & RECOMMENDATIONS

CONCLUSION

The internship has met all the objectives and its success has surpassed my

expectations. It has opened my eyes to working life, enlightened me socially, and matured me

as an adult. It has strengthened my technical base and enabled me to integrate theory with

engineering practice. Finally, it has given me a clear sense of direction in my future studies

and career as a civil engineer.

RECOMMENDATIONS

Host Company

My training experience at Benaim (Malaysia) has been so satisfying that there is very

little to complain about. I feel very lucky to have been offered a place here.

I am perfectly happy with the style of supervision of Mr. Akram Malik (Director).

Other members of staff, too, have been very friendly and supportive. The fact that the

company is British-owned with expatriate staff at senior levels makes it an ideal host for

international students as English is used very widely. Facilities are in great condition and the

work environment is very organized, professional and conducive to learning.

Industrial Internship Unit

I am also pleased with the internship unit. They have actively responded to all

questions and requests. The only setback may have been the unavailability of information on

the industrial internship e-learning course.

UTP

I would like to recommend that the Civil Engineering Department add bridges to their

undergraduate curriculum in some way. At Benaim (Malaysia), I have learnt that the bridge is

one of the most imaginative, challenging and remarkable civil engineering structures.


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APPENDICES

Appendix A: Benaim Company Profile: Bridges

Documents

Intenship Final Report Benaim