NATIONAL HIGHWAY 730

A SUMMER TRAINING REPORT

Submitted by
Abhijeet Katiyar
1684000002
In partial fulfillment of industrial training for the award of the degree of

BACHELOR OF TECHNOLOGY
IN

CIVIL ENGINEERING
Rajkiya Engineering College, Mainpuri

RECM
NH84 Road Nauner, Bhongoan – Mainpuri - Shikohabad Road, Mainpuri
Uttar Pradesh 205001
July 2018

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 AKNOWLEDGEMENT

I would like to place on record my deep sense of gratitude to Er. P. P. Verma, line
civil engineering for his generous guidance, help and useful suggestions.

I express my sincere gratitude to Er. P. P. Verma for his stimulating guidance and
continuous encouragement.

I also wish to extend my thanks to Mr. Praveen Katiyar and other workers for guiding
and providing the knowledge related to machinery and processes.

I am extremely thankful to my faculty, REC Mainpuri and training placement cell

REC Mainpuri for valuable suggestions and encouragement.

SIGNATURE OF STUDENT

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 ABSTRACT

As a part of curriculum, and for the partial fulfilment of the requirements for completion of
Bachelor of technology degree from Rajkiya Engineering College, Mainpuri.
The report consists of brief study and description of materials, equipments and procedures used at
the site for construction.
Every student who has passed 117 credit hours or more can take this 3 hours credit course; the
period of the training is 40 days.
The purpose of this course is to apply the theoretical knowledge into practical work.
There was two main parts in our training, the first part was practical part and the second part is
office work.
The student can be trained as site engineer; it’s give you the opportunity to supervise the
construction work closely and properly, or as design engineer using software programs such as
STAAD PRO, AUTOCAD etc.
The training started at and last till during this you can see the subsequent of the construction work
and how to manage and control the work due to schedule.
In this report, I try to explain my 4 weeks experience in the PWD, Bareilly. The content of all
chapters is broadly explained and it is constructed from the practical basis of the site works.

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Table of Contents -
S. No. Contents Page no.

1. Title Page 1
2. Certificate by Supervisor 2
3. Acknowledgement 3
4. List of Photographs 4
5. Abstract 5

Chapter 1-
S. No. Contents Page No.

1. PWD: An Overview 5
2. Introduction 5-11
3. Road Construction 12-13
4. Soil 14
5. Aggregate 14
6. Portland Cement and Concrete 14
7. Testing Methods on Highway Materials 15-17

Chapter 2-
S. No. Contents Page No.

1. Bitumen Road Construction 18

2. Application of Tuck Coat 18
3. Preparation and Placing of Premix 18
4. Rolling 18-19
5. Finished Surface 20
6. Highway Drainage 20
7. Highway machineries 21-22
8. Conclusion 22

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List of photographs-

S. No. Name of Photo

1.0 National Highway

1.1 State Highway
1.2 District Road
1.3 Rural Road
1.4 Earthen Road
1.5 Gravel Road
1.6 Murrum Road
1.7 Kankar Road
1.8 WBM Road
1.9 Bituminous Road
1.10 Concrete Road
1.12 Parts of Road
1.13 Crushing Test
1.14 Abrasion Test
2.1 Rolling
2.2 Quality Control
2.3 Highway Drainage
2.4 Motor Grader
2.5 Asphalt Mixing Plant
2.6 Road Roller Machine
2.7 Crawler Excavator
2.8 Wheel Loader

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CHAPTER 1:

Public Work Department(PWD): An Overview

Public work department, under the Ministry
of public work department, is the pioneer in construction arena of Uttar Pradesh. Over about four
centuries, PWD could successfully set the trend and standard in the states infrastructures
development. It plays a pivotal role in the implementation of government construction projects. It
also undertakes projects for autonomous bodies as deposit works. Public Work Department has
highly qualified and experienced professionals forming a multi-disciplinary team of civil, electrical
and mechanical engineers who work alongside architects from the Department of Architecture.
With its strong base of standard and professionalism developed over the years, PWD is the
repository of expertise and hence the first choices among discerning clients for any type of
construction project in Uttar Pradesh. Besides being the construction agency of the government, it
performs regulatory function in setting the pace and managing projects for the country’s
construction industry under the close supervision of the Ministry of Housing and Public Works.
The Public Work Department has highly qualified and experienced professionals forming a multi-
disciplinary team of civil, electrical and mechanical engineers who work alongside architects from
the Department of Architecture. As a sister organization falling under the administrative control of
the nation. With its strong base of standards and professionalism developed over the years, the
PWD is the repository of expertise and hence the first choices among discerning clients for any type
of construction project. It is recognised as a leader and pacesetter in the construction industry
because of its consistently superior performance.

INTRODUCTION

Department of a country depends on the connectivity of various places with adequate road network.
Roads are the major channel of transportation for carrying goods and passengers. They play a
significant role in improving the socio-economic standards of a region. Roads constitute the most
important mode of communication in areas where railways have not developed much and from the
basic infra-structure for the development and economic growth of the country. The benefits from
the investment in road sector are indirect, long-term and not immediately visible. Roads are
important assets for any nation. However, merely creating these assets is not enough, it has to be
planned carefully and a pavement which is not designed properly deteriorates fast. India is a large
country having huge resources of materials. If these local materials are used properly, the cost of
construction can be reduced. These are various type of pavement which differ in the suitability in
different environments. Each type pavement has its own merits and demerits. Despite a large
number of seminars and conference, still in India, 98% roads are having flexible pavements. A lot
of research has been made on use of Waste Materials but the role of these materials is still limited.
So, there is need to take a holistic approach and mark the areas where these are most suitable.
India has one of the largest road networks in the world (over 3 million km at present). For the
purpose of management and administration, roads in India are divided into the five categories which
are on the next page:

❖ NATIONAL HIGHWAYS (NH)

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 ❖ STATE HIGHWAYS (SH)
❖ MAJOR DISTRICT ROADS (MDR)
❖ OTHER DISTRICT ROADS (ODR)
❖ VILLAGE ROADS (VR)

The National Highways are intended to facilitate medium and long distance inter-city passenger
and freight traffic across the country. The state highways are supposed to carry the traffic along
the major centres within the state. Other District Roads and Village Roads provide villages
accessibility to meet their social needs as also the means to transport agriculture produce from
village to nearby markets. Major District Roads provide the secondary function of linkage
between main roads and rural roads.
Successful operation of various schemes for the Public Work Department engineers and
supervisory boards in different districts of the engineer’s office has been settled. Activities by
planning, execution and quality control etc. remove impediments find joy in relation to the
supervision over the activities are focused. Various schemes operated by the Department of the
Office of the Regional Chief Engineers and Chief Engineers Office.

National Highway (1.0)

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 State Highway (1.1)

District Roads (1.2)

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 Rural Roads (1.3)

There are some types of road which is based on materials-

❖ Earthen Roads
❖ Gravel Roads
❖ Murrum Roads
❖ Kankar Roads
❖ WBM Roads (Water Bound Macadam)
❖ Bituminous Roads
❖ Concrete Roads

Earthen Roads (1.4)

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 Gravel Roads (1.5)

Murrum Roads (1.6)

Kankar Roads (1.7)

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 WBM Roads (1.8)

Bituminous Roads (1.9)

Concrete Roads (1.10)

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Road Construction:
There are mainly 4 basic layers in roads which are defined below-
❖ Sub-Grade:
The sub-grade material should be clean and free from organic matter and should
be able to be compacted by roller, to form stable sub-base.
The material should have the following characteristics:
✓ Well graded, uniformity coefficient (D60/D10) should be less than 3.
✓ Fraction passing sieve#200 shall not be greater than 2/3rd of the fraction passing
sieve#40.
✓ Should have a L.L not greater than 25%.
✓ P.I not greater than 6.
✓ In coarse grain, aggregate retained by #10 sieve, percentage of wear not be greater
than 5%.
✓ The maximum dia. of any particle shall not be greater than 2/3rd of the layer thickness
of the sub-base.

Typical particle size distribution for the sub-base which will meet strength requirements are:

(Table 1.11)

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 ❖ Sub-base Course:

✓ It is a layer of granular material provided above sub-grade generally natural gravel. It

is usually not provided on sub-grade of good quality.
✓ The materials used may be either unbound granular, or cement-bound. The quality of
sub-base is very important for the useful life of the road and can outlive the life of the
surface, which can be scrapped off and after checking that the sub-base is still in good
condition, a new layer can be applied.

❖ Base Course:

✓ It is the layer immediately under the wearing surface (Applied whether the wearing
surface is bituminous or cement concrete and whether it’s a thick or thin bituminous
layer).
✓ As base course lies close under the pavements surface it is subjected to severe
loading. The material in a base course must be of extremely high quality and its
construction must be done carefully. The LA Abrasion test can determine the quality
of the aggregate for this purpose.
Type of base-course-
✓ Granular Base course
✓ Macadam Base course
✓ In-water bound Macadam
✓ Treated Bases

❖ Surface Course:
✓ The top layers of pavement which is in direct contact with the wheel of
the vehicle. Usually constructed of material in which bitumen is used as
binder materials.

Road (1.12)

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Soils:
Major works of man since the beginning of time have depended on the use of soils.
✓ Not only does soil form the foundation, or supporting surface for buildings, bridges,
roadways and culverts, but it is the most common constituent, in the form of
aggregate.
✓ Soils are the most basic abundant material in highway engineering and as such, are
well characterized by the expression “common as dirt”.
✓ The steps taken to prepare foundations manipulate and transport soils and prepare
them for use as aggregates accounts for well over 70% of the total cost of
construction for a normal highway project.

Aggregates:
✓ The surface, base, and sub-base of pavements consist of aggregates or a mixture of
aggregates with cement and water (Portland cement) or a bituminous material
(bituminous concrete).
✓ The strength properties of a layer are a function of both the quality and the
properties of ingredients.
✓ Aggregates are hard, durable, mineral materials obtained by mining or quarrying
operations of deposits of sand, gravel, talus or ledges and may be defined as
“granular material of mineral composition”.

Portland Cement Concrete:

✓ Portland cement is a mixture of Portland cement, water, air, sand and gravel or
crushed stone.
✓ It is formed when the cement and water combine chemically and binds the entire
mixture into a rock-like mass.
✓ It may be thought of as a two-component material; paste and aggregate.
✓ The paste is comprised of cement, water and entrained air.
✓ The aggregate portion is generally composed of sand and gravel and comprises 70 to
80 % of the volume of the concrete.
✓ Aggregate both fine and course, should be selected for their quality, strength,
durability and resistance to environmental effects.

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 TESTING METHODS ON HIGHWAY MATERIALS

✓ Moisture Condition Value (MCV) Test

✓ California Bearing Ratio (CBR) Test
✓ Dynamic Cone Penetrometer
✓ Ground Penetrating Radar (GPR)
✓ Penetration Test on Bitumen
✓ Softening Point Test on Bitumen
✓ Los Angles Abrasion Value Test
✓ Flakiness Index Test

CBR Test for Subgrade-

✓ The California Bearing Ratio (CBR) is a penetration test for evaluation of the mechanical
strength of natural ground, subgrades and basecourses beneath new carriageway
construction.
✓ Subgrade soil is the integral part of the road pavement structure which provides support of
the pavement. The subgrade and its different properties are very much important in the
pavement design structure.
✓ The major function of the subgrade is to provide the support to the pavement against traffic
loading and for this subgrade should possess sufficient stability under adverse climate and
heavy loading conditions.
✓ The strength of a soil or subgrade can be determined by using a test known as CBR Test
which was developed in California in the year 1930’s and it is way to determine the standard
soil properties such as density.
CBR= (TEST LOAD / STANDARD LOAD) *100

The following table gives the standard loads adopted for different penetrations for the standard
material with CBR value of 100%-

PENETRATION OF PLUNGER (mm) STANDARD LOAD (kg)

2.5 1370
5.0 2055
7.5 2630
10.0 3180
12.5 3600

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TEST ON AGGREGATES-
Aggregate plays an important role in pavement construction. Aggregates influence, to a great
extent, the load transfer capability of pavements, following tests are carried out-
✓ Crushing Test
✓ Abrasion Test
✓ Impact Test
✓ Soundness Test
✓ Specific Gravity and Water Absorption Test
✓ Bitumen Adhesion Test

CRUSHING TEST-
Crushing test is used to determine the crushing strength of aggregates. The aggregate crushing value
provides a relative measure of resistance of crushing under gradually applied crushing load.

Crushing (1.13)

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ABRASION TEST-
Abrasion test is carried out to test the hardness property of aggregates and to decide whether they
are suitable for different pavement construction works. Los Angles Abrasion test is a preferred one
for carrying out the hardness property and has been standardized in INDIA.

Abrasion (1.14)

SOUNDNESS TEST-
Soundness test is intended to study the resistance of aggregates to weathering action, by conducting
accelerated weathering test cycles. The Porous aggregates subjected to freezing and thawing is
likely to disintegrate prematurely. To ascertain the durability of such aggregates, they are subjected
to an accelerated soundness test.
The loss in weight should not exceed 12% when tested with Sodium Sulphate and 18% with
Magnesium Sulphate solution.

TESTS ON BITUMEN-
✓ Penetration Test
✓ Ductility Test
✓ Softening Test
✓ Specific Gravity Test
✓ Viscosity Test
✓ Flash and Fire Point Test
✓ Float Test
✓ Water Content Test
✓ Loss on Heating Test

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CHAPTER 2:
BITUMEN ROAD CONSTRUCTION-
The primary use (70%) of Asphalt/Bitumen is in road
construction, where it is used as the glue or binder mixed with aggregate particles to create asphalt
concrete.

Preparation of the existing base course layer-

✓ The existing surface is prepared by removing the pot holes or rust if any. The irregularities
are filled in with premix chippings at least a week before laying surface course.
✓ If the existing pavement is extremely way, a bituminous levelling course of adequate
thickness is provided to lay a bituminous concrete surface course on a binder course instead
of directly laying it on a WBM.

Application of tuck coat-

It is desirable to lay AC layer over a bituminous base or binder course.
A tuck coat of bitumen is applied at 6 to 7.5 kg per 10 square meter area, this quantity may be
increased to 7.5 to 10 kg for non-bituminous base.

Preparation and Placing of Premix-

✓ The premix is prepared in a hot mix plant of a required capacity with the desired quality
control. The bitumen may be heated up to 150 to 177 deg. C and the aggregate temperature
should not differ by over 14 deg. C from the binder temperature.
✓ The hot mixed material is collected from the mixture by the transporters, carried to the
location is spread by a mechanical paver at a temperature of 121 to 163 deg. C.
✓ The camber and the thickness of the layer are accurately verified.
✓ The control of the temperatures during the mixing and the compaction are of great
significance in the strength of the resulting pavement structure.

Rolling-
✓ A mix after it placed on the base course is thoroughly compacted by rolling at a speed not
more than 5 km per hour.
✓ The initial or break down rolling is done by 8 to 12 tonnes roller and the intermediate rolling
is done with a fixed wheel pneumatic roller of 15 to 30 tonnes having a tyre pressure of 7 kg
per square cm the wheels of the roller are kept damp with water.
✓ The number of passes required depends on the thickness of the layer. In warm weather
rolling on the next day, helps to increase the density if the initial rolling was not adequate.
The final rolling or finishing is done by 8 to 10 tonne tandem roller.

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 Rolling (2.0)

Quality control of bituminous concrete construction-

✓ The routine checks are carried out at site to ensure the quality of the resulting pavement
mixture and the pavement surface.
✓ Periodical checks are made for,
• Aggregate grading
• Grade of bitumen
• Temperature of aggregate
• Temperature of paving mix during mixing and compaction.

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 Quality control (2.1)

Finished Surface-
The AC surface should be checked by a 3.0 m straight edge. The longitudinal
undulations should not exceed 8.0 mm and the number of undulations higher than 6.0 mm should
not exceed 10 in a length of 300 mm. The cross-traffic profile should not have undulations
exceeding 4.0 mm.

Highway Drainage-
✓ Its purpose is to drain rain water from the highway into the sewerage system. A highway
drain is the pipe connecting the highway gully to the surface water sewer.
✓ A soakaway is a drainage pit covered by a metal cover or sometimes by soil. Its purpose is
to allow rain water from buildings to permeate into the surrounding subsoil. These are
sometimes used to drain the highway.
✓ Highway drainage should prevent flooding, ponding and seepage and keep the carriageway,
cycleway and footway as free of standing water as possible.
✓ It ensures surface water falling on the highway enters the drainage system or natural
watercourse as speedily as possible.
✓ Keep the underlying road structure as dry as possible.
✓ Prevent injury or damage caused by hazardous surface water.
✓ Prevent highway surface water flooding adjacent properties.
✓ Prevent blockages in associated highway drainage system with consequential flooding.

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 Highway drainage (2.2)

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Highway Machineries-

Motor Grader (2.3) Asphalt Mixing Plant (2.4)

Road Roller Machine (2.5) Crawler Excavator (2.6)

Wheel Loader (2.7)

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Summary of initial and life cycle cost-
(Rs. LAKH)

S.No. Pavement Type Initial Cost Life cycle construction/

Maintenance Cost

1. Flexible/Bituminous 21 33.60

2. Rigid/Concrete 27 28.30

3. Rigid/Concrete with 30% 25.25 26.50

Fly ash replacement

Conclusion-
India’s economic growth plan of over 6% per annum for the next 20 years will, to a
great extent, depend on an efficient road infrastructure, not only national highways but other roads
too, including link roads for rural connectivity, which can provide fast movement of goods and
people with safety and economical cost to the user, government of India has drawn up Pradhan
Mantri gram Sadak Yojana (PMGSY) for implementation of rural connectivity. It is estimated that
in the next few years, road works under PMGSY worth Rs. 1,20,000 Crores are to be constructed.
Since road pavements are in important part of these projects, costing about 50% of the investment, a
careful evaluation of the alternatives in necessary to make the right choice on a rational basis, which
may be comparatively more beneficial to the nation.

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