NATIONAL INSTITUTE OF TECHNOLOGY

KURUKSHETRA

INDUSTRIAL TRAINING REPORT

Submitted by-
Ankit Yadav Roll No.
12111147

Under the Guidance of –

Faculty Mentor Industrial Mentor

Dr. SM Gupta Mr. Satish Kumar
Professor Junior Engineer
NIT, Kurukshetra PWD, Agra

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 Table of content
Pag
Sr. No. Content e
no.
1. Candidate’s Declaration 3
2. Acknowledgement 4
3. About Organization 5
4. Map of the project 6
2. Project brief 7
3. Objective 8
4. What is pavement 10
5. Types of the pavement 11
6. Some important terms 13
Cross section of flexible pavement and Rigid
7. 15
pavement
8. Types of coats 16
10. Different courses of layers 17
11. Tests 18
12. Construction steps of project 34
13. Machineries used 40
12. Conclusion 44

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 Candidate’s Declaration

I hereby declare that this submission is my own work and that, to the
best of my knowledge and belief, it contains no material previously
published or written by another person nor material which to a
substantial extent has been accepted for the award of any other degree
or diploma of the university or other institute of higher learning, except
where due acknowledgment has been made in the text.

Ankit Yadav
12111147

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 Acknowledgement
It is only possible to prepare project report with the assistance and encouragement
of other people. This one is certainly no exception. On the very outset of this
report, I would like to extend my sincere and heartfelt obligation toward all the
persons who have helped me in this endeavour. Without their active guidance,
help, cooperation and encouragement, I would not have made headway in this
project.

I am ineffably indebted to Mr. Satish Kumar for conscientious guidance and

encouragement to accomplish this assignment.

I am extremely thankful and pay my gratitude to my faculty mentor Dr. SM Gupta for
his valuable guidance and support on completion of this internship.
I extend my gratitude to National Institute of technology, Kurukshetra for giving me
this opportunity.

I also acknowledge with a deep sense of reverence my gratitude to all the person
involved in project, my parents and members of my family who has always
supported me morally as well as economically.

Thanking you

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 About Organization

The Public Works Department execute the construction, improvement,

strengthening and maintenance of roads and bridges. The responsibility of
construction of certain buildings of the state government and their maintenance is
also upon this department. The department undertakes the maintenance of
National Highways passing through Uttar Pradesh which are not covered by the
National Highways Authority for which funds are provided by the Government of
India. The task of monitoring the works under different schemes and ensuring
high quality of work has been assigned to 18 zonal Chief Engineers.

The state, geographically and in terms of population, is the country’s largest state.
For the State's industrial, economic and social development it is essential to
connect each village and its population with the main roads. Besides, the
widening and high-quality repair of important National Highways, state roads and
district roads is also important for transportation. The P.W.D. is executing the
work of construction and improvement of link roads in rural areas, widening and
improvement of other district roads, main district roads and state roads,
construction of bridges in rural areas and repair of narrow and damaged bridges
on main routes on a priority basis. In addition, it is also doing the work of
construction of link roads in rural areas under Pradhan Mantri Gram Sadak
Yojana and strengthening of previously-built rural and other roads

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Map of the Project

6
 Project Brief

Project Name Widening and strengthening

of road from mandi mirza
khan, Agra to Samra Doudpur
(Rajasthan border)
Length of project (km) 11.35km
Total project cost 18.75cr
Client PWD, Agra, Uttar Pradesh
Construction Period Approx 5 Months

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OBJECTIVE

The primary objectives for the construction of road pavements are as follows:

1. Provide a Safe Driving Surface: One of the main objectives of highway

pavement construction is to create a safe and skid-resistant driving surface for
vehicles. A well-designed and properly maintained pavement reduces the risk of
accidents and ensures safer travel for motorists.

2. Support Traffic Loads: Highway pavements are constructed to withstand

the weight of various types of vehicles, including passenger cars, trucks, and
buses. The pavement structure is designed to distribute the traffic loads and
prevent excessive stresses on the underlying soil and subgrade.

3. Ensure Durability and Longevity: Another key objective is to construct

durable pavements that can withstand the impact of constant traffic, weather
conditions, and environmental factors. Durable pavements require less frequent
repairs and maintenance, leading to cost savings over the pavement's lifespan.

4. Provide Smooth and Comfortable Travel: A well-constructed pavement

offers a smooth and comfortable ride for motorists, reducing driver fatigue and
providing better ride quality for passengers.

5. Improve Traffic Flow: Properly designed and maintained pavements

contribute to smoother traffic flow and reduce congestion, improving overall
transportation efficiency.

6. Enhance Connectivity and Accessibility: Highway pavements play a

crucial role in connecting cities, towns, and regions, facilitating the movement of
goods and people and enhancing overall accessibility.

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7. Support Economic Growth: High-quality Road infrastructure, including
wellbuilt pavements, supports economic development by facilitating the
movement of goods, boosting trade, and promoting tourism.

8. Contribute to Sustainable Transportation: Pavement construction

practices that use sustainable materials and promote environmentally friendly
technologies contribute to a greener and more sustainable transportation system.

9. Ensure Regulatory Compliance: Highway pavements must meet

specific engineering standards and regulatory requirements to ensure their safety
and performance.

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 WHAT IS ROAD OR PAVEMENT?
Pavement or Road is an open, generally public way for the passage of vehicles, people
and animals.
Pavement is finished with a hard smooth surface. It helped make them durable and
able to withstand traffic and the environment. They have a life span of between 20-30
years.
Road pavements deteriorate over time due to –
 Impacts of traffic, particularly heavy vehicles.
 Environments factors such as weather, pollution.

TYPES OF PAVEMENTS
There are various types of pavements depending upon the materials used; a brief
description of all types is given here –
1. Flexible Pavements
Flexible pavement can be defined as the one consisting of a mixture of asphaltic or
bituminous material and aggregates placed on a bed of compacted granular
material of appropriate quality in layers over the subgrade.
The design of flexible pavement is based on the principle that for a load of any
magnitude, the intensity of a load diminishes as the load is transmitted downwards
from the surface by virtue of spreading over an increasingly larger area, by
carrying it deep enough into the ground through successive layers of granular
material. Thus for flexible pavement, there can be grading in the quality of
materials used, the materials with high degree of strength is used at or near the
surface. Thus the strength primarily influences the thickness of the flexible
pavement.

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 Bitumen has been widely used in the construction of flexible pavements for a long
time. This is the most convenient and simple type of construction. The cost of
construction of single lane bituminous pavement varies from 20 to 30 lakhs per km
in plain areas. In some applications, however, the performance of conventional
bitumen may not be considered satisfactory because of the following reasons-
 In summer season, due to high temperature, bitumen becomes soft resulting in
bleeding, rutting and segregation finally leading to failure of pavement. + In
winter season, due to low temperature, the bitumen becomes brittle resulting in
cracking and unevenness which makes the pavement unsuitable for use.
 In rainy season, water enters the pavement resulting into pot holes and
sometimes total removal of bituminous layer.
 In hilly areas, due to sub-zero temperature, the freeze thaw and heave cycle
takes place. Due to freezing and melting of ice in bituminous voids, volume
expansion and contraction occur. This leads to pavements failure.
 The cost of bitumen has been rising continuously. In near future, there will be
scarcity of bitumen and it will be impossible to procure bitumen at very high
costs.

2. Rigid Pavements
A Rigid pavement is constructed from cement concrete or reinforced concrete
slabs. Grouted concrete roads are in the category of semi-rigid pavements. The
design of rigid pavement is based on providing a structural cement concrete slab of
sufficient strength to resists the loads from traffic. The rigid pavement has rigidity
and high modulus of elasticity to distribute the load over a relatively wide area of
soil. Minor variations in subgrade strength have little influence on the structural
capacity of a rigid pavement. In the design of a rigid pavement, the flexural
strength of concrete is the major factor and not the strength of subgrade. Due to
this property of pavement, when the subgrade deflects beneath the rigid pavement,
the concrete slab is able to bridge over the localized failures and areas of
inadequate support from subgrade because of slab action.

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3. Semi Rigid Pavements
The Semi Rigid Pavement (SRP) is an alternative solution to overcome the
limitations caused by conventional pavements, ie. Flexible (asphalt concrete)
and Rigid (cement concrete) pavements, which consists both the flexibility
from asphalt component and the rigidity from cement constituent. The Semi
Rigid Pavement has already become more and more popular for years
internationally as a surface layer of those pavements under serious conditions
such as road junctions, airport aprons, bus depots and heavy loading yards

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Some Important Terms:
1. WET MIX MACADAM :-
 Use - Mostly used as Base Course for high traffic roads. Sometimes may
be used as sub-base.
 Material - Aggregates are used in combined manner.
 Grading of material - There is only grading one requirement of
aggregates for WMM from IS Sieve size 53 mm to 75 micron.
 Compacted thickness - Thickness of an individual layer shall not be less
than 75 mm and can be upto 250 mm for grade material.
 Water consumption - Less consumption of water.
 Construction - The mix is prepared in the Pugmill plant and then may be
spread by a paver finisher and in case of multilayer construction the
bottom layers may be allowed to be laid by motor grader.
 Compaction - Compaction of WMM mix is done in a single step because
mix is prepared and mixed in a pugmill in a controlled manner.
 Segregation - A dense uniform mass is obtain in the form of finished
work, segregation in mix.

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2. WATER BOUND MACADAM :-
 Use - Mostly used as Base Course, also may be used as sub-base or
surfacing course depending upon category of roads.
 MATERIAL - Coarse aggregates, Screening and Binding material are
applied Separately.
 GRADING OF MATERIAL - There are 3 Grading for CA
G1 90 mm to 45 mm
G2: 63 mm to 45 mm
G3: 53 mm to 22.4mm
There are 2 Grading for screenings 13.2 mm & 11.2 mm .
 Compacted thickness - For grading G1 is 100 mm for grading G2 & G3 it
is 75 mm.
 WATER CONSUMPTION- Large quantity of water required.
 CONSTRUCTION - Coarse aggregates are manually spread over the
prepared surface.
 COMPACTION - After laying of coarse aggregates rolling is done. After
this screening material are applied to fill the voids followed by rolling &
finally binding material is applied the its rolling is done.
 SEGREGATION - There is a non-uniformity in the finished surface,
segregation takes place in mix.

3. COMPACTION :-
 Compaction is the compression of soil by the expulsion of air from the
voids of the soil.
 It is a quick process.
 Short term loading is required.
 Loading is applied in a dynamic way.
 Any type of soil either it is cohesion or Cohesion less can be compacted.
 Degree of saturation of soil to be compacted should be less than 100%.
 Shear strength of soil increases.
 Void ratio, compressibility and permeability decreases.
 Bearing capacity and settlement characteristics improve.
 Compaction is done purposely in order to get maximum dry density of
soil.
 It is done before the construction of structure.
 To construct roads, earthen dams, embankments etc. compaction is useful.

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4. CONSOLIDATION:-
 Consolidation is the compression of soil by the expulsion of water from
voids of the soil.
 It is a slow process.
 Long term loading is required.
 Loading is static and constant.
 Consolidation applies to cohesive soils only especially for low permeable
clay.
 Degree of saturation of soil to be consolidated should be 100%.
 Shear strength of soil increases.
 Void ratio, compressibility and permeability decreases.
 Bearing capacity and settlement characteristics improve.
 Consolidation of soil occurs naturally due to structural loads from
foundations.
 It begins naturally along with the construction work.
 The foundation soil properties will improve over long period due to
consolidation.

CROSS-SECTION OF A FLEXIBLE PAVEMENT

Typical layers of a conventional flexible pavement include seal coat, surface
course, tack coat, binder course, prime coat, base course, sub-base course,
compacted sub-grade and natural sub-grade.

CROSS-SECTION OF A RIGID PAVEMENT

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Rigid pavements are constructed with rigid materials such as concrete. They
have high stiffness and distribute the load primarily through slab action.
Rigid pavement is a type of pavement structure made of concrete, typically
Portland cement concrete (PCC), which provides a high degree of rigidity and
strength. It is commonly used in areas that require a durable and long-lasting
surface, such as highways, airport runways, and urban roads.

TYPES OF COATS
1. SEAL COAT
The seal coat has to be provided which is a thin surface treatment used to
water proof the surface and to provide skid resistance.

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2. TACK COAT
Tack coat has to be provided between two layers of binder course. This coat
is very light application of asphalt, usually asphalt emulsion diluted with
water. It must be thin, uniformly cover the entire surface, and set very fast.

3. PRIME COAT
Prime coat provides bonding between two layers which penetrates into the
layer below, plugs the voids, and forms a water tight surface. That's why both
prime coat and tack coat has to be provided. They both have different
functions. It is an application of low viscous cutback bitumen to an absorbent
surface like granular bases on which binder layer is placed.

DIFFERENT COURSES OF LAYERS

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A pavement is a multi-layered structure designed to provide a smooth, durable,
and safe driving surface for vehicles. The components of a typical highway
pavement, from the top surface to the subgrade, include:
1. Surface Course: The topmost layer of the pavement, also known as the
wearing course. It is the layer that comes into direct contact with the traffic
load and provides skid resistance and protection to the underlying layers.
2. Binder Course (if applicable): In some pavement designs, especially for
flexible pavements, a binder course may be present between the surface course
and the base course.
3. Base Course: The base course is the layer that provides support to the
surface course and distributes the load from traffic to the subbase and
subgrade. It is typically made of high-quality crushed aggregates, which may
be bound with bitumen, cement, or lime for stability and strength.
4. Subbase Course: The subbase course lies beneath the base course and
provides additional support and load distribution to the pavement. It may
consist of granular materials like crushed stone, gravel, or stabilized materials.
5. Subgrade: The natural soil or the compacted fill on which the entire
pavement structure rests. The subgrade provides the ultimate support for the
pavement layers and needs to be adequately compacted and stable to prevent
pavement failure.
6. Drainage Layer: In some cases, a drainage layer may be incorporated
between the subbase and subgrade to facilitate proper drainage of water away
from the pavement structure.
7. Geosynthetics: Geotextiles or geogrids may be used in pavement
construction to improve the mechanical properties of the pavement, prevent
intermixing of different layers, and reduce the occurrence of reflective
cracking.
These components work together to create a structurally sound and durable
pavement that can withstand the traffic loads and environmental conditions
over its design life.

TESTS

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1. SIEVE ANALYSIS
 In this method we determine the density of the aggregate.
 In this there are different sizes of sieves.
 The material passes through these sieves and we calculate the % weight passing
through these sieves, and we compare these values with JMF Value * First of
all we take a sample about 10 kg.
 Now we pass the sample from different sieves.
 After passing each sieve we find the retained weight, % weight retained,
cumulative weight retained and percentage passing of aggregates.

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2. CBR TEST
Definition: It is the ratio of force per unit area required to penetrate a soil
mass with standard circular piston at the rate of 1.25 mm/min. to that
required for the corresponding penetration of a standard material.

Test Load
C . B . R= × 100
Standard Load

The same samples were further tested for CBR using Static Compaction with
56 blows by standard rammer of 2.6 kg. In 1928 California Division of State
Highways developed CBR method for pavement design the majority of
design curves developed later are based on the original curves proposed by
O.J. Porter. One of the chief advantages of this method is the Simplicity of
the test procedure. The CBR tests were conducted by California State
Highways Department on existing pavement surfaces including sub base, sub
grade and base course based on the extensive test data collected on
pavements, an empirical design chart was
prepared correlating the CBR values and pavement thickness.

3. TESTS ON BITUMEN

Ductility Test
The ductility test of bitumen evaluates its ability to deform under tensile
stress, particularly at low temperatures. Here's a brief overview of the
ductility test procedure:
1. Sample Preparation:
o Heat the bitumen sample to a specified temperature above its softening
point.
o Pour the molten bitumen into a briquet mould and allow it to cool and
solidify.
2. Mounting the Specimen:
o Attach the specimen to the grips of a ductility testing machine, ensuring it
is aligned for a straight pull.

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3. Testing Conditions:
o Immerse the specimen in a water bath at a specified temperature (usually
around 27°C).
o Start the test after ensuring the specimen reaches uniform temperature.
4. Performing the Test:
o Pull the specimen at a constant rate (typically 50 mm/min) until it breaks
or reaches the maximum specified extension (usually 5 cm).
o Record the distance at which the specimen breaks or the maximum
elongation achieved.
5. Interpretation:
o The ductility value, measured in centimeters, indicates the distance the
bitumen can stretch before failure.
o Higher ductility values suggest greater flexibility and ability to withstand
deformation under tensile stress.
The ductility test is crucial for assessing the suitability of bitumen for
applications where it needs to resist cracking or breaking under bending or
stretching forces, such as in road construction and waterproofing.

Penetration Test -
The penetration test of bitumen is used to measure the hardness or
consistency of bitumen. Here's a brief overview of the procedure:

Equipment Required:
1. Penetrometer: A device used to measure the depth to which a standard needle
penetrates the bitumen sample.
2. Penetration Needle: Standardized needles with specified dimensions and
weights.

Procedure:
1. Sample Preparation:
o Heat the bitumen sample to a specified temperature (usually between
25°C to 30°C above its softening point) to achieve a suitable consistency
for testing.
o Fill the penetration test container with the molten bitumen sample.
2. Performing the Test:
o Allow the sample to cool and settle for a specified period (usually 30-60
minutes) to ensure uniform temperature throughout.
o Position the penetration needle vertically over the sample and lower it
gently until it makes contact.
o Apply a standard load (usually 100 grams) to the needle and allow it to
penetrate the bitumen for 5 seconds.

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3. Measurement:
o Measure and record the depth of penetration of the needle into the
bitumen sample in tenths of a millimeter (0.1 mm).
4. Calculations:
o Repeat the test at least three times on different spots of the sample to
ensure accuracy.
o Calculate the average penetration value from the recorded measurements.
5. Interpretation:
o The penetration value indicates the hardness or softness of the bitumen.
o Higher penetration values (greater needle depth) indicate softer bitumen,
while lower penetration values (shallower needle depth) indicate harder
bitumen.
Importance:
 The penetration test is essential for classifying bitumen into different grades
based on its consistency, which is crucial for selecting the appropriate type of
bitumen for various applications such as road construction, asphalt mixes, and
waterproofing.
By performing the penetration test, engineers and researchers can assess and
ensure the quality and suitability of bitumen for specific construction and
engineering purposes.

Softening Point –
The softening point test of bitumen is conducted to determine the temperature
at which the bitumen softens under specific conditions. Here’s a brief
overview of the procedure:

Equipment Required:
1. Ring and Ball Apparatus: This apparatus consists of two steel rings and two
steel balls.
2. Heat Source: Such as a heating mantle or hot plate.
3. Thermometer: To measure the temperature.

Procedure:
1. Sample Preparation:
o Mold the bitumen sample into a shape suitable for testing, typically a
briquette or disk.
o Allow the sample to cool and solidify to room temperature.
2. Testing Setup:
o Place the moulded bitumen sample on a metal plate or support.
o Position the two steel rings on top of the bitumen sample, ensuring they
are concentric and evenly spaced apart.

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3. Heating:
o Heat the apparatus gradually at a controlled rate (usually 5°C per minute)
from ambient temperature.
o Monitor the temperature using a thermometer inserted into the bitumen
sample or near the rings.

4. Observation:
o As the temperature rises, observe the bitumen sample through the rings.
o Note the temperature at which the bitumen softens enough for the lower
steel ball to touch the metal plate or support.
5. Recording:
o Record the temperature at which the softened bitumen allows the steel
ball to sink a specified distance (typically 25 mm ± 0.5 mm).
6. Calculations:
o Repeat the test at least twice to ensure consistency and accuracy.
o Calculate the average softening point temperature from the recorded
values.
Interpretation:
 The softening point temperature is an important indicator of the temperature
range over which bitumen undergoes a transition from a solid to a viscous liquid
state.
 Different grades of bitumen have specified softening point ranges, which are
critical for determining their suitability for various applications such as road
construction, roofing, and waterproofing.
By conducting the softening point test, engineers and researchers can assess
the thermal properties and performance characteristics of bitumen, ensuring it
meets the required standards and specifications for its intended use.

Viscosity Test-
The viscosity test of bitumen is crucial for understanding its flow
characteristics under specific temperature conditions. Here’s a brief overview
of the viscosity test procedure:

Equipment Required:
1. Viscometer: Various types are used, such as the saybolt Furol viscometer or the
Kinematic viscometer.
2. Heating Device: To heat the bitumen sample to the test temperature.
3. Stopwatch or Timer: To measure the time taken for the flow.
.
Procedure (Kinematic Viscometer):

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 1. Sample Preparation:
o Heat the bitumen sample to the specified test temperature.
o Ensure the viscometer is clean and calibrated for accurate measurements.
2. Testing Setup:
o Fill the viscometer with the heated bitumen sample up to the fill line.
o Place the viscometer in the heating bath or temperature-controlled
chamber to maintain the test temperature (typically 135°C for bitumen).

3. Measurement:
o Start the timer and measure the time it takes for the bitumen to flow
between two points in the viscometer tube.
o Record the flow time in seconds.

4. Calculations:
o Calculate the kinematic viscosity of the bitumen using the formula
specific to the viscometer used.
o Kinematic viscosity is typically reported in centistokes (cst) or
millistokes (mst).
Interpretation:
 The viscosity test provides valuable information about the flow behaviour of
bitumen, which is critical for determining its suitability for various applications,
such as paving, roofing, and industrial processes.
 Higher viscosity indicates thicker, more viscous bitumen, while lower viscosity
indicates thinner, more fluid-like bitumen.
By conducting viscosity tests, engineers and researchers can ensure that
bitumen meets specified performance requirements and standards for its
intended use in construction and other industries.

TESTS ON AGGREGATES -
1. Aggregate Impact value Test -
The Aggregate Impact Test is used to evaluate the resistance of aggregates
to sudden impacts or shocks. Here's a brief overview of the test procedure:

Purpose:
The test assesses the toughness of aggregates and their suitability for use
in construction, particularly in road construction where aggregates may be
subjected to impact loads.

Equipment Required:
1. Impact Testing Machine: Typically a cylindrical steel drum with an
internal diameter of 75 mm and a depth of 50 mm.

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2. Tamping Rod: A steel rod with a bullet end, used for compacting the
aggregates into the cylindrical cup.
3. Balance: To measure the weight of the aggregates.

Procedure:
1. Sample Preparation:
o A sample of aggregates is prepared by sieving them through a set of
sieves to obtain a specific size fraction (typically 14-10 mm).
o The aggregates are dried to a constant weight if they are moist.

2. Preparation of Test Sample:

o The aggregate sample is filled into the cylindrical cup of the impact
testing machine in three layers, each layer being compacted using 25
strokes of the tamping rod.
3. Testing:
o The impact testing machine is set to a specified number of blows
(usually 15 blows).
o A standard weight (usually 14 kg) is dropped through a height of 380
mm onto the aggregate sample in the cylindrical cup.
o After the specified number of blows, the aggregate is removed from
the machine.
4. Sieve Analysis:
o The sample is sieved through a 2.36 mm sieve (or as specified) to
separate the crushed material (fines) from the larger particles.
o The crushed material is then weighed.
5. Calculations:
o The aggregate impact value (AIV) is calculated as the ratio of the
weight of fines (passing through the sieve) to the total weight of the
sample, expressed as a percentage.

weight of fines
Aggregate Impact Value ( AIV ) = ×100
Total weight of sample

Interpretation:
A lower AIV indicates tougher aggregates that can withstand more impact.
Higher AIV values indicate weaker aggregates that may not be suitable for
high-stress applications.

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 Importance:
The Aggregate Impact Test helps in assessing the durability and strength
of aggregates, particularly their ability to resist sudden impact loads,
which is critical for their performance in road construction and other
infrastructure projects.

2. Aggregate Crushing Test

The aggregate crushing test is conducted to evaluate the resistance of

aggregates to crushing under gradually applied compressive load. Here’s a
brief overview of the test procedure:

Purpose:
The test determines the aggregate crushing value (ACV), which provides a
relative measure of the resistance of an aggregate to crushing under a
gradually applied compressive load.

Equipment Required:
1. Compression Testing Machine: A mechanical device equipped with a load
cell capable of applying a load of 400 kN or more.
2. Cylindrical Metal Measure: A cylindrical container used to measure the
aggregate sample volume.
3. Tamping Rod: A steel rod with a bullet end used for compacting the
aggregates.
4. Sieves: Standard sieves to separate the aggregates into different size
fractions.

Procedure:
1. Sample Preparation:
o A sample of aggregates is prepared by sieving them through a set of
sieves to obtain a specific size fraction (typically 14-10 mm).
o The aggregates are dried to a constant weight if they are moist.
2. Preparation of Test Sample:
o The aggregate sample is filled into the cylindrical metal measure in
three layers, each layer being compacted using 25 strokes of the
tamping rod.
o The top surface of the aggregates is levelled off using the tamping rod.
3. Testing:
o The prepared aggregate sample is placed centrally on the base plate of
the compression testing machine.
o A load is gradually applied at a uniform rate of 40 tonnes per minute
until failure occurs.

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 o The maximum load applied to the aggregates is recorded.
4. Calculations:
The aggregate crushing value (ACV) is calculated by dividing the
maximum weight of aggregates passing through a specified sieve after
crushing by the total weight of aggregates taken, and multiplying by
100 to obtain a percentage.

Weight of fines passing through specified sieve

Aggregate CrushingValue= × 100
Total weight of sample

Interpretation:
A lower ACV indicates stronger aggregates that can withstand higher
crushing loads. Higher ACV values indicate weaker aggregates that may
not be suitable for high-stress applications.

Importance:
The aggregate crushing test helps in assessing the quality and suitability of
aggregates for use in concrete and asphalt mixes, as well as for road
construction and other civil engineering purposes.
This test provides crucial information about the strength and durability of
aggregates, ensuring they meet the required standards and specifications
for various construction applications.

3. Aggregate Abrasion Test

The aggregate abrasion test, commonly known as the Los Angeles

Abrasion test, is conducted to evaluate the resistance of aggregates to
abrasion and wear. Here’s a brief overview of the test procedure:

Purpose:
The test assesses the durability of aggregates and their ability to withstand
abrasion in conditions typically encountered in construction activities,
such as road pavement.

Equipment Required:
1. Los Angeles Abrasion Testing Machine: Consists of a hollow steel drum
that rotates about a horizontal axis.
2. Abrasive Charge: A specified number of steel balls of a specified diameter
(usually 12 balls with a diameter of 46-49 mm).
3. Sieve: A sieve with openings of 1.70 mm (No. 12).

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Procedure:
1. Sample Preparation:
o A sample of aggregates is prepared by sieving them through a set of
sieves to obtain a specific size fraction (usually 20-14 mm).
o The aggregates are washed and dried to a constant weight if they are
moist.
2. Preparation of Test Sample:
o The prepared aggregate sample is placed in the Los Angeles Abrasion
Testing Machine along with the abrasive charge.
o The drum is then rotated at a specified speed (usually 30-33
revolutions per minute) for a total of 500 to 1000 revolutions,
depending on the specifications.
3. Sieving and Calculation:
o After completion of the specified number of revolutions, the aggregate
sample is removed from the machine.
o The sample is sieved through a 1.70 mm sieve, and the material
retained on the sieve is weighed.
o The loss in weight due to abrasion is calculated as a percentage of the
original weight of the sample.
4. Calculations:
o Calculate the percentage loss in weight using the formula:

Initial weight−Final weight

Percentage loss= ×100
Initial weight

o The lower the percentage loss, the higher the abrasion resistance of the
aggregates.

Interpretation:
 The Los Angeles Abrasion value (LA value) obtained from this test provides
an indication of the hardness and durability of aggregates.
 Aggregates with lower LA values are considered more suitable for use in
applications where resistance to abrasion and wear is critical, such as road
construction.

Importance:
 The test helps in selecting aggregates that can withstand the abrasive forces
encountered in construction activities, ensuring the longevity and
performance of infrastructure projects.
By conducting the Los Angeles Abrasion test, engineers and researchers
can make informed decisions about the quality and suitability of
aggregates for specific construction applications.

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4. Flakiness Index Test

Purpose:
The Flakiness Index test evaluates the elongated or flat particle content of
coarse aggregates, which can affect the workability and strength of
concrete mixes.

Equipment Required:
1. Callipers: Used to measure the dimensions of aggregate particles.
2. Sieve: Typically a 6.3 mm sieve.

Procedure:
1. Sample Preparation:
o A representative sample of coarse aggregates is selected and washed
to remove any adhering particles or fines.
o The sample is dried to a constant weight.
2. Test Procedure:
o Each aggregate particle is individually inspected and its dimensions
(thickness, width, and length) are measured using callipers.
o Aggregate particles passing through the 6.3 mm sieve are collected.
3. Calculations:
o The Flakiness Index is calculated as the percentage by weight of
aggregate particles whose least dimension (thickness) is less than 0.6
times their mean dimension (average of width and length).

Weight of flaky particles

Flakiness Index ( FI ) = × 100
Total weight of sample

o Typically, a lower Flakiness Index indicates better-shaped aggregates.

5. Elongation Index Test

Purpose:
The Elongation Index test evaluates the elongated or rod-like particle
content of coarse aggregates, which can affect the workability and
durability of concrete mixes.

Equipment Required:
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1. Callipers: Similar to the Flakiness Index test.
2. Sieve: Typically, a 6.3 mm sieve.

Procedure:
1. Sample Preparation:
o Similar to the Flakiness Index test, a representative sample of coarse
aggregates is selected, washed, and dried.
2. Test Procedure:
o Each aggregate particle is individually inspected and its dimensions
(thickness, width, and length) are measured using callipers.
o Aggregate particles retained on the 6.3 mm sieve are collected.
3. Calculations:
o The Elongation Index is calculated as the percentage by weight of
aggregate particles whose greatest dimension (length) is greater than
1.8 times their mean dimension (average of thickness and width).

Weight of elongated particles

Elongation Index ( EI )=
Total weight of sample

o A lower Elongation Index indicates better-shaped aggregates.

Importance:
 Both tests are important for assessing the shape characteristics of aggregates,
which influence the workability, compactability, and durability of concrete
mixes.
 Well-graded aggregates with lower Flakiness and Elongation Indices are
preferred in construction to ensure higher strength and better performance of
concrete structures.
These tests help in ensuring that aggregates used in construction meet
specified standards and contribute to the quality and longevity of
infrastructure projects.

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 Construction steps of project

1. Excavation Work - The excavation process unfolds through a series of

meticulous steps:
1. Clearing and Site Preparation: Initial activities involve clearing the
construction site of unwanted vegetation, bushes, and debris.
2. Setting Out: Ground tracing, involving the marking of excavation lines
and center lines, precedes actual excavation work. Corner benchmarks,
usually numbering between two to four, are established on permanent
structures to guide level measurements.
3. Depth Fixing and Excavation: Utilizing reference drawings and
benchmarks, the excavation depth is determined and executed either
manually or through machinery, based on availability.
4. Soil Management: Excavated soil is either removed from the site or
strategically stocked nearby, maintaining a minimum distance of 1 meter
from the excavation pit to prevent soil erosion.

2. GSB Construction (Granuler Sub Base) -

The construction of Granular Sub Base involves these steps:

Site Preparation: The subgrade is prepared, ensuring it is properly compacted
and levelled.
Aggregate Placement: The aggregates are spread in layers over the subgrade.
Each layer is compacted thoroughly to achieve the desired density and thickness.
Quality Control: Quality checks are carried out during and after construction to
ensure that the GSB meets the required specifications.
Moisture Control: Proper moisture content is crucial during compaction.
Excessive moisture can weaken the GSB.
Surface Smoothness: The final GSB layer must be smooth and even to support
the subsequent layers of the road.

3. WMM (Wet Mix Macadam) Construction –

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Preparation of Base for Wet Mix Macadam:

o The surface that will receive the Wet Mix Macadam layer must be cleaned
and made to the required camber. Furthermore, it should be free from dust
and other debris.
o If there are any rain cuts or rough spots on the surface, they must be fixed
before placing the Wet Mix Macadam layer.

Lateral Confinement of Wet Mix Macadam Layer:

o When placing wet mix macadam, the wet mix macadam should be prevented
from spreading out to the sides.
o This can be ensured by placing materials in the adjacent shoulders along with
the Wet Mix Macadam layer and following the order of operations
enumerated in the MORTH specifications.

Preparation of Wet Mix Macadam Mix:

o In a Wet Mix Macadam mixing plant, an appropriate quantity of ingredients

should be mixed with the right amount of OMC.
o Water should be added in a controlled way, and proper mixing arrangements
should be ensured.
o By following IS 2720(Part-8), the aggregate fraction on the 22.40 mm sieve
should be replaced with the material that ranges in size from 4.75 mm to 22.4
mm.
o When adding water, evaporation loss must be taken into account.
o During compaction, the amount of water in the wet mix should not change
by more than the allowable limit.
o The materials should be mixed thoroughly.

Transportation:

o The materials must be thoroughly mixed in the Wet Mix plant.

o The materials should then be loaded straight from the wet mix plant onto the
dumpers and driven to the Wet Mix Macadam location.
o On the finished GSB layer, lime powder or pegs should be used to mark the
lines of Wet Mix Macadam.
o For lateral confinement, the shoulder material must be placed before the wet
mix laying operation.
o The Wet Mix Macadam must be spread out and packed down in two layers
of the same thickness, as per the codal guidelines.
o The compacted layer must be at least 75 mm thick and no more than 200
mm thick.

36
 Spreading of Wet Mix Macadam:

o The first layer shall be spread with a motor grader, and the subsequent layer
shall be spread with a Sensor Paver.
o The motor grader must be able to spread the Wet Mix Macadam material out
evenly on all surfaces. Its blade must have some hydraulic control that can be
used to make initial adjustments so that the slope and grade meet the
requirements.
o The paver finisher must be self-propelled. It should have loading hoppers
and a mechanism for distributing the material, as well as a tamping and
vibrating arrangement for the compaction control mechanism. This will
ensure a smooth finished surface free from any deformations.

Compaction of Wet Mix Macadam:

o When the laying is done, Wet Mix Macadam will be compacted right away
with a vibratory compactor.
o The number of passes during compaction shall be arrived at by trials till 98%
of Maximum Dry Density as determined by IS: 2720(Part 8) is achieved.
o The roller must move both forward and backwards during one pass, and
the speed of the roller should not be greater than 5 km/hr.
o The first rolling is done with a Vibratory roller in two static passes.
o After rolling, 4 vibration passes are accomplished.
o The compacting will start at the bottom edge and move up, width by width,
to the top edge.
o The roller must move in a straight line along the middle of the road, going
over each previous track by at least 1/3 of its width until the whole area has
been rolled.
o Each trip of the vibrating roller must end at a stop that is at least one meter
away from the last stop.
o Before the next layer is started, quality control tests should be conducted.
o Then, the second layer of Wet Mix Macadam will be spread out to the edges
and thoroughly compacted.

4. DBM Construction (Dense Bitumen Macadam) -

37
Steps of Construction of Dense Bituminous Macadam –

1. Preparation of the existing base course layer

o Preparation of the existing base course involves the removal

of corrosion or potholes that may be present.
o Premix chippings are used to fill in the imperfections at least a week
before the surface course is laid.
o Instead of the direct application of a bituminous concrete surface course
on Water Bound Macadam when the existing pavement is extremely thin,
a bituminous levelling course of sufficient thickness is supplied.

2. Application of Tack Coat

o The placement of the AC layer over a bituminous base or binder course is

preferred.
o A bituminous tack coat is applied as 6.0 to 7.5 kg per 10 sq.m area.
o For non-bituminous bases, the quantity of tack coat can be increased
to 7.5 to 10 kg.

3. Preparation and placing of Premix

o A hot mix plant with the necessary capacity and the requisite quality
control prepares the Premix.
o The aggregate temperature shouldn't deviate from the binder temperature
by more than 14°C, and the bitumen should be heated to between 150 and
177°C.
o A mechanized paver spreads the hot mixed material at a temperature of
121 to 163°C after being obtained from the mixture and transported to the
destination.
o Accurate control of temperature and compaction is ensured.
o Camber and layer thickness are checked accurately

4. Rolling

o Rolling at a speed of less than 5 km/hr fully compacts the mix after it has
been deposited on the base course.
o The first or break down rolling is carried out by an 8–12 ton roller, and
the intermediate rolling is carried out by a 15–30 ton fixed wheel
pneumatic roller with a 7kg per sq. cm tyre pressure.
o The roller's wheels are kept wet with water.
o The number of passes necessary varies depending on the layer thickness.
o If the initial rolling was insufficient in warm weather, rolling is done
again the next day to improve the density.
38
 o A tandem roller weighing 8 to 10 tonnes is used for final rolling or
finishing.

5. Quality control of DBM concrete construction

o On-site routine inspections are done to guarantee the quality of the final
pavement mixture and the pavement surface.
o Aggregate grading, bitumen quality, aggregate temperature, and the
temperature of the paving mix while mixing and compacting are all
regularly monitored.
o One sample is taken from every 100 tonnes of mix and is tested for the
aforementioned specifications.
o Marshall test is performed on the samples.
o One test of the field density is performed for every 100 sq.m of the
compacted surface to check whether it has at least 95% of the lab
density.
o 6mm of thickness variation is permitted for every 4.5m of construction.

6. Finished surface

o A 3.0 m straight edge should be used to inspect the AC surface.

o In a length of 300 m, the longitudinal undulations shouldn't be more than
8.0 mm, and there shouldn't be more than 10 undulations higher than 6.0
mm.
o Undulations in the cross-traffic profile shouldn't be more than 4.0mm.

Preparation of Dense Bituminous Macadam (DBM) Mix and Transportation

o The batch-mix type of mixing plant must be used. It must be able to control the
mix's ingredients so that they stay within the desirable range.
o The DBM mixing plant should have a rated capacity of 200 T/hr.
o The bitumen storage tanks must be able to maintain the temperature of contents
with a tolerance limit of 5°C. They should have a thermostat that keeps the
temperature from going above 170°C and a set thermometer that can be easily
read from the outside of the tank.
o The dryer must have a drum that turns and can heat the aggregates to the
temperatures mentioned in the standard.
o Bitumen must be heated to the appropriate temperature in the tanks and then
sent to the mixing plant through insulated pipes to prevent the heat from
escaping.
o To get the right mix, the minimum working time must be ensured. The length
of the mixing cycle should be between 30 and 40 seconds.
o Hot Mix Plant must have automatic settings that keep the mixing, time, and
discharging of the mixture in sync.
39
o The bitumen should be heated between 150°C to 165°C so that it can be spread
out evenly.
o The aggregates must be heated to between 150°C and 170°C so they can be
mixed. The temperature difference between the binder and the gravel should not
exceed 14°C.
o Mixing should be done properly to get a uniform blend.
o The maximum discharge temperature of the DBM mix should be 165°C.
o During transportation, bituminous mixes must not get mixed up or
contaminated.
o The dumpers that are used to move Bituminous materials must not have any
fuel oils, chemicals, or other substances that could deplete the asphalt mixture.
o The dumpers will be covered with tarpaulins when taking the mix to the site.

6. Bituminous Concrete Construction-

Bituminous concrete, commonly known as asphalt, is a vital material in modern
construction, particularly for road surfaces. It offers durability, weather resistance,
and a smooth finish, making it an ideal choice for highways, runways, and parking
areas. This section provides an overview of the essential steps and techniques
involved in bituminous concrete laying, ensuring a foundational understanding for
both professionals and enthusiasts.

1. Preparation of the Base: The success of bituminous concrete laying starts with
proper base preparation. This involves grading and compacting the soil to create a
stable, even surface. Ensuring the base is well-drained and free from organic
materials is crucial. Sometimes, a layer of aggregate is added for enhanced
stability.

2. Heating and Mixing the Bitumen: Bitumen, the binder in asphalt, is heated to a
specific temperature to attain a workable viscosity. It is then mixed with aggregate
materials like sand, gravel, and recycled asphalt in a controlled environment to
produce the asphalt concrete mix.

3. Transportation and Delivery: The hot asphalt mix is transported from the plant
to the construction site in insulated trucks. This is critical to maintain the
temperature and workability of the mix.

4. Laying the Asphalt: Upon arrival at the site, the asphalt mix is laid using a
paver. The paver evenly spreads the asphalt at a predetermined thickness. The
temperature of the mix should be monitored to ensure optimal compaction and
finish.

40
 5. Compaction: After laying, the asphalt is compacted using rollers. Initial
compaction is achieved by vibratory rollers, followed by static rollers for final
compaction. Proper compaction ensures longevity and durability of the surface.

6. Quality Control: Throughout the process, quality control is paramount. This

includes monitoring the temperature of the mix, the rate of laying, and ensuring the
compaction meets the necessary specifications to achieve optimal performance and
durability of the finished product.

7. Cooling and Curing: Once laid and compacted, the asphalt needs to cool and
cure. Traffic should be kept off the new surface for a specified period to ensure it
achieves full strength.

MACHINERIES USED

1. Motor Grader
2. Road Roller Machine
3. Dozer
4. Back Hoe Loader (JCB)
5. Paver Machine
6. Bitumen Sprayer

1. Motor Grader
There are so many types of equipment needed before Motor Grader, but this is
an integral one. Motor grader, also known as a road grader is used to surplus or
flatten the surface. The equipment is so powerful that it can flat even rockery or
earthen surface in no time. The motor grader generally consists of three axles.
This machine is very important as it fastens the work and helps to complete the
construction project quickly.

41
2. Road Roller Machine
Road roller machine is used soon after asphalt is laid down on road. The
equipment is rolled to compact the asphalt. This equipment is similar to its name
and work. Mostly, three wheels are there in the machines. The two rear one is
built in regular tyres while the front one is built in hard metal. Some road roller
machines are built in two wheels only -both in hard metals. The wheels play a
significant role in compacting the asphalt. It needs water on the wheel when it
rolls on the asphalt. The type of roller machines used in road construction
project depends on the specific projects.

3. Dozer
Bulldozer, also called Dozer, powerful machine for pushing earth or rocks, used
in road building, farming, construction, and wrecking; it consists of a heavy,
broad steel blade or plate mounted on the front of a tractor.
Bulldozers are used for shallow digging and ditching; short-range transportation
of material; spreading soil dumped from trucks; rough grading; removing trees,
stumps, and boulders; and cleaning and levelling around loading equipment. A

42
bulldozer alone can do many types of excavation, and it is useful in combination
with other machinery in most excavation work.

4. Black Hoe Loader (JCB)

A backhoe loader, also called a JOSEPH CYRIL BAMFORD EXCAVATORS,
loader excavator, digger in layman's terms, or colloquially shortened to backhoe
within the industry, is a heavy equipment vehicle that consists of a tractor-like
unit fitted with a loader-style shovel/bucket on the front and a backhoe on the
back. This type of machine is similar to and derived from what is now known as
a TLB (Tractor-Loader-Backhoe), which is to say, an agricultural tractor fitted
with a front loader and rear backhoe attachment. Backhoe loaders are very
common and can be used for a wide variety of tasks:
construction, small demolitions, light transportation of building materials,
powering building equipment, digging holes/excavation, landscaping, breaking
asphalt, and paving roads.

43
5. Paver Machine
A paver (road paver finisher, asphalt finisher, road paving machine) is a piece of
construction equipment used to lay asphalt concrete or Portland cement concrete
on roads, bridges, parking lots and other such places. It lays the material flat and
provides minor compaction. This is typically followed by final compaction by a
road roller.

6. Bitumen Sprayer
Bitumen sprayer machines are known as asphalt distributor and they help in
controlled spraying of bitumen on the surface prior to the laying of hot mix
asphalt. Whether it is construction of a new road or repair works, these machines
form an indispensable part of any road contractor's fleet. You will always need
high quality equipment that will deliver as and when required so that you can get
the task done with fewer efforts. Since this is going to use bitumen which is a
sensitive material one has to be very careful with the selection of the equipment.

44
 CONCLUSION
This internship program has presented an excellent opening for me to explore
the actual dimension of civil project management. Overall working in ground
conditions is very different from book knowledge. I learned about the practical
knowledge at site. I learned about many instruments at the site. Apart from my
area of project I also got an idea about how the things actually work at
construction site. This experience will surely help me in future and also in
shaping my career.
In the end I would like to conclude that my industrial training was indeed
rewarding. It was fortunate of me to gain diverse practical skills and
knowledge in highway construction, to apply theoretical knowledge in the field
and to experience human work relationships.

45