A

INTERNSHIP REPORT
ON
“CONSTRUCTION OF CEMENT CONCRETE PAVEMENT”
Submitted in the par al fulfillment for the award of the degree of

BACHELOR OF TECHNOLOGY
IN
CIVIL ENGINEERING

Submitted by:-
MRITUNJAY VERMA (2104310000017)

Submitted to:-

Mr. M.M. Raza sir

(Assistant Professor)

Department of Civil Engineering

B.N. College of Engineering Technology, Lucknow

(Affiliated to Dr. A.P.J. Abdul Kalam Technical University,
Lucknow) 2024-25
 DECLARATION

I hereby declare that I have completed my one-month summer training at

PWD (Public Works Department) Lucknow from 19/06/2024 to
16/07/2024 under the guidance of Mr. Saurabh Pandey. I have declared
that I have worked with full dedication during this one month of training
and my learning outcomes fulfill the requirements of training for the award
of degree of Bachelor of Technology (B.Tech.) in CIVIL
ENGINEERING, B.N COLLEGE OF ENGINEERING AND
TECHNOLOGY LUCKNOW

(Signature of student)

Student Name: Mritunjay Verma

Roll Number: 2104310000017

____________________
Signature of faculty
 ACKNOWLEDGEMENT

I express my satisfaction on the completion of this summer training

program and project report submission as a part of the curriculum for
the degree of Bachelor of Technology, Civil Engineering. I express my
deepest gratitude to my assistant engineer and mentor Mr. Saurabh
Pandey. for his kind guidance during the entire period of training. His
consistent support and advices have helped me to complete this training
successfully Also I thank all the members of PWD Lucknow U.P
Department for their kind support. They have always been a source of
inspiration to me.
 ABSTRACT
A rigid pavement is a structure consisting of superimposed layers of processed materials above the natural
soil-subgrade, whose primary function is to distribute the applied vehicle load to the subgrade. The
pavement structure should be able to provide a surface of acceptable riding quality, adequate skid
resistance, favorable light-reflecting characteristics and low noise pollution. The ultimate aim is to ensure
that the transmitted stresses due to wheel load and temperature variation must be sufficiently reduced, so
that they will not exceed the bearing capacity of the sub-grade. Computation of stresses in concrete
pavement under complex loading conditions involving the application of wheel loads when the slabs are
curled due to temperature variation and moisture gradient in slab is of prime importance. These stresses
observed in rigid pavement must be critically assessed as they have a significant effect on various design
parameters. The design of concrete pavement is progressively becoming more scientific because of
research on analysis and performance carried out in different parts of the world. Most recent rigid
pavement design guides are based on Empirical-Mechanistic approaches. Available literature specified
that field data obtained from AASHTO have been widely used in the empirical part of design procedures.
While mechanistic part of design guides provides required information on calculation of the critical
stresses and deflection in pavements, which consist of designing a rigid pavement using scientifically
evaluated parameters without using any empirical equations. Hence, this paper presents a review on effect
of critical stresses in rigid pat and its effect on various pavement design parameters.
 CONTENTS

CHAPTER NO. NAME PAGE NO.

Chapter 1 Company Profile 1-2

1.1 Vision and Mission 2

1.2 Objectives 2

Introduction
Chapter 2 3-9
2.1 Pavement 3
2.2 Ideal Road pavement requirement 3-4
2.3 Types of Pavements 3-8

2.3.1 Flexible pavement, its types &

4-7
Road construction method 7-8
2.3.2 Rigid pavement & its types

2.4 Difference between flexible & 9

Rigid pavement

Chapter 3
Works of PWD
10-15
3.1 Construction of Rigid pavement 10
3.2.1 Materials used in Rigid pavement 10
3.2.2 Construction process 10

Chapter 4
Advantages, Disadvantages & Factors
affecting Rigid pavement
16
4.1 Advantages 16
4.2 Disadvantages 16
4.3 Factors affecting Rigid pavement 16

Chapter 5 Conclusion 17
 LIST OF FIGURES

FIGURE NO. DESCRIPTION PAGE NO.

Figure 1.1 PWD Office, Lucknow 1

Figure 2.1 Pavement 3

Figure 2.2 C/s of flexible pavement 6

Figure 3.1 Preparation of Subgrade 11

Figure 3.2 Preparation of Granular Base Course 12

Figure 3.3 Placing of Forms 13

Figure 3.4 Curing 14

Figure 3.5 Transportation & placing of concrete 15

CHAPTER 01 COMPANY PROFILE

Lucknow public works Department (PWD) is a government agency that is in charge of the
public works in Lucknow. It was founded in 1856 and is responsible for constructing and
maintaining buildings of government departments. It plays an important role in the
implementation of government construction projects. PWD could successfully set the trend and
standard in the state infrastructure development. In addition to state-important national roads
state district roads and their proper board may be made to improve the quality of the traffic
point of view is of particular importance.

Lucknow PWD is also responsible for maintaining national highways, state highways and other
major roads. PWD built and improves connectivity in rural zones, other district road and state
and national highways. State, industrial, economic and social development of the state and with
population of each village is absolutely necessary to reconnect to the main road.

Pradhan Mantri Gram Sadak Yojana is a centrally sponsored scheme, it was launched in 2000
and started in the year 2001. The objective of this rural develop program is to provide all
weather road connectivity to all villages having population over 1000 by the year 2003 and to
villages with population 500 and above the year of 2007. This is probably one of the largest
rural development programme ever taken up in the country the Pradhan Mantri Gram Sadak
Yojana become a part of the Bharath Nirman programme later, successfully operation of various
scheme for the public work dept engineers and supervisory boards in different district of
Engineer’s office has been settled activities by planning control.

Fig1.1 PWD Office, Lucknow

1.1 VISION AND MISSION

VISION

Build world- class, Mega organization which makes significant contribution to the society and
have a positive effect on the economic and social life of our state.

MISSION

• By exceeding customer satisfaction.

• Based on the innovative products and services that make a differences and excellence
of its business operations.
• Work with communities, other government department and private sector to get the best
result.

1.2 OBJECTIVES

• To get to industrial environment that cannot be simulated in the institute.

• To work under organization discipline.
• To understand the psychology of workers, their habitats, their attitudes and approach to
problems along the practices followed at the site.
• To realize the size and scale of operation on site.
• To understand the scope, functions and job responsibilities in various departments of
organization.
CHAPTER 2

INTRODUCTION

2.1 Pavement

Pavement is one type of hard surface made from durable surface material laid down on
an area that is intended to carry vehicular or foot traffic. Its main function is to distribute the
applied loads to the sub-grade through different layers. The road pavement should provide
sufficient skid resistance, proper riding quality, favourable light reflecting characteristics, and
low noise pollution.

Its goal is to reduce the vehicle transmitted load so that it will not exceed the bearing
capacity of the sub-grade. The road pavements are playing a crucial role in the development of
any construction. There are mainly two types of road pavement used namely flexible and rigid
pavement road.

Fig 2.1 Pavement

2.2 Ideal Road pavement Requirement

A good pavement should possess the following requirements,

 • It should have required thickness to distribute the wheel load stresses to a safe value on
the sub-grade soil.

• It should be structurally strong to resist all types of stresses imposed upon it.
• To prevent the skidding of vehicles, it should have a sufficient coefficient of friction.
• It should have a smooth level surface that offers comfort to read users even at high
speed.
• Ensure less noise when the vehicle moving on it.
• It should be dustproof so that there is no danger of traffic safety.
• It must provide an impervious surface, so that sub-grade soil is well protected.
• It should offer low maintenance with long life.
2.3 Types of Pavements

The following are the two major pavement types used in road construction,

i. Flexible pavement
ii. Rigid pavement
Flexible pavements, vehicle stress is transferred to subgrade through gain-to-gain contact of the
aggregate through the granular structure. These types of roads have less flexural strength, act
like a flexible sheet (e.g., bituminous road). In the case of rigid pavement, vehicle loads are
transferred to sub-grade soil by flexural strength of the pavement and the pavement acts as a
rigid plate (e.g., cement concrete roads). A combined pavement is also used which is known as
semi-rigid pavement. In this, a rigid pavement is provided with a thin layer of flexible over it
and is an ideal pavement with the most desirable characteristics. However, these types of
combinations of pavements are rarely used in new construction because of the high cost and
complex analysis required.

i. Flexible Pavements
In Flexible pavement, wheel loads are transferred to subgrade by gain-to-gain transfer through
the points of contact in the granular structure. The wheel load stresses acting on the pavement
are distributed to a larger area and the stress decreases with the depth.

Considering this load distribution characteristics of flexible pavements, it has many layers.
Hence, a flexible pavement design system uses the concept of a layered system. By considering
this the flexible pavement should have better quality to sustain maximum compressive stress.
In addition, to wear and tear. Below layers are accepted to experience the magnitude of stress
and low-quality material can be used.

In the construction of flexible roads mainly bituminous materials are used. Defects in the
flexible road can be seen on the surface if there is a settlement of the lower layer. The design
of flexible pavement is done by considering the overall performance of the road, and the
stresses produced should be kept well below the allowable stresses of each road layer.

Types of Flexible Pavement

The following are major types of flexible pavement,

a. Conventional layered flexible pavement

b. Full-depth asphalt pavement
c. Contained rock asphalt

a. Conventional Flexible Pavements

Conventional flexible pavement uses the layered system. In which high-quality materials
are placed at the top of the pavement layer to resist maximum stress and low-quality cheap
materials are placed in lower layers.

b. Full-depth Asphalt Pavements

It is constructed by placing bituminous layers directly on the sub-grade. These types of
pavements are most suitable when there is high traffic and local materials are not available.

c. Contained Rock Asphalt mats

It is constructed by placing dense/open-graded aggregate layers in between two asphalt
layers. Properly designed asphalt concrete is placed above the sub-grade. This asphalt
concrete will reduce the vertical compressive strain on soil sub-grade and protect from
surface water.

Road Construction Layers (Road Pavement Layers)

Following are pavement layers in road construction,

 Compacted subgrade (150-300m)

 Sub-grade Course (100-300mm)
 Base course (100-300mm)
 Prime coat
 Blinder Coat (50-100mm)
  Tack Coat
 Surface Course (25-50mm)  Seal coat.

Fig 2.2 C/s of flexible pavement

I. Compacted Sub-grade (150-300mm)

The compacted subgrade is a base of all pavement layers. All the above pavement layers
transfer the stresses to this layer. So, it is essential to ensure that soil sub-grade is not
overstressed. Therefore, it should be properly compacted to the desired density, near the
optimum moisture content.

II. Sub-grade Course (100-300mm)

It is a layer of material below the base course. It is a major role to provide drainage, and
reduce the intrusion of fines from the sub-grade in the pavement structure. In the case of
the base, the course is open graded then the sub-base course with more fine material can be
utilized as filler between sub-grade and the sub-base.

A sub-base is not strictly needed or used. For example, road pavement made on high quality,
hard sub-grade may not need the additional features offered by a sub-base course.In such
situations, the sub-base course can be avoided.

III. Base Course (100-300mm)

It is a layer of materials just below the surface of the binder course and it provides additional
load distribution and contributes to the sub-surface drainage. The different materials are
used for base courses such as crushed stone, crushed slag, and other untreated or stabilized
materials.
 IV. Prime Coat
A prime coat is applied by spreading low viscous cutback bitumen to an absorbent surface
like granular bases on which the binder layer is placed. It is primly used to provide a bond
between two layers. A prime coat is able to penetrate into the below layers, plug the voids,
and form a watertight surface.

V. Blinder Coat (50-100mm)

The Binder coat has the bulk of the asphalt concrete structure. Its main function is to
distribute the load to the base course. The binder course primly consists of aggregate mixed
with low asphalt and doesn’t require quality as high as the surface course. Replacement of
some part of the surface course by the binder course results in a more economical design.

VI. Tack Coat

In tack coat, a little amount of asphalt is applied to the surface. It is generally asphalt
emulsion diluted with water. Its main function is to provide proper bonding between two
layers of binder course and must be thin, uniformly cover the entire surface, and set very
fast.

VII. Surface Course (25-50mm)

It is the main layer that bears the direct traffic load and generally contains superior quality
materials. The surface course is generally constructed with graded asphalt concrete (AC).
The functions and requirements of this layer are:

• This course offers major characteristics like friction, smoothness, drainage, etc.
Also, it prevents the entry of excess water into the underlying base, sub–base, and
sub–grade.
• It should be provided with a hard surface to resist the distortion under traffic and
provide a smooth and skid–resistant riding surface.

VIII. Seal Coat

The seal coat is a thin layer with water-proofed the surface and provides skid resistance.

ii. Rigid pavements

Rigid pavements are cable to transfer wheel load to a wider area as it has good flexural strength.
In rigid pavement, there are not many layers of materials as in the case of flexible pavement.

In rigid directly placed on a well–compacted subgrade or on a single layer of granular or

stabilized material. As there is only a single layer between the concrete and the sub–grade, this

layer can be called a base or sub–base course.

In rigid, the vehicular traffic load is transferred through slab action, and the road behaves like
an elastic plate resting on a viscous medium. It is constructed by using plain cement concrete.
Generally, its design is analysed by plate theory instead of layer theory, assuming an elastic
plate resting on a viscous foundation.

The plate theory assumes that the road pavement slab is a medium–thick plate that is plane
before loading and to remain plane after loading. Pavement slab experiences bending due to
wheel load and temperature variation and the resulting tensile and flexural stress.

Types of Rigid Pavements

Rigid pavements can be classified into four types,

a. Jointed plain concrete pavement (JPCP)

b. Jointed reinforced concrete pavement (JRCP)
c. Continuous reinforced concrete pavement (CRCP)

a. Jointed Plain Concrete Pavement

This type of rigid pavement is constructed using plain cement concrete with closely spaced
contraction joints. In this dowel, steel bars are generally used for load transfer across joints.
It has joint spacing around 5 to 10m.

b. Jointed Reinforced Concrete Road

It is clear in the rigid pavement that placing reinforcement does not increase its structural
stability, but it can drastically increase the joint spacing to 10 to 30m. The main function of
the dowel bar is to transfer load only and reinforcement used in the slab to keep the
pavement together even after cracks.

c. Continuous Reinforced Concrete Road

In this type, there is no joints are provided between and it is achieved by providing
reinforcement.
2.4 Different between Flexible Pavements and Rigid Pavements

Sl.no Flexible Pavement Rigid Pavement

1. It consists of a series of layers It consists of one layer Portland
with the highest quality cement concrete slab or relatively
materials at or near the surface high flexural strength.
of pavements.

2. It reflects the deformations It is able to bridge over localized

of failures and area of inadequate support.
subgrade and subsequent layers on
the surface.

3. Its stability depends upon Its structural strength is provided by

the aggregate the pavement slab itself by its beam
interlock, particle friction and action.
cohesion.

4. Pavement design is Flexural strength of concrete is a major

greatly factor for design.
influenced by the subgrade
strength.
5. It functions by a way of load It distributes load over a wide area of
subgrade because of its rigidity and
distribution through the
high modulus of elasticity.
component
Layers
6. Temperature variations due to Temperature changes induce heavy
change in atmospheric conditions stresses in rigid pavements.
do not produce stresses
in flexible pavements.

7. Flexible pavements have self- Any excessive deformations occurring

healing properties due to heavier due to heavier wheel loads are not
wheel loads are recoverable due to recoverable, i.e. settlements are
some extent. permanent.
CHAPTER 3 WORKS OF PWD

3.1 CONSTRUCTION OF RIGID PAVEMENT

Project Title: Improvements to connecting roads from Marganakunte S.C Colony to

Pichalavaripalli in Bagepalli Taluk

Source of Fund: SDP

Length of Project: 500m

Total estimated cost: 40 lakhs

Tender approved amount: 30,23,000 Rs

Date of commencement: 15/03/2022

Date of completion: 18/04/2022

Type of contractor: class 1

Name of contractor: Ramalinga Reddy

3.1.1 MATERIALS USED IN RIGID PAVEMENT

• Soil
• Gravel
• Coarse aggregate
• Fine aggregate
• Cement
3.1.2 CONSTRUCTION PROCESS

i. Preparation of Subgrade
ii. Construction of Granular base course
iii. Construction of Surface course
iv. Curing
v. Opening to the traffic
i.PREPARATION OF SUBGRADE
The subgrade is the natural soil on which the concrete lab is laid. It must be cleaned,
shaped, and levelled. It is properly and uniformly compacted with a roller. It is brought to the
true grade and profile. It should be seen that the subgrade has uniform strength over its entire
width and it extends at least 300mm on either side of the width to be concreted. If any local
weak spots are found, they should be removed and strengthened by placing new material which
is compacted by hand tamping. Where the subgrade consists of soft clay or at places where
subsoil water trouble is anticipated, a suitable under-drainage system should be provided. If the
subgrade has reasonable uniform bearing capacity, there is no necessary of providing subbase
or foundation course to the concrete road. Depending upon the type of soil design load,intensity
of traffic and economic consideration providing the subbase is taken. The decision for

Since here the new road is constructed, excavation is done by mechanical means for
uprooting the top vegetative surface which contains grass, shrubs and trees the excavation is
done to a depth of 150mm. on the prepared subgrade, an insulating layer of 75mm thick sand
is provided. It is thoroughly wetted and compacted with smooth wheeled roller.

Fig 3.1 Preparation of Subgrade

 ii. CONSTRUCTION OF GRANULAR BASE COURSE
Over the prepare subgrade, base course is sometimes providing. In certain cases, where
the bearing capacity of subgrade soil is high, base or sub base layer may be omitting. The base
for a concrete road may be WBM surface, compact granular material layer or stabilise soil base.
The base or sub base layer not only provides a smooth level surface and a supporting layer, but
it also reduces the thickness of concrete slab. In concrete pavements terminology, the subgrade
the native soil on which the pavement is built – must be protected and compacted to ensure it
stays in its place and isn’t damaged. This is done by laying down a base, a layer of aggregate
material that is placed above the subgrade to prevent soil.

Base acts as the primary load-bearer, the base is critical to spreading the load equally
over the subgrade. The quality of the base is critical to be useful life of the pavement. In many
cases, high-quality base has outlived the life of the surface which means only a new surface
layer needs displacement to be applied once the surface has determined.

Construction of base is done by providing the layer of crushed stone aggregate. The
materials is laid in the uniform layers on well prepared surface and it is compacted with the
vibratory roller to achieve the desired density. The depth of base course layer provided is of
100m throughput the length to a width of 4m.

Fig 3.2 Preparation of Granular Base Course

iii. CONSTRUCTION OF SURFACE COURSE
a. Placing of forms
b. Transportation and placing of concrete
a. PLACING OF FORMS
The forms may be of steel or timber. The steel form work are generally of mild
steel channel sections and their depth is equal to the designed pavement thickness, they
are usually in 3m lengths expect on sections are used. They are fixed curves of radius
less than 45m where shorter in position by 3 spikes at the back of cach 3m length. When
the consolidation is to be done by mechanical means, the steel forms are invariably used
as the mechanical appliance can move on the top of these forms along the lengths of
roads and carry out the compaction of concrete. They are also suitable at places where
deeper sections of forms are required. The depth of forms is equal to the thickness of
the slab. These forms should rest upon stakes or pegs driven into the ground at the back
side of ide forms. They should be firmly nailed to the stakes to resist the pressure of
concrete. They should be coated with boiled linseed oil before placing of concrete
commences.
The forms should be set to the exact grade and alignment at least 30m in advance
of the point where concrete is placed. It is essential that the forms are checked before
the concrete is placed because on them depends the alignment of concrete slab.

Fig 3.3 Placing of Forms

b. TRANSPORTATION AND PLACING OF CONCRETE
Mixing of concrete is done in transit mixers since the concrete used here is ready
mix. After mixing, the concrete is transported to the site. The concrete is laid from the
transit mixer through the chute the height should be less than 1m. also, in some places
pumping of concrete is done and in wheel barrows or in pans which are manually carried
where the transit mixer is unable to reach.
The mixed concrete is deposited rapidly on the prepared layer of thickness not
more than 50mm to 80mm or about two or three times the size of aggregates. The
concrete should be placed over the entire width of bay in successive batches as a
continuous operation and topmost layer is laid about 10mm higher than actual profile
for further tamping.
The top layer should also be laid to the required chamber and gradient, while
placing the concrete it is roded with suitable tool to eliminate voids. Segregation of
concrete during transportation and placing
The grade of concrete used is M30 having flexural strength not less than 38Mpa.
The concrete is laid from the transit mixer through the chute the height should be less
than 1m. also in some places pumping of concrete is done where the transit mixer is
unable to reach. The total length of roads is 500m thickness of pavement is 125mm, the
pavement is finishing through a concrete power trowel.

Fig 3.4 Transportation & Placing of Concrete

iv. CURING:
Curing is the treatment or protection of concrete during its hardening period. Curing
measures are necessary to maintain a satisfactory moisture and temperature condition
in the concrete, because internal temperature and moisture directly influence early and
ultimate concrete properties.
After 12 hours or so, the finished surface is covered with wet gunny bags for a
duration of 24 hours. The curing also be carried out by ponding. The surface is divided
into number of bays by forming small 5 mm high earthen ridges and the bays are filled
with 40 mm depth of water and the surface is cleaned and washed after curing.

Fig 3.5 Curing

CHAPTER 4

Advantages, Disadvantages and Factors affecting Rigid Pavement

4.1 Advantages:

i. CC pavements do not get deteriorated under the wet weather conditions and when
exposed to stagnant water.
ii. CC pavements of major roads are generally designed and constructed for 30 years or
even more. The routine and periodic maintenance of joints only are required.
iii. The life cycle of CC pavements is much lower than that of flexible pavements.
iv. The total thickness of CC pavements and the number of hard aggregates required is
lower than flexible pavements, particularly for the construction of highways passing
through weak soils and carrying heavy traffic loads.
v. Good night visibility even under wet weather conditions.

4.2 Disadvantages:

i. The design of CC pavements is to be carried out for a life of 30 years or more order to
reduce the life cycle cost.
ii. The ‘design wheel load’ for the design of CC pavement is not equal to the standard
wheel load.
iii. It is not possible to restore a failed or badly cracked CC pavement.
iv. The surface of the CC pavement is likely to become too smooth and slippery during
the long service life and re-texting of the CC pavement is difficult or too expensive.
v. Generally, a long curing period of 28 days is required before opening to traffic. This
may be a drawback for the construction of CC pavement on busy urban roads.

4.3 Factors affecting of Rigid pavement:

• Wheel load
• Temperature variations at the location of the road.
• Types of joints and their spacing
• Subgrade and the other supporting layers below the CC pavement slab.
• Drainage characteristics.
CHAPTER 5

CONCLUSION
• The primary objective of this internship is a description of practical knowledge. In the
period of training. I closely studied the aspects of practical application of various
methodologies and learnt the art of being pioneer in solving practical problem faced at
site; during the course of my study, I attained the following conclusions.
There are differences between theoretical and practical approach to execute various
construction process.

• Theoretical knowledge is insufficient to commence task at site. The quality of construction

work was at priority with respect to time. Various checks were formatted at each step of
construction to ensure the quality of work. The various factors such as climatic conditions,
manpower, availability of resources and methods involved in construction plays a crucial
role in an optimized completion of project.
• Contractor always was taken Safety measures to avoid injuries and accidents on site.
During this period of 30 days all the site staff helped us a lot to provide all the information
about any query. So, we are grateful to PWD. for giving us the opportunity to learn and
grow.
• Overall, the internship program laid sound foundation for us to start our career. We are
proud to be able to contribute towards nation building during the country's extremely
critical period of the history.
• It will be definitely sensible to scale this practice up and to replicate in other disciplines
as well.
 REFERENCE
1. IS 456-2000
2. Hand book on construction practices
3. The high yield strength deformed bars of Fe500 conforming IS 1786-2008 were used.
4. Fabrication details of reinforcing bars such as laps, hooks, bends conforming to IS 456
and IS 2502 were used.
5. Drawing details provided by PWD office.