BBM Report

“CONSTRUCTION OF BADAUN-BAREILLY BYPASS ROAD”

1. 0

Summer Training Report
On
“CONSTRUCTION OF BADAUN -BAREILLY BYPASS
ROAD”
At
MAYASHEEL CONSTRUCTION ,GHAZIABAD
Submitted for Partial fulfillment of Degree of
Bachelor of Technology
In
CIVIL ENGINEERING


Submitted To:- Submitted By:-
CIVIL ENGINEERING DEPARTMENT HIMANSHU CHAKRAVARTI
INVERTIS UNIVERSITY, B. TECH ,4
TH
YEAR
BAREILLY ROLLNO.-1650302007

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ACKNOWLEDGEMENT

The training report on “CONSTRUCTION OF BADAUN -BAREILLY BYPASS ROAD” is
an outcome of guidance, moral support and devotion bestowed on me throughout the work.
For this I acknowledge and express my profound sense of gratitude and thanks to everybody
who have been a source of inspiration during the training.
I offer my sincere phrases of thanks with innate humility for “MayaSheel Construction’’
without whose support and guidance it would not have been possible for this industrial
training to have materialized and taken a concrete shape.
I am also thankful to Mr. Arvind Kumar (HOD Civil Engineering), Invertis Institute of
Technology, Bareilly
I would like to thank Mr. HARIOM SHARMA Asst. Engineer, MAYASHEEL
CONSTRUCTION, Ghaziabad for his valuable time and guidance in completing my
Industrial training and preparation of the training Report.





DATE:17
TH
JULY 2018

HIMANSHU CHAKRAVARTI
1650302007

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INDEX

S.NO CONTENT
PAGE
NO.
1. ABSTRACT 3
2. MSC: AN OVERVIEW 4
3.
SALIENT FEATURES OF BADAUN BAREILLY BYPASS
PROJECT
5
4. INTRODUCTION 6
5. WHAT IS ROAD OR PAVEMENT? 6,7
6. TYPES OF PAVEMENTS 7,8
7. MINERALS USED 9
8. CEMENT 9,10
9. SAND 10,11
10. AGGREGATE 11,12
11. BITUMEN 12,13
12. ORIGIN OF BITUMEN 13
13. DIFFERENCE B/W BITUMEN AND COAL TAR 13,14
14. BITUMINOUS MIX DESIGN 14,15,16
15. PROCEDURE TO CONSTRUCT PAVEMENT 17
16. WORK DONE BEFORE JOINING TRAINING 17
17. WEEKLY REPORT 17
18. WEEK-1 18,19
19. WEEK-2&3 19,20,21
20. WEEK-3&4 22,23,24
21. QUALITY CHECK 24,25
22. OPEN TO TRAFFIC 25
23. CONCLUSION 26

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ABSTRACT

The report describes the small project of BAREILLY- BADAUN BYPAAS (UJHANI
ROAD) . It is the three week presentation report in which we will tell about the work which
we have done in training period .
Basically road construction is a short term period work for the big companies having good
machinery's and equipment's required for the construction.

The main propose of construction of this Bareilly –Badaun bypass is that the time period
which is wasted for the passenger in facing the huge jams should be save and properly
constructed road should be provided to the passenger.

During this construction project and our training period we have done various works like
chaining levelling, seen the cutting and filling of land with the help of excavator and dumper
which were available on the sight. Then we have prepare the sab grade and sub base course
but this all was failed due bad weather condition i.e. rainfall had make our work failed.

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MSC: AN OVERVIEW

Mayasheel Construction is the company related to the construction department. It constructs
road, building apartments and mini projects of various government offices. Mayasheel
construction is not a big name in the construction field but the work which it do in the
construction field is done in the proper manner way with the help of staff and workers
working in the company .MR. ASHISH GARG is the chairperson of the Mayasheel
construction. As there are 3 more director person in the company which are MR. PRABHAT
RAJPOOT , MR. AMIT GARG ,MS. MEENU GARG. Company main office is in NEW
DEHLI. Company main address is III
rd
B2 FLAT NO 8 II
nd
FLOOR NEHRU NAGAR
GHAZIABAD U.P .Here in the Badaun the company gave its tender to the P.W.D
department of Badaun for the construction of Badaun-Bareilly BYPASS .
Incorporated in the year 2004, MSC Limited is one of the front-ending infrastructure
development, construction and management companies in the country.

MSC is one of the front ending Indian infrastructure construction, development and
management companies in the country, with wide experience and proven expertise in the
execution of major infrastructure projects, including highways, bridges, flyovers, power
transmission lines, airport runways, industrial area development and other infrastructure
activities with an established track record of successful execution of projects across sectors
and geographies.

MSC provide end-to-end infrastructure implementation solutions that include engineering,
procurement and construction ("EPC") services on a fixed-sum turnkey basis as well as on an
item rate basis.

MSC also execute and implement projects on a "Design-Build- Finance-Operate-Transfer"
("DBFOT"), Operate-Maintain-Transfer ("OMT") and other PPP formats. We are one of the
very few infrastructure companies in the country that have proven investment, development,
construction and management capabilities.


Received ISO 9001:2008 certification for quality assurance from DNV
Received "SS" (Super Special Class) accreditation for civil engineering works from
Military Engineering Services, Government of India for unlimited value of contracts.

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SALIENT FEATURES OF BADAUN BYPASS PROJECT


9) Design Consultant Highway-In House
Structure-M/s. Sai Consulting
Engineers
Pvt. Ltd.
10) Proof Consultant M/s. Sowil Limited
11) Safety Consultant M/s. Infro Trans Engineers Pvt.
Ltd.
12) Contract
Agreement Date
15/09/2015
13) Contract
Duration
2 Yrs. (31/10/18)
14) Project Start Date 3/10/2016






1) Name of Project Construction of 4-Lane Bypass
from Badaun State Medical
College To Bareilly Road Project
in the State of Uttar Pradesh.
2) Total Chainage Ch 3000+50
3) Length of Project 16 km
4) Total Construction Cost of
Project
46.8 crore ₹

5) Five Year Maintenance
Cost
4 crore ₹

6) Total Cost 84 crore ₹
7) Client Uttar Pradesh Expressways
Industrial Development Authority
8) Authority Engineer Ayesa Jv Arvee Associates

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INTRODUCTION

Development 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.

A road is a thoroughfare, route, or way on land between two places, which has been paved or
otherwise improved to allow travel by some conveyance, including a horse, cart, or motor
vehicle. Roads consist of one, or sometimes two, roadways (carriageways) each with one or
more lanes and also any associated sidewalks (British English: pavement) and road verges.

Roads that are available for use by the public may be referred to as public roads or highways.
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 following five
categories:



District Roads (MDR)



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 major centers 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.

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-

weather, pollution.

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PURPOSE
Many people rely on paved roads to move themselves and their products rapidly and reliably.

FUNCTIONS
 One of the primary functions is load distribution. It can be characterized by the tire loads,
tire configurations, repetition of loads, and distribution of traffic across the pavement, and
vehicle speed.
 Pavement material and geometric design can affect quick and efficient drainage. These
eliminating moisture problems such as mud and pounding (puddles). Drainage system
consists of:
 Surface drainage: Removing all water present on the pavement surface, sloping,
chambers,
and kerbs.
 Subsurface drainage: Removing water that seep into or is contained in the underlying
subgrade
TYPES OF PAVEMENTS

There are various types of pavements depending upon the materials used; a briefs description
of all types is given here-

FLEXIBLE PAVEMENTS

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, raveling 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.
RIGID PAVEMENTS
Rigid pavements, though costly in initial investment, are cheap in long run because of low
maintenance costs. There are various merits in the use of Rigid pavements (Concrete
pavements) are summarized below:

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 Bitumen is derived from petroleum crude, which is in short supply globally and the price
of which has been rising steeply. India imports nearly 70% of the petroleum crude. The
demand for bitumen in the coming years is likely to grow steeply, far outstripping
availability. Cement is available in sufficient quantity in India, and its availability in the
future is also assured. Thus cement concrete roads should be the obvious choice in future
road programmes.
 Besides the easy available of cement, concrete roads have a long life and are practically
maintenance-free.
 Another major advantage of concrete roads is the savings in fuel by commercial vehicles
to an extent of 14-20%. The fuel savings themselves can support a large programme of
concreting.
 Cement concrete roads save a substantial quantity of stone aggregates and this factor must
be considered when a choice pavements is made,
 Concrete roads can withstand extreme weather conditions – wide ranging temperatures,
heavy rainfall and water logging.
 Though cement concrete roads may cost slightly more than a flexible pavement initially,
they are economical when whole-life-costing is considered.
 Reduction in the cost of concrete pavements can be brought about by developing semi
self-compacting concrete techniques and the use of closely spaced thin joints. R&D
efforts should be initiated in this area.

TYPES OF CONCRETE PAVEMENTS
1) PLAIN CONCRETE OR SHORT PAVEMENT SLABS
This type of pavement consists of successive slabs whose length is limited to about 25 times
the slab thickness. At present it is recommended that the paving slabs not be made longer
than 5,even if the joints have dowels to transfer the loads. The movements as a result of
fluctuations in temperature and humidity are concentrated in the joints. Normally, these joints
8 are sealed to prevent water from penetrating the road structure. The width of the pavement
slabs is limited to a maximum of 4.5m
2) REINFORCED CONCRETE
 Continuously reinforced concrete:-
Continuously reinforced concrete pavements are characterized by the absence of transverse
joints and are equipped with longitudinal steel reinforcement. The diameter of the reinforcing
bars is calculated in such a way that cracking can be controlled and that the cracks are
uniformly distributed (spacing at 1 to 3 m). The crack width has to remain very small, i.e. less
than 0.3 mm.

 Reinforced pavement slabs:-
Reinforced concrete pavement slabs are almost never used, except for inside or outside
industrial floors that are subjected to large loads or if the number of contraction joints has to
be limited.

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 Steel fiber concrete:-

The use of steel fiber concrete pavements is mainly limited to industrial floors. However, in
that sector they are used intensively. For road pavements steel fiber concrete can be used for
thin or very thin paving slabs or for very specific application.

MINERALS USED

Concrete is widely used in domestic, commercial, recreational, rural and educational
construction
Communities around the world rely on concrete as a safe, strong and simple building
material. It is used in all types of construction; from domestic work to multi-story office
blocks and shopping complexes.
Despite the common usage of concrete, few people are aware of the considerations involved
in designing strong, durable, high quality concrete.

There are mainly three materials used primarily-
 Cement
 Sand
 Aggregate
 Bitumen

CEMENT

Cement is a binder, a substance that sets and hardens independently, and can bind other
materials together. The word "cement" traces to the Romans, who used the term
caementicium to describe masonry resembling modern concrete that was made from crushed
rock with burnt lime as binder. The volcanic ash and pulverized brick additives that were
added to the burnt lime to obtain a hydraulic binder were later referred to as cementum.

Cements used in construction can be characterized as being either hydraulic or non-hydraulic.
Hydraulic cements (e.g., Portland cement) harden because of hydration, a chemical reaction
between the anhydrous cement powder and water. Thus, they can harden underwater or when
constantly exposed to wet weather. The chemical reaction results in hydrates that are not very
water-soluble and so are quite durable in water. Non-hydraulic cements do not harden
underwater; for example, slaked limes harden by reaction with atmospheric carbon dioxide.

The most important uses of cement are as an ingredient in the production of mortar in
masonry, and of concrete, a combination of cement and an aggregate to form a strong
building material

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TYPES OF CEMENT
:-
Portland cement is by far the most common type of cement in general use around the world.
This cement is made by heating limestone (calcium carbonate) with small quantities of other
materials (such as clay) to 1450 °C in a kiln, in a process known as calcinations, whereby a
molecule of carbon dioxide is liberated from the calcium carbonate to form calcium oxide, or
quicklime, which is then blended with the other materials that have been included in the mix.

The resulting hard substance, called 'clinker', is then ground with a small amount of gypsum
into a powder to make 'Ordinary Portland Cement', the most commonly used type of cement
(often referred to as OPC). Portland cement is a basic ingredient of concrete, mortar and most
non-specialty grout. The most common use for Portland cement is in the production of
concrete. Concrete is a composite material consisting of aggregate (gravel and sand), cement,
and water. As a construction material, concrete can be cast in almost any shape desired, and
once hardened, can become a structural (load bearing) element. Portland cement may be grey
or white.

:-
It contains up to 35% fly-ash. The fly ash is pozzolanic, so that ultimate strength is
maintained. Because fly ash addition allows lower concrete water content, early strength can
also be maintained. Where good quality cheap fly ash is available, this can be an economic
alternative to ordinary Portland cement.
:-
Its includes fly ash cement, since fly ash is a pozzolana, but also includes cements made from
other natural or artificial pozzolans. In countries where volcanic ashes are available.
:-
Addition of silica fume can yield exceptionally high strengths, and cements containing 5–
20% silica fume are occasionally produced. However, silica fume is more usually added to
Portland cement at the concrete mixer.

SAND

Sand is a naturally occurring granular material composed of finely divided rock and mineral
particles. The composition of sand is highly variable, depending on the local rock sources and
conditions, but the most common constituent of sand in inland continental settings and non-
tropical coastal settings is silica (silicon dioxide, or SiO2), usually in the form of quartz.
The second most common type of sand is calcium carbonate, for example aragonite, which
has mostly been created, over the past half billion years, by various forms of life, like coral
and shellfish. It is, for example, the primary form of sand apparent in areas where reefs have
dominated the ecosystem for millions of years like the Caribbean.

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AGGREGATE

Aggregates are inert granular materials such as sand, gravel, or crushed stone that, along with
water and Portland cement, are an essential ingredient in concrete. For a good concrete mix,
aggregates need to be clean, hard, strong particles free of absorbed chemicals or coatings of
clay and other fine materials that could cause the deterioration of concrete. Aggregates,
which account for 60 to 75 percent of the total volume of concrete, are divided into two
distinct categories-fine and coarse. Fine aggregates generally consist of natural sand or
crushed stone with most particles passing through a 3/8-inch (9.5-mm) sieve Coarse
aggregates are any particles greater than 0.19 inch (4.75 mm), but generally range between
3/8 and 1.5 inches (9.5 mm to 37.5 mm) in diameter. Gravels constitute the majority of coarse
aggregate used in concrete with crushed stone making up most of the remainder.

Natural gravel and sand are usually dug or dredged from a pit, river, lake, or seabed. Crushed
aggregate is produced by crushing quarry rock, boulders, cobbles, or large-size gravel.
Recycled concrete is a viable source of aggregate and has been satisfactorily used in granular
sub bases, soil-cement, and in new concrete. Aggregate processing consists of crushing,
screening, and washing the aggregate to obtain proper cleanliness and gradation. If necessary,
a benefaction process such as jigging or heavy media separation can be used to upgrade the
quality. Once processed, the aggregates are handled and stored in a way that minimizes
segregation and degradation and prevents contamination. Aggregates strongly influence
concrete's freshly mixed and hardened properties, mixture proportions, and economy.
Consequently, selection of aggregates is an important process. Although some variation in
aggregate properties is
expected, characteristics that are considered when selecting aggregate include:

 grading
 durability
 particle shape and surface texture
 abrasion and skid resistance
 unit weights and voids
 absorption and surface moisture

Grading refers to the determination of the particle-size distribution for aggregate. Grading
limits and maximum aggregate size are specified because grading and size affect the amount
of aggregate used as well as cement and water requirements, workability
FINE AGGREGATE:
Fine aggregate shall consist of sand, or sand stone with similar characteristics, or
combination thereof. It shall meet requirements of the State Department of Transportation of
Uttar-Pradesh, Section 501.3.6.3 of the Standard Specifications for Highway and Structure
Construction, current edition.

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Table (1): Fine grade aggregates

COARSE AGGREGATE:
Coarse aggregate shall consist of clean, hard, durable gravel, crushed gravel, crushed
boulders, or crushed stone. It shall meet the requirements of the State Department of
Transportation of Uttar Pradesh, Section 501.3.6.4 of the Standard Specifications for
Highway and Structure Construction, current edition.

Table (2): Coarse grade aggregates

BITUMEN

Bitumen is a black or dark-colored (solid, semi-solid, viscous), amorphous, cementitious
material that can be found in different forms, such us rock asphalt, natural bitumen, tar and
bitumen derived from oil, which is referred to as petroleum bitumen. Currently most of the
roads globally are paved with bitumen. Today the world’s demand for bitumen accounts for
more than 100 million tons per year which is approximately 700 million barrels of bitumen
consumed annually. Petroleum bitumen is typically referred to as bitumen or asphalt. In
Europe for instance bitumen means the liquid binder. In North America, on the other hand the
liquid binder is referred to as asphalt, or asphalt cement.

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ORIGIN

In general the term “bituminous materials” is used to denote substances in which bitumen is
present or from which it can be derived. Bituminous substances comprise of primarily
bitumen’s and tars. Bitumen occurs in nature in several forms: hard one - easily crumbled
bitumen in rock asphalt and softer, more viscous material which is present in tar sands and
asphalt 'lakes'. Another way in which bitumen can be obtained is through petroleum
processing in this manner the bitumen is essentially the residue yielded through a distillation
process of petroleum. Although bitumen can be found in natural form, the world currently
relies for all purposes on petroleum. The material has been produced in this way for over a
hundred years. Tars on the other hand do occur in nature. Tars derive as condensates from the
processing of coal (at very high temperatures), petroleum, oil-shale, wood or other organic
materials. Pitch is produced when a tar is partially distilled so that the volatile components
have evaporated. Often coal tar is confused with bitumen however they are two entirely
chemically different products and should not be mistaken. For the distinction drawn between
petroleum bitumen and coal tar see the distinction table below:
BITUMEN COAL TAR

Origin Naturally occurring. Derives from coal.
Production
Petroleum processing from
crude oil (petroleum), the
process does not involve
cracking or thermal
conversion.
Comes from animal matter.
Thick, black, sticky liquid..
Appearance
Black, sticky, viscose,
thermoplastic..
Thick, black, sticky liquid..
Application
Construction.
Currently, approximately 80%
of bitumen demand is for road
Construction, medicine coal
tar is also added to the dye
treatments that are
Figure (1): % Use of Bitumen

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construction administered to the fabrics.
Coal tar was also used for
road construction and water
proofing until it was
replaced by bitumen after
the Second World War
Toxicity Not carcinogenic. Not carcinogenic.

Table (3): Diff. B/w Bitumen and Coal Tar

The following tests are usually conducted to evaluate different properties of bituminous
materials.

 Penetration test.
 Ductility test.
 Softening point test.
 Flash and Fire point test.

BITUMINOUS MIX DESIGN
Overview

The bituminous mix design aims to determine the proportion of bitumen, filler, fine
aggregates, and coarse aggregates to produce a mix which is workable, strong, durable and
economical. The requirements of the mix design and the two major stages of the mix design,
i.e. dry mix design and wet mix design will be discussed.

Evolution of road surface

 Un-surfaced earthen roads, or cart-track
 Un-surfaced earthen roads upgrades with natural soil from borrow pits and attention to
drainage, and compaction is by traffic
 Dry aggregate and sand-clays mix, in which the former act as wear resistant and the latter
as natural binder
 Water-bound macadam, the above constituents, mixed together (pre-mix or in-situ) with
water and compacted to improve the strength
 Oiled roads, introduced to reduce dust by bitumen stabilized soils
 Seal coat: the base course is protected from traffic and moisture by sealing the surface
with a thin film of bitumen aggregate mix, which is structurally strong surface for
pneumatic-tyred traffic. This is provided on firm and smooth base course after a tack coat
using cutback bitumen or bitumen emulsions with a penetration of 5 mm.
 Asphaltic concrete: Traffic and the axle configuration are increasing very much which
raises demand for the new type of pavement which can meet the above requirements. The
asphaltic concrete is one which is the high dense graded premix and it is termed as the
highest quality pavement surface course.

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 Bitumen mix or asphalt mix overlays of minimum 20 - 40 mm to as high as 300 - 500 mm
or even more.

Objectives of mix design

The objective of the mix design is to produce a bituminous mix by proportionating various
components so as to have:
 sufficient bitumen to ensure a durable pavement,
 sufficient strength to resist shear deformation under traffic at higher temperature,
 sufficient air voids in the compacted bitumen to allow for additional compaction by
traffic,
 sufficient workability to permit easy placement without segregation,
 sufficient flexibility to avoid premature cracking due to repeated bending by traffic, and
 sufficient flexibility at low temperature to prevent shrinkage cracks.

Constituents of a mix
Coarse aggregates: Offer compressive and shear strength and shows good interlocking
properties. E.g. Granite
Fine aggregates: Fills the voids in the coarse aggregate and stiffens the binder. E.g. Sand,
Rock dust
Filler: Fills the voids, stiffens the binder and offers permeability. E.g. Rock dust, cement,
lime
Binder: Fills the voids, cause particle adhesion and gluing and offers impermeability. E.g.
Bitumen, Asphalt, Tar

Types of mix

Well-graded mix:-
Dense mix, bituminous concrete has good proportion of all constituents and are called dense
bituminous macadam, offers good compressive strength and some tensile strength
Gap-graded mix:-
Some large coarse aggregates are missing and has good fatigue and tensile strength.
Open-graded mix:-
Fine aggregate and filler are missing, it is porous and offers good friction, low strength and
for high speed.
Unbounded:-
Binder is absent and behaves under loads as if its components were not linked together,
though good interlocking exists. Very low tensile strength and needs kerb protection.


Different layers in a pavement
 Bituminous base course Consist of mineral aggregate such as stone, gravel, or sand
bonded together by a bituminous material and used as a foundation upon which to place a
binder or surface course.

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 Bituminous binder course A bituminous-aggregate mixture used as an intermediate coarse
between the base and surface courses or as the first bituminous layer in a two-layer
bituminous resurfacing. It is sometimes called a leveling course.
 Asphaltic/Bituminous concrete Bituminous concrete consists of a mixture of aggregates
continuously graded from maximum size , typically less than 25 mm, through fine filler
that is smaller than 0.075 mm. Sufficient bitumen is added to the mix so that the
compacted mix is effectively impervious and will have acceptable dissipative and elastic
properties.



Table (4): Aggregate gradation for BC

Desirable properties

 From the above discussion, the desirable properties of a bituminous mix can be
summarized as follows:
 Stability to meet traffic demand
 Bitumen content to ensure proper binding and water proofing
 Voids to accommodate compaction due to traffic
 Flexibility to meet traffic loads, esp. in cold season
 Sufficient workability for construction
 Economical mix

PROCEDURE TO CONSTRUCT PAVEMENT

The construction of bituminous pavement involves sequential construction procedure are
discussed in the following.

 Preparation of the Sub-grade
 Preparation of the Base course
 Application of the prime coat
 Application of the tack coat

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 Preparation and placing of Premix
 Rolling
 Quality control of bituminous concrete construction

Work Done Before Joining Training

 Aggregate Testing-Source of aggregate
 Source of Bitumen is decided and testing is done.
 Soil sampling and testing
 Grain size analysis
 Proctor test,
 Atterberg’s Limits test
 Free swell index, CBR
 O.G.L. sampling and testing

WEEKLY REPORT

Week-1[8June 2018-16June 2018]

Chainage:-An imaginary line used to measure distance, often corresponding to the center of
a straight road. (Surveying) A distance measured along such a line. Doing Chainage from Ch
736+50 to Ch 826+50, it clearly denotes the distance between two points. There are various
instrument used for the determination of the length of the line by chaining, but here we use
the Metric steel Tape (50m).The chainage is done from Badaun-Chandusi highway to Aonla
Crossing. The chainage is done for 4.5 kms within 3 days approx.
Setting out and Leveling:-The method of setting out is the reverse of surveying process. The
process involves the positions and levels of building lines and road alignments shown on the
construction plans to be established on the ground by various techniques and instruments.
Checking the ground level with the help of Dumpy level and Auto-level. Note the staff
reading of the site at different G.L.

Earthwork:-In earthmoving, cut and fill is the process of constructing a railway, road or
canal whereby the amount of material from cuts roughly matches the amount of fill needed to
make nearby embankments, so minimizing the amount of construction labor. Embankment
work in cutting and filling of site acc. to the G.L.

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Fig (1.A):Earthwork in cutting and filling Fig (1.B)Checking the G.L of site

20. 19

Week-2&3[18June2018-2July 2018]

Preparation of sub-grade

Subgrades are commonly compacted before the construction of a road, pavement or railway
track, and are sometimes stabilized by the addition of asphalt, lime, Portland cement or other
modifiers. The subgrade is the foundation of the pavement structure, on which the sub-base
is laid.

Preparation of the subgrade for construction usually involves digging, in order to remove
surface vegetation, topsoil and other unwanted material, and to create space for the upper
layer of the pavement. This process is known as "subgrade formation"or "reduction to level".



Figure (2):Preperation of Sub-Grade

Preperation of the base course

After the sub-base has been prepared with list materials, it will be placed and constructed into
two layers if the thickness is more then150mm. Every layer will be compacted according to
the plan. Sub-base layer must be compacted carefully with compactor machine. Compactors
with rubber roller can compact 120mm layer in 12 times. Compacting should start from the
side of the road hen slowly towards the middle of the road in horizontal way. In super-
elevated bends compaction machine will start at the lowest part and slowly towards the
higher level. The finished part not be more than 20mm from the plan.

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Figure (3): Base-Course layer

Week-3&4[28June2018-9June 2018]

Application of prime coat

Then Prime Coat is applied on the cleaned surface of existing pavement layer. Prime Coat is
the first application of a low viscous liquid bituminous material over an existing porous or
absorbent pavement surface like WMM base course. The Prime Coat is sprayed uniformly
using a mechanical sprayer at a rate of 7.3 to 14.6 kg per 10 m
2
area.



Figure (4): Application of Prime Coat

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Application of tack coat

After 24hrs. of applying Prime Coat, Bituminous material of higher viscosity like hot
bitumen at the rate of 4.9 to 9.8 kg per 10 m
2
area Called „Tack Coat‟ is applied and then the
laying of Wearing Course (DBM & SDBC/BC) is started. The Tack Coat and Prime Coat
should be as per IRC: 16 “Standard Specification and Code of Practice for Prime and Tack
Coat”.

Spreading of Pre-mix stone chips

Mixing of the Bituminous Materials is done at hot mix plant where all the laboratory testing
of the bituminous materials are done before mixing and after mixing. The testing report
should fulfill all the criteria given in IRC: 111-2009 “Specification for Dense Graded
Bituminous Mixes”. The Bituminous Mix is then charged in Truck/dumper and transported to
the site for paving. Once the material is charged and transported, it must be paved it must not
be postponed. The temperature of the charged bituminous mix is between 150-1650C here or
depending on the grades of Bitumen. The Bituminous mix must be paved within Laying Min.
temperature 1400C and Rolling Min. Temperature 900C. All specification has been given
IRC: 111-2009.



Figure (14): Construct Bitumen Highway Machine

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Figure (6): Spreading of Pre-Mix

Rolling

A mix after it is placed on the base course is thoroughly compacted by rolling at a speed not
more than 5km 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 7kg
per sq.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.

Quality check

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

a) Aggregate grading

b) Grade of bitumen

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c) Temperature of aggregate

d) Temperature of paving mix during mixing and compaction.

At least one sample for every 100 tonnes of the mix discharged by the hot mix plant is
collected and tested for above requirements..

For every 100 sq.m of the compacted surface, one test of the field density is conducted to
check whether it is at least 95% of the density obtained in the laboratory.



Figure (7): Quality Checking

OPEN TO TRAFFIC

Road is open to traffic as soon as the bitumen gets to its surrounding temperature.

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Figure (8) Opening for Traffic

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CONCLUSION

 This training work is a outcome of immense dedication and hardwork of not one but
many people.
 The theory part taught in our colleges and universities are bit different than the actual
world.
 There are several things which we got to learn in field would never have been learnt
theoretically.
 Abrosption of the bitumen into the aggregates due to the gravity effect.
 Soil Cutting due the rain water,hence the overall construction cost is increased.
 There was interaction with the workers and the public which was something like a sense
of responsibility.
 Safety is very important.
 The easy spreading nature of bitumen resulting in increased bonding.
 Improved properties of PCA bituminous mix, result in Reduction in bitumen
consumption.
 Better binding property as observed in extraction of binder test
 Higher softening point (upto53 ºC) and thereby withstanding high temperature
 Lower penetration value (65mm) and hence higher load carrying capacity

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CERTIFICATE




-: Thank You :-

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