Road construction report

28 days working traning repoert

1. A
PROJECT REPORT ON
ROAD MODIFICATION SURVEY AND CONSTRUCTION
By
MOHAMMAD DANISH ANWAR
1571900025

Under guidance of
MR. ANUJ TIWARI
ASSISTANCE PROFESSOR

in partial fulfillment for the award of the degree

Of


BACHELOR OF TECHNOLOGY

In

CIVIL ENGINEERING

Axis Institute of Technology & Management (719), Kanpur.


APJ ABDUL KALAM TECHNICAL UNIVERSITY, Lucknow
(Formerly Uttar Pradesh Technical University, Lucknow)

Session:2018-2019

2. CERTIFICATE


This is to certify that Project Report entitled “ROAD MODIFICATION SURVEY AND
CONSTRUCTION” which is submitted by Mohammad Danish Anwar (1571900025) in partial
fulfillment of the requirement for the award of degree B. Tech. in Department of Civil
Engineering, Axis Institute of Technology & Management & Technology, Kanpur, of U. P.
Technical University, is a record of the candidate’s own work carried out by him under my/our
supervision.








Date: 30aug,2018 MR. ANUJ TIWARI
ASSISTANCE PROFESSOR

3. ACKNOWLEDGEMENT

It gives us a great sense of pleasure to present the report of the B. Tech Project undertaken during
B. Tech. Final Year. I own special debt of gratitude to Mr. ANUJ TIWARI, Faculty
Department of Civil Engineering, Axis Institute of Technology & Management, Kanpur
for his constant support and guidance throughout the course of our work. His sincerity,
thoroughness and perseverance have been a constant source of inspiration for us. It is only his
cognizant efforts that our endeavors have seen light of the day.
I also take the opportunity to acknowledge the contribution of Mr. ASISH TIWARI, HOD,
Department of Civil Engineering & Project Head Mr. ANUJ TIWARI, ASSISTANT
PROFESSOR, Department of Civil Engineering Axis Institute of Technology &
Management, Kanpur for his full support and assistance during the development of the project.
We also do not like to miss the opportunity to acknowledge the contribution of all faculty
members of the department for their kind assistance and cooperation during the development of
our project. Last but not the least, we acknowledge our friends for their contribution in the
completion of the project.



Signature:
MOHAMMAD DANISH ANWAR
1571900025
30Aug,2018

4. ABSTRACT
During the period of one month, starting from June 16, 2017 to July 10, 2017, I was placed as
an actuarial trainee in the PROVINCIAL DIVISION department of P.W.D. KUSHINAGAR
for industrial training. Classes of civil engineer are soil, transportation, and road construction,
building construction, tunnel, bridges and construction fields. Day-to-day tasks include design
and construction of road and survey by AUTOLEVEL MACHINE. This survey and construction
consists of details of the materials, such as the types of soil, testing, aggregate test and bitumen
testing etc. This task requires me to as site engineer report of the plan of the road, and check the
strength and durability of the road. The ultimate objective is to understand how to road construct
and all process related to it. I successfully managed to finish all road work and all the figures as
shown in the actuarial report by the end of my industrial training. Much invaluable experience
was gained. I learnt how to construct and survey of any FAZINAGAR. ROAD.

5. LIST OF FIGURES
Figure -1 Village road.........................................................................02
Figure -2 Road lanes ..........................................................................04
Figure -3 Road lanes...........................................................................04
Figure -4 village roads........................................................................06
Figure -5 Camber provide...................................................................08
Figure -6 Construction of Road..........................................................12
Figure -7 An Example of pothole.......................................................12
Figure -8 A spray-injection patching operation..................................15
Figure -9 flexible pavement ...............................................................17

LIST OF TABLES
TABLE NO-1 Width of Carriageway Recommended by IRC............03
TABLE NO-2 Camber Provide ..........................................................08

6. CONTENT

1. INTRODUCTION ……………………………………………. 01
1.1 Points of Soil testing for Road construction ………………… …..03
2. LITERATURE REVIEW ……………………………..05
2.1 PRADHAN MANTRI GRAM SADAK YOJANA ……………...05
2.2 Aims of Pradhan Mantri Gram Sadak Yojana……………...........05
2.3 Pradhan Mantri Gram Sadak Yojana…………………….............06
2.4 Road Network in India ..................................................................07
2.5 Important of Road .........................................................................09
2.6 Development of Road …………………………….......................09
2.7 Development of Road In India ……………………………….....10
3. METHODOLOG Y ………………………………………........11
3.1 Village Road Patch Repairing Work ……………………………13
3.2 Type of Maintenance………………………………….................13
3.3 Repair Technique……………… ………………….......................14
3.4 Improving Patch Performance……………………………...........16
4. TYPE OF PAVEMENT ………………………………...............17
4.1 Flexible pavement…………………………………......................17
5. TYPE OF COATING………………………………...................18
5.1 Seal coat……………………………………….............................18
5.2 Prime coat………………………………………..........................18
5.3 Tack coat………………………………………............................18
6. RESULT AND DISCUSSION ……………………………….19
7. CONCLUSSION .....……………………………………….......20
8. REFERENCE .......…………………………………………......21

7. V

1. INTRODUCTION
India has a road network of over 5,472,144 kilometres (3,400,233 mi) as on 31 March
2015, the second largest road network in the world. Adjusted for its large population,
India has less than 3.8 kilometres of roads per 1000 people, including all its paved and
unpaved roads. In terms of quality, all season, 4 or more lane highways, India has less
than 0.07 kilometres of highways per 1000 people, as of 2010. These are some of the
lowest road and highway densities in the world. For context, United States has 21
kilometres of roads per 1000 people, while France about 15 kilometres per 1000 people –
predominantly paved and high quality in both cases. In terms of all season, 4 or more lane
highways, developed countries such as United States and France have a highway density
per 1000 people that is over 15 times as India.
India in its past did not allocate enough resources to build or maintain its road network.
This has changed since 1995, with major efforts currently underway to modernize the
country's road infrastructure. As of May 2017, India had completed and placed in use
over 28,900 kilometres of recently built 4 or 6-lane highways connecting many of its
major manufacturing centres, commercial and cultural centres. According to the CIA
World Factbook, as of 2015, India had about 96,000 kilometers of national highways and
expressways, plus another 147,800 kilometers of state highways. Major projects are being
implemented under the National Highways Development Project, a government initiative.
Private builders and highway operators are also implementing major projects - for
example, the Yamuna Expressway between Delhi and Agra was completed ahead of
schedule and within budget, while the KMP Expressway started in 2006 is far behind
schedule, over budget and incomplete.

8. VI


(FIGURE 1- VILLAGE ROAD FROM FAZILNAGAR ROAD TO KUSHINAGAR NH -28)

 VILLAGE CONNECTIVITY India has essentially a rural oriented economy with 74%
of its population living its villages. At the commencement of PMGSY(PRADHAN
MANTRI GRAM SADAK YOJNA) in 2000, it was estimated that 330,000 out of its
825,000villlages and habitations were without any all whether road access. A majority
of poorly connected rural communities lie in ten states (Assam, Bihar, Chhattisgarh,
Himachal Pradesh, Jharkhand, Madhya Pradesh, Orissa, Rajasthan, Uttar Pradesh, and
West Bengal
 The guidelines prescribed in IRC: SP; 20-2002 are adapted in general. This guidelines
are applicable to other district road and village roads. These roads are provided
accessibility to the villages in the rural area of the Country, geometric design standard
of the rural roads need not be restricted to the minimum set out and milder values than
the minimum should be preferred where conditions are favourable and the cost is not
expensive.

9. VII

1.1 FOLLOWING POINTS SHOULD BE TAKEN CARE OF WHILE
SOIL TESTING FOR ROAD CONSTRUCTION :

 Sampling and Testing: Sampling of soil for tests in laboratory or in-situ is to be
carefully done by experienced engineer. The requirement for the various mass / volume
of soil at different points of a road project shall be followed as per the specification and
standard codes.
 Test Data Logging: Logging of all the soil sample and test data shall be done by trained
staff who has the knowledge of soil properties and tests results.
 Testing Frequency: The testing frequency of soil shall be as per input from Engineer.
The decision on the testing frequency is usually taken on the basis of results obtained
from the previous tests.

TABLE NO-1 WIDTH OF CARRIAGEWAY RECOMMENDED BY THE
IRC
S.N. CLASS OF ROAD WIDTH OF
CARRIAGEWAY IN
METER
1 Single lane road 3.75
2 Two lane, without kerbs 7.0
3 Two lanes, with kerbs 7.5
4 Intermediate carriageway (except on
important roots)
5.5
5 Multi-lane pavements 3.5 per lane

10. VIII


(FIGURE 2 ROAD LANES)


(FIGURE 3 ROAD LANES)

11. IX

2. LITERATURE REVIEW
This training is undergoing in P.W.D. (PRADHAN MANTRI GRAM SADAK YOJANA)
rural road construction and patch repairing.

2.1 PRADHAN MANTRI GRAM SADAK YOJANA
The Pradhan Mantri Gram Sadak Yojana (PMGSY), was launched by the Govt. of India to
provide connectivity to unconnected Habitations as part of a poverty reduction strategy. Govt.
of India is endeavouring to set high and uniform technical and management standards and
facilitating policy development and planning at State level in order to ensure sustainable
management of the rural roads network.
According to latest figures made available by the State Governments under a survey to identify
Core Network as part of the PMGSY programme, about 1.67 lakh Unconnected Habitations
are eligible for coverage under the programme. This involves construction of about 3.71 lakh
km. of roads for New Connectivity and 3.68 lakh km. under up gradation.
2.2 AIM OF PRADHAN MANTRI GRAM SADAK YOJANA
 The aim was to provide roads to all villages
 with a population of 1000 persons and above by 2003
 with a population of 500 persons and above by 2007
 in hill states, tribal and desert area villages with a population of 500 persons and above
by 2003
 in hill states, tribal and desert area villages with a population of 250 persons and above
by 2007.

12. X


(FIGURE NO-4 PRADHAN MANTRI GRAM SADAK YOJANA)
Road construction under the PMGSY was 98.5 kilometers per day it’s a very good speed for
rural development. A road is a through fare, route, or way on land between two places that has
been paved or otherwise improved to allow travel by foot or some form of conveyance,
including a motor vehicle cart, bicycle or horse. Road that are available for use by the public
may be referred to as parkways interstates, highways or primary, secondary and tertiary roads.

2.3 PRADHAN MANTRY GRAM SADAK YOJANA (PMGSY)
COUNTRY India
LOUNCHED 25 December 2000; 17 years ago
STATUS Active
WEBSITE www.pmgsy.nic.in

13. XI

2.4 ROAD NETWORK IN INDIA
India has a road network of over 5,472,144 kilometres (3,400,233 mi) as on 31 March 2015,
the largest road network in the world. At 1.66 km of roads per square kilometre of land, the
quantitative density of India's road network is higher than that of Japan (0.91) and the United
States (0.67), and far higher than that of China (0.46), Brazil (0.18) or Russia (0.08).However,
qualitatively India's roads are a mix of modern highways and narrow, unpaved roads, and are
being improved. As on 31 March 2015, 61.05% of Indian roads were paved.
Adjusted for its large population, India has less than 3.8 kilometres of roads per 1000 people,
including all its paved and unpaved roads. In terms of quality, all season, 4 or more lane
highways, India has less than 0.07 kilometres of highways per 1000 people, as of 2010. These
are some of the lowest road and highway densities in the world. For context, United States has
21 kilometres of roads per 1000 people, while France about 15 kilometres per 1000 people –
predominantly paved and high quality in both cases. In terms of all season, 4 or more lane
highways, developed countries such as United States and France have a highway density per
1000 people that is over 15 times as India.
India in its past did not allocate enough resources to build or maintain its road network. This
has changed since 1995, with major efforts currently underway to modernize the country's road
infrastructure.
As of May 2017, India had completed and placed in use over 28,900 kilometres of recently
built 4 or 6-lane highways connecting many of its major manufacturing centres, commercial
and cultural centres. According to the CIA World Factbook, as of 2015, India had about 96,000
kilometers of national highways and expressways, plus another 147,800 kilometers of state
highways.

Major projects are being implemented under the National Highways Development
Project, a government initiative.

14. XII

TABLE -2 CAMBER PROVIDE
IRC recommendation of camber for different roads

TYPES OF ROAD

HIGH RAIN FALL

LOW RAIN
FALL
Cement concrete road 2% 1.7%
Thin bitumen road 2.5% 2%
WBM/gravel road 3% 2.5%
Earth road 4% 3%


(FIGURE-5 CAMBER PROVIDE)

15. XIII

2.5 IMPORTANTS OF ROAD
 Roads play a very important role in the transportation of goods and passengers for short
and medium distances.
 It is comparatively easy and cheap to construct and maintain roads.
 Road transport system establishes easy contact between farms, fields, factories and
markets and provide door to door service.
 Roads can negotiate high gradirnts and sharp turns which railways can`t do. As such
roads can be constructed in hilly areas also.
 Roads acts as a great as great feader to railways. without good and sufficient roads,
railways cannot collect sufficient produce to make their operation possible.
 Road transport is more flexible than the railways transport.
 Perishable commodities like vegetables fruits and milk are transported more easily and
quickly by roads than railways.
2.6 DEVELOPMENT OF ROAD
The assertion that the first pathways were the trails made by animals has not been universally
accepted; in many cases animals do not follow constant paths. By about 10,000 BC, rough
roads/pathways were used by human travelers.
 The world's oldest known paved road was constructed in Egypt some time between
2600 and 2200 BC.
 Stone-paved streets are found in the city of Ur in the Middle East dating back to 4000
BC.
 Corduroy roads (log roads) are found dating to 4000 BC in Glastonbury, England.
 The Sweet Track, a timber track causeway in England, is one of the oldest engineered
roads discovered and the oldest timber trackway discovered in Northern Europe.
Built in winter 3807 BC or spring 3806 BC, tree-ring dating (Dendrochronology
enabled very precise dating. It was claimed to be the oldest road in the world

until the
2009 discovery of a 6,000-year-old trackway in Plumstead, London

16. XIV

.
 Brick-paved streets were used in India as early as 3000 BC .
 In 500 BC, Darius I the Great started an extensive road system for the Achaemenid
Empire (Persia), including the Royal Road, which was one of the finest highways of
its time,
]
connecting Sardis (the westernmost major city of the empire) to Susa. The
road remained in use after Roman times. The easternmost destinations of these road
systems were in Bactria and India.
 From about 312 BC, the Roman Empire built straight

strong stone Roman roads
throughout Europe and North Africa, in support of its military campaigns. At its peak
the Roman Empire was connected by 29 major roads moving out from Rome and
covering 78,000 kilo meters or 52,964 Roman miles of paved roads.
 In the 8th century AD, many roads were built throughout the Arab Empire. The most
sophisticated roads were those in Baghdad, which were paved with tar. Tar was
derived from petroleum, accessed from oil fields in the region, through the chemical
process of destructive distillation.

17. XV

2.7 DEVELOPMENT OF ROAD IN INDIA
2.7.1 NAGPUR PLAN
First serious attempt to develop roadways was made in 1943 when NAGPUR plan was drawn.
This plan envisaged increasing of the kilometre of major roads to 1,96,800 KM and of other
roads to 3,32,800KM by 1953.
2.7.2 TWENTY YEAR PLAN
After achieving the objective of the Nagpur plan, another plan known as twenty-year road plan
was drawn in 1961. It aimed at increasing the road length from 6.56 lakh kilometre to 10.60
lakh kilometre and the density to 32 kilometre of road per 100 sq. km by 1981.
3. METHODOLOGY
Potholes are an annoyance to drivers and potentially a dangerous hazard on the roadways. The
repair of pothole distresses in asphalt pavement is often considered low on a road agency’s
agenda; however their repair consumes a large portion of time and funds. Many road crews are
ill-informed on the proper materials and methods for pothole repair. Correct selection of
pothole patching materials and proper application of repair procedures can greatly increase the
longevity of pothole repairs, lead to fewer driver frustrations, and lower road maintenance
budgets. Pothole Background A pothole can be defined as “Localized distress in an asphalt-
surfaced pavement resulting from the breakup of the asphalt surface and possibly the asphalt
base course. Pieces of asphalt pavement created by the action of climate and traffic on the
weakened pavement are then removed under the action of traffic, leaving a pothole.” (Wilson
and Romine 1994). To be considered a pothole, the distress must be a bowl-shaped hole with
a minimum plan dimension of six inches. Low severity potholes are less than one inch deep,
moderate severity are one to two inches deep, and high severity potholes are more than two
inches deep (Johnson and Snopl 2000). Potholes are commonly caused from water seeping into
cracks in the roadway during wet and freezing conditions. The water weakens the underlying
support of the road surface, and when it freezes, it pushes up on the asphalt layer and down on
the underlying material. When traffic passes over the weakened and stressed portion of asphalt,
the loads and vibration cause the weak underlying material to sink and the surface layer to
crack and break up. Under the 2 vibration of the passing traffic, the material will work its way
lose and come out of the surrounding pavement, forming a pothole. Other ways potholes are

18. XVI

formed are through poor workmanship, poor mix design, or natural deterioration of the
pavement. As traffic passes over the stressed area of the asphalt, the asphalt weakens and
material is removed from the surface, leaving behind a pothole

(FIGURE NO-6 CONSTRUCTION OF ROAD)



(Figure 7: An example pothole (Photo PMGSY 2017)

19. XVII

3.1 VILLAGE ROAD PATCH REPAIRING AND CONSTRUCTION
ROAD TYPE ......................................................... Village Road
LOCATION............................................................ Kushinagar link road (NH28)
NAME..................................................................... Fazilnagar Road (From
Fazilnagar Road to Kushinagar (NH 28)
TOTAL DISTANCE .............................................. 8 kilometers
TOTAL WIDTH ....................................................3.75 meter (single lane)
SURVEY MACHINE ............................................Auto level machine (modified version
of Dumpy level)

20. XVIII

3.2 Types of Maintenance
1. Preventive Maintenance
Asphalt pavement maintenance can be categorized as preventive maintenance, corrective
maintenance, or emergency maintenance. Preventive maintenance is used to extend the life of
a pavement before catastrophic distresses occur. Usually surface treatments are used in
preventive maintenance to repair a road surface so that it will not continue to degrade and
require regular maintenance in the future. If preventive maintenance is the focus of an agency,
corrective maintenance may rarely need to be applied. In fact, “studies show that preventive
maintenance is six to ten times more cost-efficient than a ‘do nothing’ maintenance strategy”
(Johnson and Snopl 2000). By planning preventive maintenance, a road agency can greatly
extend the life of the pavement and better plan a long term yearly budget.

2. Corrective Maintenance
Corrective, or reactive maintenance, is performed after “a deficiency occurs in the pavement,
such as loss of friction, moderate to severe rutting, or extensive cracking” takes place (Johnson
and Snopl 2000). Pothole patching, mill and overlays, and crack repair fall into the corrective
maintenance category.

3. Emergency Maintenance
Emergency maintenance is performed after a serious or dangerous failure has happened to the
asphalt pavement, such as a blowout or large pothole. Usually, emergency maintenance is only
designed to correct the issue as quickly and safely as possible, without considerations to cost
or long-term effectiveness.

21. XIX

3.3 Repair Techniques
3.3.1 Throw-and-Go
The four most commonly used techniques for pothole patching are throw-and-go, throwand-
roll, semi-permanent, and spray-injection. Throw-and-go is the most commonly used method
for pothole patching because the material can be quickly applied and the cost is low. Using the
throw-and-go method, material is shoveled into an unprepared pothole, which may or may not
contain water and debris, until the pothole is filled. Compaction is left up to traffic, or
occasionally the material is lightly compacted using a shovel. 3.2.2 Throw-and-Roll
A superior alternative to the throw-and-go technique is the throw-and-roll method. Using the
throw-and-roll method, material is shoveled into an unprepared pothole and compacted using
the maintenance truck tires. After the material has been compacted, it should be verified that a
visible crown of about 0.125 in. to 0.25 in. is present on the patch (Wilson and Romine 1994).
The compaction that takes place using this method leads to a tighter patch and increased
longevity of the patch. The time to compact the patch is typically only one to two minutes, and
therefore, there is little loss to productivity in the short run. In the long run, the pothole will
need to be patched less often, leading to an increase in productivity and cost savings for the
agency.


3.3.2 Semi-Permanent
The semi-permanent procedure for repairing potholes is often considered the best procedure
besides full-depth replacement of the affected area. Using the semi-permanent method, the
pothole is first cleared of water and debris and the sides of the pothole are squared to a depth
where the pavement is sound. Next, the material is placed in the patch area and compacted with
equipment smaller than the patch area, such as vibratory plate compactors or single-drum
vibratory rollers. Using the semi-permanent repair method, the patch is very tightly compacted
and provides exceptional longevity. The drawbacks of this method are increased labor and
equipment costs and lower productivity compared with throw-and-roll and sprayinjection.
(Wilson and Romine 1994). When preparing the pothole for cold mix, care should be taken so
that oncoming traffic does not get hit with rocks blown from the pothole. The loose gravel that
composes cold mix should be swept away from the patch site after completion so that it does
not chip or damage passing traffic and the binder does not stick to cars

22. XX

3.3.3 Spray-Injection
The final pothole patching procedure is spray-injection. Spray-injection is most useful for
repairing transverse cracks and potholes. The pothole is first prepared by removing all water
and debris before a tack coat of binder is sprayed on the sides and bottom of the pothole. Next,
asphalt and aggregate are sprayed into the pothole before being covered with another layer of
aggregate. No compaction is needed using the spray-injection technique and higher
productivity can be achieved at the cost of increased equipment costs.

(Figure 8: A spray-injection patching operation)

23. XXI

3.4 Improving Patch Performance
3.4.1 Spring Period
Spring patching takes place after much of the underlying support has already softened and no
freeze-thaw cycles are expected to occur. Because of the better weather conditions and reduced
stresses, patches applied in the spring have a much longer life expectancy. Materials used
during winter patching are still acceptable Patching is typically broken up into two periods of
the year: winter patching and spring patching. Winter patching is done during periods where
there is no snow present on the asphalt and maintenance crews are not expected to plow and
apply salt. The warmer periods during the winter are also favorable to pothole development, as
the pavement is still expected to undergo freeze-thaw cycles and the base materials of the
pavement are soft, resulting in less support. Therefore, once patched, the patch will experience
heightened levels of stress when compared to spring patching. Due to the likelihood that water
will be present in the hole before being patched, an antistripping agent is strongly
recommended. High quality crushed stone aggregates should be used during the winter months
should contain little fine material. Binders should be emulsified asphalt. Workability is
especially important during the winter so that the material is easily handled and compacted by
the crew.

24. XXII

4. TYPES OF PAVEMENT
There are various types of pavement depending upon the materials used; a briefs description
of all types is given here-
1. Rigid pavement 2. Flexible pavement
Flexible pavement
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. Water bound macadam roads and stabilized soil roads with or
without asphaltic toppings are examples of flexible pavements.
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.

(Figure 9. Flexible pavement)
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 of subgrade primarily influences the thickness of
the flexible pavement.

25. XXIII

5.TYPES OF COATING
There are following three types:-
 Seal coat
 Prime coat
 Tack coat
5.1 SEAL COAT
Seal Coat is a mixture of emulsified asphalt, water, mineral fillers, and various other
mixtures. Seal coats are applied directly to the surface of an asphalt pavement. It
can be applied by rubber squeegee, broom, or mechanical spray.
5.2 PRIME COAT
A prime coat is an application of a low viscosity asphalt to a granular base in
preparation for an initial layer (or surface course layer) of asphalt.
A prime coat is a coating applied directly to a prepared base before additional layers
of support or coating are supplied . Prime coat asphalt acts as an initial sealer in the
asphalt laying process to block the other layers from moisture, dust and debris
before additional coating installations.
5.3 Tack coat
Tack coat (also known as bond coat) is a light application of asphalt emulsion
between hot mix asphalt layers designed to create a strong adhesive bond without
slippage. Heavier applications may be used under porous layers or around patches
where it also functions as a seal coat.

26. XXIV

6. RESULT AND DISCUSSION
Some part of work is completed at the end of training. Approximately 8KM works is
finished. Survey work is also finished.
We choose bitumen mix road in place of cement concrete road because it was low cast and
some local material also used and this is village road. Due to low productivity and important
of road construction was done to fulfil the basic requirements of village optimization of
material and labour cost was done by using locally available material and machine.
I think this road fulfil the main recommendation of PMGSY about rural road and help to gain
the purpose of Govt.

AIM
To determine the particle size, distribute of fine and course aggregate by sieving as per IS
standard code.

PRINCIPLE
By passing the sample downward through a series of standard sieve, each of decreasing size,
opening the aggregate are separated into several groups, each of with contain aggregate in
particular size range

27. XXV

7. CONCLUSSION
The main aim of this project is to known in advance the characteristics and design strength of
bituminous mix that is to be used in the field by conducting various tests. This help in making
the project economical and to reduce any further damages that may encounter in the failure.
That way we can increase the workability in the field and also serviceability of the pavement.
All the work carried out was in accordance with the guideline setup by the PWD. Where access
to the rural is provided only at predetermined location from service roads through properly
designed entry/exit ramps and or from interchange, in doing so the concessionaire shall take
measures to overcome the physical and operational constraints and plan, design and construct
the project rural road using appropriate methods, managements techniques and technologies.
The project on which I have worked during my industrial training has given me knowledge of
how road is constructed, it was any keen interest to know how work is done in construction of
bridges and the various steps involved in it , so , I took up this project.
During my training I learnt about the construction of various parts of road on the site. I saw
how pavement layer constructed and surveying, which involved sub grade course, base course,
sub base course and surface course.
My training in road was very successful to acquire learning practically that is very beneficial
than theoretically that we learnt in the book and its implementation on the site a lot of different.
So practically knowledge is very important to become a good civil engineer.

28. XXVI

8. REFERENCE
 Transportation engineering (book), B.C Punamia part 1 & 2 , S.K. GARG
part 1 &2.
 Theory of Structures/Analyasis of structure (book) , S Ramamrutham
 Geotechnical Engineering (book) , T.N Ramamurthy
 Highway Engineering (book) , S. Chand
 Strength of materials (book) , B.C, Punamia
 www.google.com
 www.wikipedia.com
 www.concrete.net.in
 www.upjl.com
 www.concrete.com
 www.pmgsy.nic.in