SESSION: 2023-24
GOVERNMENT POLYTECHNIC ALAPUR,
BUDAUN- 243631 U.P.
INDUSTRIAL TRAINING REPORT AT
P.W.D. VARANASI
DIPLOMA IN CIVIL ENGINEERING
SUBMITTED BY: SUBMITTED TO:
SHUBHAM SINGH Mr. SHAZAD ANWAR
(E21270132200037) (HOD,CED)
DATE: ..…/……/2024 SIGNATURE: …….…….
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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 DIPLOMA in, Civil Engineering. I express
my deepest gratitude to my supervisor and mentor
Mr. PRATAP SINGH for his kind guidance during the
entire period of training. His consistent support and
advices has. helped me to complete this research
project successfully. Also I thank all the members of
CD-2 PUBLIC WORKS DEPARTMENT VARANASI (U.P.)
their kind support. They have always been a source
of inspiration to me.
DATE: /0 /2024 SHUBHAM SINGH
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INDEX
S. NO. CONTENT P. NO.
1 PUBLIC WORKS DEPARTMENT: AN OVERVIEW 04
2 INTRODUCTION 04
3 WHAT IS ROAD OR PAVEMENT 06
4 TYPES OF PAVEMENTS 06
5 MATERIALS FOR PAVEMENT LAYERS 07
5.1 SOIL 07
5.2 AGGREGATES 08
5.3 BITUMINOUS BINDER 08
6 CONSTRUCTION OF FLEXIBLE PAVEMENT LAYERS 09
6.1 SUB GRADE 10
6.2 SUB-BASE COURSE 11
6.3 BASE COURSE 12
6.4 SURFACE COURSE 15
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PUBLIC WORKS DEPARTMENT: AN OVERVIEW
Public Works Department (PWD), under the Ministry of Public Works department, is
the pioneer in construction arena of Uttar Pradesh. Over about four centuries, PWD
could successfully set the trend and standard in the state's infrastructure
development. it plays a pivotal role in the implementation of government
construction projects. It also undertakes projects for autonomous bodies as deposit
works. Public works Department has highly qualified and experienced professionals
forming a multi-disciplinary team of civil, electrical and mechanical engineers who
work alongside architects from the Department of Architecture, With its strong
base of standards and professionalism developed over the years, PWD is the
repository of expertise and hence the first choices among discerning clients for any
type of construction project in Uttar Pradesh. Besides being the construction
agency of the Government, it performs regulatory function in setting the pace and
managing projects for the country's construction industry under the close
supervision of the Ministry of Housing and Public Works
The Public works Department has highly qualified and experienced professionals
forming a multi-disciplinary team of civil, electrical and mechanical engineers who
work alongside architects from the Department of Architecture. As a sister
organization falling under the administrative control of the Ministry of Public Works
department, the latter works well with the PWD in providing service to the nation,
With its strong base of standards and professionalism developed over the years, the
PWD is the repository of expertise and hence the first choices among discerning
clients for any type of construction project in our country. It is recognized as a
leader and pacesetter in the construction industry because of its consistently
superior performance.
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. Roads constitute the most important mode of
communication. areas where railways have not developed much and form the basic
infra-structure for the development and economic growth of the country. The
benefits from the investment in road sector are indirect, long-term and not
immediately visible. Roads are important assets for any nation. However, merely
creating these assets is not enough, it has to be planned carefully and a pavement
which is not designed properly deteriorates fast.
4
India is a large country having huge resource of materials. If these local If these
local materials are used properly, the cost of construction can be reduced. There
are various type of pavements which differ in their suitability in different
environments.
Each type of pavement has its own merits and demerits. Despite a large number of
seminars and conference, still in India, 98% roads are having flexible pavements. A
lot of research has been made on use of Waste materials but the role of these
materials is still limited. So there is need to take a holistic approach and mark the
areas where these are most suitable.
India has one of the largest road networks in the world (over 3 million km at
present). For the purpose of management and administration, roads in India are
divided into the following five category
National Highways (NH)
State Highways (SH)
Major District Roads (MDR)
Ordinary District Roads (ODR)
Village Roads (VR)
The National Highways are intended to facilitate medium and long distance inter-
city passenger and freight traffic across the country. The State Highways are
supposed to carry the traffic along major centres within the State. Other District
Roads and Village Roads provide villages accessibility to meet their social needs as
also the means to transport agriculture produce from village to nearby markets.
Major District Roads provide the secondary function. of linkage between main
roads and rural roads.
Point of view geographic and population of state is the nation's largest state. State
Industrial, economic and social development of the state and the population of
each village is absolutely necessary to re-connect to the main roads. In addition to
state important national roads, state roads and district roads and their proper
broad be made to improve the quality of traffic point of view is of particular
importance. Public Works Department to build roads and improve connectivity in
rural zones, Other District Road and State broad and improvement of rural roads
and main routes narrow construction of zones and depleted bridges and brides.
reconstruction of the bases are transacted on a priority basis. Also under
Pradhanmantri Gram Sadak Yojana and pre-fabricated construction of rural roads
linking the work of other district roads broad Kilometres the scale bases are edited.
Successful operation of various schemes for the Public Works Department
engineers and supervisory boards in different districts of the engineer's office has
been settled. Activities by planning, execution, and quality control etc. remove
impediments find joy in relation to the supervision over the activities are focused.
Various schemes operated by the Department of the Office of the Regional Chief
Engineers and Chief Engineers office
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WHAT IS ROAD OR PAVEMENT?
Pavement or Road is an open, generally public way for the passage of vehicles,
people, and animals.
Pavement is finished with a hard smooth surface. It helped make them durable and
able to withstand traffic and the environment. They have a life span of between 20-
30 years.
Road pavements deteriorate over time due to -
Impact of traffic, particularly heavy vehicles.
Environmental factors such as weather, pollution.
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-
summer season, due to high temperature, bitumen becomes soft resulting in
bleeding, rutting and segregation finally leading to failure of pavement. In winter
season, due to low temperature, the bitumen becomes brittle resulting in
cracking and unevenness which makes the pavement unsuitable for use.
In rainy season, water enters the pavement resulting into pot holes and sometimes
total removal of bituminous layer.
In hilly areas, due to sub-zero temperature, the freeze thaw and heave cycle takes.
place. Due to freezing and melting of ice in bituminous voids, volume expansion
and contraction occur. This leads to pavements failure.
The cost of bitumen has been rising continuously. In near future, there will be
scarcity of bitumen and it will be impossible to procure bitumen at very high costs.
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:
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 the availability. 6
Hence it will be in India's interest to explore alternative binders. 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 re 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 whale-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.
MATERIALS FOR PAVEMENT LAYER-
The flexible pavement layer is constructed with use of following basic materials:
Soil
Stone aggregates
Bituminous Binder
Water
SOIL-
The soil is used in embankment construction should not undergo excessive
settlement due to weather changes and superimposed loads, differential
settlements of the embankment may lead to failure of pavement and other
structures.
Selected superior quality soil is borrowed and used for the construction of
subgrade of pavements. Well compacted soils and stabilized soils are at times
used in the sub-base or base course of pavements of low volume roads. The soil is
therefore considered as one of the principal highway materials
DESIRABLE PROPERTIES
Stability
Incompressibility
Permanency of strength
Minimum changes in volume and strength under adverse conditions of weather.
Good drainage
Ease of compaction
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AGGREGATES-
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
absorbe 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.
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
BITUMINOUS BINDER-
Bituminous materials or asphalts are extensively used for roadway
construction, primarily because of their excellent binding characteristics and water
proofing properties and relatively low cost. Bituminous materials consists of
bitumen which is a black or dark coloured solid or viscous cementitious substances
consists chiefly high molecular weight hydrocarbons derived from fractional
distillation of petroleum. It has adhesive properties, and is soluble in carbon
disulphide.
Bituminous materials are very commonly used in highway construction because of
their binding and water proofing properties. The different types of bituminous
binders used in flexible pavement construction are
Paving grade bitumen
Modified bituminous binders.
Cut-back bitumen
Bitumen emulsion
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Of the above bituminous binders the paving grade bitum ating befo modified
bituminous d in paving applications. Cut-back bitumen may or may not need
slight heating deep during mixing.
The different grades of bitumen currently adopted in India based and respective
penetration values at 25 degree Celsius are VG10, VG20, the viscosity values VG40
PROCEDURE TO CONSTRUCT PAVEMENTS-
During construction of a cement concrete pavement, various steps as below-
Survey of proposed work is done by experienced engineers or by any expert of
survey, site survey includes geographical details, soil properties and site
Investigation.
After survey, a team of experienced engineers and architecture prepare detailed
plan of work with the help of various software's.
After that a engineer prepares detailed estimate of proposed work and also prepar
a estimate regarding equipments required and labour requirements.
Now excavation is done with the help of automatic machines and then a
equipment. is used to cut nearby trees and root removal process.
After these construction of soil sub grade, base coarse and then construction of
surface course is done.
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SUB-GRADE-
Sub-grade is a layer of natural sol or filled soil, ready to receive the pavement
material over it. Traffic load moving on the surface of the road is ultimately
transferred to the sub-grade through intermediate layer of sub-base, base and
surface layer. For the success full construction of the road, it is necessary that the
soll sub- grade should never be over stressed. Stress intensity on the sub-grade
should not be of the magnitude that may cause excessive deformation in the sub-
grade. It is this reason that the strength properties of the soil sub-grade should be
evaluated. The pavement design assumes sub-grade strength as the basis for
designing the pavement. If strength properties of the sub-grade are inferior to the
expected ones, it is given suitable treatment to impart improvement in its
performance. There are a number of tests which can be used to measure strength
properties of the sail sub-grade. All these tests are useful in their comelation in the
design Following are some of the standard besits, used to evaluate the strength
properties of the sol
CBR best
Plate bearing test
PREPARATION OF SUBGRADE LAYER-
Prepare the sub-grade layer, it is done after placing the drainage system, piping
and electric cable. The sub- grade surface will be compacted and leveled and be be
cut to make camber as in plan. If the material of the sol did not have a good quality,
it will be changed with suitable material. Base formation covers with 50-75mm sand
layer or quarry dust and will be compacted with 8-10 tone compactors. This job
must be done to prinvent the day from absorbing into the stone layer of sub base
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GRANULAR SUB-BASE (GSB)-
A granular sub base is laid in between the subgrade and the base course of all
highway pavements. Subbases serve a variety of purposes, including reducing the
stress applied to the subgrade and providing drainage for the pavement structure.
The granular subbase acts as a load- bearing layer, and strengthens the pavement
structure directly below the pavement surface, providing drainage for the
pavement structure on the lowest layer of the pavement system. However, it is
critical to note that subbase layer will not compensate for a weak.
subgrade. Subgrades with a CBR of at least 10 should provide adequate support for
the subbase
PREPARATION OF GRANULAR SUB BASE-
As the granular subbase provides both bearing strength and drainage for the
pavement structure, proper size, grading, shape, and durability are important
attributes to the overall performance of the pavement structure. Granular subbase
aggregates consist of durable particles of crushed stone or gravel capable of
withstanding the effects of handling.
Spreading, and compacting without generation of deleterious fines. Granular
subbases are typically constructed by spreading the materials in thin layers
compacting each layer by rolling over it with heavy compaction equipment to
achieve a density greater or equal to 70% relative density. Typically, the thickness of
the subbase is 6 inches with a minimum of 4 Inches. Additional thickness beyond 6
inches could allow consolidation of the subbase over time as traffic loads
accumulate. Pavement problems may result from this consolidation.
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BASE COURSE-
The base course is the region of the pavement section that is located directly under
the surface course. If there is a subbase course, the base course is constructed
directly about. this layer. Otherwise, it is built directly on top of the subgrade.
Typical base course thickness ranges from 4 to 6 inches and is governed by
underlying layer properties.
Heavy loads are continuously applied to pavement surfices, and the hase layer
absorts the majority of these stresses. Generally, the base course is constructed
with an untreated crashed aggregate such as crushed stone, slag, or gravel. The
base course material will have stability under the constraction traffic and good
drainage characteristics.
The hase course materials are often trested with cement, bitumen, calcium
chloride, sodium chloride, fly ash, or lime. These treatments provide improved
support port for heavy loads, frost susceptibility, and serves as a moisture barrier
between the base and surface layers The base coonse must have sufficient quality
and thickness to prevent failure in the subgrade and or subbase, withstand the
stresses produced in the base itself, resist vertical pressures that tend. to produce
cosolidation and result in distortion of the surface course, and resist volume
changes caused by fluctuations in its maisture content.
The materials composing the base course are select hard and durable aggregates,
which generally fall into two main classes: stabilized and granular. The stabilired
hases normally consist of crushed or uncrushed aggregate benind with a
stabilizur, soch as Portland coment or bitumen. The quality of the base course is a
function of its composition, physical properties and compaction of the material.
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PRIME COAT:-
A prime coat is an application of a low viscosity asphalt to a granular base in
preparation for an initial layer for surface course layer) of asphalt. The purpose of
the prime coat is; to cout and band loose material particles on the surface of the
base, to harden or toughen the base surface to provide a work platform for
construction equipment, to plug capillary voids in the hase course surface to
prevent migration of moisture, and to provide adhesion between the base course
and succeeding asphalt course. After applying the prime coat, it must cure for a
minimum of 48-72 hours before aiphalt is placed, with no rain in the forecast.
There are four primary purposes for the application of a prime coat on an aggregate
base course,
1-Coat and bond loose material particles on the surface of the base
2-Harden or toughen the base surface to provide a work platform for construction
equipment
3-Plug capillary voids in the base course surface to prevent migration of moisture.
4-Provide adhesion between the base course and succeeding asphalt course
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BINDER COURSE-
The bituminous surface, or wearing course, is made up of a mixture of various
selected aggregates bound together with asphalt cement or other bituminous
binders
This surface prevents the penetration of surface water to the base core ,provided a
smooth, well-banded surface free from loose particl,which might indengered
aircraft or people, resists the stresses caused by aircraft loads and supplied a skid-
resistance surface without causing undue wear on tires.
TACK COAT:-
The pavement surface receiving the tack coat should be clean and dry to promote
maximum bonding. Emulsified tack, coat materials may be applied to cool and/or
lamp pavement, however, the length of time needed for the set to occur may
increase (Flexible Pavements of Ohio, 2001). Since existing and milled pavements
can be quite dirty and dusty, their surfaces should be cleaned off by sweeping or
washing before any tack coat is placed, otherwise the tack coat maternal may
bond to the dirt and dust rather than the adjacent pavement layers. This can result
in excessive tracking of the tack zoat material.
14
Tack coat application should result in a thin, uniform coating of tack coat material
covering approximately 50 percent of the pavement surface (Flexible Pavements of
Ohio, 2001) To achieve this result, application rate will vary based on the condition
of the pavement receiving the tack inat. Too ittle tack caat can result in madequate
banding between layers Too much tack coat can create a lubricated slippage plane
between layers, or can cause the Tack coot material to be drawn into an overlay,
negatively affecting mox properties and even creating a potential for bleeding in
this overlays.
SURFACE COURSE-
The wearing course is the upper layer in roadway, airfield, and dockyard
construction. The term 'surface course is sometimes used, however this term is
slightly different as it can be used to describe very thin surface layers such as chip
seal, in rigid pavements the upper layer is a portland cement concrete slab. in
flexible pavement, the upper layer consists of asphalt concrete with a bituminous
binder. The wearing course is typically placed on the binder course which is then
laid on the base course, which is normally placed on the subbase, which rests on
the subgrade. There are various different types of flexible pavement wearing
course, suitable for different situations. Stone mastic asphalt is a type of flexible
pavement wearing course which is typically used for heavily trafficked roads.
The functions and requirements of this layer are:
It provides characteristics such as friction, smoothness, drainage, etc. Also it will
prevent the entrance of excessive quantities of surface water into the underlying
base, sub-base and sub-grade,
It must be tough to resist the distortion under traffic and provide a smooth and
skid- resistant riding surface,
It must be water proof to protect the entire base and sub-grade from the
weakening effect of water.
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SEAL COAT:-
Sealcoat or pavement sealer coating for asphalt-based pavements. Seal coating
is marketed as a protective coating that extends the life of asphalt pavements.
There is not any independent research that proves these claims. Seal coating
may also reduce the friction or anti-skid properties associated with the exposed
aggregates in asphalt. There are primarily three types of pavement sealers. They
are commonly known as refined tar-based (coal tar based), asphalt-based, and
petroleum-based. All three have their advantages but are typically chosen by the
contractors' preference unless otherwise specified.
Prior to application the surface must be completely clean and dry using
sweeping methods. and/or blowers. If the surface is not clean and dry, then poor
adhesion will result. Pavement. sealers are applied with either pressurized spray
equipment, or self-propelled squeegee machines or by hand with a squeegee
Equipment must have continuous agitation to maintain consistency of the
sealcoat mix. The process is typically a two-cout application which requires 24 to
48 hours of curing before vehicles can be allowed back on the surface.
Once the surface is properly prepared, then properly mixed sealer will be
applied at about 60 square feet per gallon per coat
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