Acknowledgement

An internship is a golden opportunity for learning and self-development. I am

honoured to have so many people lead me through in completion of this project.

I am thankful to OFFICE OF THE EXECUTIVE ENGINEER, P.W.D. (B/R)

DIVISION NO. 1 SEONI and its executive engineer Keshav Prasad Lakhera for
giving me the opportunity to undertake my two month summer training in there
working area. It was a very good learning experience for me.

I would also thank Shyam Kumar Sigotia ( Sub Engineer P.W.D) for his endless
support at site and in his office by consulting me how to do things at site, all teachers
of my department who brought me to my present performance, special thank to my
faculty advisor Prof . Bibhuti Bhusan Das for guiding me to do training at PWD.
 ABSTRACT

The internship report in broad spectrum contains 8 chapter in which I try to explain
my two month experience in my hosting company. The content of all chapters is
broadly explained and it is constructed from the practical basis of the site work.

In the 1st three chapters I have discussed about the company profile, its vision, and
mission and further a brief introduction about flexible pavement and basic outline of
the project site, its need and various other aspects associated with it.

The fourth and fifth chapter are the most important chapter which explains my overall
internship and consist of various test performed on material for construction and
design of flexible pavement.

Last three chapter consists of detail various failure related to flexible pavement,
machines used for construction.

The final and last chapter is conclusions which give insight into what I learnt from the
internship.
Table of Contents
CHAPTER 1 ............................................................................................................................ 1
1.1 About .................................................................................................................... 1
1.2 Organization Setup ............................................................................................... 1
1.3 Mission ................................................................................................................. 2
CHAPTER 2 ............................................................................................................................ 3
2.1 Types of Pavement ............................................................................................... 3
2.2.1. Flexible Pavements ....................................................................................... 3
2.2.2. Rigid Pavements ........................................................................................... 4
2.3Types of Coat ........................................................................................................ 4
2.4 Different Course of Layer .................................................................................... 4
CHAPTER 3 ............................................................................................................................ 5
3.1 About work ........................................................................................................... 6
3.2 Necessity .............................................................................................................. 6
3.3 Site Location. ....................................................................................................... 6
3.4 Topography of Area ............................................................................................. 7
3.5 Climate ................................................................................................................. 7
3.6 Abstract…………………………………………………………………………………………………….................. 7

3.7 Technical Specification of each layer…………………………………………………………………………..8

CHAPTER 4………………………………………………………………………. 10
4.1. General .............................................................................................................. 10
4.2. Tests .................................................................................................................. 10
4.2.1 Bitumen Test ................................................................................................ 10
4.2.2Moisture content (IS 2720 PART 1-1973) ................................................... 13
4.2.3 Maximum Dry Density Test ........................................................................ 14
4.2.4 California Bearing Ratio Test ...................................................................... 16
4.2.5 Specific gravity ........................................................................................... 20
CHAPTER 5 .......................................................................................................................... 24
5.1 Design of Flexible Pavement ............................................................................. 24
5.1.1. Sub grade Strength or bearing capacity ...................................................... 25
5.1.2. Pavement Material Characteristics ............................................................. 25
 5.2 PAVEMENT DESIGN ...................................................................................... 26
5.2.1 General ......................................................................................................... 26
5.2.2 Pavement Design Approach ........................................................................ 26
5.2.3 Design Traffic .............................................................................................. 26
CHAPTER 7 .......................................................................................................................... 30
7.1. Machines Use for Pavement of Road ................................................................ 30
7.1.1. Back Hoe Loader: ....................................................................................... 30
7.2. Paver Machine ................................................................................................... 31
7.3 Vibratory Roller ................................................................................................. 31
CHAPTER 8 .......................................................................................................................... 32
REFRENCES ......................................................................................................................... 33
List of Figure.
Figure 1Cross section of road ........................................................................................ 5

Figure 2 Site Location .................................................................................................... 6

Figure 3 Bituminous Samples ...................................................................................... 11

Figure 4 Bituminous Extractor Machine ...................................................................... 12

Figure 5,Graph between dry density and moisture content ......................................... 17

Figure 6 Graph between penetration and division ....................................................... 19

Figure 7, Pavement Design Catalogues for Gravel Bases and Sub Bases for CBR 10 to
15………………………………………………………………………………. 29

Figure 8 Showing Backhoe .......................................................................................... 31

Figure 9 Showing Paver ............................................................................................... 31

Figure 10 Showing Vibratory Roller ........................................................................... 32

List of Tables
Table 1Abstract .............................................................................................................. 8

Table 2 Showing bitumen Content for different samples ............................................ 13

Table 3 Showing OMC and MDD for different samples ............................................. 16

Table 4 Showing penetration value for standard load................................................. 17

Table 5 Showing Penetration value with varation of load ........................................... 20

Table 6 Showing Specific Gravity of Bitumen ............................................................ 21

Table 7 Showing Sieve Analysis Result ...................................................................... 23

Table 8 Anticipatory Vehicular Traffic/Day................................................................ 27

CHAPTER 1

COMPANY PROFILE

1.1 About
Public Work Department (B&R) and Project Implementation Unit (PWD PIU) is the
premier agency of Government of Madhya Pradesh engaged in Planning, Designing,
Construction and Maintenance of Government assets like Roads, Bridges, ROB's, Fly
Overs and Buildings.

The main activities of the PWD (B&R) are Construction, Upgradation and
Maintenance of National Highways, Major District Roads, Other District Roads,
Village Roads and Construction of Bridges, Fly Overs and ROB's in the State. The
total length of Road network in PWD is about 61,616.00 kms.

The PWD PIU undertakes Construction of Buildings in the State in Project mode.

1.2 Organization Setup

Public Work Department has two wings PWD (B&R) & PWD PIU. PWD (B&R)
looks after Construction, Upgradation and Maintenance of roads and bridges,
and Upgradation & Maintenance of Buildings. PWD PIU is responsible for
Construction of Buildings in the State.

The Organization Setup of PWD: Engineer-in-Chief is the head of the Department

assisted by Nine Zones each zone is headed by a Chief Engineer. Zones are namely
Capital Zone Bhopal, West Zone Indore, North Zone Gwalior, Central Zone Jabalpur,
Rewa Zone , Sagar Zone ,Ujjain Zone , Bridge Zone Bhopal and National Highway
Zone Bhopal. Zone offices consist of Circles headed by Superintending Engineer. The
Divisions are under the control of circles and headed by Executive Engineer who is
Divisional head. The Divisions assisted by Assistant Engineers/SDO's who is in-
charge of Sub Divisions. Sub Engineers are posted in various sections under the Sub
Divisions and they are assisted by Site Assistant/Time.

1
1.3 Mission
 To introduce innovative Technology in the Construction and Maintenance of
road network.

 To provide an adequate and efficient Road system encompassing all

transportation needs so as to ensure smooth and uninterrupted flow of goods
and passengers traffic both within the State as well as on interstate routes.
 To provide sustainable development of Road network in the State.
 To train team of our Engineers to adopt latest technology.
 Improvement of Road geometrics and safety provisions.
 To replace existing level crossings by Road over bridges

2
CHAPTER 2

INTRODUCTION
As part of the curriculum, and for the partial fulfilment of requirements for
completion of M Tech Degree at NITK Surathkal, I, ANUPAMA NAG underwent
Industrial Training at Public Work Department, Seoni, Madhya Pradesh, during the
period of May-July 2019.The main aim of the Industrial Training was to get an
exposure to the real life working world, where the acquired knowledge and skills are
expected to be aptly applied. The field training helped us solidify the on-campus
learning process and activities. Apart from acquiring practical hands-on training from
the field experts, it helped us understand the intricacies and the huge network
involved in the construction sector. We were also exposed to the work environment,
common practices, employment opportunities and work ethics in the field. Most
importantly, the practical training helped us analyze the differences between
theoretical standard procedures and field application. It immensely helped us to
inculcate an out of the box perspective at every step. As part of the Training Program,
I did site visits to construction sites, from where, I observed and analyzed different
types of work and work equipment like construction of road, sampling, etc. I also did
laboratory tests, not only on the test soil, but also on different construction materials
like bitumen, sand, aggregates, and water. The designs of flexible pavement were also
included in our program.

2.1 Types of Pavement

2.2.1. Flexible Pavements

Flexible pavement can be defined as the one consisting of a mixture of asphaltic or

bituminous material and aggregates placed on a bed of compacted granular material of
appropriate quality in layers over the subgrade. Water bound macadam roads and
stabilized soil roads with or without asphaltic toppings are examples of flexible
pavements.

3
2.2.2. Rigid Pavements
A rigid pavement is constructed from cement concrete or reinforced concrete slabs.
Grouted concrete roads are in the category of semi-rigid pavements. The design of
rigid pavement is based on providing a structural cement concrete slab of sufficient
strength to resists the loads from traffic. The rigid pavement has rigidity and high
modulus of elasticity to distribute the load over a relatively wide area of soil.

2.3Types of Coat

Seal Coat

The seal coat has to be provided which is a thin surface treatment used to water-proof
the surface and to provide skid resistance.

Tack Coat

Tack coat has to be provided between two layers of binder course.It must be thin,
uniformly cover the entire surface, and set very fast.

Prime Coat

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

2.4 Different Course of Layer

OGPC – The technology is a highly engineered but simple & effective solution
for paving rural roads, farm link roads, and low volume roads. Roads which
require a durable all-weather surface measuring 2cm in thickness over the WBM
or old bituminous surface with open-graded premix carpeting.

4
WMM -Aggregates need to be crusher run - Grading 1 (53 mm - 75 micron) for
layer thickness greater ≥100 mm & Grading 2 for layer thickness < 100 mm (26.5
mm - 75 micron)OMC varies between 2 % - 6%, All components are pre-mixed in
mixing plants
WMM is prepared in mixing plants, having MC slightly greater than OMC,
accounting for transit/evaporation losses Mix is spread by a Self propelled paver
finisher, and in case of multi-layer construction bottom layer may be spread using
motor graders.
Rolling is done using roller having minimum static weight = 100 kN

Base Course /Crusher Run Meacadam sub Base

The base course is the layer of material immediately beneath the surface of binder
course and it provides additional load distribution and contributes to the sub-
surface drainage. It may be composed of crushed stone, crushed slag, and other
untreated or stabilized materials.

Figure 1

5
CHAPTER 3

WORK DETAIL

3.1 About work

Given road construction comes under the 13th five year plan (2013 to 2018). It
comes under authority of Govt. of M.P.P.W.D. In this project there is construction
of road between BAZARWADA TO KALARBANKI VILLAGE .The total length
of road is 3.50 km including culverts, estimated cost of given road 309.72 lakh.

3.2 Necessity
At present there is kuchha road which is not approachable in the rainy season.

This road connects different villages with shortest route. Hence the construction of
this road is necessary. Around given roadway there is 3 villages which has
population of around 1410 .After completion of given work there will an easy

access to district seoni from this three villages, it will also increase the
development of education, medical, business sector.

3.3 Site Location.

Figure 2 Site Location

6
 3.4 Topography of Area
It lies in the Southern part of Madhya Pradesh state between the parallels of
latitude 2136to 2257and 7919to 8017East Longitude. It is bounded by the
district Jabalpur in North, Mandla in Northeast, Balaghat in the East, Narsinghpur
in Northwest, Chhindwara in West and Nagpur-Bhandana in South.

The area has undulating topography comprising hills of Satpura plateau from
South to North. While the North Eastern part covered by Deccan plateau and falls
at the altitude in between 325 to 740 m above MSL. The general trend of hills
in the district is North-south with some isolated hillocks.

3.5 Climate
The Climate of given village comes under Seoni District, M.P. characterized by a
hot summer and general dryness except during the southwest monsoon season.
The year may divided into four seasons. The cold season, December to February is
followed by the hot season from March to about the middle of June. The period
from the middle of June to September is the southwest monsoon. October and
November form the post monsoon or transition period. The normal annual rainfall
of Seoni district is 1323.7mm.

3.6 Abstract of work

S No Item Total Total Per Km Per Km % of each

Qunatity Amount,Rs Qunatity Amount item as a
whole
1 Jungle 2.10 82673 0.60 23620.86 0.27
Clearence
2 Earth work 15902 1988694 4543 568198.29 6.42

3 CRM 4156.25 3944281 1187.50 1126937.43 12.74

4 WMM 2953.13 3723891 843.75 1063968.86 12.02

5 Hard 4567.50 826718 1305 236205.14 2.67

Shoulder
6 BT 13125 2638000 3750 753714.29 8.52

7
7 Surface 1300 53300 371 15228.57 0.17
Drain
8 Road 49 57401 14 16401.14 1.19
Furniture
9 Bridge 1 13000000 0.29 382571.43 41.97

10 Culvert 5 1339000 1.43 382571.43 4.32

11 G.S.T. 3318000 948000 10.71

Total 30971961

309.72lakh 8849131.71

Table 1

3.7 Technical Specification of each layer

Subgrade-
 MDD-Minimum 1.75(1.8 to 2.03g/cc)
 OMC-9 to 13%
 Size of Material – Embankment -75mm
Subgrade -50mm

 Liqid limit -30 to 38%

 Plasticity Index- 10 to 18%
 CBR-More then 7%(7 to 12%)
 Field Density-Minimum 97%
Maximum-100or 99%
Subbase-

 Size of Material -75mm(max)

 OMC-6.38%
 MDD-2.305gm/cc
 Liqid limit – Not more then 25%
 CBR-More then 30%
 Field Density-98%
 Maximum layer of thickness-225mm

8
Base course-

 Size of Material – 53mm maximum

 OMC-7.56
 MDD-2.214g/cc
 Liqid limit –25 maximum
 Plasticity Index- 6% maximum
 Field Density-98%
 Maximum layer of thickness-200mm

9
CHAPTER 4

IMPORTANT TEST

4.1. General
After selection of the final centre line of the road, investigation for soil and other
materials require for construction are carried out in respect of the likely sources and
the availability and suitability of materials. The characteristics of the materials can be
qualitatively determined by appropriate testing procedures, the result of which
supplement knowledge of the material gained from visual inspection and a study of
the geological/geophysical environment.

4.2. Tests
There are several types of tests which are being performed for identifying the
properties of soil, bitumen etc. Some tests are performed on the site and some are
performed in the laboratory. Some of the important tests are described below
1. Moisture Content

2. Bitumen Test

3. Maximum Dry Density Test

4. CBR Test

5 Fineness Modulus of fine Aggregate

6 Specific gravity of Bitumen

4.2.1 Bitumen Test

Objective: In this test we determine the bitumen content present in the bitumen
concrete mixture.

Apparatus: Bitumen extractor machine

Requirements: Filter paper, petrol/diesel, aggregate - bitumen mixture.

10
Sample preparation

The sample can either be taken from the plant or from the dump truck at site
depending on the site situation. As the results obtained from the test sample may be
affected by the age of the material; thus for best results the test must be carried out on
mixtures and pavement shortly after their preparation.

If the sample is not soft enough so as to get separated by a spatula, it must be placed
on a flat pan and then warmed at a temperature of 1100C plus or minus 5 0C in the
oven till it can be handled or separated

Figure 3 Bituminous Samples

Given sample is taken for OGPC seal at different chainage at 250 meter at 730
mete,1220 meter

Procedure

1. Take exactly 500 grams of representative sample and place in the bowl of
extraction apparatus (W1).

2. Add benzene to the sample until it is completely submerged.

3. Dry and weigh the filter paper and place it over the bowl of the extraction
apparatus containing the sample ( F1 )

4. Clamp the cover of the bowl tightly.

11
5. Place a beaker under the drainpipe to collect the extract

6. Sufficient time (not more than an hour) is allowed for the solvent to
disintegrate the sample before running the centrifuge.

7. Run the centrifuge slowly and then gradually increase the speed to a maximum
of 3600 rpm

8. Maintain the same speed till the solvent ceases to flow from the drainpipe.

9. Run the centrifuge until the bitumen and benzene are drained out completely

10. Stop the machine, remove the cover and add 200ml of benzene to the material
in the extraction bowl and the extraction is done in the same process as
described above.

11. Repeat the same process not less than three times till the extraction is clear
and not darker than a light straw colour.

12. Collect the material from the bowl of the extraction machine along with the
filter paper and dry it to constant weight in the oven at a temperature of 1050
C to 1100 C and cool to room temperature.

13. Weigh the material ( W2 ) and the filter paper ( F2 ) separately to an accuracy
of 0.01grams.

Figure 4 Bituminous Extractor Machine

12
Test Result

OGPC+ SEAL
s.no Particulars CH 250 MT 730 MT 1220 MT
1 Wt. Of Samples 500 gm 500gm 500gm
2 Wt. of sample after cleaning 478.65 gm 478.60gm 478.55gm
3 Wt. of Bitumen 21.35gm 21.40 21.50gm
4 % OF Bitumen 4.22% 4.28% 4.29%

Table 2 Showing bitumen Content for different samples

Calculations
% of bitumen = Difference ÷ Total sample weight×100

Sample 1

% of bitumen =21.35÷500×100=4.22

Sample 2

% of bitumen =21.40÷500×100=4.28

Sample 3

% of bitumen =21.50÷500×100=4.29

Result

Bitumen content is 4.22, 4.28, and 4.29 %

4.2.2Moisture content
The natural moisture content of the samples were determined as prescribed in IS
2720. For many soils, the water content will be an extremely important index used for
establishing the relationship between the way soil behaves and its properties. The
consistency of a fine grained soil largely depends on its water content. Water content

13
is also used in expressing the phase relationships of air, water, solids in a given
volume of soil. Moreover, natural moisture content is also used in determining the
bearing capacity and settlement. It will give an idea of the state of soil in the field.

Definition
The natural water content also called the natural moisture content is the ratio of the
weight of water to the weight of the solids in a given mass of soil. This ratio is usually
expressed as percentage.

Apparatus used
1. Non-corrodible air-tight container.
2. Electric oven, to maintain the temperature between 1050C to 1100 C. ;
3. Desiccator.
4. Balance of sensitivity 0.01g.

Procedure
1. The container was cleaned, dried and weighed (W1).
2. A specimen of the sample was taken in the container and weighed (W2).
3. The container was kept in the oven. Specimen was dried to constant weight
maintaining the temperature between 1050C to 1100 C for a period of 24 hrs.

The final constant weight (W3) of the container with dried soil sample was
recorded.

4.2.3 Maximum Dry Density Test

This test is done to determine the maximum dry density and the optimum moisture
content of soil using heavy compaction as per IS: 2720 (Part 8 ) – 1983.The apparatus
used is-

i) Cylindrical metal mould – it should be either of 100mm dia. and 1000cc volume or
150mm dia. and 2250cc volume and should conform to IS: 10074 – 1982.
ii) Balances – one of 10kg capacity, sensitive to 1g and the other of 200g capacity,
sensitive to 0.01g
iii) Oven – thermostatically controlled with an interior of non corroding material to

14
maintain temperature between 105 and 110oC
iv) Steel straightedge – 30cm long
v) IS Sieves of sizes – 4.75mm, 19mm and 37.5mm

Preparation of sample
A representative portion of air-dried soil material, large enough to provide about 6kg
of material passing through a 19mm IS Sieve (for soils not susceptible to crushing
during compaction) or about 15kg of material passing through a 19mm IS Sieve (for
soils susceptible to crushing during compaction), should be taken. This portion should
be sieved through a 19mm IS Sieve and the coarse fraction rejected after its
proportion of the total sample has been recorded. Aggregations of particles should be
broken down so that if the sample was sieved through a 4.75mm IS Sieve, only
separated individual particles would be retained.

Procedure To Determine The Maximum Dry Density And The Optimum

Moisture Content Of Soil
A) Soil not susceptible to crushing during compaction –
i) A 5kg sample of air-dried soil passing through the 19mm IS Sieve should be taken.
The sample should be mixed thoroughly with a suitable amount of water depending
on the soil type (for sandy and gravelly soil – 3 to 5% and for cohesive soil – 12 to
16% below the plastic limit). The soil sample should be stored in a sealed container
for a minimum period of 16hrs.

ii) The mould of 1000cc capacity with base plate attached, should be weighed to the
nearest 1g (W1 ). The mould should be placed on a solid base, such as a concrete floor
or plinth and the moist soil should be compacted into the mould, with the extension
attached, in five layers of approximately equal mass, each layer being given 25 blows
from the 4.9kg rammer dropped from a height of 450mm above the soil. The blows
should be distributed uniformly over the surface of each layer. The amount of soil
used should be sufficient to fill the mould, leaving not more than about 6mm to be
struck off when the extension is removed. The extension should be removed and the

15
 compacted soil should be levelled off carefully to the top of the mould by means of
the straight edge. The mould and soil should then be weighed to the nearest gram
(W2).

iii) The compacted soil specimen should be removed from the mould and placed onto
the mixing tray. The water content (w) of a representative sample of the specimen

iv) The remaining soil specimen should be broken up, rubbed through 19mm IS Sieve
and then mixed with the remaining original sample. Suitable increments of water
should be added successively and mixed into the sample, and the above operations i.e.
ii) to iv) should be repeated for each increment of water added. The total number of
determinations made should be at least five and the moisture contents should be such
that the optimum moisture content at which the maximum dry density occurs,
lies within that range.

Result

S.No Dish Dish+wet Dish+Dry Moisture% Wt of Wet Dry

wt soil soil Compacted Density Density
mould gm/cc gm/cc
1 12.19 82.350 75.50 9.090 10105 1.916 1.756
0
2 12.19 83.730 77.10 9.870 10360 2.031 1.849
0
3 12.19 84.920 77.9 10.630 10511 2.099 1.897
0
4 12.19 86.030 78.6 11.390 10352 2.027 1.820
0
Table 3 Showing OMC and MDD for different samples

16
 Maximum Dry Density
1.92
1.90
Dry Density gm/cc

1.88
1.86
1.84
1.82
1.80 Series1
1.78
1.76
1.74
9.00 10.00 11.00 12.00 13.00 14.00 15.00
Moisture content %

Figure 5,Graph between dry density and moisture content

4.2.4 California Bearing Ratio Test

Objective-

CBR is the ratio expressed in percentage of force per unit area required to penetrate a
soil mass with a standard circular plunger of 50 mm diameter at the rate of 1.25
mm/min to that required for corresponding penetration in a standard material. The

ratio is usually determined for penetration of 2.5 and 5 mm. When the ratio at 5 mm is
consistently higher than that at 2.5 mm, the ratio at 5 mm is used.

The following table gives the standard loads adopted for different penetrations for the
standard material with a C.B.R. value of 100%.

Penetration of Plunger (mm) Standard Load (kg)

2.5 1370
5.0 2055

Table 4 Showing penetration value for standard load

17
Apparatus

Consisting of loading machine with capacity of at least 5000 kg and equipped with a
movable head or base which enables Plunger of 50 mm dia. to penetrate into the
specimen at a rate of 1.25 mm/ minute.

Cylindrical mould -Inside dia. 150mm and height 175mm with a detachable
perforated base plate of 235mm dia. and 10mm thickness. Net capacity – 2250ml
conforming to IS-9669:1980 (Reaffirmed-2016).

Collar- A detachable extension collar of 60 mm height.

Spacer Disc-148 mm in diameter and 47.7 mm in height along with handle.

Weights- One annular metal weight and several slotted weights weighing 2.5 kg each,
147 mm in diameter, with a central hole 53 mm in diameter.

Compaction Rammer- Weight - 4.89 kg with a drop 450 mm.

Procedure for Penetration Test

1. Place the mould assembly with test specimen on the lower plate of
penetration testing machine. To prevent upheaval of soil into the hole of
the surcharge weights, 2.5 kg annular weight shall be placed on the soil
surface prior to seating the penetration plunger after which the remainder
of the surcharge weights shall be placed.
2. Seat the penetration piston at the centre of the specimen with the smallest
possible load, but in no case in excess of 4 kg so that full contact of the
piston on the sample is established.
3. Set the load and deformation gauges to read zero. Apply the load on the
piston so that the penetration rate is about 1.25 mm/min.
4. Record the load readings at penetrations of 0.5, 1.0, 1.5, 2.0, 2.5, 4.0, 5.0,
7.5, 10 and 12.5 mm.
5. Raise the plunger and detach the mould from the loading equipment. Take
about 20 to 50 g of soil from the top 30 mm layer and determine the
moisture content.

18
 Calculations

Calibration factor = 3.43kg/Division

For 2.5 mm penetration No. of Divisions =54= R

R∗CF∗100
C.B.R=
1370

54∗3.43∗100
= = 13.51 %
1370

For 5mm penetration No. of Division = 78=R

R∗CF∗100
C.B.R=
2055

78∗3.43∗100
= =13.02%
2055

Result

S.No Penetration Division

1 00 0 100
2 0.5 16 90

3 1 27 80
70
4 1.5 35
60
DIivision

5 2 43 50
6 2.5 54 40

7 3 59 30
20
8 3.5 65
10
9 4 70 0
0 1 2 3 4 5 6
10 4.5 74
Penetration
11 5 78
12 6 81
Figure 6
13 7 84
14 7.5 86

19
Penetration Divis Unit Total CBR
Depth ion standard Std.
Load Load
2.5mm 54 70kg/sqm 1370 13.52

5.0mm 78 105kg/sq 2055 13.02

m
Table 5 Showing Penetration value with varation of load

The C.B.R. values are usually calculated for penetration of 2.5 mm and 5 mm.
Generally the C.B.R. value at 2.5 mm will be greater than at 5 mm and in such a
case/the former shall be taken as C.B.R. for design purpose. If C.B.R. for 5 mm
exceeds that for 2.5 mm, the test shal be repeated.

4.2.5 Specific gravity of bitumen

Specific gravity G is defined as the ratio of the weight of an equal volume of distilled
water at that temperature both weights taken in air. The knowledge of specific gravity
is needed in calculation of soil properties like void ratio, degree of saturation etc

Apparatus Required
1. The apparatus for the test consists of a standard pycnometer
2. A constant temperature water bath is also required.
3. A 600 ml glass beaker

Sample preparation The sample obtained in accordance with Chapter 2 is heated

carefully in an oven oron a hotplate until it has become sufficiently fluid to pour.
When using a hotplate, thebitumen should be stirred as soon as possible to prevent
local overheating. In nocase should the temperature be raised more than 900C the
softening point andsample must not be heated for more than 30 minutes

20
Result

OGPC +SEAL

S. no. Particular CH 250mt 730mt 1220mt

1. Wt. of Sample 500.00gm 500.00gm 500.00gm

2. Wt. of sample after 478.65gm 478.60gm 478.55gm

cleaning

3. Wt. of Bitumen 21.35gm 21.40gm 21.50gm

4. % of Bitumen 4.22% 4.28% 4.29%

5. Density of Agg./CC 1.530 1.530 1.530

Table 6 Showing Specific Gravity of Bitumen

4.2.5 Determination of Fineness Modulus of Fine Aggregate

Apparatus Required
To find fineness modulus we need to perform sieve analysis and for that above
mentioned sieve sizes, mechanical shaker and digital weigh scale are required.

Theory

Fineness modulus of coarse aggregates represents the average size of the particles in
the coarse aggregate by an index number. It is calculated by performing sieve analysis
with standard sieves. The cumulative percentage retained on each sieve is added and
subtracted by 100 gives the value of fine aggregate. Higher the aggregate size higher
the Fineness modulus hence fineness modulus of coarse aggregate is higher than fine
aggregate. Coarse aggregate means the aggregate which is retained on 4.75mm
sieve when it is sieved through 4.75mm. To find fineness modulus of coarse
aggregate we need sieve sizes of 80mm, 40mm, 20mm, 10mm, 4.75mm, 2.36mm,
1.18mm, 0.6mm, 0.3mm and 0.15mm. Fineness modulus is the number at which the

21
average size of particle is known when we counted from lower order sieve size to
higher order sieve. So, in the calculation of coarse aggregate we need all sizes of
sieves.

Test Procedure for Fineness

Modulus of Fine Aggregates Arrange the sieves in descending order and put the
arrangement on mechanical shaker. It is suggested that, to know the exact value of
fineness modulus for coarse aggregate, mechanical shaker will give better value than
hand shaking because of more no. of sieves and heavy size particles. After proper
sieving, record the sample weights retained on each sieve and find out the
cumulative weight of retained particles as well as cumulative % retained on each
sieve. Finally add all cumulative percentage values and divide the result with 100.
Then we get the value of fineness modulus.

Test Result of sand

Fine Aggregates As per IS :383-1970

S. No. Sieve Size Percentage Passing Range

Zone 1 Zone 2 Zone 3
1. 10 mm 100% 100 10-100 100

2. 4.75mm 98.80% 90-100 90-100 90-100

3. 2.36mm 97.50% 60-95 75-100 85-100

4. 1.18mm 76.30% 30-70 55-90 75-100

5. 600 micron 50.50% 15-34 35-59 60-79

6. 300 micron 24.60% 5-20 8-30 12-40

7. 150micron 5.10% 0-10 0-10 0-10

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8. Fineness Modulus 2.47% 2-3.5 2-3.5 2-3.5
9. Silt Content 1.70%
Table 7 Showing Sieve Analysis Result

23
CHAPTER 5

DESIGN OF PAVEMENT

5.1 Design of Flexible Pavement

The design approaches and criteria for a country should be defined on the basis of
local conditions i.e. climatic socio-economic and technological development and
so on. In this way, intensive research activities should have conducted by the
concerned authorities. The flexible pavements has been modeled as a three layer
structure and stresses and strains at critical locations have been computed using
the linear elastic model. To give proper consideration to the aspects of
performance, the following three types of pavement distress resulting from
repeated (cyclic) application of traffic loads are considered:

 Vertical compressive strain at the top of the sub-grade which can cause
sub-grade deformation resulting in permanent deformation at the pavement
surface.
 Horizontal tensile strain or stress at the bottom of the bituminous layer
which can cause fracture of the bituminous layer.
 Pavement deformation within the bituminous layer.
The permanent deformation within the bituminous layer can be controlled by meeting
the mix design requirements as per the Standards Specifications for Road and Bridge
Works . The thickness of granular and bituminous layers are selected by using the
analytical design approach so that strains at the critical points are within the allowable
limits. For calculating tensile strains at the bottom of the bituminous layer, the
stiffness of dense bituminous macadam (DBM) layer with 60/70 bitumen has been
used in the analysis. The relationships used for allowable vertical sub-grade strain and
allowable tensile stain at the bottom of bituminous layer along with elastic moduli of
different pavement materials and relationships for assessing the elastic moduli of sub-
grade, granular and base layers.
Best on the performance of existing design and using analytical approach, simple
design charts and a catalogue of pavement design have been added for the use of
engineers. The Pavement design are given for sub-grade CBR value ranging from 2

24
percent to 10 percent and design traffic from 1 msa to 150 msa for an average annual
pavement temperature of 35 0C. The layer thickness obtained from the analysis has
been slightly modified to adapt the designs to stage construction. Using the following
simple input parameters, appropriate design could be chosen for given traffic and sub-
grade soil strength:
a) Design traffic in terms of cumulative number of standard axles

b) CBR values of Sub-grade

The primary function of pavement is to distribute the concentrated loads so that
the supporting capacity of the sub-grade soil is not exceeded. With this purpose in
view, the road structure has been composed of a number of layers, properly
treated, compacted and place one above the other. Some of these layers at times
may be combined. In general, the structure of a road will constitute of:

1 The Sub Grade

2. The Sub Base

3. The base

4. Surface course

5.1.1. Sub grade Strength or bearing capacity

It is measured using the CBR test, typically CBR 2-3 for clays and 15% or greater
for sandy soils. Used directly in the empirical design procedure.

5.1.2. Pavement Material Characteristics

Need to know what materials are available. The generally used Type 2.1 for top
150mm with Type 2.3 below. For deep pavements, may also have a deep layer of
CBR15 material

25
5.2 PAVEMENT DESIGN

5.2.1 General
Considering the sub grade strength, projected traffic and the design life, the
flexible pavement design for low volume PMGSY roads has been carried out as
per guidelines of IRC: 37-2001

5.2.2 Pavement Design Approach

 Design Life: A design life of 10 years will be considered for the purpose of
pavement design of Flexible pavements.
 Design Traffic: The commercial vehicle per day (CVPD) is presented in
design.
 Determination of pavement thickness from the graph: Thickness of
pavement is determined by first calculating the traffic in terms of MSA
and also the CBR of the soil. Taking reference to both the quantities the
pavement thickness and its composition is determined accordingly.
 Flexible Pavement composition: The designed pavement thickness and
composition will be calculated by Pavement design catalog of IRC: 37 –
2001.
 Top layer of WBM will be treated with bituminous surface. The details of
pavement design are given above
 Embankment Design: As such there is no any place where embankment is
.00 m high.Hence, design of embankment is not carried out.

5.2.3 Design Traffic

 The recommended method considers design traffic in terms of the
cumulative number of standard axles (80 kN) to be carried by the
pavement during the design life.
 Only the number of commercial vehicles having gross vehicle weight of 30
kN or more and their axle loading is considered for the purpose of design
of pavement.

26
  Assessment of the present day average traffic should be based on seven-
day-24-hour count made in accordance with IRC: 9-1972 "Traffic Census
on Non-Urban Roads".
The design traffic is considered in terms of the cumulative number of standard
axles (in the lane carrying maximum traffic) to be carried during the design life of
the road.

S.No. Vehicle No. of Passenger/Day

1. Cycle 400
2. Three Wheeler 30
3. Hand Cart 10
4. Bullock Cart 10
5. Motor Cycle/ Scooter 450
6. Passenger car/ Pickup van 40

7. Agriculture Tractor / LCV 90

8. Truck or Bus 35
9. Truck Trailer/ Agricultural Tractor Trailer 23

10. Horse Drawn Vehicle -

1088
Table 8 Anticipatory Vehicular Traffic/Day

Total Commercial Vehicle/day= 148 (90+35+23)

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Calculation

Anticipating commercial Vehicle per day = 148 vehicle

For 0-150 Vehicle VDF = 1.5000 ( in Plain Areas)

CVPD = 148

Lane Distribution Factor = 19 (For Single Lane)

Vehicle Damage Factor =1.50

N =10 year

Carriage Way Width

(1+𝑟)𝑛
N= 365 ∗ ∗ 𝐴 ∗ 𝐿𝐷𝐹 ∗ 𝑉𝐷𝐹
𝑟

Where N = No. of Standard Axle

r = % Growth Rate

A= CVPD

Putting above value in equation we get

N= 1068042 standard Axle

N = 1.06 m.s. a

From below table T7 IRC SP: 72 2015 and S4 & CBR 10 -15

Are as below OGPC + Seal Coat = 25mm

WMM =225mm

CRM =150mm

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 S5,CBR 10 TO 15
500
450
400
350
Thickness

300
250
200
150
100
50
0
T1 T2 T3 T4 T5 T6 T7 T8 T9
Trafic Catagories

GSB Column1 Granular Base CRM WBM BM SD OGPC

Figure 7, Pavement Design Catalogues for Gravel Bases and Sub Bases for CBR
10 to 15

The given chart is taken from IRC SP-72-2015

29
CHAPTER 6

MACHINES

7.1. Machines Use for Pavement of Road

1. Back hoe loader

2. Pavers Machine

3. Vibratory Roller

7.1.1. Back Hoe Loader: A backhoe loader, also called a loader backhoe, digger
in layman's terms, or colloquially shortened to backhoe within the industry, is a
heavy equipment vehicle that consists of a tractor like unit fitted with a loader-
style shovel/bucket on the front and a backhoe on the back. Due to its (relatively)
small size and versatility, backhoe loaders are very common in urban engineering
and small construction projects (such as building a small house, fixing urban
roads, etc.) as well as developing countries. This type of machine is similar to and
derived from what is now known as a TLB (Tractor-Loader-Backhoe), which is to
say, an agricultural tractor fitted with a front loader and rear backhoe attachment.

The true development of the backhoe actually began in 1947 by the inventors that
started the Wain-Roy Corporation of Hubbardston, Massachusetts. In 1947 Wain-
Roy Corporation developed and tested the first actual backhoes. In April 1948
Wain-Roy Corporation sold the very first all hydraulic backhoes, mounted to a
Ford Model 8N tractor.

30
 Figure 8 Showing Backhoe

7.2. Paver Machine

I. A paver (paver finisher, asphalt finisher, paving machine) is a piece of
construction equipment used to lay asphalt on roads, bridges, parking lots and
other such places. It lays the asphalt flat and provides minor compaction before it
is compacted by a roller.

Figure 9 Showing Paver

7.3 Vibratory Roller

Vibratory type rollers have two smooth wheels/ drums plus the vibrators. One is
fixed at the front and the other one is on the rear side of vibratory roller. Both
wheels/drums are of the same diameter, length and also of same weight. Vibratory
roller covers the full area under wheel. To make vibratory roller more efficient,
vibrators are also fixed with smooth wheel rollers. Vibration of vibrators arranges

31
the particles by first disturbing even the arranged ones. On the other hand weight
of wheels exerts direct pressure on the layer. Vibrators are turned off during the
reversed motion of roller. In that time only static weight directly acts on the soil
layer. Vibration is to reduce the air voids and to cause densification of granular
soils. During vibration of soil layer, rearrangement of particles occurs due to
deformation of the granular soil because of oscillation of the roller in a cycle.

Figure 10 Showing Vibratory Roller

32
CHAPTER 8

CONCLUSION
The main observations and conclusions drawn are summarized below:
It can be concluded that there is a need of a connecting the Bazarwada village to
Kalarbanki in Seoni District, which serves the way of passage for those belongings to
Village, by providing the Flexible pavement transporation of things become fesible
for people.
Work name is “BAZARWADA TO KALARBANKI VILLAGE” consists of total
length 3.5km and road width 3.75 m in Seoni District (M.P.). It will take around
about 24 months to complete the work including surveying, soil testing, estimating
and costing etc.
As per the traffic of the road and its loading conditions value of cumulative number of
standard axles (N) is 1.06 msa. Also the value from CBR test is 13.02%. So, the
Flexible Pavement thickness according to IRC 72-2015 for 1.06msa and CBR value
upto 13% is 400mm. According to which the height of Sub Grade is 0.150m, Granular
Sub Base is 0.225m, OGPC Plus Seal coat is 25mm.

The final cost for the road construction material will be about Rs 309 lakh /- . The
road will have less maintenance as proper design considerations have been adopted by
efficient practical performance standards and suitable calculations as per defined in
standard IRC codes.

33
REFRENCES

1. Specification of road and bridge work fifth revision

2. MORD; Specifications for Rural Roads, 2014

3. IRC:SP72 2015

4. IRC 2012

5. Khanna & Justo, Highway Engineering Provisions & general data obtained
for soil tests, designing of flexible pavement & traffic survey study.

6. www.civilworks.org

7. www.nptel.co.in

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