Practical Training Report on ‘PCC Road Construction’

At Gorakhpur

SUBMITTED FOR THE PARTIAL FULLFILLMENT FOR THE

AWARD OF

Bachelor of Technology

IN

CIVIL ENGINEERING

BY

Suraj Kumar Singh

(1611159035)

TO

Mr. Manik Goyal

HOD, Civil Engineering Department

CIVIL ENGINEERING DEPARTMENT

Ch. Devi Lal State Institute of Engg. & Tech.

(Panniwala Mota) Sirsa – 125055, Haryana, INDIA

Affiliated to G.J.U.S.T, Hisar

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ii
 CANDIDATE’S DECLARATION

I hereby certify that the work which is being presented in the Project, titled
“PRACTICAL TRAINING”, in the partial fulfillment of the requirements for the
award of the Degree of Bachelor of Technology and submitted in the Civil
Engineering Department of Ch. Devi Lal State Institute of Engg. & Tech., Panniwala
Mota is an authentic record of our own work carried out Under the super vision of
Mr. Manik Goyal, HOD, civil Engineering Department, Ch. Devi Lal State Institute
of Engg. & Tech., Panniwala Mota. The matter presented in this Project Report has
not been submitted by us for the award of any degree of this orany other
University/Institute.

Suraj Kumar Singh

(1611159035)

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 CERTIFICATE

This is to certify that the Practical Training in the Project “PCC ROAD
CONSTRUCTION”, has been completed and report has been submitted by Suraj
Kumar Singh (Roll No. 1611159035) to the Department of Civil Engineering,
CDLSIET, for the award of degree of B.Tech. in Civil Engineering. The candidate
has been evaluated through departmental evaluation procedure under Course
Practical Training and found eligible/ineligible to pass the course.

Mr. Manik Goyal (HOD,

CE) Co-ordinator
Practical Training

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 ACKNOWLEDGEMENT

It is my pleasure to be indebted to various people, who directly or indirectly

contributed in the development of this work and who influenced my thinking,
behavior, and acts during the course of study.
I express my sincere gratitude to Director-Principal of CDLSIET, Panniwala Mota,
Sirsa for providing me an opportunity to undergo summer training. I grateful to our
respected guide Mr. Manik Goyal (HOD, CE.) at CDLSIET, Panniwala Mota, Sirsa
for his kind, disciplined and invaluable guidance.
It is my privilege to express my sincerest regards to my training coordinator, Er. Md.
Rafiq Kumar, for their valuable inputs, able guidance, encouragement, whole-hearted
cooperation and constructive criticism throughout the duration of my internship. I
deeply express our sincere thanks to Md. Rafiq Kumar, for encouraging and allowing
me to do internship in PCC ROAD CONSTRUCTION, took out time to hear, guide
and keep me on the correct path.
I also extend my sincere appreciation to Mr. Manik Goyal, HOD Civil Engineering
Department at CDLSIET, Panniwala Mota, Sirsa who provided his valuable
suggestions and precious time in accomplishing my project report.
Lastly, I would like to thank the almighty and my parents for their moral support and
my friends with whom I shared my day-to-day experience and received lots of
suggestions that improved my quality of work.

SURAJ KUMAR SINGH

(1611159035)

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 TABLE OF CONTENT

CANDIDATE’S DECLARATION...................................................................iii

CERTIFICATE..................................................................................................v

ACKNOWLEDGEMENT................................................................................vi

Chapter.1: P.W.D. : AN OVERVIEW..................................................................................1

Chapter.2: INTRODUCTION............................................................................................2-6

2.1 : TYPES OF PAVEMENT........................................................................3- 5

2.2 : TYPES OF CONCRETE PAVEMENT......................................................6

Chapter.3: PROJECT OVERVIEW......................................................................................7

Chapter.4: MATERIAL USED........................................................................................8-13

Chapter.5: QUALITY CONTROLAND QUALITY ASSURANCE..................................14

Chapter.6: METHODOLOGY….....................................................................................15-23

Chapter.7: PLANT AND MACHINERY........................................................................24-28

Chapter.8: SAFETY..........................................................................................................29-31

Chapter.9: CONCLUSION....................................................................................................32

REFERENCE.......................................................................................................33
 CHAPTER – 1

PUBLIC WORKS DEPARTMENT: AN OVERVIEW

The Public Works Department execute the construction, improvement, strengthening and
maintenance of roads and bridges. The responsibility of construction of certain buildings
of the state government and their maintenance is also upon this department. The
department undertakes the maintenance of National Highways passing through Uttar
Pradesh which are not covered by the National Highways Authority for which funds are
provided by the Government of India. The task of monitoring the works under different
schemes and ensuring high quality of work has been assigned to 18 zonal Chief
Engineers. The state, geographically and in terms of population, is the country’s largest
state. For the State's industrial, economic and social development it is essential to connect
each village and its population with the main roads. Besides, the widening and high-
quality repair of important National Highways, state roads and district roads is also
important for transportation. The P.W.D. is executing the work of construction and
improvement of link roads in rural areas, widening and improvement of other district
roads, main district roads and state roads, construction of bridges in rural areas and repair
of narrow and damaged bridges on main routes on a priority basis. In addition, it is also
doing the work of construction of link roads in rural areas under Pradhan Mantri Gram
Sadak Yojana and strengthening of previously-built rural and other roads.

Fig. 1.1 P.W.D. UTTAR PRADESH

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 CHAPTER-2

INTRODUCTION:

Point of view geographic and population of the 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 brides
reconstruction of the bases are transacted on a priority basis . Also under Pradhan Mantri
Gram Sadak Yojana and pre-fabricated construction of rural roads linking the work of other
district roads broad Suddikrn the scale bases are edited.

For the purpose of management and administration, roads in India are divided into the
following five categories:

 National Highways (NH)

 State Highways (SH)
 Major District Roads (MDR)
 Other 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 centers within the State.

Table. 2.1 Road Network

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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.

WHAT IS ROAD OR PAVEMENT?

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.
Pavement or Road is an open, generally public way for the passage of vehicles, people, and animals.

Road pavements deteriorate over time due to:-

 The 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.

 In summer season, due to high temperature, bitumen becomes soft resulting in bleeding,
rutting and segregation finally leading to failure of pavement.

 In winter season, due to low temperature, the bitumen becomes brittle resulting in cracking,
raveling and unevenness which makes the pavement unsuitable for use.

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 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.

Fig. 2.1 Flexible Pavement

Fig. 2.2 Typical Flexible Pavement

RIGID PAVEMENTS:-

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

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 Bitumen is derived from petroleum crude, which is in short supply globally and the price
of which has been rising steeply. India imports nearly 70% of the petroleum crude. The
demand for bitumen in the coming years is likely to grow steeply, far outstripping the
availability. 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 programs.

 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 programmed of
concreting.

 Cement concrete roads save a substantial quantity of stone aggregates and this factor must be
considered when a choice pavements ismade,

 Concrete roads can withstand extreme weather conditions – wide ranging temperatures, heavy
rainfall and water logging.

 Though cement concrete roads may cost slightly more than a flexible pavement initially, they
are economical when whole-life-costing is considered.

Fig. 2.3 Typical Rigid Pavement

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 TYPES OF CONCRETE PAVEMENTS

1. PLAIN CONCRETE OR SHORT PAVEMENT SLAB:-

This type of pavement consists of successive slabs whose length is limited to about 25
times the slab thickness. At present it is recommended that the paving slabs not be made
longer than 5,even if the joints have dowels to transfer the loads. The movements as a result
of fluctuations in temperature and humidity are concentrated in the joints. Normally, these
joints are sealed to prevent water from penetrating the road structure. The width of the
pavement slabs is limited to a maximum of 4.5 m.

2. REINFORCED CONCRETE:-

 Continuously reinforced concrete:-

Continuously reinforced concrete pavements are characterized by the absence of transverse
joints and are equipped with longitudinal steel reinforcement. The diameter of the
reinforcing bars is calculated in such a way that cracking can be controlled and that the
cracks are uniformly distributed (spacing at 1 to 3 m). The crack width has to remain
very small, i.e. less than 0.3 mm.

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

 Steel fiber concrete:-

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

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 CHAPTER-3
PROJECT OVERVIEW

 LOCATION OF SITE:-

The cement concrete road is constructed at RUSTAMPUR, GORAKHPUR.

 CLIENT:- PWD, GORAKHPUR

 CONTRACTOR:- A P C Construction Pvt. Ltd.

 OVERALL COST OF PROJECT:-

The overall cost of project is 49.10 lakhs.

 LAYOUT:-

Fig. 3.1 CROSS-SECTION OF PAVEMENT

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 CHAPTER-4
MATERIAL USED

Concrete is widely usedin domestic, commercial, recreational, rural and educational

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

There are mainly three types -

1- Cement
2- Sand
3- Aggregate

1. CEMENT

A cement is a binder, a substance used in construction that sets and hardens and can bind
other materials together. The most important types of cement are used as a component in
the production of mortar in masonry, and of concrete, which is a combination of cement
and an aggregate to form a strong building material.

Cements used in construction can be characterized as being either hydraulic or non-hydraulic:

Hydraulic cements :-

(e.g., Portland cement) set and become adhesive due to a chemical reaction between the dry
ingredients and water. The chemical reaction results in mineral hydrates that are not very water-
soluble and so are quite durable in water and safe from chemical attack. This allows setting in
wet condition or underwater and further protects the hardened material from chemical attack.

Non-hydraulic cement will not set in wet conditions or underwater; rather, it sets as it
dries and reacts with carbon dioxide in the air. It is resistant to attack by chemicals after
setting.

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 Fig. 4.1 CEMENT

TYPES OF CEMENT

 Portland Cement

Portland cement is by far the most common type of cement in general use around the world.
This cement is made by heating limestone (calcium carbonate) with small quantities of other
materials (such as clay) to 1450 °C in a kiln, in a process known as calcination, whereby a
molecule of carbon dioxide is liberated from the calcium carbonate to form calcium oxide,
or quicklime, which is then blended with the other materials that have been included in the
mix. The resulting hard substance, called 'clinker', is then ground with a small amount.

 Portland fly ash cement

Its contains up to 35% fly ash. The fly ash is pozzolanic, so that ultimate strength is
maintained. Because fly ash addition allows a lower concrete water content, early strength
can also be maintained. Where good quality cheap fly ash is available, this can be an
economic alternative to ordinary Portland cement.

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 Portland pozzolan cement

It includes fly ash cement, since fly ash is a pozzolana , but also includes cements made from
other natural or artificial pozzolans. In countries where volcanic ashes are available.

 Portland silica fume cement

Addition of silica fume can yield exceptionally high strengths, and cements containing 5–
20% silica fume are occasionally produced. However, silica fume is more usually added to
Portland cement at the concrete mixer.

2. SAND:-

Sand is a naturally occurring granular material composed of finely

divided rock and mineral particles. The composition of sand is highly variable, depending on
the local rock sources and conditions, but the most common constituent of sand in inland
continental settings and non-tropical coastal settings is silica (silicon dioxide, or SiO2),
usually in the form of quartz.

The second most common type of sand is calcium carbonate, for example aragonite, which
has mostly been created, over the past half billion years, by various forms of life,
like coral and shellfish. It is, for example, the primary form of sand apparent in areas where
reefs have dominated the ecosystem for millions of years like the Caribbean.

Fig. 4.2 Sand

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3. AGGREGATES

Two types of aggregates are used –

 CORASE AGGREGATE
 FINE AGGREGATE
COARSE
AGGREGATES:-

Coarse aggregates shall consist of clean, hard, strong, dense, non-porous and durable
pieces of crush stone, crush gravel, natural gravel or a suitable combination of these
material. They shall not contain pieces of disintegrated stone, soft, flaky, elongated particles,
salt, alkali, vegetable matters or other deleterious materials in such quantities as to reduce
the strength and durability of the concrete. Coarse aggregates having positive alkali-silica
reaction shall not be used.

Maximum size of coarse aggregates not exceeding 25 mm.

The maximum value for flakiness index for the coarse aggregates shall not exceed
35 percentage. Los Angeles Abrasion value not exceeding 35 percentage.
Combined flakiness index and elongation index not to exceed 35 percent. Water
absorption not to exceeding 3 percentage.

Table 4.1 Grading requirement of coarse aggregates

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 Fig.4.3 Coarse Aggregate

FINE
AGGREGATES

Natural sand, crushed stone, or crushed gravel sand or a suitable combination of natural
sand, crushed stone, or crushed gravel, used as fine aggregates. The fine aggregates shall be
dense, durable, clean and free from veins and adherent coating and other deleterious material.
They shall not contain dust, lump, soft or flaky material, mica or other deleterious, material
in such quantities to reduce the strength and durability of concrete.

Fig.4.4 Fine Aggregate

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 Table.4.2 Grading Requirements of Fine Aggregate

Table 4.3 Permissible Limits of Fine & Coarse Aggregates

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 CHAPTER:-5

QUALITY CONTROL AND QUALITY ASSURANCE

Quality control:- The routine application, at the prescribed frequencies, of a system.

Of procedures for the sampling and testing of materials prior to placing and following
completion that ensure that specified standards are achieved.
 Quality Control Tests Necessary to Control a Product
 Determine Quality of Product being Produced
 Performed by Contractor

Quality Assurance:- The identification of roles and responsibilities of all parties.

Together with procedure and systematic management is implemented
effectively.

 Quality Assurance Tests Necessary to Make a Decision on Acceptance

 Ensure Product being Evaluated is What 5 the owner Specified

 Performed by Owner

Quality Control vs. Quality Assurance

• Quality Control (QC) = The contractors system in place during the construction
to manage, control and document his activities in order to comply with contract
requirements

• Quality Assurance (QA) = The Governments system in place to monitor the

Quality Control efforts of the contractor

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 CHAPTER-6
METHODOLOG
Y

1. SITE CLEARANCE

Removal of unserviceable soil, blown sand including excavation , loading and disposal up to
1000m lead. Clearing and grubbing to remove vegetations, root and other organic matter
along the alignment up to the bottom width of the embankment and the side drains.

2. PREPARATION OFSUBGRADE

The soil sub-grade of rigid pavements also consists of natural or selected soil from identified
borrows pits fulfilling the specified requirement and well compacted in layer to the specified
density and thickness , as in the case of flexible pavement .The sub-grade is the lowest layer
of the components of the CC pavement which ultimately support all other component layer and
traffic load .If the sub-grade settles down or yield due to in adequate compaction or any
other cause, different type of failure start developing in the rigid pavement also.

The strength test commonly adopted for the evaluation of soil sub-grade for rigid pavement
design is ‘plate bearing test’ using a relatively large diameter plate. The load supporting capacity
of the sub-grade is assed in term of ‘modulus of sub-grade reaction ’,K in Westergaard’s
approach of rigid pavement analysis.

3. PREPARATION OF GRANULAR SUB-BASE(GSB) / DRAINAGE

LAYER

The granular sub-base (GSB) course has to serve as an affective drainage layer of the rigid
pavement to prevent early failure due to excessive moisture content in the sub-grade soil.
Presence of excess moisture in soil sub-grade consisting of fines (such as silt and clay) will cause
early failure of rigid pavement due to ‘ pumping and blowing’ .Crushed stone aggregate are
preferred in the GSB
coarse as this material has high permeability and serve as an effective drainage layer .
The road sub grade has to be prepared carefully, in order to realize everywhere a pavement
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structure of an adequate and uniform thickness. This allows to provide a homogeneous bond

1
between the concrete slab and its foundation which is important for the later behaviour of the
pavement structure.

For roads with a base, drainage of the water must be provided. Mud, leaves, etc. have to be
removed.
When the base is permeable, it should be sprayed with water in order to prevent the mixing water
from being sucked out of the concrete.

However, if the base is impermeable (e.g. if the concrete is placed on a watertight asphalt
concrete.

However, if the base is impermeable (e.g. if the concrete is placed on a watertight asphalt
concrete interlayer) it can be necessary under warm weather conditions to cool down this layer
by spraying water on the surface. Prepare the GSB (150mm)using following thickness of by
gravel.

Gravel layer is compacted using 8-10 ton roller.

The granular sub-base or drainage layer is prepared by laying the two layer are:

• 75 mm thick layer using of 65-45 mm ballast.

• 75 mm thick layer using of 53-22.4 mm ballast.

The following points are important for roads without a foundation:

 Drainage of all surface water;

 Good compaction of the sub grade;

 Increase in service life and improved performance of the CC pavement.

Prevention of early failure of the rigid pavement due to ‘pumping and blowing
‘Protection of the sub-grade against frost action in frost susceptible
areas.

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PROPORTIONING
 In plane cement concrete (cc road) we use the proportioning of 1:4:8
 Means 1 part of cement ,4 part of fine aggregate and 8 part of course aggregate.
 Means that we mix
 2 bag of cement (100 kgs)
 4 bowl of fine aggregate
 Bowl mean generally for carrier use by labor.

PREPARATION OF THE SUB- GRADE OR BASE

Prepare the sub-Surface using w mm thickness of 40 mm by gravel. Gravel layer is compacted

using 8-10 tonn roller and on the gravel surface Pcc is provide . Pcc mean plain cement concrete
(kaccha) which is producing using 33 grade off wonder cement or ordinary plain cement.

Thick ness of the pcc layer is about 40 mm and the mix proportioning is 1:4:8.
1 =cement ,4 =sand,8=coarse aggregate batching by volume. On pcc layer cement concrete layer
spread of 150 mm(6”).

Fig. 6.1 Pavement Surface

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MIXING AND TRANSPORT OF CONCRETE

CONCRETE MIXING PLANT :-The concrete mixing plant must have a sufficient
capacity in order to be able to continuously supply concrete to the paving machines. The
mix constituents and admixtures have to be dosed very accurately. The number of aggregate
feed bins has to equal at least the number of different aggregate fractions. The bins shall have
raised edges to prevent contamination of the aggregate fractions. The equipment for loading
the materials shall be in good condition and shall have sufficient capacity to be able to
continuously feed the bins. The bucket of the loaders shall not be wider than the bins. The
content of the cement silos and the water tank are in proportion to the production rates.
For small works, permanent concrete mixing plants are often called on. In that case, mixing
plants that are inspected and that can deliver Indian quality certification concrete should be
used.

Furthermore it is useful and even essential to have a communication system between the
concrete mixing plant and the construction site in order to coordinate the batching.

Fig.6.2 CONCRETE MIXING PLANT

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TRANSPORT OF THE CONCRETE

Sufficient trucks must be available to continuously supply the paving machines. The number
depends on the yield at the construction site, the loading capacity of the trucks and the cycle
time (i.e. the transport time plus the time required to load and unload a truck). The loading
capacity and the type of truck to be used depend on the nature of the work, the haul roads
and the concrete paving machines.
Usually, the specifications prescribe that the concrete has to be transported in dump trucks
as paving concrete consists of a relatively dry mix having a consistency that makes
transport and unloading in truck mixers difficult.
Furthermore, dump trucks can discharge the concrete faster.
For small works and in urban areas, the use of truck mixers is increasingly accepted.
Under these circumstances an admixture (e.g. a superplasticizers ) can be mixed in just
before discharging the concrete.
The necessary measures have to be taken to prevent changes of the water content and
temperature of the concrete during transport. To this end, the specifications prescribe to cover the
dump trucks by means of a tarpaulin.

Fig. 6.3 TRANSPORT OF THE CONCRETE

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PLACING THE CONCRETE

Usually the concrete is placed using slip form paving machines which applies for all categories
of roads. This equipment meets both the requirements for quality and for the envisaged rate of
production. Conventional concreting trains riding on set up rails, are hardly used any more for
roadwork's in our country. For this reason this manner of execution will not be dealt with here.
However, the technique of manually placing the concrete using forms s still applied in certain
cases, such as for the construction of roundabouts with a small diameter, at intersections,
for repair work or when the execution conditions are such that slip form pavers cannot be
utilized.

Fig.6.4 PLACING THE CONCRETE

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 COMPACTION & FINISHING OF CONCRETE

Compaction is the process that expels entrapped air from freshly placed concrete and packs the
aggregate particles together so as to increase the density of the concrete.

Compaction is the process which expels entrapped air from freshly placed concrete and packs
the aggregate particles together so as to increase the density of concrete. It increases significantly
the ultimate strength of concrete.

Compaction significantly increases the ultimate strength of concrete and enhances the bond with
reinforcement. It also increases the abrasion resistance and general durability of the concrete,
decreases the permeability and helps to minimize its shrinkage and creep characteristics.
Proper compaction also ensures that the reinforcement, tendons, inserts and fixings are
completely surrounded by dense concrete, the formwork is completely filled – i.e. there are no
pockets of honey-combed material – and that the required surface finish is obtained on vertical
surfaces.

Concrete shall be compacted during placing so that:

 A monolithic mass is created between the ends of the member, planned joints or both;

 The formwork is completely filled to the intended level;

 The entrapped air isexpelled;

 All reinforcement, tendons, ducts, anchorages and embedment are completely surrounded;

 The specified finish to the formed surfaces of the member is provided;

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 CURING

Curing is the process or operation which controls the loss of moisture from concrete after it
has been placed in position, or in the manufacture of concrete products, thereby providing
time for the hydration of the cement to occur. Since the hydration of cement does take time,
days, and even weeks, rather than hours, curing must be undertaken for some specified period
of time if the concrete is to achieve its potential strength and durability. Curing may also
encompass the control of temperature since this affects the rate at which cement hydrates.
This period will depend on the properties required of the concrete, the purpose for which it is
to be used, and the ambient conditions, that is the temperature and relative humidity of the
surrounding atmosphere.
Since curing is designed primarily to keep the concrete moist by preventing the loss of
moisture from the concrete during the period in which it is gaining strength, it may be done in
two ways:

 By preventing an excessive loss of moisture from the concrete for some period of time, e.g.
by leaving formwork in place, covering the concrete with an impermeable membrane after
the formwork has been removed, or by a combination of such methods; or
 By continuously wetting the surface thereby preventing the loss of moisture from it. Ponding
or spraying the surface with water are methods typically employed to this end.

Methods:-

There are three basic ways of curing concrete.

1. The first - involves keeping the surface of the concrete moist by the use ponding,
spraying/sprinkling, damp sand or damp hessian.
2. The second prevents the loss of moisture from the concrete by covering it with
polythene sheeting or leaving the formwork in place.
3. The third involves the use of spray or roller applied curing compounds.

2
Water Curing:-

Water curing, if properly carried out, can be the most efficient - and the most appropriate
for some types of work, e.g. floors, and include ponding, sprinkling, and wet coverings.

Ponding:-

On flat surfaces such as pavements, footpaths, and floors, concrete can be cured by
ponding. Earth or sand dykes around the perimeter of the concrete surface retain a pond of
water within the enclosed area. An efficient method for preventing loss of moisture from the

Fig. 6.5 Ponding

concrete, ponding is also effective for maintaining a uniform temperature however, the
method is often impractical except for small jobs.

Wet Coverings:-

Wet coverings such as hessian or other moisture retaining fabrics are extensively used for
curing. Such coverings should be placed as soon as the concrete has hardened sufficiently
to prevent surface damage. Care should be taken to cover the entire surface, including the
edges of slabs such as pavements and footpaths. The coverings should be kept continuously
moist so that a film of water remains on the concrete surface throughout the curing.

2
 CHAPTER-7
PLANT AND MACHINERY
INTRODUCTION:-It is a very useful part of any project .The aim of machinery is to
save time, to achieve accuracy. It is beneficial for economy. There are different type of
machinery which are used in construction cement concrete road:-

1. NOMINAL MIXERS:-
 Capacity: - 0.1 Cu. M. per Mix Batch.
 Function: - Mixing of concrete in a by taking the help of volume batcher for proper ratio.

Fig. 7.1 Nominal Mixer

2. TRACTOR:-
 Function:- To transport material from one place to another on site. It
even carry potable water tank for curingof
structures.

Fig.7.2 Tractor

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3. IBRATOR:-
a. Plate Vibrator

Fig. 7.3 Plate Vibrator

b. Needle Vibrator

Fig. 7.4 Needle Vibrator

2
c. Floater Vibrator

Fig. 7.5 Floater Vibrator

d .Strip Vibrator

Fig. 7.6 Strip Vibrator

2
 ROLLER :-
 Function: To compact the Earth & Soling.

Fig. 7.7 Roller

GENERATOR:-

 Function: - To generate electricity.

Fig. 7.8 Generator

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 EXECUTION OF JOINTS

All the equipment that is necessary to make joints in the fresh or hardened concrete must
be present at the construction site.

The saw blades have to be suitable to the quality of the concrete, i.e. to the hardness and the
abrasion resistance of the aggregates. It is useful to have spare equipment available in case
of a defect.

The beam for making a construction joint shall be rigid and shall allow the realization of a
straight joint perpendicular to the axis of the road. This beam has to be adapted to the type
of pavement (jointed pavement, continuously reinforced concrete pavement).

Fig. 7.9 EXECUTION OF JOINTS

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 CHAPTER-8
STUDY OF SAFETY

1. BASIC RULES FOR SAFETY:

Tidy up Construction Sites:

 Keep passage clear all the time.
 Sort out materials and pile them up safely. The stacks Should not be too high.
 Beware of floor openings and ensure that they are fenced or covered.

TYPE OF SAFETY

1. Site safety:

 Avoid going to any area with insufficient lighting as there may be some dangerous
places which have not been provided with fencing.
 Keep vigilant all the time and watch out for moving cranes hooks or other
lifting equipment.
 Avoid the dragging electric cables on the ground or allowing the cables to come
into contact with water.

2. Labour safety:

 For your own safety and interest use the personal protective equipment provided by
your employer.

 Gloves-Wear gloves when handling or contacting chemicals.

 Helmet-Wear a safety helmet on construction site. Keep the harness of the helmet clean and
make sure that it fits well.
 Safety shoes-Wear safety shoes to prevent foot injuries.
 Nose mask-Wear a mask when working a dusty environment.

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3. Personal safety:

 Wear protective equipment

 Do not drink or takes drugs while working.
 Pay attention to personal hygiene.
 Do not play in workplace

4. Equipment and material safety:

Routine maintenance of rural roads are regularly carried out-

 All safety issues out of maintenance inspection are properly addressed.

 In all cases of accidents and inquiry/investigation thereof, safety issues are resolved, and a
report is made to the SQC for examination whether standard design features need to be
incorporated in other rural roads.
 All resolutions of Panchayats regarding safety issues are acknowledged and action
proposed/taken intimated to the Panchayat.
 Road safety awareness camps are organized involving Panchayats, School, Rural road users
(inhabitants as well as drivers), in accordance with programmers drawn up by the State Quality
Coordinator.
 The State Quality Coordinator will be the State Rural Road Safety Officer and shall ensure:
 Adequate coordination with the State Road Safety Council and road safety programmers.
 Formulation of rural road safety awareness programmed proposals (for funding under PMGSY).
 Implementation and coordination of rural road safety awareness programmed in the field.
 Hold quarterly meeting with DRRSO and take feedback for improving safety standards.

5. Engineering measures in design phase:

 Rural roads have to necessarily have a tortuous path, keeping in view the narrow land width
available.
 The vertical profile of the road should be designed such that the required minimum stopping
sight distance is available. Suitable summit and valley curves should be provided.
 In hill roads, blind curves are a safety hazard. Suitable vision berms may be cut at such
locations. Passing places must be provided at convenient locations particularly on hill roads.

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 The provision of rural connectivity leads to the introduction of bus services. Properly
designed bus-bays must be provided at bus stop to ensure that the buses do not hamper the
normal traffic. Where the roads pass through habitations and school, it is necessary that
the motorized vehicles travel at low speeds. This can be ensured by providing
adequately designed road humps or rumble strips.
 The junction of rural roads with a main road is always a point of conflict and an
accident- prone zone. Such junctions must be designed scientifically by providing
minimum turning radii, flaring of the side road with taper.

6. Safety during construction and maintenance:

 Barricades, drums, traffic cones, cylinders and signs around work zones o Flagmen with
red flags positioned to regulate and warn the road users.
 Stacking construction materials such that only the quantity needed for one operation
is stacked along the road, and obstruction to road users is minimized.
 Using construction machinery carefully and parking such machinery at locations where
they are not traffic hazards.

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 CHAPTER-9
CONCLUSIO
N

This training work is a outcome of immense dedication and hard work of not one but many
people. The things which we got to learn in this project work are really important as well as
very helpful in our future.

The theory part taught in our colleges and universities are way different than the actual
world. The things which we got to learn practically are very different from that of the theory. In
fact there are several things which we got to learn in field would never have been learnt
theoretically . Also there was interaction with the workers and the public which was something
like a sense of responsibility.

The nation is developing and the future aspects of construction are very wide keeping that in
mind we need to contribute ourselves with full dedication towards the progress of our
country.

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Reference:

 Highway Engineering by “S.K. KHANNA & C.E.G. JUSTO”

 IRC:58-2015

 www.concrete.net.au

 www.res.gov.in

 www.concrete.com

 www.sand.uk