A TRAINING REPORT

submitted in partial fulfillment of the requirements

for the award of degree of
BACHELOR OF TECHNOLOGY
(Civil Engineering)
SUBMITTED TO
RAJASTHAN TECHNICAL UNIVERSITY,KOTA

SUBMITTED BY

NARENDRA NAGAR
UNIVERSITY ROLL NO-13ESKCE072
COLLEGE ID-21309
E-MAIL ID-narendranagar1995@gmail.com

III B.TECH VII SEMESTER(2013-17)

SWAMI KESHVANAND INSTITUTE OF TECHNOLOGY
MANAGEMENT AND GRAMOTHAN
AUGUST 2017
 A TRAINING REPORT
submitted in partial fulfillment of the requirements
for the award of degree of
BACHELOR OF TECHNOLOGY
(Civil Engineering)
SUBMITTED TO
RAJASTHAN TECHNICAL UNIVERSITY,KOTA

SUBMITTED TO SUBMITTED BY
AJAY MANDARWALIA NARENDRA NAGAR
13ESKCE072

SWAMI KESHVANAND INSTITUTE OF TECHNOLOGY

MANAGEMENT AND GRAMOTHAN
AUGUST 2017
 ACKNOWLEGEMENT

It is a great pleasure for me to prevent this training report

.I would be an undoing my job if don’t thank to everyone
who helped me starting this report. First and foremost I
would like to thank MR. AMIT AGARWAL, RESIDENT
ENGINEER, RHB,DIV-5 who support me through inspiring
towards this report. He had provided me a nice industrial
experience.
Secondly, I am no less grateful to the other employees and
members of the department for their kind co-operation
and spontaneous response.

1
 ABSTRACT

NAME OF THE PROJECT CONSTRUCTION OF ROAD

CONSTRUCTER RAJASTHAN HOUSING
BOARD, JAIPUR
RESIDENT ENGINEER MR. AMIT AGARWAL

LOCATION OF THE SITE HALDI GHATI MARG ,PRATAP

NAGAR, JAIPUR
TOTAL LENGTH 3.34 KM

PROJECT DETAILS CONSTRUCTION

/STRENGTHENING OF
SERVICE LANE,HALDI GHATI
MARG ZONE I
DATE OF STARTING 23-05-2016
TRAINING
DATE OF COMPLETING 23-07-2016
TRAINING
DURATION OF PROJECT 2 YEARS
DURATION OF TRAINING 60 DAY’S

3
 CONTENT

Chapter Page no.

1. INTRODUCTION 7-8
2. ROAD 9-10
3. SPECIFICATION OF ROAD 11

4. DEVELOPMENT &TYPE OF ROAD 12-14

5. GEOMETRY OF ROAD
15-24
25-30
6. PROCEDURE OF PAVMENET CONSTRUCTION
31-39
7. TEST DURING ROAD CONSTRUCTION
40
8. REFRENCE

4
 FIGURE CONTENT

FIGURE PAGE NO.

FIG 1 13

FIG 2 13
FIG 3 15

FIG 4 16

FIG 5 16

FIG 6 17

FIG 7 19

FIG 8 19

FIG 9 20
FIG 10 20

FIG 11 21

FIG 12 23
FIG 13 24

FIG 14 26

FIG 15 26
FIG 16 27

FIG 17 28

FIG 18 29
FIG 19 32
FIG 20 34
FIG 21 34

FIG 22 35

6
 CHAPTER 1
INTRODUCTION
About organization :
The Rajasthan Housing Board was established on 24th Feb, 1970 by
promulgation of an RHB Act No. 4, of 1970 (received the assent of The
Governor on the 18th day of April, 1970) by the Government of Rajasthan
as an autonomous body to provide for measures to be taken to deal with &
satisfy the need of Housing accommodation in State of Rajasthan. The
Board consist of a chairman, appointed by The State Government and of six
non official members, nominated by The Government and official Members-
Principal Secretary to Government (UDH), Secretary to Government
(Finance), Chief Town Planner, Rajasthan and the Housing Commissioner of
the Board.
Now it take the tender of road in front of housing board house to provide
flexible road facilities to the customers or people of residential of housing
board’s house
About the location of site :
 7

Site location is Haldighati Marg from haldighati gate to Mahal road junction
. it is divided in three zone
I. Zone - 1 (from pratap circle to mahal road junction )
II. Zone - 2 (from panadhay circle to pratap circle )
III. Zone - 3 (from haldighati main gate to panadhay circle )

Figure : A top plan of road

8
 CHAPTER 2
ROAD

Road transportation is the only mode which caters for movement of

passengers and goods independently right from one place origin up to the
destination of any trip
In other words road is a thoroughfare, route, or way on land between two
places that has been paved or otherwise improved to allow travel by foot or
some form of conveyance, including a motor vehicle, cart, bicycle, or horse.
The other modes of transportation (railway, water way, air way) have to
depend on transportation by road service to and from respective terminals.
Therefore road network is essential to serve as feeder system for all other
modes of transportations.
Thus it is necessary to develop a well planned road network throughout the
country so as to serve both as independent transportation system and also as
a feeder transport for three modes of transport.
Roads offer complete freedom to the road users to make use of the roadway
facilities at any time convenient to them or to move the vehicle one lane of
road to the adjoining one and one road to anther road according to need.
For a balanced development of country it is essential to provide well planned
network connecting all towns and villages. It is essential to provide road link
between market and villages. The prosperity around the urban areas alone
does not reflect the economy and living condition of people of the country .
Overall economy progress can be achieved, only if reasonably adequate
transport facilities are made available between the villages and other districts
head quarters and commercial centers.

9
This is only possible when provided a well planned network of all weather
roads in the rural areas which are maintained in good condition.
Developing countries have to upgrade the road transportation to higher level,
both in terms of length and quality as to meet the demand which is being
generated by development plans.

10
 CHAPTER 3
SPECIFICATION OF ROADS
In the year 2000, around 40 per cent of the 825,000 villages in India lacked
all-weather access roads. This constrained economic activities and access to
essential services. Nearly 74 per cent of India’s rural population, constituting
the majority of India’s poor, were not fully integrated into the national
economy.
The rural roads sector, which is a State subject, also lacked adequate
planning and management due to poor coordination between multiple
funding streams and agencies. Investing in rural roads was given low
priority and viewed in isolation from the need for State and National
Highways.
ROAD NETWORK : -
India has a road network of over 4,236,000 kilometers (2,632,000 mi) in
2011, the third largest road network in the world. At 0.66 km of roads per
square kilometers of land, the quantitative density of India's road network is
similar to that of the United States (0.65) and far higher than that of China
(0.16) or Brazil (0.20). However, qualitatively India's roads are a mix of
modern highways and narrow, unpaved roads, and are undergoing drastic
improvement. As of 2008, 49 percent about 2.1 million kilometers.

India in its past did not allocate enough resources to build or maintain its
road network. This has changed since 1995, with major efforts currently
underway to modernize the country's road infrastructure.

According to 2009 estimates by Goldman Sachs, India will need to

invest US$1.7 trillion on infrastructure projects before 2020 to meet its
economic needs, a part of which would be in upgrading
India's road network. The government of India is attempting to promote
foreign investment in road projects by offering financial incentives.
11
 CHAPTER 4
DEVELOPMENT AND TYPES OF ROADS

The oldest mode of travel obviously was on foot track. Animal were also
used to transport men and materials. Later simple animal drawn vehicles
were developed and this become common and popular mode of
transportation for a very long period.
 Roman road
During the roman road civilization many road were built of stone
blocks of considerable thickness.
The main feature of roman roads are :
1. They are built straight regardless of gradients.
2. The soft soil was excavated and removed till hard stratum reached.
3. Total thickness of the construction was high as 0.78 meter to 1.2
meter
 MATCALF METHOD :
John Metcalf was engaged on road construction work in England
during the period when Tresaguet was working in France . Metcalf
was responsible for the construction of 290 km. road in the northern
England.
 TELFORD METHOD :
Thomas Telford began his work in early 19th century. He insisted on
providing the definite slope on top surface of pavement by varying the
foundation thickness of stones.

12
 Figure : 1 pattern of Telford method
A level sub grade was prepared to a width of about 9 m. large foundation
stone thickness up to 17cm to 22 cm. The central portion of about 5.5 meter
width was covered with two layer of angular broken stones to compacted
thickness of 10 cm . A 4 cm. thick gravel surfacing was laid on the top with
a cross slope about 1 in 45 .

 MACADAM METHOD OF CONSTRUCTION :

John macadam put forward an entirely new method of road
construction as compared to all pervious method.

Figure : 2 cross section of macadam’s construction

13
TYPES OF ROADS :

The road classified into two categories :

 All weather roads
 Fair weather roads
ROAD CLASSIFICATION :
The Nagpur road plan classified into five categories :
i. National Highway (NH)
ii. State Highway (SH)
iii. Major District Road (MDR)
iv. Other District Road (ODR)
v. Village Road (VR)
National Highway are main highway running through the length and
breadth of India , connecting major ports, foreign highways , capital of large
state and large industrial and tourists centre including road required for
strategic movement for the defense of India.
State highway roads of a state connecting the national highways of adjacent
state , district head quarters and important cities .
These are important roads within a district connecting areas of production
with markets and connecting these with each other or with the State
Highways & National Highways. It also connects Taluka headquarters and
rural areas to District headquarters within the state.
Other District road are roads serving rural areas of production and providing
them with outlet to market to centre , taluka head quarters , block
development head quarters or other main roads.
Village roads are roads connecting villages or group of villages with each
other to the nearest road of a higher category.
14
 CHAPTER 5
GEOMETRY OF ROAD
Geometry design of a highway deals with the dimension and layout of
visible features of the highway such as horizontal and vertical alignment
,sight distance and intersection. The geometry of highway should be
designed to provide the efficiency in traffic operation with maximum safety
at reasonable.
ELEMENT OF CROSS SECTION :

Figure: 3 cross section of Haldighati Marg

1. CARRIAGE WAY : - A carriageway generally consists of a number of
traffic lanes together with any associated shoulder, but may be a sole lane in
width (for example, a highway off ramp).
Width of the carriage way or the width of the pavement depends on the
width of the traffic lane and number of lanes. Width of a traffic lane depends
on the width of the vehicle and the clearance. Side clearance improves
operating speed and safety. The maximum permissible width of a vehicle is
2.44 and the desirable side clearance for single lane traffic is 0.68 m. This
require minimum of lane width of 3.75 m for a single lane road
15
However, the side clearance required is about 0.53 m, on either side and 1.06
m in the center. Therefore, a two lane road require minimum of 3.5 meter for
each lane .

Figure : 4 cross section of road

2. CAMBER : -
Camber or cant is the cross slope provided to raise middle of the road
surface in the transverse direction to drain off rain water from road surface.
The objectives of providing camber are:
 Surface protection especially for gravel and bituminous roads
 Sub-grade protection by proper drainage
 Quick drying of pavement which in turn increases safety

Figure : 5 camber and kerb

16
3. KERB : -
Kerb indicate the boundary between the carriage way and the shoulder or
islands or footpaths. Different types of kerbs are :
 Low or mountable kerbs : This type of kerbs are provided such that
they encourage the traffic to remain in the through traffic lanes and
also allow the driver to enter the shoulder area with little difficulty.
The height of this kerb is about 10 cm above the pavement edge with
a slope which allows the vehicle to climb easily. This is usually
provided at medians and channelization schemes and also helps in
longitudinal.
 Semi-barrier type kerbs : When the pedestrian traffic is high, these
kerbs are provided. Their height is 15 cm above the pavement edge.
This type of kerb prevents encroachment of parking vehicles, but at
acute emergency it is possible to drive over this kerb with some
difficulty.
 Barrier type kerbs : They are designed to discourage vehicles from
leaving the pavement. They are provided when there is considerable
amount of pedestrian traffic. They are placed at a height of 20 cm
above the pavement edge with a steep batter.

Figure :6 photo of kerb at near pratap circle

17
At the site we make the kerb of 30 cm height and 15 cm width with the
concrete with help of paver machine.
4.DRAINAGE : -

Drainage is the natural or artificial removal of surface and sub-surface water

from an area. The internal drainage of most agricultural soils is good enough
to prevent severe water logging (anaerobic conditions that harm root
growth), but many soils need artificial drainage to improve production or to
manage water supplies.

We construct the drainage for the rain water at side of the road

Dimensions of drainage Height -2meter

Width – 1.5 meter

Thickness of wall – 20 cm

Spacing between steel bars – 15 cm

Thickness of cover – 25 mm

Shape of drainage – U

Drainage roof thickness – 20cm

At the junction thickness of roof – 30 cm

18
 Figure : 7 cross section of drainage

Figure : 8 spacing between steel bars and shuttering

19
Figure : 9 pouring of concrete in wall

Figure : 10 counting of steel bars

20
 Figure : 11 curing after construction

5. SHOULDER : -

Shoulders are provided along the road edge and is intended for
accommodation of stopped vehicles, serve as an emergency lane for vehicles
and provide lateral support for base and surface courses. The shoulder
should be strong enough to bear the weight of a fully loaded truck even in
wet conditions. The shoulder width should be adequate for giving working
space around a stopped vehicle. It is desirable to have a width of 4.6 m for
the shoulders. A minimum width of 2.5 m is recommended for 2-lane rural
highways in India.

6. ROAD MARGIN : -
The portion of the road beyond the carriageway and on the roadway can be
generally called road margin. Various elements that form the road margins
are given below.

7. SERVICE ROAD : -
Service roads or frontage roads give access to access controlled highways
like freeways and expressways. They run parallel to the highway and will be
21
 usually isolated by a separator and access to the highway will be provided
only at selected points. These roads are provided to avoid congestion in the
expressways and also the speed of the traffic in those lanes is not reduced.

Here according to plan service lane will be construct both side of 3 meter

8. FOOT PATH : -
Footpaths are exclusive right of way to pedestrians, especially in urban
areas. They are provided for the safety of the pedestrians when both the
pedestrian traffic and vehicular traffic is high. Minimum width is 1.5 meter .
Here drainage top can be use as footpath by pedestrian and width of foot
path is 2 meter

Figure : 12 drainage roof use as footpath

23
9. TRAFFIC LANE : -

Traffic lane are the surface of road on which vehicle move from one place to
other place

Here the three lane road and width of total lane is 11 meter .

Figure : 13 planed traffic lane with dimension of one side road

10. RIGHT OF WAY : -

Right of way (ROW) or land width is the width of land acquired for the
road, along its alignment. It should be adequate to accommodate all the
cross-sectional elements of the highway and may reasonably provide for
future development. To prevent ribbon development along highways, control
lines and building lines may be provided. Control line is a line which
represents the nearest limits of future uncontrolled building activity in
relation to a road. Building line represents a line on either side of the road,
between which and the road no building activity is permitted at all.
24
 CHAPTER 6
PROCEDURE OF PAVEMENT CONSTRUCTION
Based on the structural behaviour, road pavement are classified into two
categories :
1. Flexible pavement
2. Rigid pavement
FLEXIBLE PAVEMENT :
Flexible pavement are those , which on the whole have low or negligible
flexural strength and are rather flexible in their structural action under the
load.
The flexible pavement layer may reflect the non recoverable as well as
recoverable deformation of the lower layer including the sub grade on the
upper layer and also to the pavement surface .
The vertical component stress is maximum on the pavement surface directly
under the wheel load and is equal to the contact pressure under the wheel.
Due to the ability of flexible pavement layers distributes the compressive
stress to a larger area in the shape of truncated cone ,the compressive stress
decrease at the lower layers.
Therefore by taking advantage of distribution of stress of characteristics of
the flexible pavement layer , the ‘pavement layer system concept’ was
developed
The pavement layers are following :
I. Sub grade
II. River sand
III. Sub base (G.S.B.)
IV. Base course (W.M.M.)
V. Bituminous layer
25
Figure : 14 cross section of pavement layer

Figure : 15 nomination of pavement layers

26
There was a old road but bed soil of road was black cotton soil , so there was
water logging problem .
Road was excavated till the natural soil bed and then change the soil.
We use yellow soil to the natural bed soil.
I. Natural soil : we remove the black cotton soil and use the yellow
soil which is import from other location and laid the soil layer of
thickness of 300 cm. Then we compact the layer with the vibrator
roller till the effective density which we want to gain. Level the
surface and do proper leveling according to plan .
Now we do the soil test on the soil –
 CBR TEST
 SOIL DENSITY TEST
 MOISTURE TEST

Figure : 16 natural soil bed

27
 II. SAND LAYER :
We laid the layer of sand on the natural soil layer of the thickness 150
cm and the sand bed is level by the grader. Sand is taken from the
BANAS river which is near the tonk.
III. G.S.B. :
The granular base course is considered as the most imp component of
flexible pavement layer which sustain the wheel load stress and
disperse through larger area on the GSB layer below
Good quality coarse aggregates are used in the GSB layer of flexible
pavement
As per the ministry of Road Transport & Highway , Gov. of India ,
the aggregates used in the base course should have low aggregates
Impact value (less than 30 % ) and low Los Angles abrasion
value(less than 40%).
On site we laid the GSB layer and compact the layer with vibrator
with proper leveling and slope.
Then cone the field test density test by sand replacement

Figure : 17 Bed of G.S.B.

28
IV. BASE COURSE :
Aggregates used are of the smaller sizes, varies between the 4.75 mm to 20
mm sizes and the binders(stone dust or quarry dust having PI(Plasticity
Index) not less than 6%) are premixed in a batching plant or in a mixing
machine. Then they are brought to the site for overlaying and compaction.

The PI(plasticity Index) of the binding material is kept low because it should
be a sound and non plastic material. If the plasticity index is more then there
are the chances of the swelling and more water retention properties. So this
value should be kept in mind.

We use the grader and spread the WMM on the GSB layer and then do
leveling and compact the WMM with vibrator. Thickness of the layer was
150cm

Figure :18 WMM layer

29
V. BITUMINOUS LAYER :
The binder course surface prevent the entry of surface water into the
pavement layer during the rain and thus protects the base course and
other layer below. The bituminous surfacing serves as a binder course
for the traffic and provide the strength to the pavement and prevent
from the rain water .

30
 CHAPTER 7
TEST DURING ROAD CONSTRUCTION
1. Testing of soil - testing of soil is compulsory for measuring the bearing capacity
of soil . these are the test of soil
 C.B.R { California bearing ratio }
 O.M.C { optimum moisture content }
 M.D.D { moisture dry density }

I. California bearing ratio (CBR) :-

CBR is a penetration test for evaluation of the mechanical
strength of road sub grades and base courses. It was developed by the
California Department of Transportation before World War II.
The test is performed by measuring the pressure required to penetrate
a soil sample with a plunger of standard area. The measured pressure is then
divided by the pressure required to achieve an equal penetration on a
standard crushed rock material. Soils for civil engineering purposes : Part 4,
Compaction related tests.
The CBR rating was developed for measuring the load-bearing capacity of
soils used for building roads. The CBR can also be used for measuring the
load-bearing capacity of unimproved airstrips or for soils under paved
airstrips. The harder the surface, the higher the CBR rating. A CBR of 3
equates to tilled farmland, a CBR of 4.75 equates to turf or moist clay, while
moist sand may have a CBR of 10. High quality crushed rock has a CBR
over 80. The standard material for this test is crushed
California limestone which has a value of 100.

CBR CBR [%]

P Measured pressure for site soil [N/mm2]
Ps Pressure to achieve equal penetration on standard soil [N/mm2]
31
 Figure : 19 CBR test equipment

PLANNING AND ORGANIZATION : -

Equipments and tool required.

1. Cylindrical mould with inside diameter 150 mm and height 175 mm,
provided with a detachable extension collar 50 mm height and a detachable
perforated base plate 10 mm thick.

2. Spacer disc 148 mm in diameter and 47.7 mm in height along with

handle.

3. Metal rammers : Weight 2.6 kg with a drop of 310 mm (or) weight 4.89
kg a drop 450 mm.

4. 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.

5. Loading machine : With a capacity of atleast 5000 kg and equipped with

a movable head or base that travels at an uniform rate of 1.25 mm/min.
Complete with load indicating device.

6. Metal penetration piston 50 mm diameter and minimum of 100 mm in

length.

7. Two dial gauges reading to 0.01 mm.

32
8. Sieves : 4.75 mm and 20 mm I.S. Sieves.

9. Miscellaneous apparatus, such as a mixing bowl, straight edge, scales

soaking tank or pan, drying oven, filter paper and containers.

II. Field density test :-

The site where the field density test is to be conducts is cleaned and
leveled using a scrape for an area of about mm square . the metal tray
central hole is placed on the prepared surface . using this central hole
as pattern the soil/material is excavated using a dibber or a trowel up
to a required depth and the loose material removed is carefully
collected in the metal container and is weighed = W . the sand pouring
cylinder is refilled with sand such that its weight is again W1 the
metal tray central hole is removed and the sand pouring cylinder is
placed centrally over the excavated hole. The shutter is opened till the
sand fills the excavated hole and the cone completely and there is no
further movement of sand in the cylinder. The shutter is closed and
the cylinder is weighed again = W 4 so that the weight of sand filling
the excavated hole = Wd can be found

The moisture content of the excavated soil w% is determined by taking a

sample of soil from it in a moisture content dish ,weighing, drying in oven at
110°c and re-weighing alternative. The moisture content (w%) is determined
by placing the entire excavated soil collected from the hole ( of weight W) in
the oven and finding its dry weight = Wd
The above steps for the determination of
the weights of excavated soil, the weight of the sand filling the hole and the
weight of sample for the moisture content determination are repeated at least
three times and the average values taken for the determination of field
density ( wet and dry ) values.

33
Figure : 20 moisture test content meter

Figure : 21 sand replacement

34
 Figure : 22 weighing machine

III. MOISTURE-DRY DENSITY RELATION (COMPACTION)

TEST : -
Purpose:-
This laboratory test is performed to determine the relationship between the
moisture content and the dry density of a soil for a specified compactive
effort.
Equipment:
Molds, Manual rammer, Extruder, Balance, Drying oven, Mixing pan,
Trowel, #4 sieve, Moisture cans, Graduated cylinder, Straight Edge.

35
Test Procedure:
 Depending on the type of mold you are using obtain a sufficient
quantity of air-dried soil in large mixing pan. For the 4-inch mold
take approximately 10 lbs, and for the 6-inch mold take roughly 15
lbs. Pulverize the soil and run it through the # 4 sieve.
 Determine the weight of the soil sample as well as the weight of the
compaction mold with its base (without the collar) by using the
balance and record the weights.
 Compute the amount of initial water to add by the following method:
(a) Assume water content for the first test to be 8 percent.
(b) Compute water to add from the following equation:
 Measure out the water, add it to the soil, and then mix it thoroughly
into the soil using the trowel until the soil gets a uniform color
 Assemble the compaction mold to the base, place some soil in the
mold and compact the soil in the number of equal layers specified by
the type of compaction method employed
 The soil should completely fill the cylinder and the last compacted
layer must extend slightly above the collar joint. If the soil is below
the collar joint at the completion of the drops, the test point must be
repeated.
 Carefully remove the collar and trim off the compacted soil so that it
is completely even with the top of the mold using the trowel. Replace
small bits of soil that may fall out during the trimming process
 Weigh the compacted soil while it’s in the mold and to the base, and
record the mass determine the wet mass of the soil by subtracting the
weight of the mold and base.
 Remove the soil from the mold using a mechanical extruder and take
soil moisture content samples from the top and bottom of the
specimen .Fill the moisture cans with soil and determine the water
content.
37
 Place the soil specimen in the large tray and break up the soil until it
appears visually as if it will pass through the # 4 sieve, add 2 percent
more water based on the original sample mass, and re-mix as it.

38
 CHAPTER 8
REFRENCE

 Wikipedia for the introduction of Rajasthan Housing Board.

 Soil mechanics book by K.R. ARORA for the test of soil.
 Transportation book by S.K. Khanna and C.E.G Justo.
 Search engine Google for the data and picture.
 Rajasthan housing board data book for some data.

40