CONTENTS

CHAPTER 1:-
INTRODUCTION............................................................................01-09
Roundabout or rotary................................................................................01
Design Procedure.......................................................................................05
Current Practice of Rotary Design…...........................................................05
Design Speed…............................................................................................05
Entry, Exit and Island Radius…....................................................................05
Shape of Central Island................................................................................06
Cycle facilities at roundabouts....................................................................06
Solutions to roundabouts............................................................................07
Modern design guidance.............................................................................08
Design principles….......................................................................................08
Width of the Rotary.....................................................................................09
Weaving Length…........................................................................................09

CHAPTER 2:-
LITERATURE REVIEW…....................................................................10-17

CHAPTER 3:-
OBJECTIVE…........................................................................................18

CHAPTER -4
METHODOLOGY.............................................................................19-52
Traffic demand or Transportation demand….................................................19
Area calculation…...........................................................................................19
Traffic volume................................................................................................20
Traffic volume data collected from the site…................................................24

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 CHAPTER 1: ROAD

 Roads are defined as routes or paths that begin at one destination and lead to
Another.
 Road is an open, generally public way for the passage of vehicles, people, and
animal

Figure 1: road

 CHAPTER 1.1 CLASSIFICATION OF ROAD

 For the purpose of management and administration, roads in India are divided
into the following six categories.
1. Express way.
2. National highway (NH).
3. State highway (SH).
4. Major District Roads (MDR).
5. Other District Roads (ODR).
6. Village road (VR).

 1.1.1 EXPRESS WAY

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A highway especially planned for high-speed traffic, usually having few if any
intersections, limited points of access or exit, and a divider between lanes for traffic
moving in opposite directions.

 1.1.2 NATIONAL HIGHWAY

National Highways are the backbone of the road infrastructure that connects every
major city of India whether ports, capital of states etc. It consists of two, four or more
lanes built by charcoal and few by cement concrete. That is in India, National
Highways are at-grade roads.

Figure 2: national highway

 1.1.3 STATE HIGHWY

 It is constructed and maintained by the states' Public Works Department. The state
highways are usually roads that link important cities, towns and district headquarters
within the state and connect them with National Highways or highways of
neighbouring states. These highways provide connections to industries or places from
key areas in the state making them more accessible.

 1.1.4 MAJOR DISTRICT ROAD

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Major District Roads should serve and connect all towns and villages with a
population of 1500 and above which are not connected directly by National
Highway or State Highway. They should also provide interconnection between
towns, wherever necessary.

 1.1.5 OTHER DISTRICT ROAD

These roads connected the rural areas town centers to the major district road of higher
importance. They provide the facilities for transportation of the raw material or the
goods mainly of agriculture product from the rural towns to the higher markets and
vice-versa.

 1.1.6 VILLAGE ROAD

These roads are in poor shape, affecting the rural population's quality of life and
Indian farmers' ability to transfer produce to market post-harvest. Over 30 percent of
Indian farmers' harvests spoil post-harvest because of the poor infrastructure. Many
rural roads are of poor quality, potholed, and unable to withstand the loads of heavy
farm equipment. These roads are also far from all-season, good quality 2-lane or 4-
lane highways, making economic resource flow slow, and logistical costs between
different parts of India one of the highest in the world.

 CHAPTER 1.2 TYPES OF ROAD

1. Earth road and gravel road

2. Water bound macadam (WBM)

3. Bituminous or blacktop road

4. Cement concrete road

 1.2.1 EARTH AND GRAVEL ROAD

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 Figure 4: earth and gravel road

 1.2.2 WATER BOUND MACADAM ROAD

Figure 5: water bound macadam

 1.2.3 BITUMINOUS ROAD

Figure 6: bituminous road

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  1.2.4 CEMENT CONCRETE ROAD

Figure 7: cement concrete road

CHAPTER 2 ROADWAY CONSTRUCTION

 Carriageway

 Pavement

 Camber

 Shoulder

 Sidewalks / Footpath

 kerb

 CHAPTER 2.1 CARRIAGEWAY

The part of a road used by vehicular traffic is called carriageway.

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 Figure 8: carriageway

 2.1.1 LAYERS OF CARRIAGEWAY

1. Earth work
2. Granular sub base (GSB)
3. Wet mix macadam (WMM)
4. Bituminous macadam (BM)
5. Bituminous concrete (BC)
6. Tack coat

 2.1.1.1 EARTH WORK

 2.1.1.1.1 EMBARKMENT

When it is required to raise the grade line of highways above the existing ground level
it becomes necessary to construct embankments. The grade line may be raised due to
any of the following reason.

 To prevent damage to pavement due to surface water and capillary water.

 To keep the subgrade above the high ground water table
 To maintain the design standard of the highway with respect to the vertical
alignment

The design elements in highways embankments are:

1. Height
2. Fill material
3. Settlement
4. Stability of soil
5. Stability of slopes

 2.1.1.1.1.1 HIGHT

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It is depends on the desired grade line of the highway and the soil profile or
topography. It is also governed by stability of foundation, particularly when the
foundation soil is weak.

 2.1.1.1.1.2 FILL MATERIAL

Granular soil is generally preferred as highway embankment material. Organic soils,

particularly peat are unsuitable. The best of the soils available locally is often selected
with a view to keep the lead and lift as low as possible. At times lightweight fill
material like cinder may be used to reduce the weight when foundation soil weak.

Figure 9: soil filling

 2.1.1.1.1.3 SATTLEMENT

The settlement may settle after the completion of construction either due to
consolidation and settlement of the foundation or due to settlement of the fill or due to
both. If the embankment foundation consists of compressible soil with high moisture

8
content, the consolidation can occur due to increase in the load. Whatever be the type
of settlement, it is desirable that the settlement is almost complete before the
construction of pavement.

 2.1.1.1.1.4 STABILITY OF SOIL

When the embankment foundation consists of weak soil just beneath or at a certain
depth below in the form of a weak stratum, it is essential to consider the stability of
the foundation against a failure. This is all more essential in the case of high
embankments.

 2.1.1.1.1.5 STABILITY OF SLOPE

The embankment slopes should be stable enough to eliminate the possibility of a

failure under adverse moisture and other conditions. Hence the stability of the slope
should be checked or the slope should be designed providing minimum factor of
safety of 1.5. Often much flatter slopes are preferred in highway embankments due to
aesthetic and other reasons

 2.1.1.1.2 CONSTRUCTION OF EMBARKMENT

The embankment may be constructed either by rolling in relatively thin layers or by

hydraulic fills. The former is called rolled-earth method and is preferred in highway
embankments. Each layer is compacted by rolling to a satisfactory degree or to a
desired density before the next layer is placed. Compaction is carried out at optimum
moisture density before the next layer is placed. Compaction is carried out an
optimum moisture content so as to take advantages of maximum dry density using a
specified compacting effort and equipment. The thickness of the layers may vary
between 10 to 30 cm depending on various factors such as soils types, equipment,
specifications etc. The practice of dumping the earth without compacting properly and
allowing the fill to get consolidated under weather during few subsequent seasons
should be avoided as the settlement will continue for a very long period. If the
pavement is constructed before the settlement of the fill is almost complete, the

9
pavement is likely to become uneven and also fail later-on

Figure 10: construction of embarkment

 2.1.1.1.3 PREPARATION OF SUB GRADE

The preparation of sub grade includes all operations before the pavement structure
could be laid over it and compacted. Thus the preparation of sub grade would include
site clearance, grading (embankment or cut section) and compaction. The sub grade
may be situated on embankment or excavation or at the existing ground surface. In all
the cases, site should be cleared off and the top soil consisting of grass, roots rubbish
and other organic matter are to be removed. Next, the grading operation is started so
as to bring the vertical profile of the sub grade to designed grade and camber. Bull
dozers, scrapers and blade graders are useful equipment to speed up this work. It is
most essential to compact the top of sub grade, upto a depth of about adequately
before placing the pavement layer.

 2.1.1.1.4 SOIL COMPACTION

By compaction of soil, the particles are mechanically contained to be packed more

closely, by expelling part of the air voids. Compaction increases the density and
stability, reduces settlement and lowers the adverse effects of moisture. Hence proper
compaction of fills, sub grade, sub-base and base course are considered essential for
proper highway construction. The various factors influencing soil compaction include
the moisture content, amount and type of compaction, soil type and stone content. It is
well known fact that there is an optimum moisture content (OMC) for a soil which
would give maximum dry density for a particular type and amount of compaction.

10
Hence it is always desirable to compact the soil at the OMC after deciding the
compacting equipment.

Figure 11: soil compaction

 2.1.1.2 GRANULAR SUB BASE

The GSB(Granular Sub-Base) can be prepared by laying and compacting well graded
material on prepared sub grade in accordance with specification. The material can be
laid in one or more layers as sub-base. The material to be used for the work shall be
natural sand, crushed gravel, crushed stone or combination of them based on grading
required. Some of the materials like brick metal, Kankar and crushed concrete shall be
permitted in lower sub-base. The material should free from organic or other
deleterious constituents .

The grading to be done in accordance with specification of works in contract. The

sub-base can be laid in two layers i.e. upper sub-base and lower sub-base and the
thickness of each layer shall not be less than 150 mm.

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 Figure 12: granular sub base

 2.1.1.3 WET MIX MACADAM

It is a road base material consisting of crushed rock/slag usually premixed with

controlled amount of water sufficient for adequate compaction

Figure 13: wet mix macadam

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  2.1.1.4 BITUMINOUS MACADAM

 Bituminous macadam consists of aggregate and appropriate binder, mixed in a

hot mix plant and laid with a mechanized paver.
 It is an open graded mixture suitable for base course and is laid in a single
course or in multiple layers on a previously prepared base.

 2.1.1.5 BITUMINOUS CONCRETE

The bituminous concrete is the highest quality of construction in the group of black
top surfaces. Being of high cost specifications, the bituminous mixes are properly
designed to satisfy the design requirements of the stability and durability. The mixture
contains dense grading of coarse aggregate, fine aggregate and mineral filler coated
with bitumen binder. The mix is prepared in hot-mix plant. The thickness of the
bituminous concrete layer depends upon the traffic and quality of base course. The
mix is prepared in a hot-mix plant. The thickness of the bituminous concrete layer
depends upon the traffic and quality of base course.

Figure 14: bituminous concrete

 2.1.1.5.1 SPECIFICATION OF MATERIALS

(a) Binder: Bitumen of grade 30/40, 60/70, or 80/100 may be chosen depending upon
the climatic condition of the locality.

(b) Aggregate and filler: The coarse aggregate should fulfil the following
requirements:

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Aggregate impact value, maximum percent : 30

Los Angles abrasion value, max percent : 40

Flakiness Index, max percent : 25

Stripping at 40°C after 24 hours, max percent : 25

Loss with sodium sulphate in 5 cycles, max. Percent : 12

Loss with magnesium sulphate in 5 cycles, max. Percent : 18

(c) Bituminous concrete mix:

Marshall Stability Test-number of blows to be applied on either side of specimen:50

Marshall Stability value, Minimum kg : 340

Marshall Flow value, 0.25 mm units : 8 to 16

Voids in mix, Percent : 3 to 5 Voids filled with bitumen, Percent : 75 to 85

 2.1.1.6 TACK COAT

A tack coat is a thin bituminous liquid asphalt, emulsion or cutback layer applied

between HMA pavement lifts to promote bonding. Adequate bonding between
construction lifts and especially between the existing road surface and an overlay is
critical in order for the completed pavement structure to behave as a single unit and
provide adequate strength. If adjacent layers do not bond to one another they
essentially behave as multiple independent thin layers – none of which are designed to
accommodate the anticipated traffic-imposed bending stresses. Inadequate bonding
between layers can result in delamination (debonding) followed by longitudinal wheel
path cracking, fatigue cracking, potholes, and other distresses such as rutting that
greatly reduce pavement life

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 Figure 15: tack coat

 2.2 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.

Figure 16: flexible & rigid pavement

Types of pavements

1. Flexible Pavement
2. Rigid Pavement

 2.2.1 FLEXIBLE PAVEMENT

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  Flexible pavements are so named because the total pavement structure defects,
or exes, under loading. A flexible pavement structure is typically composed of
several layers of materials. Each layer receives loads from the above layer,
spreads them out, and passes on these loads to the next layer below. Thus the
stresses will be reduced, which are maximum at the top layer and minimum on
the top of sub grade. In order to take maximum advantage of this property,
layers are usually arranged in the order of descending load bearing capacity
with the highest load bearing capacity material (and most expensive) on the
top and the lowest load bearing capacity material (and least expensive) on the
bottom
 Flexible pavements are those which are surfaced with bituminous or asphalt
materials. It’s flexible since the total pavement structure bends or deflects
due to the traffic loads. Generally this type of pavement requires some sort of
maintenance or restoration every 10 to 15 years.

Figure 17: layers of flexible pavement

 2.2.2 RIGID PAVEMENT

A Rigid pavement derives its capacity to withstand loads from the flexural strength or
beam strength, permitting the slab to bridge over minor irregularities in the sub grade,
sub-base or base upon which it rests. A Semi-rigid pavement represents an
intermediate state between the flexible and the rigid pavement. It has much lower
flexural strength compared to concrete slabs. A Composite pavement is one which

16
comprises of multiple, structurally significant layers of different sometimes
heterogeneous-composition.

Figure 18: layers of rigid pavement

 2.3 CAMBER

Camber is the slope provided to the road surface in transverse direction to drain off
the rain water from the road surface. Drainage and quick disposal of water from the
pavement surface by providing cross slope is considered important because of
following surface: To prevent the entry of surface water into the sub grade soil
through.

 pavement , the stability, surface condition and the life of the pavement get
adversely affected if the water enters in the sub grade and the soil gets soaked.
To prevent the entry of water into the bituminous pavement layers, as
 continued contact with water causes stripping of bitumen from the aggregates
and results in deterioration of the pavement layer. To remove the rain water
from the pavement surface as quickly as possible

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  and to allow the pavement to get dry soon after the rain; the skid resistance of
the pavement gets considered decreased under wet condition, rendering it
slippery and unsafe for vehicle operation at high speeds.

Figure 19: camber

 2.4 SHOULDER

It is the side of the road. Sometimes it is paved. Sometimes it is gravel. Sometimes it

is dirt or grass.

Figure 20: shoulder

 2.5 SIDEWALK/ FOOTPATH

Sidewalks and walkways are “pedestrian lanes” that provide people with space to
travel within the public right-of-way that is separated from roadway vehicles. They
provide places for children to walk, run, skate, ride bikes, and play. Sidewalks are
associated with significant reductions in pedestrian collisions with motor
vehicles. Such facilities also improve mobility for pedestrians and provide access for
all types of pedestrian travel: to and from home, work, parks, schools, shopping areas,

18
and transit stops. Walkways should be part of every new and renovated road and
every effort should be made to retrofit streets that currently do not have sidewalks

Figure 21: foothpath

 2.6 KERB

A line of stone or concrete forming an edge between a pavement and a roadway, so

that the pavement is some 15 cm above the level of the road.

Figure 22: kerb

 CHAPTER 3 MATERIAL USED

 3.1 AGGREGATE

Construction aggregate, or simply "aggregate", is a broad category of coarse

particulate material used in construction, including sand, gravel, crushed stone, slag,
recycled concrete and geo synthetic aggregates. Aggregates are a component of

19
composite materials such as concrete and asphalt concrete; the aggregate serves as
reinforcement to add strength to the overall composite material. Due to the relatively
high hydraulic conductivity value as compared to most soils, aggregates are widely
used in drainage applications such as foundation and French drains, septic drain
fields, retaining wall drains, and road side edge drains. Aggregates are also used as
base material under foundations, roads, and railroads. To put it another way,
aggregates are used as a stable foundation or road/rail base with predictable, uniform
properties (e.g. to help prevent differential settling under the road or building), or as a
low-cost extender that binds with more expensive cement or asphalt to form concrete.
The American Society for Testing and Materials publishes an exhaustive listing of
specifications for various construction aggregate products, which, by their individual
design, are suitable for specific construction purposes. These products include specific
types of coarse and fine aggregate designed for such uses as additives to asphalt and
concrete mixes, as well as other construction uses. State transportation departments
further refine aggregate material specifications in order to tailor aggregate use to the
needs and available supply in their particular locations.

 3.1.1 COARSE AGGREGATE

The coarse aggregate consists of crushed rock, crushed gravel or other gravel or other
hard material retained on 2.36mm sieve.

 3.1.2 FINE AGGREGATE

Fine Aggregate consist of crushed or naturally occuring material or their combination

passing 2.36 mm sieve and retained on 75 micron sieve.

 3.2 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. As the term is used by geologists, sand particles

20
range in diameter from 0.0625mm (or 1⁄16 mm, or 62.5 μm) to 2 mm. An individual
particle in this range size is termed a sand grain. The next larger size class above sand
is gravel, with particles ranging from 2 mm up to 64 mm (see particle size for
standards in use). The next smaller size class in geology is silt: particles smaller than
0.0625 mm down to 0.004 mm in diameter. The size specification between sand and
gravel has remained constant for more than a century, but particle diameters as small
as 0.02 mm were considered sand under the Albert Atterberg standard in use during
the early 20th century. A 1953 engineering standard published by the American
Association of State Highway and Transportation Officials set the minimum sand size
at 0.074 mm. A 1938 specification of the United States Department of Agriculture
was 0.05 mm sand feels gritty when rubbed between the fingers (silt, by comparison,
feels like flour).

 3.3 BITUMEN

Bitumen is a black, oily, viscous material that is a naturally-occurring organic by

product of decomposed organic materials. Also known as asphalt or tar, bitumen was
mixed with other materials throughout prehistory and throughout the world for use as
a sealant, adhesive, building mortar, incense, and decorative application on pots,
buildings, or human skin. The material was also useful in waterproofing canoes and
other water transport, and in the mummification process toward the end of the New
Kingdom of ancient Egypt. It is also flammable. And, thanks to recent scholarship,
this gooey stuff is also identifiable to source.

 3.3.1 POINTS TO CONSIDER

 The producer of bituminous mixtures, in purchasing a specified bitumen

binder will expect that binder to possess the properties he has specified.
 The producer will expect the binder to be delivered at the time he has
specified, not before, holding tanks may not be empty and cleaned, and not
after, he may have run out of that particular binder and had to cease
production causing "knock on" problems.
 The producer will expect binders to be delivered at agreed temperatures that
do not cause handling or storage problems.

21
  The producer should be able to store bitumen in the manner recommended by
the supplier and in accordance with various appropriate British Standards
specifications.
 The producer should incorporate the purchased binder into bituminous
mixtures, regarding amount, type and mixing temperature, as specified in a
British Standard specification or Published Document, as set down in the
design of a proprietary material, or as an agreed design/specification supplied
by the Engineer.
 The production plant will use a "recipe" to manufacture any bituminous
mixture whether a "specified" mixture or a proprietary material, even if the
material is to be assessed on a performance basis.
 There is no other way to produce large amounts of a uniform material, you
need a "recipe" in the control room of the mixing plant to know what to mix
together to obtain the material you want.
 The producer will have manufactured the material in accordance with the
order placed at the plant by the laying contractor or engineer in charge of the
work.
 The producer cannot be held responsible if the material ordered is not suitable
for the situation in which it is being used, he will produce and supply the
material ordered.

 CHAPTER 4 CONSTRUCTION METHODOLOGY

 4.1 CONSTRUCTION OF BITUMINOUS RAOD

Bituminous pavements are in common use in India and abroad. Flexible pavements
could be strengthened in stages by constructing bituminous pavement layers one after
another in a certain period of time unlike the cement concrete pavement construction.
The problem associated with the construction of bituminous pavements is control of
the proper viscosity of the bituminous-aggregate mixtures during mixing and
compaction operations. Bituminous constructions are also adopted for base and binder
courses of pavements on heavy-traffic roads.

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  4.2 BITUMEN ROAD CONSTRUCTION PROCEDURE

 4.2.1 Preparation of the existing base course layer

The existing surface is prepared by removing the pot holes or rust if any. The
irregularities are filled in with premix chippings at least a week before laying surface
course.

 4.2.2Application of Tack Coat

It is desirable to lay AC layer over a bituminous base or binder course. A tack coat of
bitumen is applied at 6.0 to 7.5 kg per 10 sq.m area, this quantity may be increased to
7.5 to 10 kg for non-bituminous base.

 4.2.3Preparation and placing of Premix

The premix is prepared in a hot mix plant of a required capacity with the desired
quality control. The bitumen may be heated upto 150 – 177 deg C and the aggregate
temperature should not differ by over 14 deg C from the binder temperature. The hot
mixed material is collected from the mixture by the transporters, carried to the
location is spread by a mechanical paver at a temperature of 121 to 163 deg C. the
camber and the thickness of the layer are accurately verified.

 4.2.4 Rolling

A mix after it is placed on the base course is thoroughly compacted by rolling at a

speed not more than 5km per hour.

The initial or break down rolling is done by 8 to 12 tonnes roller and the intermediate
rolling is done with a fixed wheel pneumatic roller of 15 to 30 tonnes having a tyre
pressure of 7kg per sq.cm. the wheels of the roller are kept damp with water. The final
rolling or finishing is done by 8 to 10 tonne tandem roller.

 4.2.5 Quality control of bituminous concrete construction

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Periodical checks are made at site to ensure the quality of the resulting pavement
mixture and the pavement surface for

(a) aggregate grading

(b) temperature of aggregate

(c) grade of bitumen

(d) temperatures of paving mix during mixing and compaction.

At least one sample for every 100 tonnes of paving mix discharged by the hot mix
plant is collected and tested for above requirements. The Variation in Thickness
allowed is 6 mm per 4.5 m length of the construction.

 4.3 MECHINERY, EQUIPMENT USED

Figure 23: equipment

 CHAPTER 5 MATERIAL TEST

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  5.1 SAND REPLACEMENT TEST

Object:

IS-2720-Part-28-Determination of dry density of soils in place, by the sand

replacement method

Apparatus:

1. Sand pouring cylinder

2. Calibrating can
3. Metal tray with a central hole
4. Dry sand (passing through 600 micron sieve)
5. Balance
6. Moisture content bins
7. Glass plate
8. Metal tray
9. Scraper tool

Procedure:

Stage-1 (Calibration of Sand Density)

25
  Measure the internal dimensions (diameter, d and height, h) of the calibrating
can and compute its internal volume, Vc = πd2h/4.
 Fill the sand pouring cylinder (SPC) with sand with 1 cm top clearance (to
avoid any spillover during operation) and find its weight (W1)
 Place the SPC on a glass plate, open the slit above the cone by operating the
valve and allow the sand to run down. The sand will freely run down till it
fills the conical portion. When there is no further downward movement of
sand in the SPC, close the slit. Measure the weight of the sand required to fill
the cone. Let it be W2.
 Place back this W2 amount of sand into the SPC, so that its weight becomes
equal to W1 (As mentioned in point-2). Place the SPC concentrically on top
of the calibrating can. Open the slit to allow the sand to run down until the
sand flow stops by itself. This operation will fill the calibrating can and the
conical portion of the SPC. Now close the slit and find the weight of the SPC
with the remaining sand (W3)

Stage-2 (Measurement of Soil Density)

 Clean and level the ground surface where the field density is to be
determined.
 Place the tray with a central hole over the portion of the soil to be tested.
 Excavate a pit into the ground, through the hole in the plate, approximately 12
cm deep (same as the height of the calibrating can). The hole in the tray will
guide the diameter of the pit to be made in the ground.
 Collect the excavated soil into the tray and weigh the soil (W)
 Determine the moisture content of the excavated soil.
 Place the SPC, with sand having the latest weight of W1, over the pit so that
the base of the cylinder covers the pit concentrically.
 Open the slit of the SPC and allow the sand to run into the pit freely, till there
is no downward movement of sand level in the SPC and then close the slit.
 Find the weight of the SPC with the remaining sand (W4).

Observations & Calculations:

A. Calibration of apparatus

26
Wt. of pouring cylinder +sand=w1 11040 g

Wt. of pouring cylinder + sand after 10590 g

filling the conical bottom=w2

Wt. of sand in conical bottom=w1- 450 g

w2=w3

Wt. of pouring cylinder + sand after 9570 g

filling the calibrating cylinder+w4

wt. of sand in calibration cylinder=w1- 1470 g

w4=w5

Volume of calibrating cylinder=v 980 cc

B. measurement of soil density

Wt. of pouring cylinder + sand =w6= 11040 g

Wt. of pouring cylinder + sand after 8823g

filling

the hole and cone =w7

Wt. of sand in hole=w8=w6-w7-w3 1767 g

Wt. of excavated soil=w9 2415 g

Bulk density of soil=(w9/w8)*density of 2.05 g/cc

sand

27
Moisture content determination

Can no. 26

Wt. of empty can 34.15 g

Wt. of can + wet soil 43.22 g

Wt. of can +dry soil 42 .46 g

Moisture content 9.2 %

Dry density of the soil 1.88 g/cc

Bulk density of soil 2.05 g/ccc

Water content 9.2 %

Dry density of soil 1.88 g/cc

RESULT

 Field bulk density=2.05 g/cc

 Water content =9.2%
 Field dry density =1.88 g/cc

Bulk density 1.6

Wt. of sand before pouring 5734 g

Wt. sand after pouring 4015 g

Wt. sand in cone 1719 g

Wt. sand in cone 330 g

Wt. sand in hole(3-4) 1389 g

Volume of hole (5/0) 868.12 g

28
Wt.of wet soil fromhole 1722

Water density of soil(7/6) 1.983 g/cc

Moisture Determination

Wt. wet soil+ 50 g

Wt. dry soil+ 46 g

Wt. water (9-10) 4g

Moisture content 11/10 8g

*100

Field density 1.836 g/cc

FIELD COMPACTION=102%

 5.2 AGGREGATE IMPACT VALUE TEST

Determination of Aggregate Impact Value – Impact Test on Aggregates is done to

carry out to:

 Determine the impact value of the road aggregates,

 Assess their suitability in road construction on the basis of impact value.

Apparatus for Aggregate Impact Test

The apparatus as per IS: 2386 (Part IV) – 1963 consists of:

 A testing machine weighing 45 to 60 kg and having a metal base with a

painted lower surface of not less than 30 cm in diameter. It is supported on

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 level andplane concrete floor of minimum 45 cm thickness. The machine
should also have provisions for fixing its base.
 A cylindrical steel cup of internal diameter 102 mm, depth 50 mm and
minimum thickness 6.3 mm.
 A metal hammer or tup weighing 13.5 to 14.0 kg the lower end being
cylindrical in shape, 50 mm long, 100.0 mm in diameter, with a 2 mm chamfer
at the lower edge and case hardened.
 The hammer should slide freely between vertical guides and be concentric
with the cup. Free fall of hammer should be within 380±5 mm.
 A cylindrical metal measure having internal diameter 75 mm and depth 50
mm for measuring aggregates.
 Tamping rod 10 mm in diameter and 230 mm long, rounded at one end.
 A balance of capacity not less than 500g, readable and accurate up to 0.1 g.

Procedure of Aggregate Impact Test

The test sample consists of aggregates sized 10.0 mm 12.5 mm. Aggregates may be
dried by heating at 100- 110° C for a period of 4 hours and cooled.

 Sieve the material through 12.5 mm and 10.0mm IS sieves. The aggregates
passing through 12.5mm sieve and retained on 10.0mm sieve comprises the
test material.
 Pour the aggregates to fill about just 1/3 rd depth of measuring cylinder.
 Compact the material by giving 25 gentle blows with the rounded end of the
tamping rod.

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  Add two more layers in similar manner, so that cylinder is full.
 Strike off the surplus aggregates.
 Determine the net weight of the aggregates to the nearest gram(W).
 Bring the impact machine to rest without wedging or packing up on the level
plate, block or floor, so that it is rigid and the hammer guide columns are
vertical.
 Fix the cup firmly in position on machine’s base.
 Place whole of the test sample in it and compact by giving 25 gentle strokes
with tamping rod.
 Raise the hammer until its lower face is 380 mm above the surface of
aggregate sample in the cup and allow it to fall freely on the aggregate
sample. Give 15 such blows at an interval of not less than one second
between successive falls.
 Remove the crushed aggregate from the cup and sieve it through 2.36 mm IS
sieves until no further significant amount passes in one minute. Weigh the
fraction passing the sieve to an accuracy of 1 gm. Also, weigh the fraction
retained in the sieve.
 Compute the aggregate impact value. The mean of two observations, rounded
to nearest whole number is reported as the Aggregate Impact Value.

OBSERVATION SAMPLE 1 SAMPLE 2

Total wt. of dry sample 336 332
W1
Wt. of passing 2.36 mm 61.1 63
sieve (W2gm)
Aggregate impact value 18.20% 19.00
(%) =W2/W1*100

Mean = 18.6%

Result of Impact Test

Aggregate Impact Value = 18.6%

Recommended Aggregate Impact Test Values

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Aggregate Impact Value Classification

<20% Exceptionally Strong

10 – 20% Strong

20-30% Satisfactory for road surfacing

>35% Weak for road surfacing

 5.3 FINENESS TEST OF CEMENT

 100 gm sample was taken.

 Placed over 90 micron sieve.
 Shaked for 2 minutes.
 Sample retained is weighted.
 Maximum limit 10 %

Observation:

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■ Result: Maximum specified Limit is 10%

 5.4 SIEVE ANALYSIS OF 20 MM AGGREGATE

 Sieves 40, 20, 10, 4.75 mm.

 25 to 30kg dry sample of aggregates.

 Sieves are arranged according to size.

 Placed on Sieve shaker.

 Shaked for 4 to 5 minutes.

 Weight retained on sieves are observed.

 5.5 GRAVEL SIZE ANALYSIS

 1 kg sample was taken in container.

 Filled with water & left undisturbed for 24 hrs.
 Then washed on 75 micron sieve till fresh water starts passing.

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  Sample was then Oven dried.
 Sieves were arranged in decreasing order from top to bottom 10mm>
4.75mm> 2mm> 425micron.
 Weight on each sieve was observed

Observation:

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  5.6 GRADATION OF WMM

 Sieves were arranged bigger size to smaller size.

 Wet mixed Macadam is placed.
 Sieving was done for 5 minutes.
 Weight on each sieve was noted.
 For sieves less than 4.75 mm 1kg oven dried sample was taken.
 Weight retained on these sieves were multiplied with correction factor.

Observation:

 5.7 MOISTURE CONTENT IN SAND

 5kg Sample was taken in pan.

 Pan was put on heater for heating.
 Heated of 10 to 12 minutes.
 Then cooled to room temperature.
 Sand on dry pan was weighted

Observation:

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  5.8 COMPRESSIVE STRENTH OF CONCRETE CUBE

 M 25 mix prepared.
 1: 1: 2 ratio.
 Concrete passing 20mm and retained on 10 mm sieve were used.
 Concrete was placed in 3 layers.
 Providing 35 blows of temping per layer.

Compression Test:

 Performed on Compression testing machine.

 Curing done for 28 days.

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37
Observation :

CHAPTER 7

 7 Suggestions for Improvement and Safety Measures at

Site:-
 All workmen should use safety helmets at work site, provided by the
contractor.
 All workmen should wear reflective jackets, while working in traffic moving
zone.
 Adequate precautions should be taken to prevent accidents from electric
current while digging operation in underway.
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  Workers employed on bituminous works, stone crushers, concrete batching
plant etc. should wear protective goggles, gloves, gumboots, ear plunges etc.
 Those engaged in welding work should wear protective shine.
 All scaffolds, ladders and other safety device should be maintained in a safe
and sound condition.
 All construction vehicles should have reverse horns.

CONCLUSION

Practical training is very advantageous for me. Theoretical as well as practical

knowledge is essential to enter in any industry. Generally we read theories but keep
practical knowledge is show implementation on this theoretical knowledge. So we
were going for practical training to learn many. Things and our site engineer give best
knowledge as he could give according their knowledge. He taught us many things
such as how to control labour, right way of communication with labour so they give

best result as they can give, Fundamentals of road construction consists of following
topics:

 Construction management overview

 Preliminary investigations
 Setting out
 Earthworks
 Pavements
 Drainage
 Roadsides
 Material test

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