Road Construction Final

HIMACHAL PRADESH TECHNICAL UNIVERSITY
Gandhi Chowk, Hamirpur 177001
A Industrial Project Report on
“ROAD CONSTRUCTION”
A Dissertation work submitted in partial fulfillment of the requirement for the award of the degree
Bachelor of Technology
In
Civil Engineering
Submitted by
Nishant 18BTL070103
Under the guidance of

Er. Badal Chauhan
JE PWD
Er. Abinash
Assistant Professor
DEPARTMENT OF CIVIL ENGINEERING

GREEN HILLS ENGINEERING COLLEGE, SOLAN
(Affiliated to Himachal Pradesh Technical University, Hamirpur, Recognized by AICTE)
i
ACKNOWLEDGEMENT
The satisfaction and euphoria that accompany the successful completion of any Industrial project
would be incomplete without mentioning the people who made it possible, whose constant
guidance and encouragement crowned our efforts with success. We take this opportunity to
express the deepest gratitude and appreciation to all those who helped us directly or indirectly
towards the successful completion of the project.
We would like to thank Dr. R.P Singh Principal, Green Hills Engineering College, for all the
facilities provided.
We would like to thank Er. Dinesh Kumar HOD, Dept. of Civil engineering, for his support
and encouragement that went a long way in successful completion of this Industrial Project
Report.
We consider this as a privilege to express our heartfelt gratitude and respect to Er. Abinash,
Asst. Professor, Department of Civil engineering for being our internal guide, for his integral and
incessant support offered to us throughout the course of this project and for constant source of
inspiration throughout the project work.
We would like to thank the faculty members, non-teaching staff, my classmates and friends
for their support and encouragement throughout the development of this Industrial Project
Report
ii
DECLARATION
We, Vinay Chauhan, Yashwant, Nishant, Srishti, Mukesh, Asit Reang, Abhinandan,
Tanuja and Shivani student of 4thyear Bachelor of Technology, Civil Engineering, Green Hills
Engineering College, Solan, hereby declare that the Industrial Project Report entitled “ROAD
CONSTRUCTION” is the bonafide record of the Industrial Project in partial fulfillment of the
requirement for the award of degree of Bachelor of Technology, Civil Engineering by the
Himachal Pradesh Technical University, Hamirpur, during the academic Session 2017-2021.
We further declared that the Industrial Project Report is not submitted to any other university in
fulfillments of the requirements for award of any degree.
Mr. Vinay Chauhan 18BTL070109

Mr. Yashwant Singh 18BTL070114
Mr. Nishant 18BTL070103
Mr. Asit Kumar Reang 18BTL070110
Mr. Mukesh 17BT070111
Mr. Abhinandan 17BT070101
Mr. Srishti Verma 18BTL070105
Ms. Tanuja 18BTL070107
Ms. Shivani 18BTL070106
iii
ABSTRACT
Roads make a crucial contribution to economic development and growth and bring important
social benefits. They are of vital importance in order to make a nation grow and develop. In
addition, providing access to employment, social, health and education services makes a road
network crucial in fighting against poverty. Roads open up more areas and stimulate economic
and social development. For those reasons, road infrastructure is the most important of all public
assets.
The first chapter of the Industrial Project Report is titled as INTRODUCTION. This chapter
contains the basic information about Industrial project work.
The second chapter is titled as SURVEYING AND ESTIMATION. This chapter contains the
information about the Surveying Phase of the project work and Estimation done for the project.
The third chapter is titled as ROAD PAVEMENT. This chapter contains the information, data
about the Paving of the road.
The fourth chapter is titled as TESTS ON ROAD. This chapter contains information about test
conducted on the road.
The last chapter is titled as CONCLUSION. This chapter helps in understanding the summery of
the Industrial Project Report.
iv
TABLE OF CONTENTS
Description Page No.

Certificate i
Acknowledgement ii
Declaration iii
Abstract iv
Table of Content v
List of Tables vi
List of Figures vi
Abbreviations vii
CHAPTER 1 INTRODUCTION
1.1 Background 1
1.2 Project Details 2
1.3 About The Site 4
1.4 The Roads 6
CHAPTER 2 SURVEYING AND ESTIMATION

2.1 General 21
2.2 Survey Data 21
2.3 Earthwork Estimation 26
CHAPTER 3 ROAD PAVEMENT

3.1 General 31
3.2 Objective and Requirement 31
3.3 Types 32
3.4 Rigid and Flexible Pavement 35
3.5 Semi- rigid Pavement 38
3.6 Factors affecting Pavement 39
3.7 Difference between Flexible and Rigid Pavement 41
CHAPTER 4 TESTS ON ROAD

4.1 Introduction 42
4.2 Highway Material 42
4.3 Tests on Soil 43
4.4 Bitumen 46
4.5 Aggregates 50
4.6 Tests For Aggregates 51
CHAPTER 5 CONCLUSION
5.1 Conclusion 58
REFERENCES 59
v
LIST OF TABLES
Table No. Description Page No.

1.2.1 Project Details 2
2.2.1 RL Detail 22
2.2.2 RL Detail 23
2.2.3 RL Detail 24
2.3.1 Earthwork for Filling 26
2.3.2 Earthwork for Cutting 27
2.3.3 Earthwork for Road 2 28
2.3.4 Earthwork for Road 3 29
2.3.5 Earthwork for Cutting 30
3.7 Difference between Flexible and Rigid Pavement 41
4.4.4.1 Standard Results 48
4.4.4.2 Observations 49
4.6.5 Observations 53
4.7.1 Aggregate Crushing Values 57
LIST OF FIGURES
Fig. No. Description Page No.

1.3.1 Site Photo 5
1.3.2 Site Photo 5
3.3.2 Flexible Pavement 32
3.4.1 Rigid Pavement 35
3.5 Semi- Rigid Pavement 39
4.2 Subgrade Preparation 43
4.3.4 Testing Machine 45
4.4 Bitumen 46
4.4.4.1 Penetrometer and Bitumen 48
4.5 Aggregate 50
4.6.4 IS Sieves 52
4.7.1 Crushing Test 55
vi
ABBREVATIONS
HPPWD Himachal Pradesh Public Works Department

BC Bituminous Concrete
SDBC Semi‐dense Bituminous Concrete
OBC Optimum Bitumen Content
CRRI Central Road Research Institute
OGPC Open Graded Premix Carpet
R Wall Retaining Wall
B Wall Breast wall
PMGSY Pradhan Mantri Gram Sadak Yojana
NIC National Informatics Centre
Sq. m Square meter
Cumec Cubic meter
vii
CHAPTER – 1
INTRODUCTION
1.1 BACKGROUND
Himachal Pradesh Public Works Department is headed by the Engineer-in-Chief with

Headquarters at Shimla. Works and matters regarding Codes, Specifications, Planning
& Monitoring, and Inter-State Connectivity for the entire State and also the entire
establishments of PWD are controlled by the Engineer-in-Chief.
On administrative and functional considerations, the department has been divided into
four zones namely Mandi Zone, Hamirpur Zone, Shimla Zone and Kangra Zone at
Dharamshala. All the four zones are headed by Chief Engineers. Headquarters of Shimla
Zone is at Shimla, Mandi zone at Mandi, Hamirpur Zone at Hamirpur and Kangra zone
at Dharamshala.
Chief Engineer (National Highways) with headquarters at Shimla controls the Planning
and Execution of works of National Highways traversing through the State.
The department is engaged in planning, construction and maintenance of roads, bridges,

ropeways and buildings (both residential and non-residential of various Govt.
departments) in the State. The department further executes engineering work on behalf
of Local Bodies, Public Undertakings, Boards & other Institutions under Himachal
Pradesh Government as "Deposit works”.
H.P.P.W.D. is the Govt. Organization which deals with engineer work in Himachal
Pradesh. It is oldest organization of Himachal Pradesh.
Engineering is a professional art of applying science to the optimum conversion of the

resources of nature to benefit a man. The internship program bridges the gap between
theory and practice and provided students with practical, field based, real world
experiences during their years of study. Internship provides us with the following
opportunities:
I have been assigned Construction site of Oachghat Kalaghat Nandal Road at Oachghat
for field study by HPPWD Oachghat Sub Division. The Project has been designed by
Design Division HPPWD.

GREEN HILLS ENGINEERING COLLEGE 1
1.2 PROJECT DETAILS
Name of Oachghat Kalaghat Nandal Road

project
Location of Oachghat, Solan Distt: Solan (HP).
site
Total 2.77cr
Estimated
cost of
project
Company Asphalt Corporate Construction Company,
to whom
House No. 86, Sector 19 A Chandigarh.
tender is
awarded
Allotment 02/07/2020
date
Completion 01/07/2021
date
Total 4.625 km
Length of
Road
Carriage 3.75 m
way width
Officer-in- Executive engineer, HPPWD Division
charge Solan
Table. 1.2.1 Project Detail.
Figure. 1.2.1 Project Detail.


Protective Walls ---- Retaining Wall 135 m
---- Breast Wall 175 m
Granular Base ---- G2 267.09 cumec
---- G3 1430.86 cumec
Prime Coat 19078.13 sq. m
Bituminous Macadam 825 cumec
Tack Coat 19078.13 sq. m
SDBC 412.50 cumec
OGPC 2578.13 sq. m
Seal Coat 2578.13 sq. m
Parapet 100 nos.
Concrete Drains 4565 m
Crash Barriers 465 m
Table. 1.2.2 Project Detail.
1.3 ABOUT THE SITE
Our proposed site is located at Oachghat, Solan Distt: Solan (HP). The road near to the
site leads to Kalaghat. The total length of the project is about 4.625 km. The Oachghat
Kalaghat Nandal Road has about 100 numbers of parapets and 3.75 m width of carriage
way costing to the amount of 27708667 Rupees and a sum of rupees 2578868 is allotted
for maintenance work over 5 years.

Figure. 1.3.1 Site Photo.
Figure. 1.3.2 Site Photo.

1.4 THE ROADS
The road is a paved way or a route or a thoroughfare which drives you to reach your
destination through vehicles. Roads are classified based on different criteria, each among
them is further classified into different types of roads. In this post, I give a brief
description of each and every type and terms which you frequently listen when someone
talks about roads. Roads are primarily classified as follows:
BASED ON SPEED AND ACCESSIBILITY:
a) Freeways:
Freeways are also called as access-controlled highways.
Freeways are wide roads designed for fast-moving vehicles to travel long distances with
higher speeds. These are generally designed in four lanes, two lanes in each direction.
Traffic movement on freeways is continuous and unhindered because there are no
railway or road intersections and no signals.
As mentioned above, access is controlled everywhere in this type of roads the driver
never comes in contact with the opposing flow of traffic. To separate traffic from other
roads Freeways are accessed only through ramps. Bridges or underpasses are
constructed to create a passage for roads which cross freeways.
You can see from the above image that there is no obstruction and free flow of traffic in
each direction. Parking and Walking are strictly prohibited on freeways and they don’t
have footpaths on either side of roads.
The minimum speed limit and maximum speed limit varies from the country by country
and it ranges between 45mph to 75mph.

b) Expressways:
Expressways are one of the superior types of access-controlled roadways where the entry
and exit of the expressway are fully controlled by ramps. As the name itself “express”
echoing that these are meant for a free flow of very speed traffic. Expressways are
designed to travel quickly with great comfort and safety by avoiding sharp curves, busy
traffic intersections, railway junctions.
Vehicles with high acceleration are only permitted in expressways. Heavy load vehicles,
cargo vehicles, pedestrians are not allowed. Parking, loading and unloading are strictly
prohibited on Expressways.
c) Highways:
Highways connect villages to cities or cities to cities or state to state or the roads connect
the state capital to the national capital are called highways. Highways are the roads run
through the length and breadth of the country. They are generally laid in two lanes.
Highways are further classified into National Highways, State Highways, Urban
Highways and Rural Highways. We will discuss these types in location and function
category.

d) Arterials:
Arterials are the roads laid inside the city or town for the movement high volume of
traffic. An arterial road joins the central business point to the outside residential areas.
Arterials provide access to the highways.
Pedestrians are allowed to cross the roads only at intersections or at designated
pedestrian crossings. The flow of traffic is controlled by a signalling system at
intersections.
Parking is not allowed on arterial roads.
e) Local Streets:
Local streets don’t carry a large volume of traffic like arterials. The speed limit is
restricted to 30km/hr. in a local street. Local streets allow you to properties around it. In
simple the road which you to take to reach the nearest vegetable market is the local
street.
Pedestrians can cross the road at any point in local streets. Unrestricted parking, loading
and unloading of vehicles are allowed in local streets. They usually don’t have any
divider with boulders but divided with 1m dotted white lines or straight white line.

f) Collector Roads:
Collector roads collect and deliver the traffic to and from local streets and arterials. The
speed limit usually ranges between 35-55km/hr.
Pedestrians are allowed to cross only at intersections. Parking can be allowed except at
peak times.
The below graph represents the speed and accessibility for different types of roads

BASED ON MATERIAL USED:
In this category, I’m going to explain different types of roads based on the materials
used in the construction of the road.
a) Earthen Roads:
The roads which are laid with the available soil at the site are called Earthen Roads.
These are the cheapest roads among all the roads. Earthen roads are designed for very
low volume traffic.
Available soil is laid in two-three layers and surface of the road is compacted with the
rammer to expel the excess voids present in the soil.
These roads are also called as temporary roads usually laid for moving constructing
vehicles while building a structure or for moving army vehicles during war times.
It is not recommended to go with earthen roads in monsoon as the soil may runoff during
rain.
b) Gravel Roads:
Gravel roads are the second cheapest among all the types of roads and they are also
better than earthen roads.

In this type of roads, the mixture of gravel and earth (available soil at the site) is paved
on the surface and compacted. Gravel roads are also called as metal roads. These types
of roads are easily built and generally laid in villages.
c) Murram Roads:
Murram is a gravelly lateritic material which is occurred during the disintegration of
igneous rocks by weathering agencies. The roads which are laid using Murram as
primary material is called as a Murram road. The density of Murram is higher than the
gravel which also provides good surface finish and compaction than above two types of
roads.

d) Kankar Roads:
The word Kankar is derived from India which means an impure form of Limestone. This
type of roads usually recommended at places having a good quantity of lime. Kankar
road is one of the low-quality roads but better than earthen roads and gravel roads.
e) Water Bound Macadam Roads[WBM]:

This type of road is also called as WBM road. The crushed stone (aggregate) is used as
a base course. WBM roads are laid as layers. Aggregates are spread on the surface as a
layer having 10cm thickness, water is sprinkled on each layer and then rolled for a better
finish.
These roads are better than the Murram, Earth and Kankar roads.
In cities WBM is usually laid in pit holes.

f) Bituminous Roads:
The bituminous is a black viscous and adhesive material occurred during the distillation
of petrol. Bituminous roads are primarily used all over the world which is very easy to
lay and provides smooth and good surface finish. The thickness of bitumen road depends
upon the subgrade soil at the site. It is always recommended to lay the bitumen roads in
two layers.
g) Concrete Roads:
The roads which are laid using the cement concrete material is called concrete roads.
These are the costlier roads among all type of roads. This type of roads are recommended
at the places of the high volume of traffic and it takes more time to construct the concrete
roads as the concrete requires proper curing. The average life of a concrete road is 40
years whereas bituminous road has an average life of 3 years.

BASED ON NAGPUR CLASSIFICATION:
Nagpur is a city named in India. Nagpur classification is followed in major parts of the
world.
a) National Highways:
National highways run throughout the length and breadth of the country. These roads
connect state capital cities to the national capital city. A minimum of two lanes, one for
each direction is provided for National highways and these two lanes are divided by a
strip of boulders.
The minimum speed of 80Kmph should be maintained on National highways. They are
usually labelled with numbers NH1, NH70 etc.
b) State Highways:
State Highways connects the important cities of the state to the state capital city. State
highways give access to connect National highways. They are also connected to the state
highways of the neighbouring states.
A minimum of two lanes are provided but they may or may not divided with a strip of
boulders.

c) District Roads:
District roads give access to connect to the State highways. District roads connect the
important towns of the district and they are also connected with the neighboring district
roads.
There are two different types of district roads
Major District Roads: These roads connect to the neighboring district headquarters
Minor District Roads: These roads connect the important towns within the district to
the district headquarters.
d) Village Roads or Rural Roads:

Village roads are the roads in villages. These roads lead to the nearest town and also
connects to the important areas of the villages like temples, churches etc. Village roads
are also connected to the neighboring villages.

BASED ON USAGE:
a) All-Weather Roads:
These are the roads which can be accessed throughout the year is called All-weather
roads.
b) Fair-Weather Roads:
The roads which are accessed only during the fair atmospheric conditions are called
Fair-weather roads. Some roads are opened only during summers and rest all seasons
the roads remained closed due to snow on road. These roads are not accessible during
heavy rains, cyclones or at the time of floods.
BASED ON CARRIAGEWAY:
a) Paved Roads:
The roads which are designed with a hard pavement course such as Cement concrete,
Bituminous and WBM are called paved roads.

b) Unpaved Roads:
The roads which are not designed with a hard pavement such as Kankar, Earthen or
Murram are called unpaved roads.
BASED ON RIGIDITY:
a) Flexible Roads:
The flexible road has four layers, the outer surface layer is topped with bituminous
material which is called as wearing course and an underlying sub-base, base and
subgrade course. All these layers make the road flexible. Periodic maintenance is
required for flexible roads otherwise it can disintegrate easily with heavy traffic.
All roads except cement concrete roads are flexible roads.

b) Rigid Roads:
These are the roads with only three layers (Surface course, Base and Subgrade course)
makes road non-flexible. Cement concrete road falls under this category.
Flexible roads consist of a flexible layer as a pavement surface, which requires proper
maintenance; otherwise, it can be disintegrated easily with heavy traffic. All types of
roads except concrete roads fall under this category.
BASED ON TOPOGRAPHY:
Roads are classified into two types considering topography they are Hilly roads and
Plain roads.
a) Hilly Roads:
The roads which are constructed on hilly areas where one can see frequent steep bends,
ups and downs. The capital required is more and it takes more time when compared with
the plain roads.

b) Plain Area Roads:
The roads which are constructed on the plain area where there are very few bends, ups
and downs are plain area roads. Planning and execution time is less when compared with
the plain area roads.
BASED ON ECONOMY:
a) Low Cost Roads:

The roads which require less capital and can be constructed with the available local soil
or locally available materials are called low-cost roads. These roads are preferred where
there is very low and pedestrian traffic.
b) Medium Cost Roads:

The funds required for constructing medium-cost roads are higher than the low-cost
roads. Road to travel from village to nearest town is one of the examples of medium-
cost roads. These roads are considered when there is occasional high traffic. These roads
are generally built using bitumen.
c) High Cost Roads:

These roads require huge capital to construct. State Highways and National highways
are the best examples of the high-cost roads. Bitumen or Cement concrete is used in
High-cost roads.

BASED ON THE VOLUME OF TRAFFIC:
This classification based on the number of vehicles passing through a specific route.
a) Low Traffic Roads:

The roads which are carrying less than 400 vehicles on an average per day is called low
traffic roads. Village roads or rural roads are the best examples of this type of roads.
b) Medium Traffic Roads:

The roads which are carrying on an average of 400 to 1000 vehicles per day are called
Medium traffic roads. District roads are one of them
c) High Traffic Roads:

The roads which are carrying more than 1000 vehicles per day is called High traffic
roads. National and State highways fall under this category.
BASED ON THE TRAFFIC TYPE:
a) Cycle Tracks:
The tracks which are built especially for cycles or bicycles are called Cycle tracks. These
tracks are provided on both sides of the pavement.
b) Pedestrian Ways:
The way or a route built specifically for the pedestrians where any vehicles are strictly
restricted are called pedestrian ways.
c) Motorways:
Motorways are expressways which are built for a free flow of very speed traffic.
Expressways are designed to travel quickly with great comfort and safety by avoiding
sharp curves, busy traffic intersections, railway junctions. Heavy load vehicles are
strictly restricted on expressways.

CHAPTER – 2
SURVEYING AND ESTIMATION
2.1 GENERAL
Highway surveys are a professional form of land survey usually undertaken by public
authorities during the planning phases of a road project. A review of highway
construction during the construction process will ensure that progress is made as it
should, and that the highway is built exactly where it should be. After completion of the
highway, a survey of the same will be used to provide an accurate layout of roadways,
infrastructure, storm water drainage systems, overhead wires, surrounding houses, and
other landscape features.
2.2 SURVEY DATA
In the design of a pavement, the earthwork estimation plays a major role. In order to
obtain the total quantity of earthwork estimation, the longitudinal profile of the proposed
road section is determined. For this purpose, the reduced levels along the center-line of
the pavement are initially obtained and are tabulated as follows:

Table 2.2.1: RL’s along the center line of longitudinal profile of the proposed pavement
of Road I:
Station Distance(m) Back Intermediate Fore Height Of Reduced Remarks

Sight Sight (m) Sight Instrument Level
(m) (m) (m) (m)
15.2 0.91 100.91 100 BM =100
1 5 1.14 99.77
10 1.09 99.82
15 1.02 99.89
20 0.95 99.96
25 0.815 100.095
30 0.69 100.22
35 0.55 100.36
40 0.549 100.361
45 0.49 100.42
2 50 1.43 0.395 101.945 100.515
55 1.215 100.73
60 1.09 100.855
65 0.97 100.975
70 0.86 101.085
75 0.77 101.175
80 0.67 101.275
85 0.60 101.345
3 90 1.25 0.45 103.645 102.395
95 1.00 102.645
100 1.01 102.635
105 0.80 102.845
110 0.59 103.055
Table. 2.2.1 RL Detail.

115 0.42 103.225
4 120 1.380 0.249 104.776 103.396
125 1.10
130 1.115
135 1.005
140 0.90
145 0.75
150 0.7
155 0.6
5 160 1.4 0.45 105.726 104.326
165 1.09 104.636
170 1.07 104.656
175 1.1 104.626
180 0.85 104.876
185 0.61 105.116
190 0.47 105.256
195 0.42 105.306
6 200 1.13 0.12 106.736 105.606
205 1.1 105.636
210 1.11 105.626
215 0.96 105.776
220 0.755 105.981
7 225 1.59 0.37 107.956 106.366
230 1.11 106.846
235 1.09 106.866
240 0.84 107.116
245 0.61 107.346
247 0.50 107.456
Table. 2.2.1(Cont...) RL Detail.

of Road II:
Station Distance Back Intermediate Fore Height Of Reduce Remarks

(m) Sight e Sight (m) Sight Instrumen d Level
(m) (m) t(m) (m)
145 m 1.15 105.176 104.026 BM =

104.026m
5 1.165 104.011
10 1.27 103.906
15 1.325 103.851
20 1.31 103.866
25 1.26 103.916
30 1.29 103.886
35 1.29 103.886
40 1.4 103.776
45 1.39 103.786
50 1.25 103.926
55 1.07 104.106
of Road III:
Station Distance Back Intermediate Fore Height Of Reduced Remarks

(m) Sight Sight (m) Sight Instrument Level
(m) (m) (m) (m)
35 m 1.12 101.48 100.36 BM =
100.36
5 1.11 100.37
10 1.13 100.35
15 1.135 100.345
20 1.325 100.155
25 1.32 100.16
30 1.36 100.12
35 1.4 100.08
40 1.39 100.09

45 1.46 100.02
50 1.55 99.93
55 1.55 99.93
60 1.66 99.82
65 1.76 99.72
70 1.96 99.52
75 2.12 99.36
80 2.21 99.27
85 2.38 99.1
90 2.54 98.94
95 1.035 2.69 99.825 98.79
100 1.24 98.585
105 1.32 98.505
110 1.44 98.385
115 1.57 98.255
120 1.64 98.185
125 1.72 98.105
130 1.67 98.155
135 1.68 98.145
140 1.625 98.2
145 1.48 98.345
150 1.42 98.405
155 1.41 98.415
160 1.43 98.395
165 1.47 98.355
170 1.46 98.365
175 1.50 98.325
180 1.52 98.305
185 1.56 98.265
190 1.62 98.205
195 1.585 98.24

2.3 EARTHWORK ESTIMATION
Table 2.3.1: Earthwork for filling of Road I
EARTHWORK FOR FILLING OF ROAD

SECTION 1
S.NO TOP HEIGHT BOTTOM AREA INTERVAL QUANTITY OF
WIDTH (m) WIDTH 2
(m ) (m) EARTHWORK (m3)
(m) (m)
1 5 0.4 5.8 2.16 2.5 5.4

2 5 0.35 5.7 1.8725 5 9.3625
3 5 0.45 5.9 2.4525 5 12.2625
4 5 0.4 5.8 2.16 5 10.8
5 5 0.4 5.8 2.16 5 10.8
6 5 0.25 5.5 1.3125 5 6.5625
7 5 0.25 5.5 12.2625 5 61.3125
8 5 0.3 5.6 1.59 5 7.95
9 5 0.3 5.6 1.59 5 7.95
10 5 0.25 5.5 1.3125 5 6.5625
11 5 0.1 5.2 0.51 5 2.55
12 5 0.1 5.2 0.51 5 2.55
13 5 0.1 5.2 0.51 5 2.55
14 5 0.1 5.2 0.51 5 2.55
15 5 0.2 5.4 1.04 5 5.2
16 5 0.3 5.6 1.59 5 7.95
17 5 0.1 5.2 0.51 2.5 1.275
18 5 0.15 5.3 0.7725 5 3.8625
167.45
Table. 2.3.1 Earthwork for filling of Road I.

Table 2.3.2: Earthwork for cutting of Road I
EARTH WORK FOR CUTTING OF ROAD

SECTION 1

WIDTH (m) WIDTH(m) (m2) (m) EARTHWORK
(m) (m3)
1 5 0.5 6 2.75 2.5 6.875

2 5 0.6 6.2 3.36 5 16.8
3 5 0.4 5.8 2.16 5 10.8
4 5 0.4 5.8 2.16 5 10.8
5 5 0.4 5.8 2.16 5 10.8
6 5 0.4 5.8 2.16 5 10.8
7 5 0.3 5.6 1.59 5 7.95
8 5 0.4 5.8 2.16 5 10.8
9 5 0.2 5.4 1.04 5 5.2
10 5 0.1 5.2 0.51 5 2.55
11 5 0.1 5.2 0.51 2.5 1.275
12 5 0.15 5.3 0.7725 2.5 1.93125
13 5 0.15 5.3 0.7725 5 3.8625
14 5 0.2 5.4 1.04 5 5.2
15 5 0.3 5.6 1.59 5 7.95
16 5 0.2 5.4 1.04 5 5.2
17 5 0.1 5.2 0.51 5 2.55
18 5 0.05 5.1 0.2525 5 1.2625
19 5 0.15 5.3 0.7725 5 3.8625
20 5 0.55 6.1 3.0525 5 15.2625
21 5 0.8 6.6 4.64 5 23.2
22 5 0.7 6.4 3.99 5 19.95
23 5 0.8 6.6 4.64 5 23.2
208.08125
Table. 2.3.2 Earthwork for cutting of Road I.

Table 2.3.3: Earthwork for Road II
EARTHWORK FOR CUTTING FOR ROAD SECTION 2

S.N TOP HEIGHT BOTTOM AREA INTERVAL QUANTITY OF
O WIDTH (m) WIDTH 2
(m) (m)
1 5 0.05 5.1 0.2525 2.5 0.63125

2 5 0.1 5.2 0.51 2.5 1.275
1.90625
EARTHWORK FOR FILLING FOR ROAD SECTION 2

S.N TOP HEIGHT BOTTOM AREA INTERVAL QUANTITY OF
O WIDTH (m) WIDTH 2
(m) (m)
1 5 0.1 5.2 0.51 2.5 1.275

2 5 0.05 5.1 0.2525 5 1.2625
3 5 0.05 5.1 0.2525 5 1.2625
4 5 0.05 5.1 0.2525 5 1.2625
5 5 0.2 5.4 1.04 5 5.2
6 5 0.25 5.5 1.3125 5 6.5625
7 5 0.1 5.2 0.51 5 2.55
8 5 0.1 5.2 0.51 2.5 1.275
20.65
Table. 2.3.3 Earthwork for Road II.

Table 2.3.4: Earthwork for filling of Road III
EARTHWORK OF FILLING FOR ROAD SECTION 2

WIDTH (m) WIDTH (m2) (m) EARTHWORK
(m) (m) (m3)
1 5 0.1 5.2 0.51 2.5 1.275

2 5 0.05 5.1 0.2525 2.5 0.63125
3 5 0.1 5.2 0.51 5 2.55
4 5 0.15 5.3 5.15 5 25.75
5 5 0.35 5.7 1.8725 5 9.3625
6 5 0.25 5.5 2.625 5 13.125
7 5 0.5 6 2.75 5 13.75
8 5 0.5 6 2.75 5 13.75
9 5 0.4 5.8 2.16 5 10.8
10 5 0.35 5.7 1.8725 5 9.3625
11 5 0.25 5.5 1.3125 5 6.5625
12 5 0.05 5.1 0.2525 5 1.2625
108.18125
Table. 2.3.4 Earthwork for filling of Road III.

Table 2.3.5: Earthwork for cutting of Road 3
EARTHWORK FOR CUTTING FOR ROAD SECTION 2

WIDTH (m) WIDTH (m2) (m) EARTHWORK
(m) (m) (m3)
1 5 0.2 5.4 1.04 2.5 2.6

2 5 0.1 5.2 0.51 5 2.55
3 5 0.05 5.1 0.2525 5 1.2625
4 5 0.05 5.1 0.2525 2.5 0.63125
5 5 0.1 5.2 0.51 2.5 1.275
6 5 0.2 5.4 1.04 5 5.2
7 5 0.15 5.3 0.7725 5 3.8625
8 5 0.35 5.7 1.8725 5 9.3625
9 5 0.25 5.5 1.3125 5 6.5625
10 5 0.25 5.5 1.3125 5 6.5625
11 5 0.15 5.3 0.7725 5 3.8625
12 5 0.1 5.2 0.51 2.5 1.275
13 5 0.2 5.4 1.04 5 5.2
14 5 0.2 5.4 1.04 5 5.2
15 5 0.1 5.2 0.51 5 2.55
16 5 0.1 5.2 0.51 5 2.55
17 5 0.1 5.2 0.51 5 2.55
18 5 0.1 5.2 0.51 5 2.55
19 5 0.1 5.2 0.51 2.5 1.275
66.88125
Table. 2.3.5 Earthwork for cutting of Road 3.

CHAPTER – 3
ROAD PAVEMENT
3.1 GENERAL
For economics and efficient construction of highway, correct design of the thickness of
pavements for different conditions of traffic and sub grade is essential. The science of
pavements design is relatively new.
In India, previously road crust was designed on some rational data but more on the
experience of the road engineer .Some arbitrary thickness of the pavement were used
which lead to costly failure and wastage as in some cases, the thickness of pavement
was insufficient and in the other cases expensive. As there are no proper design criteria,
the construction of roadways more or less uneconomical in almost all cases.
Hence judicious method of designing and calculating the crust thickness on the basis of
estimation of traffic load and bearing capacity of subgrade etc. will lead to economical
construction of road.
3.2 OBJECTIVES AND REQUIREMENTS OF PAVEMENTS:
 The surface of a pavement should be stable and non-yielding, to allow the heavy
wheel load of the road traffic to move with least possible rolling resistance.
 The road should be even along the longitudinal profile to enable the fast vehicle to
move safely and comfortably at the design speed.
 A pavement layer is considered more effective or superior, if it is able to distribute
the wheel load stress through a larger area per unit depth of the layer.
 The elastic deformation of the pavement should be with in permissible limits so that
the pavement can sustain a large number of repeated load applications during the
design life.
 It is always desirable to construct the pavement well above the maximum level of
the ground water to keep the sub grade relatively dry even during monsoon.

3.3 TYPES OF PAVEMENTS:-
Based on the structural behavior, pavements are generally classified into following three
categories:-
1. Flexible pavement
2. Rigid pavement
3. Semi -rigid pavement
3.3.1 Flexible pavement:-

Flexible pavement are those which are flexible in their structural action under the loads.
Some important features of these pavements are:-
 It has no flexural strength.
 It will transmit the vertical compressive stress to bottom layer by grain to grain
transfer.
 The lower layer have to take up only lesser magnitudes of stress and there is no
direct wearing action due to traffic loads, therefore inferior materials with low cost
can be used in the lower layers.
3.3.2 Components of flexible pavements:-

1. Soil sub grade
2. Sub base course
3. Base course
4. Surface course
Bituminous concrete, granular materials with or without bituminous binders, WBM, soil
aggregate mixes etc. are common example of flexible pavements.
Figure. 3.3.2 Flexible Pavement.

3.3.3 Objectives of flexible pavements:-
Flexible pavements are generally designed to fulfill two main requirements:
1. To limit the recoverable or elastic deformation of the pavement within the

permissible limits so that the pavement can sustain a large number of repeated load
applications during the design life, without resulting in structural damages due to fatigue
failure of the pavement layers.
2. To restrict the vertical strains on the subgrade and the other pavement layers within
the desired limits so that the accumulated non-recoverable deformation in the form of
rutting of the pavement surface along the wheel paths is within permissible limits during
the design life of the pavement.
3.3.4 Merits and Demerits of flexible pavements:-

Merits:-
 The initial cost of flexible pavement is low.
 These can resist tensile stresses to some extent.
 There is no effect of temperature variations on the flexible pavements.
 They have self-healing properties.
 Construction of joints is not required in flexible pavements.
 Less or moderate skill and supervision is required.
 These are suitable for all type of traffic.
Demerits:-
 These are inferior to concrete highway in the term of flexural strength.
 Under the action of excessive loading these pavement fails showing pot holes, ruts
and corrugation on the surface.
 It is less durable.
 Their maintenance cost is high.
 The thickness of flexible pavement is more than rigid pavement.
 The life of flexible pavement is small as compare to cement concrete highway.
3.3.5 Factors that Affect the Design of Flexible Pavements:-

 Wheel loads of heavy vehicles or the traffic loads
 Sub-grade Soil
 Climate Factors
 Pavement Component materials in different layers
3.3.6 Construction steps of Flexible Pavements:-

 Cleaning of the surface: - First of all the surface of existing pavement layer is to
be cleaned to remove dust and dirt. It is done manually or by using mechanical
broom and high-pressure air jet from compressor or any other approved
equipment/method.
 Prime Coat: - Then Prime Coat is applied on the cleaned surface of existing
pavement layer. Prime Coat is the first application of a low viscous liquid
bituminous material over an existing porous or absorbent pavement surface like
WMM base course. The Prime Coat is sprayed uniformly using a mechanical
sprayer at a rate of 7.3 to 14.6 kg per 10 m2 area.
 Tack Coat: - Tack coat (also known as bond coat) is a light application of asphalt
emulsion between hot mix asphalt layers designed to create a strong adhesive bond
without slippage. Heavier applications may be used under porous layers or around
patches where it also functions as a seal coat.
 Mixing & Transportation: - Mixing of the Bituminous Materials is done at hot

mix plant where all the laboratory testing of the bituminous materials are done
before mixing and after mixing. The Bituminous Mix is then charged in
Truck/dumper and transported to the site for paving. Once the material is charged
and transported, it must be paved it must not be postponed. The temperature of the
charged bituminous mix is between 150-1650C and depending on the grades of
Bitumen. The Bituminous mix must be paved within Laying Min. temperature
1400C and Rolling Min. Temperature 900C.
 Paving of Bituminous mix/Spreading: - Pavers are used for paving the

Bituminous Mixes. In paving operation, the pavers are used for laying the DBM or
SDBC/BC layers and to provide the needed thickness and slope/camber.
3.4 RIGID PAVEMENT:-
Rigid pavement is the technical term for any road surface made of concrete. Concrete
roads are called rigid while asphalt-covered roads are flexible. These terms refer to the
amount of deformation created in the road surface itself when in use and over time. The
largest advantages to using concrete pavement are in its durability and ability to hold a
shape. There are three basic types of rigid pavement commonly used worldwide.
The basic design of rigid pavement is very simple. A surface layer, made up of slabs of
Portland cement concrete (PCC), sits on top of a handful of sub-layers. The layer directly
under the PCC is more flexible than the concrete, but still quite rigid. This layer provides
a stable base for the PCC as well as assists in drainage. Some roads have a second sub
layer under the first that is even more flexible, while some simply have the existing soil.
3.4.1 Objective of rigid pavement:-

In the case of Rigid Pavements, the design is essentially based on the flexural strength
of the CC pavement slab that is considered in the design and the stresses that are likely
to develop due to:
1. The application of the anticipated wheel loads
2. The climate variables in the region
The CC pavement is to be designed so as to sustain the expected wheel loads during the
design life. Therefore it is necessary to carry out axle load distribution studies and to
determine the design wheel load based on the spectrum of wheel loads on the road. The
CC pavement has to withstand the fatigue caused by the repeated application of the loads
exceeding the design wheel load during the design life.
Figure. 3.4.1 Rigid Pavement.

3.4.2 Merits and Demerits of Rigid Pavements:-
Merits:-
 Cement Concrete pavements do not get deteriorated under wet weather conditions
and when exposed to stagnant water.
 Cement Concrete pavements of major roads are generally designed and constructed
for 30 year period and therefore the service life could be 30 years or even more. The
routine and periodic maintenance costs are very low as the maintenance of joints
only are required.
 The life cycle cost of CC pavements is much lower than that of flexible pavements.
 It is not possible to restore a failed or badly cracked CC pavement.
 The surface of the CC pavement is likely to the total thickness of CC pavement and
the number of hard aggregates required is lower than flexible pavements,
particularly for the construction of highways passing through weak soils and
carrying heavy traffic loads.
 Good night visibility even under wet weather conditions.
 These are dustless.
 They can be laid on any subgrade.
 Thickness of pavement is less.
Demerits:-
 The design of CC pavement is to be carried out for a life of 30 years or more in
order to reduce the life cycle cost.
 The ‘design wheel load’ for the design of CC pavement is not equal to the standard
wheel load.
 Become too smooth and slippery during the long service life and re-texturing of the
CC pavement is difficult or too expensive.
 Generally, a long curing period of 28 days is required before opening to traffic. This
may be a drawback for the construction of CC pavements on busy urban roads.
 Initial cost of construction is high.
 These cause noise under iron wheeled traffics.

3.4.3 Components of Rigid Pavements:-
 Compacted Soil Subgrade at the bottom or lowest layer
 Granular Sub-base (GSB) course and drainage layer
 Base Course
 CC/PQC Pavement slab
3.4.4 Affecting Factors of Rigid Pavements:-

 Wheel Load
 Temperature variations at the location of the road
 Types of joints and their spacing
 Subgrade and the other supporting layers below the CC pavement slab
 Drainage characteristics
3.4.5 Requirements of good rigid pavement:-

 It should have a long life design with low maintenance cost.
 It should be impervious enough to protect subgrade soil.
 It should have a high co-efficient of friction to resist skidding.
 It should be smooth enough to provide comfort to the user.
 It should be structurally strong to with stand all type of loads.
3.4.6 Construction steps of rigid pavement:-
1. Preparation of sub-grade:-
 The first step of rigid pavement construction is the preparation of sub -grade.
 Cutting and the filling work is done according to the requirement and compaction
work is carried out .The light application of water should be done during the
compaction work.
2. Provision of sub base course:-

 Sub-base course is provide when the sub grade is weak .In this case of strong
subgrade, there is no need for the sub base course.
 Sub-base course is mixed of the soil and small stone pieces. After the provision the
sub-base should be compacted.

3. Preparation of base-course:-
 Than built non erosive base course with boulders and stone maintaining slopes of
water disposal purpose.
 Void and gaps between boulders and big stone are filled with small stone.
 Strong stone with irregular shape and generally preferred.
 The thickness of base course should be minimum of 6 inches.
4. Surface course preparation:-

 Construct the slab of concrete above the base course (either with RCC & PCC).
 For high traffic road its thickness should not be less than 12 inches.
 For low traffic road thickness should not be less than 6 inches.
3.4.7 Facts of rigid pavements:-

 They are also called single layer pavement.
 They may up to 50-60 years if timely maintenance and care are done.
 They may require asphalt for topping to reduce the noise during vehicle operation.
 The vehicle operation cost of rigid pavement is low.
 They are cheaper while considering the life cycle cost.
3.5 SEMI- RIGID PAVEMENT: -
A semi- rigid pavement is constructed from cement concrete or reinforced concrete

slabs. Grouted concrete roads are in the category of semi-rigid pavements. The design
of rigid pavement is based on providing a structural cement concrete slab of sufficient
strength to resists the loads from traffic.
Semi-rigid pavements are an intermediate state between the Flexible and the rigid
pavement. The flexural strength of the pavement is less than a concrete slab.
Nevertheless, it finds support by the lateral distribution of loads through the pavement
depth as in flexible pavement.
When the intermediate class of semi-rigid materials like soil cement, lean cement
concrete are used in the sub-base or base course of layers of pavements, they are called
semi-rigid pavement.
Pavement consisting of both flexible pavement layers and one or more semi rigid
pavement layers are called composite pavements.
Figure. 3.5 Semi- Rigid Pavement.
3.6 FACTORS AFFECTING PAVEMENT:-

 Wheel load
 Axle configuration
 Contact pressure
 Vehicle speed
 Repetition of loads
 Subgrade type
 Temperature
 Precipitation
1. Wheel Load Influence on Pavements:-

Wheel load on pavement is an important factor to determine the pavement thickness to
be adopted. By providing adequate thickness, the load coming from wheels doesn’t
affect the subgrade soil. The wheel load is acts at particular point on pavement and cause
deformations.
2. Axle Configuration:-
Axles are the important part of the vehicles which enables the wheels to rotate while
moving. By providing multiple axles, vehicles can carry more load. So, the axle load
also influences the design of pavement.

3. Tire Contact Pressure on Pavement:-
When the vehicle is moving on pavement, the pressure developed between the tire and
pavement. If the tire is low-pressure tire, then contact pressure will be greater than tire
pressure. If it is a high-pressure tire, then contact pressure will be less than tire pressure.
4. Vehicle Speed:-
If the vehicle is moving at creep speed then also damage occurs to the pavement. If the
vehicle speed is gradually increased then it will cause smaller strains in the pavement.
5. Repetition of Loads:-
Constructed pavement is used by several vehicles in its design life. The wheel loads are
repeated all the time due to this some deformation occurs on the pavement. Total
deformation is the sum of all-wheel loads acting on it. So, in the design of pavement
frequency of load is also considered. For the design of pavement, a single axle with dual
wheels carrying 80 KN load is considered a standard axle.
6. Subgrade Type:-
To construct pavement subgrade soil need to be tested. Various test like CBR, Triaxial,
etc. will help to determine the quality of subgrade. From this, we can adapt the required
thickness to the pavement. If subgrade soil is poor then the pavement should damage
easily.
7. Temperature:-
Temperature is the important environmental factor to be considered in the design of
pavement. In the case of asphalt roads, temperature affects the resilient modulus of the
surface course. In very hot conditions asphalt layers lose their stiffness. At low
temperatures, asphalt layers become brittle and cracks are formed.
8. Precipitation
Moisture variations or precipitation from rain affects the depth of the groundwater table.
Good drainage facilities should be provided for good strength and support.
The groundwater table should be at least below 1m from the pavement surface

3.7 Difference between Flexible Pavements and Rigid Pavement:
Sr.
Flexible Pavement Rigid Pavement
No.
It consists of a series of layers with the It consists of one layer Portland cement
1. highest quality materials at or near the concrete slab or relatively high flexural
surface of pavement. strength.
It reflects the deformations of

It is able to bridge over localized failures and
2. subgrade and subsequent layers on the
area of inadequate support.
surface.
Its stability depends upon the

Its structural strength is provided by the
3. aggregate interlock, particle friction
pavement slab itself by its beam action.
and cohesion.
Pavement design is greatly influenced Flexural strength of concrete is a major factor

4.
by the subgrade strength. for design.
Temperature variations due to change

in atmospheric conditions do not Temperature changes induce heavy stresses
5.
produce stresses in flexible in rigid pavements.
pavements.
Flexible pavements have self-healing Any excessive deformations occurring due to

6. properties due to heavier wheel loads heavier wheel loads are not recoverable, i.e.
are recoverable due to some extent. settlements are permanent.
Table. 3.7 Difference between Flexible Pavements and Rigid Pavement.

CHAPTER – 4
TESTS ON ROAD
4.1 INTRODUCTION
 Why do we care about material for the road?
Roadway materials and particularly road way surfacing material , such as aggregates or
paving can be half the cost of the road .Selection of material directly affected the
function , structural support , rider comfort , environmental impact and safety of the road
and user.
 Where are they needed?
Material and quality control of those materials are needed in the following:
 In roadway surfacing materials.
 In the road subgrade.
 In structural fill embankments.
 In quarries and borrow pits.
4.2 HIGHWAY MATERIAL:-
Soils:-
Pavements are a conglomeration of material. This materials, their associate properties

and their interactions determine the properties of the resultant pavement .Thus a good
understanding of these material, how they are characterized and how they perform in
fundamental to understanding pavement.

Subgrade Soils:-
Soils is an accumulation or deposit of earth material derived naturally from the

disintegration of rock or decay of vegetation that can be excavated readily with power
equipment in the field or disintegrated by gentle mechanical mean in the laboratory. The
supporting soil beneath pavement and its special under course is called subgrade
.Undisturbed soil beneath the pavement called natural subgrade.
Figure. 4.2 Subgrade Preparation.
4.3 TESTS ON SOIL
Subgrade soils is an integral part of road pavement structure as it provides the support
to the pavement from beneath .The subgrade soil and its properties are the important in
the design of pavement structure . The main function of the subgrade is to give as
adequate support to the pavement and for this the subgrade should passes sufficient
stability under adverse climate and loading condition.
4.3.1 CBR (California Bearing Ratio Test)
The CBR Test is one of the most commonly used method to evaluate the strength of a
subgrade soil, sub base and base coarse material for design of thickness for California
Bearing Ratio Test is penetration Highway and air filled pavement. The CBR test is
mainly used for the evaluation of subgrade strength of road and pavements.

4.3.2 PURPOSE OF CALIFORNIA BEARING RATIO TEST:-
 The main purpose of the California bearing ratio test is the measurement of a soil
resistance penetration before reaching its highest ultimate value of a shearing
 Basically, 2 California bearing ratio value is designed as a ratio in % of range 0 to

100.
 The important operation of conducting the California bearing ratio test are same of
variations of various soil conditions and various type of construction.
 California bearing ratio test is used for the evaluation of subgrade strength of road
and pavement.
 California bearing ratio value used as an index of soil strength and its bearing
capacity
 The results obtained from the CBR test are used with the Imperial curves for the
determination of the thickness of pavement and various component layers of
pavement.
4.3.4 APPARATUS:-
 Mould
 Steel Cutting Collar
 Spacer disc
 Surcharge weight
 Dial gauge
 IS Sieves
 Penetration Plunger
 Loading machine
 Miscellaneous Apparatus

Figure. 4.3.4 Testing Machine.
4.3.5 Procedure:-
 Normally 3 specimens each of about 7kg must be compacted densities range from
95% to 100% generally with 10, 30 and 65 blows.
 Weight of empty mould.
 Add water to the first specimen (compact it in five layer by giving 10 blow per
layer).
 After compaction, remove the collar and level the surface.
 Take sample for determination of moisture content.
 Weight of mould + compacted specimen.
 Place the mould in the soaking tank for four days (ignore this step in case of un
soaked CBR)
 Take other sample and apply different blow and repeat the whole process.
 After four days, measure the swell reading and find %age swell.
 Remove the mould from the tank and allow water to drain.
 Then place the specimen under the penetration piston and place surcharge load of
10lb.
 Apply the load and note the penetration load value.
 Draw the graph between the penetration (in) and penetration load (in) and find the
value of CBR.

4.3.6 Uses and Significance of CBR Test
 The CBR test is one of the most commonly used methods to evaluate the strength
of a sub grade soil, sub base, and base course material for design of thickness for
highways and airfield pavement.
 The California bearing ratio test is penetration test meant for the evaluation of
subgrade strength of roads and pavements. The results obtained by these tests are
used with the empirical curves to determine the thickness of pavement and its
component layers. This is the most widely used method for the design of flexible
pavement.
4.4 BITUMEN
Bituminous material or asphalts are extensively used for roadway construction,

primarily because of their excellent binding characteristics and water proofing properties
and relatively low cost .Bituminous materials consists of bitumen which is a black or
dark colored solid or viscous cementations substance consists chiefly high molecular
weight hydrocarbons derived from distillation of petroleum or natural asphalt, has
adhesive properties and is soluble in carbon disulphide .Tars are residues from the
destructive distillation of organic substances such as coal, wood, or petroleum and are
temperature sensitive than bitumen. Bitumen will be dissolved in petroleum oils where
unlike tar.
Figure. 4.4 Bitumen.

4.4.1 Test for bitumen:
-Penetration test:-
Penetration test of Bitumen determines the hardness or softness of bitumen by measuring

the depth in millimeter to which a standard loaded needle will penetrate vertically in five
seconds while the temperature of the bitumen sample is maintained at 25 0C.
Also, the Penetration test of bitumen is used to measure the consistency of bitumen. This
test is applied almost exclusively to bitumen. For Tars, cutbacks, and emulsions other
consistency tests are used.
4.4.2 Apparatus:-
 Needle
 Water Bath
 Penetrometer
4.4.3 Principle:-
It measures the hardness or softness of bitumen by measuring the depth in tenths of a

millimeter to which a standard loaded needle will penetrate vertically in 5 seconds.
4.4.4 Procedure:-
 The bitumen is softened to a pouring consistency, stirred well, and poured into the
test containers. The depth of bitumen in the container is kept at least 15mm more
than the expected penetration.
 Now the sample containers are placed in a temperature-controlled water bath at a

temperature of 25 C for one hour.
 Then at the end of one hour, the sample is taken out of water bath and the needle is
brought in contact with the surface of bitumen sample at that time reading of dial is
set at zero or the reading of dial noted, when the needle is in contact with the surface
of the sample.

 After that, the needle is released and the needle is allowed to penetrate for 5
seconds and the final reading is recorded. On that sample at least three penetration
observations should be taken at distances at least 10 mm apart. After each test, the
needle should be disengaged, wiped with benzene, and dried.
 The main value of the three measurements is reported is the penetration test.
 The accuracy of the test depends upon pouring temperature, size of the needle, the
weight placed on the needle, and test temperature.
 The grade of bitumen is specified in terms of penetration value. For example, 30/40
grade bitumen indicates the penetration value of the bitumen in the range of 30 to
40 at standard test conditions.
Figure. 4.4.4.1 Penetrometer. Figure. 4.4.4.2 Bitumen.
Standard Result:-
S. No. Penetration Value Grade of Bitumen
1 20 - 30 A - 25
2 30 - 40 A35 & S35
3 40 - 50 A45 & S45
4 60 - 70 A65 & S65
5 80 - 100 A90 & S90
6 175 - 225 A200 & S200
Table. 4.4.4.1 Standard Results.
Note:-Where ‘A’ stand for Assam petroleum and S denote other sources

Observation and Calculation:-
Actual test temperature=25C
Penetrometer dial reading Test 1 Test 2 Test 3
Initial Reading 200 264 333
Final Reading 264 333 407
Penetration Value 64 69 74
Table. 4.4.4.2 Observations.
Result: - Mean penetration value =69
4.4.5 Uses and Significance:-
 Penetration test is used to measure the consistency of bitumen, so that they can be
classified into standard grades. Greater value of penetration indicates softer
consistency. Generally higher penetration bitumen is preferred for use in cold
climate and smaller penetration bitumen is used in hot climate areas.
 It measures the hardness or softness of bitumen by measuring the depth in tenths of

a millimeter to which a standard loaded needle will penetrate vertically in 5 seconds
 The penetrometer consists of a needle assembly with a total weight of 100g and a
device for releasing and locking in any position
 The bitumen is softened to a pouring consistency, stirred thoroughly and poured

into containers at a depth at least 15 mm in excess of the expected penetration.
 The test should be conducted at a specified temperature of 25 °C
 It may be noted that penetration value is largely influenced by any inaccuracy with
regards to size of the needle, weight placed on the needle and the test temperature
 A grade of 40/50 bitumen means the penetration value is in the range 40 to 50 at

standard test conditions

4.4.6 Precautions
 The bitumen should not be heated beyond 150 degree Celsius.
 The sample should be free from air bubbles and water.
 Needle assembly should be frictionless.
 Penetration should be allowed for 5 sec only.
 Reading on the dial gauge should be carefully observed.
 The needle should be of standard shape and size.
4.5 AGGREGATES:-
Aggregate is the collective term for the minerals cement, lime etc.) To from compound
material such as (bituminous concrete and Portland cement concrete).By volume
aggregate generally accounts for 92-96% of bituminous concrete and about 70-80% of
Portland cement concrete. Aggregates is also used for base and sub base course for both
flexible and rigid pavement. Materials such as sand, gravel and crushed stone that are
use with a binding medium (such as water, bitumen, Portland Cement Concrete).
Figure. 4.5 Aggregate.

4.6 TEST FOR AGGREGATE:-
4.6.1 Sieve Analysis Test:-
 Why sieve analysis of aggregates is done?
Soil usually consists of particles of different sizes. These particle sizes and their
distribution in the soil affects the engineering properties of the soil. Therefore, to find
out the particle size distribution of a soil, Mechanical analysis, or Grain size analysis or
Particle size, sieve analysis of aggregates is done.
The result of the mechanical analysis is used broadly in soil classification, soil
stabilization, soil compaction, filter design for Earth dams and many others.
4.6.2. Introduction of sieve analysis of fine and coarse aggregates:-
In this method, the soil is sieved through a set of sieves. Sieves are generally made up
of spun brass and stainless steel.
As mentioned above, the sieve analysis is done for coarse-grained soils. The coarse-
grained soils can further be divided into gravel (size > 4.75 mm) and sand (size from
75µ – 4.75 mm), where µ represents micron.
A set of sieves, consisting of the sieves of size 4.75mm, 3.35mm, 2mm, 1mm, 600 µ,
300 µ,150 µ, 75 µ, and the pan is used for sand fraction whereas a set of sieves,
consisting of size 100mm, 63mm, 20mm, 10mm, 4.75mm, and the pan is used for gravel
fraction.
The selection of the number of sieves is done to obtain a good particle size distribution
curve. The sieves are stacked one over other, with decreasing size from top to bottom.
A pan is placed at the bottom of the smallest sieve which has no opening and the sieve
with the largest opening is kept at the top and covered with the help of a lid.
4.6.3. Objective of Sieve analysis of aggregates:-
Particle size distribution helps to classify the soils. As particle size determines how fast
or slow water or other fluids moves through the soil, particle size distribution assists
engineering and agriculture purpose. It also helps to maintain the quality of concrete
produced.

4.6.4. Apparatus required
 IS sieves (4.75mm, 3.35mm, 2mm, 1mm, 600 µ, 300 µ,150 µ, 75 µ, and pan)
 Weighing machine
 Metal trays
 Mechanical sieve shaker
 Thermostatically controlled oven
 Trowel
 Stopwatch
Figure. 4.6.4 IS Sieves.
4.6.5. Procedure:-
 A sample of soil is collected from the site.
 The soil sample is then dried in the oven.
 The quantity of soil samples for the test depends upon the maximum size of
material present in substantial quantities. For example, if a particle of size 75mm is
present then 60 kg of the sample should be taken and if the particle of size 4.75 mm
is present then 500 gm. of the sample should be taken.

 Based on the percentage of silt and clay particles present in the soil sample, the
analysis should be done by either dry sieving or wet sieving method.
Dry Sieve Analysis
 500 gm. of a dry soil sample is taken.
 It is then kept in IS sieves arranged in the order as shown in Table 1.
 Mass of each sieve is weighed and noted before placing the soil sample in them.
 The set of sieves were then placed in the mechanical sieve shaker and sieved for 10
minutes. The time is recorded.
 After 10 minutes the weight of soil retained in each sieve is recorded. The soil
sample retained in 4.75 mm sieve represents the gravel fraction.
 The retained soil mass is checked whether it matches with the original mass or not.
 Finally, % finer than the sieve sizes are calculated and used in the analysis.
Observation and Calculations:-
Sr. No. IS Sieve Weight %age Cumulative %age Required

weight passing
size (mm) Retained %age wt. Passing %age
retained
(g) Retained
1 63 0 100 100
2 53 1912 5.38 5.38 94.62 95-100
3 45 1842 5.19 10.57 89.43 65-90
4 22.4 2718 78.12 88.69 11.31 0-10
5 11.2 4009 11.29 99.98 0.02 0-5
6 PAN - -
Total 35481
Table. 4.6.5 Observations.

4.6.6. Precaution:-
1. Loose clots may be broken with hands or rubber tipped pestle.
2. The whole set of sieves should be shaken in each direction.
3. Weigh the retained soil on each sieve carefully.
4.7 Aggregate Crushing Value test:-
What is aggregate crushing value test?
The crushing value test of aggregate provides the resistance of an aggregate sample to
crushing under gradually applied compressive load. Generally, the test is conducted on
aggregate passing 12.5 mm and retained on a 10 mm sieve.
4.7.1. Why aggregate crushing value test is done?
The strength of coarse aggregates is determined by aggregates crushing test. The aggregate
crushing value test provides a resistance of aggregate to crushing under a gradually applied
compressive load. To construct a high quality of pavement, aggregate possessing low
aggregate crushing value should be preferred.
Objectives of Crushing Test

To determine the crushing value of aggregate for road aggregates.
To determine the suitability of aggregates for use in different types of road pavements.
Aggregate Crushing Value Apparatus:-
1. A 15 cm dia. Steel cylinder with plunger and base plate.

2. A straight metal tamping rod 16mm diameter and 45 to 60cm long rounded at one end.
3. A Weigh balance of accuracy up to 1 gam.
4. IS sieves of sizes 12.5mm, 10mm, and 2.36mm
5. A compression testing machine.

6. Cylindrical measure having a diameter of 11.5 cm and 18cm height.
7. A compression testing machine having a loading capacity of 40 tones and which can be
operated to give a uniform rate of loading so that the maximum load is reached in 10
minutes.
Sampling for Crushing Test of Aggregate
For the Aggregate crushing value test, an aggregate sample passing through 12.5 mm IS
sieve and retained on 10mm IS sieve is selected and dried to a temperature of 105 ºC to 110
ºC then cooled to room temperature.
To fill the cylindrical measure mould about 6.5 kg of a sample of aggregate is sufficient.
Figure. 4.7.1 Crushing Test.
Procedure:-
1. Take the Empty weight of cylindrical measure as W1.

2. Fill aggregate sample passing through 12.5 mm and retained on 10 mm IS sieve in
measuring cylinder in 3 equal layers such that each layer is subjected to 25 strokes using
the tamping rod. Take the weight of aggregate with measuring cylinder as W2.
3. Find out the weight of aggregate sample W = W2 – W1
4. Now, fill the aggregate sample in 15 cm dia. and 13 cm height steel cylinder and level the
surface of aggregate carefully and insert the plunger so that it rests horizontally on the
surface.

5. Place a steel cylinder with a plunger on the loading plate of the compression testing
machine.
6. Operate Compression machine such that 40 tons of the load is applied on aggregate in
approximately 10 min.
7. Release load and remove the steel cylinder from the machine.
8. Take out the crushed aggregate sample and sieve on with 2.36mm IS sieve, care being
taken to avoid loss of fines.
9. Take off the weight of fraction passing through 2.36 mm IS sieve as (W3).
Calculation of Crushing Value Test of Aggregate
Crushing strength of aggregate can be found by the following formula:-
Aggregate crushing value is determined by taking a percentage of weight crushed aggregate

sample passing through 2.36 mm IS Sieve divided by weight of aggregate sample taken for
test
Aggregate crushing value formula is given below,
Aggregate crushing value = (W3 / W) or W3 / (W2 – W1)
W1 = Empty weight of cylindrical Measure.
W2 = Weight of Aggregate with Cylindrical Measure
W = W2 –W1 = Weight of Aggregate Sample
W3 = Weight of crushed aggregate sample passed through 2.36 mm IS Sieve.

Aggregate Crushing Value Limits for Road Pavement:-
The below table shows the aggregate crushing value limits for different types of roads
Aggregate Crushing Value

Types of Roads / Pavements
Limit
Soling 50
Water bound macadam 40
Bituminous macadam 40
Bituminous surface dressing or thin premix carpet 30
Dense mix carpet 30
Other than wearing course 45
Surface or Wearing course 30
Table. 4.7.1 Aggregate Crushing Values.
Safety and Precautions While Testing:

1. Before testing, check the testing machine.
2. Wear safety shoes and helmet during the test.
3. After drying the materials, switch off the oven and wear hand gloves while removing
containers from oven.
4. Keep all the exposed metal parts greased.
5. Keep the guide rods firmly fixed to the base and top plate.
6. Clean the equipment thoroughly before testing and after testing.

CHAPTER – 5
CONCLUSION
5.1 CONCLUSION
After undergoing 4 months of training at HPPWD Sub-div Oachghat, Distt. Solan (H.P),
there is a lot of new knowledge that can be learned and we get to understand altogether
on how this firm plays its role in industrial field, especially in dealing with practical or
field problems. Exposure that have been given to me by staff about the working and
technical aspect is a very meaningful knowledge to me in order to prepare myself before
stepping into the real work environment in the upcoming days. We hope with the
implication of the Industrial Project Training, there will be no more anomalous feelings
when the students started working after they have finished their course later. The staff
is very helpful and friendly. They gave me a lot of exposure on the terms of reference
and procedures related to the process of my work. Other than that, exposure was given to
me at this department can provide the picture on a real-life situation, the task and
responsibility that would be carried by some people on the field. Lastly, student’s
involvement in industrial training like this can prove and further strengthen student’s
identity in undergoing training in technical field. Apart from that, the format report that
needs to be done by students after undergoing industrial training also can train each of
the students in preparing technical report that is complete, compact and in the right
order that can be made as an important knowledge when they face a real situation later.
This fits with the objective that is to produce a workforce that is high in quality and
partially professional in this country.

REFERENCES
 Public Works Department, Government of Himachal Pradesh, India (hp.gov.in)
 Different Types of Roads or Classification of Roads (civilread.com)
 Report on flexible pavement by S.SWETHA (311129208038)
 “IRC 37-2001”: Guidelines for the design of flexible pavements.
 “Surveying” by B.C.Punmia


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HIMACHAL PRADESH TECHNICAL UNIVERSITY

Gandhi Chowk, Hamirpur 177001

A Industrial Project Report on

Under the guidance of

DEPARTMENT OF CIVIL ENGINEERING

Mr. Vinay Chauhan 18BTL070109

Description Page No.

CHAPTER 2 SURVEYING AND ESTIMATION

CHAPTER 3 ROAD PAVEMENT

CHAPTER 4 TESTS ON ROAD

Table No. Description Page No.

Fig. No. Description Page No.

HPPWD Himachal Pradesh Public Works Department

Himachal Pradesh Public Works Department is headed by the Engineer-in-Chief with

The department is engaged in planning, construction and maintenance of roads, bridges,

Engineering is a professional art of applying science to the optimum conversion of the

DEPARTMENT OF CIVIL ENGINEERING

Name of Oachghat Kalaghat Nandal Road

Figure. 1.2.1 Project Detail.

DEPARTMENT OF CIVIL ENGINEERING

Figure. 1.2.3 Project Detail.

DEPARTMENT OF CIVIL ENGINEERING

---- Breast Wall 175 m

Granular Base ---- G2 267.09 cumec

---- G3 1430.86 cumec

Prime Coat 19078.13 sq. m

Bituminous Macadam 825 cumec

Tack Coat 19078.13 sq. m

SDBC 412.50 cumec

OGPC 2578.13 sq. m

Seal Coat 2578.13 sq. m

Parapet 100 nos.

Concrete Drains 4565 m

Crash Barriers 465 m

Table. 1.2.2 Project Detail.

1.3 ABOUT THE SITE

DEPARTMENT OF CIVIL ENGINEERING

Figure. 1.3.2 Site Photo.

DEPARTMENT OF CIVIL ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

e) Water Bound Macadam Roads[WBM]:

DEPARTMENT OF CIVIL ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

d) Village Roads or Rural Roads:

DEPARTMENT OF CIVIL ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

a) Low Cost Roads:

b) Medium Cost Roads:

c) High Cost Roads:

DEPARTMENT OF CIVIL ENGINEERING

a) Low Traffic Roads:

b) Medium Traffic Roads:

c) High Traffic Roads:

BASED ON THE TRAFFIC TYPE:

DEPARTMENT OF CIVIL ENGINEERING