RAC KUMAR OOEL INSTITUTE OF

TECHNOLOGY
OHAZIABAD U.P. — 201OOH

CIVIL ENOtNEECIN€i

SESSION:2O{6-9O19

lNDUSTftlAL T8AfNlh€l (NCE—752)

ftEPORT ON SUMMER TRAINING AT PID
ftAEBAREIJ

SUBMITTED BY: SUBI fTTED TO:

RATNESH XIJSHV/AHA DEPT. OF CIVIL ENOO.
I expmss my satisfaction on the completion of this summer training program
and project report submission «s a part of the curriculum for the deguc of
Bachelor of Technology, Civil Engineering. 1 express my deepest gratitude to
my supervisor and mentor Mr. VIVEK MAURYA for his kind guidance
during ihc entire period of training. His consisent suppor and advices has
helped me to complete this research project successfully. Also I thank all tire
members of C.D.-2 PUBLIC WORKS DEPARTMENT RAEBARELI (U.P.)
their kind support. key have always been a source of inspiration to me.

DATE: 05/07/20I 8 RATNESH KUSHWAHA

S.MO. CONTENT PAGE NO.

1 I'UBLtC WORXS DEPARTMENT: AN D'V k RV 5

IEW

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6.4 SURFACE COURSE

1s-16
PUBLIC WORKS DEPARTMENT: AN OVERVIEW

Public Works Department (RWD), under the Ministry of Public WorJcs department, is the
pioneer in construction arena of Uttar Pradesh. Over about Four centuries, PWD could
successfully set the trend and standard In the state s Infrastructure development. It plays a
pivotal role In the implementation of governrnenC construction projects. Tt also undertakes
projects for autonomous bodies as deposit works. Publlc works Department has highly
quaTl£ied and experlenced professionals forming a muTti•disclp] nary team of civ\T. electrical and
mechanical engineers who work alongside architects from the Department of Architecture.
With 1u strong base of standards and professionalism developed over the years. PWO Is the
reqosi\ory of expertise and henEe the first choices among discerning Clients for any tyqe of
construction project in Uttar Pradesh. Besides belng rhe constru¢tlon agency of the
Government it performs regulatory function In settlng the pace and managlng projects for the
country's construction industry under the close supervision of the Minist of Housing and
Publfc Works.
The Public works Department has highîy quaîified and eaper4enced professionaîs forrning a
multi-dlscipllnary team of civil, and mechanlcal engineers who work alongside
arChitects from the Department of Architecture. As a mister organlzation faîîiog under the
administrative control of the Ministry of Public Works department. the lacter works well with
the PWD in providlng serviœ to the natlon. Wirh Its strong base of standards and
professionalism developed over the years, the PWO is the repository of eapertise and hence
the first choices among dlsœmlng cllents for any type of constructlon project In our œuntry. lt
is recognized as a leeder and pacesetter in the construction industry because of its Consistentîy
superior performance.

mrRooucrfou
DeveTopmenC of a country depends on the connectivity of varlous places with adequate road
network. ftoads are the major channel of transportation for carrying goods and passengers.
They qlay a significant role In improving the socie-economic standards of a region. Roads
constitute the most important mode of communication in areas there raihvays have not
developed much and form the baslc infra-structure for the development and economic growth

Immediately vlslble. Raads are Important assets for any nation. However, merely creating these
aseers Is not enough, It has to be planned carefully and a pavement which is not designed
properly deteriorates fast. India is a large country having huge resource of materials. If these
local materials are used properly, the cost of construction can be reduced. There are varlous
type of pavements which differ in their suitability in different environments. Each type of
pavement has its own merits and demerits. Despite a large number of seminars and
conference, stlll In Indla, 989¢ roads are having flexible pavements. A lot ol research has been
made on use of Waste materials be the role of these materieTs is still limited, So there is need
to taLe a holistic approach and mark the areas there these are most suitable.
India has one oï the largest road networks in the world (over 3 million km at present).For the
purpose țf management and administration, roads In India are divided Into the foîîowirlg five
category

• National Hlghways (NH)

• State Highways (sH)
• Major District Rœds (MOR)
• Ordinary listriçt Roads (OCR)
• Village Roads (VRI

The National Highways are intended to facllkate medium and long distance inter-city
passenger and freight traffic across the ¢ounŁry. The State Highways are supposed to carry the
iraffIc along ma|or cenlres wlthln the State. Other District fIoads and Vlllage Roads provlde
viîîages acœssibfllty tø meet their saciaî needs as also the means to Transport agflculture
produœ mom village to nearby markets. Major D1strIct Roads provide the secondary function
of îinkege between main roads and rural rgads.

Point oî view gea8raphIc and population ol the state Is the natlon's largest state. State
Industrial, economic and social development of the state and the popułatlon of each village is
absolutely necessary to re-connect to the maln roads. In addition to state important national
roads, state reads and district roads and their proper broad be made to improve the quałiÇ of
traffic poinC of view Is of partiEUTDr Importanœ. Public Works Departmmt to buiîd roads and
lmprove connectlvlty In rural zones, Other D1strIct I\aad and State broad and Improvement of
rural raads and mąin reutes narrew construcrlon of zones and depleted brldges and brides
reconstructton of the bases are transacted on a priority basis. AISo under Pradhanmantû Gram
Sadak YoJana and pre fabrlcated construction of rural roads linking the work of other district
roads broad fiiłometres tke scale bases are ed‹ted.
Successful operation of various schemes for the Publlc Works Department engineers and
supervisory beards in dlfferent districts of the engineer’s ofliEe has been settled. Act1vities by
planning, eceCution, and quails control etc. remove impediments f!nd joy In
supervision over the a¢tiv[ties are focused. Various schemes operated by the Department uf
the Office uf the Reglonal Chief Engineers and Chief Engineers olfiEe.

Pavement or Road is an open, generally publiC way for the passage of vehicIes, people, and

Pavement Is hoisted with B herd smooth surface. It helped make them durable and able te
withstand traffic and the envlronment. They have a life span of between 20 - 30 years.
Itaad pavements deterlorate overtime due to•

• Impact of traffic, particufafdy heavy yehicîes.

• Envlronmental factors such as weather, pollution.
 TYPES OF PAVEMENTS
There are varlous types of pavements depending upon the materials used; a briefs
description of all types is given here

FLMIBLE PAVEMENTS
Bhumen has been wldely used In the constructlon of fłexible pavements for a long time. This
Is the most œnvenienr and simple type oł construction. The cost of œnstruction øf single
lane bîtuminous pavement varies from 20 to 30 lakhs per km in płain areas. in some
appllcatlons, however. the performance of conventional bitumen may not be considered
satisfactory becewe oł the following reasons•

? In summer season, due to kfgh temperatuw, bitumen becomes soft resultlng in

bleeding. rurtlng and segregation finally leading to failure of pavement.
e ła winter season, due to Ion temperature, the bltumen becomes brittle resulting ›n
cracking and unevenness which makes the pavement unsuitąbîe f•r use.

ń In rainy season, water enters the pavement resuhing into pot holes and sometlmes
totel removal of bitumirîous layer.
» In heave cycle takes
plaœ. Due to freezing and melting of iCe in bitumifious voids, volume expansion and
œntraction occur. This leads to pavements failure.
Ë The cost of bltumen has been rlslng contlnuously. In near future, there will be scarcity
of bitumen and it will be Impossible to procure bitumen at vei-y hi@ costs.

RIGID PAVEMENTS
Rigiä pavements, thou8h costly in inițiø| investment, are Cheaq in long fun because ef low
maintenance costs. There are various merits In the use of Rlgld pavements (Concrete
pavements) are summarized beîow:

• Bitumen is derived from petroleum crvde, which Is in shon supply globally and the
price of which has been rising steeply. India imports nearly 7096 of the petroleum
crude. The demand for bltumen In the coming years is likely to grow steeply, łar
outstripping the availability. Hence iț wiki be in India's interest to explore altemative
binders. Cement is avallable in SuTCient guantity in India. and its availability In the
future is also assured. Thus œment concrete roads shoukl be the obvious choice in
future road programmes.

• 8esldes the easy avallab1e of cement, concrete roads have a long llfe and are
practically maintenance-free.
• Another major advantage of EonErete roeds is rhe savings in fuel by țomrnercieî
vehicles to an extent of 14-20B. The fuel savings themselves can support a large
programme uf concreting.
 • Cement concrete roads save a substantial quantity of stone aggregates and this factor
must be considered when a choice pavements is made,

» Concrete roads can withstand extreme weather condltlons - wlde ranging

temperatures, heavy rainfall and water logging.

• Though cement concre\e roads may cosi s|ightIy more than a flexible pavement
Initially, they are economical when whole-llfe-costing is considered.
• Reduction in the cest of concrète parements can be brought about by developing
semi-self-compactlng œncrete technlgues and the use of dosely spaced thln joints.
RAD efforts should be Initfated in this area.

Materials for flexible pavement layer

The flexible pavement layer is constructed wlth use of following basic materials:•

» Stone aggregates
• Bîtuminous 8inder
• Water

5OIJ
The soil is used in embankment construction should not undergo excessive settlement due
to weather changes and superimposed loads; differential settlements of the embankment
may lead to failure of pavement and other structures.
Selected superior qual|ty soil is borrowed and used for the construction of subgrade of
pavements. WeTT compacted solls and stabilized soils are at times used in the sub•base or
base course of pavements of low volume roads. The soil is therefore considered as one of
the prlnclpal highway ma •rlaIs.

DESlRABkE PROPERTIES

? Stability
? TncgmpressibiTiry
Permanence of strength
Minimum changes In volume and strength under adverse conditlons of weather.
? Good drainage
Ease of compactlon

Aggregates are inert granular maceriaTs such as sand, gravel, or crushed stone that, along
with water and Portland temenr, are an essential Ingredient In conwete. For a good
concrete miv. aggrega\es need to be clean, hard, strong paNides free of absorbed chemicals
 or coatlngs of clay and other fine materials that could cause the deterioration of concrete.
Aggregates, which account for 60 to 75 percent of the Total volume of cor+crete, are divided
Into two distinct categorles-fine and œarse. Flne aggregates generally conslst of natural
sand or crushed stone with mœi particles passing through a 3/8-inCh (9,d-mm) sieve,
Caarse aggregates are any partlcles greater than 0.29 inch {4.75 mm), but generally range
3/8 and 1.5 Inches (9.5 mm to 37.5 mm) in dlameter. Gravels the
majority of œarse aggregaæ used in concrete with crushed stone making up most of the
remainder.
Onœ processed, the a$grega\es are handled and stored in a may that minimizes segregation
and degradation and prevents contamination. Aggregates strongly concrete’s
freshly mlxed and hardened propenles, mixture proponlons, and economy. Confieąueat\y,
selection øf aggregates is an important process. Although seme variątion in aggregate
properties is expected, characteristics that are considered when selecting aggregate include:
• Grading

• Durablllty

» Particle shape and surłace texture

• Abrasion and skid resistance

• Unit weights and volds

• Absorption and surface n\uisIurc

avummous eiuoen

Bltuminous materials or asphalts are extensively used far roadway construction, primarily
because oł their exœllent bindlng characteristics and warer proofing propertles and
relatively low cost. Bltumlnous materlals conslsts of bitumen whlch Is a black or dark
coloured solid or vlscous cementitlous substances œnslsts chle0y high molecular weight
hydrocarbons derived from fractional dłstlllation of petroleum. It has adhesive properties,
and Is soluble in carbon dlsulphlde.

Bltuminous materials are very commonly used In hlghway construction because ol their
blndlng and vrater prootng properties. The dlflerent types of bltumlnous blnders uwd In
flexible pavement construction are-
• Paving grade bitumen
• Modified bltvmlnous blnders
» Cut-back bitumen
• Bitumen emulsion
Of the above bikminouş binders the paving grade bitumen and modilled bituminou5
blnders need heating before used In pavln8 appllcatlons. Cvt-back bitumen may or may not
need sllght heating depending on the selected grade of the binder and slte temperature
during mixing. When bitumen emulsion used Tn pm'ement construction heatir\g i4 required.
The different grades of bitumen cnrrently adopted In Indla based upon the vIsœsiI:y values
end respective penetretîon values et 25 degree Celsius are VGa0, VG20, V‹i30, vG40.

PROCEDURE TO CONSTRUE PAVEMEN fi

Ouring construction of a œment concrète parement, various steps are taken as bgIow•

? Survey of proposed work is doue by e«perIenced engineers or by any expert of

survey. site survey Includes geographical details, soil properties and site
invest tion.

? After survey, a team of experlenced engneers and archhecture prepare detailed

plan of work with the help of various software's.
ñ ARer that a engineer prepares Recalled estlmate of proposed work and also prepares
a esdmate regardlng equipments required and labour requlrements.
É hIon eacavation is dont with the help of awtomatic MdChines and then a equipment
is used to eut nearby trees and root removal proœss.
Ÿ After thèse construction of soif sub grade , base coane and then construction of
surface course is done.
gzaJeazfii'wvâ!Ibe¢ofrg+xfedard IeseIbdar+d be oktomakee as h Adam.Aft ernatezfzgoltfiesot

AgtariubrsXibax Gbld hbetveentfusubgr 'axlthebamoxvseofall hblsway

Subbases serve a variety of purposes, Including reducing the stress apqTied to the subgrade
and prodding drainage for the pavement structure.7he granular subbase acts as a Ioad-
bearlng layer, and strengthens the pavement structure directly below the pavement
surface, providing drainage for the pavement structure on 1he lowest layer of the pavement
system. However, it is critical to note that the subbase layer will not compensate for a weak
subgrade. Subgrades wlth a CBR al at least 10 should provide adequate suppon for the
subbase.

PREPARATiOR OF GRANULAR SUB BASE

Afi the granular subbase provides both bearing strength and drainage for tfie pavement
structure, proper slze, gradlng, shape, and durabllity are Important attrlbuŁes to the overall
performance of the pavement structure. Granular subbase aggregctes consist od durąbłe
AlCłgs Of EKŁJShed stone or gravel capabłe of whhstanding the effects of handling,
spreadlng, and compacting without generatlon of deleterious flnes. Granular subbases are
typically constructed by spreading rhe materials in thin layen compacting each layer 6y
rolliog over it with hegvy ampa+;tion eqvipment to achieve e densłty greater or equet tp
70k relarive density. TypicalĘ, the fhickness of the subbase is 6 inches with a minimum of4
łncł›es. Addltlonal thickoess beyond 6 inches could allow conso1łdatfon oFthe subbase over
time as trafflc loads accumulate. Pavement problems may result from this consolfdation.

The base course is the region of the pavement section that is located directly under the
surface course. If rhere Is a subbase coursg, the 6ase course is constructed directly about
this layer. Otherwise, it is bullt dlrectly on top of the svbgrade. Typical base course thkkness
ranges from A to 6 inCñes and Is governed by underlying layer properties.
Heavy Toad arc continuously og'gT led To pavement euzfac¢s, and the base layer absorbs W
majority at these slnsses. Generally, lhc base ooursc is construclc‹l w›lh an untrcaied crushed
aygn'gste such as cnislicd slone, vley, or gtavcL The base course insleriol will have stebiIi\y
under the conslruciien ceffic and good dmirlage characteristic.

chloride, fly ssti. or lime. These tmalmcnts provide irriproved suntan for htty loads. frosl
susceptibility, and serves as a moisture bonnier beaten the best ord nurfpce To r6 be ba$¢
couzso must have sufI\cunt quaTily and Aicl¢ness Io gens flaiTuze in The eubgzado end/or
subbssc, w ihsiand the stt¢sses produced in ihc base itself rcsist vcrhce1 pr¢ssurcs thai icnd
io producc consoîidalion md result in rtieuzrtion ofithc surface co zse+ oui rcsist volume
chæt@s #auscü by fluclualions in its ntoisturc ûom€nî.
The nypłęriałs Co n nsing the baee mursę are wfect hazd and dumhte aygręyątęs. which
genercłły fali into t\vn main classes: stcbilired cnd grafiular, The siabiliyzó bascs normally
coneiat odcruahed or uncruehcd aggzcgcte buunń witł\a stabilizcz. such as P'uzthmd ccmcnł ur
biIunycn.Tim quułity oFthu bosc coursc isa Dzrnction od ita cornpo¥ilion. ph ical propcrtics+

PRIME COAT:-

A prime Coat I5 an application of a low viscoyiły asphalr ło a granular base in prepararion for
an Initial layer (or surface course layer[ al asphalt. Tle purpose of rhe prime coat 1s; ŁO EODt
and bond loose mareział particłes on the surface al Łhe base, ro harden or toughan the base
surłace to provide a work platform for consłr uction equipment, ło plug c apillary voids in Łhe
base course surface to prevent migration of moisture. and ło provide adhesion between the
base course and succeeding asphałt course. After applying the prime coat, it mu5Ł EUre for a
minimum oł 48-72 hours before asphalł is placed, with no raln in tle foretast.

There are four primary purposes fax the application oł a prime coat on an aggregate 6ase
course,
1-Coat and bond loose material particles on the surface of the base.
3•Harden or toughen the base surface to provide a work pTaTfozm for construction
equipment.
3- Plug capillary voids in the base tourse surface to prevent migratlon of moisture.
4- Provide adhesion between ¥fte base course and succeeding asphalt course.

BtNDER COURSE-

The bituminous surfaœ, or wearïng course, is made up of a mixture of various selected

aggregates bound together with asehalt œment or other biWminous binders.

This Surface prevents the penetration of surfaœ water to the base course; proUdes a
smooth, wetI•bonded surfaEe free from îoase partlcles, which might endanger aircraft or
people; resists the stresses caused by alrcraR loads; and supplies a skid-résistant surface
without causing undue bear on £ireS.

The paverrtenz surface receiving the rack coat should be clean and dry to promote maximum
bonding. GmuTsified tack caat matenats may be applied to and/or damp pavement,
however, the length of time needed for the set to occur may increase (flexible Pavements
of Ohio, 2001). 5tFIEe existing and milled pavements can be quite dlrty and dusty, their
surfaces should be cleaned off by sweeping or washing before any tack coat is placed,
otherwlse the tack coat material may bond to the dirt and dust rather than the adjacent
pavement layers. TI1iS can result in excessive trachlng of the tack coat material.
Tack caat application should result in a thin, uniform coating of taCk coat material severing
approximately 90 percent oł he pavemenc surface [Fłexib\a Pavements of Ohio, 2Œ01). Tø
achieve this resuIr, application rate will vary based on the condition oł the pavement
receiving the tack coat. Too łiïtIe tack coat can result in inadequate bonding between layers.
Too much rack coat Eds create a lubric ated sIippage plane between layers, or can cause the
łaCk EODt material tO be drawn into an overlay, negativeIy alecŁing mix propenies and even
EŁRating a potential for bleeding in thin overlays.

SURFACE COURSE.•-
The wearlng œune is the upper layer in roadway, airfield, and dockyard constructlon. The
term 'surface course‘ is sofnetlmes used, however this term Is slightly dlfferent as it can be
used to describe very thin surface layers such as chip seal. In rlgld pavemercs the upper
layer is a portland cement concrete slab. In flexible pavement, the upper layer conslsts
of asphalt goncretg with a ğitumłnous binder. The wearing course is typically placed on the
binder course which is then łąid on the base course, which Is normally placed en
che,subbas'e . which rests øn the suberadø. There are various different types of fIexibÌe
pavement wearing course, suitable for different siłuałions. Sane mastic øsphałț is a type of
healble paveme nt wearing coUfBg WhIEh IB /QiEd1Iÿ used for heavily łraffìcked roads.

The functions and requlremeñts of this layer are:

• It provides characteristics such as friction. smoothness. drainage, etc. Also it will

prevent the entrance of øxcessžve quantities of surface water into the underlying
base, Sub-base and sub-grade,
• It must be tough to resist the dlstonłon under traffic and provide a smooth and skid-
resistant riding surface.
• It must be watgr proof to proteEt the entire base and sub-grade from the weakening
effect of water.
SEAL COAT:-
Sealcaat or pavement sealer is a coating for asphalt-based pavements. Seal casting is
markeced as a protective coating thot extends Ehe life of asphalt pavements. There is not
any independent research that proves these claims. Seal coating may also reduce the
friction or anti-skld properties associated with the exposed aggregates in asphalt. There are
primarily three lypes of pavement seaien. They are commonly known as refined tar-based
{coal tar based), asphaIt•based, and petroJeurn•based. ATT three have their advantages but
are typically thosen by the contractors’ preference unless othei-wise specified.

Prior \o application the surface must 6e complecely clean and dry uslng sweeping methods
and/or blowen. If the sudace is not clean and dry, then poor adhesion njTT resuTz. Pavement
seamen are appTie'd with either pzessurlzed spray equlpment, or set-propeTTed squeegee
machlnes or by hand with a squeegee. Equipment must have contlnuous Agitation to
maintain consistency of the sealcoat mix. The process is typically a two-coat application
whlch requires 24 to 48 hours of curing before vehicles can be allowed back on the surface.
Once the surface Is properly prepared, then properly mixed sealer will be applled at about
60 square feet per gallon per coat.

OPENING OF TRAFFIC.•-

Tbe cuFing period for bifuminous surface cou se i$ less and hence the surface can be opened
co traffic within 24 hours