CERTIFICATE

1
 Civil Engineering Department
SRMCEM

DECLARATION

I hereby declare that the Internship entitled “Construction of Premix Carpet Road” submitted
by me in the partial fulfillment of the requirements for the award of the degree of Bachelor of
Technology Civil Engineering of Dr. APJ Abdul Kalam Technical University, is record of my
own work carried under the supervision and guidance of “Er. Asha Kiran” and “Er. Avneesh
Tiwari”

To the best of my knowledge this report has not been submitted to Dr. APJ Abdul Kalam
Technical University or any other University or Institute for the award of any degree.

Name AYUSH SINGH

Roll No. 2001220000021

2
 ACKNOWLEDGEMENT

It is indeed a great pleasure and privilege to present this report on training at PWD.

I am extremely grateful to my training and placement officer for issuing a training letter, which
made my training possible at PWD, SITAPUR, Uttar Pradesh.

I would like to express my gratitude to Er. ASHA KIRAN for his invaluable suggestion,
motivation, guidance, and support throughout the training period, his methodology to start from
simple and then deepen the concept made me to bring out this project report without anxiety.

Thanks to all other PWD officials, operators and all other members of PWD. They have always
been a source of inspiration to me.

3
 ABSTRACT

The internship report is broad- spectrum contains Six chapters in which I try to explain my one
month experience in my hosting company. The content of all the chapters is broadly classified
and it is constructed from the practical basis of the site work.

In the opening chapter I give details about the company background including the mission,
vision, the project those runs through the company consultation. In this chapter we put all record
of history and futurity of my hosting company with its official address. So, it give details of the
company in terms of reader can easily know and access the company.

The second chapter explains project overview which explains details of my project in one
month. The third chapter records the Introduction to Road or pavement and its types.
After all those chapters explained above we goes to the fourth chapter which is the most
important part of this report ,it explains the materials, quantity of materials used, Tools used and
the various steps involved in construction of this Pavement and then it explains various tests
which are performed for checking the quality of the road.

At last Final fifth chapter concludes the report which highlights the main benefits of the
internship in terms of different aspects and areas what we learnt and understand from this
internship programme and the various drawbacks which I faced during internship. It is obvious
that the internship has a plus in terms of improving skills and different abilities as a whole.

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 TABLE OF CONTENTS

TOPIC PAGE NO
CERTIFICATE 1
DECLARATION 2
ACKNOWLEDGEMENT 3
ABSTRACT 4
LIST OF TABLES 6
LIST OF FIGURES 7
CHAPTER.1
1. INTRODUCTION 8
1.1. PUBLIC WORKS DEPARTMENT: AN OVERVIEW 10
CHAPTER.2
2. PROJECT OVERVIEW 12
CHAPTER.3
3. WHAT IS ROAD OR PAVEMENT 13
3.1 TYPES OF PAVEMENT 15
CHAPTER 4
4. INTRODUCTION TO PREMIX CARPET ROAD 17
4.1 MATERIALS USED 18
4.2 QUANTITY OF MATERIALS USED 19
4.3 TOOLS/EQUIPMENT USED 21
4.4 STEPS IN THE ROAD CONSTRUCTION 24
4.5 TEST ON BITUMINOUS CONSTRUCTION 32
CHAPTER 5
CONCLUSION 35
REFERENCES 36
CHAPTER 6
SNAPSHOT 37

5
 LIST OF TABLES

TABLE NO DESCRIPTION
Table 1 Property of coarse aggregates.

Table 2 Quantity of aggregates for premix carpet.

Table 3 Quantity of aggregates for seal coat.

Table 4 Quantity of binder for Tack coat.

Table 5 Quantity of binder for Premix carpet.

Table 6 Quantity of binder for seal coat.

Table 7 Rate of application of Tack coat.

Table 8 Manufacturing and rolling temp. with different

grades of bitumen.
Table 9 Test for Prime coat and Tack Coat.

Table 10 Test for seal coat.

Table 11 Test for premix surfacing.

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 LIST OF FIGURES

FIGURE NO DESCRIPTION

1 Pavement

2 Premix Carpet Road

3 Dumper

4 Mix plant

5 Asphalt Paver

6 Roller

7 Bitumen Mixer

8 Laying of Premix Carpet

9 Construction Site

10 Checking Depth of Road

11 Laying of aggregates

12 Construction Site

13 Visit to a construction site

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 CHAPTER 1

1. INTRODUCTION

Summer training typically refers to a period of time during the summer months when students or
professionals participate in a structured program to gain practical experience or develop new
skills in their field of study or work. These training programs can take various forms, such as
internships, apprenticeships, workshops, or courses, and may be offered by educational
institutions, companies, or other organizations.

Summer training is often seen as an opportunity to supplement theoretical knowledge with

hands-on experience, to network with professionals in the field, and to gain a competitive edge in
the job market. Many employers also value summer training experience, as it demonstrates a
candidate's willingness to learn, adapt, and take initiative.

Stepping into the corporate world just after college may not be pleasing as it sounds. So,
summer training is there to help you cope with that. Summer training is designed to assist
individuals in managing such circumstances. The key objective is to improve one's technical
skills through expert guidance, thereby strengthening one's confidence in entering the corporate
sphere. Training typically lasts a certain amount of time and is completed before a student's
graduation.

The experienced trainers guide you through technical concepts, both theoretically and
practically. Moreover, it is highly advantageous for the individual. Summer training present an
opportunity for college students to acquire knowledge and gain practical work exposure in a
specific field. Students will get an handy important element which they can add to their resumes
whenever they apply for jobs. Therefore summer training programs are definitely one of the best
paths for a student to walk on so that extra benefits for future career can be gained. Hence with
some kind of concrete work experience and skills gained through summer internship you have
brighter chances to surpass your competitors for a job.

8
However not all the summer training programs are good. Only selected one from the reputed
organization would be a better choice to join because only such training program will introduce
you to the real benefits of summer training with practical as well as theoretical learning process.

Benefits of Summer Training Programs:-

It helps to Get valuable work experience ,Improve your Knowledge and practical skills for the
job, Learn to apply theoretical concepts in real-life ,Gain references for future jobs as many of
the summer training organizations provide placement services So joining summer training
program can help a college student learn better and can get ready for the job.

The question arises to mostly of the college students that Is it worthwhile for college students to
participate in summer training programs? The response, according to my opinion is yes as Not
only do these programs provide a lot of excellent information and experience, but they also have
the potential to lead to an advantage in a competitive job market once the participant has
graduated from college. I Suggest Students every college student to enroll in a summer training
programme once, for a variety of reasons, including the following:
1. Participating in training programs can increase one's knowledge and abilities
2. Participating in training programs can provide students an advantage in the marketplace.
3. Students can improve their ability to network and develop relationships with the assistance of
training
programme.

Students may also receive assistance in locating resources that will be of use to them in the
pursuit of their professional objectives through the programs.

All the above reasons motivates me for successfully completing my internship programme.

9
1.1 PUBLIC WORKS DEPARTMENT: AN OVERVIEW

Public Works Department (PWD), under the Ministry of Public Works 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 government construction projects. It also undertakes
projects for autonomous bodies as deposit works. It mainly deals with the construction of roads,
bridges, culverts and buildings.

Public works Department has highly qualified and experienced professionals forming a multi-
disciplinary team of civil, electrical and mechanical engineers who work alongside architects
from the Department of Architecture. With its strong base of standards and professionalism
developed over the years, PWD is the repository of expertise and hence the first choices among
discerning clients for any type of construction projects in our country. It is recognized as a leader
and pacesetter in the construction industry because of its consistently superior performance.

Organization of PWD Department

1. Chief Engineer
2. Superintending Engineer
3. Executive Engineer
4. Assistant Engineer
5. Junior Engineer.

Chief Engineer is the administrative head of department and is directly responsible for the
government. He prepares the budget estimates annually relating to the works under his control
and administers the grants and keeps a close watch over the expenditure.
The whole area and work under the Chief Engineer is divided into number of circles or region
which is the administrative units of departments. Each circle is headed by a Superintending
Engineer who is the administrative and professional head of the circle. He is to see that the rules
10
and regulations and instructions relating to the execution of the work and maintenance of
accounts are strictly followed.

Each circle is divided into no. of divisions which are the executive units of the department each
division is under an Executive Engineer who is responsible for the execution and management of
all works in the division. He has to inspect work frequently and has to ensure that the work
is being done strictly as per design and specifications.
Each division is divided into a number of sub divisions under charge of a sub division officer
who is of the rank of Assistant Engineer. Assistant Engineer is directly in charge of the works
falling under their charge and have to execute supervise and manage the works and have
to maintain and quality and progress of the work.

The sub division is divided into number of section each under the charge of Junior Engineer. He
has to stay at the site of works and to supervise the work and to maintain the quality and progress
of works .

Logo of PWD (Source: Google)

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 CHAPTER 2

2. PROJECT OVERVIEW

(Construction of road from kutubnagar to Ramkot )

(Source- Google map)

 Name of Project- Construction of Rampur- Kutub Nagar Road.

 Objective- To connect Road Between Village Ramkot and Kutub Nagar.
 Location of Project- Starting Point: Village Ramkot.
Ending Point: Village Kutub Nagar.
 Length of Road: 17 kilometres.
 Cost of Project: 215 lakhs.

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 CHAPTER 3

3. WHAT IS ROAD OR PAVEMENT?

Pavement or Road is an open, generally public way for the passage of vehicles, people, and
animals. Pavements 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. Its main
function is to distribute the applied vehicle loads to the subgrade through different layers. The
road pavement should provide sufficient skid resistance, proper riding quality, favourable light-
reflecting characteristics, and low noise pollution.

Its goal is to reduce the vehicle- transmitted load so that it will not exceed the bearing capacity of
the subgrade.

Road pavements are playing a crucial role in the development of any construction. There are
mainly two types of road pavements used namely flexible and rigid pavements road.

A good pavement should possess the following requirement:-

 It should have required thickness to distribute the wheel load stresses to a safe value on
the sub-grade soil,
 It should be structurally strong to resist all types of stresses imposed upon it.
 It should offer low maintenance with long life.
 It should be dustproof so that there is no danger to traffic safety.
 The road pavement should be smooth enough to provide comfort to the drivers even at
the high speed.
 The road pavement should have an adequate coefficient of friction to prevent the
skidding of the vehicles.
 The road pavement should be economical and easy to construct.
 It should have good visibility at night at riding from the road surface should be smooth
and comfortable.
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  The road pavement should be suitable for all types of traffic and it should not develop
any corrugations.

Road pavements deteriorate over time due to-

 The impact of traffic, particularly heavy vehicles.

 Environmental factors Such as weather, pollution.

Fig 1- Pavement(Self Captured)

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3.1 TYPES OF PAVEMENT:-

There are mainly two types of pavement depending upon the material used:-
1. Rigid pavement
2. Flexible pavement

1) RIGID PAVEMENT

Rigid pavements, though costly in initial investment , are cheap in long run because of low
maintenance cost. There are various merits in the use of rigid or summarized below:-

 The demand for bitumen in coming year is likely to grow steeply, far outstripping the
availability, hence it will be in India’s interest to explore alternative binder. Cement is
available in sufficient quantity in India, and its availability in the future is also assured.
 Beside the easy available of cement, concrete road have a long life and are practically
maintenance free.

Another major advantage of concrete roads in the saving in the fuel by commercial vehicles to an
extent of 14-20%. The fuel saving themselves support a large programme of coating.

Cement concrete road save a substantial quantity of stone aggregate and this factor must be
consider when a choice pavement is made.

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

15
 INTRODUCTION TO BITUMEN

2) FLEXIBLE PAVEMENT

Bitumen has widely used in the construction of flexible pavement for a long time. This is most
convenient and simple type of construction the cost of construction of single lane bituminous
pavement varies from 20 to 30 lacks per km in plain area.

Bitumen is a black or dark colored or viscous cementitious substance having an adhesive

properties.

1) It consist chiefly high molecular weight hydrocarbons derived from distillation of petroleum
or natural asphalt.

2) It is semi-solid hydrocarbons product produced by removing the lighter friction such as liquid
petroleum gas , petrol and diesel from heavy crude oil during the refining process.

3) Bitumen is often confused with tar. Although bitumen and coal tar similarly black and sticky
,they are distinctly different substance in origin, chemical composition and in their properties.

ORIGIN :-Asphalt material have been utilized since 3500 B.C .In building and road construction.
Their main uses have been as adhesive and water proof agents.

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 CHAPTER 4

4. INTRODUCTION TO PREMIX CARPET ROAD

In India, 80 percent of total road network consisted by rural roads and other roads network. In
these rural roads, generally low to medium traffic is present, that is why the bituminous wearing
course used in these roads is also different from the high traffic volume road. Government of
India provides limited budget for construction of rural roads and other roads compared to NH,
Expressway. So, it is an important matter for the bituminous wearing course to be economically
good. In India, generally premix carpet is used for rural roads and other road network. This is
because it is a 20 mm thick wearing course and it is good, economical, bituminous wearing
course mix to be placed directly on water bound macadam (WBM) of low volume rural roads.
Sometimes the quality of WBM may not be consistent. The 20 mm thick open graded premix
carpet is flexible enough to adapt to any uneven consolidation of WBM. Open graded premix
carpet is very porous due to the use of Nominal max aggregate size 13.2 mm and 11.2 mm. The
premix carpet is also provided with a bituminous sand seal coat to 17inimize direct penetration
of rainwater into it. But, it is not suitable for those roads where surface drainage is usually
inadequate. If it rains even for half an hour, flooding of roads and streets is a common sight in
India. Under such situation use of premix carpet is not any solution. Also a sand seal coat is
provided on the surface of the premix carpet, it is not completely effective in making the PC
waterproof at the surface. Even for a small patch where PC has lost its sand seal coat, the water
on roads can penetrate it at the spot, then flow sideward like an open graded friction course and
flood entire premix carpet below the seal coat. Once the premix carpet is saturated with water,
the hydraulic pressure resulting from traffic above can loosen up the sand seal in other areas of
PC and it also causes stripping in the PC and as well as in the underlying bituminous course.

17
 Fig 2- Premix Carpet Road(Self Captured)

4.1 MATERIAL USED

Binder: The binder for premix carpet and sealcoat shall be one of the following types as directed
by the Engineer:
(i) A paving bitumen of suitable penetration grade conforming to IS:73.
(ii) A modified bitumen conforming to IRC:SP:53.
The binder for tack coat shall be rapid setting cationic bitumen emulsion conforming to IS:8887.
In snow bound areas, where use of emulsion or paving bitumen is not feasible, cut back bitumen
conforming to IS :2 17 or IS:454 may be used with the approval of Engineer-in-Charge.

Coarse aggregates: The coarse aggregates shall consist of angular fragments and be clean, hard,
tough, durable and of uniform quality throughout. They shall be crushed rock, gravel, river
shingle or slag and should be free of elongated or flaky pieces, soft and disintegrated material,
vegetable or other deleterious matter. The aggregates shall satisfy the properties given in Table –

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 Table 1 :- Property of coarse aggregates

S.no Property Specification Method of Test

1. Abrasion value, using Los angeles machine Max. 40% IS:2386(Part IV)
or
Aggregate impact value Max. 30%

2. Flakiness Index Max. 25% IS:2386(Part 1)

3. Stripping value Max. 10% IS:6241
4. Water absorbtion Max.2% IS:2386(Part III)
5. Soundness Max.12% IS:2386(Part V)
6. Bulk density Min.1120 kg/m^3 IS:2386(Part(III)

3. Fine aggregates:- The fine aggregates for premixed seal coat shall be crushed stone dust, sand,
or grit and shall consist of clean, hard, durable, uncoated, coarse dry particles, and shall be free
from dust, soft or flaky particles, Organic matter or other deleterious substance. The sand
equivalent value of fine aggregate shalll be 60 (min) as tested by test method given in IS:2720
(Part 37).

4.2 Quantity Of Material Used

1. Aggregates:- The quantity of aggregates required for premix carpet and seal coat is given in
table 2 and table 3 respectively.

Table 2:- Quantity of aggregates for Premix Carpet

Aggregates size Quantity per 10m3 of road surface

Coarse aggregates- Nominal Size 13.2mm size 0.18m3

Coarse aggregates- Nominanal Size 11.2mm 0.09m3

size
Total quantity of aggregates 0.27m3

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 Table 3:- Quantity of aggregates for seal coat

Type of Aggregates Size Qantity per 10m3 of road

seal coat surface

A Coarse aggregates- 6.7mm size 0.09m3

B Fine aggregates- Medium Coarse Sand 0.06m3

2.Binder :- The quantity of binder required for tack coat, premix carpet , and seal coat is given
in table 4,5 and 6 respectively.

Table 4:- Quantity of Binders for Tack coat

Item Quantity per 10m2 area of road surface

On a granular surface 2.5 to 3.5 kg

On a existing black top Surface 2.0 to 3.0 Kg

Table 5:- Quantity of binders for Premix carpet

Item Quantity per 10m2 area of road surface

For 13.2mm Size coarse aggregates 9.5 kg@52kg per m3

For 11.2mm Size coarse aggregates 5.1 kg @ 56 kg per m3

Total 14.6 Kg

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 Table 6:- Quantity of binders for seal coat

Type Of Seal coat Quantity per 10m2 area of road surface

Type “A”(liquid seal coat) 9.8 kg

Type “B”(premixed seal coat) 6.8 kg

4.3. TOOLS/ EQUIPMENT USED

Fig 3- Dumper (Source: Self Captured)

21
 Fig 4- Mix Plant(Source: Self Captured)

Fig 5- Asphalt Paver(Source: Self Captured)

22
Fig 6- Roller(Source: Self Captured)

Fig 7- Bitumin Mixer(Source: Self Captured)

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4.4. STEPS IN THE ROAD CONSTRUCTION

Premix Carpet road construction consists of various steps such as preparation of base course,
application of bituminous coat , placement of bituminous mix, rolling and check for quality etc.
which are discussed.

4.4.1. Preparation of the surface.

4.4.1.1- Preaparing existing granular surface:-

Where the existing surface is granular, all loose materials shall be removed and the surface
lightly watered, where the profile corrective course to be provided as a separate layer is also
granular. The surface finish of all granular layers on which bituminous works are to be placed
shall be free from dust. All such layers must be capable of being swept, after the removal o! any
non- integral loose material, by means of a mechanical broom, withou: shedding significant
quantities of material and dust removed by air jet, or other means approved by the Engineer.

After cleaning, the surface shall be correct to line, level and cross-slope, within the tolerances
specified for base course.

Where the profile corrective course of bitumen material is to be laid over the existing granular
surface, the latter shall , after removal of all losse maerual , be primed.

4.4.1.2- Scarifying existing bituminous surface:-

Where specified or shown on the drawings, the existing bituminous layer in the specified width
shall be removed with care and without causing undue disturbance to the underlying layer , by a
suitable method approved by the engineer . After removal of all loose and disintegrated material,
the underlying layers which might have been disturbed , shall be suitably removed and
compacted to line, level and cross-slope. After supplementing the base material as necessary
24
with suitable fresh stone aggregates, the compacted finished surface shall be primed. Reusable
material shall be stacked as directed by the engineer within 1000 m of their origin.

4.4.1.3:- Preparing existing bituminous surface:-

Where the existing surface to be overlaid is bituminous , any existing potholes and cracks shall
be repaired and sealed.

4.4.1.4:- Profile corrective course

Where specified , a Profile corrective course shall be provided prior to laying of bituminous
surfacing.

 The profile corrective course is essentially a levelling course laid to varying thickness as
shown on the drawings for correcting the existing pavement profile which has either lost
its shape or has to be given a new shape to meet the requirement of specified lines, grades
and cross-sections. It shall be differentiated from the stengthening course or other type of
structural pavement course needed as a remedial measure against inherent deficient and/
or distressed pavement . It is meant to remove the irregulity in the existing road profile
only.

4.4.2. Prime coat over granlar base.

It consists of the applcation of a single coat of low viscosity liquid bituminous material to a
porous granular surface preparatory to the superimposition of bituminous treatment or mix.

The choice of bituminous primer shall depend upon the porosity characteristics of the surface to
be primed as classified in IRC:16. These are:
(i) Surfaces of low porosity; such as wet mix macadam and water bound macadam.
(ii) Surfaces of medium porosity ;such as cement stabilised soil base;and

25
(iii) Surfaces of high porosity ; such as gravel/soil- aggregate base.

The primer shall be slow setting Bitumen emulsion Grade SS-1,complying with IS:8887 or as
specified in the contract as directed by the engineer.

The surface to be primed shall be prepared as per step 1. Immediately prior to applying the
primer, the surface shall be carefully swept clean of dust and loose particles, care being taken not
to disturb the interlocked aggregate. This is best achieved when the surface layer is slightly
moist(lightly sprayed with water and the surface allowed to dry) and the surface should be kept
moist until the primer is applied.

The bituminous primer shall be sprayed uniformly over the dry surface, prepared as per above ,
using self- propelled or towed sprayer , acpable of supplying primer at specified rates and
temperature so as to provide a uniformly unbroken spread of primer. If the surface to be primed
is so dry or dusty as to cause freckling of bituminous material, it shall be lightly and uniformly
sprinkled with water immediately prior to priming ; however the bituminous material shall not be
applied till such time as no surface water is visible.

The primer coat shall be applied only on the topmost water bound macadam or any granular
layer, over which the bituminous base course/ wearing course is to be laid.

A primed surface shall be allowed to cure for atleast 24 hours or such other period as is found to
be necessary to allow all the volatiles to evaporate before any subsequent surface treatment or
mix is laid. Any unabsorbed primer shall be blotted with an application of Sand, using the
minimum quantity possible.

4.4. 3. APPLICATION OF TACK COAT

Before spreading of premixed material, a tack coat should be applied on the prepared/primed
surface using a self propelled or towed presure sprayer at the specified rate. Hand spraying for
small areas inaccessible to the distributor can be done with the approval of the Engineer-in-
Charge . The range of spraying temperature for bituminous emulsion shall be 20 degree celsius

26
to 70 degree celsius . The tack coat shall be left to cure until all the volatiles have evaporated.

Table 7- Rate of application of Tack coat

TYPE OF SURFACE Quantity of Bituminous Emulsion in Kg per

square metre area
Normal Bitumnous Surface 0.20 to 0.25
Dry and hungry Bituminous Surface 0.25 to 0.30
Granular Surfaces treated with primer 0.25 to 0.30
Cement Concrete Pavement 0.30 to 0.35

The surface on which the tack coat is to be applied shall be clean and free from dust, dirt and any
extraneous material. Immediately before the application of tack coat, the surface shall be swept
clean with a mechanical broom, or by other means as directed by the engineer.

Tack coat shall be left to cure until all the volatiles have evaporated before any subsequent
construction is started. No plant or vehicles shall be allowed on the tack coat.

4.4. 4. PREPARATION OF PREMIX

Hot mix plant of appropriate capacity and type shall be used for the preparation of mix. The hot
mix plant shall have separate dryer arrangement for aggregate.
For smaller jobs, mixers of approved type shall be permitted for mixing the aggregates with
bituminous binder with the approval of the engineer.

The temperature of the binderat the time of mixing shall be in the range of 150o C to 163oC and
that of the aggregate in the range of 155oC to 163oC provided that the difference in temperature
between the binder and aggregate at no time exceeds 14oC. Mixing shall be througgh to ensure
that a homogenous mixture is obtained in which all particles of the aggregates are coated
uniformly and the discharge temperature of mix shall be between 130oC and 160oC .

27
The mix shall be immediately transported from the mixer to the point of use in suitable vehicles
or hand barrows . The vehicles employed for transportation shall be clean and the mix being
transported covered in transit if so directed by the engineer.
For further guidance refer to IRC:SP:20-2002: Rural Roads manual.

4.4.5. SPREADING AND ROLLING

The pre-mixed material shall be spread by suitable means to the desired thickness, grades and
cross-fall (Camber) making due allowance for any extra quantity required to fill-up depressions,
if any. The cross-fall should be checked by means of camber boards and irregularities levelled
out. Excessive use of blades of rakes should be avoided. As soon as sufficient length of
bituminous material has been laid. rolling shall commence with 80 to 100 KN static weight
roller, or other approved equipment. Rolling shall begin at the edge and progress towards the
centre longitudinally, except that on superelevated and uni-directional cambered portions, it shall
progress from the lower to upper edge parallel to the centre line of the pavement.

When the roller has passed over the whole area once, any high spots or depressions, which
become apparent, shall be corrected by removing or adding premixed materials. Rolling shall
then be continued until the entire surface has been rolled and all the roller marks eliminated. In
each pass of the roller, the preceding track shall be overlapped uniformly by atleast 1/3 width.
The roller wheels shall be kept damp to prevent the premix from adhering to the wheels. In no
case shall fuel/lubricating oil be used for this
Purpose. Excess use of water for this purpose shall also be avoided.

Rollers shall not stand on newly laid material. Rolling operations shall be completed in every
aspect before the temperature of the mix falls below 100oC. Joints along and transverse to the
surfacing laid and compacted earlier shall be cut vertically to their full depth so as to expose
fresh surface which shall be painted with thin coat of appropriate binder before the new mix is
placed against it.

The temperature for binder, aggregates, and mixed material at discharge from plant with
different grades of bitumen are given in Table 8.

28
 Table 8- Manufacturing and rolling temperature with different grades of bitumen.

*The above table gives broad range of temperatures, exact temperatures depends upon
the type and amount of modifier used and shall be adopted as per advice of supplier or
test data of modified bitumen at different temperatures.

4.4.6. APPLICATION OF SEAL COAT

The seal coat shall be applied immediately after laying the premix carpet and rolled. Liquid seal
coat shall be preferred.

1. TYPE A SEAL COAT (Liquid seal coat):

The binder shall be heated to the temperature appropriate to the grade of bitumen given in Table
8 and sprayed on the dry surface in a uniform manner preferably with a self-propelled
mechanical sprayer. Immediately after the application of binder, stone chips, which shall be
clean and dry, shall be spread uniformly at the specified rate, on the surface preferably by means
29
of a self-propelled or towed mechanical grit spreader or by any other suitable means as directed
by the Engineer-in-Charge so as to cover the surface completely. If necessary, the surface shall
be brushed to ensure uniform spread of chips. Immediately after the application of the cover
material, the entire surface shall be rolled with a 8-10 tonne smooth wheeled steel roller or 8-10
tonne static weight vibratory roller, as provided in Step 4.Rolling shall commence at the edges
and progress towards the centre except in superelevated and uni- directional cambered portions
where it shall proceed from the lower edge to the higher edge. Each pass of the roller shall
uniformly overlap not less than one-third of the track made in the preceding pass.While rolling is
in progress, additional chips shall be spread by hand in necessary quantities required to make-up
irregularities. Rolling shall continue until all aggregate particles are firmly embedded in the
binder and present a uniform closed surface.

2- TYPE B SEAL COAT (Premixed seal coat):

A mixer of appropriate capacity and type approved by the Engineer-inCharge shall be used for
preparation of the mixed material. Preparation of the premix shall be done in accordance with
Step 4. The binder shall be heated to the temperature appropriate for the grade of bitumen. The
aggregates shall be dry and suitably heated to a temperature shown in Table 8 before these
constituents are placed in mixer. Mixing of binder with aggregates of the specified proportions
shall be continued until the latter are thoroughly coated with the former. The mix shall be
immediately transported from the mixer to the point of use and spread uniformly on the
bituminous surface to be sealed.

As soon as a sufficient length has been covered with the premixed material, the surface shall be
rolled with an 8-10 tonne smooth-wheeled roller. Rolling shall be continued until the premixed
material completely seals the voids in the bituminous course and smooth uniform surface is
obtained.

4.4.7. Surface finish and quality control

Appropriate quality control shall be exercised on all materials to be used, all procedures adopted
and all works executed in conformance to the requirements of these specifications.

30
The finished surface should be uniform and conform to the lines, grades and typical cross-
sections as specified. When tested with a 3 meter straight edge, the longitudinal profile of the
finished surface shall have no undulation greater than 8 mm for machine laid premix carpet and
10 mm in case of manually laid premix carpet. In any 300 m length, the number of maximum
size undulations shall not exceed the value specified in IRC:SP:16 for various category of roads.
The cross profile, when checked with a camber template, shall not show a variation of more than
6 mm for machine laid premix and 8 mm for manually laid premix carpet from the specified
profile.

4.4.8. OPENING TO TRAFFIC

No traffic shall be allowed on the road until the seal coat has been laid. After the seal coat has
been laid the road may be opened to traffic in accordance with the following provisions. In the
case of Type B seal coat, traffic may be allowed soon after final rolling when the premixed
material has cooled down to the surrounding temperature. In the case of Type A seal coat, traffic
shall not be permitted to run on any newly sealed area until the following day. In special
circumstances, however, the Engineer may open the road to traffic early, with speed restriction
of 16 km/hr.

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4.5. TESTS ON BITUMINOUS CONSTRUCTION

Table 9- Test for Prime coat and Tack Coat

Table 10- Test for Seal Coat

S.no Test Test Method Frequency

1. Quality of Binder Penetration, softening One Test per lot or 10
point & Ductility tonnes
Tests for paving
bitumen

Penetration, Softening
point and Elastic
Recovery Tests for
2. Temperature of Binder Appendix-10.6 of Regularly
IRC:SP:20

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3. Aggregate impact value IS:2386(Part 4) 1 test per 250 cu.m per
source
4. Flakiness Index IS:2386(Part 1) 1 test per 250 cu.m per
square
5. Grading of aggregates IS:2386(Part 1) 1 test per 50 cu.m per
source
6. Stripping of Aggregates IS:6241-1971 1 set of 3
representative
specimens per source
7. Water absorption IS:2386(Part 3) 1 set of 3
representative
8. Soundness of Aggregates IS:2386(Part 5) 1 test per source
9. Rate of spread of binder Appendix-10.7 of 1 test per 1000 sq.m
IRC: SP:20 and not less than 2
tests per day
10. Rate of Spread of Aggregates Appendix-10.10 of 1 test per 1000 sq.m
IRC:SP:20 and not less than 2
tests per day

Table 11- Test for Premix Surfacing

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34
 CHAPTER 5

CONCLUSION

The 4 week training that I received at PWD was great experience for me not only on technical
terms but also in terms of interaction with other workers.Practical is a complement to the science
or theory learned. There are many changes from the point of learning environment. Learning
something from books and lectures is nothing like having firshand experience.Practical
knowledge can directly increase the dedication and rational attitude towards myself. However ,
there areas till some weakness that can be improved in the future. Therefore, I conclude that the
industrial training programme has provided many benefits to the students even if the there are
some flaws that are disfiguring condition, it can be rectified in the future.
I would like to thank my training Assistant Eng. Asha kiran to help me in my training . Everyone
was friendly from top to bottom. Employees are busy with their works but they always help us to
improve our knowledge.
The drawback that I see in PWD is that it has many health hazards. Employees are exposed to
large amounts of dust. When inhaled, these particles can cause serious lung disease .Even though
there is a rule to wear protective masks, employees do not do so most of the time. They should
be urged to wear protective gear and lectured on negative consequences of not wearing them.

I attached the copy of the Certificate obtained by PWD.

35
 REFERENCES

1. Report on summer training at pwd(flexible pavements construction) (no date) Share &
Discover Presentations. Available at: https://www.slideshare.net/RatneshKushwaha1/report-on-
summer-training-at-pwd (Accessed: 16 September 2023).

2.Report on summer training at pwd (flexible pavements construction) (no date) Share &
Discover Presentations. Available at: https://www.slideshare.net/RatneshKushwaha1/report-on-
summer-training-at-pwd (Accessed: 16 September 2023).

3. Pundhir, N. K. S. "Performance of premix carpet and semi dense bituminous concrete laid
with emulsions based cold mix technology." Journal of the Indian Roads Congress. Vol. 73. No.
1. 2012.

4. Gupta, Pardeep Kumar, and Rajeev Kumar. "DEVELOPMENT OF OPTIMUM

MAINTENANCE AND REHABILITATION STRATEGIES FOR URBAN SEMI DENSE
BITUMINOUS SURFACE AND PREMIX CARPET ROADS."

5. Pundhir, N.K.S., 2012. Performance of premix carpet and semi dense bituminous concrete laid
with emulsions based cold mix technology. In Journal of the Indian Roads Congress (Vol. 73,
No. 1).

6. Veeraragavan, A., and P. Rao. "Application of reliability concepts in pavement maintenance

management." Fifth International Conference on Managing PavementsWashington State
Department of TransportationFoundation for Pavement PreservationInternational Society for
Asphalt PavementsFederal Highway AdministrationTransportation Research Board. 2001.

7. Veeraragavan, A., and P. Rao. "Application of reliability concepts in pavement maintenance

management." In Fifth International Conference on Managing PavementsWashington State
Department of TransportationFoundation for Pavement PreservationInternational Society for
Asphalt PavementsFederal Highway AdministrationTransportation Research Board. 2001.

36
 CHAPTER 6
SNAPSHOT

Fig 8- Laying of Premix carpet (Source: Self Captured)

Fig 9- Construction Site (Source: Self Captured)

37
Fig 10- Checking Depth of Road(Source: Self Captured)

Fig 11- Laying of Aggregates(Source: Self Captured)

38
 Fig 12- Construction site (Source: Self Captured)

Fig 13- Visit to a construction site (Source: Self Captured)

39