most final report of industrial training for college

INDRAJEET KUMAR, GNDEC 1
2016
INDRAJEET KUMAR
BRANCH-CIVIL ENGG.
UNI.ROLL NO:-1243467
C
SEMESTRIAL TRAINING

Six-Laning of (Barwa-Adda-Panagarh)
Section of NH-2 Dhanbad
In The State Of Jharkhand
In the partial fulfillment of the requirements for the award of the
Degree
Of
Bachelors in Technology (B.Tech)
In Civil Engineering
Twelve Weeks Training
(From 22nd
February 2016 to 21st
May 2016)
SUBMITTED BY
Indrajeet Kumar Gorain
College Roll no.-120136
Univ. R.no-(1243467)
Civil Engineering Department
GURU NANAK DEV ENGINEERING COLLEGE, LUDHIANA

STUDENT DECLARATION
This is to certify that I, Indrajeet Kumar, student of B.Tech Civil Engineering 8th
Semester, University Roll no. – 1243467 has undergone Industrial Training in
APCO Infratech Pvt. Ltd. “as required for the award of degree of B.Tech Civil
Engineering”, Guru Nanak Dev Engineering College, Ludhiana and prepared the
report entitled “6-Laning of Barwa-Adda-Panagarh section of NH-2 from
398.240 km to 441.564” which is an authentic record of my work carried out at
project campus of APCO Infratech Dhanbad.
If any discrepancy is found regarding the originality of this project I may be held
responsible. I have not copied from any report submitted earlier this or any other
university. It is purely original and authentic work.
Indrajeet Kumar

STUDENT PROFILE
Name: Indrajeet Kumar Gorain
Father’s Name: Sopan Chandra Gorain
College: Guru Nanak Dev Engineering
College, Ludhiana
Branch: Civil Engineering
Class Roll No.: 120136
Uni. Roll No: 1243467
Date of Birth: 24/04/1994
Session: 2012-16
Address: Vill- Deoli Post-Jangalpur P.S.-
Govindpur Dist- Dhanbad
(Jharkhand)
Contact No: 8528220855
E-mail Id: indrajeetgoran12@gmail.com
Name Of Organization: APCO Infratech Pvt. Ltd
Period of Training: 22nd
Feb 2016 to 22nd
May 2016
Location of The Project: NH-2 (Barwa-adda-Panagarh)

ACKNOWLEGEMENT
As the professional course not only require the theoretical knowledge but practical knowledge too,
that is why university started conducting training programs for the student, so that they can get
ample view of practical problems.
It is my privilege to express my profound ineptness, my deep sense of gratitude to APCO Infratech
Pvt. Ltd., for showing trust in me and assigning me such an important and interesting project and
also for sparing time from his schedule to discuss and clarify issues related to this project. I
sincerely thank to my project manager Er. Umesh Chand Singh (AGM) for guidance and
encouragement in carrying out this project work. My special thanks to each and every member of
this company for their kind co-operation in the completion of my project work.
I wish to express my sincere gratitude to Dr.J.N.Jha (H.O.D) of Civil Engineering Department of
Guru Nanak Dev Engineering College, Ludhiana for providing me an opportunity to do my project
work on widening of national highway (NH-2), Barwa-Adda- Panagarh under the supervision of
Apco infratech Pvt. Ltd.
I am also very thankful to my friends and family members who supported me, encouraged me
all the time to go through this whole project.

TABLE OF CONTENTS
Sr.No Description Page
No.
1. General introduction 8
2. Information about the company 9
3. Brief detail of project 10-11
4. Location 12
5. About Survey 13-22
i. Introduction 13
ii. Instrument used for surveying 13
iii. Purpose of Surveying 15
a. For Topography 15
b. For construction Structural elements 18
c. For construction of pavement Layers 21
6. About Highway 23-49
i. Introduction 23
ii. Pavement and its purpose 25
iii. Types of pavement 25
iv. Properties of different layers of pavement 26
a. Subgrade Layer 26
b. Sub-base Layer 28
c. Base Course 31
d. Prime coat/Tack Coat 34
e. Surface Course 36
v. Material used 41
vi. Aims of Highway Engineering in our project 42
a. Widening of Road 42
b. Reconstruction of Road 42
c. Construction of Service road 43
vii. Steps of construction 43
7. About Structures 50-91
i. Introduction 50
ii. Aims of structural engineering in our project 51-53
iii. Methodology of Execution 53

a. RFI 54
b. Site Clearance 61
c. Layout 61
d. Excavation 61
e. PCC Laying 63
f. Reinforcement 65
g. Formwork and Falsework 68
h. Concreting 70
i. Curing 74
iv. Complete constructional process of a structure 75
a. Construction of culvert with retaining wall 75
 Introduction 75
 Purpose 75
 Types 75
 Architectural Drawings 77
 Way of construction 81
 Estimation of the material used 87
8. Quality Check/ Quality Analysis 92-113
i. Introduction 92
ii. Laboratory Tests 93
a. Daily Program Report 94
b. Tests on Soil 95
c. Tests on Aggregates 101
d. Tests on Bitumen 105
e. Tests on Cement 109
f. Field Test 112
iii. Other Important Tests 113
j. Information about the Plants and Equipment 114-123
k. Safety Measures and campaign 124
l. Overall benefits of the training 131
m. Work Ethics and related issues 132
n. Conclusion 133
o. Reference and Bibliography 134

GENERAL INTRODUCTION
The practical training conducted by the engineering student at the respective industrial units related
to their subjects is termed as “industrial training “.for example a civil engineering student requires
practical exposure at the building construction sites, road construction projects etc. the industry
institute interaction is a need of the hour. The industrial training is a part of continuous learning
process. So this field exposure that uplifts the knowledge and experience of student needs to be
properly documented in the form of report, which can be termed as “industrial report” a properly
prepared industrial training report can facilitate the presentation of the field experience is an
orderly, precise and interesting manner, which can off course well serve as a guide to the new
entrant engineers. The purpose of industrial training is:-
1) To provide field exposure to the student.
2) To have better understanding of engineering practices.
3) To make them adapt to industrial condition.
4) To provide opportunities to the student to handle tasks independently.
5) To help student to understand about the duties of an engineer and other supervisory
staff in an organization.
6) To make them aware with the common industrial problems.
7) To impart intensive training to the student to enable them to learn and use working of
latest field equipment machine.

INFORMATION ABOUT THE COMPANY
Apco Infratech Pvt. Ltd. is a very well-known name in the construction
industry across the country. It is an infrastructure, major with interests
in the highways, energy, urban infrastructure, industrial development.
Apco which came into existence in the year 1992, has established a very glorious record of steady
growth, excellent performance and remarkable achievements on all parameter of success and
mastery. APCO Infratech Ltd. (Formerly known as APCO Constructions Pvt. Ltd.) was
incorporated by a visionary young man Mr. Anil Kumar Singh(Managing Director), who built up
the company with dedication and hard work; creating a team of like-minded people, who has
steered the infratech towards the path of glory. Ably assisted by a bunch of hardcore professionals
who are extremely proficient and dedicated in their domain, the group has utilized their thorough
expertise in crafting several splendorous structures that bear the hallmark of true excellence to the
core.
Clients
•IL&FS TransportationNetworks Ltd.
• U.P. Rajya Vidhyut Utpadan Nigam Ltd. (UPRVUNL)
• Reliance Energy Limited.
• Punj Lloyd Ltd.
• Oriental Structural Engineers Lld.
• Power Grid Corporation of India Ltd.
• Rural Engineering Services, U.P.
• Mecon Ltd.
• Hindustan Construction Company.
• Indian Oil Corporation Ltd.
• Hindustan Petroleum Corporation Ltd.
• Bharat Petroleum Corporation Ltd.
• ABB Ltd.
• Siemens Ltd.

BRIEF DETAIL OF PROJECT
Project Review
Our Project is mainly based on Widening of Existing Four Lane Barwa-AddaPanagarh Section
NH-2 to Six Lane NH-2 from 398.240 km to 441.465 including Panagarh Bypass in the States of
Jharkhand and West-Bengal along with provision of Service Roads, Grade Separator, Vehicular
Under Pass (VUP), Pedestrian Under Pass (PUP), Overpass, Minor Bridges, Box Culvert, Slab
Culvert, Hume Pipe Culvert.
Salient Features Of Project
1 Name of Project 6-Laning of Barwa-AddaPanagarh Section of
NH-2 from 398.240 km to 521.120 km
including Panagarh Bypass in the States of
Jharkhand and West Bengal
Package1:398.240 km to 441.565
2 Total Length of Project under
the Scope of EPC
Contractor(Pkg-1)
PACKAGE-1 43.325 KM
3 Contract/Phase DBFOT/NHDP PHASE 5
4 Client/Authority IL & FS
5 Independent Engineer SA Infrastructure
6 Concessionaire Barwa Adda Expressway Limited
7 EPC Contractor APCO INFRATECH PVT. LTD
8 Date of signing of EPC Agreement 30-July-10
9 Appointed Date 12-Sep-11
10 Construction Completion Period 730 days
11 Concession Period 30 years
12 Contract Value 488 Cr.
13 Project Commencement Date 1-April-14
14 Project Completion Date 31-March-16(Delayed)

PROJECT FEATURES
A ROAD
1 Total Length of Project 43.33 Km
2 Total Length of Service Road 29.13 Km
B STRUCTURE
1 Grade Separator 3 Nos
3 Minor Bridge 5 Nos
4 Vehicle Under Pass 7 Nos
5 Pedestrian Under Pass 6 Nos
6 Box Culvert 18 Nos
7 Slab Culvert 24 Nos
8 Hume Pipe 44 Nos
C Major Project Quantities
1 Earthwork 21.00 Lacs Cum
2 GSB 2.14 Lacs Cum
3 WMM 4.36 Lacs Cum
4 BT Work 1.17 Lacs Cum
5 Concrete 1.25 Lacs Cum
6 Steel 5732 MT

LOCATION OF PROJECT
States of Jharkhand (Dhanbad) and West Bengal (Asansol) Section of NH-2 (Barwa-
Adda-Panagarh) from 398.240 to 441.465 including Panagrah bypass in States of
Jharkhand & West Bengal.
Mainly on the east direction of India

ABOUT SURVEY
INTRODUCTION:
Surveying is the art of determining the relative position of points on, above or beneath and
surface of the earth by means of direct or indirect measurement of distance, direction and
elevation.
Surveying is the technique, profession, and science of accurately determining the terrestrial
or three-dimensional position of points and the distances and angle between them, and
member of various buildings. These points are usually on the surface of the earth, and they
are often used to establish land maps, locations or other governmentally required for civil
purposes.
INSTRUMENT USED FOR SURVEYING:
Auto level: It is an instrument used to determine the elevation of any point or to maintain a
proper level before any type of constructional work.

Total station and Target Prism
A total station is an electronic instrument used in modern surveying. It is integrated with an
Electronic Distance Meter (EDM) to read the elevation of any particular point. A Target
Prism is used which reflect the rays coming from Total Station and all the data i.e., Easting,
Northing, Reduced level, Horizontal angle and vertical angle is collected. It also allows the
operator to control the instrument via remotely i.e. without help of Target Prism as
sometimes the prism is not accessible due to some hindrance.
TOTAL STATION TARGET PRISM
 Measuring Tape :
1. To determine the exact offset from the Proposed C/L for the construction of Crash
Barrier, and the pavement design.
2. To determine the proper spacing and other measurement of structural work.

PURPOSE OF SURVEYING IN OUR PROJECT
The commencement and completion of Highway Project depends upon the surveying. In
Transportation Engineering , surveying is an art that transfer the levels , locations , distances ,
offsets from centre line of road , positioning of structural elements and elements of Right Of Way
(i.e. Carriageway , kerbs , shoulders , medians , edge strips , pavement strip etc.) from the
Designed-drawings to the ground .
Thus the functions of surveying in our project report are detailed discussed as given below:
 Topography Survey
 For Construction of Structural Elements
 For Construction of Road Pavement Layers
Topography Survey:
Topography survey is the base of Highway project. It is an essential requirement for preparing
drawings of existing highway (Four-Lane) and further planning for proposed right of way
(Six-Lane). The basic need of topography survey is to prepare a Base-Map. The map which
is showing the existing structural elements (i.e. Culverts, Pipe encasing , Bridges etc.) ,
locality (i.e. Cities , Villages , Buildings, Towers , Electric poles, Ponds , trees etc.) and
Reduced levels of Road Pavement at fixed intervals in terms of coordinates on the existing
four-Lane , is known as base map.
 During Topography survey along the center line of road (on the medians) two TBM (temporary
bench-mark) are placed between 5 km of distance by use of GPS (Global positioning system)
up to the total length of road.
 Between the 5 kms of distance further TBM’s are placed at fixed interval of 200 mtr by use of
Total station instrument. On these TBM’s a suitable markings are made according to their
chainage i.e. 417/A, 399/A, CP2WD.
 In the office work a detailed data is prepared for each TBM along their chainage which shows
its coordinates and Reduced-Levels.

 Further by use of Total station, Topography is done .The all elements i.e. Buildings , Schools,
Towers , Trees , Electric poles and Ponds etc. , that becomes the cause of obstacles in the
Proposed Right Of Way (PROW) , their coordinates and reduced levels are recorded in the
Total Station.
Then this recorded data is transferred to the computer to prepare a detailed drawings by use
of Auto-Cad and further planning of project.
NATIONAL HIGHWAY AUTHORITY OF INDIA
Six Lanning of Barwa-Adda-Panagarh Section of NH-2 From Existing KM 398+240 to KM
521+120 including Panagarh Bypass on the state of Jharkhand & West Bengal under NHDP
phase V on Toll on DBFOT pattern
TBM LIST
SL.
NO.
PILLAR
NO
FINAL
RL
OFFSET SIDE CH REMARKS
1 GPS-P244 244.661 17.4 RHS 398+200
2 GPS-244/R 243.550 23.7 RHS 398+240
3 TBM-398A 243.794 27.3 LHS 398+270
4 P-398/4 (N) 242.042 0 MEDIAN 398+400
5 P-398/6 239.404 28.7 LHS 398+600
6 P-398/8 239.604 31.2 RHS 398+800
7 P-399/0 241.017 24.2 LHS 399+000
8 TBM-399A 242.095 32.0 LHS 399+040
9 P-399/2 242.377 15.8 RHS 399+200
10 P-399/4 250.251 27.3 LHS 399+400
11 P-399/6 248.982 0 MEDIAN 399+600
12 P-399/8 244.735 0 MEDIAN 399+800
13 GPS-400/R 243.062 0 MEDIAN 399+975
14 GPS-400 242.743 0 MEDIAN 400+000
15 TBM-400A 241.988 29.0 LHS 400+185
16 P-400/2 (N) 243.131 0 MEDIAN 400+200
17 P-400/4 242.369 0 MEDIAN 400+400
18 P-400/6 241.559 0 MEDIAN 400+600
19 P-400/8 240.688 0 MEDIAN 400+800
20 TBM-400B 237.707 32.0 LHS 400+950
21 P-401/0 238.981 0 MEDIAN 401+000
22 P-401/2 237.043 0 MEDIAN 401+200
23 P-401/4 236.708 0 MEDIAN 401+400
24 P-401/6 234.368 0 MEDIAN 401+600
25 P-401/8 233.048 0 MEDIAN 401+800

The position of existing building and other structures between 30m from the Proposed Centre
line of the carriageway.

For Construction of structural elements
In the layout of structural elements the surveyor provides the end-points and levels of structure to
be built on the ground by use of both Total- station and Auto level. Total-station is used to place
exact points on the ground in terms of coordinates while Auto-level is used to provide bottom level
of structure so that to guide the site engineer about depth of excavation.
 A surveyor holds a TBM list always with him from which he easily found the nearby TBM on
ground.
 Then he note down the coordinates and reduced level of that TBM and setup his TS by
bisecting towards the TBM.
 Then surveyor has the specification of the structure to be build i.e. N-E coordinates, reduced
levels, bottom level of PCC for structure and final top level of structure etc.
 Then he fix the end / corner points of structure.
 Afterwards he provides the bottom level of the PCC of structure by use of Auto level. When
PCC has laid down then with reference of the fixed points the reinforcement is being cast and
shuttering work is done to raise the structure.
Providing the bottom level for foundation

Providing the proper position of Crash Barrier
Measuring the offset distance of the crash barrier from the nail by Tape
Giving the proper alignment of crash barrier

Details for RCC crash barrier at Ch: 420+250 to 421+070
Chainage
S.R. Inner
edge offset
from PCL
SR Inner
Edge level
PCC bottom
level or CT
BASE-Top
level
PCC top
level or AG
Top level
Crash
barrier top
level
420+250 -12.698 162.244 162.104 162.204 163.024
420+260 -12.664 162.433 162.293 162.393 163.213
420+270 -12.949 162.578 162.438 162.538 163.358
420+280 -13.087 162.718 162.578 162.678 163.498
420+290 -13.172 162.824 162.684 162.784 163.604
420+300 -13.340 162.884 162.744 162.844 163.664
420+310 -13.645 162.943 162.803 162.903 163.723
420+320 -13.520 163.010 162.870 162.970 163.790
420+330 -13.175 163.073 162.933 163.033 163.853
420+340 -13.107 163.091 162.951 163.051 163.871
420+350 -13.162 163.107 162.967 163.067 163.887
420+360 -13.284 163.169 163.029 163.129 163.949
420+370 -13.747 163.280 163.140 163.240 164.060
420+380 -13.522 163.271 163.131 163.231 164.051
420+390 -13.131 163.256 163.116 163.216 164.036
420+400 -13.110 163.296 163.156 163.256 164.076
420+410 -13.239 163.343 163.203 163.303 164.123
420+420 -13.340 163.390 163.250 163.350 164.170
420+430 -13.280 163.425 163.285 163.385 164.205
420+440 -13.251 163.515 163.375 163.475 164.295
420+450 -13.218 163.641 163.501 163.601 164.421
420+460 -13.120 163.792 163.652 163.752 164.572
420+470 -13.138 163.895 163.755 163.855 164.675
420+480 -13.224 163.953 163.813 163.913 164.733
420+490 -13.168 163.969 163.829 163.929 164.749

For Construction of pavement layers
 The layout of each layer i.e. GSB layer, CTSB, CTB, DBM, BC-layers is made on the basis of
offsets that are marked on the existing road pavement at 10 m from the center line at fixed
intervals of 20m.
 From these offsets, the required width of road i.e. main carriageway to be widened and service
road width is measured.
 After measuring the width at the end side of the road, pegs are driven at a distance of 750mm.
 The pegs have also a horizontal steel beam whose length of 250mm. Thus the available distance
is 750-250 = 500mm.
 Now the beam of the pegs is movable as it can be moved up and down.
Adjusting the beam of the peg

 Thus by the use of Auto-level and nearby TBM, the height of beam is maintained to the
required proposed road level.
Pegs with steel wire providing proposed R-level
 Thus pegs are driven at fixed interval of 10m.
 At the end of beam of pegs, a cut is provided on which a steel wire is tied throughout the length
up to layer is to be laid down.
According to the level of steel wire paver machine will be laid down the layer upto a depth of
proposed level of road by its sensor system.
Paver Machine laying WMM layer

ABOUT HIGHWAY
National Highways (NH) are main highways running through the length and breadth of India,
connecting major ports , foreign highways , capitals of large states and large industrial and
tourist centres including roads required strategic movements for the defense of India . The
responsibility of construction and maintenance of national highways was decided to be with
central government.
The surface of the roadway should be stable and non-yielding, to allow the heavy wheel loads
of traffic to move with least rolling resistance. The road surface should also be even along the
longitudinal profile to enable the fast vehicles to move safely and comfortably at the design
speed. The earth road may not be able to fulfil the requirements, especially during the varying
conditions of traffic and the weather changes. Therefor a pavement consisting of superior and
stronger materials is laid over the prepared earth surface which could fulfil all the requirements.
The objective of laying a pavement is to support the wheel loads and to transfer the load stresses
through a wider area on the so subgrade below.
A pavement layer material is considered more effective or superior, if it is able to distribute the
wheel load stress through a large area per unit thickness of the layer.
Highway engineering is the back bone of civil engineering. It helps us in understanding road
phenomena’s i.e., shoulder, slope or camber for draining water, pavement thickness etc. So, during
construction, we need to keep all the parameters in mind otherwise it may leads to severe
discomforts. Therefore the construction of the road is to be done as per the Typical Cross Section
(TCS) approved by the client. One of the Typical Cross Section is, as given below:

PAVEMENT:
A pavement consists of few layers of materials, is constructed over a prepared soil subgrade
to serve as a carriageway. A pavement carries a wheel loads and transfer the load stresses
through a wider area on the soil subgrade. A pavement layer is considered more effective, if
it is able to distribute the wheel load stress through a larger area per unit depth of the layer.
The thickness design for pavement layers for the traffic between 2 and 30 msa is exactly as
per IRC 37-2001.
PURPOSE:
 Load support
 Smoothness
 Drainage
 The surface of roadway should be stable and non-yielding to allow the heavy wheel loads
of traffic to move with least possible rolling resistance.
TYPES OF PAVEMENTS
1. Rigid pavement.
2. Flexible pavement.
RIGID PAVEMENT:
Rigid pavement consist of a cement concrete slab, below which a granular base or sub-base
may be provided. It possess a noteworthy flexural strength and the stresses are not transferred
from grain to grain to the lower layers. . Rigid pavements has the ‘slab action’ and is capable
of transmitting the wheel load stresses through a much wider area below the pavement slab.
FLEXIBLE PAVEMENT:
The flexible pavement consists of the bituminous concrete layer. It possess negligible flexural
strength and transmit the vertical or compressive stresses to the lower layers by grain to grain
transfer through the point of contact in the granular structure.
It consists of the following layers:
1. Subgrade soil
2. Sub-base course
3. Base course
4. Surface Layer

PROPERTIES OF DIFFERENT LAYERS OF PAVEMENT:
1. SUBGRADE LAYER:
It is the native material underneath a pavement crust. It is the integral part of the road pavement
structure as it provides the support to the pavement from beneath. The main function of the
subgrade is to provide adequate support to the pavement and for this, subgrade should possess
sufficient stability under adverse and loading condition. The minimum thickness for subgrade to
be provided is 500mm.
 Before the soil is used as a subgrade, its laboratory test is conducted as per its size, shape,
surface texture, load bearing capacity etc.
 At first, it’s Free Swell Index and composition of silt, clay and sand is determined. If its
swelling value comes below the range of 50% and also content greater Composition of sand
then only it is accepted.
 Further carried out for other tests i.e., max. Dry density, CBR value etc. for its purpose of
use. If the CBR value comes greater than 15%, the soil is used for the purpose of laying out
for the subgrade soil as well as for the embankment construction. And if it’s CBR comes
below 15% then it only used for embankment purpose.
 Sometimes the native soil at the site may be too weak to support a structure, so the soil is
replaced by taking it from other borrows areas conforming the all laboratory tests.

The various borrow areas which are used here for subgrade and embankment purposes are:

2. SUB-BASE COURSE:
These layers are used under the flexible pavement primarily to improve the load supporting
capacity by distributing a load to a finite thickness i.e., 200-250mm.
 In all cases of this layer, the top 100mm thickness of Sub-base is to be porous and act as
drainage layer.
 The thickness of these layers are also evaluated by IRC 37-2001 as per CBR value and
the Average Annual Daily Traffic (in msa).
There are two types of Sub-base layers which are mostly used:
1. Granular Sub-base(GSB):
 The Granular Sub-base layers are made of broken stones, bound or unbound aggregate
or the granular soil with no cementatious quantity.
 It is desirable to use smaller size graded aggregates or soil aggregate mix instead of
large boulder stone. These layers are mainly provided in main carriageway.
The summary test results for GSB layer materials is:
Summary of GSB Mix Design
R-1-GSB-OPTION-2
Grain Size Analysis
I.S. Sieve
(mm)
75 53 26.5 9.5 4.75 2.36 0.425 0.075
Avg % of
Passing
100 94.52 70.77 50.27 39.57 30.70 17.54 6.13
Specification Limit As per MoRT&H Table 400-1 Grading I
Limits 100 80-100 55-90 35-65 25-55 20-40 10-25 3-10
10 % Fines Value Test (IS - 2386, Part IV)
Average Value of 10 % Fines Value
(KN)
79.56 %
Specification Limit As
per MoRT&H Clause
N0401.2,2
WATER ABSORPTION FOR GSB MATERIAL (IS 2386 Part.III)
Average Value Water Absorption (%) 0.73 %
Specification Limit As
per MoRT&H Clause
N0401.2,2

2. Cementatious Sub-base (CTSB):
 The cementatious Sub-base contains 2-3% of cement with proper sizes of Coarse
Aggregates and Fine Aggregates followed by MORTH section 400. In all cases of this
layer, the top 100mm thickness of Sub-base is to be porous and act as drainage layer.
 The thickness of these layers are also evaluated by IRC 37-2001 as per CBR value and the
Average Annual Daily Traffic (in msa).
 The laboratory test to be performed for CTSB layer is :
i. Sieve Analysis Test.
ii. Compressive Strength Test.

3. BASE-COURSE:
Base course is as the most important component of flexible pavement layer which sustain the
wheel load stresses and disperses through large area onto the Sub-Base layer below.
 The Base-Course primarily has the similar function as that of the Sub-Base course
and is provided with superior materials than sub-base course. The function of the
base course vary according to the type of pavement.
 As per MORTH section 400, the aggregates used in base course should have low
Aggregate Impact Value (less than 30 %).
The two main base-course which are used here are:
1. Wet Mix Macadam Layer (WMM): It consists of Coarse Aggregate with size of 40mm,
20mm, and 10mm and the Dust particles with no cement content. These layers are mainly
used for extending main carriage way only. It is laid over the sub base layer by at least two
number of layers each of having 125mm thick.
2. Cementatious Base Course (CTB): CTB is an improved base course treated with cement.
It contents the same size of aggregates as that of WMM in addition 4 to 5% of cement.
Here, these layers are mainly used in the construction of new roads i.e., service road, roads
on the fly over etc.

The summary of the test results for WMM materials are as below:

The laboratory test to be performed for CTB layer is:
i. Sieve Analysis test.
ii. Compressive Strength Test.

PRIME COAT:
 Bituminous prime coat is the first application of a low viscosity liquid bituminous
material over an existing porous pavement surface like the WMM, CTB etc.
 The main objective of priming is to bond the loose material on the existing surface
and to plug in the capillary voids of the porous surface, using a binder of low
viscosity which can penetrates into the voids.
 The bituminous primer is sprayed uniformly using using a mechanical sprayer at a
rate of 6 to 9 kg per 10m2
area, depending on the porosity of the surface. The primed
surface is allowed to cure for at least 24 hours, during which period no traffic is
allowed.
TACK COAT:
 A tack coat is the second application of coating which is applied over the
prime coat. Sometimes a tack coat is applied on the existing bituminous
surface as the first coating without application of prime coat.
 It is usually applied by spraying bituminous material of high viscosity like
the hot bitumen at the rate of 2.5 to 3 kg per 10 m2
area depending upon
the type of the surface.
 The main objective of spraying the tack coat is to make an interface
between DBM and the WMM layer and also to make an impervious layer
of seal coat. It is sprayed at least one hour before laying of DBM layer.
A way of spraying the prime coat

4. SURFACE COURSE:
The two types of Surface course which are used here for the pavement designs are:
1. Dense Bituminous Macadam(DBM)
2. Bituminous concrete
All these mixes consists of mineral aggregates and appropriate bituminous binder, mix in
a hot mix plant and laid in a mechanized paver. The layer thickness, Number of layers
allowed and its purpose for these specifications are as given below:
Specification Purpose Number of
layers
Thickness of each
layer
Dense
bituminous
Macadam
(DBM)
Base/ Binder
Course/ Overlay
for strengthening
Single or
Multiple
50mm-100mm
Bituminous
Concrete (BC)
Wearing Course Single 25mm/40mm/50mm

1. Dense Graded Bituminous Macadam (DBM):
 DBM is the layer just below the surface bituminous concrete.
 As per MORTH section 500, There are two grades of DBM used in the pavement
(i.e., Grade I and Grade II) depending upon the layer thickness of the pavement.

Bituminous Concrete Layer:
 It is the top most layer of the pavement surface with well compacted to form a high
quality pavement surface course.
 It consists of a mixture of Coarse Aggregate, Fine Aggregate, Mineral filler and
Bitumen as per the specification of MORTH section-500.
 The thickness of the bituminous concrete surface layer usually ranges from 25 to 50
mm.

MATERIALS USED:
• Bituminous Content: The different types of bitumen as per IRC:111-2009 used here
for pavement construction are:
 VG40: For DBM.
 PMB, VG30: For BC.
• Course Aggregate: The coarse aggregate shall consists of crushed rock, crushed
gravel or other hard material retained on 2.36 mm sieve. It shall be clean, hard,
durable and free from dust and soft organic and other deleterious substances. The
aggregate should preferably be of low porosity. It satisfy the physical requirements as
specified in IRC: 111-2009 Table-5.
• Fine Aggregate: It shall consist of crushed or naturally occurring mineral, materials
or a combination of two, passing 2.36mm sieve and retained on 0.075mm sieve. No
natural sand will be allowed in the binder and wearing courses and not more than
50% natural sand will be allowed in the base course. The fine aggregate shall be
clean, hard, durable, dry and free from dust organic and other deleterious substances.
The plasticity index of
The fraction passing the 0.425mm sieve shall not exceed 4 when tested in accordance
with IS: 2720 Part-5.
• Filler: Filler shall consist of finally divided minerals such as rock dust, or hydrated
lime or cement approved by engineer. The filler shall be inert material free from
organic impurities and have plasticity index not greater than4. The filler shall be
graded within the limits indicated below:
IS SIEVE (mm) Cumulative % passing by weight of
total aggregate
0.6 100
0.3 95 – 100
0.075 85 - 100

AIMS OF HIGHWAY ENGINEERING IN OUR PROJECT:
 Perfect widening of road from four lane to six lane.
 Reconstruction of existing road.
 Provision of service road.
WIDENING OF ROAD
For the widening of roads, the structural components which are used for the pavement is as below:
 Embankment
 Subgrade
 GSB (Granular Sub-base)
 WMM-1 (Wet mix macadam)
 WMM-2
 DBM (Dense bituminous macadam)
 BC (Bituminous Concrete)
RECONSTRUCTION OF EXISTING ROAD
Existing road is a four lane. It is reconstructed to meet the fulfillment of increased designed wheel
load. During the reconstruction, the layers which are used for the pavement design is as below:
 Embankment
 Subgrade
 CTSB
 CTB
 Aggregate Layer
 DBM (Dense Bituminous macadam)

CONSTRUCTION OF SERVICE ROAD
It is one lane road provided on both sides of main carriageway for diversion of local traffic to the
local areas. During the construction of service road, the layers which are used for the pavement
design are as same as that of reconstruction of existing road:
 Embankment
 Subgrade
 CTSB
 CTB
 Aggregate Layer
STEPS OF CONSTRUCTION
Steps for the widening and reconstruction of main carriageway and construction of
service road:
1. For Widening of main carriageway or construction of service road : Dismantling of local
built up areas is done and then clearing and grubbing to remove vegetation, roots, other organic
matter along the alignment up to bottom width of embankment is made .
2. For Reconstruction of road: The dismantling of existing road pavement by use of breaker
arrangement in the excavator up to the desired depth.
3. Optimum moisture content of OGL (original ground level) is determined by Rapid method,
required water is added and mixed thoroughly. Then soil layer is compacted adequately to
achieve the specified dry density of OGL.

Determination of Optimum moisture content at the Chainage 420+600
4. The selected soil for subgrade in loose condition is spread to the required grade and cross
slope in layers of desired thickness using blade motor grader.
Way of spreading the subgrade layer by blade motor Grader

5. By performing OMC test on this subgrade, the required quantity of water is added and mixed
thoroughly, and then compaction is done by vibratory roller as to meet desired dry density.
Way of spreading water by water tank and then compacting by vibratory roller
6. The dry density of each compacted layer is checked by taking 1 or 2 samples per 1000m2
of
compacted area.
7. The thickness of loose soil layer is kept as 20% more to obtain the desired thickness of soil
subgrade after fully compaction. It should not be less than 500mm.
8. GSB : Granular Sub Base
a) Then the GSB sub-base is spread to uniform thickness and specified cross sectional
slope using a motor grader by adjusting the blade of grader.
b) The moisture content of material is checked and the additional quantity of required
water is added.
c) Then the loose GSB layer is compacted by vibratory roller of static weight 10 tones
with rolling speed is limited to 5 km per hour.
d) Rolling is done starting from the lower edge and proceeded towards the upper edge
of road.
e) Rolling is continued till at least 98% of MDD is received.

9. CTSB/CTB/WMM : Cementatious sub base / Cementatious base course / Wet Mix Macadam
is directly laid down by use of hydrostatic paver sensor machine as given below:
a) Pegs are driven at fixed interval of 10m. At the end of beam of pegs, a cut is
provided on which a steel wire is tied throughout the length up to layer to be laid
down.
b) The reduced level of steel wire is fixed by Auto level as per drawing.
c) According to the level of steel wire, paver machine will be laid down the layer up
to a depth of proposed level of road by its sensor system.

d) The moisture content of material is checked and the additional quantity of required
water is added.
e) Then compaction is done by vibratory roller of static weight 10 tones with rolling
speed is limited to 5 km per hour
.
10. Prime Coat is sprayed uniformly using a mechanical sprayer at a rate of 6 to 9 kg per 10m2
area, depending on the porosity of the surface. The primed surface is allowed to cure for at
least 24 hours, during which period no traffic is allowed.
11. Before laying the DBM layer, a Tack Coat is applied by spraying bituminous material of high
viscosity like the hot bitumen at the rate of 2.5 to 3 kg per 10 m2
area depending upon the type
of the surface.
12. DBM work is to be taken up during dry weather. The receiving surface should be clean and
free from dust.
13. DBM mix is spread using a hydrostatic paver finisher with sensor at specified paving
temperature. Rolling is started in three layers.
1.) Using tandem wheel vibratory roller of dead weight 8 to 10 tones
2.) Intermediate rolling using pneumatic roller (5.6kg/cm2) of 12 to 15 tones.
3.) Finishing rolling with 6 to 8 tones smooth wheel rollers.

14. The compacted density achieved is checked by taking 150 mm core samples, the density
shall be more than 92% of theoretical max density.

15. The final BC surface is laid down by hydrostatic paver finisher with sensor system. During
laying of BC layer 20% extra thickness is kept which will be compacted at the same time by
vibratory roller.
Laying of BC Layer at Chainage 439+980 to 440+500
16. After 24 Hrs, we will check the level what we achieved and relate it from designed level.
RL of the BC layer
17. Traffic is allowed only after bituminous concrete surface has cooled down to the
ambient temperature.

ABOUT STRUCTURES
INTRODUCTION:
Structural engineering is based upon the applied physical laws and empirical knowledge of
the structural performance. It is derived from the latin word “Structra” which means “put
together systematically” so any type of material when systematically arranged to support
the external mass is known as structure. In civil engineering, the load carrying members
when joined together to take several type of loads systematically and safely transfer to the
ground is termed as structure.
Aims of Structural Engineering in Our Project
In our project Barwa-Adda-Panagarh NH2, structural engineering deals with the construction
of Minor Bridges, VUP, PUP, Box Culverts, Pipe Encasing, Retaining walls, laying of RE
blocks etc. A detailed introduction of each of above structure is given below in tabular form:
APCO INFRATECH LTD.
Six-laning of Barwa Adda - Panagarh Section of NH-2 from km 398.240 to km 521.120 including Panagarh bypass in the state of Jharkhand and
West Bengal under NHDP Phase V on Toll on DBFOT pattern
Structures List - Dhanbad section
S
No.
Design
Chainage
Proposed
Strctural
Configuration
Proposed Span LHS RHS Remarks
PUP Detail
1 398+495 6-Lane PUP 1 x 7.00 NC NC
2 399+230 6-Lane PUP 1 x 7.00 NC NC
3 409+088 6-Lane PUP 1 x 10.00 NC NC
4 407+400 6-Lane PUP 1 x 7.00 NC NC
5 417+953 6-Lane PUP 1 x 10.00 NC NC
6 424+500 6-Lane PUP 1 x 10.00 NC NC
RCC Box Culvert Detail
1 398+519 RCC Box 1 x 4.0 x 3.0 RC RC
2 398+786 RCC Box 1 x 3.0 x 3.0 RC RC

3 403+335 RCC Box 1 x 3.0 x 3.0 RC RC
4 407+212 RCC Box 1 x 2.0 x 2.0 RC RC
5 407+422 RCC Box 1 x 2.0 x 3.0 RC RC
6 407+657 RCC Box 1 x 3.0 x 3.0 RHS WD RC
7 408+867 RCC Box 1 x 2.0 x 2.0 RC RC
8 409+060 RCC Box 2 x 3.0 x 3.0 RC RC
9 409+366 RCC Box 1 x 2.0 x 2.0 RC RC
10 411+332 RCC Box 1 x 3.0 x 3.0 RC RC
11 411+391 RCC Box 1 x 4.0 x 4.0 RC RC
12 417+933 RCC Box 1 x 4.0 x 4.0 RC RC
13 421+327 RCC Box 1 x 2.0 x 3.0 RC RC
14 421+497 RCC Box 1 x 2.0 x 2.0 RC RC
15 424+467 RCC Box 1 x 2.0 x 2.0 RC RC
16 427+882 RCC Box 1 x 2.5 x 2.0 RC RC
17 428+025 RCC Box 1 x 3.0 x 2.0 RC RC
Slab Culvert/HPC Detail
1 406+110 Slab Culvert 1 x 2.0 x 4.0 WD WD
11 415+216 Slab Culvert 1 x 2.0 x 2.0 Retain RC
14 416+980 Slab Culvert 1 x 6.0 x WD WD
15 420+789 Slab Culvert 1 x 4.0 x WD WD

22 435+915 HPC 1 x 0.6 LHS WD WD
23 436+129 HPC 1 x 1.0 WD WD
24 436+613 HPC 1 x 1.0 WD WD
25 438+313 HPC 2 x 1.0 WD WD
26 438+604 HPC 2 x 1.0 WD WD
27 438+862 HPC 2 x 1.0 WD WD
28 438+965 HPC 1 x 0.6 LHS WD WD
29 439+370 HPC 1 x 1.0 WD WD
30 439+709 HPC 2 x 1.0 WD WD
31 440+015 HPC 2 x 1.0 WD WD
32 440+095 HPC 1 x 1.0 WD WD
33 440+663 HPC 2 x 1.0 WD WD
34 440+851 HPC 2 x 1.0 WD WD
35 441+012 HPC 2 x 1.0 WD WD
VUP Detail
1 403+440 6-Lane VUP 1 x 12.00 NC NC
2 411+374 6-Lane VUP 1 x 12.00 NC NC
3 413+886 6-Lane VUP 1 x 12.00 NC NC
4 421+400 6-Lane VUP 1 x 12.00 NC NC
5 428+208 6-Lane VUP 1 x 12.00 NC NC
6 433+570 6-Lane VUP 1 x 12.00 NC NC
7 437+774 6-Lane VUP 1 x 1200 NC NC
3-Lane Flyover Detail
1 398+811 3-Lane Flyover 1 x 32.50 + 2 x 16.675 - NC
2 407+538 3-Lane Flyover 1 x 46.00 + 2 x 16.675 - NC
3 408+325 6-Lane Flyover 1 x 46.00 + 2 x 16.675 NC NC
3-Lane Bridge Detail

1 405+340
New 3-Lane
Bridge
1 x 25.940 Retain RC
2 409+876
New 3-Lane
Bridge
15.495 + 15.100 +
15.495
Retain RC
3 415+115
New 3-Lane
Bridge
4 429+968
New 3-Lane
Bridge
2 x 15.495 + 1 x 15.100 Retain RC
5
437+050
New 3-Lane
Bridge
METHODOLOGY OF EXECUTION
Every work is done by following some method and procedure for its perfect completion as required
.The methodology of construction of structure is given below:

RFI
RFI is abbreviated as Request for Inspection. It includes all the necessary specification of
work to be made. It is the main proof of execution of work. Billing and payment is made on
the basis of RFI. It has two modules:
1. RFI Opening
2. RFI Closing
 RFI opening means to make request to the client to visit your site as to inspect the work
which you execute. If he does satisfy then he will permit to proceed to complete the
work.
 After completion of the work, you will have to go towards second module i.e. closing
of RFI that includes the measurement of work has done with attachment of necessary
documentation and sent to the client office for its billing and payment purposes .
Necessary documentation to be attached with RFI are given below:
1. RFI Performa
2. Concrete Pour Card
3. Concrete Measurement sheet
4. Check list For concrete work
5. Reinforcement Measurement Sheet
6. Check List for Reinforcement

SITE CLEARANCE
This work consist of cutting , removing , and disposing off all materials such as trees , bush ,
sherbs , stumps , roots , grass , weeds , top organic soil not exceeding 150 mm in thickness
which in the opinion of the engineer are unsuitable for incorporation in the works . It include
necessary excavation, backfilling of pits resulting from uprooting of trees and stumps to
required compaction, handling and disposal of cleared materials with all lifts and leads.
Machinery used:
1. Excavator
2. Backhoe Loader
3. Dumper
LAYOUT
During the layout of structure the end coordinates points and levels of structure to be built on
the ground is provided. It is a responsibility of surveyor, the detailed procedure of layout is
already discussed in the section of layout of structural elements in which we observed the
bottom ground level of structure foundation and its exact location on the ground in terms of
coordinates.
EXCAVATION
 Excavation is the process of cutting and removing earth including rock from its original
position, transporting and dumping it as a filler material.
 The excavation needed in soil, soft rock or even in hard rock for constructing the sub
structure.
 The depth of excavation is decided on the requirement of foundation bottom level as per
given drawing.

Machinery used:
1. Excavator
2. Breaker
3. Dumper
EXCAVATION FOR ABUTMENT OF MINOR BRIDGE
DISMANTELLING OF HARD ROCK BY BREAKER

PCC LAYING
Plain cement concrete is laid down before constructing foundation. It is laid first and over it
foundation is constructed. It provides a hard and levelled surface for foundation.
 It is used to provide rigid impervious bed to RCC in foundation where earth is soft and
yielding.
Thickness of PCC:
The thickness of PCC is normally kept 150 mm for important work likewise Minor Bridge,
VUP, PUP, flyovers, retaining wall etc. and for crash barrier the thickness of PCC is kept as
100mm.
Material proportions for PCC:
M-15 design mix is used for laying Plain Cement Concrete. The proportions of M-15 design
mix are given below:
Grade of concrete : M-15
W/C : 0.50
Description Material Wt. (in Kg) at
SSD condition for 1m3
Percentage of agg. in
mix
Cement 270.000 -
C.A 20mm 628.590 26.10%
C.A 10mm 742.290 31.90%
Course sand 835.280 42.00%
Water 135.000 -
Admixture 3.780 -

PCC Laying (CH. 412+834)
PCC laying for Frictional Slab (CH. 417+020)

REINFORCEMENT
“Reinforcement is the Skelton of structure”. The tensile strength of cement concrete is just
about 10 percent of its compressive strength so steel bars are used to reinforce cement concrete
in the tension zone of flexural members to compensate for the low tensile strength of cement
concrete .
 The original load carrying capacity of cement concrete is very much increased by providing
additional tensile strength by using steel bars.
 The steel has high strength material as compared to concrete. The compressive yield strength
of ordinary steel bars is about 25 times, the compressive strength of cement concrete and
tensile strength of steel bars is about 70 times the tensile strength of cement concrete.
 Reinforcement if suitably designed and placed, increases the strength of concrete as well as
controls the effect of shrinkage and temperature changes.
GRADE OF STEEL USED HERE – Fe 500D
REINFORCEMENT YARD

Placing of reinforcement at site:
1. Bottom reinforcement for Raft of VUP
Chainage: 433+570
2. Top reinforcement of raft

3. Showing vertical reinforcement of abutment of the minor bridge
4. A closer view of haunch reinforcement in wall

Precaution to be kept in mind while installing reinforcement
 Proper clear cover is provided by cover blocks.
 Check vertical stirrups with proper hook.
 Chairs of minimum 12mm dia. bars should be used.
 Check the numbers of bars as per drawing.
 The provision of lap splices should not be less than 56times of dia. of bars.
 Each bar should be bonded with another by binding wires only.
 All reinforcement should be free from loose rust and coats of paints, oil, or any other substances.
 Proper spacing should be provided as per drawing/BBS.
FORMWORK AND FALSEWORK
Formwork for in-situ concrete may be described as a mould or box into which wet concrete
can be poured and compacted. It is temporary structure in the sense that is erected quickly,
highly loaded for a few hours during the concrete pour and within a few days disassembled for
the future reused.
False work is the horizontal and vertical load bearing members which supports the
formwork.
Component of false work and formwork:
1. Shuttering Plates
2. Soldier
3. Tie-Rods
4. Horizontal props & Vertical props
5. Cap-lock & laser pipe
6. U-Jack
7. Base-Jack

Horizontal / Vertical Props & Shuttering Plates
View of Formwork and Falsework

Form-work and falsework must fulfil the requirements as below:
 Should be strong enough to support load of wet concrete i.e. 2400 kg per m3.
 Must not able to deflect under load, which includes the loading of wet concrete, self-weight and
superimposed loads.
 Must be accurately set out.
 Have well - tight joints.
 Should have bolting arrangement to joint adjacent shuttering plates.
 Having well arrangement of Tie-rods in shoulder.
CONCRETING
Concrete is a mixture of cement, water, fine aggregates and coarse aggregates which when placed in
forms and allowed to cure becomes hard like stone. The hardening is caused by chemical reactions
between water and cement and concrete grown stronger with age. The weight of cement concrete is
24 KN / m 3
.
 It has a poor tensile strength and is liable to crack when subjected to tension. It also give rise to
shrinkage stresses.
 To overcome the tensile stress plain cement concrete is reinforced with steel bars, these will
develop tensile strength in concrete in tension and known as Reinforced Cement Concrete.

Type of Concrete Mix:
The proportion of concrete is done on the basis of design mix. In the design mix concrete the
proportion of cement, aggregates and water are determined by conducting preliminary tests on it for
achieving good durability, strength and economy.
Grade of concrete:
Type of
structure
Minor
Bridge
VUP Box
culvert
Retaining
Wall
Crash
Barrier
Kerb PCC
Grade of
Concrete M-30 M-25 M-25 M-20 M-15
Proportions For Design Mix Concrete
Material Units
M-15
(PCC)
M-20
(PCC)
M-20
(RCC)
M-20
(KERB)
M-25
(RCC)
M-30
(RCC)
M-35
(RCC)
M-40
(RCC)
W/C ratio % 0.5 0.5 0.45 0.5 0.43 0.39 0.38 0.36
Cement Kg 270 280 315 290 340 370 380 410
20mm
Aggregate Kg 628.59 621.82 579 595.88 735.24 730.29 748.21 734.79
10mm
Aggregate Kg 742.29 734.31 684 703.67 581.22 577.31 591.47 580.86
Coarse
Sand Kg 835.28 826.29 870 859.15 799.37 793.28 748.91 735.47
Water Kg 135 140 142 145 146.2 140.6 144.4 147.6
Admixture Kg 3.78 3.92 4.41 1.45 3.74 4.88 4.94 5.33

Transporting and placing of concrete:
The process of carrying concrete mix from the place of its mixing to the final position to deposition is
called transportation of concrete. Transportation of concrete mix is very important because in
transportation, time factor is involved. The mix should be transported as quickly as possible.
The process of depositing the concrete in its required position is known as placement of concrete.
The quality of concrete also depends on the method of placing. If it is not placed properly segregation
will take place.
Machinery used:
1. Boom Placer (Concrete Pump)
2. Transit mixer
3. Needle vibrator
1. Concreting of VUP Raft by Boom Placer (433+570)

2. Pouring of concrete
Precaution during placing of concrete:
 The concrete should not be dropped from a height of more than 1 m to prevent segregation.
 Oiling should be done properly on the internal surface of the steel formwork before placing
concrete so that the concrete may not stick to it.
 After placing each layer of concrete, vibration should be done properly by inserting needle
vibrator vertically at points 0.45 to 0.75m apart to compact the concrete.
 Over vibration should be avoided to avoid segregation.
 During concreting, formwork should not be disturbed.
 The concrete should be kept agitated in truck mixer so that it does not becomes stiff when
transportation is likely to take more time.
 Chute should be used when concrete is to be placed below lower level and must be placed on
a slope sufficient steep to handle concrete of the least slump.
 After 24 hrs deshuttering should be done and curing arrangement is made for at least 7 days.

CURING:
The term 'curing' is used to include maintenance of concrete structures in favorable
environment for the continuation of chemical reactions, i.e. retention of moisture within, or
supplying moisture to the concrete from an external source and protection against extremes of
Temperature.
Curing of raft by ponding and Hassion clothes
Spraying of water on Crash Barrier Curing of the raft of Retaining Wall

A COMPLETE COSTRUCTIONAL PROCESS OF A SRUCTURE
i.e.
 CONSTRUCTION OF BOX CULVERT.
 CONSTRUCTION OF RETAINING WALL.
A. Construction of Culvert with Retaining wall
 Introduction:
Culvert: A culvert is a structure that allows water to flow under a road, or other
obstruction from one side to the other. It may be made of a pipe, reinforced concrete
or other materials.
Retaining Wall: Retaining walls are structure designed to restrain soil to unnatural
slopes. They are used to bound soil between two different elevations.
 Purpose of Use of Culvert:
 To pass the drainage water.
 To pass the cable wire.
 To pass the water supply pipeline.
 Types: In this project, according to the shape, three types of Culvert are used:
1. Slab Culvert 2. Box Culvert 3.Hume Pipe Culvert
Slab Culvert Box Culvert

Hume Pipe Culvert
And two types of Retaining Wall are used:
1. L-Type Retaining Wall 2. Invert T-Type Retaining Wall
L-Type Retaining Wall Invert T-Type Retaining Wall

 Complete Construction of Box Culvert (CH.412+834):
Architectural Drawing:

 Way of Construction:
a. Site Clearance: Cutting , removing , and disposing off all materials such as trees , bush ,
sherbs , stumps , roots , grass , weeds , top organic soil etc. should be removed first.
b. Excavation: Here we are to extend the culvert from the existing culvert, so the mid-point
of the existing culvert is taken out by Tape and according to that, the excavation is carried
out.
It is carried out mechanically by backhoe loader. As the electric wire passes above the
construction, adequate operation were taken to see that the excavator do not touches the
wire. Excavation is carried out providing flat surface. The depth of the excavation is
taken as per the RL of the drawing (i. e., 3.5m) from TBM point of the crash barrier.
During Excavation
After Excavation
Shear Key excavation

There are some points which should be kept in mind at the time of excavation.
o The level of the depth of excavation should be checked by the auto level to avoid the
excess cutting. It helps the structure to be at proper level and minimize the consumption
of concrete.
o The excavation should be done by taking at least one metre greater in length as per the
dimensions of the drawing. It helps to layout the PCC properly and to make the shuttering
easily.
o Bottom of the trench shall be cleaned, free of loose material, rock projection and the
surface should be levelled and moistened uniformly before laying the PCC.
c. Laying of P.C.C. (Plain Cement Concrete): After the completion and labelling, laying
of Plain Cement Concrete is done. A layer of 150mm thick PCC of grade M15 with
100mm projection was made in such a manner that it was not mixed with the soil.
It provides a solid base for the raft foundation and a mix of 1:3:5 that is 1 part of cement
to 3 parts of fine aggregates and 5 parts of coarse aggregate by weight were used in it.
PCC for the Box Culvert (CH. 412+834)

d. Construction of Raft:
i. Bar-binding: The bars for the raft was tied as according to structural
drawing up to the height determined from the framing plan. The proper
binding of the bars gives the sufficient tensile strength to the structure.
ii. Formwork: The shuttering plate is cleaned and oiled properly and then it
is fixed around the raft. At bottom starter, keep shuttering in position and
at top and middle, cover blocks are fixed so that proper cover could be
provided to reinforce. The cover blocks of 75mm & 40mm should also be
placed at the top of the PCC (i.e., below the bottom bars of rafting) and
above the top bars of the raft respectively.
iii. Levelling, Pouring and Compaction of the raft: The exact level of the
raft is marked on the shuttering plate i.e.,300mm from the top of the PCC
with the help of measuring tape and according to that level, the concrete
is poured with the help of pump and pipe. At the end of pipe a flexible
hose is provided so as to facilitate the concrete placing process. Vibrators
are also used to give a good compaction. After pouring, the surface is
made smooth with the help of planner.

iv. Removal of the Formwork: The very next day, the shuttering of
columns is removed.
v. Curing: After the removal of the formwork, the date of raft casted is
marked on it and its surface of concrete is covered with the help of
hassion clothes. The surface of concrete is kept wet for next seven days
by sprinkling water continuously or by ponding.
Curing of the raft by Hassion Clothes and by ponding

e. Construction of other Structures of the Culvert (Side Wall, Top slab and the Retaining
Wall) : The other structures of the culvert are also constructed by same process as the raft
is constructed i.e., from Bar-Binding to Curing.
Binding of the bars Fixing the Shutters
Pouring of Concrete

 Estimation of the Material used:

Bar Bending Schedule

QUALITY-CHECK/QUALITY-ANALYSIS
LABORATORY
INTRODUCTION
 A laboratory provides such a facility in which measurements, experiments and designs are
performed in a controlled conditions so it is a basic need of any engineering project.
 Laboratory tests on materials such as tests on soils used in the field for subgrade purpose, the
aggregates used in various pavement component layers and the bituminous binder and mixes
used in top layers of flexible pavements are very important need for a successful construction.
 Some of the essential field tests which are to be carried out during the construction of
various component layers, are as the part of quality control check and some simple field
tests for structural and functional evaluation of pavements are done in the laboratory.
LABORATORY

LABORATORY TESTS
DAILY PROGRAM REPORT
TEST ON SOIL
 Grain Size Analysis Test
 Free Swell Index
 Atterbergs Limits (Liquid Limit)
 Modified Proctor Compaction Test (Maximum Dry Density)
 California Bearing Ratio
TEST ON AGGREGATES
 Aggregate Impact Value Test
 Fineness Modulus and Sieve Analysis.
 Flakiness and Elongation Indices.
TEST ON BITUMEN
 Standard Penetration Test
 Softening Point Test
 Elastic Recovery Test
TEST ON CEMENT
 Fineness test
 Standard Consistency Test
 Initial and Final Setting Time Test
 Soundness Test
 Compressive Strength Test
FIELD TEST
 Field Dry Density

DAILY LABORATORY PROGRAM
A daily laboratory program is a scheduled program that is made at the beginning of each day by
the assistant manager and passes it to the project manager for its approval. In the laboratory the
daily program aware about what material-designs and tests will be performed on the same day. It
also records the activities are made on that day. One of the daily labouratoy program is as shown
below.

 TESTS ON SOIL
 Grain Size Analysis Test
The soil with greater percentage of Sand gives greater stability to the structure.

 Free Swell Index
.

Atterbergs Limits (Liquid Limit)
Casagrande’s Apparatus

 Modified Proctor Compaction Test (Maximum Dry Density)
MODIFIED PROCTOR TEST MOULD

 California Bearing Ratio Test
CBR Apparatus

TEST ON AGGREGATES
 Aggregates Impact Value Test
Aggregate Impact Value Test Apparatus

 Fineness Modulus and Grain size distribution Test.
a. Course aggregate

a. Fine aggregate

 Flakiness and elongation indices of Course Aggregate
a. To determine the flakiness index of course aggregate.

TEST ON BITUMEN
 Standard Penetration Test

 Softening Point Test

 Elastic Recovery Test
Ductility Testing Machine
Standard Briquette
The elastic recovery of the tested specimen in percent may be computed as:
Elastic Recovery, % = 100(10-X)
10
As per IRC, the requirements of minimum elastic recovery value for different modified binders
are:
Types of Modified Bitumen Elastic Recovery at 15 oC. %
Polymer modified bitumen 50
Natural rubber modified bitumen 30-50
Crumb rubber modified bitumen 50

TEST ON CEMENT
 Fineness Test.
 Standard Consistency Test.
 Setting Time of the Cement
Vicat Apparatus Needle for Std. Consistency, initial &final setting time

 Soundness Test of Cement

 Compressive Strength of Cement
Compressive Testing Machine Mould of the Cement cube

FIELD TEST
 Field Dry Density
MATERIAL EXCAVATED

OTHER IMPORTANT TESTS
The Other Important Tests which are performed are:
1. NATURAL MOISTURE CONTENT TEST.
2. RAPID MOISTURE METER TEST.
3. CORE CUTTER TEST.
4. CONCRETE MIX TRIAL.
5. CONCERETE STRENGTH TEST.
6. SPECIFIC GRAVITY OF CEMENT, SAND, C.A., BITUMEN.
7. BITUMEN EXTRACTION TEST.
8. VISCOSITY TEST OF BITUMEN.
9. WATER ABSORPTION TEST
10. BITUMINOUS MIX TRIAL etc.

INFORMATION ABOUT THE PLANT AND EQUIPMENTS
The Plants, Equipment and the Vehicles used in this project are as below:
 Concrete Mixer Plant: Mixer plant provides the facility to mix the various ingredients
of concrete in required proportions in the order to fulfil the quantities of concrete and
without more lead distance. A concrete plant also known as a batch plant, is a device that
combines various ingredients to form concrete. Some of these inputs include sand, water,
aggregate, fly ash and cement and the Centre of the concrete batching plant is the mixture.
These employ computer aided control to assist in fast, accurate measurement of input
constituents or ingredients, as well as tie together the various parts and accessories for
coordinate and safe operation.
The Bituminous mixer plant is also there for the purpose of mixing the ingredients
for flexible pavement layers i.e., Dense Bituminous Macadam and Surface Course.
Concrete Batching Plant Bituminous Hot Mix Plant

 Immersion or needle vibrators: This is perhaps the most commonly used vibrator.
It essentially consist of a steel tube called poker is connected to an electric motor or a diesel
engine through a flexible tube. The normal radius of action of an immersion vibrator is
0.50 to 1.0m. However, it would be preferable to immerse the vibrator into concrete at
intervals of not more than 600mm or 8 to 10 times the diameter of the poker.
Concrete Vibration Practices
 Before starting a job, be sure to have a spare vibrator ready as a backup plan.
 Don’t over vibrate concrete. Over vibration of concrete will lead to honeycombing
instead of reducing it.
 If you are pouring a low slump concrete, be sure not to under vibrate it, as honeycomb
will also be a problem.
 The vibrator shall be penetrated vertically to maximize its effects.
 Do not over bend the vibrator, it will fail.
 Concrete vibrator shall be hold at least 10 seconds into the concrete mix.
 Every time the vibrator is inserted, its radius of action shall overlap from the previous one.
Remember that every concrete vibrator has its own field of action. It is estimated that the
field of action is four times the vibrator tip diameter.
 The vibrator shall not be turned on outside of the concrete.

Concrete Vibration Benefits:
A good vibrator concrete will offer some benefits such as:
 Have a higher compressive strength.
 A properly vibrated concrete will increase the bonding capacity between concrete and bars.
 Provide a better sealed concrete, it can order drier mixtures that require less cement.
 Offer greater durability.
 Bonding strength between layers of concrete will increase.
 Bar Cutting machine: This machine is used for cutting the bar as per requirement in
large quantities. The machine can do the operation of cutting up to 12nn dia. And for bar
having dia. Greater than 12mm then bar cutter is used.

 Bar Bending Machine: Bar Bending Machine is a semi-automatic, durable fast and
cost effective machine, used for bending reinforcement bars and various form of round
bars. The automatic angle selection permits precise bend at a preset angle making it one
step bending process for various forms of bends and stirrups. Bar Bending Machine is easy
to use; the machine can be operated by a layman with minimal experience.
 Transit mixer: It is used to transport the concrete from the place of production to the
site. Nominal capacity of transit mixture is 6m3
and total geometric volume is used for
transporting the concrete from batching plant directly to the place where it is to be poured.
It has a wide range of application especially for mass concreting works like high rise
building construction and Dams and airports etc. The angle of drum is 150
and drum speed
varies from 0-14 rpm. It optimized the position of spiral ensures maximum discharge of
concrete. Weight of mixer is varies from 2500 kgs-3760 kgs. At our site there are 8 no of
transit mixer which are used in different pocket.

 Excavator: Excavators are heavy construction equipment consisting of a boom, dipper,
bucket and cab on a rotating platform known as house. These are used for digging of
trenches, holes, foundations, material handling, general gradding or landscaping etc.
 Hydra (Cranes): These are used in taking off heavy objects and also to transport them
from one to other place at the site. A crane is a lifting machine that principally works with
the use of pulley and cable. For the construction industries, cranes are valuable assets
because they make working with heavy machinery and construction material easy. The
invention of cranes made things easy for mankind because without loading, unloading and
lifting had to be done by human hands, would consume more time, and the entire system
was not efficient at all.

 Paver: A paver is a piece of construction equipment used to lay asphalt on road, bridges
and other such places. It lays the asphalt flat and provides minor compaction before it is
compacted by roller.
 Road Roller: A road roller is a compactor type engineering vehicle used to compact soil,
gravel, asphalt in the construction of roads and foundation.

 Motor Grader: A grader is a machine with a long blade used to create a flat surface.
Grader are commonly used in the construction and maintenance of dirt roads and gravel
roads. In the construction of paved roads they are used to prepare the base course to create
a wide flat surface for the asphalt to be placed on.
 Water Tank Truck: These are used in highway construction for many purposes:
 For compaction of layers.
 For dust control.
 For curing the structure by spraying water etc.

 Loader: A loader is a type of tractor, usually wheeled, sometimes on tracks, that has a
front-mounted square wide bucket connected to the end of two booms(arms) to scoop up
loose material from the ground, such as dirt, sand or gravel and move it from one place to
another without pushing the materials across the ground. It is also used to load and transport
the coarse and fine aggregate to the hopper of the batching plant.
 Dumper: A Dumper is a motor vehicle used to transport the WMM, CTSB, GSB, Surface
course material etc. for the construction of pavement layers.

 Concrete Pump Vehicle (Boom Placer): A concrete pump is a machine used for
transferring liquid concrete by pumping. It helps to cast the concrete structure to those
places where there is not easily be accessible.
 Crusher Machine: It is a machine used to crush the bigger stone to smaller size. These
smaller sizes of aggregates are used for constructional purpose. These crusher machine
gives a size of 40mm, 20mm, 10mm of aggregates and dust.

 Kerb Laying Machine: Kerb laying machine are used to design the Kerb at the side end
of the pavement. It consists of an L-type or I-type steel kerb mould, bucket and the sensor
machine. The sensor machine is first adjusted to a proper level and then concrete is placed
on the bucket with the help of Transit Mixer, the mould will automatically give the concrete
as the shape of L-type or I-type kerb.
Front view with kerb mould Side view with concrete bucket
The other machines used here, are:
Used for spraying Prime Coat or Tack Coat
ZEEP:
Used for transporting labours and for inspection purpose

SAFETY MEASURES AND COMPAIGN
In Civil Engineering Construction project, accidents cannot be avoided. A mishap can happen
any time and unexpectedly during construction. About 80 percent of accidents are mainly
caused due to unsafe practices and shear negligence of the workers. Safety measures are
necessary to motivate and encourage the workers to work at the given site or industry without
any fear, tension or worry in mind about his security of life. Good safety measures are essential
to increase the output of work by generating safety free environment sense of contentment
among the workers.
Safety measure can be efficiently handled by properly educating and training workers about
the safe rules and their importance. It is the foremost duty of construction management to
appoint separate safety engineer to undertake safety measure and to prevent the occurrence of
accidents. The causes of accidents should be properly investigated and suitable measures
should be adopted to control these accidents. Thus, safety measures help in;
 Reduced worker’s compensation claims.
 Reduced expenses related to injuries and illnesses.
 Reduced absenteeism and lower employee complaints.
 Loss of life and increased productivity.
 Improved employee morale and satisfaction.
 Reduction of hidden cost and reduced insurance cost.

Personal Safety
 Wear protective equipment like safety helmet, safety jacket and safety footwear at
construction site.
 Do not drink or take drugs while working.
 Pay attention to personal hygiene.
 Do not play in the workplace.
 Report to your supervisor immediately if you notice any unsafe act.
Safty shoes during concreting

Public Safety
Pay attention to public safety. Members of the public are often unaware of or do not understand
the work carried out on construction sites and the hazards involved.
The Proper Sign Board with Red Band and Crash Barrier for the safety movement of vehicles
Safety stand Barriers provided near a service road construction

Safety stands barriers provided near a culvert construction Ch.411+752
A safety Sign Board provided near the highway

Safety Campaign
 An organized movement launched by an enterprise or construction firm to advocate the
safety rules and regulations among its workers so to reduce the number of accidents is
termed as safety campaign. The following points should be kept in mind for launching
safety campaign.
 The safety campaign must be placed under the charge of a very competent, experienced
and able manager, who may be termed as Safety Director.
 The worker should be frequently addressed in a small group in their language or easy
accessible language to explain about safety rules.

Awareness of safety to the labourers

Do’s and Don’ts
Constructional work should be displayed in bold letter along with diagram on chart paper or
Borads.
Advertisement films, Documentaries and CD should be shown to the workers on off days,
explaining about the need for safety measures.
Training in first-aid should be provided to workers and supervisors for treating minor cuts and
injuries.
Safety journals should be brought about by the concerned management and distributed free of
cost to the workers.

Overall Benefits of Training
Industrial Training is a class held at site to provide an enhanced understanding of the outside
working environment before the student graduation. Student of engineering and other fields
also take this practice. The main aim of this practice (industrial training) is to teach students
how to communicate professionally, to hone practical skills they learned, to upgrade the
theoretical knowledge, to improve their leadership skills and team playing skills etc. I have
acquired much knowledge in different areas. The experience gained will be helpful in
professional life ahead.

Work ethics and related issues
The concept of the work ethics may be summarized as the overall quality in one’s behavior
towards appreciating the process of work flow and performing rather well on the job so that
this work will not be jeopardized in the long run. During my training program, I could say that
I have managed to do my side of the job description with a high spirit and enthusiasm so that
there was a smooth flow of activities both in the office and on construction site. Work ethics
involve such characteristics as honesty, responsibility, reliability, accountability and etc.
Punctuality is one of the major issues that could be raised when talking about work ethics and
on my side I tried to meet this criterion by going to the site in time so that there would not be
any delay on the activities planned for that day. The behavior that one shows towards his peers
and colleagues is also one manifestation of the concept of work ethics. Personally, I always
respected and gave priority to the employees of the company. Elements of work ethics that
worth mentioning are: - punctuality, honesty, reliability, office discipline, corporation and
responsibility.

Conclusion
The entire period of Industrial Training has given me a good & important practical exposure
of construction work. At the end of the Industrial Training under Construction Company
APCO Infratech Pvt. Ltd, I feel myself better equipped and ready to face the field problems
related to Civil Engineering works. In these three months, I have learnt how to deal with
Authorities and workers under supervision and I have become familiar with the fact that the
field work is much difficult from theoretical knowledge. But until you don’t have the
theoretical knowledge, the practical work is very difficult to carry-out and understand.
Working with the experienced engineers has enhanced my technical skills to a great extent for
which I am grateful to them. Their professional approach towards work is appreciable.
The training has provided me with much needed field exposure to shape up my thinking in a
better way as a professional making me a lot more capable to face the challenges of life.

References and Bibliography
Test include the details carried out through the Site engineers, Supervisors, labours and the lab
manual book.
Drawings shown above are made on AUTO CAD 2007
Images shown in the report are self-clicked images at various locations
MORTH & IS CODES
Civil construction books
Wikipedia

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