A TRAINING REPORT

submitted in partial fulfillment of the requirements

for the award of degree of

BACHELOR OF TECHNOLOGY

(Civil Engineering)

SUBMITTED TO

RAJASTHAN TECHNICAL UNIVERSITY,KOTA

SUBMITTED BY

NARENDRA NAGAR

UNIVERSITY ROLL NO-13ESKCE072

COLLEGE ID-21309

E-MAIL ID-narendranagar1995@gmail.com

III B.TECH VII SEMESTER(2013-17)

SWAMI KESHVANAND INSTITUTE OF TECHNOLOGY

MANAGEMENT AND GRAMOTHAN

AUGUST 2017

A TRAINING REPORT

submitted in partial fulfillment of the requirements

for the award of degree of

BACHELOR OF TECHNOLOGY

(Civil Engineering)

SUBMITTED TO

RAJASTHAN TECHNICAL UNIVERSITY,KOTA

SUBMITTED TO SUBMITTED BY

AJAY MANDARWALIA NARENDRA NAGAR

13ESKCE072

SWAMI KESHVANAND INSTITUTE OF TECHNOLOGY

MANAGEMENT AND GRAMOTHAN

AUGUST 2017

ACKNOWLEGEMENT

It is a great pleasure for me to prevent this training report .I would be an undoing my job if don’t thank to everyone who helped me starting this report. First and foremost I would like to thank MR. AMIT AGARWAL, RESIDENT ENGINEER, RHB,DIV-5 who support me through inspiring towards this report. He had provided me a nice industrial experience.Secondly, I am no less grateful to the other employees and members of the department for their kind co-operation and spontaneous response.

1

ABSTRACT

NAME OF THE PROJECT CONSTRUCTION OF ROAD

CONSTRUCTER RAJASTHAN HOUSING BOARD, JAIPUR

RESIDENT ENGINEER MR. AMIT AGARWAL

LOCATION OF THE SITE HALDI GHATI MARG ,PRATAP

NAGAR, JAIPUR

TOTAL LENGTH 3.34 KM

PROJECT DETAILS CONSTRUCTION /STRENGTHENING OF

SERVICE LANE,HALDI GHATI MARG ZONE I

DATE OF STARTING TRAINING

23-05-2016

DATE OF COMPLETING TRAINING

23-07-2016

DURATION OF PROJECT 2 YEARS

DURATION OF TRAINING 60 DAY’S

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CONTENT

Chapter

1. INTRODUCTION

2. ROAD

3. SPECIFICATION OF ROAD

4. DEVELOPMENT &TYPE OF ROAD

5. GEOMETRY OF ROAD

6. PROCEDURE OF PAVMENET CONSTRUCTION

7. TEST DURING ROAD CONSTRUCTION

8. REFRENCE

Page no.

7-8

9-10

11

12-14

15-24

25-30

31-39

40

4FIGURE CONTENT

FIGURE PAGE NO.

FIG 1 13

FIG 2 13

FIG 3 15

FIG 4 16

FIG 5 16

FIG 6 17

FIG 7 19

FIG 8 19

FIG 9 20

FIG 10 20

FIG 11 21

FIG 12 23

FIG 13 24

FIG 14 26

FIG 15 26

FIG 16 27

FIG 17 28

FIG 18 29

FIG 19 32

FIG 20 34

FIG 21 34

FIG 22 35

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CHAPTER 1

INTRODUCTION

About organization :

The Rajasthan Housing Board was established on 24th Feb, 1970 by promulgation of an RHB Act No. 4, of 1970 (received the assent of The Governor on the 18th day of April, 1970) by the Government of Rajasthan as an autonomous body to provide for measures to be taken to deal with & satisfy the need of Housing accommodation in State of Rajasthan. The

Board consist of a chairman, appointed by The State Government and of six non official members, nominated by The Government and official Members-Principal Secretary to Government (UDH), Secretary to Government (Finance), Chief Town Planner, Rajasthan and the Housing Commissioner of the Board.

Now it take the tender of road in front of housing board house to provide flexible road facilities to the customers or people of residential of housing board’s house

About the location of site :

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Site location is Haldighati Marg from haldighati gate to Mahal road junction . it is divided in three zone

I. Zone - 1 (from pratap circle to mahal road junction ) II. Zone - 2 (from panadhay circle to pratap circle )

III. Zone - 3 (from haldighati main gate to panadhay circle )

Figure : A top plan of road

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CHAPTER 2

ROAD

Road transportation is the only mode which caters for movement of passengers and goods independently right from one place origin up to the destination of any trip

In other words road is a thoroughfare, route, or way on land between two places that has been paved or otherwise improved to allow travel by foot or some form of conveyance, including a motor vehicle, cart, bicycle, or horse.

The other modes of transportation (railway, water way, air way) have to depend on transportation by road service to and from respective terminals. Therefore road network is essential to serve as feeder system for all other modes of transportations.

Thus it is necessary to develop a well planned road network throughout the country so as to serve both as independent transportation system and also as a feeder transport for three modes of transport.

Roads offer complete freedom to the road users to make use of the roadway facilities at any time convenient to them or to move the vehicle one lane of road to the adjoining one and one road to anther road according to need.

For a balanced development of country it is essential to provide well planned network connecting all towns and villages. It is essential to provide road link between market and villages. The prosperity around the urban areas alone does not reflect the economy and living condition of people of the country .

Overall economy progress can be achieved, only if reasonably adequate transport facilities are made available between the villages and other districts head quarters and commercial centers.

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This is only possible when provided a well planned network of all weather roads in the rural areas which are maintained in good condition.

Developing countries have to upgrade the road transportation to higher level, both in terms of length and quality as to meet the demand which is being generated by development plans.

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CHAPTER 3

SPECIFICATION OF ROADS

In the year 2000, around 40 per cent of the 825,000 villages in India lacked all-weather access roads. This constrained economic activities and access to essential services. Nearly 74 per cent of India’s rural population, constituting the majority of India’s poor, were not fully integrated into the national economy.

The rural roads sector, which is a State subject, also lacked adequate planning and management due to poor coordination between multiple funding streams and agencies. Investing in rural roads was given low priority and viewed in isolation from the need for State and National Highways.

ROAD NETWORK : -

India has a road network of over 4,236,000 kilometers (2,632,000 mi) in 2011, the third largest road network in the world. At 0.66 km of roads per square kilometers of land, the quantitative density of India's road network is similar to that of the United States (0.65) and far higher than that of China (0.16) or Brazil (0.20). However, qualitatively India's roads are a mix of modern highways and narrow, unpaved roads, and are undergoing drastic improvement. As of 2008, 49 percent about 2.1 million kilometers. India in its past did not allocate enough resources to build or maintain its road network. This has changed since 1995, with major efforts currently underway to modernize the country's road infrastructure.

According to 2009 estimates by Goldman Sachs, India will need to invest US$1.7 trillion on infrastructure projects before 2020 to meet its economic needs, a part of which would be in upgrading

India's road network. The government of India is attempting to promote foreign investment in road projects by offering financial incentives.

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CHAPTER 4

DEVELOPMENT AND TYPES OF ROADS

The oldest mode of travel obviously was on foot track. Animal were also used to transport men and materials. Later simple animal drawn vehicles were developed and this become common and popular mode of transportation for a very long period.

Roman road During the roman road civilization many road were built of stone blocks of considerable thickness.The main feature of roman roads are :1. They are built straight regardless of gradients.2. The soft soil was excavated and removed till hard stratum reached.3. Total thickness of the construction was high as 0.78 meter to 1.2 meter

MATCALF METHOD :John Metcalf was engaged on road construction work in England during the period when Tresaguet was working in France . Metcalf was responsible for the construction of 290 km. road in the northern England.

TELFORD METHOD :Thomas Telford began his work in early 19th century. He insisted on providing the definite slope on top surface of pavement by varying the foundation thickness of stones.

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Figure : 1 pattern of Telford method

A level sub grade was prepared to a width of about 9 m. large foundation stone thickness up to 17cm to 22 cm. The central portion of about 5.5 meter width was covered with two layer of angular broken stones to compacted thickness of 10 cm . A 4 cm. thick gravel surfacing was laid on the top with a cross slope about 1 in 45 .

MACADAM METHOD OF CONSTRUCTION :John macadam put forward an entirely new method of road construction as compared to all pervious method.

Figure : 2 cross section of macadam’s construction

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TYPES OF ROADS :

The road classified into two categories :

All weather roads Fair weather roads

ROAD CLASSIFICATION :

The Nagpur road plan classified into five categories :

i. National Highway (NH)ii. State Highway (SH)

iii. Major District Road (MDR)iv. Other District Road (ODR)v. Village Road (VR)

National Highway are main highway running through the length and breadth of India , connecting major ports, foreign highways , capital of large state and large industrial and tourists centre including road required for strategic movement for the defense of India.

State highway roads of a state connecting the national highways of adjacent state , district head quarters and important cities .

These are important roads within a district connecting areas of production with markets and connecting these with each other or with the State Highways & National Highways. It also connects Taluka headquarters and rural areas to District headquarters within the state.

Other District road are roads serving rural areas of production and providing them with outlet to market to centre , taluka head quarters , block development head quarters or other main roads.

Village roads are roads connecting villages or group of villages with each other to the nearest road of a higher category.

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CHAPTER 5

GEOMETRY OF ROAD

Geometry design of a highway deals with the dimension and layout of visible features of the highway such as horizontal and vertical alignment ,sight distance and intersection. The geometry of highway should be designed to provide the efficiency in traffic operation with maximum safety at reasonable.

ELEMENT OF CROSS SECTION :

Figure: 3 cross section of Haldighati Marg

1. CARRIAGE WAY : - A carriageway generally consists of a number of traffic lanes together with any associated shoulder, but may be a sole lane in width (for example, a highway off ramp). Width of the carriage way or the width of the pavement depends on the width of the traffic lane and number of lanes. Width of a traffic lane depends on the width of the vehicle and the clearance. Side clearance improves operating speed and safety. The maximum permissible width of a vehicle is 2.44 and the desirable side clearance for single lane traffic is 0.68 m. This require minimum of lane width of 3.75 m for a single lane road

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However, the side clearance required is about 0.53 m, on either side and 1.06 m in the center. Therefore, a two lane road require minimum of 3.5 meter for each lane .

Figure : 4 cross section of road

2. CAMBER : -

Camber or cant is the cross slope provided to raise middle of the road surface in the transverse direction to drain off rain water from road surface. The objectives of providing camber are: Surface protection especially for gravel and bituminous roads Sub-grade protection by proper drainage Quick drying of pavement which in turn increases safety

Figure : 5 camber and kerb

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3. KERB : -

Kerb indicate the boundary between the carriage way and the shoulder or islands or footpaths. Different types of kerbs are : Low or mountable kerbs : This type of kerbs are provided such that

they encourage the traffic to remain in the through traffic lanes and also allow the driver to enter the shoulder area with little difficulty. The height of this kerb is about 10 cm above the pavement edge with a slope which allows the vehicle to climb easily. This is usually provided at medians and channelization schemes and also helps in longitudinal.

Semi-barrier type kerbs : When the pedestrian traffic is high, these kerbs are provided. Their height is 15 cm above the pavement edge. This type of kerb prevents encroachment of parking vehicles, but at acute emergency it is possible to drive over this kerb with some difficulty.

Barrier type kerbs : They are designed to discourage vehicles from leaving the pavement. They are provided when there is considerable amount of pedestrian traffic. They are placed at a height of 20 cm above the pavement edge with a steep batter.

Figure :6 photo of kerb at near pratap circle

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At the site we make the kerb of 30 cm height and 15 cm width with the concrete with help of paver machine.

4.DRAINAGE : -

Drainage is the natural or artificial removal of surface and sub-surface water from an area. The internal drainage of most agricultural soils is good enough to prevent severe water logging (anaerobic conditions that harm root growth), but many soils need artificial drainage to improve production or to manage water supplies.

We construct the drainage for the rain water at side of the road

Dimensions of drainage Height -2meter

Width – 1.5 meter

Thickness of wall – 20 cm

Spacing between steel bars – 15 cm

Thickness of cover – 25 mm

Shape of drainage – U

Drainage roof thickness – 20cm

At the junction thickness of roof – 30 cm

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Figure : 7 cross section of drainage

Figure : 8 spacing between steel bars and shuttering

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Figure : 9 pouring of concrete in wall

Figure : 10 counting of steel bars

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Figure : 11 curing after construction

5. SHOULDER : -

Shoulders are provided along the road edge and is intended for accommodation of stopped vehicles, serve as an emergency lane for vehicles and provide lateral support for base and surface courses. The shoulder should be strong enough to bear the weight of a fully loaded truck even in wet conditions. The shoulder width should be adequate for giving working space around a stopped vehicle. It is desirable to have a width of 4.6 m for the shoulders. A minimum width of 2.5 m is recommended for 2-lane rural highways in India.

6. ROAD MARGIN : -The portion of the road beyond the carriageway and on the roadway can be generally called road margin. Various elements that form the road margins are given below.

7. SERVICE ROAD : - Service roads or frontage roads give access to access controlled highways like freeways and expressways. They run parallel to the highway and will be

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usually isolated by a separator and access to the highway will be provided only at selected points. These roads are provided to avoid congestion in the expressways and also the speed of the traffic in those lanes is not reduced.

Here according to plan service lane will be construct both side of 3 meter

8. FOOT PATH : - Footpaths are exclusive right of way to pedestrians, especially in urban areas. They are provided for the safety of the pedestrians when both the pedestrian traffic and vehicular traffic is high. Minimum width is 1.5 meter .Here drainage top can be use as footpath by pedestrian and width of foot path is 2 meter

.

Figure : 12 drainage roof use as footpath

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9. TRAFFIC LANE : -

Traffic lane are the surface of road on which vehicle move from one place to other place

Here the three lane road and width of total lane is 11 meter .

Figure : 13 planed traffic lane with dimension of one side road

10. RIGHT OF WAY : -

Right of way (ROW) or land width is the width of land acquired for the road, along its alignment. It should be adequate to accommodate all the cross-sectional elements of the highway and may reasonably provide for future development. To prevent ribbon development along highways, control lines and building lines may be provided. Control line is a line which represents the nearest limits of future uncontrolled building activity in relation to a road. Building line represents a line on either side of the road, between which and the road no building activity is permitted at all.

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CHAPTER 6

PROCEDURE OF PAVEMENT CONSTRUCTION

Based on the structural behaviour, road pavement are classified into two categories :

1. Flexible pavement

2. Rigid pavement

FLEXIBLE PAVEMENT :

Flexible pavement are those , which on the whole have low or negligible flexural strength and are rather flexible in their structural action under the load.

The flexible pavement layer may reflect the non recoverable as well as recoverable deformation of the lower layer including the sub grade on the upper layer and also to the pavement surface .

The vertical component stress is maximum on the pavement surface directly under the wheel load and is equal to the contact pressure under the wheel. Due to the ability of flexible pavement layers distributes the compressive stress to a larger area in the shape of truncated cone ,the compressive stress decrease at the lower layers.

Therefore by taking advantage of distribution of stress of characteristics of the flexible pavement layer , the ‘pavement layer system concept’ was developed

The pavement layers are following :

I. Sub gradeII. River sand

III. Sub base (G.S.B.)IV. Base course (W.M.M.)V. Bituminous layer

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Figure : 14 cross section of pavement layer

Figure : 15 nomination of pavement layers

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There was a old road but bed soil of road was black cotton soil , so there was water logging problem .

Road was excavated till the natural soil bed and then change the soil.

We use yellow soil to the natural bed soil.

I. Natural soil : we remove the black cotton soil and use the yellow soil which is import from other location and laid the soil layer of thickness of 300 cm. Then we compact the layer with the vibrator roller till the effective density which we want to gain. Level the surface and do proper leveling according to plan .Now we do the soil test on the soil –

CBR TEST SOIL DENSITY TEST MOISTURE TEST

Figure : 16 natural soil bed

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II. SAND LAYER :We laid the layer of sand on the natural soil layer of the thickness 150 cm and the sand bed is level by the grader. Sand is taken from the BANAS river which is near the tonk.

III. G.S.B. :The granular base course is considered as the most imp component of flexible pavement layer which sustain the wheel load stress and disperse through larger area on the GSB layer below Good quality coarse aggregates are used in the GSB layer of flexible pavement As per the ministry of Road Transport & Highway , Gov. of India , the aggregates used in the base course should have low aggregates Impact value (less than 30 % ) and low Los Angles abrasion value(less than 40%). On site we laid the GSB layer and compact the layer with vibrator with proper leveling and slope.Then cone the field test density test by sand replacement

Figure : 17 Bed of G.S.B.

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IV. BASE COURSE :

Aggregates used are of the smaller sizes, varies between the 4.75 mm to 20 mm sizes and the binders(stone dust or quarry dust having PI(Plasticity Index) not less than 6%) are premixed in a batching plant or in a mixing machine. Then they are brought to the site for overlaying and compaction.

The PI(plasticity Index) of the binding material is kept low because it should be a sound and non plastic material. If the plasticity index is more then there are the chances of the swelling and more water retention properties. So this value should be kept in mind.

We use the grader and spread the WMM on the GSB layer and then do leveling and compact the WMM with vibrator. Thickness of the layer was 150cm

Figure :18 WMM layer

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V. BITUMINOUS LAYER :The binder course surface prevent the entry of surface water into the pavement layer during the rain and thus protects the base course and other layer below. The bituminous surfacing serves as a binder course for the traffic and provide the strength to the pavement and prevent from the rain water .

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CHAPTER 7

TEST DURING ROAD CONSTRUCTION

1. Testing of soil - testing of soil is compulsory for measuring the bearing capacity of soil . these are the test of soil

C.B.R { California bearing ratio } O.M.C { optimum moisture content } M.D.D { moisture dry density }

I. California bearing ratio (CBR) :- CBR is a penetration test for evaluation of the mechanical strength of road sub grades and base courses. It was developed by the California Department of Transportation before World War II.The test is performed by measuring the pressure required to penetrate a soil sample with a plunger of standard area. The measured pressure is then divided by the pressure required to achieve an equal penetration on a standard crushed rock material. Soils for civil engineering purposes : Part 4, Compaction related tests.The CBR rating was developed for measuring the load-bearing capacity of soils used for building roads. The CBR can also be used for measuring the load-bearing capacity of unimproved airstrips or for soils under paved airstrips. The harder the surface, the higher the CBR rating. A CBR of 3 equates to tilled farmland, a CBR of 4.75 equates to turf or moist clay, while moist sand may have a CBR of 10. High quality crushed rock has a CBR over 80. The standard material for this test is crushed California limestone which has a value of 100.

CBR

CBR [%]

P Measured pressure for site soil [N/mm2]

Ps Pressure to achieve equal penetration on standard soil [N/mm2]

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Figure : 19 CBR test equipment

PLANNING AND ORGANIZATION : -

Equipments and tool required.

1. Cylindrical mould with inside diameter 150 mm and height 175 mm, provided with a detachable extension collar 50 mm height and a detachable perforated base plate 10 mm thick. 

2. Spacer disc 148 mm in diameter and 47.7 mm in height along with handle. 

3. Metal rammers : Weight 2.6 kg with a drop of 310 mm (or) weight 4.89 kg a drop 450 mm. 

4. Weights : One annular metal weight and several slotted weights weighing 2.5 kg each, 147 mm in diameter, with a central hole 53 mm in diameter. 

5. Loading machine : With a capacity of atleast 5000 kg and equipped with a movable head or base that travels at an uniform rate of 1.25 mm/min. Complete with load indicating device. 

6. Metal penetration piston 50 mm diameter and minimum of 100 mm in length. 

7. Two dial gauges reading to 0.01 mm. 

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8. Sieves : 4.75 mm and 20 mm I.S. Sieves.

9. Miscellaneous apparatus, such as a mixing bowl, straight edge, scales soaking tank or pan, drying oven, filter paper and containers. 

II. Field density test :- The site where the field density test is to be conducts is cleaned and leveled using a scrape for an area of about mm square . the metal tray central hole is placed on the prepared surface . using this central hole as pattern the soil/material is excavated using a dibber or a trowel up to a required depth and the loose material removed is carefully collected in the metal container and is weighed = W . the sand pouring cylinder is refilled with sand such that its weight is again W1 the metal tray central hole is removed and the sand pouring cylinder is placed centrally over the excavated hole. The shutter is opened till the sand fills the excavated hole and the cone completely and there is no further movement of sand in the cylinder. The shutter is closed and the cylinder is weighed again = W4 so that the weight of sand filling the excavated hole = Wd can be found

The moisture content of the excavated soil w% is determined by taking a sample of soil from it in a moisture content dish ,weighing, drying in oven at 110°c and re-weighing alternative. The moisture content (w%) is determined by placing the entire excavated soil collected from the hole ( of weight W) in the oven and finding its dry weight = Wd

The above steps for the determination of the weights of excavated soil, the weight of the sand filling the hole and the weight of sample for the moisture content determination are repeated at least three times and the average values taken for the determination of field density ( wet and dry ) values.

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Figure : 20 moisture test content meter

Figure : 21 sand replacement34

Figure : 22 weighing machine

III. MOISTURE-DRY DENSITY RELATION (COMPACTION) TEST : -

Purpose:-

This laboratory test is performed to determine the relationship between the moisture content and the dry density of a soil for a specified compactive effort.

Equipment:

Molds, Manual rammer, Extruder, Balance, Drying oven, Mixing pan,

Trowel, #4 sieve, Moisture cans, Graduated cylinder, Straight Edge.

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Test Procedure:

Depending on the type of mold you are using obtain a sufficient quantity of air-dried soil in large mixing pan. For the 4-inch mold take approximately 10 lbs, and for the 6-inch mold take roughly 15 lbs. Pulverize the soil and run it through the # 4 sieve.

Determine the weight of the soil sample as well as the weight of the compaction mold with its base (without the collar) by using the balance and record the weights.

Compute the amount of initial water to add by the following method:

(a) Assume water content for the first test to be 8 percent.

(b) Compute water to add from the following equation:

Measure out the water, add it to the soil, and then mix it thoroughly into the soil using the trowel until the soil gets a uniform color

Assemble the compaction mold to the base, place some soil in the mold and compact the soil in the number of equal layers specified by the type of compaction method employed

The soil should completely fill the cylinder and the last compacted layer must extend slightly above the collar joint. If the soil is below the collar joint at the completion of the drops, the test point must be repeated.

Carefully remove the collar and trim off the compacted soil so that it is completely even with the top of the mold using the trowel. Replace small bits of soil that may fall out during the trimming process

Weigh the compacted soil while it’s in the mold and to the base, and record the mass determine the wet mass of the soil by subtracting the weight of the mold and base.

Remove the soil from the mold using a mechanical extruder and take soil moisture content samples from the top and bottom of the specimen .Fill the moisture cans with soil and determine the water content.

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Place the soil specimen in the large tray and break up the soil until it appears visually as if it will pass through the # 4 sieve, add 2 percent more water based on the original sample mass, and re-mix as it.

38CHAPTER 8

REFRENCE

Wikipedia for the introduction of Rajasthan Housing Board. Soil mechanics book by K.R. ARORA for the test of soil. Transportation book by S.K. Khanna and C.E.G Justo. Search engine Google for the data and picture. Rajasthan housing board data book for some data.

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