Visvesvaraya Technological University

Belagavi, Karnataka - 590 018

An Internship Report On

“CONSTRUCTION OF RIGID PAVEMENTS ROAD”

Taken at
PUBLIC WORKS DEPARTMENT, TAWANG ARUNACHAL PRADESH

Bachelor of Engineering in Civil Engineering

Submitted by

SONAM TSOMU
(4SH17CV045)

Under the Guidance of

Mrs. Rashma Jain

Department of Civil Engineering

SHREE DEVI INSTITUTE OF TECHNOLOGY

Kenjar – 574142, Mangalore, D.K., Karnataka.
 SHREE DEVI INSTITUTE OF TECHNOLOGY
DEPARTMENT OF CIVIL ENGINEERING

CERTIFICATE
This is to certify that the Internship work entitled “CONSTRUCTION OF RIGID
PAVEMENTS ROAD” is a bonafide work which carried out by Sonam Tsomu bearing USN:
[4SH17CV045] respectively in the partial fulfilment for the award of degree of Bachelor of
Engineering in Civil Engineering, Visvesvaraya Technological University, Belagavi during the
academic year 2020-2021. It is certified that all the suggestions and corrections indicated by the
internal assessment have been incorporated in the report. This Internship report has been
approved as it satisfies the academic requirements as prescribed for the degree of Bachelor of
Engineering.

Signature of the Guide Signature of the HOD Signature of the Principal

Prof. Rashma Jain Prof. Rashma Jain Dr. K.E Prakash
Dept. of Civil Engineering Dept. of Civil Engineering SDIT, Kenjar
SDIT, Kenjar SDIT, Kenjar

Examiners Signature
1.
2.
 ACKNOWLEDGEMENT

My sincere acknowledgement to our respected Principal, Dr. K.E PRAKASH, Shree Devi
Institute of Technology Mangalore, for providing an environment with all facilities that helped
me in completing my Internship.

I am extremely grateful to Prof. RASHMA JAIN Head of CIVIL and Engineering Department
for guidance and suggestion.

I express true sense of gratitude towards my internal guide Prof. RASHMA JAIN for their
invaluable co-operation and guidance and time to time consultations that they gave me
throughout the Internship.

I would also like to express my appreciation and thanks to all my friends who knowingly or
unknowingly have assisted me throughout my hard work.

Finally, I thank my family who have been a source of inspiration in the successful completion of
the Internship.

Place: Mangalore Sonam Tsomu

Date: 20-04-2021
 CONTENTS

PUBLIC WORK DEPARTMENT: AN OVERVIEW 1

CHAPTER 1: ABOUT THE COMPANY 2-5
1.1 What is Road or Pavement
1.2 Types of Pavement
1.3 Types of Concrete Pavement
CHAPTER 2: PROJECT OVERVIEW 6
2.1 Location of Site

CHAPTER 3: MATERIAL USED 7 - 13

3.1 Cement
3.2 Types of Cement
3.3 Sand
3.4 Aggregates
3.5 Water
3.6 Steel Channel
CHAPTER 4: METHODOLOGY 14 - 22
4.1 Site Clearance
4.2 Proportion of Subgrade
4.3 Proportion of Granular Sub Base
4.4 Proportioning
4.5 Preparation of Sub Grade or Base
4.6 Mixing and Transport of Concrete
4.7 Placing the Concrete
4.8 Compacting and Finishing of Concrete
4.9 Curing
4.10 Water Curing
4.11 Ponding
4.12 Wet Curing
4.13 Execution of Joints
CHAPTER 5: PLANT AND MACHINERY 23 - 24
5.1 Concrete Mixers

5.2 Vibrator

5.3 Concrete Cutter

5.4 Roller

CHAPTER 6: STUDY OF SAFETY 25 - 27

6.1 Basic Rules for Safety

6.2 Types of Safety

CHAPTER 7: CONCLUSION 28

REFERENCES 29
 LIST OF TABLES

Table 3.1 Grading Requirements of Coarse Aggregate……………………………. 10

Table 3.2 Grading Requirements of Fine Aggregate………………………………. 10

Table 3.3 Permissible Limits of Deleterious Substances in Fine & Coarse Aggregate 11
 LIST OF FIGURES

Figure 1.1 Flexible and Rigid Pavement………………………………………. ….. 5

Figure 2.1 Cross Section Image……………………………………………………. 6
Figure 3.1 Cement…………………………………………………………………. 7
Figure 3.2 Portland Cement………………………………………………………... 8
Figure 3.3 Sand……………………………………………...................................... 9
Figure 3.4 Coarse Aggregate……………………………………….……………… 10
Figure 3.5 Fine Aggregate…………………………………………………………. 11
Figure 3.6 Water Tanker…………………………………………………………… 12
Figure 3.7 Steel Channel…………………………………………………………… 12
Figure 4.1 Concrete Mixer…………………………………………………………. 15
Figure 4.2 Truck Transporter………………………………………………………. 16
Figure 4.3 Placing the Concrete……………………………………………………. 16
Figure 4.4 Water Curing…………………………………………………………… 18
Figure 4.5 Ponding…………………………………………………………………. 18
Figure 4.6 Wet Covering…………………………………………………………… 19
Figure 4.7 Execution of Joints …….…………………………………………......... 19
Figure 5.1 Concrete Mixer ………….…………………………………………….. 20
Figure 5.2 Needle Vibrator…….…………………………………………………… 20
Figure 5.3 Double Beam Screed Vibrator….……………………………………… 21
Figure 5.4 Concrete Cutter…………………………………………………………. 21
Figure 5.5 Roller…….……………………………………………………………… 21
 CONSTRUCTION OF RIGID PAVEMENTS ROAD

PUBLIC WORKS DEPARTMENT: AN OVERVIEW

Public Works Department (PWD), under the Ministry of Public Works department, is the
pioneer in construction arena of Rajasthan. Over about four centuries, PWD could
successfully set the trend and standard in the states infrastructure development. It plays a
pivotal role in the implementation of government construction projects. It also undertakes
projects for autonomous bodies as deposit works. Public works Department has highly
qualified and experienced professionals forming a multi-disciplinary team of civil, electrical
and mechanical engineers who work alongside architects from the Department of
Architecture. With its strong base of standards and professionalism developed over the years,
PWD is the repository of expertise and hence the first choices among discerning clients for any
type of construction project in Uttar Pradesh. Besides being the construction agency of the
Government, it performs regulatory function in setting the pace and managing projects for the
country’s construction industry under the close supervision of the Ministry of Housing and
Public Works.

The Public works Department has highly qualified and experienced professionals forming a
multi-disciplinary team of civil, electrical and mechanical engineers who work alongside
architects from the Department of Architecture. As a sister organization falling under the
administrative control of the Ministry of Public Works department, the latter works well with
the PWD in providing service to the nation. With its strong base of standards and
professionalism developed over the years, the PWD is the repository of expertise and hence
the first choices among discerning clients for any type of construction project in Bangladesh.
It is recognized as a leader and pacesetter in the construction industry because of its
consistently superior performance.

DEPT. OF CIVIL ENGINEERING Page 1

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

CHAPTER-1

INTRODUCTION

Point of view geographic and population of the state is the nation’s largest state.
State Industrial, economic and social development of the state and the population of each
village is absolutely necessary to re-connect to the main roads. In addition to state important
national roads, state roads and district roads and their proper broad be made to improve the
quality of traffic point of view is of particular importance. Public Works Department to build
roads and improve connectivity in rural zones, Other District Road and State broad and
improvement of rural roads and main routes narrow construction of zones and depleted
bridges bride’s reconstruction of the bases are transacted on a priority basis. Also, under
Pradhan Mantri Gram Sadako Yojana and pre-fabricated construction of rural roads linking
the work of other district roads broad Sudden the scale bases are edited.
For the purpose of management and administration, roads in India are divided into the
following five categories:

➢ National Highways (NH)

➢ State Highways (SH)
➢ Major District Roads (MDR)
➢ Other District Roads (ODR)
➢ Village Roads (VR)
➢ The National Highways are intended to facilitate medium and long-distance inter-city
passenger and freight traffic across the country. The State Highways are supposed to
carry the traffic along major centers within the State. Other District Roads and
Village Roads provide villages accessibility to meet their social needs as also the
means to transport agriculture produce from village to nearby markets. Major
District Roads provide the secondary function of linkage between main roads and
rural roads.

DEPT. OF CIVIL ENGINEERING Page 2

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

Point of view geographic and population of the state is the nation’s largest state. State
Industrial, economic and social development of the state and the population of each village is
absolutely necessary to re-connect to the main roads. In addition to state important national
roads, state roads and district roads and their proper broad be made to improve the quality of
traffic point of view is of particular importance.
Public Works Department to build roads and improve connectivity in rural zones, Other District
Road and State broad and improvement of rural roads and main routes narrow construction of
zones and depleted bridges and bride’s reconstruction of the bases are transacted on a priority
basis. Also, under Mukhaymantri Gram Sadak Yojana and pre-fabricated construction of rural
roads linking the work of other district roads broad Kilometers the scale bases are edited.
Successful operation of various schemes for the Public Works Department engineers and
supervisory boards in different districts of the engineer’s office has been settled. Activities by
planning, execution, and quality control etc. remove impediments find joy in relation to the
supervision over the activities are focused. Various schemes operated by the Department of
the Office of the Regional Chief Engineers and Chief Engineers office.
1.1 WHAT IS ROAD OR PAVEMENT?
Pavement or Road is an open, generally public way for the passage of vehicles, people, and
animals. Pavement is finished with a hard smooth surface. It helped make them durable
and able to withstand traffic and the environment. They have a life span of between 20 –
30 years.
Road pavements deteriorate over time due to: -
➢ The impact of traffic, particularly heavy vehicles.
➢ Environmental factors such as weather, pollution.
1.2 TYPES OF PAVEMENTS
There are various types of pavements depending upon the materials used; a briefs
description of all types is given here-

1.2.1 FLEXIBLE PAVEMENTS: -

Bitumen has been widely used in the construction of flexible pavements for a long time. This is
the most convenient and simple type of construction. The cost of construction of single lane
bituminous pavement varies from 20 to 30 lakhs per km in plain areas. In some applications,
however, the performance of conventional bitumen may not be considered satisfactory because
of the following reasons.
➢ In summer season, due to high temperature, bitumen becomes soft resulting in bleeding,
rutting and segregation finally leading to failure of pavement.
➢ In winter season, due to low temperature, the bitumen becomes brittle resulting in

DEPT. OF CIVIL ENGINEERING Page 3

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

cracking, raveling and unevenness which makes the pavement unsuitable for use in rainy
season, water enters the pavement resulting into pot holes and sometimes total removal of
bituminous layer.
➢ In hilly areas, due to sub-zero temperature, the freeze thaw and heave cycle takes place.
Due to freezing and melting of ice in bituminous voids, volume expansion and contraction
occur. This leads to pavements failure.
➢ The cost of bitumen has been rising continuously. In near future, there will be scarcity of
bitumen and it will be impossible to procure bitumen at very high costs.

1.2.2 RIGID PAVEMENTS: -

Rigid pavements, though costly in initial investment, are cheap in long run because of low
maintenance costs. There are various merits in the use of Rigid pavements (Concrete
pavements) are summarized below:
➢ Bitumen is derived from petroleum crude, which is in short supply globally and the price of
which has been rising steeply. India imports nearly 70% of the petroleum crude. The
demand for bitumen in the coming years is likely to grow steeply, far outstripping the
availability. Hence it will be in India’s interest to explore alternative binders. Cement is
available in sufficient quantity in India, and its availability in the future is also assured. Thus,
cement concrete roads should be the obvious choice in future road programmers.
➢ Besides the easily available of cement, concrete roads have a long life and are practically
maintenance- free.
➢ Another major advantage of concrete roads is the savings in fuel by commercial vehicles
to an extent of 14-20%. The fuel savings themselves can support a large programmed of
concreting.
➢ Cement concrete roads save a substantial quantity of stone aggregates and this factor must
be considered when a choice pavement is made,
➢ Concrete roads can withstand extreme weather conditions – wide ranging temperatures,
heavy rainfall and water logging.
➢ Though cement concrete roads may cost slightly more than a flexible pavement initially,
they are economical when whole-life-costing is considered.

DEPT. OF CIVIL ENGINEERING Page 4

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

Reduction in the cost of concrete pavements can be brought about by developing semi-
self- compacting concrete techniques and the use of closely spaced thin joints. R&D
efforts should be initiated in this area.

Fig 1: flexible and rigid pavement

1.3 TYPES OF CONCRETE PAVEMENTS
1.3.1 PLAIN CONCRETE OR SHORT PAVEMENT SLAB: -This type of pavement
consists of successive slabs whose length is limited to about 25 times the slab thickness. At
present it is recommended that the paving slabs not be made longer than 5, even if the joints have
dowels to transfer the loads. The movements as a result of fluctuations in temperature and
humidity are concentrated in the joints. Normally, these joints are sealed to prevent water from
penetrating the road structure. The width of the pavement slabs is limited to a maximum of 4.5
m.

1.3.2 REINFORCED CONCRETE: -

➢ Continuously reinforced concrete:
Continuously reinforced concrete pavements are characterized by the absence of
transverse joints and are equipped with longitudinal steel reinforcement. The diameter of
the reinforcing bars is calculated in such a way that cracking can be controlled and that the
cracks are uniformly distributed (spacing at 1 to 3 m). The crack width has to remain very
small, i.e., less than 0.3 mm.
➢ Reinforced pavement slabs:
Reinforced concrete pavement slabs are almost never used, except for inside or outside
industrial floors that are subjected to large loads or if the number of contraction joints has to
be limited.
➢ Steel fiber concrete:
The use of steel fiber concrete pavements is mainly limited to industrial floors.
However, in that sector they are used intensively. For road pavements steel fiber concrete
can be used for thin or very thin paving slabs or for very specific application.

DEPT. OF CIVIL ENGINEERING Page 5

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

CHAPTER 2

PROJECT OVERVIEW

2.1 LOCATION OF SITE : The Rigid Pavement is Constructed

at Tawang Townships (SH: Nehru
Monastery)

2.2 CLIENT : PWD, Tawang Arunachal Pradesh

2.3 CONTRACTOR : Alainstitute Construction

2.4 OVERALL COST OF PROJECT : 20 Crore

2.5 LAYOUT

Fig 2.1: Cross-Section Image

DEPT. OF CIVIL ENGINEERING Page 6

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

CHAPTER 3

MATERIAL USED

Concrete is widely used in domestic, commercial, recreational, rural and

educational construction.
Communities around the world rely on concrete as a safe, strong and simple
building material. It is used in all types of construction from domestic work to multi-
storey office blocks and shopping complexes.
Despite the common usage of concrete, few people are aware of the considerations
involved in designing strong, durable, high quality concrete.
There are mainly three types:
1) Cement
2) Sand
3) Aggregate

3.1 CEMENT: -
A cement is a binder, a substance used in construction that sets and hardens and can bind
other materials together. The most important types of cement are used as a component in the
production of mortar in masonry, and of concrete, which is a combination of cement and an
aggregate to form a strong building material. Cements used in construction can be
characterized as being either hydraulic or non-hydraulic.
a) Hydraulic cements: -set and become adhesive due to a chemical reaction between
the dry ingredients and water. The chemical reaction results in mineral hydrates that are
not very water-soluble and so are quite durable in water and safe from chemical attack.
This allows setting in wet condition or underwater and further protects the hardened
material from chemical attack.
b) Non-hydraulic cement will not set in wet conditions or underwater; rather, it sets as
it dries and reacts with carbon dioxide in the air. It is resistant to attack by chemicals
after setting.

DEPT. OF CIVIL ENGINEERING Page 7

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

Fig 3.1: Cement

3.2 TYPES OF CEMENT

➢ Portland Cement: Portland cement is by far the most common type of cement in general
use around the world. This cement is made by heating limestone (calcium carbonate) with
small quantities of other materials (such as clay) to 1450 °C in a kiln, in a process known
as calcination, whereby a molecule of carbon dioxide is liberated from the calcium
carbonate to form calcium oxide, or quicklime, which is then blended with the other
materials that have been included in the mix. The resulting hard substance, called
'clinker', is then ground with a small amount of gypsum into a powder to make 'Ordinary
Portland Cement', the most commonly used type of cement (often referred to as OPC).
Portland cement is a basic ingredient of concrete, mortar and most non-specialty grout.
The most common use for Portland cement is in the production of concrete. Concrete is
a composite material consisting of aggregate (gravel and sand), cement, and water. As a
construction material, concrete can be cast in almost any shape desired, and once
hardened, can become a structural (load bearing) element. Portland cement may be grey or
white.

Fig 3.2: Portland Cement

➢ Portland fly ash cement: It contains up to 35% fly ash. The fly ash is pozzolanic, so
that ultimate strength is maintained. Because fly ash addition allows a lower concrete water
content, early strength can also be maintained. Where good q u a l i t y cheap fly ash is
available, this can be an economic alternative to ordinary Portland cement.

DEPT. OF CIVIL ENGINEERING Page 8

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

➢ Portland pozzolan cement: It includes fly ash cement, since fly ash is a pozzolana ,but
also includes cements made from other natural or artificial pozzolans. In countries where
volcanic ashes are available.

➢ Portland silica fume cement: Addition of silica fume can yield exceptionally high
strengths, and cements containing 5– 20% silica fume are occasionally produced.
However, silica fume is more usually added to Portland cement at the concrete mixer.

3.3 SAND
Sand is a naturally occurring granular material composed of finely divided rock and mineral
particles. The composition of sand is highly variable, depending on the local rock sources
and conditions, but the most common constituent of sand in inland continental settings and
non-tropical coastal settings is silica (silicon dioxide, or Silo2), usually in the form of
quartz.
The second most common type of sand is calcium carbonate, for example aragonite,
which has mostly been created, over the past half billion years, by various forms
of life, like coral and shellfish. It is, for example, the primary form of sand apparent in
areas where reefs have dominated the ecosystem for millions of years like the Caribbean.

Fig 3.3: Sand

DEPT. OF CIVIL ENGINEERING Page 9

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

3.4 AGGREGATES
Two types of aggregates are used-
1) CORASE AGGREGATE
2) FINE AGGREGATE

3.4.1 COARSE AGGREGATES

Coarse aggregates shall consist of clean, hard, strong, dense, non-porous and durable pieces
of crush stone, crush gravel, natural gravel or a suitable combination of these material. They
shall not contain pieces of disintegrated stone, soft, flaky, elongated particles, salt, alkali,
vegetable matters or other deleterious materials in such quantities as to reduce the strength and
durability of the concrete. Coarse aggregates having positive alkali-silica reaction shall not be
used. Maximum size of coarse aggregates not exceeding 25 mm. The maximum value for
flakiness index for the coarse aggregates shall not exceed 35 percentage. Los Angeles Abrasion
value not exceeding 35 percentage. Combined flakiness index and elongation index not to
exceed 35 percent. Water absorption not to exceeding 3 percentage. Grading requirement of

coarse aggregates according to MoRTH specification is.

Table 3.1: Grading Requirements of Coarse Aggregate

Fig 3.4: Coarse Aggregate

DEPT. OF CIVIL ENGINEERING Page 10

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

3.4.2 FINE AGGREGATES

Natural sand, crushed stone, or crushed gravel sand or a suitable combination of natural sand,
crushed stone, or crushed gravel, used as fine aggregates. The fine aggregates shall be dense,
durable, clean and free from veins and adherent coating and other deleterious material. They
shall not contain dust, lump, soft or flaky material, mica or other deleterious, material in such
quantities to reduce the strength and durability of concrete. According to MoRTH
specification Fine aggregates shall conform to the following grading requirement-

Table 3.2: Grading Requirements of Fine Aggregates

DEPT. OF CIVIL ENGINEERING Page 11

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

Fig 3.5: Fine Aggregate

Table 3.3: Permissible Limits of Deleterious Substances in Fine and Coarse Aggregate

DEPT. OF CIVIL ENGINEERING Page 12

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

3.5 WATER
Portable water is used for mixing and curing of concrete. It should be free from harmful matter like salt,
acid, oil etc. generally used water is from local water source from economic view.

Fig 3.6: Water Tanker

3.6 STEEL CHANNEL

Steel block is used as formwork. Before using formwork, it should be free from all type’s
material like dust, cement. The depth of steel Channel is same as level of slab thickness. We
used ISMC Channel 250 of 342kg.

Fig 3.7: Steel Channel

DEPT. OF CIVIL ENGINEERING Page 13

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

CHAPTER 4

METHODOLOGY

4.1 SITE CLEARANCE

Removal of unserviceable soil, blown sand including excavation, loading and disposal up to
1000m lead. Clearing and grubbing to remove vegetations, root and other organic matter along
the alignment up to the bottom width of the embankment and the side drains.

4.2 PREPARATION OF SUBGRADE

➢ The soil sub-grade of rigid pavements also consists of natural or selected soil from
identified borrows pits fulfilling the specified requirement and well compacted in layer to the
specified density and thickness, as in the case of flexible pavement.
➢ The sub-grade is the lowest layer of the components of the CC pavement which ultimately
support all other component layer and traffic load. If the sub-grade settles down or yield
due to in adequate compaction or any other cause, different type of failure start developing
in the rigid pavement also.
➢ The strength test commonly adopted for the evaluation of soil sub-grade for rigid pavement
design is ‘plate bearing test’ using a relatively large diameter plate. The load supporting
capacity of the sub-grade is assed in term of ‘modulus of sub-grade reaction’, K in
Vestergaard’s approach of rigid pavement analysis.
4.3 PREPARATION OF GRANULAR SUB-BASE
➢ The granular sub-base (GSB) course has to serve as an affective drainage layer of the rigid
pavement to prevent early failure due to excessive moisture content in the sub-grade soil.
➢ Presence of excess moisture in soil sub-grade consisting of fines (such as silt and clay) will
cause early failure of rigid pavement due to ‘pumping and blowing’.
➢ Crushed stone aggregate is preferred in the GSB coarse as this material has high
permeability and serve as an effective drainage layer. The road sub grade has to be
prepared carefully, in order to realize everywhere a pavement structure of an adequate and
uniform thickness.
➢ This allows to provide a homogeneous bond between the concrete slab and its foundation
which is important for the later behavior of the pavement structure. For roads with a
base, drainage of the water must be provided. Mud, leaves, etc. have to be removed.
➢ When the base is permeable, it should be sprayed with water in order to prevent the mixing
water from being sucked out of the concrete.

DEPT. OF CIVIL ENGINEERING Page 14

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

➢ However, if the base is impermeable (e.g., if the concrete is placed on a watertight asphalt
concrete interlayer) it can be necessary under warm weather conditions to cool down
this layer by spraying water on the surface. Prepare the GSB (150mm) using following
thickness of by gravel. Gravel layer is compacted using 8–10-ton roller.
➢ The granular sub-base or drainage layer is prepared by laying the two layers are:
• 75 mm thick layer using of 65-45 mm ballast.
• 75 mm thick layer using of 53-22.4 mm ballast.
➢ The following points are important for roads without a foundation:
• Drainage of all surface water;
• Good compaction of the sub grade;
• Filling and compaction of any ruts caused by construction traffic
➢ Provide an additional width of the sub grade for more lateral support. It is forbidden to
level the sub grade by means of a course of sand. If the sub grade has to be levelled, it is
advisable to do this by using a granular material: either slag or coarse aggregate e.g. with a
grain size 0/20;
➢ An effective drainage layer under the CC pavement has the following benefit
• Increase in service life and improved performance of the CC pavement.
➢ Prevention of early failure of the rigid pavement due to ‘pumping and blowing’ Protection
of the sub-grade against frost action in frost susceptible areas.
4.4 PROPORTIONING
In plane cement concrete (cc road) we use the proportioning of 1:4:8 (40mm) Means 1 part of
cement ,4 part of fine aggregate and 8 part of course aggregate. In cement concrete (top
surface) we mix in the proportioning of 2:6:4:7 by Means that we mix
• 2 bags of cement (100 kgs).
• 0 bowl of coarse aggregate.
• 4 bowl of fine aggregate.
• 0 bowl of sand.
Bowl means generally for carrier use by labour
4.5 PREPARATION OF THE SUB- GRADE OR BASE
Prepare the sub-Surface using wmm thickness of 40 mm by gravel. Gravel layer is compacted
using 8–10-ton roller and on the gravel surface pcc is provide. pcc mean plain cement
concrete(kaccha)which is producing using 53 grade of ordinary Portland cement. Thickness of
the pcc layer is about 40 mm and the mix proportioning is 1:4:8.1=cement,4=sand, 8=coarse
aggregate batching by volume. On pcc layer cement concrete layer spread of 150 mm (6”)

DEPT. OF CIVIL ENGINEERING Page 15

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

➢ Granular sub-Base, Grading-III material (12.50m)

➢ Granular sub-Base, Grading-III material (7.00m)
➢ Granular sub-Base, Grading-III material (3.75m)

4.6 MIXING AND TRANSPORT OF CONCRETE

4.6.1 CONCRETE MIXING PLANT: -The concrete mixing plant must have a sufficient
capacity in order to be able to continuously supply concrete to the paving machines. The mix
constituents and admixtures have to be dosed very accurately. The number of aggregate feed
bins has to equal at least the number of different aggregate fractions. The bins shall have raised
edges to prevent contamination of the aggregate fractions. The equipment for loading the
materials shall be in good condition and shall have sufficient capacity to be able to continuously
feed the bins. The bucket of the loaders shall not be wider than the bins. The content of the
cement silos and the water tank are in proportion to the production rates.
For small works, permanent concrete mixing plants are often called on. In that case, mixing
plants that are inspected and that can deliver Indian quality certification concrete should be used.
Furthermore, it is useful and even essential to have a communication system between the
concrete mixing plant and the construction site in order to coordinate the batching and paving
operations

Fig 4.1: Concrete Mixer

DEPT. OF CIVIL ENGINEERING Page 16

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

4.6.2 TRANSPORT OF THE CONCRETE

Sufficient trucks must be available to continuously supply the paving machines. The number
depends on the yield at the construction site, the loading capacity of the trucks and the cycle time
(i.e., the transport time plus the time required to load and unload a truck). The loading capacity
and the type of truck to be used depend on the nature of the work, the haul roads and the
concrete paving machines.
Usually, the specifications prescribe that the concrete has to be transported in dump trucks
as paving concrete consists of a relatively dry mix having a consistency that makes
transport and unloading in truck mixers difficult. Furthermore, dump trucks can discharge
the concrete faster. For small works and in urban areas, the use of truck mixers is
increasingly accepted. Under these circumstances an admixture (e.g., a superplasticizer)
can be mixed in just before discharging the concrete. The necessary measures have to be
taken to prevent changes of the water content and temperature of the concrete during transport.
To this end, the specifications prescribe to cover the dump trucks by means of a tarpaulin.

Fig 4.2: Truck Transporter

DEPT. OF CIVIL ENGINEERING Page 17

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

4.7 PLACING THE CONCRETE

Usually, the concrete is placed using slip form paving machines which applies for all categories
of roads. This equipment meets both the requirements for quality and for the envisaged rate of
production. Conventional concreting trains riding on set up rails, are hardly used any more for
roadwork’s in our country. For this reason, this manner of execution will not be dealt with here.
However, the technique of manually placing the concrete using forms s still applied in certain
cases, such as for the construction of roundabouts with a small diameter, at intersections, for
repair work or when the execution conditions are such that slip form pavers cannot be utilized.
This occurs increasingly often in urban areas for the construction of pavement surfaces of
exposed aggregate and possibly colored concrete.

Fig 4.3: Placing the Concrete

4.8 COMPACTION & FINISHING OF CONCRETE

Compaction is the process that expels entrapped air from freshly placed concrete and packs the
aggregate particles together so as to increase the density of the concrete. Compaction is the
process which expels entrapped air from freshly placed concrete and packs the aggregate
particles together so as to increase the density of concrete. It increases significantly the ultimate
strength of concrete.

Compaction significantly increases the ultimate strength of concrete and enhances the bond with
reinforcement. It also increases the abrasion resistance and general durability of the concrete,
decreases the permeability and helps to minimise its shrinkage and creep characteristics. Proper
compaction also ensures that the reinforcement, tendons, inserts and fixings are completely
surrounded by dense concrete, the formwork is completely filled – i.e. there are no pockets of
honey-combed material – and that the required surface finish is obtained on vertical surfaces.

Concrete shall be compacted during placing so that:

DEPT. OF CIVIL ENGINEERING Page 18

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

➢ A monolithic mass is created between the ends of the member, planned joints or both.

➢ The formwork is completely filled to the intended level.

➢ The entrapped air is expelled.

➢ All reinforcement, tendons, ducts, anchorages and embedment’s are completely

surrounded.

➢ The specified finish to the formed surfaces of the member is provided.

➢ The required properties of the concrete can be achieved.

4.9 CURING
Curing is the process or operation which controls the loss of moisture from concrete after it has
been placed in position, or in the manufacture of concrete products, thereby providing time for
the hydration of the cement to occur. Since the hydration of cement does take time, days, and
even weeks, rather than hours, curing must be undertaken for some specified period of time if the
concrete is to achieve its potential strength and durability. Curing may also encompass the
control of temperature since this affects the rate at which cement hydrates.
This period will depend on the properties required of the concrete, the purpose for which it is to
be used, and the ambient conditions, that is the temperature and relative humidity of the
surrounding atmosphere.
Since curing is designed primarily to keep the concrete moist by preventing the loss of moisture
from the concrete during the period in which it is gaining strength, it may be done in two ways:
➢ By preventing an excessive loss of moisture from the concrete for some period of time,
e.g. by leaving formwork in place, covering the concrete with an impermeable
membrane after the formwork has been removed, or by a combination of such methods.
➢ By continuously wetting the surface thereby preventing the loss of moisture from it.
Ponding or spraying the surface with water are methods typically employed to this end.
Methods: -
There are three basic ways of curing concrete.
➢ The first involves keeping the surface of the concrete moist by the use ponding,
spraying/sprinkling, damp sand or damp hessian.
➢ The second prevents the loss of moisture from the concrete by covering it with polythene
sheeting or leaving the formwork in place.
➢ The third involves the use of spray or roller applied curing compounds.

DEPT. OF CIVIL ENGINEERING Page 19

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

4.10 Water Curing

Water curing, if properly carried out, can be the most efficient - and the most appropriate
for some types of work, e.g. floors, and include ponding, sprinkling, and wet coverings.

Fig 4.4: Water Curing

4.11 Ponding
On flat surfaces such as pavements, footpaths, and floors, concrete can be cured by ponding.
Earth or sand dykes around the perimeter of the concrete surface retain a pond of water within
the enclosed area. An efficient method for preventing loss of moisture from the concrete, ponding
is also effective for maintaining a uniform temperature however, the method is often impractical
except for small jobs.

Fig 4.5: Ponding

4.12 Wet Coverings

Wet coverings such as hessian or other moisture retaining fabrics are extensively used for curing.
Such coverings should be placed as soon as the concrete has hardened sufficiently to prevent
surface damage. Care should be taken to cover the entire surface, including the edges of slabs
such as pavements and footpaths. The coverings should be kept continuously moist so that a
film of water remains on the concrete surface throughout the curing.

DEPT. OF CIVIL ENGINEERING Page 20

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

Fig 4.6: Wet Covering

4.13 Execution of Joints

All the equipment that is necessary to make joints in the fresh or hardened concrete must be
present at the construction site. The saw blades have to be suitable to the quality of the concrete,
i.e., to the hardness and the abrasion resistance of the aggregates. It is useful to have spare
equipment available in case of a defect. The beam for making a construction joint shall be rigid
and shall allow the realization of a straight joint perpendicular to the axis of the road. This beam
has to be adapted to the type of pavement (jointed pavement, continuously reinforced concrete
pavement).

Fig 4.6: Execution of Joints

DEPT. OF CIVIL ENGINEERING Page 21

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

➢ Overall Length of the Pavement is 4450m

➢ Thickness of the Pavement is 250mm
➢ Width of the pavement is 3500mm

Fig 2: Rigid Pavement

DEPT. OF CIVIL ENGINEERING Page 22

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

CHAPTER 5

PLANT AND MACHINERY

It is a very useful part of any project. The aim of machinery is to save time, to
achieve accuracy. It is beneficial for economy. There is different type of machinery which
are used in construction cement concrete road: -

5.1 CONCRETE MIXERS: Concrete mixer is to combine cement with sand or gravel and
water to form concrete. Capacity of truck is 8 Cum.

Fig 5.1: Concrete Mixer

5.2 VIBRATOR:
5.2.1 Needle Vibrator: It removes the air pockets and packing the aggregates
particles together it increases the density and strength of the concrete.

Fig 5.2: Needle Vibrator

DEPT. OF CIVIL ENGINEERING Page 23

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

5.2.2 Double Beam Screed Vibrator: These vibrators are self travelling and only
require guiding along the formwork dragged at ends by two operators without working in
the concrete.

Fig 5.3: Double Beam Screed Vibrator

5.3 CONCRETE CUTTER: It used to create control joints in concrete which help
control where cracking occurs due to shrinkage.

Fig 5.4: Concrete Cutter

5.4 ROLLER: It is used to compact soil, gravel, concrete or asphalt in the construction
of road. usually, weight of roller is 8-10 Tones.

Fig 5.5: Roller

DEPT. OF CIVIL ENGINEERING Page 24

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

CHAPTER 6

STUDY OF SAFETY

6.1 BASIC RULES FOR SAFETY: -

6.1.1 Tidy up Construction Sites: -
➢ Keep passage clear all the time.
➢ Sort out materials and pile them up safely. The stacks Should not be too high.
➢ Beware of floor openings and ensure that they are fenced or covered.

6.2 TYPE OF SAFETY

6.2.1 Site Safety:

➢ Avoid going to any area with insufficient lighting as there may be some dangerous
places which have not been provided with fencing.
➢ Keep vigilant all the time and watch out for moving cranes hooks or other lifting
equipment.
➢ Avoid the dragging electric cables on the ground or allowing the cables to come into
contact with water.
6.2.2 Labour Safety:
For your own safety and interest use the personal protective equipment’s provided by your
employer.
➢ Gloves: Wear gloves when handling or contacting chemicals.
➢ Helmet: Wear a safety helmet on construction site. Keep the harness of the helmet
clean and make sure that it fits well.
➢ Safety shoes: Wear safety shoes to prevent foot injuries.
➢ Nose mask: Wear a mask when working a dusty environment.
➢ Safety Goggles: When there is a risk of eye injury, such as in concrete breaking or using
abrasive wheels.
➢ Ear protector: Wear ear protectors in areas with high noise levels

DEPT. OF CIVIL ENGINEERING Page 25

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

6.2.3 Personal safety:

➢ Wear protective equipment
➢ Do not drink or takes drugs while working.
➢ Pay attention to personal hygiene.
➢ Do not play in workplace

6.2.4 Equipment and material safety:

Routine maintenance of rural roads is regularly carried out-

➢ All safety issues out of maintenance inspection are properly addressed.

➢ In all cases of accidents and inquiry/investigation thereof, safety issues are resolved,
and a report is made to the SQC for examination whether standard design features need
to be incorporated in other rural roads.
➢ All resolutions of Panchayats regarding safety issues are acknowledged and action
proposed/taken intimated to the Panchayat.
➢ Road safety awareness camps are organized involving Panchayats, School, Rural road
➢ users (inhabitants as well as drivers), in accordance with programmers drawn up by the
State Quality Coordinator.
➢ The State Quality Coordinator will be the State Rural Road Safety Officer and shall
ensure:
➢ Adequate coordination with the State Road Safety Council and road safety
programmers.
➢ Formulation of rural road safety awareness programmed proposals (for funding under
PMGSY).
➢ Implementation and coordination of rural road safety awareness programmed in the
field.
➢ Hold quarterly meeting with DRRSO and take feedback for improving safety standards.

6.2.5 Engineering measures in design phase:

➢ Rural roads have to necessarily have a tortuous path, keeping in view the narrow band
width available.
➢ The vertical profile of the road should be designed such that the required minimum
stopping sight distance is available. Suitable summit and valley curves should be
provided.

DEPT. OF CIVIL ENGINEERING Page 26

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

➢ In hill roads, blind curves are a safety hazard. Suitable vision berms may be cut at such
locations.
➢ Passing places must be provided at convenient locations particularly on hill roads.
➢ The provision of rural connectivity leads to the introduction of bus services. Properly
designed bus-bays must be provided at bus stop to ensure that the buses do not hamper
the normal traffic.
➢ Where the roads pass through habitations and school, it is necessary that the motorized
vehicles travel at low speeds. This can be ensured by providing adequately designed
road humps or rumble strips.
➢ The junction of rural roads with a main road is always a point of conflict and an
accident-prone zone. Such junctions must be designed scientifically by providing
minimum turning radii, flaring of the side road with taper, acceleration/deceleration
lanes and adequate sight distances.
➢ Hazard markers like reflectorized delineators must be provided at dangerous
locations.

6.2.6 Safety during construction and maintenance:

➢ Barricades, drums, traffic cones, cylinders and signs around work zones o Flagmen
with red flags positioned to regulate and warn the road users.
➢ Stacking construction materials such that only the quantity needed for one operation is
stacked along the road, and obstruction to road users is minimized.
➢ Using construction machinery carefully and parking such machinery at locations where
they are not traffic hazards.

DEPT. OF CIVIL ENGINEERING Page 27

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

CHAPTER 7

CONCLUSION

The Internship at Public Work Department Tawing Arunachal Pradesh has

improved our practical knowledge as well as trained us how to apply theory in practical
situation. Guidance of experienced engineers who has shared their practical knowledge
was a boon for us which will surely help as a lot in our future.

Road work is not an easy task as it involves working under the sun, rain no
matter what the weather is. It tests the physical and mental abilities of a person. The
supervising work was challenging, and one has to be truly efficient in handling the work
and making the workers understand the things that are required for them.

The importance of time management in a project was taught. Safety and quality
play a major role during the construction and also an excellent opportunity to learn how
the same is implemented on road.

A hint of the area of strength and weakness and the things we need to improve
with respect to knowledge, learning and execution was learnt.

DEPT. OF CIVIL ENGINEERING Page 28

 CONSTRUCTION OF RIGID PAVEMENTS ROAD

REFERENCES

1) IRC 58:2011 – Design of Plain Jointed Rigid Pavement for Highways.

2) IS 383:1970 – Specification for Coarse and Fine Aggregate from Natural Sources
for Concrete.
3) IS 10262:2009 – Guidelines for Concrete Mix Design Proportioning.
4) www.res.gov.in

5) www.upjl.com

6) www.concrete.com

7) www.sand.uk

DEPT. OF CIVIL ENGINEERING Page 29