A

Practical Training Report

On

“CONSTRUCTION OF PLAIN CEMENT CONCRETE ROAD”

Taken at

PUBLIC WORKS DEPARTMENT, AJMER

Submitted to the

Rajasthan Technical University,Kota

In partial fulfillment of the requirement for the

Award of degree of

BACHELOR OF TECHNOLOGY
By

SATYAM ANAND

14CE51

DEPARTMENT OF CIVIL ENGINEERING

GOVT.ENGINEERING COLLEGE, AJMER
SESSION (2017-2018)

1
 TABLE OF CONTENT
SNO.
TITLE
CERTIFICATE
ACKNOWLEDGEMENT
LIST OF TABLES
LIST OF FIGURES
ABSTRACT
1 INTRODUCTION

2 PROJECT OVERVIEW
2.1 Location of site
2.2 Estimate Cost
2.3 Contractor
2.4 Layout and sections
2.5 Technology used

3 MATERIAL USED
4 QUALITY CONTROL AND QUALITY ASSURANCE
4.1 Quality
4.2 Quality control
4.3 Quality Assurance

5 METHODOLOGY
6 PLANT AND MACHINERY
7 SAFETY
8 CONCLUSION

2
 AKNOWLWDGEMENT

The training report on “CONSTRUCTION OF CC ROAD GULABBADI, AJMER” is an

outcome of guidance, moral support and devotion bestowed on us throughout our work. For
this we acknowledge and express our profound sense of gratitude and thanks to everybody
who have been a source of inspiration during the training.

We offer our sincere phrases of thanks with innate humility to “PUBLIC WORKS
DEPARTMENT’’ without whose support and guidance it would not have been possible for
this industrial training to have materialized and taken a concrete shape.

We our also thankful to Mr. PRADEEP KUMAR GOYAL(HOD CE), Govt. Engineering
College, Ajmer.

I would like to thank M R.KHEM ARAM CHOUDHARY ,Asst. Engineer ,PWD

Ajmer , for his valuable time and guidance in completing my Industrial training and
preparation of the training Report.

DATE: - 04/08/2017 SATYAM ANAND

14CE51

3
 INDEX
1. PWD :AN OVERVIEW

2. INTRODUCTION

3. WHAT IS ROAD OR PAVEMENT?

4. TYPES OF PAVEMENT

5. MATERIAL USED

6. CEMENT

7. SAND
8. AGGREGATE
9. PROPORTIONING

10. PROCEDURE TO CONSTRUCT PAVEMENT

11. PREPARATION OF SUB-GRADE OR BASE COURSE

12. MIXTIG AND TRANSPORT OF CONCRETE

13. PLACING OF CONCRETE

14. SLIP FORM CONCRETE PAING

15. FILLING JOINTS

17. CURING
18. PROTECTION OF THE CONCRETE PAVEMENT
19. SPECIAL MEASURE

20. OPENING TO TRAFFIC

21. COST AND ESTIMATE

22. CONCLUSION

4
 Abstract

Name - Satyam Anand

Roll no. - 14CE51

Name of site - Shashtri Nagar, Nehra Nagar, Aam ka Taalab, Ajmer

Location of site - Gulabadi, Ajmer

City - Ajmer

College name - Govt. Engineering College, Ajmer

Client - Public Work Department

Funding of project - Mukhya Mantri Gram Sadak Yojana

Cost of project - 49.10lakhs

Submitted To: Submitted By:-

Mr. Mahesh Manwani Satyam Anand

Asst. Professor 14CE51

Govt. Engineering College, Ajmer

5
 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 state`s infrastructure development. It plays a
pivotal role in the implementation of government construction projects. It also undertakes
projects for autonomous bodies as deposit works. 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.

6
 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 brides
reconstruction of the bases are transacted on a priority basis . Also under Pradhan Mantri
Gram Sadak Yojana and pre-fabricated construction of rural roads linking the work of other
district roads broad Suddikrn 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 centres 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.

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

7
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 brides
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 Kilometres 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.

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.

TYPES OF PAVEMENTS

There are various types of pavements depending upon the materials used; a briefs
description of all types is given here-

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
 cracking, ravelling and unevenness which makes the pavement unsuitable for use.

8
  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. 


 
flexible pavement 

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 programmes.

 Besides the easy 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
 programme of concreting.
 Cement concrete roads save a substantial quantity of stone aggregates and this factor
 must be considered when a choice pavements is made,

 Concrete roads can withstand extreme weather 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.

9
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.

flexible and rigid pavement

TYPES OF CONCRETE PAVEMENTS

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.

2. REINFORCED CONCRETE:-
 Continuously reinforced concrete
Continuously reinforced concrete pavements are characterised 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 fibre concrete

The use of steel fibre concrete pavements is mainly limited to industrial floors. However, in
that sector they are used intensively. For road pavements steel fibre concrete can be used for
thin or very thin paving slabs or for very specific application.

10
 CHAPTER-2
PROJECT OVERVIEW
2.1 LOCATION OF SITE:-
The cement concrete road is constructed at SHAKTI NAGAR , NEHRU NAGAR AND
AAM KA TALAB in Ward No.-41 GULABBARI, AJMER.

2.2 CLIENT:-PWD, AJMER

2.3 CONTRACTOR:- Nakoda Construction Pvt. Ltd.

2.4 OVERALL COST OF PROJECT:-

The overall cost of project is 49.10 lakhs.

2.5 LAYOUT:-

CROSS-SECTION Image

11
 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

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:

Hydraulic cements :-
(e.g., Portland cement) 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.

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.

12
 CEMENT

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

13
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.

 Portland fly ash cement

Its 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 quality cheap fly ash is available, this can be an
economic alternative to ordinary Portland cement.

 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.

14
 2. 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 SiO 2 ),
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.

Sand

15
 3. AGGREGATES

Two types of aggregates are used-

 CORASE AGGREGATE
 FINE AGGREGATE

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.

16
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.

17
 According to MoRTH specification Fine aggregates shall conform to the following grading
requirement-

18
 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.

Water tanker

STEEL BLOCK
Steel block is used as formwork. Before using formwork it should be free from all
types material like dust, cement.
The depth of steel block is same as level of slab thickness.

19
 CHAPTER:-4

QUALITY CONTROL AND QUALITY ASSURANCE

INTRODUCTION
Quality control:-The routine application, at the prescribed frequencies, of a system.
Of procedures for the sampling and testing of materials prior to placing and following
completion that ensure that specified standards are achieved.

Quality Assurance:-The identification of roles and responsibilities of all parties.

Together with procedure and systematic management is implemented effectively.

QUALITY CONTROL AT SITE

1. Test sample is not taken properly:For testing the bearing capacity of

soil, soil sample is taken from Khanpura side only, sample is not taken from
Ajmer side. Due to which pier P2 is redesign.

2. Lack of proper formwork: For piers, the formwork of ht. 2m is provided

only.

3. Lack of proper knowledge: Leveling for REWall is not done properly,

due to which its construction is banned for some time.

4. Quality of curing water: Water used for curing is of bad quality.

5. Lack of proper sources: Temporary stair is not present on the site, due to
which it become difficult to examine pier cap properly.

6. Lack of Engineers and workers: There is only one engineer at the site
who has to take care of work done by workers, making bills and bar bending
schedule, leveling and surveying …Hence, there is no proper quality control
at the site is present.

20
 CHAPTER- 5

METHODOLOGY

1. SITE CLEARANCE
Removalof 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.

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
Westergaard’s approach of rigid pavement analysis.

3. PREPARATION OF GRANULAR SUB-BASE(GSB) /

DRAINAGE LAYER

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 are 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
behaviour of the pavement structure.

For roads with a base, drainage of the water must be provided. Mud, leaves, etc. have to be
removed.

21
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.

However, if the base is impermeable (e.g. if the concrete is placed on a watertight asphalt
concrete.

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 tonn roller.

The granular sub-base or drainage layer is prepared by laying the two layer 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.

22
 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 bag of cement (100 kgs)

o bowl of coarse aggregate

 4 bowl of fine aggregate

o bowl of sand

 Bowl mean generally for carrier use by labour

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 tonn roller and on the gravel surface pcc is provide .pcc mean plain cement
concrete(kaccha) which is producing using 33 grade off wonder cement or ordinary plain
cement.

Thick ness 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”).

23
 MIXING AND TRANSPORT OF CONCRETE

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.

24
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 superplastisizer ) 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.

25
26
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 coloured concrete.

27
 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:

 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 embedments are completely

surrounded;

 The specified finish to the formed surfaces of the member is provided;

The required properties of the concrete can be achieved.

28
 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; or
 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.

1. The first - involves keeping the surface of the concrete moist by the use ponding,
spraying/sprinkling, damp sand or damp hessian.
2. The second prevents the loss of moisture from the concrete by covering it with
polythene sheeting or leaving the formwork in place.
3. The third involves the use of spray or roller applied curing compounds.

Water Curing:-

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

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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.

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.

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 CHAPTER-6

PLANT AND MACHINERY

 INTRODUCTION:-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 are different type of
machinery which are used in construction cement concrete road:-

1. NOMINAL MIXERS:- (2 NOS)

 Capacity: - 0.1 Cu. M. per Mix Batch.
 Function: - Mixing of concrete in a by taking the help of volume batcher for proper
ratio.

Nominal Mixer

2. TRACTOR:-
 Manufactured by:- SONALIKA.
 Function:- To transport material from one place to another on site.It
even carry potable water tank for curing of structures .

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 3. VIBRATOR:-

a. Plate Vibrator

b. Needle Vibrator

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c. Floater Vibrator

d .Strip Vibrator

ROLLER :-
 Weight: 8-10 tones
 Function: To compact the Earth & Soling.

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GENERATOR:-
 Function: - To generate elctricity.

4. TROLLEY:-

 Function: -To carry material from one place to another.

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 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).

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 CHAPTER-7

STUDY OF SAFETY

1. BASIC RULES FOR SAFETY:-

a. 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.

TYPE OF SAFETY
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.

2. Labour safety-
For your own safety and interest use the personal protective equipments provided by
your employer.

1. Gloves-Wear gloves when handling or contacting chemicals.

2. Helmet-Wear a safety helmet on construction site. Keep the harness of the helmet
clean and make sure that it fits well.
3. Safety shoes-Wear safety shoes to prevent foot injuries.
4. Nose mask-Wear a mask when working a dusty environment.
5. Safety Goggles-When there is a risk of eye injury, such as in concrete breaking or
using abrasive wheels.
6. Ear protector-Wear ear protectors in areas with high noise levels.

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

4. Equipment and material safety

Routine maintenance of rural roads are 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 organised 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.

5. Engineering measures in design phase

 Rural roads have to necessarily have a tortuous path, keeping in view the narrow land
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.
 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.

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  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

must be provided at dangerous locations.

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 minimised.
7. Using construction machinery carefully and parking such machinery at locations
where they are not traffic hazards.

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 CHAPTER-8
CONCLUSION
This training work is a outcome of immense dedication and hardwork of not one but many
people. The things which we got to learn in this project work are really important as well as
very helpful in our future.

The theory part taught in our colleges and universities are way different than the actual world
. The things which we got to learn practically are very different from that of the theory. In
fact there are several things which we got to learn in field would never have been learnt
theoretically . Also there was interaction with the workers and the public which was
something like a sense of responsibility.

The nation is developing and the future aspects of construction are very wide keeping that in
mind we need to contribute ourselves with full dedication towards the progress of our country
.

Reference

www.Google.com

www.concrete.net.au

www.res.gov.in

www.upjl.com

www.concrete.com

www.sand.uk

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