KRISHNA INSTITUTE OF TECHNOLOGY

KANPUR (351)
SUMMER TRAINING REPORT
ON

PUBLIC WORK DEPARTMENT

AT

KUSHINAGAR, U.P

SESSION:2020-2021
SUBMITTED BY: SUBMITTED TO:
SONU YADAV Mr. SHIVAKANT GUPTA
B.TECH, 4th YEAR DEPT. OF CIVIL ENGINEERING
ROLL NO. 1735100021
Dr. A.P.J ABDUL KALAM TECHNICAL UNIVERSITY, UTTAR PRADESH
LUCKNOW
 ACKNOWLEDGEMENT

I express my satisfaction on the completion of this summer training program

and project report submission as a part of the curriculum for the degree of
Bachelor of Technology, Civil Engineering. I express my deepest gratitude to
my supervisor and mentor Mr. VIVEK MAURYA for his kind guidance
during the entire period of training. His consistent support and advices has
helped me to complete this research project successfully. Also I thank all the
members of PUBLIC WORKS DEPARTMENT KASIA KUSHNAGAR
(U.P.) their kind support. They have always been a source of inspiration to
me.

DATE: 06/06/2018 SONU YADAV

1735100021
CE- IVth YEAR
S.
NO. CONTENT PAGE NO.

1 PUBLIC WORKS DEPARTMENT: AN 5

OVERVIEW

2 INTRODUCTION 5

3 WHAT IS ROAD OR PAVEMENT? 6

4 TYPES OF PAVEMENTS 7

5 MATERIALS FOR PAVEMENT LAYERS 8-10

5.1 SOIL 8

5.2 AGGREGATES 9

5.3 BITUMINOUS BINDER 10

CONSTRUCTION OF FLEXIBLE
6 PAVEMENT 12-18
LAYERS

6.1 SUBGRADE 11

6.2 SUB-BASE COURSE 12-13

 6.3 BASE COURSE 14

6.4 SURFACE COURSE 15-16

PUBLIC WORKS DEPARTMENT: AN OVERVIEW

Public Works Department (PWD), under the Ministry of Public Works

department, is the pioneer in construction arena of Uttar Pradesh. Over about
four centuries, PWD could successfully set the trend and standard in the state`s
infrastructure development. It plays a pivotal role in the implementation of
government construction projects. It also undertakes projects for autonomous
bodies as deposit works. 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 our country. It is
recognized as a leader and pacesetter in the construction industry because of its
consistently superior performance.

INTRODUCTION

Development of a country depends on the connectivity of various places with

adequate road network. Roads are the major channel of transportation for
carrying goods and passengers. They play a significant role in improving the socio-
economic standards of a region. Roads constitute the most important mode of
communication in areas where railways have not developed much and form the
basic infra-structure for the development and economic growth of the country.
The benefits from the investment in road sector are indirect, long-term and not
immediately visible. Roads are important assets for any nation. However, merely
creating these assets is not enough, it has to be planned carefully and a
pavement which is not designed properly deteriorates fast. India is a large
country having huge resource of materials. If these local materials are used
properly, the cost of construction can be reduced. There are various type of
pavements which differ in their suitability in different environments. Each type of
pavement has its own merits and demerits. Despite a large number of seminars
and conference, still in India, 98% roads are having flexible pavements. A lot of
research has been made on use of Waste materials but the role of these
materials is still limited. So there is need to take a holistic approach and mark the
areas where these are most suitable.
India has one of the largest road networks in the world (over 3 million km at
present).For the purpose of management and administration, roads in India are
divided into the following five category

• National Highways (NH)

• State Highways (SH)
• Major District Roads (MDR)
• Ordinary 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 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 Pradhanmantri 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-

• 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 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.

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.
 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.

Materials for flexible pavement layer

The flexible pavement layer is constructed with use of following basic

materials:-

• Soil
• Stone aggregates
• Bituminous Binder
• Water

SOIL

The soil is used in embankment construction should not undergo excessive

settlement due to weather changes and superimposed loads; differential
settlements of the embankment may lead to failure of pavement and other
structures.
Selected superior quality soil is borrowed and used for the construction of
subgrade of pavements. Well compacted soils and stabilized soils are at times
used in the sub-base or base course of pavements of low volume roads. The
soil is therefore considered as one of the principal highway materials.
DESIRABLE PROPERTIES

 Stability
 Incompressibility
 Permanency of strength
 Minimum changes in volume and strength under adverse conditions of
weather.
 Good drainage
 Ease of compaction

STONE AGGREGATES
Aggregates are inert granular materials such as sand, gravel, or crushed stone
that, along with water and Portland cement, are an essential ingredient in
concrete. For a good concrete mix, aggregates need to be clean, hard, strong
particles free of absorbed chemicals or coatings of clay and other fine materials
that could cause the deterioration of concrete. Aggregates, which account for
60 to 75 percent of the total volume of concrete, are divided into two distinct
categories-fine and coarse. Fine aggregates generally consist of natural sand or
crushed stone with most particles passing through a 3/8-inch (9.5-mm) sieve.
Coarse aggregates are any particles greater than 0.19 inch (4.75 mm), but
generally range between 3/8 and 1.5 inches (9.5 mm to 37.5 mm) in diameter.
Gravels constitute the majority of coarse aggregate used in concrete with
crushed stone making up most of the remainder.

 Once processed, the aggregates are handled and stored in a way that
minimizes segregation and degradation and prevents contamination.
Aggregates strongly influence concrete's freshly mixed and hardened
properties, mixture proportions, and economy. Consequently, selection of
 aggregates is an important process. Although some variation in aggregate
properties is expected, characteristics that are considered when selecting
aggregate include:

 Grading

 Durability

 Particle shape and surface texture

 Abrasion and skid resistance

 Unit weights and voids

 Absorption and surface moisture

BITUMINOUS BINDER

Bituminous materials or asphalts are extensively used for roadway

construction, primarily because of their excellent binding characteristics and

water proofing properties and relatively low cost. Bituminous materials

consists of bitumen which is a black or dark coloured solid or viscous

cementitious substances consists chiefly high molecular weight hydrocarbons

derived from fractional distillation of petroleum. It has adhesive properties,

and is soluble in carbon disulphide.

Bituminous materials are very commonly used in highway construction

because of their binding and water proofing properties.

 The different types of bituminous binders used in flexible pavement

construction are-

• Paving grade bitumen

• Modified bituminous binders

• Cut-back bitumen

• Bitumen emulsion

Of the above bituminous binders the paving grade bitumen and modified
bituminous binders need heating before used in paving applications. Cut-back
bitumen may or may not need slight heating depending on the selected grade
of the binder and site temperature during mixing. When bitumen emulsion
used in pavement construction heating is required.

The different grades of bitumen currently adopted in India based upon the
viscosity values and respective penetration values at 25 degree Celsius are
VG10, VG20, VG30, VG40.

PROCEDURE TO CONSTRUCT PAVEMENTS

During construction of a cement concrete pavement, various steps are taken as

below-

 Survey of proposed work is done by experienced engineers or by any

expert of survey, site survey includes geographical details, soil
properties and site investigation.
 After survey , a team of experienced engineers and architecture
prepare detailed plan of work with the help of various software's.
 After that a engineer prepares detailed estimate of proposed work
and also prepare a estimate regarding equipments required and
labour requirements.
 Now excavation is done with the help of automatic machines and
then a equipment is used to cut nearby trees and root removal
process.
  After these construction of soil sub grade , base coarse and then
construction of surface course is done.



SUB-GRADE

Sub-grade is a layer of natural soil or filled soil, ready to receive the pavement
material over it. Traffic load moving on the surface of the road is ultimately
transferred to the sub-grade through intermediate layer of sub-base, base and
surface layer. For the success full construction of the road, it is necessary that
the soil subgrade should never be over stressed. Stress intensity on the sub-
grade should not be of the magnitude that may cause excessive deformation in
the sub-grade. It is this reason that the strength properties of the soil sub-
grade should be evaluated. The pavement design assumes sub-grade strength
as the basis for designing the pavement. If strength properties of the sub-grade
are inferior to the expected ones, it is given suitable treatment to impart
improvement in its performance. There are a number of tests which can be
used to measure strength properties of the soil sub-grade. All these tests are
useful in their correlation in the design. Following are some of the standard
tests, used to evaluate the strength properties of the soil-  CBR test
 Plate bearing test

PREPARATION OF SUBGRADE LAYER

Prepare the sub-grade layer, it is done after placing the drainage system, piping
and electric cable. The subgrade surface will be compacted and levelled and be
cut to make camber as in plan. If the material of the soil did not have a good
quality, it will be changed with suitable material. Base formation covers with
50-75mm sand layer or quarry dust and will be compacted with 8-10 tone
compactors. This job must be done to prevent the clay from absorbing into the
stone layer of sub-base.

GRANULAR SUB-BASE (GSB)

A granular sub base is laid in between the subgrade and the base course of all
highway pavements.
Subbases serve a variety of purposes, including reducing the stress applied to
the subgrade and providing drainage for the pavement structure. The granular
subbase acts as a loadbearing layer, and strengthens the pavement structure
directly below the pavement surface, providing drainage for the pavement
structure on the lowest layer of the pavement system. However, it is critical to
note that the subbase layer will not compensate for a weak subgrade.
Subgrades with a CBR of at least 10 should provide adequate support for the
subbase.

PREPARATION OF GRANULAR SUB BASE

As the granular subbase provides both bearing strength and drainage for the
pavement structure, proper size, grading, shape, and durability are important
attributes to the overall performance of the pavement structure. Granular
subbase aggregates consist of durable particles of crushed stone or gravel
capable of withstanding the effects of handling, spreading, and compacting
without generation of deleterious fines. Granular subbases are typically
constructed by spreading the materials in thin layers compacting each layer by
rolling over it with heavy compaction equipment to achieve a density greater
or equal to 70% relative density. Typically, the thickness of the subbase is 6
inches with a minimum of 4 inches. Additional thickness beyond 6 inches could
allow consolidation of the subbase over time as traffic loads accumulate.
Pavement problems may result from this consolidation.
BASE COURSE

The base course is the region of the pavement section that is located directly
under the surface course. If there is a subbase course, the base course is
constructed directly about this layer. Otherwise, it is built directly on top of the
subgrade. Typical base course thickness ranges from 4 to 6 inches and is
governed by underlying layer properties.

Heavy loads are continuously applied to pavement surfaces, and the base layer
absorbs the majority of these stresses. Generally, the base course is constructed
with an untreated crushed aggregate such as crushed stone, slag, or gravel. The
base course material will have stability under the construction traffic and good
drainage characteristics.

The base course materials are often treated with cement, bitumen, calcium
chloride, sodium chloride, fly ash, or lime. These treatments provide improved
support for heavy loads, frost susceptibility, and serves as a moisture barrier
between the base and surface layers The base course must have sufficient quality
and thickness to prevent failure in the subgrade and/or subbase, withstand the
stresses produced in the base itself, resist vertical pressures that tend to produce
consolidation and result in distortion of the surface course, and resist volume
changes caused by fluctuations in its moisture content.
The materials composing the base course are select hard and durable aggregates,
which generally fall into two main classes: stabilized and granular. The
stabilized bases normally consist of crushed or uncrushed aggregate bound with
a stabilizer, such as Portland cement or bitumen.The quality of the base course is
a function of its composition, physical properties, and compaction of the
material.

PRIME COAT:-

A prime coat is an application of a low viscosity asphalt to a granular base in

preparation for an initial layer (or surface course layer) of asphalt. The purpose
of the prime coat is; to coat and bond loose material particles on the surface of
the base, to harden or toughen the base surface to provide a work platform for
construction equipment, to plug capillary voids in the base course surface to
prevent migration of moisture, and to provide adhesion between the base
course and succeeding asphalt course. After applying the prime coat, it must
cure for a minimum of 48-72 hours before asphalt is placed, with no rain in the
forecast.
There are four primary purposes for the application of a prime coat on an
aggregate base course;
1. 1-Coat and bond loose material particles on the surface of the base.
2. 2-Harden or toughen the base surface to provide a work platform for
construction equipment.
3. 3-Plug capillary voids in the base course surface to prevent migration of
moisture.
4. 4-Provide adhesion between the base course and succeeding asphalt
course.

BINDER COURSE-

The bituminous surface, or wearing course, is made up of a mixture of various

selected aggregates bound together with asphalt cement or other bituminous
binders.

This surface prevents the penetration of surface water to the base course;
provides a smooth, well-bonded surface free from loose particles, which might
endanger aircraft or people; resists the stresses caused by aircraft loads; and
supplies a skid-resistant surface without causing undue wear on tires.
TACK COAT:-

The pavement surface receiving the tack coat should be clean and dry to
promote maximum bonding. Emulsified tack coat materials may be applied to
cool and/or damp pavement, however, the length of time needed for the set to
occur may increase (Flexible Pavements of Ohio, 2001). Since existing and
milled pavements can be quite dirty and dusty, their surfaces should be
cleaned off by sweeping or washing before any tack coat is placed, otherwise
the tack coat material may bond to the dirt and dust rather than the adjacent
pavement layers. This can result in excessive tracking of the tack coat material.
Tack coat application should result in a thin, uniform coating of tack coat
material covering approximately 90 percent of the pavement surface (Flexible
Pavements of Ohio, 2001). To achieve this result, application rate will vary
based on the condition of the pavement receiving the tack coat. Too little tack
coat can result in inadequate bonding between layers. Too much tack coat can
create a lubricated slippage plane between layers, or can cause the tack coat
material to be drawn into an overlay, negatively affecting mix properties and
even creating a potential for bleeding in thin overlays.

SURFACE COURSE:-

The wearing course is the upper layer in roadway, airfield, and dockyard
construction. The term 'surface course' is sometimes used, however this term
is slightly different as it can be used to describe very thin surface layers such as
chip seal. In rigid pavements the upper layer is a portland cement concrete
slab. In flexible pavement, the upper layer consists of asphalt concrete with a
bituminous binder. The wearing course is typically placed on the binder course
which is then laid on the base course, which is normally placed on the
subbase, which rests on the subgrade. There are various different types of
flexible pavement wearing course, suitable for different situations. Stone
mastic asphalt is a type of flexible pavement wearing course which is typically
used for heavily trafficked roads.

The functions and requirements of this layer are:

• It provides characteristics such as friction, smoothness, drainage, etc.

Also it will prevent the entrance of excessive quantities of surface water
into the underlying base, sub-base and sub-grade,
• It must be tough to resist the distortion under traffic and provide a
smooth and skid- resistant riding surface,
 • It must be water proof to protect the entire base and sub-grade from the
weakening effect of water.

SEAL COAT: -

Sealcoat or pavement sealer is a coating for asphalt-based pavements. Seal

coating is marketed as a protective coating that extends the life of asphalt
pavements. There is not any independent research that proves these claims.
Seal coating may also reduce the friction or anti-skid properties associated with
the exposed aggregates in asphalt. There are primarily three types of
pavement sealers. They are commonly known as refined tar-based (coal tar
based), asphalt-based, and petroleum-based. All three have their advantages
but are typically chosen by the contractors’ preference unless otherwise
specified.
Prior to application the surface must be completely clean and dry using
sweeping methods and/or blowers. If the surface is not clean and dry, then
poor adhesion will result. Pavement sealers are applied with either pressurized
spray equipment, or self-propelled squeegee machines or by hand with a
squeegee. Equipment must have continuous agitation to maintain consistency
of the sealcoat mix. The process is typically a two-coat application which
requires 24 to 48 hours of curing before vehicles can be allowed back on the
surface. Once the surface is properly prepared, then properly mixed sealer will
be applied at about 60 square feet per gallon per coat.

OPENING OF TRAFFIC:-

The curing period for bituminous surface course is less and hence the surface
can be opened to traffic within 24 hours