VISVESVARAYA TECHNOLOGICAL UNIVERSITY

BELAGAVI - 590018

An
INTERNSHIP REPORT
Submitted in partial fulfillment of the requirement for the award of the degree

BACHELOR OF CIVIL ENGINEERING

BY
SAALIM BEIG
4VM19CV032

Internship carried out

at
VANAJA BUILDERS Pvt Ltd

INTERNAL GUIDE EXTERNAL GUIDE

Mrs. Shambavi K V Mr. Chethan T S
Assistant professor Project Engineer
Dept. of Civil Engineering. Vanaja Builders Pvt Ltd
VVIET, Mysore

DEPARTMENT OF CIVIL ENGINEERING

VIDYA VIKAS INSTITUTE OF ENGINEERING AND TECHNOLOGY
MYSURU – 570 028
2022-23
VIDYA VIKAS INSTITUTE OF ENGINEERING AND TECHNOLOGY
MYSURU-570028

AFFILIATED TO VISVESVARAYA TECHNOLOGICAL UNIVERSITY

BELAGAVI-590018

DEPARTMENT OF CIVIL ENGINEERING

CERTIFICATE

This is Certified that the internship report carried out by SAALIM BEIG
[4VM19CV032] a bonafide student of VIDYA VIKAS INSTITUTE OF
ENGINEERING AND TECHNOLOGY in partial fulfillment for the award of
Bachelor of Engineering in CIVIL ENGINEERING of Visvesvaraya Technological
University, Belagavi during the year 2022-2023. It is certified that all
corrections/suggestions indicated for Internal Assessment have beenincorporated in
the Report deposited in the Departmental library. The internship report has been
approved as it satisfies the academic requirements in respect of internship work
prescribed for the said degree.

Signature of Internal Co-ordinator

Ms. Megha S Mahaladkar
Assistant professor
Dept. of Civil Engineering

Signature of HOD Signature of Principal

Mrs. Shambavi K V Dr. Manjunatha T S
Assistant Professor & Head Principal
Dept. of Civil Engineering. VVIET, Mysuru

External Viva
Name of the examiner Signature with date

1. __________

2. _ _ _ _ _ _ _ _ _ _ _ __________
 ACKNOWLEDGEMENTS

I owe my gratitude to our beloved Chairman Sri Vasu V & Secretary, Sri
Kaveesh Gowda V for their encouragement and support in all our
endeavors.
I am thankful to our Principal, Dr. Manjunatha T S, for his constant
encouragement in every needed sphere.
We are thankful Mr. CHETHAN T S to for giving us an opportunity to
work in their organization and for being kind and for their cooperation and
encouragement.
I would like to express deep indebtedness to Mrs. Shambavi K V, Assistant
Professor and Head, Department of Civil Engineering for her valuable
suggestions and support throughout the course.
I express my deep sense of gratitude to my guide Mrs. Shambavi K V,
Assistant Professor, Department of Civil Engineering for her inspirational
and dedicated guidance, valuable suggestions, sportive encouragement and
much needed support in every needed sphere. The environment of
interactive study created by her helped me to learn better and ask doubts
un-hesitantly, none of which went unanswered.
I sincerely thank all the faculties of our department for their valuable
suggestions extended throughout this work.

Regards,
SAALIM BEIG
4VM19CV032
 DECLARATION BY THE STUDENT

I SAALIM BEIG bearing USN: 4VM19CV032, a student of final year Bachelor of

Engineering, Department of Civil Engineering, Vidya Vikas Institute of Engineering
and Technology Mysuru, hereby declare that the internship work entitled
“PROJECT” has been independently carried out by me under the supervision of my
External guide Mr. Chethan PWD Nazarbad, Mysore. and submitted in partial
fulfillment of therequirements for the award of Bachelor Of Engineering in Civil
Engineering Branch ofVisvesvaraya Technological University, Belagavi during the
academic year 2022-2023.I further declare that this internship report has not been
submitted by me to any other University or Institution either in part or in full for the
award of any degree.

SAALIM BEIG
4VM19CV032
 TABLE OF CONTENTS
LIST OF CONTENT PAGE.NO

CHAPTER-1:

Company Profile 1

CHAPTER-2:

Introduction To Internship 2

CHAPTER-3:

Project Details 3

CHAPTER-4:

Introduction To Road 6

CHAPTER-5:

Work Carried Out in Our Internship 8

CHAPTER-6:

Site Visit 21

CHAPTER-7:

Test Conducted in Field 22

CHAPTER-8:

Safety Precaution 23

CHAPTER-9:

Outcomes 24
LIST OF FIGURES PAGE. NO

FIGURE 01: COMPANY LOGO 1

FIGURE 02: SITE 01 3
FIGURE 03: SITE 02 3
FIGURE 04: SITE 03 4
FIGURE 05: LAYERS OF FLEXIBLE PAVEMENT 7
FIGURE 06: LAYERS OF ROAD 10
FIGURE 07: SUB GRADE LAYER 11
FIGURE 08: GSB LAYER 12
FIGURE 09: BASE LAYER 14
FIGURE 10: PRIME COAT 15
FIGURE 11: BINDER COURSE 16
FIGURE 12: TACK COAT 17
FIGURE 13: SURFACE COURSE 18
FIGURE 14: SEAL COAT 19
FIGURE 15: SITE VISIT 1 20
FIGURE 16: SITE VISIT 2 20
INTERSHIP REPORT 2022-23

CHAPTER-1

COMPANY PROFILE
Vanaja Builders Private Limited is an unlisted private company incorporated on 15 June, 2018. It is
classified as a private limited company and is located in Mysore, Karnataka.
 It's authorized share capital is INR 3.10 cr and the total paid-up capital is INR 2.72 cr.The current
status of Vanaja Builders Private Limited is - Active.
 The last reported AGM (Annual General Meeting) of Vanaja Builders Private Limited, per our
records, was held on 30 September, 2022.
 Vanaja Builders Private Limited has two directors - Dhananjaya Basavaraju and Nandish
Nanjundaiah. The longest serving directors currently on board are Dhananjaya Basavaraju and
Nandish Nanjundaiah who were appointed on 15 June, 2018.
 They have been on the board for 4 years and 11 months.Dhananjaya Basavaraju has the largest
number of other directorships with a seat at a total of 4 companies.
 In total, the company is connected to 3 other companies through its directors.
 The Corporate Identification Number (CIN) of Vanaja Builders Private Limited is
U74999KA2018PTC113985.
 The registered office of Vanaja Builders Private Limited is at #1062, Vishnuvardhana Road
Chamarajapuram, Mysore, Mysore, Karnataka

FIGURE 01: COMPANY LOGO

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CHAPTER-2

INTRODUCTION TO INTERNSHIP

 An internship is a work experience program that provides students, recent graduates or professionals
with practical, on-the-job training in a particular industry or field.

 Internships can vary in length, from a few weeks to several months, and can be paid or unpaid.

 Internships are a valuable opportunity to gain hands-on experience and learn practical skills that can
be applied in future careers.

 They can also help students or recent graduates explore different industries and career paths,
network with professionals in their field, and build their resume.

 Many companies offer internships as a way to recruit and evaluate potential employees, so
internships can also be a valuable stepping stone to a full-time job.

 To find an internship, students or recent graduates can search online job boards, company websites,
or reach out to their school's career services office.

 It's important to research the company and position before applying, and to tailor the application
materials to the specific internship opportunity.

 Internships can be found in a variety of industries and sectors, including business, engineering,
healthcare, media, education, and more.

 They can be part-time or full-time, paid or unpaid, and can vary in duration from a few weeks to
several months.

 Internships are a valuable opportunity for students and recent graduates to explore their career
interests, network with professionals, and gain valuable work experience that can enhance their
resume and help them stand out in a competitive job market.

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CHAPTER-3

PROJECT DETAILS
1. Triveni Circle

FIGURE 02: Site 01

2. Sharadadevi Nagar

FIGURE 03: Site 02

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3. Kannegowdana koppalu

FIGURE 04: Site 03

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CHAPTER 04
INTRODUCTION TO ROAD OR PAVEMENT

 Pavement or Road is an open, generally public way for the passage of vehicles, people, an animal.
 Pavement is finished with a hard smooth surface. It helped make them durable and ableto 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

4.1.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 cracking and
unevenness which makes the pavement unsuitable for use.
 In rainy season, water enters the pavement resulting into pot holes and sometimes totalremoval 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.

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4.2.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 programmes.
 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 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.

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CHAPTER-5

WORK CARRIED OUT IN OUR INTERNSHIP

FLEXIBLE PAVEMENT

 Bitumen road is a road constructed by using bitumen.

 It is also called flexible pavement road.

 Because it changes its shape according to nature of load and sub base.

 A road or pavement is a structure consisting of superimposed of processed material

above the natural soil sub-grade, whose primary function is to distribute the applied
vehicle loads to the sub-grade.
 This type of pavement has four layers

a. Sub-grade (bottom layer)

b. sub- base

c. base

d. wearing surface (top most).

FIGURE 05: LAYERS OF FLEXIBLE PAVEMENT

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5.1.Materials for flexible pavement layer

The flexible pavement layer is constructed with use of following basic materials: -
 Soil
 Stone aggregates
 Bituminous Binder
 Water
5.1.1.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

5.1.2.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. Aggregates, which account for 60 to 75
percent of the total volume of concrete.

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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

5.1.3.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

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5.2.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 ofwork with
the help of various software's.
 After that a engineer prepares detailed estimate of proposed work and also prepares 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 surfacecourse is done.

FIGURE 06: LAYERS OF ROAD

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5.2.2.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 sub- grade 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,There are a number of tests which can beused 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 strengthproperties 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
sub- grade 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.

FIGURE 07: SUBGRADE LAYER

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5.2.2.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 load- bearing 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 pavementstructure, 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 sub base over time as traffic
loads accumulate. Pavement problems may result from this consolidation.

FIGURE 08: GSB LAYER

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5.2.3.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.

FIGURE 09: BASE LAYER

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5.2.4.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.

FIGURE 10: PRIME COAT

1. Coat and bond loose material particles on the surface of the base.
2. Harden or toughen the base surface to provide a work platform for constructionequipment.
3. Plug capillary voids in the base course surface to prevent migration of moisture.
4. Provide adhesion between the base course and succeeding asphalt course.

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5.2.5.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.

FIGURE 11: BINDER COURSE

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5.2.6.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.

FIGURE 12: TACK COAT

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.

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5.2.7.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.

FIGURE 13: SURFACE COURSE

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5.2.8.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.. 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.

FIGURE 14: SEAL COAT

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.. 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

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CHAPTER-6
SITE VISIT
 Road extension process in Triveni circle

FIGURE 15: SITE VISIT 1

 Road construction process in Sharadadevi Nagar,

FIGURE 16: SITE VISIT 2

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CHAPTER 07

TESTS CONDUCTED IN FIELDS

a. Specific gravity: Specific gravity of a binder material does not affect its bonding characteristics.
However, its value is needed in bituminous mix design. This is determined at 27°C using a standard
pycnometer. The bitumen sample is gently heated and transferred to the pycnometer, allowed to
cool, and weighed. It is then filled with water in the remaining space and weighed again. The
contents are emptied and the pycnometer is cleaned thoroughly Then it is filled with water and
again weighed, The empty weight of the pycnometer is also obtained.
b. Softening point: A viscous material like bitumen does not show a well-defined softening point.
A standard test datelines the temperature at which a standard ball passes through a disc of bitumen
contained in a brass ring. The test is therefore called the ring-and- ball test.
c. Penetration Test: End -Biturmen FHG. 6.69 Softening point test (Ring-and-ball apparatus) A
brass ring containing the bitumen sample is suspended in water or glycerine at the desired test
temperature. A steel ball is placed on the bitumen disc. The liquid is heated at a rate of 5°C per
minute. The temperature at which the softened bitumen touches the bottom of the metal plate, placed
at a specified distance below the ring is noted as the softening point. The hardest grade of bitumen
is 30/40, which has a softening point of 50°C to 65°C. The softest bitumen for paving is the 180/200
grade, for which the softening point is 30°C to 45°C. It measures the hardness or softness of bitumen
by measuring the depth in tenths of a millimetre to which a standard loaded needle will penetrate
vertically in 5 seconds. BIS had standardized the equipment and test procedure. The penetrometer
consists of a needle assembly with a total weight of 100g and a device for releasing d locking in any
position. The bitumen is softened to a pouring consistency. stirred thorough and poured into
containers at a depth at least 15 mm in excess of the expected penetration. The test should be
conducted at a specified temperature of25°C.
d. Flash and Fire Point Test: To Penetration At high temperatures depending upon the grades of
bitumen materials leave out volatiles. And these volatiles catch fire which is very hazardous and
therefore it is essential to qualify this temperature for each bitumen grade. BIS defined the ash point
as the temperature at which the vapour of bitumen momentarily catches fire in the form of ash under
specified test conditions. The fire point is defined as the lowest temperature under specified test
conditions at which the bituminous material gets ignited and burns.

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CHAPTER-8

SAFETY PRECAUTIONS

 Awareness of surroundings
 Indentify potential hazards
 Wear proper safety equipment
 Proper traffic control
 Stay hydrated
 Have a site safety program
 Avoid blind spots
 Use communication signals
 Designate a job site safety officer
 Catalog work areas

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CHAPTER-9

OUTCOMES
9.1.TECHNICAL OUTCOMES

 Road Safety: One of the most important aspects of road infrastructure is safety. During your
internship, you may work on projects aimed at improving road safety, such as analyzing accident
data to identify high-risk areas, developing safety protocols and guidelines, or implementing new
safety technologies.

 Road Design: Road design is an essential aspect of road infrastructure. Your internship may involve
working on road design projects, such as creating road layouts, determining the optimal number of
lanes, designing intersections, and selecting materials for road construction.

 Road Maintenance: Roads require regular maintenance to ensure that they remain in good
condition. During your internship, you may work on projects aimed at improving road maintenance,
such as identifying maintenance needs, developing maintenance schedules, and designing cost-
effective maintenance solutions.

 Traffic Management: Effective traffic management is critical to ensure that roads function
efficiently. Your internship may involve working on projects related to traffic management, such as
developing traffic management plans, analyzing traffic flow data, and designing traffic signals and
signage.

 Sustainable Infrastructure: Sustainable infrastructure is becoming increasingly important in road

construction and maintenance. During your internship, you may work on projects aimed at
improving the sustainability of road infrastructure, such as incorporating green technologies, using
recycled materials, and reducing energy consumption.

 Overall, the technical outcomes of an internship related to roads can vary widely depending on the
specific projects and tasks assigned. However, some common areas of focus may include road
safety, road design, road maintenance, traffic management, and sustainability.

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9.2. NON TECHNICAL OUTCOMES

Internships can have a wide range of non-technical outcomes that can be beneficial for interns. Here
are a few examples:

 Internships: can provide opportunities for interns to develop their professional skills, such as
communication, teamwork, problem-solving, and time management. These skills can be useful in any
job and can help interns stand out from other candidates when applying for future positions.

 Networking: Internships can provide opportunities for interns to meet professionals in their field and
establish relationships that can lead to future job opportunities. Interns may also meet other interns
and establish connections that can be beneficial throughout their careers.

 Career exploration: Internships can help interns explore different career paths and gain a better
understanding of what they want to do in the future. They may discover that they enjoy certain aspects
of a job that they hadn't considered before or find that they are not as interested in a particular field
as they thought they were.

 Confidence: Internships can help interns gain confidence in their abilities and feel more comfortable
in a professional setting. This can be particularly valuable for students who are new to the workforce.

 Personal growth: Internships can provide opportunities for personal growth, such as learning how to
handle difficult situations, overcoming challenges, and developing a sense of independence and
responsibility.

 Overall, internships can offer a variety of non-technical benefits that can be valuable for interns both
in their personal and professional lives.

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