SUMMER INTERNSHIP REPORT

(19/6/2019 --- 3/8/2019)

Submitted by:---
Sahil Garg
Roll no :- 1603614041
Department of Civil Engineering,
RGGEC , Kangra (H.P.).
 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 Y.A. Raut Sir for
his kind guidance during the entire period of training. His consistent
support and advices has helped me to complete this researchproject
successfully. Also I thank all the members of National highways
Authority of India ,PIU-Hamirpur, 218-A, Kanwal Complex, Ward No.
1, Krishna Nagar, Hamirpur-177001, HP. for their kind support. They
have always been a source of inspiration to me.

9/7/2019 Om Prakash Thakur

 INDEX

Sr.no. Contents

1. Introduction : About the Organisation

2. Project Details
3. Objective
4. Plan Layout
5. Final Detailed Project Report
6. Plant Information
7. Project Execution
8. Pavement
9. Conclusion
10. References
 INTRODUCTION

ABOUT THE ORGANIZATION:

The National Highways Authority of India (NHAI) is an autonomous agency of
the Government of India, set up in 1988 and is responsible for management of
a network of over50,000 km of National Highways out of1,15,000 km
in India.[5] It is a nodal agency of the Ministry of Road Transport and Highways.
NHAI has signed a memorandum of understanding (MoU) with the Indian
Space Research Organisation for satellite mapping of highways. [6] Nagendra
Nath Sinha (IAS), is the present Chairman of NHAI since March 2019.
History
The NHAI was created through the promulgation of the National Highways
Authority of India Act, 1988. Section 16(1) of the Act states that the function of
NHAI is to develop, maintain and manage the national highways and any other
highways vested in, or entrusted to, it by the Government of India. In February
1995, NHAI came into operations and was formally made
an autonomous body. It is responsible for the development, maintenance and
management of National Highways, totaling over 92,851.05 km (57,694.97 mi)
in length. The NHAI is also responsible of the toll collection on several
highways. YogendraNarain was the first Chairman of NHAI in 1988. He is a
retired IAS officer of Uttar Pradesh cadre.

Projects
The NHAI has the mandate to implement the National Highways Development
Project (NHDP). The NHDP is under implementation in Phases.[7]Phase I:
Approved in December 2000, at an estimated cost of INR 300 Billion, it
included the Golden Quadrilateral (GQ), portions of the NS-EW Corridors, and
connectivity of major ports to National Highways.
Phase II: Approved in December 2003, at an estimated cost of INR 343 Billion,
it included the completion of the NS-EW corridors and another486 km
(302 mi) of highways.
Phase IIIA: This phase was approved in March 2005, at an estimated cost of INR
222 Billion, it includes an upgrade to 4-lanes of 4,035 km (2,507 mi)of National
Highways.
Phase IIIB: This was approved in April 2006, at an estimated cost of INR 543
Billion, it includes an upgrade to 4-lanes of 8,074 km (5,017 mi) of National
Highways.
Phase V: Approved in October 2006, it includes upgrades to 6-lanes for
6,500 km (4,000 mi), of which 5,700 km (3,500 mi) is on the GQ. This phase is
entirely on a DBFO basis.
Phase VI: This phase, approved in November 2006, will develop 1,000 km
(620 mi) of expressways at an estimated cost of INR 167 Billion.
Phase VII: This phase, approved in December 2007 will develop ring-roads,
bypasses and flyovers to avoid traffic bottlenecks on selected stretches at a
cost of INR 167 Billion.
NHAI helps in implementing Special Accelerated Road Development
Programme for North Eastern Region (SARDP-NE); a project to upgrade
National Highways connecting state capitals to 2 lanes or 4 lanes in the north-
eastern region.
 THE PROJECT DETAILS
Project name Four laning of SHIMLA - MATAUR section of NH-88
(now NH-205) from km 0/000 to km 223/700 in state
of HP. Maintenance of existing road from 151.870 to
km 157.000 in the state of HP.
Client National Highway Authority of India

Contractor M/S Parveen Kumar

Consultant National Highway Authority of India

Contract Section Section of NH-88 now NH-205 from km 151.870 to

km 157.000
Contract Length Km 151.870 to km 157.000

Agreement Date 03/06/2019

Tender Amount

Type of Contract Maintenance of existing road

Starting Date

Contractual Date of Completion

Extended Date of Completion

Objective :- Maintenance of Existing Road.

 Plant Information

BATCHING PLANT

A concrete plant, also known as a BATCH PLANT OR BATCHING PLANT, is a

device that combines various ingredients to form concrete.

Some of these inputs include:-

• Sand
• Water
• Aggregate (rocks, gravel, etc.),
• Fly ash
• Admixtures (sica , etc)
• Cement
It’s easy to disassemble, transport and assemble again. In 15 - 20 days we
assemble your plant in a new site producing concrete, saving you time and
money.

There are two types of batching plants:

• READY MIX PLANT (READY MIX CONCRETE / RMC) :-
A ready mix plant combines all ingredients except for water at the concrete
plant. This mixture is then discharged into a ready mix truck(also known as
a concrete transport truck). Water is then added to the mix in the truck and
mixed during transport tothe job site.
• CENTRAL MIX PLANT :-
Central mix plant combines all of the above ingredients + water at a central
location.The final product is then transported to the job site. Central mix plants
differ from ready mix plants in that they offer the end user a much more
consistent product, sinceall the ingredient mixing is done in acentral location
and is computerassistedto ensure uniformity of product. A temporary batch
plant can be constructedon a large job site. A concrete plantbecomes central
mix with the addition of aconcrete mixer.
A concrete plant can have a variety of parts and accessories.
Drum Mix Plant

The major components of an Asphalt Drum Mix Plant are:

1.Aggregate Feeder for regulating the flow of aggregate
2.Vibratory Screen removes the oversized and unnecessary materials from
feeder
3.Conveyor to receive aggregate, and feed to dryer
4.Burner
5.Drying and Mixing Drum where mixing of asphalt and bitumen is arranged
6.Asphalt Tank that is insulated for heat control
7.Mineral Filler to feed mineral to the drum.
8.Control Panel to manage the production quantity and quality
9.Fuel Tank
10.Pollution Control Mechanism

Aggregate Feeder
In our stationary and mobile Asphalt Drum Mix Plant all the four bins are fitted
with individual variable speed drive motors and gear box to control and
regulate the flow of aggregate from each bin. Gathering conveyor is
equipped with scrapper and driven by A. C. motor. Aggregate from the
gathering is fed to the drum with a slinger conveyor after removing oversize
materials.

Vibrating Screen:-
In the stationary as well as Mobile Drum
Mix Plants,a rugged single deck vibratory
screen is placed at the end of cold
aggregate feeder. Its job is to remove
the oversized materials.

Slinger
The slinger conveyor belt is an important component in a stationary or mobile
drum mix plant. Driven by A. C.motor, aggregates are transferred to drying and
mixing unit of the hot mix plant. It is equipped with weigh bridge (Load Cell) for
continuous monitoring of weight (tons/hour)Its job is to weigh aggregate and
transfer it to the mixing and drying unit .

Drying and Mixing Unit

The drying and mixing unit is the most important part of an Asphalt plant. The
dryer assures outstanding efficiency in uniformly heating and drying the
aggregates because of the specially designed and arranged lifting
flights. Rotary cylinder drum is mounted on sturdy platform driven by AC
motor with sprocket and chain equipped with high pressure jet burner, flights,
bitumen and fines piping, frame mounted exhauster fan with high
efficiency dust collector fitted with discharge dust screw conveyor.

Multi Fuel Burner

High pressure jet burner is capable of heating the aggregate to the required
temperature without any unburnt fuel or carbon residue on the aggregate and
to reduce the moisture content of the aggregate to minimum. The unit is also
with suitable type of thermometric instrument fitted at proper places so as to
indicate the temperature of exhaust gases, bitumen and mixture. For pressure
Jet burner a suitable Fuel storage tank with fuel transfer pump is provided. The
low noise burner has sufficient capacity to cover the entire range of thermal
energy required for drying the aggregates with various type of fuel.

Bitumen Storage and Supply Tank

Our storage tanks are mounted on a sturdy FULL chassis. Storage tanks are
cylindrical or U shaped. The tank is insulated with glass wool to avoid heat loss
and reduce fuel consumption. Automatic pressure Jet oil
burner (diesel), bitumen pump with jacketed oil body, bitumen metering
system with variable speed motor and hot oil circulation motor is provided.
Available in 15 to 30 T capacities.
Control Cabin and Panel
Fully computerized cabin with on board electric power console, distribution,
switch board, fully automatic processes are a standard on ATLAS DM Series
plants.User friendly software ensures top notch performance.Display of the
entire process control parameters. Provision to store, edit production details,
mix proportions, etc is possible. Panel enables the plant to run in Auto and
manual mode.
 Project Execution

1. Cleanliness
2. Tack Coat

3.

Good Practice of tack Coat

Wrong Practice of Tack Coat

Bituminous Binder Coarse:-Dense Bituminous Macadum
DBM is used as a Binder Course for pavements subjected to heavy
traffic.
Hydrated Lime or Cement shall be used as filler, if the mix fails to meet
the water sensitivity requirement.
Physical Requirements of coarse aggregate for DBM:-
Test Test Method Requirement
Los angeles abrasion test IS:2386 (Part-4) 35% Max.
Aggregate impact value test IS:2386(Part-4) 27% Max.
Flakiness and Elongation Indices IS:2386 (Part-1) 30% Max.
Coating and Stripping of IS:6241 Min. Retained
Bitumen aggregate Mixture coating 95%
Soundness Test IS:2386 (Part-5)
Loss with Sodium Sulphate 5 Cycle 12% Max.
Loss with Magnesium Sulphate 5 Cycle 18% Max.
Water Absorption IS:2386 (Part-3) 2% Max.
Retained Tensile Strength AASHTO T283 Min. 80%

Gradation Requirements For DBM:-

Grading I II
Nominal 40 mm 25 mm
Aggregate Size
Layer thickness 75-100 mm 50-75 mm
IS Sieve(mm) % passing
45 100 --
37.5 95-100 100
26.5 63-93 90-100
19 - 71-95
13.2 55-75 56-80
9.5 - -
4.75 38-54 38-54
2.36 28-42 28-42
1.18 - -
.6 - -
0.30 7-21 7-21
0.15 - -
0.075 2-8 2-8
Bitumen Content Min 4 Min 4.5
% by Weight of
total mix
Bitumen Grade S 65-90 S 65-90
Compaction:-
• Lack of adequate compaction in field
leads to reduced pavement life
• Inadequate compaction of hot mix
leads to early oxidation, ravelling,
cracking and disintegration before its
life expectancy is achieved
• 1% excess voids results in
approximately about 10% reduction in
life
ROLLERS
• Generally a series of two or three rollers is used.
• Contractors can control roller compaction by varying
things such as the types of rollers used, the number of
roller used, roller speed, the number of roller passes
over a given area of the mat, the location at which each
roller works, and the pattern that each roller uses to
compact the mat.
• Approximately 92 to 95 percent TMD will be obtained
when all rollers are finished compacting the mat.
Factors Affecting Compaction:-
Environmental Mix Property Factors Construction Factors
Factors
Temperature: Aggregate Roller
Ground Temperature Gradation Type
Air Temperature Size Number
Wind Speed Shape Speed and Timing
Fractured Faces No. Of Passes
Volume Lift Thicknes

Bituminous Surface Courses->Bituminous Concrete:-

BC is a Dense Graded Bituminous Mix used as Wearing Course for
Heavily Trafficked Roads.
BC Mix consists of Coarse Aggregates, Fine Aggregates, Filler and Binder
blended as per Marshall Mix Design.

Quality control operations involved are:

Design of mix in laboratory, and control of mixing, laying and rolling
temperatures.
Density, Marshall Stability, Flow, Air Voids, Retained Stability, Bitumen
Content, Gradation of aggregates are controlled.

Grading Requirement of BC:-

Sieve size I II
mm 50-65mm 30-45mm
26.5 100 -
19 79-100 100
13.2 59-79 79-100
9.5 52-72 70-88
4.75 35-55 53-71
2.36 78-44 42-58
1.18 20-34 42-58
0.6 15-27 26-38
0.30 10-20 18-28
0.15 5-13 12-20
0.075 2-8 4-10
Bitumen content %by 5-6 5-7
mass of total mix
Bituminous Macadam (BM):-
BM is carried out in a Hot Mix Plant, laid and compacted mechanically.
There are two sets of grading, Grade I & II.
Quality control measures involves percentage of Bitumen & Mixing,
Laying and Compaction temperature.

Gradation Requirements For BM:-

Grading I II
Nominal size 40mm 19mm
Layer thickness 75-100mm 50-75mm
IS Sieve (mm) Percent passing
45 100 -
37.5 90-100 -
26.5 75-100 100
19 - 90-100
13.2 35-61 56-88
4.75 13-22 16-36
2.36 4-19 4-19
0.300 2-10 2-10
0.075 0-8 0-8
Bitumen, %by weight of 3.1 to 3.4 3.3 to 3.5
mix
Bitumen grade S 35-90 S 35-90
 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.
PURPOSE
Many people rely on paved roads to move themselves and their products
rapidly and reliably.
FUNCTIONS:-
One of the primary functions is load distribution. It can be characterized by the
tire loads, tire configurations, repetition of loads, and distribution of traffic
across the pavement, and vehicle speed.
Pavement material and geometric design can affect quick and efficient
drainage. These eliminating moisture problems such as mud and pounding
(puddles). Drainage system consists of:
Surface drainage: Removing all water present on the pavement surface,
sloping, chambers,andkerbs.
Subsurface drainage: Removing water that seep into or is contained in the
underlying subgrade.

Requirements of a pavement
An ideal pavement should meet the following requirements:
- Sufficient thickness to distribute the wheel load stresses to a safe value on
the sub-grade soil,
- Structurally strong to withstand all types of stresses imposed upon it,
- Adequate coefficient of friction to prevent skidding of vehicles,
- Smooth surface to provide comfort to road users even at high speed,
- Produce least noise from moving vehicles,
- Dust proof surface so that traffic safety is not impaired by reducing visibility,
- Impervious surface, so that sub-grade soil is well protected, and
- Long design life with low maintenance cost.
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

Sub-grade:-
The top soil or sub-grade is a layer of natural soil prepared to receive the
stresses from the layers above. It is essential that at no time soil sub-grade is
overstressed. It should be compacted to the desirable density, near the
optimum moisture content.

Desirable properties:-
The desirable properties of sub grade soil as a highway material are:-
-Stability
-Incompressibility
-Permanency of strength
-Minimum changes in volume and stability under adverse conditions of
weather and ground water
-Good drainage, and
-Ease of compaction

The tests used to evaluate the strength properties of soils may be broadly
divided into three groups:
-Shear tests
-Bearing tests
-Penetration tests
Sub-Base course:-
The sub-base course is the layer of material beneath the base course and the
primary functions are to provide structural support, improve drainage, and
reduce the intrusion of fines from the sub-grade in the pavement structure If
the base course is open graded, then the sub-base course with more fines can
serve as a filler between sub-grade and the base course A sub-base course is
not always needed or used. For example, a pavement constructed over a high
quality, stiff sub-grade may not need the additional features offered by a sub-
base course. In such situations, sub-base course may not be provided.

Base course:-
The base course is the layer of material immediately beneath the surface of
binder course and it provides additional load distribution and contributes to
the sub-surface drainage It may be composed of crushed stone, crushed slag,
and other untreated or stabilized materials.

Binder course:-
This layer provides the bulk of the asphalt concrete structure. It's chief purpose
is to distribute load to the base course The binder course generally consists of
aggregates having less asphalt and doesn't require quality as high as the
surface course, so replacing a part of the surface course by the binder course
results in more economical design.

Surface course:-
Surface course is the layer directly in contact with traffic loads and generally
contains superior quality materials.
They are usually constructed with dense graded asphalt concrete(AC). 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.
Prime Coat: Prime coat is an application of low viscous cutback bitumen to
an absorbent surface like granular bases on which binder layer is placed. It
provides bonding between two layers. Unlike tack coat, prime coat penetrates
into the layer below, plugs the voids, and forms a water tight surface.

Tack Coat: Tack coat is a very light application of asphalt, usually asphalt
emulsion diluted with water.
It provides proper bonding between two layer of binder course and must be
thin, uniformly cover the entiresurface, and set very fast.

Seal Coat: Seal coat is a thin surface treatment used to water-proof the
surface and to provide skid resistance.
 CONCLUSION

It was a wonderful learning experience at National Highways

Authority of India site “Maintenance of existing road from Km to
157.000 Km of NH-88 (now NH-205) for one months inHamirpur. I
gained a lot of insight regarding almost every aspect of site. I was
given exposure in almost all the departments at the site. The friendly
welcome from all the employees is appreciating, sharing their
experience and giving their peace of wisdom which they have gained
in long journey of work. I hope this experience will surely help me in
my future and also in shaping my career.