Industrial Training Report on Dassal Road Construction

DASSAL ROAD RAJOURI
INDUSTRIAL TRAINING REPORT
(INDUSTRIAL TRAINING DURING: JUNE-JULY 2019)
(GUIDED BY Mr. Shabbir Ahmed)
Department of CIVIL Engineering
BABA GHULAM SHAH BADSHAH UNIVERSITY
Submitted by: - 1. Tahir Mehmood (28-CE-2016)
2. Abhishek Sharma (45-CE-2016)
3. Shahid Ahmed (59-CE-2016)
4. Mohd Asif (62-CE-2016)

DASSAL ROAD RAJOURI
ACKNOWLEDGEMENT
We are grateful to Department of Civil Engineering - School of Engineering & Technology,
Baba Ghulam Shah Badshah University Rajouri for permitting us to undergo for an Industrial
Training. During this training we learnt a lot about technical aspects involved in construction
of a Road which has imbibed functional practicality in us which is the core aim of undergoing
Industrial training.
At the Project Site, we had performed Reconnaissance, Levelling & Compass Surveying
and also, we have learnt how to read and draw Cross-Section of road along with its
Estimation and Abstract of Cost. It was a tremenduos experience & We are very thankful
to PUBLIC WORK DEPARTMENT (R&B) for their cordial behaviour and permitting us to
attend the site of Dassal Road, Rajouri.
The industrial training is completed under the guidance of –
Mr. Shabbir Ahmed
J.E PWD (R&B) RAJOURI DIVISION
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DASSAL ROAD RAJOURI
TABLE OF CONTENT
S.NO CONTENTS PAGE NO
1. PWD INTRODUCTION 4-5
2. INTRODUCTION TO BITUMENOUS ROADS 6- 9
3. ROAD LAYERS 10-12
4. SURVEYING & SOIL TESTS 13-21
5. ESTIMATION & COST ANALYSIS 22-29
6. CONSTRUCTION STEPS 30-33
7. CONCLUSION 34
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CHAPTER 1
INTRODUCTION
An effective communication network is essential not only to cater to the needs of travel and
transport but also for Socio-economic development of a State and the country. In case of J&K,
the same is all the more important for promotion of tourism as well. Revival of Tourism and
restoration of damaged infrastructure, which had become the target during the period of
disturbance in the State has been a priority of the State Government.
The State Government, with the supplementation of Central resources, made concerted efforts
in rebuilding of destroyed infrastructure in the shape of roads, bridges, school buildings and the
social infrastructure, etc. With this objective in view, special schemes were launched, besides
giving a boost to the ongoing schemes of the Department.
ROAD CONNECTIVITY (as on 01-01-2011):
• Total length maintained by R&B Department: 26711.27 kms
• Blacktopped: 12054.94 kms
• Metalled: 2514.95 kms
• Shingled: 3650.87 kms
• Fair weather: 8300.06 kms
• Jeepable: 190.45 kms 4

DASSAL ROAD RAJOURI
Public Works Department (R&B)
• PWD envisages a lead role for itself in the execution, maintenance and standardization of
the built environment in Jammu & Kashmir, while continuing to play the role of a
government department in facilitating the implementation of policies for sustainable
development and transparency in governance along with assimilation of knowledge and
experience.
• To create and maintain a sustainable and inclusive built environment within the available
resources.
• Public Work Department (B&R) is the premier agency of Government of Jammu & Kashmir
engaged in Planning, Designing, Construction and Maintenance of Government assets like
Roads, Bridges, Fly Overs and Buildings.
• The main activities of the PWD(R&B) are Construction, Upgradation and Maintenance of
National Highways, Major District Roads, Other District Roads, Village Roads and Construction
of Bridges, Fly Overs in the State.
• Our presence is felt in the field of Agriculture, Commerce, Education, Health Care and Tourism
of the State.
• PWD (R&B) provides consultancy services in planning, designing and construction of civil
engineering projects, as and when required by public undertaking and other autonomous
bodies.
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DASSAL ROAD RAJOURI
CHAPTER 2
INTRODUCTION TO BITUMENOUS ROADS
Bitumen is a black viscous mixture of hydrocarbons obtained naturally or as a residue from petroleum
distillation. It is used for road surfacing and roofing
Bituminous road consists of their surface with bituminous materials which is also called as Asphalt. It is
sticky dark viscous liquid obtained from natural deposits like crude petroleum.
Different Types of Bituminous Surfaces.
1. Prime Coat:
This is a single coat of low viscosity bituminous binder. This coat is applied to existing untreated pervious

Functions:
• The most important function is to improve the adhesion between existing pervious base and
wearing surface.
• To bind the dust and loose particles together to form hard and tough surface.
• It provides temporary seal to prevent the surface water from penetrating through the surface.
2. Tack Coat:
This is single coat of low viscosity bituminous binder applied to the existing treated impervious layer such
as bitumen or cement-concrete base. This boat is applied between treated base and bituminous surface.
Function:
• It is provided to improve the adequate bond between existing impervious base and wearing
surface.
3. Seal Coat:
Seal coat is the final coat of bituminous material that is applied on the top of surface to prevent the entry
of moisture through the voids.
Function:
• To provide water tight surface.
• It improves the visibility at night and develops skid resistant texture.
• To improve the wearing resistance of an existing road surface.
4. Surface Dressing:
It is the process in which two or more coats of bituminous materials are applied to prepared base. This
coat consist of bituminous binders sprayed on which chipped aggregates are properly rolled.

Function :
• It prevents the removal of binding material and prevents the damage of road due to
waterproofing effects.
• Roads can be easily cleaned and washed as it reduces dust nuisance.
• Smooth surface of the road reduces the wear and tear of tyres.
Bituminous Road Construction Steps and Procedure:
1. Bituminous Penetration Macadam Road:
In this type of bituminous road, the aggregates are bound together by grouting bitumen into the voids of
the compacted aggregates. This type of bituminous road is generally adopted for the thickness of 50 and
75 mm.
Materials Required:
• The grade of bitumen to be used for this type of road suggested by IRC ranges from 80/ 100, 60/
70 & 30/ 40. Any one of the above grades can be adopted.
• Road tars of grades such as RT-4 & RT-5 can also be used.
• Physical properties of the aggregates must fulfil the following standard test values given below :
Equipments and Plants Required :
• Bitumen heating device.
• Bitumen distributor.
• Roller for compacting operation.
• Aggregate spreader.
Construction Procedure of Bituminous Penetration Macadam Road :
• Preparation of Existing Surface :

First of all the surface on which bitumen macadam is to be applied is cleaned from dust and other
debries. The gradient and the camber of the road is properly checked. Priming coat can be also applied if
necessary for porous surfaces.
• Spreading of Course Aggregates :
Spreading of aggregates can be done manually or by machine. To achieve the desired profile in cross-
section, template cat or camber profile may be used.
• Rolling Operation :
After speeding of aggregates they are dry rolled with a minimum of 10 tonnes roller. It is assured that the
aggregates are properly compacted and interlocked.
• Bitumen Application:
The uniform layer of bitumen binder is applied on the dry rolled compacted aggregates with the help of
pressure distributor or mechanical hand sprayer.
• Spreading of Key Aggregates :
Once the bitumen is properly applied key aggregated are properly laid and rolling operation again
continued for proper compaction. Cross Profile is also checked at the same time.
• Seal Coat Application :
If the road is going to be made open for the traffic and another surface course is not required then the
seal coat is applied. It consist of sand bitumen or it may be of surface dressing type.
• Finishing:

Cross profile of the road should be checked with template and the longitudinal profile by straight edge of
the road. The permissible undulation on 3 m road is 12 mm.
• Open to Traffic :
The road is made open to traffic after minimum of 24 hours after its construction.
2. Bitumen Carpet Road.
In the construction of bitumen carpet road the recommended bitumen binder is 80/ 100 grade and the
tar required should be of grade RT-3. The stone chippings required for 2 cm carpet thickness should be 12
mm and 10 mm. Below table should the requirement that should be satisfied by the aggregates to be
used.
Construction Procedure of Bitumen Carpet Road :
• Preparation of the Existing Surface :
For the existing layer if potholes or depressions are found then they are required to be filled with
percolated chippings before the layer of carpet is applied. After the preparation of the surface the tack
coat is applied to WBM surface or old bitumen surface. If there is presence of softer aggregates such as
laterite, kankar or murum, then prime coat application is necessary to be applied first.
• Application of Tack Coat :
The bitumen binder is heated up to required temperature and a tack coat is applied to the surface.
• Preparation and Placing of Premix :
Preparation of premix is carried out in mechanical rotary mixer or hand drum mixer. For this mix,
aggregates and bitumen are separately heated for specified temperature. Mixing is done to obtain

through and homogeneous mix. These mix is then carried out to site and it is ready to be placed on the
surface. Cross profile is effectively checked after its application.
• Rolling and Finishing :
Rolling operation for compaction is carried out once the premix application is finished. It is carried out for
completion of every 15 m surface of road. The rollers which are generally used are tandem type or
pneumatic type rollers having capacity of 6-10 tonnes. The wheels of the rollers are kept damp to prevent
the adhesion of mix to the wheels of roller.
Note : for heavy rainfall areas liquid seal is sprayed on the carpet at 9-10 kg per 10m2 area. It is then
covered with layer of tone chippings and properly compacted.
• Surface Finish :
The surface is properly checked for undulations. For 3 m straight edge the undulation should not exceed
10mm. Cross profile should not have undulations exceeding 6mm
• Open to Traffic :
Road is opened for the traffic after 24 hours of application of seal coat or surface dressing.
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SURFACE COURSE (20-25 mm)
BINDER COURES (50-100mm)
BASE COURSE (100-300mm)
SUB-BASE COURSE (100-300 mm)
COMPACTED SOIL SUBGRADE(150-300mm)
fig. COMPONENTS OF FLEXIBLE PAVEMENT
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Advantages of Bituminous Road Construction Over Concrete Pavements
Advantages of bituminous roads are -
1. Can be built in a phased manner to cater to the increased traffic plying on the road, as and when
required, allowing the possibility of limited resources to be put to better use elsewhere, so that
maximum utility is derived out of those resources (read $$funding$$)
2. Can be dug up to access sub surface utilities (like pipelines and cables) for maintenance/repair and
be filled/patched very easily and economically, afterwards.
3. Can be built with cheap, low quality & locally available materials as stresses in the bottom layers of
the pavement aren't high enough to necessitate the use of high-quality materials.
4. Cost (initial investment) is lower than that of concrete pavements, when subgrade conditions are
ideal (adequate subgrade strength and drainage conditions, subgrade is not expansive, etc.) and
when commercial traffic is low (trucks and other heavy vehicles)
5. It is cheaper & easier/simpler to repair distresses of bituminous roads in comparison to distresses
of concrete roads (but requires more maintenance overall)
6. Easier and quicker to place/lay on curves and steep slopes
7. Can be opened to traffic sooner as bituminous roads do not require curing, unlike concrete
pavements. This helps in reducing traffic delays caused by maintenance/repair activities.
8. Bituminous roads are made of asphalt and asphalt is a recyclable material.
9. Lower tire/pavement noise
10. The effect of dicing salts on bituminous roads is limited.
11. Less prone to frost heaving than concrete roads
12. Offers better skid resistance than concrete roads
13. Better visual contrast/distinction between the road and road markings

DASSAL ROAD RAJOURI
DISADVANTAGES
• Bituminous pavements are less durable
• Low tensile strength compared to concrete pavement
• Extreme weather and improper weather conditions tend to make bituminous pavement slick and soft.
• Bitumen with impurities can cause pollution to soil, hence ground water by their melting. These may
have hydrocarbons in small amounts.
• Clogging of pores and drainage path during construction and service life
• More salting- to prevent snow during winter season
• Cost of construction high during extreme conditions of temperature
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DASSAL ROAD RAJOURI
CHAPTER 3
ROAD LAYERS
1) SUB-GRADE LAYER:- The sub grade is a layer of naturally occurring material or the fill material the road is built
upon.
· The strength of sub-grade is measured using CBR Test.
· The strength of sub-grade layer is important factor in influencing the thickness of the road pavement design.
· where the sub-grade is weak (low CBR) , it will be necessary to capping layer over the sub-grade to increase
the actual road pavement thickness is designed.
2) SUB-BASE LAYER :- This particular layer in road pavement construction. The primary function of the sub base
layer are :-
· improve drainage
·Minimize frost action damage
· provide a working platform for construction
· The material used in layer -
a) Granular sub base (GSB)
b) Cement bound material
GSB TUPE-1
This material is typically crushed stone , crushed slag , crushed concrete or non plastic well-burnt shale.
GSB TYPE-2
It is much finer material ,has a much wider grading envelope and is of a lesser “engineering” qualify
than GSB TYPE-1, therefore it does not generate much interlock as type -1 and is consequently not strong.
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DASSAL ROAD RAJOURI
3) ROAD BASE (BASE) :-
The road base is the main load-bearing .load spreading layer. In road structure usually 100mm
or more thick depending upon the loading of the traffic for which the road is designed.
The road base is usually a bituminous material . Dense bitumen macadam (asphalt concrete) or hot rolled asphalt.
4) BINDER COURSE :-
This is the layer of material below the surface course and above road base.
· The base course is load spreading layer , spreading the load imposed on the wearing course over a wider area of the
road base.
· Base course is most commonly a bituminous material , can be either hot rolled asphalt or dense bituminous macadam.
· This is the strengthening layer of the pavement and should be at least 40mm, preferably 50mm thick
5) SURFACE COURSE :- The wearing course is top layer of the road pavement and is designed –
•To be impervious to the entering of water.
•To have an even running surface
•To be durable , and have a high resistance to skidding.
•To be chosen so as not to deform the weight of traffic.
SOME OTHER LAYERS : -
1. SOIL COAT :- It is a thin surface treatment used to water proof the surface and to provide skid resistance.
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DASSAL ROAD RAJOURI
2. TACK COAT :- It is very light application of asphalt , usually asphalt emulsion diluted with water. It provide proper
bonding between 2 layers of binder course and must be thin , uniformly cover the entire surface and , and set very fast.
3. PRIME COAT :- It is an application of low viscous bitumen to an absorbent surface like granular bases on which
binder layer is placed , unlike tack coat , prime coat penetrates into layer below , plugs the voids , and from a water
tight surface.
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DASSAL ROAD RAAJOURI
CHAPTER 4
ENGINEERING SURVEYS
The stages of engineering surveys are: -
1) Map study
2) Reconnaissance
3) Preliminary Surveys.
4) Detailed Surveys.

MAP STUDY :-
If the topographic map of the area is available , it is possible to suggest the likely routes of the road. In India topographic maps are
available from the survey of India , with 15 or 30 meter contour intervals. The mean feature like rivers , Hills , valleys etc. are also
shown on these maps. By careful study of such maps , it is possible to have an idea of several possible alternate routes so that
further details of these maps may be studied later at the site. The possible alignment can be located on the map from the following
details available on the map.
1. Alignment avoiding valleys , ponds , lakes.
2. When the road has to cross a row of hills , possibility of crossing through a mountain pass.
3. Approximate location of bridge site for crossing rivers , avoiding bends of river , if any.
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DASSAL ROAD RAJOURI
AERIAL VIEW OF THE PROPOSED ROAD.
A) MAP VIEW B) STAELLITE VIEW
Total length of road = 3 km
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DASSAL ROAD RAJOURI
RECONNAISSANCE
The second stage of survey for highway location is the reconnaissance to examine the general character of the area for
deciding the most feasible route for detailed study. Some of the details to be collected during the reconnaissance are
given below :
1. valleys , ponds , lakes , marshy lands , hills , permanent structure and other obstruction along the route which are not
available on the map.
2. Approximate values of gradient , length of gradient and radius of curves of alternate alignment.
3. Number and type of cross drainage structures , maximum flood level and natural ground water level along
the probable route.
4. Soil type along the route from field identification tests and observation of geological features.
5. Source of construction material , water and location of stone quarries.
PREMINILARY SURVEY
The main objectives are :-
1) To survey the various alternate alignment proposed after the reconnaissance and to collect all the necessary
physical information and details of topography , drainage and soil.
2) To compare the different proposal in view of the requirement of the good alignment.
3) To estimate quantity of earth work materials and other construction aspects and to work out cost of alternate
proposal. Topographic detail and soil survey along alternate alignment , consideration of geometric design and other
requirement of alignment , preparation of plans and comparison of alternate routes , economic analysis and
selection of final alignment. Typical plan , longitudinal and cross -section drawing for new alignment.
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DASSAL ROAD RAJOURI
TESTS
Following are the various types of soil tests for pavement construction:
1) IN SITU MOISTURE CONTENT
• The moisture content of soil test is carried out in laboratory. It is expressed as percentage of water in soil to its dry mass.
The moisture content in a soil signifies the various properties of soil such as compaction, permeability, particle size etc.
2) SPECIFIC GRAVITY OF SOIL
Specific gravity of soil is the ratio of the weight of soil in air of a given volume at a standard temperature (4°) to the weight in
air of an equal volume of distilled water at the same stated temperature. This test is also carried out in laboratory.
3) PARTICLE SIZE DISTRIBUTION (By wet sieving & pipette method)
• This test determines the particle size distribution of soil from the coarse sand size down to fine clay size. The data from
particle size distribution test is used to determine suitability of soil for road construction, air field etc. This test can also be
used to predict soil water movement although permeability tests are more generally used.
4) COMPACTION TEST – PROCTOR TEST
• This soil compaction test also called as Proctor test is used for the determination of the mass of dry soil per cubic meter when
the soil is compacted over a range of moisture contents, giving the maximum dry density at optimum moisture content. Thus this
test provides the compaction characteristics of different soils with change in moisture content. This is achieved by densification
of soil by reducing the air voids.
• The degree of is measured in terms of its dry density of soil. The dry density is maximum at the optimum water content.
5) CALFORNIA BEARING RATIO (CBR) TEST
• California Bearing Ratio test is conducted in laboratory. This tests provides the load penetration resistance of soil. CBR value
is obtained by measuring the relationship between load and penetration when a cylindrical plunger is made to penetrate the soil
at a standard rate.
• The CBR test is used for the evaluation of subgrade strength of roads and pavements. The CBR value obtained by this test is
used with the empirical curves to determine the thickness of pavement and its component layers. This is the most widely
used method for the design of flexible pavement.
• Even though provision of subsoil drains reduces the effect of water on subgrade, fully soaked CBR tests shall be
considered to be appropriate for road construction projects.
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DASSAL ROAD RAJOURI
LOAD PENETRATION
• C.B.R. of specimen at 2.5 mm penetration
• The C.B.R. values are usually calculated for penetration of 2.5 mm and 5 mm. Generally the C.B.R. value at 2.5 mm
will be greater that at 5 mm and in such a case/the former shall be taken as C.B.R. for design purpose. If C.B.R. for 5 mm
exceeds that for 2.5 mm, the test should be repeated. If identical results follow, the C.B.R. corresponding to 5 mm
penetration should be taken for design.
CBR at 2.5mm penetration = (load÷1370)*100 i.e (40.14÷1370)*100 = 2.93%
CBR at 5mm penetration = (load÷2055)*100 i.e (55.12÷2055)*100 = 2.68
Hence the CBR value is 2.93%
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DASSAL ROAD RAJOURI
FINAL LOCATION AND DETAILED SURVEY
The center line of the road is finalized on the drawing is to translate on the ground during the location survey. This is
done by using theodolite and by staking of the center line . Major & minor points are established on the ground and
center pegs are driven , checking the geometric design requirement.
Survey of the highway construction work for preparation of L-section and cross-section , computation of earth work
quantities and other construction material , and checking detail of geometric design element. All topographical details
are noted down and also plotted using conventional signs. The data during the detailed survey should be elaborate and
complete for preparing detailed plans , design and estimate the project.
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DASSAL ROAD RAJOURI
TYPICAL CROSS SECTION FOR CONSTRUCTION OF VILLAGE ROAD OF DASSAL 1st
Km (0-1000 RD)
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DASSAL ROAD RAJOURI
TYPICAL CROSS SECTION FOR CONSTRUCTION OF VILLAGE ROAD OF DASSAL
2ND
Km
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DASSAL ROAD RAJOURI
TYPICAL CROSS SECTION FOR CONSTRUCTION OF VILLAGE ROAD OF DASSAL
3rd
Km
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DASSAL ROAD RAJOURI
CHAPTER 5
ESTIMATING & COSTING
ESTIMATION
An estimate is the calculate of quantities of various items of work , and the expenses likely to be incurred there on .
The total of these probable expenses to be incurred on the work is known as an estimated cost of the work. The
estimated cost of work is a close approximation of its actual cost.
Cost estimate in our project :-
• Estimation of item wise quantities
• Analysis of rate
ESTIMATION OF QUANTITIES
All the relevant road and structure work items will be identified as per survey , Design and drawing . Following
major items of works are considered below :-
• Site clearance , dismantling and earthwork
• Pavement works (GSB,WBM, bituminous layers)
• Drainage and protective works
• Road safety and furniture
• Maintenance works
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DASSAL ROAD RAJOURI
a) Abstract of cost
Unit rates will be derived by using the “schedule of rates for road works, culvert work and carriage etc.
The volume of earthwork , its quantity and the detailed estimate of the project is enclosed in the report. Following
are the details of the estimate:-
b) Analysis of rate
1. General
Rates are for various items of work of the project have been derived from the “ schedule of rate w.e.f 15.06.2019
for road works , culvert works and carriage etc.
2. Basic rate of material
The rate given in the SOR inclusive of basic rate , Lead and all other necessary operation required to execute the
items has been taken.
COST ESTIMATION
i. General
Cost Estimate of project has been arrived on the following basis
• Selection of item of work
• Estimation of item
• Analysis of rate
ii. Estimation of quantities
All the relevant road and structure , work items will be identified as per survey , design and drawings.
Following major items of work’s considered are given below :-
• site clearance , dismantling and earthwork
• Pavement works ( GSB, WBM , bituminous layers)
• Drainage and protective works
• Utility relocation
• Maintenance work
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DASSAL ROAD RAJOURI
Quantity of earthwork required will be derived from the cross section drawings. The details are
provided chainage wise. The useful soil obtained from the road excavation shall be used for the
construction of embankment and shall be paid as per relevant items given in SOR.
iii) Abstract of cost
Unit rates will be derived by using the “schedule of rates for the road works , culvert works and
carriage etc.
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DASSAL ROAD RAJOURI
EARTH WORK CHART
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DASSAL ROAD RAJOURI
ESTIMATE FOR PROVIDING & LAYING OF 150mm THICK A SHINING ON VARIOUS
ROADS IN P.W.D (R&B) DIVISION, RAJOURI
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DASSAL ROAD RAJOURI
TYPICAL ESTIMATE FOR PROVIDING & LAYING OF 75mm THICK METALLING ON
VARIOUS ROADS IN P.W.D(R&B) DIVISION ,RAJOURI
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DASSAL ROAD RAJOURI
TYPICAL EATIMATE FOR PROVIDING & LAYING OF 25mm THICK PREMIXING ON ROADS
VARIOUS ROAD IN P.W.D (R&B) DIVISION, RAJOURI
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DASSAL ROAD RAJOURI
ABSTRACT OF COST
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DASSAL ROAD RAJOURI
CHAPTER 6
CONSTRUCTION STEPS
STEP 1 :- Preparation of sub base
Site is cleared and filled and cuts are completed . Trench is formed to the required depth of construction , the width of trench is
made equal to that of carriageway. The trench is brought to the desired grade and is compacted
STEP 2 :- Spreading of coarse aggregate
The coarse aggregate are spread uniformly to proper profile to even thickness upon the prepared foundation and checked by
templates. The coarse is normally constructed to compacted thickness of 75mm except in the case cub-base course using coarse
aggregate grading no.1 which is of 100mm compacted thickness.
STEP 3 :- Rolling
Compaction is done by 3 wheeled roller of capacity 6-10 ton.
Alternatively by an equivalent vibratory roller , the weight of roller depend upon the type of aggregates. Rolling is started from
edges , the roller is being moved forward and backward until the edges are compacted.
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DASSAL ROAD RAJOURI
The run of the roller is then gradually shifted toward the center line of the road uniformly overlapping each
preceding rear wheel track by one half width . This process is repeated by rolling from either edge toward the center
line until adequate compaction is achieved.
STEP 4:- Application of screening
After the coarse aggregate are rolled adequately , the dry screening are applied gradually over the surface to fill the
interstices in 3 or more applications. Dry rolling is continued as the screening are being spread and brooming carried out.
STEP 5:- Sprinkling and grouting
After the application of screening ,the surface is sprinkled with water , swept and rolled . Wet screeining are swept into
the voids using hand brooms . Additional screening are applied and rolled till the coarse aggregates are well bonded and
firmly set.
STEP 6 :- Bitumen application
Over the dry and compacted screening binder is applied uniformly ,applied either with pressure distributor or
mechanical hand sprayer.
The quantity of bitumen required is 50 and 68 kg per sq.m for 50 and 75 mm compacted thickness respecetively.
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DASSAL ROAD RAJOURI
STEP 7 :- Spreading of key aggregates
After the application of bitumen , the key aggregates are spread and rolled. The cross profile is again checked.
STEP 8:- Seal coat :-
The seal coat is applied if another surfacing course is not constructed immediately and traffic is not allowed. Either
pre-mixed sand bitumen of surface dressing type of seal coat may be applied . The pavement section is again rolled.
STEP 9 :- Finishing
The constructed pavement is again cross checked for its cross profile with template and longitudinal profile by straight
edge. The maximum permissible undulation on a 3m straight edge is 12mm and the number of undulation 10mm and
higher values should not exceed 30 in a road length of 300m. The unevenness indicator developed at the central road
research institute , is very useful instrument to locate spots with excessive undulations.
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DASSAL ROAD RAJOURI
STEP 10:- Opening to traffic
Finished surface is opened to traffic if a seal coat or surface dressing has been provided over the penetration macadam after a
minimum period of 24 hours.
CONSTRUCTION PROCEDURE FOR SURFACE DRESSING
STEP 1:- Preparation of existing surface
The existing surface is prepared to the proper profile and cuts , depressions etc. are rectified before the treatment is done. The
surface is made free of dust or loose material . A prime coat is applied if the existing base course has been previous surface such
as soil stabilized of material.
STEP 2:- Application of binder
On a prepared surface using a mechanical sprayer , uniform spraying of bituminous binder is done at the specified rate . Care is
taken that excessive binder is not applied to the localized area as this would cause bleeding.
STEP 3 :- Application of stone chipping
After the application of binder , the cover material is (stone chipping) as per requirement is spread to cover the surface
uniformly.
STEP 4 :- Rolling of first or final coat
the rolling is dine with the roller of 6-8 tones weight after the cover material is spread. When rolling one half width up to the
center is completed this way , the rolling is carried out when the half coat is applied then the rolling is done again after the
treatment is done for second coat.
STEP 5 :- Finishing and opening to traffic
The surface is checked for longitudinal and cross section profile using a straight edge of length 3 meters and variation in surface
greater than 6mm are corrected. The road section is opened to traffic after 24 hours.
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DASSAL ROAD RAJOURI
CHAPTER 7
CONCLUSION
The Industrial training at PWD (R&B) Rajouri for the project of construction of dassal road
was a tremendous learning experience. It helped us in learning the technical aspects involved
during the construction of road along with office work involved during the construction of
road. As we all are aware about theoretical aspects involved during construction of road but
in situ experience enhances our Theoretical & Practical knowledge and helped us in
developing better understanding about the various technicalities involved during the process
and develop a bridge between theoretical aspects and practical aspects which will develop
interest in us to abridge various theoretical concepts by undergoing such sort of trainings.
In the end, we would like to acknowledge PWD and our cordial training instructor for
remarkable support.
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DASSAL ROAD RAJOURI
PHOTOGRAPHS AT SITE WITH OUR TRAINING INSTRUCTOR
35

Industrial Training Report on Dassal Road Construction

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