Here is my internship report on flexible pavement done under the guidance of PWD, Jodhpur. I suggest you to take ideas from it but not copy it because An engineer build their own creation, he doest depend on others. Hope this is of some help to you.

1. A
PRACTICAL TRAINING REPORT
On
“CONSTRUCTION OF BITUMINOUS (ASPHALT)
ROAD”
Taken at
PUBLIC WORKS DEPARTMENT, JODHPUR
(DISTRICT DIVISION-1)
Submitted to the
BIKANER TECHNICAL UNIVERSITY, BIKANER
In partial fulfillment of the requirement for the
Award of degree of
BACHELOR OF TECHNOLOGY
By
SANJAY ACHARYA
(20CE52)
SESSION (2021-2022)
DEPARTMENT OF CIVIL ENGINEERING
ENGINEERING COLLEGE, AJMER
(An Autonomous Institution of Government of Rajasthan)
Badliya Chouraha, National Highway No.8, Ajmer-305025
i

2. TABLE OF CONTENTS
CONTENTS PAGE NO.
CERTIFICATE iv
ACKNOWLEDGEMENT v
DECLARATION vi
ABSTRACT vii
AN OVERVIEW viii
CHAPTER 1 1
1.1 INTRODUCTION 1
1.2 TYPES OF PAVEMENTS 2
1.3 IMPORTANT TERMS 5
CHAPTER 2 (CROSS-SECTION OF FLEXIBLE PAVEMENT) 8
2.1 TYPES OF COATS 8
2.2 DIFFERENT COURSES OF LAYERS 10
CHAPTER 3 (PROJECT OVERVIEW) 12
CHAPTER 4 (IMPORTANT TERMS) 13
4.1 GENERAL 13
4.2 TESTS 13
CHAPTER 5 (PROPOSED METHODOLOGY) 16
5.1 SUITABILITY OF USING CBR TEST 16
CHAPTER 6 (DESIGN APPROACH & CRITERIA) 17
ii

3. 6.1 DESIGN APPROACH & CRITERIA 17
6.2 DESIGN WHEEL LOAD 19
6.3 PAVEMENT DESIGN 20
6.4 IRC METHOD OF DESIGN 21
6.5 DESIGN TRAFFIC 21
CHAPTER 7 (ESTIMATION & COST ANALYSIS) 24
7.1 ESTIMATION 24
7.2 COST ANALYSIS 25
CHAPTER 8 (FAILURE OF FLEXIBLE PAVEMENT) 26
8.1 ALLIGATOR CRACKING 26
8.2 TYPES OF FAILURES 27
CHAPTER 9 (PLANT OVERVIEW) 34
9.1 TYPES OF PLANTS 34
CHAPTER 10 (MACHINES) 40
10.1 MACHINERIES USED 40
CONCLUSION 43
REFERENCES 44
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iii

4. CERTIFICATE
iv

5. ACKNOWLEDGEMENT
The training report on "CONSTRUCTION OF BITUMINOUS ROAD, JODHPUR ( Distt.
Sub Dn. Bilara)" is an outcome of guidance, moral support and devotion bestowed
on us throughout our work. For this we acknowledge and express our profound
sense of gratitude and thanks to everybody who have been a source of inspiration
during the training.
I offer my sincere phrases of thanks with innate humility to "PUBLIC WORKS
DEPARTMENT without whose support and guidance it would not have been possible
for this industrial training to have materialized and taken a concrete shape.
I owe special debt of gratitude to Dr. Ganpat Singh sir (Asst. Professor) for their
constant support and guidance throughout the course of my work.
I extend my sincere thanks to the Dr. Mahesh Manwani sir (HOD CE) for his
encouragement all the way during analysis of the project.
I express my deep sense of gratitude to Mr. Naveen Acharya (Asst. Engineer, PWD
Jodhpur) for his continuous cooperation encouragement and esteemed guidance in
completing my Industrial training and preparation of the training report.
DATE : SANJAY ACHARYA
20CE52
~•~
v

6. DECLARATION
I here by declare that the project report entitled "CONSTRUCTION OF
BITUMINOUS ROAD" which is done in the period of 31 days from 03/07/22 to
02/08/22, submitted by me to ENGINEERING COLLEGE, AJMER in partial fulfillment
of the requirement for the award of the degree of B.TECH in CIVIL ENGINEERING
DEPARTMENT is a record of bonfide project work carried out by me under the
guidance of Dr. Ganpat Singh Sir (Asst. Professor of Department of Civil
Engineering) . I further declare that the work reported in this project has not been
submitted and will not be submitted, either in part or in full, for the award of any
other degree or diploma in this institute or any other institute or university.
DATE :
NAME OF STUDENT : SANJAY ACHARYA
ROLL NUMBER : 20EEACE052
SIGNATURE OF THE CANDIDATE :
~•~
vi

7. ABSTRACT
The satisfactory performance of the pavement will result in higher savings in terms
of vehicle operating costs and travel time, which has a bearing on the overall
economic feasibility of the project. A thorough analysis of the existing pavement is
greatly required at this point of time, as an excessive amount of vehicle loads is
passing through the project site and it is unknown whether or not the road
pavement might sustain its structural integrity. The critical line of equal costs on
the plane of CBR versus msa is also identified. This is a swing line which delineates
the economic feasibility of two types of pavements.
It has been found that the pressure vs. settlement curve; pressure vs. nodal stress
curve: pressure vs. element stress curve are linear for small pressure range and
then it become nonlinear. More nonlinearity is seen at higher pressure. Hence
material nonlinearity must be considered while analyzing and designing flexible
pavements. This total work includes collection of data analysis of various flexible
and rigid pavement designs and their estimation procedure are very much useful to
the engineer who deals with highways and road construction techniques.
~•~
vii

8. PUBLIC WORKS DEPARTMENT: AN OVERVIEW
Public Works Department (PWD), under the Ministry of Public Works Department, is
the pioneer in construction arena of Rajasthan. The Public Works Department has a
glorious history in the development of the state since pre-independence. The
department is mainly entrusted with construction and maintenance of Roads, Bridges
and Govt. buildings. The department also acts as Technical Advisor to the State
Government in these matters. 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 Rajasthan. 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.
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, PWD is the repository of expertise and
hence the first choices among discerning clients for any type of construction project in
our country. Initially, Irrigation, Public Health Engineering were units of PWD.
Subsequently these units were given separate entities to handle increased scope of
work in the respective field. The Public Works Department being the oldest
engineering department of the state, has its well woven network even below tensile
level which enables the PWD to ensure the execution of a variety of jobs/tasks any
where in the state. It is recognized as a leader and pacesetter in the construction
industry because of its consistently superior performance.
viii

9. CHAPTER – 1 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 the 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 the 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. These are various type of pavement 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 kms at
present). For the purpose of management and administration, roads in India are
divided into the following five categories :
• National Highway (NH)
• State Highway (SH)
• Major District Roads (MDR)
• Ordinary District Roads (ODR)
• Village Roads (VR)
A road surface or pavement is the durable surface material laid down on an area
intended to sustain vehicular or foot traffic, such as a road or walkway. In the past,
gravel road surfaces, cobblestone and granite setts were extensively used, but these
surfaces have mostly been replaced by asphalt or concrete laid on a compacted base
course. Road surfaces are frequently marked to guide traffic. Today, permeable
paving methods are beginning to be used for low-impact roadways and walkways.
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.
1

10. 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.
Roads pavements deteriorate over time due to –
• Impacts of traffic, particularly heavy vehicles.
• Environments factors such as weather, pollution.
TYPES OF PAVEMENTS
There are various types of pavements depending upon the materials used; a brief
description of all types is given here –
1. Flexible Pavements
Flexible pavement can be defined as the one consisting of a mixture of asphaltic
or bituminous material and aggregates placed on a bed of compacted granular
material of appropriate quality in layers over the subgrade. Water bound
macadam roads and stabilized soils roads with or without asphaltic toppings are
examples of flexible pavements. The design of flexible pavement is based on the
principle that for a load of any magnitude, the intensity of a load diminishes as
the load is transmitted downwards from the surface by virtue of spreading over
an increasingly larger area, by carrying it deep enough into the ground through
successive layers of granular material. Thus for flexible pavement, there can be
grading in the quality of materials used, the materials with high degree of
strength is used at or near the surface. Thus the strength primarily influences the
thickness of the flexible pavement.
2

11. • 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.
2. Rigid Pavements
A Rigid pavement is constructed from cement concrete or reinforced concrete slabs.
Grouted concrete roads are in the category of semi-rigid pavements. The design of
rigid pavement is based on providing a structural cement concrete slab of sufficient
strength to resists the loads from traffic. The rigid pavement has rigidity and high
modulus of elasticity to distribute the load over a relatively wide area of soil. Minor
variations in subgrade strength have little influence on the structural capacity of a
rigid pavement. In the design of a rigid pavement, the flexural strength of concrete
is the major factor and not the strength of subgrade. Due to this property of
pavement, when the subgrade deflects beneath the rigid pavement, the concrete
slab is able to bridge over the localized failures and areas of inadequate support
from subgrade because of slab action.
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-
3

12. • 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 programs.
• 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
program 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.
3. Semi Rigid Pavements
The Semi Rigid Pavement (SRP) is an alternative solution to overcome the
limitations caused by conventional pavements, i.e. Flexible (asphalt concrete) and
Rigid (cement concrete) pavements, which consists both the flexibility from asphalt
component and the rigidity from cement constituent. The Semi Rigid Pavement has
already become more and more popular for years internationally as a surface layer
of those pavements under serious conditions such as road junctions, airport aprons,
bus depots and heavy loading yards
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:
4

13. # SOME IMPORTANT TERMS :
1. WET MIX MACADAM :-
• Use - Mostly used as Base Course for high traffic roads. Sometimes may be used
as sub-base.
• Material - Aggregates are used in combined manner.
• Grading of material - There is only grading one requirement of aggregates for
WMM from IS Sieve size 53 mm to 75 micron.
• Compacted thickness - Thickness of an individual layer shall not be less than 75
mm and can be upto 250 mm for grade material.
• Water consumption - Less consumption of water.
• Construction - The mix is prepared in the Pugmill plant and then may be spread
by a paver finisher and in case of multilayer construction the
bottom layers may be allowed to be laid by motor grader.
• Compaction - Compaction of WMM mix is done in a single step because mix is
prepared and mixed in a pugmill in a controlled manner.
• Segregation - A dense uniform mass is obtain in the form of finished work,
segregation in mix.
2. WATER BOUND MACADAM :-
• Use - Mostly used as Base Course, also may be used as sub-base or surfacing
course depending upon category of roads.
• Material - Coarse aggregates, Screening and Binding material are applied
Separately.
• GRADING OF MATERIAL - There are 3 Grading for CA
G1: 90 mm to 45 mm
G2: 63 mm to 45 mm
G3: 53 mm to 22.4mm
There are 2 Grading for screenings 13.2 mm & 11.2 mm
• Compacted thickness - For grading G1 is 100 mm For grading G2 & G3 it is 75
mm.
5

14. • WATER CONSUMPTION- Large quantity of water required.
• CONSTRUCTION - Coarse aggregates are manually spread over the prepared
surface.
• COMPACTION - After laying of coarse aggregates rolling is done. After this
screening material are applied to fill the voids followed by
rolling & finally binding material is applied the its rolling is
done.
• SEGREGATION - There is a non uniformity in the finished surface, segregation
takes place in mix.
3. COMPACTION :
• Compaction is the compression of soil by the expulsion of air from the voids of
the soil.
• It is a quick process.
• Short term loading is required.
• Loading is applied in a dynamic way.
• Any type of soil either it is cohesion or Cohesion less can be compacted.
• Degree of saturation of soil to be compacted should be less than 100%.
• Shear strength of soil increases.
• Void ratio, compressibility and permeability decreases.
• Bearing capacity and settlement characteristics improve.
• Compaction is done purposely in order to get maximum dry density of soil.
• It is done before the construction of structure.
• To construct roads, earthen dams, embankments etc. compaction is useful.
6

15. 4. CONSOLIDATION :
• Consolidation is the compression of soil by the expulsion of water from voids of
the soil.
• It is a slow process.
• Long term loading is required.
• Loading is static and constant.
• Consolidation applies to cohesive soils only especially for low permeable clay.
• Degree of saturation of soil to be consolidated should be 100%.
• Shear strength of soil increases.
• Void ratio, compressibility and permeability decreases.
• Bearing capacity and settlement characteristics improve.
• Consolidation of soil occurs naturally due to structural loads from foundations.
• It begins naturally along with the construction work.
• The foundation soil properties will improve over long period due to
consolidation.
~•~
7

16. CHAPTER-2
CROSS-SECTION OF A FLEXIBLE PAVEMENT
Typical layers of a conventional flexible pavement includes seal coat, surface
course, tack coat, binder course, prime coat, base course, sub-base course,
compacted sub-grade and natural sub-grade.
Fig – Cross-Section of Flexible Pavement
2.1 TYPES OF COATS
2.1.1 Seal Coat
The seal coat has to be provided which is a thin surface treatment used to
water proof the surface and to provide skid resistance.
8

17. 2.1.2 Tack Coat
Tack coat has to be provided between two layers of binder course. It coat is very
light application of asphalt, usually asphalt emulsion diluted with water. It must be
thin, uniformly cover the entire surface, and set very fast.
2.1.3 Prime Coat
Prime coat provides bonding between two layers which penetrates into the layer
below, plugs the voids, and forms a water tight surface. That's why both prime coat
and tack coat has to be provided. They both have different functions. It is an
application of low viscous cutback bitumen to an absorbent surface like granular
bases on which binder layer is placed.
9

18. 2.2 DIFFERENT COURSES OF LAYERS
2.2.1 Surface Course
Surface course is the layer directly in contact with traffic loads and generally
contains superior quality materials. They have to be 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
are, sub-base and sub-grade.
It must be though 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.
As per our design, combined thickness of base and surfacing should be 30 cm.
2.2.2 Binder Course
The binder course having aggregates less than asphalt has to be used as it
doesn't require quality as high as the surface course, so replacing a part of surface
course by the binder course results in more economical design. This layer provides
the bulk of the asphalt concrete structure. Its chief purpose is to distribute load to
the base course.
10

19. 2.2.3 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.
2.2.4 Sub-Base Course
The Sub-base course is the layer of material which has to be provided beneath
the base course and its primary functions are to provide structural support,
improve drainage, and reduce the intrusion of fines from the sub-grade in the
pavement structure. As per our design 20 cm thick sub base course has to be
provided.
2.2.5 Sub-Grade
The top soil 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
~•~
11

20. CHAPTER 3
PROJECT OVERVIEW
3.1 LOCATION OF SITE :-
The Bituminous road is constructed at KAPARDA TO HOONGAON 17km 20/0 to
37/0 District div. 1, BILARA, JODHPUR.
3.2 PROJECT WORK :-
Widening and Strengthening of MDR-91-KAPARDA TO HOONGAON.
3.3 CLIENT :-
Public Works Department (PWD)
3.4 CONTRACTOR :-
B.P. Choudhary Construction Pvt. Ltd.
3.5 OVERALL COST OF PROJECT :-
The overall cost of project is 18.10 crore.
3.6 FUNDING OF PROJECT ;-
Mukhya mantri Gram Sadak Yojana, Rajasthan.
3.7 LAYOUT :-
CROSS-SECTION Image
~•~
12

21. CHAPTER – 4
IMPOTANT TESTS
4.1 GENERAL
After selection of the final center line of the road investigation for soil and other materials
require for construction are carried out in respect of the likely sources and the availability and
suitability of materials. The characteristics of the materials can be qualitatively determined by
appropriate testing procedures, the result of which supplement knowledge of the material
gained from visual inspection and a study of the geological/geophysical environment.
4.2 TESTS
There are several types of tests which are being performed for identifying the properties of soil,
bitumen etc. Some tests are performed on the site and some are performed in the laboratory.
Some of the important tests are described below
1. Sieve Analysis
2. Bitumen Test
3. Maximum Dry Density (MDD) Test
4. California Bearing Ratio (CBR) Test.
4.2.1 Sieve Analysis :
• In this method we determine the density of the aggregate.
• In this there are different sizes of sieves.
• The material passes through these sieves and we calculate the % weight passing through these
sieves, and we compare these values with JMF Value
• .First of all we take a sample about 10 kg.
• Now we pass the sample from different sieves.
• After passing each sieve we find the retained weight, % weight retained, cumulative weight
retained and percentage passing of aggregates.
13

22. 4. Now we add some petrol in the sample and, stir until the aggregate shows its initial
appearance before mix with bitumen.
5. Now we fit the bowl in the machine and we rotate the bowl.
6. The bitumen comes out from mixture now we weighing the sample.
7. The loss in weight is the bitumen content.
4.2.2.1 Some Properties of Bitumen
• Bitumen is a sticky, black, and highly viscous liquid or semi-solid form of petroleum.
• It may be found in natural deposits or may be a refined product, and is classed as a pitch.
Before the 20th century, the term asphalt was also used.
• The primary use (70%) of asphalt is in road construction, where it is used as the glue or binder
mixed with aggregate particles to create asphalt concrete.
• Its other main uses are for bituminous waterproofing products, including production of
roofing felt and for sealing flat roofs.
• It consist chiefly high molecular weight hydrocarbons derived from distillation of petroleum or
natural asphalt.
• It is a semi-solid hydrocarbon product produced by removing the lighter fractions (such as
liquid petroleum gas, petrol and diesel) from heavy crude oil during the refining process.
• Bitumen is often confused with Tar. Although bitumen and are similarly black and sticky, they
are distinctly different substances in origin, chemical composition and in their properties.
• Tars are resides from the destructive distillation of organic substances such as coal, wood, or
petroleum.
4.2.2 Bitumen Test
Object : In this test we determine the bitumen content present in the bitumen concrete mixture.
Apparatus : Bitumen extractor machine.
Requirements : Filter paper, petrol/diesel, aggregate - bitumen mixture.
Procedure :
1. First of all we are weighing the weight of empty bowl.
2. Now we weight the empty bowl and sample.
3. Now we calculate the sample weight.
14

23. 4.2.3 Maximum Dry Density Test
Maximum dry density (MDD) corresponding optimum moisture content (OMC) were
determined using standard compaction method and modified method in accordance with
IS:10074:1987, BIS 270 (Part-VIII)
4.2.4 CBR Test
4.2.4.1.Definition : It is the ratio of force per unit area required to penetrate a soil mass with
standard circular piston at the rate of 1.25 mm/min. to that required for the corresponding
penetration of a standard material.
C.B.R.=
𝑻𝒆𝒔𝒕 𝑳𝒐𝒂𝒅
𝑺𝒕𝒂𝒏𝒅𝒂𝒓𝒅 𝑳𝒐𝒂𝒅
x 100
The same samples were further tested for CBR using Static Compaction with 56 blows by
standard rammer of 2.6 kg. In 1928 California Division of State Highways developed CBR
method for pavement design the majority of design curves developed later are based on the
original curves proposed by O.J. Porter. One of the chief advantages of this method is the
Simplicity of the test procedure. The CBR tests were conducted by California State Highways
Department on existing pavement surfaces including sub base, sub grade and base course
.Based on the extensive test data collected on pavements, an empirical design chart was
prepared correlating the CBR values and pavement thickness.
~•~ 15

24. CHAPTER-5
PROPOSED METHODOLOGY
To meet the above mentioned objectives of the present study, following steps are
adopted:
1. We have used California Bearing Ratio Method for designing the Flexible
Pavement. With the help of this method we have found the thickness of
pavement.
2. The Codes for designing of flexible pavement used are IRC 17:2001-(Guidelines
for The Design of Flexible), IS: 20:2007,
3. The instruments used are Auto level, Prismatic Compass for survey work.
4. The Height of Instrument Method is used for levelling purpose of the ground
surface.
5. The cross sections, L sections of flexible pavement & layout are made in
AutoCAD.
6. The rates of different materials are taken as per the Schedule of Rates (SOR
2012).
7. Mid Sectional Area Method is used for Estimating the earthwork.
5.1 SUITABILITY OF USING CALIFORNIA BEARING RATIO TEST TO
PREDICT RESILIENT MODULUS
Resilient modulus (M) of sub grade is a very important factor in airport and
highway pavement design and evaluation process. Typically, this factor is evaluated
using simple empirical relationships with CHR (California-bearing-ratio) values. This
paper documents the current state of the knowledge on the suitability of this
empirica I approach. In addition, the paper also documents the use of finite element
analyses techniques to determine the California Bearing Ratio. The stress-strain
response of the various soils is simulated using an elasto-plastic model. The
constitutive model employed is the classical von Misses strength criteria with linear
elasticity assumed within the yield strength surface. The finite element techniques
employed are verified against available field and laboratory test data.
~•~
16

25. CHAPTER-6
DESIGN APPROACH AND CRITERIA
6.1 DESIGN APPROACH AND CRITERIA
The design of flexible road pavements is generally thought to be a specialist
activity that can only be undertaken by consultants experienced in this type of
design. Part of the reason for this may be that foreign consultants engaged on the
design of road pavements in Nepal have tended to use design standards from their
respective countries, or other international standards with which they are familiar.
However, the design approaches and criteria for a country should be defined on
the basis of local conditions i.e. climatic socio-economic and technological
development and so on. In this way, intensive research activities should have
conducted by the concerned authorities The flexible pavements has been modelled
as a three layer structure and stresses and strains at critical locations have been
computed using the linear elastic model. To give proper consideration to the
aspects of performance, the following three types of pavement distress resulting
from repeated (cyclic) application of traffic loads are considered:
• Vertical compressive strain at the top of the sub-grade which can cause sub-
grade deformation resulting in permanent deformation at the pavement surface.
• Horizontal tensile strain or stress at the bottom of the bituminous layer which
cause fracture of the bituminous layer.
• Pavement deformation within the bituminous layer.
17

26. The permanent deformation within the bituminous layer can be controlled by
meeting the mix design requirements as per the Standards Specifications for Road
and Bridge Works (Do R, 2001). The thickness of granular and bituminous layers
are selected by using the analytical design approach so that strains at the critical
points are within the allowable limits. For calculating tensile strains at the bottom
of the bituminous layer, the stiffness of dense bituminous macadam (DBM) layer
with 60/70 bitumen has been used in the analysis. The relationships used for
allowable vertical sub-grade strain and allowable tensile stain at the bottom of
bituminous layer along with elastic moduli of different pavement materials and
relationships for assessing the elastic moduli of sub-grade. Granular and base
layers.
Best on the performance of existing design and using analytical approach, simple
design charts and a catalogue of pavement design have been added for the use of
engineers. The Pavement design are given for sub-grade CBR value ranging from
2 percent to 10 percent and design traffic from 1 msa to 150 msa for an average
annual pavement temperature of 35℃. The layer thickness obtained from the
analysis has been slightly modified to adapt the designs to stage construction.
Using the following simple input parameters, appropriate
Design could be chosen for given traffic and sub-grade soil strength:
a) Design traffic in terms of cumulative number of standard axles
b) CBR values of Sub-grade
The primary function of pavement is to distribute the concentrated loads so that
the supporting capacity of the sub-grade soil is not exceeded. With this purpose
in view, the road structure has been composed of a number of layers, properly
treated, compacted and place one above the other. Some of these layers at times
may be combined. In general, the structure of a road will constitute of
1. The Sub Grade
2. The Sub Base
3. The base
4. Surface course
6.1.1 Sub grade Strength or bearing capacity
It is measured using the CBR test, typically CBR 2-3 for clays and 15% or greater for sandy soils.
Used directly in the empirical design procedure.
6.1.2 Pavement Material Characteristics
Need to know what materials are available. The generally used Type 2.1 for top 150mm
With Type 2.3 below. For deep pavements, may also have a deep layer of CBR15 material.
18

27. 6.1.3 Design Traffic Loading
The Standard Axle loading is defined as an axle with dual tyres loaded to 80kN
(8.2 Tonne).
6.2 DESIGN WHEEL LOAD
6.2.1 Max. Wheel load – It is used to determine the depth of the pavement
required to ensure that the sub grade soil does not fail.
6.2.2 Contact pressure – It determines the contact area and the contact pressure
between the wheel and the pavement surface. For simplicity elliptical contact area
is considered to be circular.
6.2.3 Axle configuration – the axle configuration is important to know the way in
Which the load is applied on the pavement surface.
19

28. 6.2.4 EQUIVALENT SINGLE WHEEL LOAD (ESWL)
6.3 PAVEMENT DESIGN
• General
Considering the sub grade strength, projected traffic and the design life, the
flexible pavement design for low volume PMGSY roads has been carried out as
per guidelines of IRC: 37-2001
• Pavement Design Approach
1. Design Life: A design life of 10 years will be considered for the purpose of
Pavement design of Flexible pavements.
2. Design Traffic: The commercial vehicle per day (CVPD) is presented in design.
3. Determination of pavement thickness from the graph: Thickness of pavement is
determined by first calculating the traffic in terms of MSA and also the CBR of
the soil. Taking reference to both the quantities the pavement thickness and its
composition is determined accordingly.
4. Flexible Pavement composition: The designed pavement thickness and
composition will be calculated by Pavement design catalog of IRC: 37-2001.
Top layer of WBM will be treated with bituminous surface. The details of
pavement design are given above
5. Embankment Design: As such there is no any place where embankment is .00
m high. Hence, design of embankment is not carried out.
20

29. 6.4 IRC METHOD OF DESIGN OF FLEXIBLE PAVEMENTS (IRC: 37-2012)
6.4.1 IRC:37-1970
• Based on California Bearing Ratio (CBR) of sub grade.
• Traffic in terms of commercial vehicles (more than 3 ton laden weight).
6.4.2 IRC:37-1984
• Based on California Bearing Ratio (CBR) of Sub grade.
• Design traffic was considered in terms of cumulative number of equivalent
standard axle load of 80 kN in millions of standard axles (msa).
• Design charts were provided for traffic up to 30 msa using an empirical
approach.
6.4.3 IRC:37-2001
• Based on Mechanistic-Empirical method
• Pavements were required to be designed for traffic as high as 150 msa. The
limiting rutting is recommended as 20 mm in 20 percent of the length for design
traffic.
6.4.4 IRC:37-2012
• Based on Mechanistic-Empirical method
• The limiting rutting is recommended as 20 mm in 20 percent of the length for
design traffic up to 30 msa and 10 percent of the length for the design traffic
beyond.
6.5 DESIGN TRAFFIC
• The recommended method considers design traffic in terms of the cumulative
number of standard axles (80 KN) to be carried by the pavement during the
design Life.
• Only the number of commercial vehicles having gross vehicle weight of 30 kN
or More and their axle loading is considered for the purpose of design of
pavement.
• Assessment of the present day average traffic should be based on seven-day-24-
hour count made in accordance with IRC: 9-1972 “Traffic Census on Non-Urban
Roads”.
The design traffic is considered in terms of the cumulative number of standard
axles (in the lane carrying maximum traffic) to be carried during the design life of
the road. This can be computed using the following equation:
21

30. Where,
N - Cumulative number of Standard axles to be catered in the
design in terms of use.
A - Initial traffic in the year of completion of construction in
terms of the Number of commercial vehicles per day.
D - Lane distribution factor
F - Vehicle damage factor
r - Annual growth rate of commercial vehicles
n - Design life in years
6.5.1 Calculations
.
6.5.2 Design Data
• According to the test results, the C.B.R. value of the sub grade soil is found to
be 2.93%
• Traffic Vehicle per Day is assumed to be 100 CVPD.
• Traffic growth rate, to be taken as 2%. 4. Vehicle Damage Factor, for plain
terrain -3.5
• Design Life = 10 Years.
• Distribution Factor = 0.75
• Single Lane Road.
22

31. So, the Flexible Pavement thickness according to IRC 37-2012 for 1.05 msa and
CBR value upto 3% is 635mm .
~•~
23

32. CHAPTER-7
Estimation And Cost Analysis
The working criteria of estimation and costing is divided in two major parts:
A. Building works
B. Road works
And for this, we use the STANDARD BSR ( BASIC SCHEDULE OF RATES).
7.1 ESTIMATION
An estimate is a calculation of the 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 estimated cost of the work. The estimated
cost of a work is a close approximation of its actual cost.
Cost Estimate in our project:
Cost Estimate of project has been arrived on the following basis:
• Estimation of item wise quantities
• Analysis of Rates
7.1.1 Estimation of Quantities
All the relevant road and structure work Items will be identified as per survey,
design and drawings. Following major item of works considered are given below:
• Site clearance, dismantling and earthwork
• Pavement works (GSB, WBM, Bituminous layers)
• Drainage and protective works
• Road safety and furniture
• Maintenance works
24

33. a. Abstract of Cost
Unit rates will be derived by using the “Schedule of Rates for Road Works, Culvert
works 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 Rates
1. General
Rates for various items of works of the project have been derived from
the “Schedule of Rates w.e.f. 01.05.2012 for Road works, Culvert works
& Carriage etc.
2. Basic Rate of Material
The rates, given in the SOR inclusive of basic rate, lead and all other
necessary operations required to execute the item, has been taken.
7.2 COST ESTIMATION
(I) General
Cost Estimate of project has been arrived on the following basis
• Selection of items of work
• Estimation of item wise quantities
• Analysis of rates
(II) Estimation of Quantities
All the relevant road and structure work items will be identified as per
survey, design and drawings. followings major items of work considered
are giving below:
• Site clearance, dismantling and earthwork
• Pavement works (GSB, WBM, Bituminous layers)
• Drainage and protective works
• Utility relocation
• Road safety and furniture
• Maintenance works
Quantity of earthwork will be derived from the proposed cross section drawings.
The details are provided chainage wise. The Useful soil obtained from roadway
excavation shall be used for construction of embankment and shall be paid as per
relevant item given in SOR.
(III) Abstract of Cost
Unit rates will be derived by using the “Schedule of Rates for Road
Works, Culvert works and Carriage etc.
~•~
25

34. CHAPTER-8
FAILURES OF FLEXIBLE PAVEMENT
Different types of failure encountered in flexible pavements are as follow:
1. Alligator cracking or Map cracking (Fatigue)
2. Consolidation of pavement layers (Rutting)
3. Shear failure cracking
4. Longitudinal cracking
5. Frost heaving
6. Lack of binding to the lower course
7. Reflection cracking
8. Formation of waves and corrugation
9. Bleeding
10. Pumping
8.1 ALLIGATOR CRACKING OR MAP CRACKING (Fatigue)
Followings are the primary causes of this type of failure:
• Relative movement of pavement layer material
• Repeated application of heavy wheel loads
• Swelling or shrinkage of sub grade or other layers due to moisture variation
Alligator cracks are also called as map cracking. This is a fatigue failure caused in
the
Asphalt concrete. A series of interconnected cracks are observed due to such
distress.
The tensile stress is maximum at the asphalt surface (base). This is the position
where the
Cracks are formed., i.e. the area with maximum tensile stress. A parallel of
longitudinal cracks will propagate with time and reaches the surface.
Repeated loading and stress concentration will help the individual cracks to get
connected. These will resemble as a chicken wire or similar to the alligator skin.
This is termed as the alligator cracking. It is also known as the crocodile cracking.
These crackings are observed only in areas that have repeated traffic loading.
Alligator cracking is one of the major structural distress. This distress is later
accompanied by rutting.
26

35. Causes of Premature Failures
• Rutting due to high variation in ambient temperature
• Uncontrolled heavy axle loads
• Limitations of pavement design procedures to meet local environmental
conditions.
8.2 TYPES OF DISTRESSES/FAILURES AND DEFINITIONS
8.2.1 Longitudinal Cracking: Cracks that are approximately parallel to pavement
center line and are not in the wheel path. Longitudinal cracks are non-load
associated cracks. Location within the lane (wheel path versus non-wheel path) is
significant. Longitudinal cracks in the wheel path are normally rated as Alligator „A
„cracking.
8.2.2 Fatigue Cracking: Cracks in asphalt layers that are caused by repeated traffic
loadings. The cracks indicate fatigue failure of the asphalt layer. When cracking is
characterized by interconnected cracks, the cracking pattern resembles that of an
alligator‟s skin or chicken wire. Therefore, it is also referred to as alligator
cracking.
27

36. 8.2.3 Transverse Cracking : Cracks that are predominately perpendicular to
pavement center line and are not located over Portland cement concrete joints.
Thermal cracking is typically in this category.
8.2.4 Reflection Cracking : Cracks in HMA overlay surfaces that occur over joints in
Concrete or over cracks in HMA pavements.
28

37. 8.2.5 Block Cracking : Pattern of cracks that divides the pavement into
approximately rectangular pieces. Rectangular blocks range in size from
approximately 0.1 square yard to 12 Square yards.
8.2.6 Edge Cracking : Crescent-shaped cracks or fairly continuous cracks that
intersect the pavement edge and are located within 2 feet of the pavement edge,
adjacent to the unpaved shoulder. Includes longitudinal cracks outside of the wheel
path and within 2 feet of the pavement edge.
29

38. 8.2.7 Rutting : Longitudinal surface depression that develops in the wheel paths of
Flexible pavement under traffic. It may have associated transverse displacement.
8.2.8 Corrugation : Transverse undulations appear at regular intervals due to the
unstable surface course caused by stop-and-go traffic.
8.2.9. Shoving : A longitudinal displacement of a localized area of the pavement
surface. It is generally caused by braking or accelerating vehicles, and is usually
located on hills or curves, or at intersections. It also may have vertical
displacement.
30

39. 8.2.10 Depression : small localised surface settlement that can cause a rough, even
hazardous ride to motorists.
8.2.11 Overlay Bumps : In newly overlaid pavements, bumps occur where cracks in
old pavements were recently filed. This problem is most prevalent on thin overlays.
31

40. 8.2.12 Delamination : Loss of a large area of pavement surface. Usually there is a
clear separation of the pavement surface from the layer below. Slippage cracking
may often occur as a result of poor bonding or adhesion between layers.
8.2.13 Patching : Portion of pavement surface, greater than 0.1 sq. meter, that has
been removed and replaced or additional material applied to the pavement after
original Construction.
32

41. 8.2.14 Pumping : Seeping or ejection of water and fines from beneath the pavement
Through cracks.
8.2.15 Bleeding/Flushing : Excess bituminous binder occurring on the pavement
surface. May create a shiny, glass-like, reflective surface that may be tacky to the
touch. Usually found in the wheel paths.
~•~
33

42. CHAPTER – 9
PLANT OVERVIEW
9.1 TYPES OF PLANTS
1. Crusher plant
2. Asphalt plant
1. Crusher plant -
A Crushing plant is one-stop crushing installation, which can be used for rock
crushing, garbage crushing, building materials crushing and other similar
operations. Crushing plants may be either fixed or mobile. A crushing plant has
different stations (primary, secondary, tertiary, …) where different crushing,
selection and transport cycles are done in order to obtain different stone sizes or
the required graulometry.
• Components : The various components of a regular crusher plant are:-
a) Crushing plants make use of a large range of equipment, such as a pre-screener,
loading conveyor, intake hopper, magnetic separator, crushing unit, such as jaw
crushers and cone crusher etc.
b) Vibration feeder: These machines feed the jaw and impact crusher with the
rocks and stones to be crushed.
c) Crushers: These are the machines where the rocks and stones are crushed. There
are different types of crushers for different types of rocks and stones and
different sizes of the input and output material. Each plant would incorporate
one or several crushing machines depending on the required final material
(small stones or sand).
d) Vibrating screen: These machines are used to separate the different sizes of the
material obtained by the crushers.
e) Belt conveyor: These elements are the belts used for transportation of the
material from one machine to another during different phases of process.
f) Central electric control system: Control and monitor the operation of the entire
system.
• Process of crushing plant : Here are a few common procedures followed in almost
all standard crusher plants:-
i. Raw materials are evenly and gradually conveyed into jaw stone crushing
equipment for primary crushing via the hopper of vibrating feeder.
34

43. ii. The crushed stone materials are conveyed to crushing plant by belt conveyor for secondary
crushing before they are sent to vibrating screen to be separated.
iii. After separating, qualified materials will be taken away as final products, while unqualified
materials will be carried back to the stone crushing equipment for recrushing. And customers
can classify final products according to different size ranges. All the final products are up to
the related standards within and beyond India. Of course, according to different
requirements, customers can adjust the size of their final products from this stone crushing
plant.
iv. Clients will get the satisfactory products after objects being crushed for several times. Dust is
generated during the working process while the dust control units are needed.
35

44. 2. Asphalt plant -
An asphalt plant is a plant used for the manufacture of asphalt, macadam and
other forms of coated road stone, sometimes collectively known as blacktop or
asphalt concrete.
The asphalt plants or asphalt mixing plant is one plant that is used for mixing the
dry warm aggregate, padding and asphalt for homogeneous mixture at the
required temperature. And it is widely used to the construction of highway, city
road and parking lot.
The manufacture of coated road stone demands the combination of a number of
aggregates, sand and a filler (such as stone dust), in the correct proportions,
heated, and finally coated with a binder, usually bitumen based or, in some cases
tar, although tar was removed from BS4987 in 2001 and is not referred to in BSEN
13108/1. The temperature of the finished product must be sufficient to be
workable after transport to the final destination. A temperature in the range of 100
to 200 degrees Celsius is normal.
Countries have individual specifications stipulating how much of the raw material
can be allowed from recycled asphalt. In-depth research shows that addition of up
to 20% recycled asphalt produces the same quality of asphalt compared to 100%
virgin material. The quality of asphalt starts reducing once the percentage of
recycled asphalt increases beyond 20%.
The asphalt plant is mainly composed of cold aggregate supply system, drum
dryer, coal burner, coal feeder, dust collector, hot aggregate elevator, vibrating
screen, filler supply system, weighing and mixing system, Pollution Control Unit ,
asphalt storage, bitumen supply system. All these components have characteristics
that impact not only the overall quality of the asphalt but also the effect on the
environment.
Types of asphalt plant
A. Batch mix plant
B. Drum mix plant
A. Batch mix plant : An asphalt batch mix plant starts its work by heating and
weighing aggregates, followed by heating and weighing bitumen. The batch mix is
then considered with filler material, and towards the end, aggregates, filler material
and bitumen are mixed to create a hot mix of asphalt.
Here are a few common procedures followed in almost all standard asphalt batch
mix plants:
• Cold aggregate storage chamber and feeding bin
• Drying the aggregates and heating it
• Screening and cooling of hot batch mix
36

45. • Storage and burning of bitumen and other filler aggregates.
• Measuring and blending bitumen, filler ingredients and aggregates
• Loading of asphalt mix aggregates
• Complete control of all the proceedings of the plant via a control panel.
The various components of a regular asphalt batch mix plant are:
• Cold feeder bins are attached to the plant to measure and transfer the aggregate
to the dryer drum of the plant
• A conveyor is responsible for taking the cold aggregates from the plant feeder
and supplying the aggregates to the dryer drum.
• A drying drum is responsible for heating the aggregates with a strong burner.
• An elevator is available for feeding the hot mix aggregates on the vibrating
screen after the drying process is complete.
• Vibrating screens are designed to separate the hot mix into various
compartments as per the capacity.
• After the segregation of aggregates is complete, the hot bins hold the hot
aggregates before they are ready to weigh.
• There are three types of storage and weighing systems: Filler storage and
weighing system, Aggregate storage and weighing system and Bitumen storage
and weighing system
• A pugmill mixing unit further mixes the asphalt ingredients.
• A dry dust collector is responsible for picking leftover dust from the mix.
• A high-functioning control system is available for manual control over the
various parts of the machine.
B. Drum Mix Plant : In Drum Mix Plant. There is a drum in which the material
will convey through the belt conveyer. In this LDO is use as a fuel. The temperature
will maintained from 135 to 150 C.
37

46. • In this plant different size aggregates are filled into the feeder. • These
aggregates are conveying through a belt conveyer which is called gathering
Conveyer.
•
• After gathering conveyer the materials go to the slinger conveyer.
•
• After slinger conveyer to the drum.
•
• The mixing will be done in the drum. The bitumen, aggregates are mixed in the
drum.
•
• The fuel is go to the drum through pumping, there is a blower which is used for
Fire.
•
• The material comes out and go through load out conveyer to the hopper.
•
• After hopper it will load in the trucks.
Components of Drum Mix Plant :
1. Water Pump: It is used in the exhauster to settle the pollutant particles.
2. Gathering Conveyer. It gathers the different size of aggregates which convey
through the belt conveyer to the slinger conveyer. It is the starting conveying
belt.
3. Slinger Conveyer. It is the middle conveying belt, which conveys the mixture of
different size of aggregate to the drum.
4. Drum: It is a cylinder in which material is mix with bitumen.
The name of the plant is Drum Mix 50.
The diameter of the drum is 1.13 to 1.22 meter.
The length of drum is 6.2 meter.
The capacity of this plant is 50 tone per hour
5. Load out Conveyer: It is the last conveyer belt through which the ready
mixture is Load to the truck.
6. Exhauster: It is a chimney through which the smoke will exit.
7. Feeder: It is a vessel in which material is filling.
8. Bitumen Tank. It is a tank in which bitumen is filling and supply to the drum.
38

47. 9. Temperature Gun: It is used to measure the temperature of the material.
• It is a gun from which a laser light (infra-red) will come.
• It measure the temperature from -32degree C to 530 degree C.
• It measure the temperature from I meter i.e. range is 1 meter.
 The material which is ready from the plant is send to the site through the trucks.

 The material is lying on the road with the help of paver machine.

 The compaction is done with the help of vibratory roller and simple roller.
 ~•~
~•~ 39

48. CHAPTER – 10
MACHINES
10.1 MACHINERIES USED FOR THE PAVEMENT OF THE ROAD.
1. Motor Grader
2. Road Roller Machine
3. Dozer
4. Back Hoe Loader (JCB)
5. Paver Machine
6. Bitumen Sprayer
1. Motor Grader :
There are so many types of equipment needed before Motor Grader, but this is an
integral one. Motor grader, also known as a road grader is used to surplus or flatten
the surface. The equipment is so powerful that it can flat even rockery or earthen
surface in no time. The motor grader generally consists of three axles. This machine
is very important as it fastens the work and helps to complete the construction
project quickly.
2. Road Roller Machine :
Road roller machine is used soon after asphalt is laid down on road. The equipment
is rolled to compact the asphalt. This equipment is similar to its name and work.
Mostly, three wheels are there in the machines. The two rear one is built in regular
tyres while the front one is built in hard metal. Some road roller machines are built
in two wheels only -both in hard metals. The wheels play a significant role in
compacting the asphalt. It needs water on the wheel when it rolls on the asphalt.
The type of roller machines used in road construction project depends on the
specific projects.
40

49. 3. Dozer
Bulldozer, also called Dozer, powerful machine for pushing earth or rocks, used in
road building, farming, construction, and wrecking; it consists of a heavy, broad steel
blade or plate mounted on the front of a tractor. Sometimes it uses a four-wheel-
drive tractor, but usually a track or crawler type, mounted on continuous metal
treads, is employed. The blade may be lifted and forced down by hydraulic rams. For
digging, the blade is held below surface level; for transporting, it is held at the
surface level; and for spreading, it is held above the surface level, as the tractor
moves forward.
Bulldozers are used for shallow digging and ditching; short-range transportation of
material; spreading soil dumped from trucks; rough grading; removing trees, stumps,
and boulders; and cleaning and levelling around loading equipment. A bulldozer
alone can do many types of excavation, and it is useful in combination with other
machinery in most excavation work.
4. Back Hoe Loader (JCB)
A backhoe loader, also called a JOSEPH CYRIL BAMFORD EXCAVATORS, loader
excavator, digger in layman‟s terms, or colloquially shortened to backhoe within the
industry, is a heavy equipment vehicle that consists of a tractor-like unit fitted with a
loader-style shovel/bucket on the front and a backhoe on the back. Due to its
(relatively) small size and versatility, backhoe loaders are very common in urban
engineering and small construction projects (such as building a small house, fixing
urban roads, etc.) as well as developing countries. This type of machine is similar to
and derived from what is now known as a TLB (Tractor-Loader-Backhoe), which is to
say, an agricultural tractor fitted with a front loader and rear backhoe attachment.
Backhoe loaders are very common and can be used for a wide variety of tasks:
construction, small demolitions, light transportation of building materials, powering
building equipment, digging holes/excavation, landscaping, breaking asphalt, and
paving roads. Often, the backhoe bucket can also be replaced with powered
attachments such as a breaker, grapple, auger, or a stump grinder.
41

50. 5. Paver Machine
A paver (road paver finisher, asphalt finisher, road paving machine) is a piece of
construction equipment used to lay asphalt concrete or Portland cement concrete on
roads, bridges, parking lots and other such places. It lays the material flat and
provides minor compaction. This is typically followed by final compaction by a road
roller.
6. Bitumen Sprayer
Bitumen sprayer machines are known as asphalt distributor and they help in
controlled spraying of bitumen on the surface prior to the laying of hot mix asphalt.
Whether it is construction of a new road or repair works, these machines form an
indispensable part of any road contractor‟s fleet. You will always need high quality
equipment that will deliver as and when required so that you can get the task done
with fewer efforts. Since this is going to use bitumen which is a sensitive material
one has to be very careful with the selection of the equipment.
~•~
42

51. CONCLUSION
The main observations and conclusions drawn are summarized below:
It can be concluded that there is a need of a connecting the campus buildings of
Engineering college, Ajmer which serves the way of passage for those belongings
to institute providing the Flexible Pavement and the prosperity of our institute will
increase.
Our project naming “CONSTRUCTION OF BITUMINOUS (ASPHALT) ROAD” consists
of total length 17kms and road width 7m in ENGINEERING COLLEGE, AJMER. It
took about 4 months (over time due to rainy season) to complete the project
including surveying, soil testing, estimating and costing etc.
The final cost for the road construction material will be about Rs.18,10,06,665. The
road will have less maintenance as proper design considerations have been
adopted by efficient practical performance standards and suitable calculations as
per defined in standard IRC codes.
~•~
43

52. REFERENCES
1. IRC 37:2012- Guidelines for the Design of Flexible.
2. IS: 20:2007 Codes for the rural roads & standard designing of a Pavement.
3. Khanna & Justo, Highway Engineering Provisions & general data obtained for
soil tests, designing of flexible pavement & traffic survey Study.
4. B.N Dutta, Cost Estimation, Estimation procedures & format obtained By this
book.
5. KR Arora, Soil Mechanics & Foundation Engineering Soil tests & Their details are
obtained.
6. B.C Punmia, Soil Mechanics, Soil tests & their applications are preferred from
this book.
7. www.wikipedia.org
8. www.civil.org
9. www.civilworks.org
10. www.nptel.co.in
~•~
44