A SIX WEEK SUMMER INTERNSHIP REPORT On Widening of Bituminous Road & Casting of Box Culvert in Katihar Training undertaken Road Construction Department (RCD)

1. 1
A SIX WEEK SUMMER INTERNSHIP REPORT
On
Widening of Bituminous Road & Casting of Box Culvert in Katihar
Training undertaken
Road Construction Department, Katihar
(From 1ST
Jun 2022 to 15th
July 2022)
Submitted in the partial fulfilment of the requirement for the Degree of
BACHELOR OF TECHNOLOGY
By
Pankaj Kumar
(Reg. Number: 19101129036)
Under the supervision of
Prof. Anil Kumar Gupta
CIVIL ENGINEERING DEPARTMENT
KATIHAR ENGINEERING COLLEGE, KATIHAR
22th
May 2023

2. 2
Candidate’s Declaration
This is to certify that I, Pankaj Kumar student of B.Tech (Civil)- 7th Semester has
undergone training in “Road Construction Department, Katihar" as required of
six weeks project semester for the award of degree of B.Tech Civil Engineering,
Katihar engineering college, Katihar and learn the Widening of Bituminous Road &
Casting of Box Culvert in Katihar which is an authentic record of my work carried
out at Road Construction Department, Katihar. The work presented in this report
is authentic to the best of our knowledge.
Place: Katihar Pankaj Kumar
Date: Reg. no. - 19101129036

3. 3
Department of civil engineering
Katihar engineering college, Katihar-854109
Certificate
TO WHOM IT MAY CONCERN
This is certified that PANKAJ KUMAR has completed his training entitled “Construction
of road & Casting of Box Culvert by RCD Katihar” under my supervision and guidance.
I am hopeful that he will prove as a successful, competent and dynamic Civil Engineer in
field.
Internal Examiner………………………… External Examiner……………….....................

4. 4
CERTIFICATE

5. 5
Acknowledgement
A vocational training is a golden opportunity to learn and enhance your knowledge in
professional as well as get the idea of how works happened on field in a profession. I
consider myself very lucky to meet so many wonderful people through this internship and
very thankful to those who support or helped me to complete these six weeks summer
internship.
I am very thankful to our principal “KEC Katihar” Prof. Ranjana Kumari, Our
H.O.D (Civil Engg.) Prof. Anil Kumar Gupta & Training and Placement officer
Prof. Abhijeet Kumar including all faculties who allowed and supported me in this
beautiful journey.
I thank to Road Construction Department, Katihar to give me this internship skill
in their working area. It was a very good learning experience to work on that area. I
would like to convey my heartiest thanks to Er. Sushil Kumar Jha (E.E), Er. Pankaj
Kumar (A.E) and Er. Gokhla Prasad (J.E), Who made it all possible.

6. 6
TABLE OF CONTENTS
Chapter Title Page no
Candidate’s Declaration 2
Certificate 3-4
Acknowledgement 5
Table of Contents 6
List of Figures 7
1 Introduction 8-12
1.1. General 8
1.2. Detail of Project 9
1.3. Background of contractor 10
1.4. Objective of Company 10
1.5. RCD Introduction 11
1.6. Objective of Training 12
2 Concept and Theory 13-31
2.1.General 13
2.2.Box culverts 13
2.3.Highway Engineering 22
2.4.Geometric design 24
2.5.Road Widening & Construction 25
2.6.Road construction 26
2.7.Types of Pavements 27
2.8.Cross-sectional details of project 30
3 Laboratory Test Performed 32-42
3.1.General
3.1.1. Soil Class
32
3.1.2. Asphalt Class 38
4 Results & discussion 43-44
5 Conclusion 45-46
Reference 47

7. 7
List of Figures
Figure no Title of the figure Page No
Figure 1.1 Road division map district Katihar 9
Figure 2.1 Single box culvert 14
Figure 2.2 Double box culvert 14
Figure 2.3 Components of Box 15
Figure 2.4 Wall Reinforcement (Sapni) 16
Figure 2.5 Front view of double box culvert (RCD katihar) 17
Figure 2.6 After concreting of wall of double box culvert 18
Figure 2.7 Deck Slab Formwork & Reinforcement process 20
Figure 2.8 Deck Slab Concreting 21
Figure 2.9 Road widening process 26
Figure 2.10 Cross section of flexible pavement 28
Figure 2.11 Cross section of rigid pavement 29
Figure 2.12 Layer thickness MCW 29
Figure 2.13 Carriageway Width 30
Figure 3.1 Compaction process & Result 33
Figure 3.2 Slump test 34
Figure 3.3 Gradation test process & Result 35
Figure 3.4 Aggregate crushing value test process 36
Figure 3.5 Concrete cube testing process 37
Figure 3.6 Flakiness-and-Elongation-Index-Test-Apparatus & result 38
Figure 3.7 Penetration Test of Bitumen apparatus 39
Figure 3.8 Softening Point Test of Bitumen apparatus 40
Figure 3.9 Bitumen Sample (BDM) 41
Figure 3.10 Bitumen Extraction 41

8. 8
CHAPTER 1
INTRODUCTION
1.1. General
“An internship is an investment in our future. It's a way to build our skills,
gain experience, and make connections that can lead to great opportunities
down the road."
An internship is a short-term professional experience related to a student’s major or
career goals. Students generally work a minimum of eight hours per week or a
maximum of 40 hours per week (full time), usually for one academic term. The work
is performed in a professional environment under the guidance and supervision of a
staff member with expertise in thestudent’s field of interest. Although the work may be
similar to some part time jobs or volunteerexperiences, an internship is identified by
the intentional, self-directed learning and student reflection about the work experience.
Through internships, students explore career options, test their choice of academic
major and develop professional skills and experience. Students may participate in
internships for academic credit or for experience only.
In precise and short terms setting up an internship program offers students the
following advantages:
Personal: Internships help students assess their strengths and develop a plan for areas
needing improvement; gain self-confidence and achieve a professional level of
maturity; enhance their investigative spirit; team work abilities; creative and decision
making; improve their interpersonal skills; prepare for life after graduation; integrate
personal values with their work; gain an understanding of what will be expected of
them when they begin work as a professional.
Professional: Internship also increase and refresh the professional skills in the areas
that the students have identified as being important to them, and where formal training
is either inappropriate or is not available, develop career-related skills such as writing
an effective resume and cover letter; gain experience that relates to targeted jobs;
observe professionals and their work behavior.

9. 9
1.2. Detail of Project
Fig. 1 Road division map district Katihar
Client Road Construction Department Katihar Bihar
Ownership/contractor Top-line Infra-Projects Private Limited
Cost (RS. Crore) 90
Industry Highways
Project Type Major District Road – Renovation/Modernization
Background The project involves width enhancement and surface layer
Bituminous work of widening 30 km stretch between
Bhasna to Sapni (Hasanganj)
Box culvert Sapni (Hasanganj)

10. 10
1.3. Background of contractor
Top-line Infra-Projects Private Limited is an unlisted private company incorporated on 24
March, 2004. It is classified as a private limited company and is located in Kolkata, West
Bengal. Its authorized share capital is INR 7.50 cr. and the total paid-up capital is INR 7.22
cr.
Description: The company provides civil engineering and construction services. Product &
Services: Road, Bridge, Flyover, Canal
Projects Category: Service Provider
The current status of Top-line Infra-Projects Private Limited is - Active.
Top-line Infra-Projects Private Limited has three directors - Usha Devi Agarwal, Saurav
Kumar Agarwal, and others.
The Corporate Identification Number (CIN) of Top-line Infra-Projects Private Limited is
U45400WB2004PTC098181. The registered office of Top-line Infra-Projects Private
Limitedis at 19 Ganesh Chandra Avenue2nd Floor Room No 6a, Kolkata-700013, West
Bengal.
1.4. Objective of Company
➢ Maintain maximum level of customer satisfaction.
➢ Ensure the financial endurance of the company.
➢ Keep providing high quality services to satisfy his clients.
➢ Ensure the professional development of its staff.

11. 11
1.5. RCD Introduction
Point of view geographic and population of the state is the nation's largest state. State Industrial,
economic and social development of the state and the population of each village is absolutely
necessary to re-connect to the main roads. In addition to state important national roads, state
roads and district roads and their proper broad be made to improve the quality of traffic point
of view is of particular importance.
Public Works Department to build road, sand improve connectivity in rural zones,
OtherDistrict Road and State broad and improvement of rural roads and main routes
narrow construction of zones and depleted bridges reconstruction of the bases are
transacted on a priority basis. Also, under Pradhan Mantri Gram Sadako Yojana and
prefabricated construction of rural roads linking the work of other district roads broad
Sudden the scale bases are edited. Successful operation of various schemes for the
Public Works Department engineers andsupervisory 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.

12. 12
1.6. Objective of Training
The purpose of Industrial Training is to expose students to real work environment
experience and at the same time, to gain knowledge through hands on observation and
job execution. From the training, we should also develop our skills in work ethics,
communication, managementand others. Moreover, this practical training program
allows us to relate theoretical knowledge with its application in the construction
industry. The main objectives of training are: -
➢ To make us familiar with a real job situation by offering an opportunity to
work on liveprojects.
➢ To make us familiar with the use and properties of basic construction
materials such asCement, aggregate, sand, bitumen, steel bars, etc.
➢ We should easily visualize the working and application of various
constructionequipment such as Excavators, bulldozer, roller, loaders, cranes,
dump trucks, etc.
➢ To provide us the opportunity to test our interest in a particular career before
permanentcommitments are made.
➢ To develop skills in the application of theoretical knowledge to practical work
situation.
➢ To develop skills and techniques which are directly applicable to our careers.
Toenhance the ability to improve our creativity skills and sharing ideas.
➢ To build the strength, teamwork spirit and self- confidence in our life.
➢ Internship programs will increase student earning potential upon graduation.
➢ Internships will increase a student sense of responsibility and good work habits.
➢ To build a good communication skill with group of workers and to learn
properbehavior of corporate life in industrial sector.
➢ We will be able to develop good moral values such as responsibility,
commitment andtrustworthy during our training.
➢ Creates awareness about the cultural, social, environmental and global
responsibility
➢ We can easily relate the training aspects with the fundamentals that we have
learned atthe college.

13. 13
CHAPTER 2
CONCEPT AND THEORY
2.1. General
Culvert is a tunnel carrying a stream under a road or railway. A culvert may act as a bridge for
traffic to pass on it. They are typically found in a natural flow of water and serves the purpose
of a bridge or a current flow controller.
Culverts are available in many and shape like round, elliptical, flat-bottomed, pear-shaped, and
box-like constructions. Culverts are by their load and water flow capacities, lifespan and
installation of bedding and backfill. The type is based on a number of factors including
hydraulic, upstream elevation, and roadway height and other conditions.
Following are the different types of Culvert:
➢ Pipe culvert (single or multiple)
➢ Pipe-Arch culvert (single or multiple)
➢ Box culvert (single or multiple)
➢ Arch culvert
➢ Bridge culvert
➢ Metal box culvert
2.2. Box culverts
Box Culvert is a reinforced concrete structure used as drainage under the road work. In other
words, It is a small structure of less than 6m span between faces of abutments. On the other
hand, minor bridge, if the length of the span is greater than 6m. Box culverts are made up of
concrete and especially, RCC (Reinforced Concrete). The most challenging part in constructing
a box culvert is that dry surface is needed for installing it. However, due to the strength of the
concrete floor, water direction can be changed when a large amount of water is expected. This
feature makes box culverts, one of the most commonly found types of the culvert.

14. 14
Fig.2.1 Single box culvert
(Sapni Hasanganj, Katihar)
Fig.2.2 Double box culvert
(Sapni Hasanganj, Katihar)

15. 15
2.2.1 Components of Box Culvert:
Box Culvert has some following components:
A. Raft/Bottom Slab: This is the bottom portion of the box culvert which is responsible
for the transfer of the load to the ground and is directly in contact with the soil strata. It
is called as “Raft” as it this Bottom Slab acts as a Raft foundation for the box culvert.
B. Shear key: This is an essential component of the box culvert and acts as a horizontal
barrier for the structure. It is provided when soil is weak in shear and hence prevents
the horizontal movement of the box culvert.
C. Walls: Box Culvert has minimum of two walls. These walls can be more than two if
the span increases. But in that case it will be called as a minor bridge. Walls acts as a
load transfer element for the super structure.
D. Top Slab: This is the Top Most Portion of the box culvert. This portion takes load
coming above and transfer it to the walls. Loads are in form of traffic, cushion loads
etc. Thickness of the slab also increases with the increase in span and traffic conditions.
E. Bracket: This is an important part of the structure which is made to support the approach
slab at one end adjacent to box culvert as. Brackets are avoided where it is not necessary
to provide an approach slab.
Fig.2.3 Components of Box culvert(yahoo.in)

16. 16
2.2.2 The construction sequence of the box culvert mainly consists of the following
activities:
A. Raft Construction (Foundation)
B. Wall Construction (Substructure)
C. Deck Construction (Superstructure)
Construction of Box culvert Raft: (STAGE -1):
• Survey & Setting Out: Survey points shall be marked in either direction of the
alignment by the total station from control points. A benchmark shall also be
established nearby where no disturbance will occur throughout the execution phase.
• Dewatering: The open foundations are provided mainly for the cross drainage
structures, which require preplanning for dewatering before excavation commences per
site conditions. If required, water shall be diverted through other channels; otherwise,
dewatering shall be done if required. Pumped-out water shall be released at the farthest
point to the maximum possible.
• Earthwork and Excavation for Box Culvert Raft: The excavation shall be done with
safe side slopes per ground conditions. JCB or excavator shall carry out excavation, and
excavated material shall be disposed of using tractor trolleys or dumpers as directed.
The pit level reached up to the PCC bottom shall be properly levelled and compacted
before laying Plain Cement Concrete. The SBC at the founding level is checked for the
design SBC as given in the construction drawing with the help of the Plate Load Test
for the individual culvert.
• Levelling Course (PCC) for Cross Drainage Structure: PCC shall be supplied from the
batching plant through transit mixers. After the initial setting, the concrete surface shall
be sprinkled with water to prevent cracking. Curing shall be done by keeping it moist.
After allowing it to gain strength over 24 hours, it can be released for raft activities.
• Reinforcement Binding for Box Culvert Raft: Reinforcement bars shall be shifted to
the location in advance. Marking for the raft shall be done on the levelling course, chairs
shall be provided at appropriate places to avoid the sagging of the top reinforcement
mesh.
• Formwork Fixing for Box Culvert Raft: Concrete cover blocks of the same grade of
foundation concrete shall be tied to the reinforcement before fixing formwork. Steel
formwork plates applied with shuttering oil are fixed in position with the help of props

17. 17
and ties/spacers against each other to line and level as per formwork and staging
drawing. The formwork shall be properly jointed with bolts and a washer.
• Box Culvert Raft Concreting: Concrete shall be supplied from batching plant through
transit mixers.
• Box Culvert Raft Formwork Removal: The concrete shall be allowed to gain strength
over 12 to 24 hours, and then forms shall be removed without damage to the concrete.
The pit shall be immediately backfilled with excavated material up to the raft’s top
level. This filling will help in curing the foundation if kept moist.
Construction of Box culvert Wall: (STAGE -2):
• Box Culvert Wall Reinforcement: Balance reinforcement shall be tied against the
dowels left through the raft for the predetermined lift to be concreted. Vertical rods
shall be provided with required overlaps as per construction drawings. Efforts shall be
made to minimize overlaps, and horizontal reinforcement shall be tied in position.
Concrete cover shall be provided by Concrete cover blocks tied with reinforcement as
required.
Fig.2.4 Wall Reinforcement (Sapni)
• Box Culvert Wall Concreting: The concrete mixed from the centralized batching plant/s
shall be delivered through transit mixers. It shall be placed manually or through crane
bucket/concrete pumps as per site condition. Concrete shall be laid in 350-400mm layer

18. 18
and vibrated with needle (electrical/petrol/diesel) vibrators and shear keys
(Construction Joint) shall be formed as per the construction drawing.
Fig.2.5 Front view of double box culvert (RCD katihar)
• Formwork removal, inspection & curing: After gaining strength over about one day,
the side form panels shall be safely removed. The exposed concrete surfaces shall be
covered with moist Hessian cloth and shall be maintained moist over the curing period.
Fig.2.6 After concreting of wall of double box culvert

19. 19
Construction of Deck slab: (STAGE -3):
• Fabrication of Shutter & Reinforcement: The shutters shall be transported to the site by
truck/trailer. Reinforcement shall be fabricated at the centralized yard as per BBS made
and approved by the Engineer.
• Box Culvert Deck Slab Staging: After completion of the wall up to the required height,
staging for the deck will start. An erect, vertical member in the form of props/H-Frame
/MS Pipe/Cup-lock pipe above the base slab of RCC Box in between the walls as per
staging drawing.
• Deck Slab Formwork & Reinforcement: Reinforcement is done according to the BBS,
fix the balance wall inner side shutter and align by taking support from the staging
erected as per staging and formwork drawing of box culvert. Apply shuttering oil to the
formwork before fixing it in position. Fix the prefabricated reinforcement bars for the
deck and balance wall portion of the walls. Reinforcement cover shall be maintained
by means of cover blocks placed at suitable intervals. The cover Block shall be of the
same grade of concrete as used in the deck. Fix the reinforcement bars for the crash
barrier reinforcement. Support the side/end shutters by inclined support members, as
shown in the formwork/staging drawing.

20. 20
Fig.2.7 Deck Slab Formwork & Reinforcement process
• Box Culvert Deck Slab Concreting: After checking of staging, formwork and
reinforcement, cast the wall and deck. Concrete shall be placed in a single continuous
pour in such a sequence, avoiding the formation of cold joints. Concrete shall be
produced in the controlled batching plant as per approved Mix Design and shall be
transported to the site by Transit Mixer. The needle vibrator must be operated vertically
with or without the shutter vibrator. No vibrator should run for more than 2 minutes in
one place to prevent segregation. Deck concrete top-level shall be finished smoothly.
after 24 hrs of concreting the end and side shutter is removed. Start curing of deck and
wall by using a wet hessian cloth or continuous water sprinkling arrangement to keep
the girder wet for up to 14 days.

21. 21
Fig.2.8 Deck Slab Concreting
Advantages:
Box culverts offer a number of advantages in comparison to other types of structures used
for drainage and transportation purposes. Here are some of the main advantages of using box
culverts:
• Structural strength: Box culverts are known for their strength and durability, which
makes them ideal for use in harsh environments, where they are exposed to heavy
loads, soil pressures, and water flow.
• Easy installation: Box culverts are prefabricated off-site and then transported to the
construction site, which makes them easy and quick to install, reducing the overall
construction time and cost.
• Low maintenance: Box culverts require minimal maintenance, as they are designed
to last for a long time without any significant repairs. They are also resistant to
environmental factors such as corrosion, abrasion, and chemical degradation.
• Versatile design: Box culverts can be designed to accommodate different sizes,
shapes, and angles, which makes them adaptable to different site conditions and
requirements.

22. 22
• Environmental sustainability: Box culverts are environmentally friendly, as they are
made of concrete, which is a durable and recyclable material.
• Enhanced flow capacity: Box culverts have a larger flow capacity compared to other
drainage structures, allowing them to handle higher volumes of water and reduce
the risk of flooding.
Disadvantages:
• While box culverts offer many advantages, they do have some potential disadvantages
that should be considered before their use in a specific project. Here are some of the
main disadvantages of box culverts:
• Limited span length: Box culverts are typically used for shorter spans, and their length
is limited due to transportation constraints. Longer spans require more complex
transportation arrangements, which can significantly increase the cost of the project.
• Restricted clearances: Box culverts have a fixed height and width, which can be a
problem in projects with limited clearance. This can require excavation and backfilling,
which can add to the overall cost and time of the project.
• Difficulty in repair and maintenance: While box culverts are generally low-
maintenance, repairing or replacing them can be challenging. Access to the culvert is
often limited, which can make repairs difficult and costly.
• Higher cost compared to some alternatives: Box culverts can be more expensive than
other types of drainage structures, such as pipes or open channels, due to the required
excavation, backfill, and transportation.
2.3. Highway Engineering
Highway engineering is an engineering discipline branching from civil engineering that
involves the planning, design, construction, operation, and maintenance of roads, bridges, and
tunnels to ensure safe and effective transportation of people and goods. Highway engineering
became prominent towards the latter half of the 20th Century after World War 2. Standards
of highway engineering are continuously being improved. Highway engineers must take into
account future traffic flows, design of highway intersections/interchanges, geometric
alignment and design, highway pavement materials and design, structural design of pavement
thickness, and pavement maintenance.

23. 23
2.3.1 Planning and Development
Highway planning involves the estimation of current and future traffic volumes on a road
network. Highway engineers strive to predict and analyse all possible civil impacts of highway
systems. Some considerations are the adverse effects on the environment, such as noise
pollution, air pollution, water pollution, and other ecological impacts.
2.3.2 Financing
Developed countries are constantly faced with high maintenance cost of aging transportation
highways. The growth of the motor vehicle industry and accompanying economic growth has
generated a demand for safer, better performing, less congested highways. The growth of
commerce, educational institutions, housing, and defence have largely drawn from government
budgets in the past, making the financing of public highways a challenge. The multipurpose
characteristics of highways, economic environment, and the advances in highway pricing
technology are constantly changing. Therefore, the approaches to highway financing,
management, and maintenance are constantly changing as well.
2.3.3 Environmental impact assessment
The economic growth of a community is dependent upon highway development to enhance
mobility. However, improperly planned, designed, constructed, and maintained highways can
disrupt the social and economic characteristics of any size community. Common adverse
impacts to highway development include damage of habitat and bio-diversity, creation of
air and water pollution, noise/vibration generation, damage of natural landscape, and the
destruction of a community's social and cultural structure. Highway infrastructure must be
constructed and maintained to high qualities and standards.
There are three key steps for integrating environmental considerations into the planning,
scheduling, construction, and maintenance of highways. This process is known as an
Environmental Impact Assessment, or EIA, as it systematically deals with the following
elements.
• Identification of the full range of possible impacts on the natural and socioeconomic
environment.
• Evaluation and quantification of these impacts.
• Formulation of measures to avoid, mitigates, and compensate for the anticipated impacts.

24. 24
2.4. Geometric design
Highway and transportation engineers must meet many safety, service, and performance
standards when designing highways for certain site topography. Highway geometric design
primarily refers to the visible elements of the highways. Highway engineers who design the
geometry of highways must also consider environmental and social effects of the design on
the surrounding infrastructure.
There are certain considerations that must be properly addressed in the design process
to successfully fit a highway to a site's topography and maintain its safety. Some of
these design considerations include:
➢ Design speed
➢ Design traffic volume
➢ Number of lanes
➢ Level of Service (LOS)
➢ Sight Distance
➢ Alignment, super-elevation, and grades
➢ Cross section
➢ Lane width
Horizontal and vertical clearance

25. 25
2.5. Road Widening & Construction
A road widening project is usually commissioned when the existing road width is not
adequate for the traffic, or when extra lanes are needed. Road widening can improve
traffic safety and capacity.
Development of a country depends on the connectivity of various places with
adequate road network. Roads are the major channel of transportation for carrying
goods and passengers.They play a significant role in improving the socio-economic
standards of a region. Roads constitute the most important mode of communication
in areas where railways have not developed much and form the basic infra-structure
for the development and economic growthof the country.
The benefits from the investment in road sector are indirect, long-term and not
immediately visible. Roads are important assets for any nation. However, merely
creating these assets is not enough, it has to be planned carefully and a pavement
which is not designed properly deteriorates fast. India is a large country having huge
resource of materials. If these local materials are used properly, the cost of
construction can be reduced.
There is various type of pavements which differ in their suitability in different
environments. Each type of pavement has its own merits and demerits. Despite a
large number of seminarsand conference, still in India, 98% roads are having flexible
pavements.
As the population is increasing day by day we need to improve our roads for better
efficiency in transportation. And the roads are to be constructed by keeping in mind
the future aspects that this road is been constructing to full fill the requirements of
road users.

26. 26
This internship report deals with widening of road in village Sapni (Hasanganj) of
Katihar district.
Fig.2.9 Road widening process

27. 27
2.6. Road construction
Development of a country depends on the connectivity of various places with adequate
road network. Roads are the major channel of transportation for carrying goods and
passengers.They play a significant role in improving the socio-economic standards of
a region. Roads constitute the most important mode of communication in areas where
railways have not developed much and form the basic infra-structure for the
development and economic growthof the country.
The benefits from the investment in road sector are indirect, long-term and not
immediately visible. Roads are important assets for any nation. However, merely
creating these assets is not enough, it has to be planned carefully and a pavement
which is not designed properly deteriorates fast. India is a large country having huge
resource of materials. If these local materials are used properly, the cost of
construction can be reduced.
There is various type of pavements which differ in their suitability in different
environments. Each type of pavement has its own merits and demerits. Despite a
large number of seminarsand 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.
2.7. Types of Pavements
A structure consisting of superimposed layers of processed materials above the natural soil
sub-grade, whose primary function is to distribute the applied vehicle loads to the sub-grade.
It is always desirable to construct the pavement in which the subgrade is always dry even
during monsoons.
2.7.1 Flexible pavement
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

28. 28
stabilized soil 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 virtueof spreading over an increasingly larger area, by carrying
it deep enough into the ground through successive layers of granular material.
Fig.2.10 cross section of flexible pavement
Ref - https://civiconcepts.com/blog/what-is-pavement-types-of-pavement-road-
construction-layers
2.7.2 Rigid Pavement
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.

29. 29
Fig. 2.11 cross section of rigid pavement
Ref - https://i0.wp.com/theconstructor.org/wp-content/uploads/2011/02/structure-of-
rigid-pavement.jpg?resize=450%2C224&ssl=1
Minor variations in sub grade 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 factorand not the strength of sub grade. Due to this property of pavement,
when the subgrade deflect beneath the rigid pavement, the concrete slab is able to
bridge over the localized failures and areas of inadequate support from sub grade
because of slab action.
Fig.2.12 – layer thickness MCW
Ref- https://dreamcivil.com/

30. 30
2.8. Cross-sectional details of project
2.8.1 Carriage way
A carriageway British English or roadway North American English consists of a width of road
on which a vehicle is not restricted by any physical barriers or separation to move laterally. A
carriageway generally consists of a number of traffic lanes together with any associated
shoulder, but may be a sole lane in width (for example, a highway offramp).
Fig.2.13 -Carriageway Width
Ref- http://lgam.wikidot.com/local--files/carriageway-width/carriageway-width.png
Sub Grade construction
The sub grad is prepared by either filling or cutting so as to meet the design level. If the
approved design needs cutting, the existing groundis excavated using any suitable equipment
(dozer, excavator, and grader) until the finished sub grade level is reached.
Sub grade is the final layers of the embankment in fill and cut sections. This is the layer just
above road bed on which the pavementlayers finally rest on it. Sub grade is constructed as
follows.
• The setting out work is done using five pegs per station.
• The surface is showered on which the sub grade layer is to be constructed.
• The sub grade materials are dumped.

31. 31
2.8.2 Mixing and placing
If the material being used is dry, water is added to attain the optimum moisture content (OMC).
And if the material is moist, it is mixed with a dry material to reduce the moisture.
• If the material from one section is coarser, it is mixed with a finer material
from other source to get high density during compaction.
• The material is mixed by the grader thoroughly to avoid segregation of
materials and to adjust the moisture content of the material so as to get
the optimum moisture content(OMC).
• To protect intrusion of materials the surface is made smooth and visually good.
• The surface is compacted by the steel roller to attain the desired field
compaction.
• The following ways of construction are recommended during compaction.
• On hilly areas, the direction of compaction is from the bottom to the
top, this is toprotect the pavement layer sliding during compaction.
• The compaction paths are overlapped to each other. This is to avoid
the bulging ofmaterials in between two paths.

32. 32
CHAPTER 3
LABORATORY TEST PERFORMED
3.1. General
Material test is the back bone of road construction. Although Different tests are taken
in this project most of laboratory test taken before we arrive at the project site and
other laboratory test outside company due to unorganized laboratory section. Tests
which are done in the project are classified in to two categories. These are laboratory
tests and field test.
Laboratory test is classified into:
➢ Soil class
➢ Asphalt class
➢ Concrete class
3.1.1 Soil Class
Different tests are done for each material. The following soil tests are carried out in the
laboratory.
1. Proctor compaction test
2. California bearing ratio (CBR)
3. Plasticity index
4. Gradation
5. Aggregate crushing value
6. Absorption
7. Flakiness index
8. Elongation index

33. 33
1. Proctor compaction test
The objective of this test is to obtain relationship between compacted dry density and soil
moisture content using manual compaction effort. The dry density which can be achieved
for a soil depends on the degree of compaction applied and the moisture content. The
moisture content which gives the highest dry density is called optimum moisture content.
Fig.3.1 Compaction process & Result
2. California Bearing Ratio test
CBR test is developed to measure the resistance of materials to the penetration of
standard plunger under controlled density and moisture content. This test is used to
evaluate the strength of sub grade, sub base and base course materials. The CBR value
is a requirement in design in pavement materials of natural gravel. The test covers the
laboratory determination of theCalifornia Bearing Ratio of a compacted sample of
soil using 65, 30, and 10blows per layer for each five layers. CBR test is done for
embankment, capping layer, sub grade, sub base and base course materials. Each
material has its own minimum requirement of CBR value. If a material does not
satisfy the requirement, it is rejected because the soil does not resist the expected
traffic load.

34. 34
3. Slump test
The concrete slump test is an on-the-spot test to determine the consistency as well as
workability of fresh concrete. This test plays a vital role in ensuring immediate concrete
quality in a construction project. It is used almost in every construction sites. The slump
test is very simple and easy to handle. It also demands comparatively less equipment and
can be done in a short period of time. These advantages of slump test have made it very
popular all over the world. In the slump test, workability of concrete is not measured
directly. Instead, consistency of concrete is measured which gives a general idea about the
workability condition of concrete mix. Slump test requires some equipment to perform the
test that are mould , base plate ,tamping rod & tape measure.
Fig.3.2. Slump test
4. Gradation
Gradation is the determination of particle size distribution of soil which is used to
construction. If a material is well graded, it has a good inter locking of particles to each other.
The proportionof fine materials and coarse materials has a great effect on road construction.
If the percentageof the coarse material is above the limitation and the percentage of fine
material is below its specification, the material particles are not interlocked to each other
efficiently. This situation loses the strength of the material. If the percentage of fine material
is above its limitation and the course material is below the requirement, the bearing capacity

35. 35
of the material is under the required capacity. It shows sliding property. This also loses the
strength of the construction material. In order to get a well graded material, sieve analysis
is carried out for each soil materials. It is taken on embankment, capping layer, sub grade,
sub base, base course, asphalt aggregate and sand. Each material has its gradation
specification.
Fig.3.3. Gradation test process & Result
5. Aggregate crushing value (ACV)
Aggregate used in road construction should be strong enough to resist crushing under
traffic wheel loads. If the aggregates are weak, the integrity of the pavement structure
is likely to beadversely affected. The strength of coarse aggregates is measured by
the aggregate crushing value. The aggregate crushing value (ACV) gives a relative
measure of the resistance of an aggregate to crush under a gradually applied load.
Aggregate crushing value is determined bymeasuring the material passing a specified
sieve after crushing under a load of 400kn. This test is applied on the aggregates
which passes 14mm sieve and retained on a 10mm sieve. This test is carried on the
stone masonry, sub base, base course, and asphalt aggregatematerials. Each material
has its own aggregate crushing value limitation.

36. 36
Fig.3.4. Aggregate crushing value test process
6. Concrete cube test
Cube test is commonly used for determining compressive strength of concrete (or its ability
to resist a crushing force). The compressive strength of concrete is one of the factors, which
controls the loads, which may be applied to a concrete structure. In this test the concrete is
filled in the square box and are taken in Laboratory for further completion of test. This test
give us an idea about all the characteristics of concrete. With the help of this test we can
check that whether Concreting has been done properly or not. and compressive strength is
the ability of material or structure to carry the loads on its surface without any crack or
deflection. A material under compression tends to reduce the size, while in tension, size
elongates. The cubes are generally tested at 7 & 28 days. The strength of the cube was
45.42 Nmm2
.

37. 37
Fig.3.5. Concrete cube testing process
7. Combined elongation and flakiness test
Flakiness and Elongation Index Test are very important tests to be performed on
aggregate in the laboratory. This test gives the percentage of flaky and elongate
aggregate present in the total aggregate sample. Aggregate shape, size, and surface
texture majorly affect the properties of freshly mixed concrete more than the
properties of hardened concrete. elongated and flaky aggregate, when used in the
construction of pavement may result in failure of the pavement due to their random
position under repeated loading and vibration.
The flakiness index of aggregate is the % by weight of the particles (aggregates)
whose thickness is less than 3/5th(0.6 times) of their mean dimension.”
The Elongation index of aggregate is the % by weight of the particles (aggregates)
whose length is greater than 1 and 4/5th (1.8 times) of their mean dimension.”

38. 38
Fig.3.6. -Flakiness-and-Elongation-Index-Test-Apparatus & result
1.1.2 Asphalt Class
Bitumen is very sensitive for temperature. Quality and other tests are taken on the asphalt.
The tests which are done on asphalt class are:
1. Penetration test of bitumen
2. Ductility test of bitumen
3. Softening point of bitumen
4. Marshal test
5. Extraction test
1. Penetration Test of Bitumen
Penetration test is used to measure the consistency of bitumen material expressed as the
penetration distance in milli meter that a standard needle penetrates a sample of bitumen
vertically under known condition of loading, loading time and temperature. The distance
which the needle penetrates is measured in 1/10mm. This is termed as penetration value.
Penetration test is used to know the grade of bitumen. Grade of bitumen has a direct

39. 39
relationship with environmental condition especially temperature. The hot areas need
high grade of bitumen. If the grade of bitumen is low in hot area, it becomes liquid easily.
This reduces the binding strength of bitumen. So, the penetration value of hot area
bitumen is low. The grade of cold area bitumen is low because it is needed to be fluid in
low temperature that represents the surrounding temperature. If the grade is high, the
bitumen does not bind the aggregate. Here,the penetration value of bitumen is high.
Bahirdar road up grading project uses a bitumen whosepenetration value is (85/100).
This value of penetration is high and grade of bitumen is low because the environment
is semi hot.
Fig.3.7. Penetration Test of Bitumen apparatus
2. Ductility test of bitumen
This test provides the measure of tensile property of bituminous materials and used to
know the ductility of bitumen for the specification requirement. The ductility of a binder
indicates its elasticity and ability to deform under a load and return to its original position
when the load is removed.
The ductility of bitumen is related to the traffic load effect. If the bitumen is ductile, it
does not show rupture. If it is not ductile, rupture of bitumen is happened. This makes
a crack on the asphalt concrete layer. The minimum ductility requirement is 1m
elongation of bitumen without rupture.

40. 40
3. Softening Point Test of Bitumen
The softening point test is used to measure and specify the temperature at which bitumen
beginsto show fluidity. The softening point is used also useful to evaluate the uniformity
of source of supply. The softening point is also an indicative of tendency of the material
to flow at elevated temperature encountered in service. Two steel balls are placed on a
sample of binder contained in a brass ring which is suspended in water.
The bath temperature is raised at 5⁰c per minute, the binder gradually softens and
eventually deforms slowly as the ball touches a base plate 25 mm below the ring the
temperature of the water is recorded. The temperature of softening point in water media
should be within the limit 30⁰c - 80⁰c.
Fig.3.8. Softening Point Test of Bitumen apparatus

41. 41
4. Bitumen Extraction Test
Bitumen Extraction Test is used to determine the percentage of bitumen content present in
theasphaltic pavement by cold solvent extraction.
The properties of flexible pavement such as durability, compatibility, and resistance from
defects bleeding, raveling, and aging of flexible pavement are majorly dependent on the
percentage of bitumen used with the aggregate to lay the pavement.
Fig.3.9. Bitumen Sample (BDM) Fig.3.10. Bitumen Extraction
Apparatus Required
1. Centrifuge
2. Balance of capacity 500 grams and sensitivity 0.01grams.
3. Thermostatically controlled oven with capacity up to 2500 C.
4. Beaker for collecting extracted material
Procedure of Test
1. Take exactly 500 grams of the representative sample and place it in
the bowl of theextraction apparatus (W1).
2. Add benzene to the sample until it is completely submerged.
3. Dry and weigh the filter paper and place it over the bowl of the
extraction apparatuscontaining the sample (B).
4. Clamp the cover of the bowl tightly.
5. Place a beaker under the drainpipe to collect the extract.
Sufficient time (not more than an hour) is allowed for the solvent to
disintegrate thesample before running the centrifuge.

42. 42
6. Run the centrifuge slowly and then gradually increase the speed to a
maximum of 3600rpm.
7. Maintain the same speed till the solvent ceases to flow from the drainpipe.
8. Run the centrifuge until the bitumen and benzene are drained out completely.
9. Stop the machine, remove the cover and add 200ml of benzene to the
material in the extraction bowl and the extraction is done in the same
process as described above.
10. Repeat the same process not less than three times till the extraction is clear
and not darkerthan a light straw colour.
11. Collect the material from the bowl of the extraction machine along with the
filter paper and dry it to constant weight in the oven at a temperature of 1050
C to 1100 C and cool to room temperature.
12. Weigh the material (W2) and the filter paper (D) separately to an accuracy of
0.01grams

43. 43
CHAPTER 4
RESULTS & DISCUSSION
The internship program is very essential for students. The student who works in
the internship can get much more benefits. I have gained many benefits from the
internshipprogram. The benefits that I gained are:
➢ Development of practical skill
➢ Up grading of the theoretical knowledge
➢ Interpersonal communication skill
➢ Improving team work skill
➢ Gain of leadership skill
➢ Learning of work ethics
➢ Introducing with the professions
➢ Development of guiding life
Development of practical skills
Theory is the basement of any activity within the road construction. But it is not enough by
itself to know the real situation which exists in a construction. It needs practical skill to
carryout every activity within a project. In the internship program, I develop my practical
skill in many ways. I get enough skill how laboratory and field tests are done; in what way
the earth work is done with respect to the soil type; I develop the skill of construction of
structure, surveying work, work inspection.
Developing of laboratory and field tests: Different types of tests are carried out in the
laboratoryand field test. Soil test, asphalt test, and concrete test are done in the laboratory.
Field density test is also done at the site. I perform these tests with the technicians. So, I
develop material test skill.
Earth work skill and skill of construction of layers: Cut and fill construction of sub grade,
capping layer, sub base, base course and asphalt concrete are done based on their schedule.
They have their own way of construction. I get sufficient knowledge how these are done.
Construction of structures: Construction of structures such as culverts and curb stone

44. 44
construction are carried out. In this activity I participate actively and I get knowledge of
construction of such structures.
Surveying work: Many activities are done after their surveying work is completed. Elevation,
coordinate, length of the activities is computed with the aid of surveying. Here, I develop my
skill of surveying.
Interpersonal Communication Skill
Road construction is a team work. It needs communication of the team members. The
contractor and consultant streams communicate each other in order to run their activities
effectively. But the project will not attain the required standard if there is no communication
within the team and the project is not completed within the specified time. So, I understand
that interpersonal communication is very necessary to run the project work effectively. I have
learned the following points from the interpersonal communication.
The contractor and the consultants discharge their responsibilities effectively because of the
presence of well interpersonal communication.
Every person develops his/her skill of performing an activity interdependently when there is
good interpersonal communication.
The employer and employees are living together peacefully for a long period of time since
there is a good communication.

45. 45
CHAPTER 5
CONCLUSION
As per the past literature survey Delay can be avoided or minimized when their causes
are clearly identified. The aim of this paper is to identify the delay factors in
construction projects because delays are considered to be serious problem in the
construction industry. From past literature survey some Most Important Factors
causing delays is identified they are (Inadequate contractor experience, Ineffective
project planning and scheduling, Poor site management and supervision , design
changes by owner or agent during construction, Late delivery of materials, Unreliable
subcontractors, Delay in performing inspection and testing, Unqualified workers,
Change orders, Delay in site delivery, Delay in approving design documents, Delay
in progress payments, Slowness in design making, poor communication and
coordination with other parties, Unexpected surface and subsurface conditions (Soil).
Also, some Least Important Factors Causing Delays are (Slow site clearance, Loss
of time bytraffic control and restriction at job site, personal conflicts among workers,
Problems with neighbors, strike, poor use of advanced engineering design software,
change government regulations and laws, Project complexity, price fluctuations,
Accidents during construction, Escalation of material prices, Slow mobilization of
labour. According to observed various causes of delay researchers are suggested, the
following recommendations can be made as ways to minimize and control delays in
construction projects:
➢ Contractors should pay more attention to preparing effective planning and
scheduling. During construction, planning and scheduling may be revised,
if necessary, conditions occur.Only a project that is well planned and
scheduled can be well executed.
➢ Site management and supervision should be done correctly. Administrative
staff should be assigned to make necessary arrangements to complete
projects within the specified time while meeting quality and cost
requirements.
➢ Owners may demand design changes during construction, but only to
the extent that noadverse effects occur with respect to mission-critical

46. 46
activities.
➢ Delivery of construction materials to a site should not be late so that work
may be executedin the planned order.
➢ Generally, large projects may entail having many subcontractors working
under main contractors. If a subcontractor is capable and reliable, the project
can be completed on time asPlanned. If the subcontractor underperforms
because of inadequate experience or capability, the project may face delays.
The use of many subcontractors may lead to a high risk of delays.
➢ Inspection and testing by consultants are an important activity during
construction since poorquality inspection may result in lower quality of
work.
➢ The quality and experience of the labour force can have a major impact
on projects. Unqualified workers may lead to inefficient work and cause
accidents during construction.
➢ A change order is work added to or deleted from the original scope of work
of a contract, which may alter the original contract amount or completion
date. Change orders often lead toclaims and disruption of work due to
inadequate analysis of the project in its initial stages. Also, contract
conditions corresponding to change orders should be carefully understood.
➢ Delays in deliveries to construction sites, approval of design documents,
and progress payments are delay factors caused by owners. Sites should
receive deliveries as soon as possible after a project is awarded. Design
documents should be approved promptly; otherwise, work progress could
be delayed. Progress payments should be made on time tocontractors to
finance the work.
➢ Owners should make decisions as quickly as possible so as not to
prevent projects frombeing completed on time.

47. 47
REFERENCES
❖ American Association of State Highway and Transportation Officials
(AASHTO), A Guide for Achieving Flexibility in Highway Design,
AASHTO, Washington, D.C.,May 2004.
❖ American Association of State Highway and Transportation Officials
(AASHTO), Roadside Design Guide, AASHTO, Washington, D.C., 2005.
❖ American Association of State Highway and Transportation Officials
(AASHTO), A Policy on Design Standards— Interstate System, 5th ed.,
AASHTO, Washington, D.C., Jan. 2005.
❖ Application of Design Standards, Uniform Federal Accessibility Standards
and Bridges, Federal Highway Administration, Washington, D.C Lane,
❖ L.B., NCHRP Synthesis 373: Multi-Disciplinary Teams in Context-Sensitive
Solutions, Transportation Research Board of the National Academies,
Washington D.C., 2007.
❖ McGee, H.W., NCHRP Synthesis 417 Geometric Design Practices for
Resurfacing, Restoration, and Rehabilitation, Transportation Research Board
of the National Academies, Washington, D.C., 2011.