summar traning report of pwd

1. A REPORT ON
SUMMER TRAINING AT
CHETAK ENTERPRISES Ltd.
Prepared By:
Dharm Raj Patel
1212700042
B.Tech Civil Engineering, 4th
year,
IIMT Engineering College, Meerut

2. ACKNOWLEDGEMENT
I take immense pleasure in thanking Md. Ishakh of chetak enterpris
es for having permitted me to carry out this practical summer to all thos
e who have shaped and enriched my understanding by sharing their insi
ghts and experience with me.
I wish to express my deepest sense of gratitude to my internal Guid
e, Mr. Vindya pratap of chetak enterprises for their training.

3. TABLE OF CONTENTS
Topic Page No.
Introduction 4
IRC Method of Flexible Design Pavement 11
Design Procedure 17
Construction procedure 22
Conclusion 32

4. INTRODUCTION
Public Works Department Uttar Pradesh is the premier agency of Government of Uttar Prade
sh engaged in planning, designing, construction and maintenance of Government assets in th
e field of built environment and infrastructure development. Assets in built environment incl
ude Hospitals, Schools, Colleges, Technical Institutes, Police Buildings, Prisons, Courts etc;
assets in infrastructure development include Roads, Bridges, Flyovers, Footpaths, and Subwa
ys etc. PWD Uttar Pradeshalso sustains and preserves these assets through a well developed
system of maintenance which includes amongst others specialized services like rehabilitation
works, roads signage and aesthetic treatments like interiors, monument lighting, landscaping
etc

5. ROAD AND ITS TYPE
Roadways in India are like the thread binding the topographical variations in India. The road
network of India has proven its efficiency by providing its infrastructural contribution to the
growth of Indian economy. India is a land of diversities and the Indian roads act as a national
integration force providing the necessary adhesive for bringing the people from all corners t
ogether as easily as possible.
The road transport system of India is one of the widespread network. It spans the entire natio
n in the form of small pagdandis, ring roads, flyovers, highways, expressways, and freeways
. The roadways travel has developed into an infrastructure strength that has given the Indian
economy the necessary backbonesupport.
The road network in India especially in the more remote areas helps in the development of th
ese regions by connecting them to nearby cities making the modern day facilities more acces
sible to them. Roadways of India has helped enhance the productivity of certain areas and co
ntributed to the evolving of a more competitive infrastructure and economy on the world leve
l
Road transport in India or roadways transport contributes to 60% freight or cargo transport a
nd 80%passenger transport of India. These include roadways buses, roadways express servic
es, transport both public and commercial systems and others.
Special buses of Indian roadways equipped with automated speed enforcement systems are g
aining popularity and also the attention of various state governments awing to the rising case
s of road accidents due to uncontrolled speeds of roadways buses. Various websites provide I
ndian road maps that give you the exact India road distances and some sites also provide Indi
a road distance calculator that gives you a clearer idea of the distance you would be travellin
g. Road transportation in India is a state government entity with individual roadways enquiry
systems per state.
The various modes of transportation in India and the road infrastructure in India are under th
e management and administration of the respective state or union territory governments. The
exception is the national highways that is the Central Government responsibility and manage
d by the National Highways Authority of India.
Roads are useful in various transport means like that goods, passengers to their destination. T
here are various types of roads. The roads are classified on various aspects. They are as follo
wing.
A.ON THE BASIS OF MATERIAL USED:-
1.BITUMINOUS ROADS
2.R.C.C. ROADS
B.ACCORDINGTO IRC:-
1.NATIONAL HIGHWAY

6. 2.STATE HIGHWAY.
3.MAJOR DISTRICT ROADS.
4.OTHER DISTRICT ROADS.
5.VILLAGE ROADS.
C.ON THE BASIS OF SEASON:-
1. ALL WEATHER ROADS.
2. FAIR WEATHER ROADS.
D.ON THE BASIS OF ROAD PAVEMENT:-
1. PAVED ROADS.
2. UNPAVED ROADS.
E.ON THE BASIS OF PAVEMENT SURFACING:-
1. SURFACEROADS.
2. UNSURFACED ROADS.

7. (i)UNSURFACED ROAD (ii) SURFACED ROAD
All weather roads are those which are negotiable during all
weather, except at major river crossings while roads on which interruption is permitted durin
g monsoons are called fair weather roads.
Paved roads are provided with a hard pavement courseof atleast W.B.M. layer and if it is not
so it is called as unpaved road. Ex. earth road or gravel roads.
Surface roads are provided with bituminous or cement concrete surfacing if it is not so it is c
alled as unsurfaced roads.
National highway are main highway running the length and breadth of India, connecting maj
or ports, foreign highways, capitals of large states and large industrial and tourist centers incl
uding roads required for strategic movements for the defense of India.
State highways are arterial roads of a state, connecting up with the national highway of adjac
ent state, district headquarters and important cities within the state and serving as the main ar
teries for traffic to and from district roads. The national highway and state highway have the
same design speed and geometric design specifications.
Major district roads are important roads within in a district serving areas of productionand m
arkets and connecting those with each other or with each other or with the main highways of
a district. The MDR has lower speed and geometric design specifications than NH/SH.
Other district roads are roads serving rural areas of production and providing them with outle
t to market centers, taluk head quarters, block development head quarters or other main roads
. These are lower design specifications than MDR.
Village roads are roads connecting villages with each other to the nearest road of higher cate
gory. It was specified that these village roads should be in essencefarm tracks, but it was des
ired that the prevalent practice of leaving such tracks to develop and maintain by themselves
should be replaced by a plan for a design and regulated system.

8. The responsibility of construction and maintenance of national highways was decided to be
with central government; it was stated that “Centre should select the national highways and tr
ails, accord priorities and pay for all construction and maintenance.”
FLEXIBLE PAVEMENT
Flexible pavements are those, which on the whole have low or negligible flexural strength an
d are rather flexible in their structural action under the loads. The flexible pavement layers re
flect the deformation of the lower layer on to the surface of layer. Thus if the lower layer of t
he pavement in undulated, the flexible pavement surface also gets undulated.
The flexible pavement layers transmit the vertical or compressive stresses to the lower layers
by grain to grain transfer through the points of contactin the granular structure. A well com
pacted granular structure consisting of strong graded aggregate can transfer the compressive
stresses through the wider area and thus form a good flexible pavement layer. The loads spre
ading ability of this layer therefore depends on the type of materials and the mix design facto
rs. Bituminous concrete is one of the best flexible pavement layer materials. Other materials
which fall under this category are, all granular materials with or without bituminous binder, g
ranular basesub base coursematerials like the water bound macadam, crushed aggregate, gra
vel, soil aggregate mixes etc.
Flexible pavement may be constructed in a number of layer and the top layer to be strongest
as the highest compressive strength are to be sustained by this layer, in addition to wear and t

9. ear due to traffic. Each of the flexible pavement layers above the subgrade, sub base, base co
urse and the surface course may consistof one or more number of layers of the same or sligh
tly different materials and specifications. Flexible pavements are commonly designed using e
mpirical design charts or equations taking into account some of the design factors.
PAVEMENT COMPOSITION
SUB-BASE:-
Sub-basematerials comprise natural sand, gravel, laterite, brick metal, crushed stone or com
binations thereof meeting the prescribed grading and physical requirements. The sub-basem
aterial should have a minimum CBR of 20 % and 30 % for traffic upto 2 msa and traffic exce
eding 2 msa respectively. Sub-base usually consist of granular or WBM and the thickness sh
ould not be less than 150 mm for design traffic less than 10 msa and 200 mm for design traffi
c of 1:0 msa and above.
BASE:-
The recommended designs are for unbounded granular bases which comprise conventional w
ater bound macadam (WBM) or wet mix macadam (WMM) or equivalent conforming to MO
ST specifications. The materials should be of good quality with minimum thickness of 225 m
m for traffic up to 2 msa 150 mm for traffic exceeding 2 msa.
BITUMINOUS SURFACING:-
The surfacing consists of a wearing courseor a binder courseplus wearing course. The most
commonly used wearing courses are surface dressing, open graded premix carpet, mix seal s
urfacing, semi-dense bituminous concrete and bituminous concrete. Forbinder course, MOS

10. T specifies, it is desirable to use bituminous macadam(BM) for traffic upto o 5 msa and dens
e bituminous macadam (DBM) for traffic more than 5 msa.
IRC METHOD OF DESIGN OFFLEXIBLE
PAVEMENTS
Flexible pavements are so named becausethe total pavement structure deflects, or flexes, un
der loading. A flexible pavement structure is typically composed ofseveral layers of material
s. Each layer receives loads from the above layer, spreads them out, and passes on these load
s to the next layer below. Thus the stresses will be reduced, which are maximum at the top la
yer and minimum on the top of subgrade. In order to take maximum advantage of this proper
ty, layers are usually arranged in the order of descending load bearing capacity with the high
est load bearing capacity material (and most expensive) on the top and the lowest load bearin
g capacity material (and least expensive) on the bottom.
OVERVIEW:-
Indian roads congress has specified the design procedures for flexible pavements based on C
BR values. The Pavement designs given in the previous edition IRC:37-1984 were applicabl
e to design traffic upto only 30 million standard axles (msa). The earlier codeis empirical in
nature which has limitations regarding applicability and extrapolation. This guideline follows
analytical designs and developed new set of designs up to 150 msa.
SCOPE:-
These guidelines will apply to design of flexible pavements for Expressway, National Highw
ays, State Highways, Major District Roads, and other categories of roads. Flexible pavement
s are considered to include the pavements which have bituminous surfacing and granular bas
e and sub-basecourses conforming to IRC/ MOST standards. These guidelines apply to new
pavements.
The flexible pavements has been modeled as a three layer structure and stresses and strains at
critical locations have been computed using the linear elastic model. To give properconside
ration to the aspects of performance, the following three types of pavement distress resulting
from repeated (cyclic) application of traffic loads are considered:
1. Vertical compressive strain at the top of the sub-grade which can cause sub-grade deforma
tion resulting in permanent deformation at the pavement surface.
2. Horizontal tensile strain or stress at the bottomof the bituminous layer which can cause fr
acture of the bituminous layer.
3. Pavement deformation within the bituminous layer.
While the permanent deformation within the bituminous layer can be controlled by meeting t
he mix design requirements, thickness of granular and bituminous layers are selected using t
he analytical design approachso that strains at the critical points are within the allowable lim

11. its. For calculating tensile strains at the bottomof the bituminous layer, the stiffness of dense
bituminous macadam (DBM) layer with 60/70 bitumen has been used in the analysis.
DESIGN PROCEDURE
Based on the performance of existing designs and using analytical approach, simple design c
harts and a catalogue of pavement designs are added in the code. The pavement designs are g
iven for subgrade CBR values ranging from 2% to 10% and design traffic ranging from 1 ms
a to 150 msa for an average annual pavement temperature of 35 C. The later thicknesses obta
ined from the analysis have been slightly modified to adapt the designs to stage construction.
Using the following simple input parameters, appropriate designs could be chosen for the gi
ven traffic and soil strength:
_ Design traffic in terms of cumulative number of standard axles; and
_ CBR value of subgrade.
DESIGN TRAFFIC:-
The method considers traffic in terms of the cumulative number of standard axles (8160 kg) t
o be carried by the pavement during the design life. This requires the following information:
1. Initial trance in terms of CVPD
2. Traffic growth rate during the design life
3. Design life in number of years
4. Vehicle damage factor (VDF)
5. Distribution of commercial traffic over the carriage way.
INITIAL TRAFFIC:-
Initial traffic is determined in terms of commercial vehicles per day (CVPD). For the structur
al design of the pavement only commercial vehicles are considered assuming laden weight of
three tones or more and their axle loading will be considered.

12. Estimate of the initial daily average traffic flow for any road should normally be based on 7-
day 24-hour classified traffic counts (ADT). In case of new roads, traffic estimates can be ma
de on the basis of potential land use and traffic on existing routes in the area.
TRACK GROWTH RATE:-
Track growth rates can be estimated (I) by studying the past trends of track growth, and (ii) b
y establishing econometric models. If adequate data is not available, it is recommended that a
n average annual growth rate of 7.5 percent may be adopted.
DESIGN LIFE:-
For the purposeof the pavement design, the design life is determined in terms of the cumulat
ive number of standard axles that can be carried before strengthening of the pavement is nece
ssary. It is recommended that pavements for arterial roads like NH, SH should be designed f
or a life of 15 years, EH and urban roads for 20 years and other categories of roads for 10 to
15 years.
VEHICLE DAMAGE FACTOR:-
The vehicle damage factor (VDF) is a multiplier for converting the number of commercial ve
hicles of different axle loads and axle congurations to the number of standard axle-load repet
itions. It is determined as equivalent number of standard axles per commercial vehicle. The
VDF varies with the axle configuration, axle loading, terrain, type of road, and from region t
o region. The axle load equivalency factors are used to convert different axle load repetitions
into equivalent standard axle load repetitions. Forthese equivalency factors refer IRC: 3720
01. The exact VDF values are arrived after extensive field surveys.
VEHICLE DISTRIBUTION:-
A realistic assessment of distribution of commercial by direction and by lane is necessary as
it directly affects the total equivalent standard axle load application used in the design. Until
reliable data is available, the following distribution may be assumed.
 Single lane roads:Traffic tends to be more channelized on single roads than two lane
roads and to allow for this concentration of wheel load repetitions, the design should
be based on total number of commercial vehicles in bothdirections.
 Two-lane single carriageway roads:The design should be based on 75 % of the
commercial vehicles in both directions.
 Four-lane single carriageway roads:The design should be based on 40 % of the total
number of commercial vehicles in both directions.
 Dual carriageway roads:For the design of dual two-lane carriageway roads should be
based on 75 % of the number of commercial vehicles in each direction. For dual
three-lane carriageway and dual four-lane carriageway the distribution factor will be
60 % and 45 % respectively.

13. PAVEMENT THICKNESS DESIGN CHART
S
For the design of pavements to carry traffic in the range of 1 to 10 msa, use chart 1 and for tr
affic in the range 10to 150 msa, use chart 2 of IRC:37 2001. The design curves relate pavem
ent thickness to the cumulative number of standard axles to be carried over the design life for
different sub-grade CBR values ranging from 2 % to 10%. The design charts will give the to
tal thickness of the pavement for the above inputs. The total thickness consists of granular su
b-base, granular base and bituminous surfacing. The individual layers are designed based on
the recommendations given below and the subsequenttables.
SUMMARY:-
The design proceduregiven by IRC makes use of the CBR value, million standard axle conc
ept, and vehicle damage factor. Traffic distribution along the lanes are taken into account. Th
e design is meant for design traffic which is arrived at using a growth rate.
The method of design of flexible pavement is covered into two parts namely, new pavements
, and widening and strengthening of existing pavements. New pavements shall be designed i
n accordancewith the method prescribed in IRC 37:2001.

14. ENGINEERING SURVEYS
The stages of engineering surveys are:-
1. Map study
2. Reconnaissance
3. Preliminary surveys.
4. Detailed surveys.
MAP STUDY:-
If the topographic map of the area is available, it is possible to suggest the likely routes of th
e road. In India topographic maps are available from the survey of India, with 15 or 30 meter
contourintervals. The main feature like rivers, hills, valleys etc. are also shown on these ma
ps. By careful study of such maps, it is possible to have an idea of several possible alternate r
outes so that further details of these maps may be studied later at the site. The probable align
ment can be located on the map from the following details available on the map.
1. Alignment avoiding valleys, ponds orlakes.
2. When the road has to cross a row of hills, possibility of crossingthrough a mountain
pass.
3. Approximate location of bridge site for crossing rivers, avoiding bend of river ,if any.
RECONNAISSANCE:-
The second stage of survey for highway location is the reconnaissance to examine the
general character of the area for deciding the most feasible routes for detailed study. S
ome of the details to be collected during reconnaissance are given below:
1. Valleys, ponds, lakes, marshy lands, hills, permanent structure and other obstructions
along the route which are not available on the map.
2. Approximate values of gradient, length of gradient, and radius of curves of alternate

15. alignments.
3. Number and type of cross drainage structures, maximum flood levels and natural
ground water level along the probable routes.
4. Soil type along the routes from field identifications tests and observation of geological
features.
5. Source of construction materials, water and location of stone quarries.
A rapid reconnaissance of the area, especially when it is vast and the terrain is difficult
, may be done by aerial survey.
From the details collected during the reconnaissance, the alignment proposed after stu
dy may be done by an aerial survey.
PRELIMINARY SURVEY:-
The main objectives are:-
1. To survey the various alternate alignments proposed after the reconnaissance and to
collect all the necessary physical information and details of topography, drainage and s
oil.
2. To compare the different proposals in view of the requirement of a good alignment.
3. To estimate quantity of earth work materials and other construction aspects and to w
ork out the costof alternate proposals.
Topographic detail and soil survey along alternate alignment, consideration of geometr
ic design and other requirement of alignment, preparation of plans and comparison of
alternate routes, economic analysis and selection of final alignment. Typical plan, long
itudinal section and cross section drawing for the new alignment.
FINAL LOCATION AND DETAILED SURVEY:-
The center line of the road finalized on the drawings is to translated on the ground duri
ng the location survey. This is done by using theodolite and by staking of the center lin
e. Major and minor controlpoints are established on the ground and center pegs are dri
ven, checking the geometric design requirement.
Survey of the highway construction work for the preparation of the longitudinal and cr
oss sections, computation of earth work quantities and other construction material, and
checking detail of geometric design element. All topographical details are noted down
and also plotted using conventional signs. Adequate hydrological details are also colle
cted and recorded. The data during the detailed survey should be elaborate and comple
te for preparing detailed plans, design and estimates of project.
DESIGN

16. Design details of embankment and cut slopes, foundation of embankments and bridges, and
pavement layers.
EARTHWORK:-
Excavations or highway cutting and drainage system, construction of embankments. Excavat
ion is the process ofcutting or loosening and removing earth including rock from its original
position, transporting and dumping it as a fill or spoil bank. The excavation or cutting may b
e needed in the soil, softrock or even in the hard rock, before preparing the subgrade. The se
lection of excavation equipment and the costanalysis is made based on the stiffness of the m
aterials to be excavated.
Earth excavation work may be divided as excavation or cutting, grading and compaction. Th
e depth of the excavation is decided, among the factors, on requirement of vertical profile of
the road. The slope is to be provided is governed by the type of soil including stratification a
nd the depth of the cutting. The stability computation may help in arriving at the maximum p
ermissible slope for the complex problems. However highway cuts much flatter slopes are pr
eferred from other considerations including asthetic. Construction of side drains also require
excavations along road side.
1. Civil engineering use.
2. Military uses.
3. Equipment.
4. Mass haul planning.
CIVIL ENGINEERING USE:-
Typical earthworks include roads, railway beds, causeways, dams, leeves, canals and be
rms. Other common earthworks are land grading to reconfigure the topographyof the sit
e or to stabilize slopes.

17. MILITARY USE:-
In military engineering are more specifically, types of fortification constructed from soil
. Although soil is not very strong, it is cheap enough that huge quantities can be used, ge
nerating formidable structures. Examples of older earthwork fortifications include moats
, sod walls, motte - bailey castles, and hill forts. Modern examples include trenches and
berms.
EQUIPMENT:-
Heavy equipment construction is usually used due to the amounts of material to be mov
ed up to millions of cubic meter. Earthwork construction was revolutionized by the deve
lopment of the scrapperand other earth moving machines such as loader, production tru
cks, the grader, the bulldozer, the backhoe, and the dragline excavator.
MASS HAUL PLANNING:-
Engineers needs to concern themselves with issues of geotechnical engineering such as s
oil density and strength and with quantity estimation to ensure that soil volumes in the c
ut match those of fills, while minimizing the distance of movement.
In the past, these calculations were done by hand using a slide rule and with method su
ch as simpson’s rule. Now they can be performed with the computer and specialized soft
ware, including optimization on haul cost and not haul distance as haul cost is not propo
rtional to the haul distance.
PAVEMENT CONSTRUCTION

18. STEP 1:-
Preparation of sub base:-
Site is cleared and fills and cut are completed. Trench is formed to the required depth of
construction, the width of the trench is made equal to that of carriageway. The trench is
brought to the desired grade and is compacted.
STEP 2:-
Spreading of coarse aggregate:-
The coarseaggregate are spread uniformly to properprofile to even thickness upon the p
repared foundation and checked by templates. The courseis normally constructed to co
mpacted thickness of 7.5 cm except in the caseof cub-basecourseusing coarse aggrega
te grading no. 1 which is of 10 cm compacted thickness.
STEP 3:-
Rolling:-
Compaction is done by three wheeled roller of capacity 6 to 10 ton.
Alternatively by an equivalent vibratory roller; the weight of roller depends on the type
of aggregate. Rolling is started from edges, the roller is being run forward and backward
until the edges are compacted. The run of the roller is then gradually shifted towards th
e centre line of the road, uniformly overlapping each preceding rear wheel track by one
half width. This process is repeated by rolling from either edge towards the centre line u
ntil adequate compactionis achieved
STEP 4:-
Application of screening:-
After the coarseaggregate are rolled adequately, the dry screenings are applied graduall
y over the surface to fill the interstices in three or more applications. Dry rolling is conti
nued as the screenings are being spread and brooming carried out.

19. STEP 5:-
Sprinkling and grouting:-
After the application of screening, the surface is sprinkled with water, swept and rolled.
Wet screenings are swept into the voids using hand brooms. Additional screenings are a
pplied and rolled till the coarseaggregate are well bonded and firmly set.
STEP 6:-
Bitumen application:-
Over the dry and compacted screening binder is applied uniformly applied either with pr
essure distributer or mechanical hand sprayer.
The quantity of bitumen required for this purposeis 50 and 68 kg per 10 square meter fo
r 50 and 75 mm compacted thickness respectively.
STEP 7:-
Spreading of key aggregates:-
After the application of bitumen, the key aggregates are spread and rolled. The cross pro
file is again checked.
STEP 8:-
Seal coat:-
The seal coat is applied if another surfacing courseis not constructed immediately and tr
affic is to be allowed. Either pre-mixed sand-bitumen of surface dressing type of seal co
at may be applied. The pavement section is again rolled.

20. STEP 9:-
Finishing:-
The constructed pavement is again checked for its cross profile with template and longit
udinal profile by straight edge. The maximum permissible undulation on a three meter st
raight edge is 12 mm and the number of undulation 10 mm and higher values should not
exceed 30 in a road length of 300 m. the unevenness indicator developed at the central r
oad research institute , is very useful instrument to locate spots with excessive undulatio
ns.
STEP 10:-
Opening to traffic:-
Finished surface is opened to traffic if a seal coat or surface dressing has been provided
over the penetration macadam after a minimum period of 24 hours.
CONSTRUCTION PROCEDURE FOR SURFA
CE DRESSING.

21. STEP 1:-
Preparation of existing surface:-
The existing surface is prepared to the properprofile and ruts, depressions etc. are rectifi
ed before the treatment is done. The surface is made free of dustor loose material. A pri
me coat is applied if the existing base course has a previous surface such as soil stabilize
d material.
STEP 2:-
Application of binder:-
On a prepared surface using a mechanical sprayer, uniform spraying of bituminous bind
er is done at the specified rate. Care is taken that excessive binder is not applied to the lo
calized areas as this would cause bleeding.
STEP 3:-
Application of stone chipping:-
After the application of binder, the cover material i.e. stone chipping as per the requirem
ent is spread to cover the surface uniformly.
STEP 4:-
Rolling of first or final coat:-
The rolling is done with the roller of 6 to 8 tones weight after the cover material is sprea
d. When rolling of one half width up to the centre is completed this way, the rolling is c
arried out on the half coat is applied then the rolling is done again after the treatment is
done for second coat.
STEP 5:-
Finishing and openingto traffic:-
The surface is checked for longitudinal and cross profile using a straight edge of length
3 meter and variation in surface greater than 6mm are corrected. The road section is ope
ned to traffic after 24 hours.

22. CONCLUSION
The training at chetak enterprises was a great learning experience. The curriculum was
very well scheduled. It gave me an opportunity to learn about various fields in which civil e
ngineers are involved. I also got a decent amount of knowledge of design of flexible paveme
nts and various methods involve in it. I also got decent knowledge of various instruments use
d in road construction and it’s designing during my training.
It is very important to have knowledge of difference between practical things and theoretical
things. At last I would like to express my greatest sense of gratitude to the organization for a
dding to my knowledge.