This document is a training report submitted by Kunal Singhal for their B.Tech degree in Civil Engineering. It discusses road construction work done during a one month internship with the Provincial Division department of PWD in Dausa, India. The report provides details on soil testing, road network development in India, the Pradhan Mantri Gram Sadak Yojana rural road program, flexible pavement types, and results from patching village road repairs.

1. A
Training Report
On
ROAD CONSTRUCTION
Submitted
In partial fulfillment
For the award of the Degree of
B.TECH
In department of civil engineering
Submitted to:-
Mr. SADANAND PARASAR
(HOD) civil department
B.TECH 7TH
SEM.
Submitted by:-
KUNAL SINGHAL
Roll No- 17EDICE017
SHREE DIGAMBER INSTITUTE OF TECHNOLOGY
BHANDAREJ MODE, DAUSA

2. ACKNOWLEDGEMENT
It gives us a great sense of pleasure to present the report of the B.
Tech Project undertaken during
B. Tech. Final Year. I own special debt of gratitude to Mr. NAVEEN
SIR,, Faculty Department of Civil Engineering, Shree
digamber Institute of Technology, DAUSA for his constant
support and guidance throughout the course of our work. His
sincerity, thoroughness and perseverance have been a constant
source of inspiration for us. It is only his cognizant efforts that our
endeavors have seen light of the day.
I also take the opportunity to acknowledge the contribution of Mr.
SADANAND PARASAR , (HOD),Department of Civil
Engineering shree digamber Institute of Technology, DAUSA
for his full support and assistance during the development of the
project.
We also do not like to miss the opportunity to acknowledge the
contribution of all faculty members of the department for their kind
assistance and cooperation during the development of our project.
Last but not the least, we acknowledge our friends for their
contribution in the completion of the project.
Signature:
KUNAL SINGHAL
17edice017

3. ABSTRACT
During the period of one month, I was placed as an actuarial trainee in the
PROVINCIAL DIVISION department of P.W.D. DAUSA for industrial training.
Classes of civil engineer are soil, transportation, and road constructio n,
building construction, tunnel, bridges and construction fields. Day-to-day tasks
include design and construction of road and survey by AUTOLEVEL
MACHINE. This survey and construction consists of details of the materials,
such as the types of soil, testing, aggregate test and bitumen testing etc. This
task requires me to as site engineer report of the plan of the road, and check
the strength and durability of the road. The ultimate objective is to understand
how to road construct and all process related to it. I successfully managed to
finish all road work and all the figures as shown in the actuarial report by the
end of my industrial training. Much invaluable experience was gained. I learnt
how to construct and survey of any FAZINAGAR. ROAD.

4. CONTENT
1. INTRODUCTION …………………………………………….01
1.1 Points of Soil testing for Road construction ……………………..03
2. LITERATURE REVIEW ……………………………..05
1. PRADHAN MANTRI GRAM SADAK YOJANA……………...05
2. Aims of Pradhan Mantri Gram Sadak Yojana……………...........05
3.Pradhan Mantri Gram Sadak Yojana…………………….............06 2.4
Road Network in India ..................................................................07
2.5 Important of Road .........................................................................09
2.6 Development of Road …………………………….......................09
2.7 Development of Road In India ……………………………….....10
3. METHODOLOGY ………………………………………........11
3.1 Village Road Patch Repairing Work ……………………………13
3.2 Type of Maintenance………………………………….................13
3.3 Repair Technique………………………………….......................14
3.4 Improving Patch Performance……………………………...........16
4. TYPE OF PAVEMENT………………………………...............17
4.1 Flexible pavement…………………………………......................17
5. TYPE OF COATING………………………………...................18
5.1 Seal coat……………………………………….............................18
5.2 Prime coat………………………………………..........................18
5.3 Tack coat………………………………………............................18
6. RESULT AND DISCUSSION ……………………………….19
7. CONCLUSSION .....……………………………………….......20
8. REFERENCE .......…………………………………………......21

5. 5
1. INTRODUCTION
India has a road network of over 5,472,144 kilometres (3,400,233 mi) as
on 31 March 2015, the second largest road network in the world.
Adjusted for its large population, India has less than 3.8 kilometres of
roads per 1000 people, including all its paved and unpaved roads. In
terms of quality, all season, 4 or more lane highways, India has less
than 0.07 kilometres of highways per 1000 people, as of 2010. These
are some of the lowest road and highway densities in the world. For
context, United States has 21 kilometres of roads per 1000 people,
while France about 15 kilometres per 1000 people – predominantly
paved and high quality in both cases. In terms of all season, 4 or more
lane highways, developed countries such as United States and France
have a highway density per 1000 people that is over 15 times as India.
India in its past did not allocate enough resources to build or maintain its
road network. This has changed since 1995, with major efforts currently
underway to modernize the country's road infrastructure. As of May
2017, India had completed and placed in use over 28,900 kilometres of
recently built 4 or 6-lane highways connecting many of its major
manufacturing centres, commercial and cultural centres. According to
the CIA World Factbook, as of 2015, India had about 96,000 kilometers
of national highways and expressways, plus another 147,800 kilometers
of state highways. Major projects are being implemented under the
National Highways Development Project, a government initiative. Private
builders and highway operators are also implementing major projects -
for example, the Yamuna Expressway between Delhi and Agra was
completed ahead of schedule and within budget, while the KMP
Expressway started in 2006 is far behind schedule, over budget and
incomplete.

6. (FIGURE 1- VILLAGE ROAD FROM FAZILNAGAR ROAD TO KUSHINAGAR NH-28)
 VILLAGE CONNECTIVITY India has essentially a rural oriented
economy with 74% of its population living its villages. At the
commencement of PMGSY(PRADHAN MANTRI GRAM SADAK
YOJNA) in 2000, it was estimated that 330,000 out of its
825,000villlages and habitations were without any all whether road
access. A majority of poorly connected rural communities lie in ten
states (Assam, Bihar, Chhattisgar h, Himachal Pradesh, Jharkhand,
Madhya Pradesh, Orissa, Rajasthan, Uttar Pradesh, and West
Bengal
 The guidelines prescribed in IRC: SP; 20-2002 are adapted in
general. This guideli nes are applicable to other district road and
village roads. These roads are provided accessibility to the villages in
the rural area of the Country, geometric design standard of the rural
roads need not be restricted to the minimum set out and milder values
than the minimum should be preferred where conditions are
favourable and the cost is not expensive.
6

7. 1. FOLLOWING POINTS SHOULD BE TAKEN CARE OF WHILE
SOIL TESTING FOR ROAD CONSTRUCTION:
 Sampling and Testing: Sampling of soil for tests in laboratory or in-situ
is to be carefully done by experienced engineer. The requirement for
the various mass / volume of soil at different points of a road project
shall be followed as per the specification and standard codes.
 Test Data Logging: Logging of all the soil sample and test data shall be
done by trained staff who has the knowledge of soil properties and
tests results.
 Testing Frequency: The testing frequency of soil shall be as per input
from Engineer. The decision on the testing frequency is usually taken
on the basis of results obtained from the previous tests.
7
TABLE NO-1 WIDTH OF CARRIAGEWAY RECOMMENDED
BYTHE IRC
S.N. CLASS OFROAD WIDTH OF
CARRIAGEWAY IN
METER
1 Singlelane road 3.75
2 Two lane, without kerbs 7.0
3 Two lanes, with kerbs 7.5
4 Intermediate carriageway (except on
important roots)
5.5
5 Multi-lane pavements 3.5 per lane

8. 9
2. LITERATURE REVIEW
This training is undergoing in P.W.D. (PRADHAN MANTRI GRAM SADAK YOJANA) rural
road construction and patch repairing.
1. PRADHAN MANTRI GRAM SADAK YOJANA
The Pradhan Mantri Gram Sadak Yojana (PMGSY), was launched by the Govt. of India to provide
connectivity to unconnected Habitations as part of a poverty reduction strategy. Govt. of India is
endeavouring to set high and uniform technical and management standards and facilitating policy
development and planning at State level in order to ensure sustainab le management of the rural
roads network.
According to latest figures made available by the State Governments under a survey to identify
Core Network as part of the PMGSY programme, about 1.67 lakh Unconnected Habitatio ns are
eligible for coverage under the programme. This involves construction of about 3.71 lakh km. of
roads for New Connectivity and 3.68 lakh km. under up gradation.
2. AIM OF PRADHAN MANTRI GRAM SADAK YOJANA
 The aim was to provide roads to all villages
 with a population of 1000 persons and above by 2003
 with a population of 500 persons and above by 2007
 in hill states, tribal and desert area villages with a population of 500 persons and above by
2003
 in hill states, tribal and desert area villages with a population of 250 persons and above by
2007.

9. (FIGURE NO-4 PRADHAN MANTRI GRAM SADAK YOJANA)
Road construction under the PMGSY was 98.5 kilometers per day it’s a very good speed for rural
development. A road is a through fare, route, or way on land between two places that has been
paved or otherwise improved to allow travel by foot or some form of conveyance, including a
motor vehicle cart, bicycle or horse. Road that are available for use by the public may be referred
to as parkways interstates, highways or primary, secondary and tertiary roads.
2.3 PRADHAN MANTRY GRAM SADAK YOJANA (PMGSY)
COUNTRY India
LOUNCHED 25 December 2000; 17 years ago
STATUS Active
WEBSITE www.pmgsy.nic.in
10

10. 11
2.4 ROAD NETWORKIN INDIA
India has a road network of over 5,472,144 kilometres (3,400,233 mi) as on 31 March 2015, the
largest road network in the world. At 1.66 km of roads per square kilometre of land, the
quantitative density of India's road network is higher than that of Japan (0.91) and the United
States (0.67), and far higher than that of China (0.46), Brazil (0.18) or Russia (0.08).However,
qualitatively India's roads are a mix of modern highways and narrow, unpaved roads, and are being
improved.As on 31 March 2015, 61.05% of Indian roads were paved.
Adjusted for its large population, India has less than 3.8 kilometres of roads per 1000 people,
including all its paved and unpaved roads. In terms of quality, all season, 4 or more lane highways,
India has less than 0.07 kilometres of highways per 1000 people, as of 2010. These are some of
the lowest road and highway densities in the world. For context, United States has 21 kilometres of
roads per 1000 people, while France about 15 kilometres per 1000 people – predominantly paved
and high quality in both cases. In terms of all season, 4 or more lane highways, developed countries
such as United States and France have a highway density per 1000 people that is over 15 times as
India.
India in its past did not allocate enough resources to build or maintain its road network. This has
changed since 1995, with major efforts currently underway to modernize the country's road
infrastructure.
As of May 2017, India had completed and placed in use over 28,900 kilometres of recently built 4
or 6-lane highways connecting many of its major manufacturing centres, commercia l and cultural
centres. According to the CIA World Factbook, as of 2015, India had about 96,000 kilometers of
national highways and expressways, plus another 147,800 kilometers of state highways. Major
projects are being implemented under the National Highways Developme nt Project, a government
initiative.

11. TABLE -2 CAMBER PROVIDE
IRC recommendation of camber for different roads
TYPES OF ROAD HIGH RAIN FALL LOW RAIN
FALL
Cement concrete road 2% 1.7%
Thinbitumen road 2.5% 2%
WBM/gravel road 3% 2.5%
Earth road 4% 3%
(FIGURE-5 CAMBER PROVIDE)
12

12. 13
5. IMPORTANTS OF ROAD
 Roads play a very important role in the transportation of goods and
passengers for short and medium distances.
 It is comparatively easy and cheap to construct and maintain roads.
 Road transport system establishes easy contact between farms, fields,
factories and markets and provide door to doorservice.
 Roads can negotiate high gradirnts and sharp turns which railways
can`t do. As such roads can be constructed in hilly areasalso.
 Roads acts as a great as great feader to railways. without good and
sufficient roads, railways cannot collect sufficient produce to make
their operation possible.
 Road transport is more flexible than the railways transport.
 Perishable commodities like vegetables fruits and milk are transported
more easily and quickly by roads than railways.
6. DEVELOPMENT OF ROAD
The assertion that the first pathways were the trails made by animals has not
been universa l ly accepted; in many cases animals do not follow constant
paths. By about 10,000 BC, rough roads/pathways were used by human
travelers.
 The world's oldest known paved road was constructed in Egypt
some time between 2600 and 2200BC.
 Stone-paved streets are found in the city of Ur in the Middle East
dating back to 4000 BC.
 Corduroy roads (log roads) are found dating to 4000 BC in
Glastonbury, England.
 The Sweet Track, a timber track causeway in England, is one of the
oldest engineered roads discovered and the oldest timber trackway
discovered in Northern Europe. Built in winter 3807 BC or spring
3806 BC, tree-ring dating (Dendrochronology enabled very precise
dating. It was claimed to be the oldest road in the world until the
2009 discovery of a 6,000-year-old trackway in Plumstead, London

13. 15
7. DEVELOPMENT OF ROAD IN INDIA
1. NAGPUR PLAN
First serious attempt to develop roadways was made in 1943 when
NAGPUR plan was drawn. This plan envisaged increasing of the kilometre
of major roads to 1,96,800 KM and of other roads to 3,32,800KM by
1953.
2. TWENTY YEAR PLAN
After achieving the objective of the Nagpur plan, another plan known as
twenty-year road plan was drawn in 1961. It aimed at increasing the road
length from 6.56 lakh kilometre to 10.60 lakh kilometre and the density to 32
kilometre of road per 100 sq. km by1981.
3. METHODOLOGY
Potholes are an annoyance to drivers and potentially a dangerous hazard on
the roadways. The repair of pothole distresses in asphalt pavement is often
considered low on a road agency’s agenda; however their repair consumes
a large portion of time and funds. Many road crews are ill-informed on the
proper materials and methods for pothole repair. Correct selection of
pothole patching materials and proper application of repair procedures can
greatly increase the longevity of pothole repairs, lead to fewer driver
frustrations, and lower road maintena nce budgets. Pothole Background A
pothole can be defined as “Localized distress in an asphalt- surfaced
pavement resulting from the breakup of the asphalt surface and possibly the
asphalt base course. Pieces of asphalt pavement created by the action of
climate and traffic on the weakened pavement are then removed under the
action of traffic, leaving a pothole.” (Wilson and Romine 1994). To be
considered a pothole, the distress must be a bowl-shaped hole with a
minimum plan dimension of six inches. Low severity potholes are less than
one inch deep, moderate severity are one to two inches deep, and high
severity potholes are more than two inches deep (Johnson and Snopl
2000). Potholes are commonly caused from water seeping into cracks in
the roadway during wet and freezing conditions.

14. formed are through poor workmanship, poor mix design, or natural deterioration of
the pavement. As traffic passes over the stressed area of the asphalt, the asphalt
weakens and material is removed from the surface, leaving behinda pothole
(FIGURE NO-6 CONSTRUCTION OF ROAD)
(Figure 7: An example pothole (Photo PMGSY 2017)
16

15. 18
3.2 Types ofMaintenance
1. Preventive Maintenance
Asphalt pavement maintenance can be categorized as preventive maintenance,
corrective maintenance, or emergency maintenance. Preventive maintenance is used
to extend the life of a pavement before catastrophic distresses occur. Usually surface
treatments are used in preventive maintenance to repair a road surface so that it will
not continue to degrade and require regular maintenance in the future. If preventive
maintenance is the focus of an agency, corrective maintenance may rarely need to be
applied. In fact, “studies show that preventive maintenance is six to ten times more
cost-efficient than a ‘do nothing’maintenance strategy” (Johnson and Snopl 2000).
By planning preventive maintenance, a road agency can greatly extend the life of the
pavement and better plan a long term yearly budget.
2. Corrective Maintenance
Corrective, or reactive maintenance, is performed after “a deficiency occurs in the
pavement, such as loss of friction, moderate to severe rutting, or extensive cracking”
takes place (Johnson and Snopl 2000). Pothole patching, mill and overlays, and
crack repair fall intothe corrective maintenance category.
3. Emergency Maintenance
Emergency maintenance is performed after a serious or dangerous failure has
happened to the asphalt pavement, such as a blowout or large pothole. Usually,
emergency maintenance is only designed to correct the issue as quickly and safely as
possible, withoutconsiderations to cost or long-term effectiveness.

16. 19
3. Repair Techniques
1. Throw-and-Go
The four most commonly used techniques for pothole patching are throw-and-go,
throwand- roll, semi-permanent, and spray-injection. Throw-and-go is the most
commonly used method for pothole patching because the material can be quickly
applied and the cost is low. Using the throw-and-go method, material is shoveled into
an unprepared pothole, which may or may not contain water and debris, until the
pothole is filled. Compaction is left up to traffic, or occasionally the material is lightly
compacted usinga shovel. 3.2.2Throw-and-Roll
A superior alternative to the throw-and-go technique is the throw-and-roll method.
Using the throw-and-roll method, material is shoveled into an unprepared pothole
and compacted using the maintenance truck tires. After the material has been
compacted, it should be verified that a visible crown of about 0.125 in. to 0.25 in. is
present on the patch (Wilson and Romine 1994). The compaction that takes place
using this method leads to a tighter patch and increased longevity of the patch. The
time to compact the patch is typically only one to two minutes, and therefore, there is
little loss to productivity in the short run. In the long run, the pothole will need to be
patched less often, leading to an increase in productivity and cost savings for the
agency.
3.3.2 Semi-Permanent
The semi-permanent procedure for repairing potholes is often considered the best
procedure besides full-depth replacement of the affected area. Using the semi-
permanent method, the pothole is first cleared of water and debris and the sides of
the pothole are squared to a depth where the pavement is sound. Next, the material
is placed in the patch area and compacted with equipment smaller than the patch
area, such as vibratory plate compactors or single- drum vibratory rollers. Using the
semi-permanent repair method, the patch is very tightly compacted and provides
exceptional longevity. The drawbacks of this method are increased labor and
equipment costs and lower productivity compared with throw-and-roll and
sprayinject io n. (Wilson and Romine 1994). When preparing the pothole for cold
mix, care should be taken so that oncoming traffic does not get hit with rocks blown
from the pothole. The loose gravel that composes cold mix should be swept away
from the patch site after completion so that it does not chip or damage passing traffic
and the binder does not stick to cars

17. 3.3.3 Spray-Injection
The final pothole patching procedure is spray-injection. Spray-injection is most
useful for repairing transverse cracks and potholes. The pothole is first prepared by
removing all water and debris before a tack coat of binder is sprayed on the sides
and bottom of the pothole. Next, asphalt and aggregate are sprayed into the pothole
before being covered with another layer of aggregate. No compaction is needed
using the spray-injection technique and higher productivity can be achieved at the
cost of increased equipment costs.
(Figure 8: A spray-injection patching
operation)
20

18. 21
4. Improving Patch Performance
1. Spring Period
Spring patching takes place after much of the underlying support has
already softened and no freeze-thaw cycles are expected to occur.
Because of the better weather conditions and reduced stresses, patches
applied in the spring have a much longer life expectancy. Materials used
during winter patching are still acceptable Patching is typically broken up
into two periods of the year: winter patching and spring patching. Winter
patching is done during periods where there is no snow present on the
asphalt and maintenance crews are not expected to plow and apply salt.
The warmer periods during the winter are also favorable to pothole
development, as the pavement is still expected to undergo freeze-thaw
cycles and the base materials of the pavement are soft, resulting in less
support. Therefore, once patched, the patch will experience heightened
levels of stress when compared to spring patching. Due to the likelihood
that water will be present in the hole before being patched, an
antistripping agent is strongly recommended. High quality crushed stone
aggregates should be used during the winter months should contain little
fine material. Binders should be emulsified asphalt. Workability is
especially important during the winter so that the material is easily handled
and compacted by the crew.

19. 4. TYPES OF PAVEMENT
There are various types of pavement depending upon the materials used; a
briefs description of all types is given here-
1. Rigid pavement 2. Flexible pavement
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. Waterbound macadam roads and 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 virtue of spreading over an
increasingly larger area, by carrying it deep enough into the ground
through successive layers of granularmaterial.
(Figure 9. Flexible pavement)
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 of subgrade primarily influences
the thickness of the flexible pavement.
22

20. 23
5. TYPES OFCOATING
There are following three types:-
 Seal coat
 Prime coat
 Tack coat
1. SEAL COAT
Seal Coat is a mixture of emulsified asphalt, water, mineral fillers, and various
other mixtures. Seal coats are applied directly to the surface of an asphalt
pavement. It can be applied by rubber squeegee, broom, or mechanical spray.
2. PRIME COAT
A prime coat is an application of a low viscosity asphalt to a granular
base in preparation for an initial layer (or surface course layer) of
asphalt.
A prime coat is a coating applied directly to a prepared base before additional
layers of support or coating are supplied . Prime coat asphalt acts as an initial
sealer in the asphalt laying process to block the other layers from moisture,
dust and debris before additional coating installations.
3. Tack coat
Tack coat (also known as bond coat) is a light application of asphalt
emulsion between hot mix asphalt layers designed to create a strong
adhesive bond without slippage. Heavier applications may be used
under porous layers or around patches where it also functions as a
seal coat.

21. 6. RESULT AND DISCUSSION
Some part of work is completed at the end of training.
Approximately 8KM works is finished. Survey work is also
finished.
We choose bitumen mix road in place of cement concrete road
because it was low cast and some local material also used and
this is village road. Due to low productivity and important of road
construction was done to fulfil the basic requirements of village
optimization of material and labour cost was done by using
locally available material and machine.
I think this road fulfil the main recommendation of PMGSY about
rural road and help to gain the purpose of Govt.
AIM
To determine the particle size, distribute of fine and course
aggregate by sieving as per IS standard code.
PRINCIPLE
By passing the sample downward through a series of standard
sieve, each of decreasing size, opening the aggregate are
separated into several groups, each of with contain aggregate in
particular size range
24

22. 25
7. CONCLUSSION
The main aim of this project is to known in advance the characteristics and
design strength of bituminous mix that is to be used in the field by conducting
various tests. This help in making the project economical and to reduce any
further damages that may encounter in the failure. That way we can
increase the workability in the field and also serviceability of the pavement.
All the work carried out was in accordance with the guideline setup by the
PWD. Where access to the rural is provided only at predetermined location
from service roads through properly designed entry/exit ramps and or from
interchange, in doing so the concessionaire shall take measures to
overcome the physical and operational constraints and plan, design and
construct the project rural road using appropriate methods, managements
techniques and technologies.
The project on which I have worked during my industrial training has given me
knowledge of how road is constructed, it was any keen interest to know how
work is done in construction of bridges and the various steps involved in it ,
so , I took up this project.
During my training I learnt about the construction of various parts of road on
the site. I saw how pavement layer constructed and surveying, which
involved sub grade course, base course, sub base course and surface
course.
My training in road was very successful to acquire learning practically that is
very beneficial than theoretically that we learnt in the book and its
implementation on the site a lot of differe nt.
So practically knowledge is very important to become a good civil engineer.

23. 26
8.REFERENCE
 Transportation engineering (book), B.C Punamia part 1 &
2 , S.K. GARG part 1 &2.
 Theory of Structures/Analyasis of structure (book) , S
Ramamrutham
 Geotechnical Engineering (book) , T.N Ramamurthy
 Highway Engineering (book) , S. Chand
 Strength of materials (book) , B.C, Punamia
 www.google.com
 www.wikipedia.com
 www.concrete.net.in
 www.upjl.com
 www.concrete.com
 www.pmgsy.nic.in