ACKNOWLEDGEMENT

I express my satisfaction on the completion of this summer training program under

K.K BUILDER Jamshedpur, Jharkhand and project report submission as a part of the
curriculum. I express my deepest gratitude to our director sir MR.KUMUD PATHAK
For his approval to our summer training and his consistent support and guidance
during the entire period of training. I express my gratitude to our project manager
MR.SHIVPUJAN SHARMA and site engineer MR.MAYANK KUMAR, and quality
control engg. SAURAV SINGH for his kind guidance during the entire period of
training. Also I thank all the members of K.K BUILDER, road construction,
Department for their kind support . They have always been a source of inspiration
for me.

DATE- 11/07/2019 TEAM MEMBER`S:-

MANISH KUMAR

SANTOSH KR VERMA

NIKHIL HEMBROM

JAY PRAKASH BHARTI

RIJWAN ANSARI
 CERTIFICATE

TO WHOME IT MAY CONCERN

This is to certify that Manish Kumar, Nikhil Hembrom, Santosh Verma,

Jay Prakash Bharti, Rijwan Ansari, 3rd year student of CIVIL ENGINEERING
DEPARTMENT R.V.S COLLEGE OF ENGINEERING AND TECHNOLOGY, JAMSHEDPUR

Bonafide work of project entitled “ROAD CONSTRUCTION OF BOTA-BODAM S.H

ROAD” under my guidance and supervision in vocational training program at K.K
Builders. To the best of my knowledge and belief, the same project has not been
submitted to any University or Institute.

Mr. KUMUD PATHAK Mr. SHIV PUJAN SHARMA

(DIRECTOR) (PROJECT MANAGER)

K.K.BUILDER K.K BUILDER

JAMSHEDPUR JAMSHEDPUR
 CONTENT

TITLE PAGE NO.

1. INTRODUCTION
2. TEST PERFORMED DURING CONSTRUCTION
3. TYPES OF DESIGNING

a. FLEXIBLE PAVEMENT DESIGNING

b. RIGID PAVEMENT DESIGNING

4. CULVERT
5. BRIDGE
6. HIGH LEVEL BRIDGE
7. CONCLUSION
 INTRODUCTION
K.K BUILDER is the pioneer in construction area. K.K BUILDER could successfully
set the trend and standard in the state’s infrastructure development. It plays a
pivotal role in the implementation of government construction projects. It also
undertakes project for autonomous bodies as deposit work. It has highly qualified
and experienced professional forming a multi-disciplinary team of Civil, Electrical
and Mechanical Engineers who work alongside architects from the Department of
Architecture. K.K BUILDER is the repository of expertise and hence the first choice
among discerning clients for any type of construction project in JHARKHAND.

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. K.K BUILDER plays 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
forms the basic infra-structure for the development and economic growth of the
country. Roads are important assets for any nation. However the benifits from the
investment in road sector are indirect long-term and not immediately

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 use
properly, the cost of construction can be reduced. These are various type of
pavement which differs in their suitability in different environment. Each type of
pavement has its own merits and demerits. A lot of research has been made on
use of waste materials but the role of these materials is still limited.
 Test Performed During Construction
Roads are the major factors for the economic growth of a country. It is important
to build it with strong foundation so that it can run in a long way. There are various
tests that will do when the roads are constructed. Here is the list of tests:

1. TEST FOR SOIL

• California Bearing Ratio (CBR) Test

California Bearing Ratio test is conducted in laboratory. This test provides the load
penetration resistance of soil. CBR value is obtained by measuring the relationship
between force and penetration when a cylindrical plunger is made to penetrate the
soil at a standard rate.

The CBR test is used for the evaluation of sub-grade strength of roads and
pavements. The CBR value obtained by this test is used with the empirical curves
to determine the thickness of pavement and its component layers. This is the most
widely used method for the design of flexible pavement.

Even though provision of subsoil drains reduces the effect of water on sub-grade,
fully soaked CBR tests shall be considered to be appropriate for road construction
projects.

• Compaction test – Proctor test

This soil compaction test also called as Proctor test is used for the determination of
the mass of dry soil per cubic meter when the soil is compacted over a range of
moisture contents, giving the maximum dry density at optimum moisture content.
Thus this test provides the compaction characteristics of different soils with change
in moisture content. This is achieved by densification of soil by reducing the air
voids.

The degree of is measured in terms of its dry density of soil. The dry density is
maximum at the optimum water content.
 • Particle Size Distribution (By wet sieving & pipette
method)

This test determines the particle size distribution of soil from the coarse sand size
down to fine clay size. The data from particle size distribution test is used to
determine suitability of soil for road construction, air field etc. This test can also be
used to predict soil water movement although permeability tests are more
generally used.

• In-situ Moisture Content

The moisture content of soil test is carried out in laboratory. It is expressed as

percentage of water in soil to its dry mass. The moisture content in a soil signifies
the various properties of soil such as compaction, permeability, particle size etc.

• Specific gravity of soil

Specific gravity of soil is the ratio of the weight of soil in air of a given volume at a
standard temperature to the weight in air of an equal volume of distilled water at
the same stated temperature. This test is also carried out in laboratory.
 2. TEST FOR AGGREGATE :

• Crushing test

A test is standardized by IS: 2386 part-IV and used to determine the crushing
strength of aggregates. The aggregate crushing value provides a relative measure
of resistance to crushing under gradually applied crushing load. A value less than
10 signifies an exceptionally strong aggregate while above 35 would normally be
regarded as weak aggregates .
 • Impact Value Test

The aggregate impact test is carried out to evaluate the resistance to impact of
aggregates. Aggregates to be used for wearing course, the impact value shouldn’t
exceed 30 percent. For bituminous macadam the maximum permissible value
is 35 percent. For Water bound macadam base courses the maximum permissible
value defined by IRC is 40 percent

• Specific gravity and water absorption

The specific gravity and water absorption of aggregates are important properties
that are required for the design of concrete and bituminous mixes. The specific
gravity of aggregates normally used in road construction ranges from about 2.5 to
2.9. Water absorption values ranges from 0.1 to about 2.0 percent for aggregates
normally used in road surfacing.

• Shape test
The flakiness index is defined as the percentage by weight of aggregate particles
whose least dimension is less than 0.6 times their mean size. The elongation
index of an aggregate is defined as the percentage by weight of particles
whose greatest dimension (length) is 1.8 times their mean dimension.
 3. TEST FOR BITUMEN

• Penetration test

It measures the hardness or softness of bitumen by measuring the depth in tenths

of a millimeter to which a standard loaded needle will penetrate vertically in 5
seconds.

• Ductility test
Ductility is the property of bitumen that permits it to undergo great deformation
or elongation. The ductility value gets affected by factors such as pouring
temperature, test temperature, rate of pulling etc.A minimum ductility value of 75
cm has been specified by the BIS.

4. TEST FOR CEMENT

• Slump test

A slump test is a method used to determine the consistency of concrete. The

consistency, or stiffness, indicates how much water has been used in the mix. The
stiffness of the concrete mix should be matched to the requirements for the
finished product quality. The test is an empirical test that measures the workability
of fresh concrete.
 • Setting Test

A thick paste of cement with water is made on a piece of glass plate and it is kept
under water for 24 hours. It should set and not crack.

• Strength of Cement Test

A block of cement 25 mm ×25 mm and 200 mm long is prepared and it is immersed

for 7 days in water. It is then placed on supports 15cm apart and it is loaded with a
weight of about 34 kg. The block should not show signs of failure.
 Types of Designing
FLEXIBLE PAVEMENT DESIGN
The flexible pavement structure consists of a number of layers. The top surface of
the pavement has to sustain the highest magnitude of stresses and wear and tear
due to moving traffic loads. The surface course has also to withstand the adverse
effects of rainfall, flow of surface water and the resultant adverse effect of
variations in water content and temperature due to climatic conditions of the
locality. Therefore the highest quality materials are made use of in the top layers.
The components of a typical flexible pavement structure consists of

• Prepared soil sub-grade

• Granular sub-base cum drainage layer
• Granular base course
• Bituminous binder and /or surface course

FUNCTION OF SOIL SUBGRADE

The soil sub-grade is a layer of natural or selected soil from identified borrow pills
fulfilling the specified requirements and well compacted in layers to the desired
density to required thickness. The sub-grade is lowest layer of the pavement layer
system which ultimately supports all other pavement components layers and traffic
load. The minimum thickness of compacted sub-grade is 500mm on National and
State highways and Major arterial roads. 300mm for Rural roads which carry low
volume of traffic.

FUNCTION OF GRANULAR SUB-BASE AND DRAINAGE LAYER

The granular sub-base (GSB) course has to serve as an effective drainage layer of
the pavements and also has to sustain lower magnitude of compressive stresses
than the base course. Therefore aggregates of lower strength having good
permeability may be used in the granular sub base layer.
Crushed stone aggregates are often used in the GSB layer of important highways.
Coarse graded aggregates with low percentage of fines (less than 5% finer
0.075mm size) will serve as a good drainage layer.

FUNCTION OF GRANULAR BASE COURSE

Granular base course is considered as the most important component of flexible

pavement layer which sustains the wheel load stresses and disperses through
larger area on the GSB layer below. A good base course enhances the load carrying
capacity of the flexible pavement structure. Good quality coarse aggregates are
generally used in the granular base course of flexible pavement. According to
MORTH, the aggregates used in the base course should have low aggregate impact
value (less than 30%) low Los Angeles abrasion value (less than 40%).

FUNCTION OF THIN BITUMINOUS SURFACE

The thin bituminous surface course prevents the entry of surface water into the
pavement layers during the rains and thus protects the base course and other
pavement layers. With a good surfacing and effective drainage layer, it is possible
to keep the soil sub-grade in relatively dry condition and retain its stability. The
bituminous surfacing serves as a wearing course for the traffic and provides a dust
free pavement surface under dry weather. Thin bituminous layers such as surface
dressing 20mm thick pre-mixed bituminous carpet with seal coat and 20mm thick
mixed seal surface are commonly adopted.

FUNCTION OF THICK BITUMINOUS BINDER AND SURFACE

COURSES

Thicker layers of dense graded bituminous surface course along with a dense
graded bituminous binder course are generally adopted on stretches of
Expressway, National and State Highway and to very heavy traffic. Marshall
Stability test and mix design method has been recommended by the IRC for
designing the dense bituminous mixes such as Dense Bituminous Macadam (DBM)
Binder Course and Bituminous Concrete (BC) surface course in India.
RIGID PAVEMENT DESIGN
Rigid pavement design consists of

• Compacted soil sub-grade at the bottom or lowest layer

• Granular sub-base (GSB) course and drainage layer
• Base course
• CC/PQC pavement slab

The CC pavement is supported by a prepared soil sub grade, sub-base and a

base course.
The CC slab is made of high quality cement concrete and is commonly called
‘Pavement Quality Concrete’ (PQC)

SOIL SUBGRADE

The sub-grade is the lowest layer and the traffic loads. If the sub-grade settles down
or yield due to inadequate compaction or any other cause, different types of
failures start developing in the rigid pavement also. However the compressive
stress transmitted by the rigid pavement to the top of the sub-grade will be very
low. The strength test commonly adopted for the evaluation of soil sub-grade for
rigid pavement design is ‘plate bearing test’.

GRANULAR SUB-BASE AND DRAINAGE LAYER

The Granular sub-base course has to serve as an effective drainage layer of the rigid
pavement to prevent early failures due to excessive moisture content. Crushed
stone aggregate are preferred in the granular sub-base course as this material has
high permeability and serve as an effective drainage layer.

BASE COURSE

Granular Base Course is generally provided under the CC pavement slab in low
volume roads and also in roads with moderate traffic loads. On roads carrying very
heavy traffic loads, high quality base course materials such as lean cement concrete
or dry lean concrete (DLC) are preferred in the base course of CC pavements as they
are design for a life of 30years

PQC PAVEMENT SLAB

M40 cement concrete mix a minimum flexural strength of 45kg per cm square is
recommended by the IRC for use in the CC pavements of highway with very heavy
traffic loads.

DOWEL BARS Size: 32mm diameter placed at 1/3rd height of 300mm slab at a
distance of every 4.5m between the two slab.

• Dowel bars placed across transverse joints at the mid-depth of the slab

• Transfer load from one slab to another without preventing the joint from opening

• Commonly made of round, smooth, epoxy coated steel bars

• Reduce joint faulting and corner cracking.

Tie bars of 12mm diameter are used and placed horizontally

• Tie bars placed across longitudinal joints at the mid-depth of the slab

• Prevent lanes from separation and differential deflections

• Made of deformed epoxy coated steel

• Reduce transverse cracking

 CULVERTS
A culvert is a tunnel structure that allows running water to pass under a roadway
or railway. Culvert is also useful for water drainage or bridging the gap over a
physical obstruction.

The project is of the reconstruction of BOTA to BORAM Road.

Total length of the road is 19 km and total carriage width was 3m – 3.75m and
proposed to 5.50m.
The CBR of soil work out to be 5.0%. The provision for construction of 450mm
wide and 600mm deep masonary drain has been made.

The project consist of existing 48 no. of culverts, whose reinforcement design are
as per 16mm dia. bars of 150mm c/c spacing is provided at bottom along X-
direction and 12mm dia. bars of 150mm c/c spacing is provided at bottom slab
along Y-direction. The dimension of the slab is 2800mmX11900mm. The height of
the slab reinforcement provided is 200mm. M30 concrete and Fe500 steel are
being used.

The estimated project cost is Rs.100958.553

Design and drawing:

Rigid pavement has been designed as per guidelines contained in IRC-5:2002 and
Flexible pavement as per IRC-37:2012 whereas the design of drain and cross
drainage work is based on IRC:SP-13:2004
 SURFACE OF ROAD

A road surface or pavement is the durable surface material laid down on

an area intended to sustain vehicular or foot traffic, such as a road
or walkway. In the past, gravel road surfaces, cobblestone and granite
setts were extensively used, but these surfaces have mostly been replaced
by asphalt or concrete laid on a compacted base course. Road surfaces
are frequently marked to guide traffic. Today, permeable paving methods
are beginning to be used for low-impact roadways and walkways.
Pavements are crucial to countries such as US and Canada, which heavily
depend on road transportation. Therefore, research projects such as Long-
Term Pavement Performance are launched to optimize the life-cycle of
different road surfaces.
 BRIDGE
A bridge is a structure that carries a roadway or railway over a physical obstruction,
such as a river, lake, or even another road or railway.

The bridge is known as Skew Bridge which is inclined at 20°. The bridge consists of
single span of dimensions 12.6m length.

The behaviour of skew bridges differs widely from that of normal bridges and
therefore, the design of skew bridges needs special attention. In normal bridges,
the deck slab is perpendicular to the supports and as such the load placed on the
deck slab is transferred to the supports which are placed normal to the slab.

Load transference from a skew slab bridge, on the other-hand, is a complicated

problem because there remains always a doubt as to the direction in which the slab
will span and the manner in which the load will be transferred to the support.

The effect of skew in deck slabs having skew angles up to 20 degrees is not so
significant and in designing such bridges, the length parallel to the centre line of
the roadway is taken as the span. The thickness of the slab and the reinforcement
are calculated with this span lengths and the reinforcement are placed parallel to
the centre line of the roadway.
ESTIMATION OF FOUNDATION:

Area of ABCD = 5800 X 300 = 1740000

Area of EFGH = 800 X 1000 =800000

Area of DEF+GHC = 2 X ½ X 2400 X 800 =1920000

Total Area = 4460000mm2 = 4.46m2

Volume = Area x Length = 4460000 x 1000 = 44.6 m3

For Shuttering:
Face = 1100 x 5800 = 6380000

Wall = 500 x 10000 = 5000000

Total Shuttering = 11380000mm2 = 11.38m2

 CONCLUSION

The training at K.K BUILDER (road construction department) Jharkhand was a great
learning experience. The curriculum was well scheduled. It gave me an opportunity
to learn about various fields in which Civil Engineers are involved. I also got a decent
amount of knowledge of design of Culvert, PQC, Pre-stressed Bridge and Skew
Bridge and also about the various lab tests to be performed before the construction
of any roads or bridges. I also got decent knowledge about the various instrument
used in road construction and its 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 Department for
adding to my knowledge.

The traffic problem has an immense problem of Jharkhand which has to be reduced
and it can be done by replacing the Autoriksha by City buses as it reduces the traffic
as well as the petrol/diesel. And also by providing some strick regulation of
stoppage for the passengers before and after any Chowk so that the Chowk would
not get jammed because the main reason of jam is passengers of Autoriksha.