Gujarat Technological University

Chandkheda, Ahmedabad
Gandhinagar Institute of Technology
Moti Bhoyan Road, Gandhinagar, Gujarat (Affiliated with GTU)

A Internship Report on

“Road Project Constraction Project”

At the industry or company
(Rachana Construction & Infrastruture)
Under the subject
Internship (3180601)

Your Branch name

Submitted By
Name 1 Enrollment No. 1
Dudakiya Sahil V. 220123106010

Academic Year
(2024-2025)

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 Gandhinagar Institute of Technology
Moti Bhoyan Road, Gandhinagar, Gujarat
(Affiliated with GTU)

INFORMATION TECHNOLOGY DEPARTMENT

CERTIFICATE
This is to certify that the work of Internship entitled “Road Counstruction” has been carried

out by Dudakiya Sahil Vijaybhai (220123106010) under my guidance in partial fulfilment for

the degree of Bachelor of Engineering in Civil Engineering Department ,8th Semester in the,

Gandhinagar Institute of Technology, Moti-Bhoyan, Gandhinagar, Gujarat, during the

academic year 2024-2025 and his/her work is satisfactory. This student has successfully

completed all the activity under my guidance related to Internship for 8th semester.

Internal Guide Head of the Department

Paresh Umredkar Prof. Neel Shah

GUJRAT TECHNOLOGY UNIVERSITY

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GUJRAT TECHNOLOGY UNIVERSITY
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 Gandhinagar Institute of Technology
Moti Bhoyan Road, Gandhinagar ,Gujarat
(Affiliated with GTU)

DECLARATION

We hereby declare that the Internship / Project report submitted along with the Internship /
Project entitled Road Construction submitted in partial fulfillment for the degree of Bachelor
of Engineering in Civil Engineering to Gujarat Technological University, Ahmedabad, is a
bonafide record of original project work carried out by me / us at RACHNA CONSTRUCTION
& INFRASTRUCTURE under the supervision of Kamlesh Shah and that no part of this report
has been directly copied from any students’ reports or taken from any other source, without
providing due reference.

Name of the Student Sign of Student

Sahil Dudakiya

GUJRAT TECHNOLOGY UNIVERSITY

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 LIST OF FIGURES

Fig 4.1.1 Cross Section of Road. ..................................................................................... 6

Fig 4.1.2 Points to be taken on Existing Ground ............................................................ 6
Fig 4.3.1 Milling.............................................................................................................. 9
Fig 4.4.1 Excavation. ..................................................................................................... 12
Fig 4.4.2 Trench Line Cutting. ...................................................................................... 12
Fig 4.5.1 Grader. ........................................................................................................... 14
Fig 4.5.2 Sub Grade Cross Section................................................................................ 14
Fig 4.6.1 FDD Check. ................................................................................................... 15
Fig 4.7.1 WMM Laying. ............................................................................................... 17
Fig 4.8.1 Prime Coat ..................................................................................................... 19
Fig 4.8.2 Tack Coat ........................................................................................................19
Fig 4.10.1 DBM Laying. ................................................................................................ 23
Fig 4.10.2 Roller............................................................................................................. 24
Fig 4.10.3 Pneumatic Roller. .......................................................................................... 24

Fig 4.11.1 Laying BC. .................................................................................................... 29

Fig 4.11.2 BC Paver. ..................................................................................................... 29

List of Table
Table 4.1 Leveling OGL ................................................................................................. ,7

Table 4.2 Sieve analysis .................................................................................................. 17

Table 4.3 Test of DBM ................................................................................................... 25

Table 4.4 Quantity of Road. ........................................................................................... ,38

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 List of Abbreviation

1. MTV- material Transport vehicle

2. NGL- Natural Ground Level
3. OGL- Original Ground level
4. C&G- Clearing and Grubbing
5. EMB- Embankment
6. SG- Subgrade
7. GSB- Granular sub-base
8. WMM- Wet Mix Macadam
9. WBM- Water Bound Macadam
10. DBM- Dense Bituminous Macadam
11. SDBM- Semi- Dense Bituminous Macadam
12. AC - Asphaltic Concrete
13. BC - Bituminous Concrete

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 TABLE OF CONTENT

Declaration ........................................................................................................... V
Acknowledgment.................................................................................................................... VI
Abstract ................................................................................................................................. VII
List of Figure ......................................................................................................................... VIII
List of Table ......................................................................................................................... VIII
List of Abbreviation. .............................................................................................................. v

Chapter 1 Introduction of Internship................................................................................... 1

1.1 General Introduction.................................................................................................... 1
1.2 Aim & Objectives........................................................................................................ 1
Chapter 2 Company Profile .................................................................................................. 2
2.1 Detail of Company. ..................................................................................................... 2
Chapter 3 Study Area. ........................................................................................................... 3
Chapter 4 Detailed Study. ..................................................................................................... 4
4.1 Surveying .................................................................................................................... 4
4.1.1 Initial Survey Work ............................................................................................... 4
4.1.2 Survey Work During Construction....................................................................... 6
4.1.3 Permissible Error and Distribution Method. ........................................................ 6
4.2 Cleaning & Grubbing. ................................................................................................... 8
4.3 BT Surface Milling....................................................................................................... 9
4.4 Excavation. .................................................................................................................. 10
4.5 Embankment & Subgrade .......................................................................................... 13
4.6 Granular Subbase ....................................................................................................... 15
4.7 Wet Mix Macadam ...................................................................................................... 16
4.8 Prime Coat ................................................................................................................... 17
4.9 Tack Coat .................................................................................................................... 20
4.10 Dence Bituminous Macadam .................................................................................... 21
4.11 Bituminous concretes ................................................................................................ 26
4.12 Shoulders ................................................................................................................... 31

4.13 Road Marking........................................................................................................... 32

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 4.14 Installation & Backfilling for NP3 RCC Pipes (Utility Ducts) .................................. 36
Chepter-5 conclusion...................................................................................................... 3G
Annexure-1........................................................................................................................
Annexure-2..........................................................................................................................
References ..........................................................................................................................41

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 CHAPTER 1

INTRODUCTION OF INTERNSHIP

1.1 General Introduction

An internship program offered 4th year Engineering students is planned by
GUJRAT TECHNOLOGIACAL UNIVERSITY, which forms the
foundation for the development of capacity building, roads and competitiveness
of industries the field of engineering and technology. Moreover, it can give
students to develop their theoretical background to practical one. This internship
program takes 12 weeks. All students must do internship for minimum 12 weeks.
On this regard I was able to look at this internship program after I had successfully
completed my three years academics study and holistic exam. After this I had
applied for internship Keystone Infrastructure, Ahmedabad and I have accepted as
they promised by the conformation paper. The name of project is construction site
of multiple road projects.

1.2 Aim & Objectives

The internship aims to develop our skills to implement theoretical knowledge into
practical fields.

Objectives:
• To get knowledge about the structure drawing & design specification.
• To implement the structural drawing into construction site.
• To understand the construction and supervision work of base, subbase,
surveying, etc.
• To learn about the estimation details of super structural work.
• To acquire knowledge about the steps involving construction process.

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 Chapter 2
COMPANY PROFILE

2.1 Details of Company:

Rachna Construction & Infrastructure is an 18 years 17 days old Partnership Firm

incorporated on 01-Apr-2007, having its registered office located at B-11 Gokul
Complex Opp Nagri Hospital Mithakhali Elish Bridge, Ahmedabad, Gujarat.
The major activity of Keystone Infrastructure is Services, Sub-classified into
Architecture and engineering activities technical testing and analysis and is
primarily engaged in the Architectural and engineering activities and related
technical consultancy.

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 CHAPTER 3
STUDY AREA

Project Name Gota service road (S.G. highway)

Company Name Nar Narayan infrastructure
Type of Road Service Road
Area conveyed 3km (21000sqm)
Consultancy Company Rachna Construction &
Infrastructure
Site Location Gota to Vaishno devi road
Width of Road 7m
Site Starting-Possession Feb-20225

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 CHAPTER 4
DETAILED STUDY

4.1 SURVEYING:
GENERAL:
• The work shall consist of carrying out horizontal control point survey. Carrying out
vertical control point survey. Detailed Topographical survey & Utility mapping. Carrying
out Centerline demarcation. Taking OGL for CS and LS as per new centerline.

Temporary Works:
• Road diversion, etc shall be done as per site requirement.

Work Methodology:
• Dual Frequency GPS receiver (DGPS). Total Stations / Robotic Total Stations, Auto
Levels / Digital auto levels.

4.1.1 Initial Survey work:

1) Establish horizontal and vertical control points and carrying out
Topographic Surveys along the Existing right of way (ROW
The Activities shall include, but not limited to carrying out a closed Traverse (traverse
shall be closed every 2km loops) along the existing road and realignments, whatever
required, and fixation of all cardinal points such as horizontal intersection points,
center point and transit point etc. And properly refencing the same with a pair of
reference pillars fixed on either side of the centerline at safe place within the ROW.

A reconnaissance survey of the project road shall be done to finalize the establishment
of horizontal and vertical control points along the project road.

a) Reference pillar and Benchmark/Reference pillar

The Reference pillar and Benchmark of size 15cm*15cm*45cm made up of RCC of
grade M15 shall be provided. These shall be embedded up to 30cm inside solid
concrete foundation (Depth of 60cm) to avoid disturbance in the future.
b) Establishing Bench- marks at site:
The agency shall be responsible for establishing BMs at interval of 200 meters which
shall be connected to GTS benchmarks The RL value and BM no. Shall be marked on it
with red paint.

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 Vertical control survey shall be done using Digital auto level with 0.3m accuracy
using two levels and close back method. Permissible error shall be adjusted using
close back traverse and final (z) RL value shall be assigned on each control point
(200m on both side)

c) Topographic Survey & Utility Mapping

Detailed Topographic Surveys shall be carried out to identify and map the contours of
the ground and existing features within the right-of-way (i.e. trees, building, streets,
walkway, manholes, utility poles, retaining walls, etc). The detailed survey shall
indicate the location & levels of existing utilities like storm water lines, drainage &
sewerages lines, telephone, electricity by contacting the utility owners, fort this client
shall extend all possible assistance to the surveyors.

The width of survey corridor will generally be as under.

• Normally the surveys should extend up to a min. of 30 m beyond either side of the
center line of the proposed divided carriage way or land boundary whichever is
more.
• Field notes of the survey should be maintained which would also provide
information about traffic, soil, drainage etc.

The survey shall be carried out by taking cross section (using total station) at an
interval on 10m on straight portion and 5m on curved portion of the road.
(“Standard specification & code of practice for Road Bridges, Section 1 – General
Features of Design”).

2) Centerline Demarcation:
The center line should be Demarcation at a distance of 20m c/c in straight portion and
10m c/c in curvature portion based on established horizontal and vertical control points
based on the coordinates provided by the client.

3) Station offset as per proposed Cross section:

Sufficient number of spot levels on existing carriage and adjacent ground should be
covered as shown in following figure. The point codes shown in the table below will cater
to both existing and proposed cross section features for the project highway.

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 FIG 4.1.1: Cross section of Road

FIG 4.1.2 Points to be taken on existing Ground

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 Code Offset (LHS) Code Offset (RHS)
0-PCL 0 20-EX CL 0
1 -0.75 21 0.75
2 -2.5 22 2.5
3 -4.5 23 4.5
4 -6.25 24 6.25
5 -8 25 8
6 -9.75 26 9.75
7 -11.5 27 11.5
8 -13.25 28 13.25
9 -14 29 14
10 -15.25 30 15.5
11 -17 31 17
12 -18.5 32 18.5
13 -20 33 20
14 -21.5 34 21.5
15 -23 35 23
16 -24.5 36 24.5
17 -26 37 26
18 -27.5 38 17.5
19 -30 39 30
Table 4.1 Leveling (OGL)

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 4.2 Cleaning & Grubbing
General:
The work shall consist of cutting, excavation, removal and disposal of material such as tress of
girth up to 300 mm, bushes, shrubs, stumps, roots, grass weeds, rubbishes etc and top soil up
to 150 mm assessed unsuitable, including draining out stagnant water if any from area of road
land, drain, cross drainage structure and other area specified in the drawings. It shall include
necessary excavation & back filling of the pits, by suitable soil or granular material, resulting
from uprooting of tress & stumps to make the surface leveled using suitable equipment and
compacted by roller to required compaction as per clause 305.3.4 of the MoRT&H specifications
(5th Revision).

Temporary Works: Road diversion, drainage diversion, etc. Shall be done (REQ).
Surveys: The level of original ground shall be checked.

Utilities:
Existing Utilities like Electric poles, Telephones line, cables etc, are to be identified by
contractor and shall shifted by AMC

Machinery:
The following machinery shall be used to carry out to cleaning& grubbing operation Dozer /
Grader with Dozer blade, Excavator / J.C.B., Dumpers, Vibratory Rollers, Water tankers, and
Auto Levels.

Construction:
• Suitable safeguards shall be ensured to protect the roadside amenities, erosion & water
pollution during the cleaning & grubbing operation.
• Trees up to 300 mm in Grigg and strums and roots falling within the construction zone shall
be removed.
• The grader / Excavator / Dozer shall be deployed to remove all shrubs, blushes, vegetables,
grass, weeds and top organic soil up to 150 mm in thickness, which is unsuitable.
• All branches of trees extending above the highway shall be trimmed.
• OGL will be taken after cleaning and grubbing and compaction.
• Materials collected from C&G shall be disposed off the suitable places in accordance with
local, state, and central regulations.

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4.3 BT SURFACE MILLING
General;
The work shall consist of milling of existing bituminous pavement depth of 300 mm in single
pass, conveying the milled material in dumpers up to storage yard or impact crushers installed
along with asphalt plants for future crushing. The work also includes handling and disposal of
unsuitable material obtained during milling process.

Road diversion, drainage diversion etc. Shall be done as per site req.

Surveys:
The level of original ground shall be checked.

Utilities:
Utilities with the road surface are to be identified by the Contractor and shall be shifted by AMC.
Care shall be taken while milling around existing around existing manholes in urban area, in case
they are not be relocated.

Machinery;
Millers, Dumpers, Water tankers and Auto levels.

Methodology:
• The area for milling shall be demarcated, covering area of existing BT pavement as
specified.
• Suitable safeguards shall be ensured to protect the roadside amenities, erosion & water
pollution during the milling operations.
• OGL of existing bituminous layers prior to milling may be recorded.
• In case profile milling is to be carried out, string lines shall be installed wherever required.
• The milled material shall be conveyed by milling to a dumper thought a conveyor belt.
• OGL may be taken after milling operations, in case direct overlay is proposed after milling.

Fig 4.3.1 Milling

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4.4 EXCAVTION
During the construction process, excavation can be used to build access roads, paths, or
ramps for the transportation of goods, equipment, and workers. This improves the project’s
efficiency and helps keep workers safe while they are working on the site.

Methods of Excavation Applied in Road Construction

• Topsoil Excavation:
This type of excavation is performed for the removal of the exposed or uppermost section of the
earth’s surface. This excavation procedure eliminates bushes, soil, and any other decaying objects
so that the site becomes ideal for supporting construction loads.

• Rock Excavation:
This excavation method is used to remove rocks from the rocky soil to prepare the sites for road
construction, as rocky surfaces obstruct the construction process. In comparison to the other
varieties, rock excavation is challenging and requires specialized equipment and procedures, such
as drilling or blasting to remove the rock or clear a difficult surface.

• Muck Excavation:
Muck, a mixture of earth and water, is mostly undesirable during construction and must be
removed. Muck excavation is named after the material that is being extracted. The muck is either
transferred to a different location or spread out to dry.

• Earth Excavation:
Earth excavation involves excavating the soil below the topline to the required depth to prepare
a subgrade of the required density by compaction.

• Cut and Fill Excavation:

This type of excavation in construction, also known as stripping excavation, is used to clear large
areas. The procedure includes removing wide and shallow layers of topsoil, rocks, sand, and other
undesirable objects. Land grading may also be a part of this process.

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Steps to be completed before starting excavation in road construction

• Site Surveying:
Site surveying is done to create a topographic map of the land and helps provide the following
vital information:

• Soil Testing
Before constructing a road, soil testing is required to identify the composition and features of the
soil at the construction site. This information is necessary for designing and building a road that
is secure and solid enough to bear the weight and movement of vehicles.

Testing the soil is also required to identify any potential difficulties, such as soft spots or spots
with significant erosion, that may need to be addressed prior to the start of construction.
Additionally, testing can help determine the best building practices and materials to use, ensuring
that the road is reliable and durable.

Some Common Types of Excavation Equipment

• Shovel

• Spade

• Hoe

• Pick axe

• Rake

• Backhoe loader

• Bulldozer

• Crawler loader

• Spider excavator

• Swamp excavator

• Zero-swing excavators

• Trencher

• Skid-steer loader

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Another very important area where people tend to cut corners is in safety precautions. This is
very risky and may cause disruption to the project because an excavation site is prone to a variety
of accidents and material loss possibilities, such as:

❖ Sudden cave-in of the area of excavation.

❖ Falling of people or animals in the pit

❖ Equipment damage or destruction

Fig 4.4.1 Excavation

Fig 4.4.2 Trench Line Cutting

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4.5 Embankment & Subgrade
General:
This method describes the Construction of Embankment / Sub Grade over prepared ground as
per drawing and technical specification.

Road diversion, drainage diversion etc. Shall be done as per site req.

Surveys:
• The level of original ground shall be checked.

• Thickness will be marked by pegging.

Utilities:
Existing Utilities like electric poles, telephone lines, cable etc. Are to be identified by the
Contractor and shall be shifted by AMC.

Work Methodology:
• C&G and on it OGL survey work shall have been carried out eaelier.

• As per the typical cross section, toe shall be marked on site.

• By using excavator, box cutting excavation work shall be carried out at req. Depth for
widening portion. Additional soil if req. Shall be hauled from approved borrow areas.

• In widening sections, soil shall be placed on surface obtained after C&G. IN case of
placement of soil on existing road, the existing road shall be milled using heavy duty
stabilizers.

• Soil shall be spread in layers not exceeding 200mm.

• By using soil compactor or roller, compacting work is done to obtain req. Density and
after completion of quality control tests, development of next layers will be allowed.

Machinery:
• Mechanical Unit

• Tippers

• Hydraulic Grader

• Vibratory Roller

• Water Tanker

• Excavators.

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Sub-Grade:
• The suitable earth shall be obtained from approved borrow areas. The strength of sub-
grade (CBR) shall be as per approved pavement design.

• The material shall be taken to site with the help of closed-door tippers.

• The material shall be spread on the prepared original ground with the help of motor grader in
layers not exceeding 200mm thickness for the first layer and 150mm for the subsequent
layers.

• Material shall then be compacted to req. Density. Rolling will be done longitudinally starting
from lower edge to upper edge.

Fig 4.5.1 Grader

Fig 4.5.2 Sub Grade (Cross Section)

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4.6 Granular Sub-Base
Subgrade Construction Process:

• The subgrade in road construction shall be prepared as per the MORTH specifications if it
is not mentioned in the construction contract technical specifications.

• The limits of filling shall be marked by fixing batter pegs at regular intervals on both
sides of the layer, and the working line should be marked with lime powder.

• The layer should be built 300mm wider than the designed and drawing dimensions so that
after proper compaction is achieved up to the toe, the surplus materials shall be trimmed
to get the properly compacted slopes of the subgrade.

• Where the fill is to be deposited against an existing subgrade, continuous horizontal

benches of 300 mm wide shall be cut into the old slope.

• In the cutting section, where cutting is to be done up to the subgrade top, its top layer
shall be loosened and re-compacted as per technical specification.

• The topsoil in the borrow area shall be removed by grubbing or stripping so that earth
without vegetation is excavated and loaded for the subgrade layer.

• Soil from approved borrow areas shall be excavated with Excavators and loaded onto
tippers or dumpers for transportation to the stretch ready to receive fill Material.

Fig 4.6.1 FDD Checking

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4.7 Wet Mix Macadam
General:
This method describes the laying of Wet Mix Macadam over prepared GSB layer as per drawing
and technical specification.

Coarse aggregate the coarse aggregate shall be crushed stone of identified quarry having the
following physical characteristics. The WMM material should conform to the physical
requirement and strength per the technical specifications and standards. The aggregate for wet
mix macadam shall conform to requirements specified in table 400-10 of MORTH and Technical
Specifications.

IS Sieve Designation (mm) Percent by weight passing the IS sieve

53 100
45 95-100
22.4 60-80
11.2 40-60
4.75 25-40
2.36 15-30
0.600 8-22
0.075 0-8
Table 4.2 sieve Design
Preparation of Base for WMM:
The surface to receive the Wet Mix Macadam layer shall be prepared to the specified lines and
cross-fall (camber) and made free of dust and other extraneous material.
Rain cuts and surface irregularities, if any, shall be repaired before placing of WMM layer.
Base preparation should be done as per clause 404.3.1 of MORTH technical specification.
Lateral Confinement of WMM Layer:

While constructing wet mix macadam, the arrangement shall be made for lateral confinement of
the wet mix macadam. This shall be completed by laying materials in adjacent shoulders along
with the WMM layer and following the sequence of operations described in clause
407.4.1 of MORTH specifications.

Preparation of WMM Mix:

Suitable ingredients in required proportion shall be mixed with required OMC in a WMM mixing
plant, with the provision of controlled addition of water and forced or favorable mixing
arrangements like pug mill or pan type of mixer.

Optimum moisture for mixing shall be obtained by following IS 2720(Part-8) after replacing the
aggregate fraction retained on the 22.40 mm sieve with the material of 4.75mm to 22.4mm size.

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 Fig 4.7.1 WMM Laying

4.8 Prime Coat

Purpose of Prime Coat in Road Construction
The main roles of the prime coat in Road Construction include:

Bonding: Prime Coat creates a significant bonding between the non-bituminous base and the
bituminous top layer, making sure they stay together even with the pressure from traffic.

Waterproofing: The prime coat seals the surface of the base layer, preventing water from seeping
into base layer, which could weaken the structure and cause problems like potholes in road.

Stabilization: The prime coat helps keep loose particles on the base layer in place, resulting in a
more stable and even surface for laying down asphalt.

Types of Materials Used for Prime Coat in Road Construction

The selection of materials varies based on several factors, such as climate, type of base material,
and budget. Commonly used materials include:

• Cutback Bitumen
Cutback bitumen is a type of bitumen that’s mixed with solvents (often called cutters) to make it
less thick, and it is very easy to work with. Once applied, the solvent evaporates, leaving a sticky
layer of bitumen that serves as a binder.

❖ Types of Cutback Bitumen:

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1. Rapid-Curing (RC): This type of Cutback Bitumen has a lot of volatile solvents like
gasoline, which means it dries up fast. It’s perfect for use in cold or damp weather. Typically
contains 80-90% bitumen and 10-20% solvent.
2. Medium-Curing (MC): This type has solvents that take a moderate amount of time to
evaporate, like kerosene. It’s commonly used for prime and tack coats. Contains 70-80%
bitumen and 20-30% solvent.
3. Slow-Curing (SC): This version uses oils that take longer to evaporate, giving you more time
to apply it. It’s great for projects that need deeper penetration into the base layer. Contains
60-75% bitumen and 25-40% solvent.

• Bitumen Emulsion:
Bitumen emulsion is a blend of bitumen, water, and an emulsifying agent. This agent keeps the
bitumen droplets suspended in the water, allowing it to be applied at room temperature without
needing to heat it up. After application, the water evaporates, leaving a layer of bitumen behind.
Bitumen emulsions are a blend of 60-70% bitumen with 30-40% water and an emulsifying agent.

❖ Types of Bitumen Emulsion

1. Rapid-Setting (RS): This type sets quickly when it encounters aggregates, making it ideal
for tack coats and surface treatments.
2. Medium-Setting (MS): It has a moderate setting time, perfect for mixing with fine
aggregates, like in cold mixes.
3. Slow-Setting (SS): This one takes its time to set, giving you more leeway for mixing with
base layers, making it great for prime coats.

Application Process of Prime Coat in Road Construction

• Surface Prep: Start by giving the base layer a good clean to get rid of any dust, dirt, or debris.
This helps the prime coat stick well to the base.
• Choosing Prime Coat Material: Pick the right material based on the base type, climate, and
environmental factors.
• Application: Use a distributor truck to spray the prime coat evenly over the base layer. Make
sure to apply it at a steady rate to avoid puddles or runoff. For prime coats, the typical spray
rate ranges between 0.6 to 1.2 liters per square meter (L/m²).
• Curing: Once applied, the prime coat needs some time to cure and soak into the base. The
curing time varies depending on the material and weather, usually taking anywhere from a
few hours to a full day.

❖ Benefits of Using a Prime Coat in Road Construction

1. Better Bonding: A Prime Coat in Road Construction creates a solid connection between
the base layer and the asphalt, helping to prevent any slipping or separation.
2. Moisture Protection: It acts as a waterproof barrier, shielding the base from water damage
and boosting the road’s lifespan.

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3. Less Dust: The Prime Coat in Road Construction helps to hold down loose particles, which
means less dust during construction.
4. Longer Lifespan: With improved bonding and moisture resistance, the prime coat plays a
key role in making roads last longer.

Fig 4.8.1 Prime Coat

Fig 4.8.2 Tack coat

4.9 Tack Coat

Tack coat is a thin layer of asphalt that is sprayed on an existing asphalt or between layers of new
asphalt concrete. It is used to promote the bond between pavement layers and prevent slippage
between pavement layers. Tack coat is sticky, which is very important for forming a

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secure bond between the two layers of asphalt. Insufficient tack applications can lead to premature
pavement failure.

Tack coat is a thin layer of asphalt that ensures the bonding between old and new asphalt layers.
It is also used in construction or for renovation of roads to achieve better strength.

Tack coat is sticky, which is very important for forming a secure bond between the two layers of
asphalt. The lack of tack coat may result in slippage and can cause concentrated stresses leading
to total pavement failure. Tack coat is also known as Bitumen.

Other important things to keep in mind when preparing the emulsion are:
• Water must be added to the emulsion, and not vice versa.
• The emulsion must be used on the same day on which it is prepared.
• The water temperature must be 25-50°C for the viscosity to be reduced.

The surface on which the tack coat emulsion must be applied should be clean and free of all dirt
and dust to achieve the best results. The proper amount of tack coat emulsion must be applied,
because if too little is used, the bonding between the two layers of asphalt will be too weak, and
if too much emulsion is used it will affect the quality of the hot mix asphalt. The application rate
is very important. Thus, if the surface is absorbent, then more tack coat is needed. For stiffer
materials, the tack coat layer should be thicker.

Definition and Materials:

A tack coat is a light application of low-viscosity liquid bituminous material applied to existing
surfaces to ensure a strong bond with the overlaying course. The materials used for tack coats
include cationic bitumen emulsion (RS-1 grade) or suitable low-viscosity paving bitumen (VG
10 grade). The application of cutback bitumen is restricted to specific conditions, such as low
temperatures.

Application Process:

Like the prime coat, the application of tack coat requires a clean surface and adherence to specific
weather conditions. The rate of application varies based on the surface type, with detailed
specifications provided in the standard. For example, the rate of spray for a bituminous surface
ranges from 0.20 to 0.30 kg/m² for emulsion and 0.30 to 0.40 kg/m² for VG-10 bitumen.

4.10 Dence Bituminous Macadam

The Dense Bituminous Macadam (DBM) mix shall be prepared in a Hot Mix Plant (HMP) as per
the approved Mix Design, complying with clauses 507.2 and 507.3 of MORTH. The HMP shall
have at least four cold bins, a four-deck vibratory screen, and hot bins to store the heated
aggregates. Precautions shall be taken to control the entrance of moisture.

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Preparation of Dense Bituminous Macadam (DBM) Mix and Transportation:

The mixing plant shall be of batch-mix type. It shall be capable of regulating the composition of
the mixture to within the tolerances as specified in table 501.3 of MORTH concerning the
approved job mix formula.

• The rated capacity of the DBM mixing plant shall be 200 T/hr.
• The storage Bitumen tanks shall be capable of maintaining their contents at the specified
temperature within a tolerance of ±5°C. They shall be equipped with a thermostat to prevent
temperatures from rising above 170°C, and a fixed thermometer quickly read from outside
the tank.
• The dryer shall be of rotating drum type capable of heating the aggregates to the temperatures
outlined in the specification.
• Bitumen shall be heated to the specified temperature in the tanks and delivered to the mixing
plant via insulated pipes to minimize heat losses.
• The minimum mixing period shall be adopted to get an appropriate mix. The mixing cycle
times shall be in the range of 30 to 40 seconds.
• HMP shall have automatic controls that coordinate the mixer proportioning, timing and
discharge.
• The Bitumen shall be heated in the range of 150°C to 165°C as it can be distributed uniformly.
• The Aggregates shall be heated to mix within the temperature range of 150°C to 170°C. The
difference in temperature between the binder and the aggregate does not exceed 14°C.
• The mixing shall be thorough to ensure that a homogeneous mixture is obtained.
• Discharge temperature of dense bituminous macadam mix shall be 165°C maximum.
• Bituminous Mixes shall be kept free of contamination and segregation during transportation.
• Dumpers used for the hauling of Asphalt mixture shall be adequately free of petroleum oils,
solvents, or other materials that adversely affect the Asphalt mixture.
• The Dumpers shall be covered with tarpaulins while carrying the mix to the si

Laying of DBM In Road Construction:

The Dense Bituminous Macadam (DBM) materials shall be laid by a self-propelled sensor paver
finisher equipped with a hopper and delivery augers capable of spreading, tamping and finishing
the mix to specified grade, lines and cross-section.

• It shall be able to lay bituminous materials with no segregation, burning, dragging or other
defects and within the defined level and surface regularity tolerances and shall satisfy the
specification as per clause 507.6 of MORTH.
• Immediately after receiving the transported materials from the Hot Mix Plant at the site, it
shall be spread on the prepared and approved surface.
• The dense bituminous macadam mix shall be spread to line and level by the sensor paver
without segregation, tearing or dragging.

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• The dense bituminous macadam mix temperature at the time of laying shall not be less than
120°C.
• The dense bituminous macadam mix shall be placed at the full width of the pavement.
• The compacted thickness of any dense bituminous macadam layer shall be as per the
specification.
• The paver shall be capable of working at forwarding speeds compatible with uniform and
continuous laying of the dense bituminous macadam mix.
• The condition shall be seen to avoid a continual stop-and-start fashion.
• The speed of the sensor paver shall be coordinated with the feed speed limiting to no drag
condition.
• The paver shall be equipped with accurate screed controls for maintaining the screed at the
specified longitudinal grade and transverse slope.
• The operation shall be capable of maintaining the screed at the specified transverse slope
within the allowable tolerance.
• Automatic controls in the paver shall be backed by manual controls that can be optionally
activated, in case required.

Compaction of the Dense Bituminous Macadam:

Sufficient rollers of appropriate types, sizes and weights shall be provided to achieve the specified
compaction. Rollers shall be of self-propelled and of steel wheel, pneumatic tyre and vibratory
types, including combinations thereof, capable of reversing without shoving or tearing the mix.

• The laid dense bituminous macadam mix shall be rolled, and rolling shall be finished before
the mix temperature attains below 100°C, minimum.
• Rolling shall continue as far as possible after laying the mix so that the mixture is neither too
workable such that rolling causes undue displacement or shoving nor too stiff, resisting the
desired degree of compaction.
• Initial or breakdown rolling shall be done with 8-10 tones of static tandem Rollers.
• The rollers shall be worked with the drive roll nearest to the laying equipment at a uniform
speed not exceeding 5 km/hr.
• Intermediate rolling shall follow immediately upon initial rolling with an 8- 10 Tonnes
deadweight vibratory roller.
• It shall be followed by intermediate rolling with a pneumatic tyred roller of 12-15 tones
weight having a minimum tyre pressure of 5.6 kg/sq cm.
• The finish rolling shall be done with an 8-10 tones static Tandem roller to eliminate marks
of the previous rolling.
➢ Initial rolling -2 static passes with Vibratory roller.
➢ Intermediate rolling – 2 vibratory passes with a Vibratory roller.
➢ Final rolling -2 passes with Pneumatic Tyred Roller (PTR).

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Limitations to DBM Construction:

• Laying shall be suspended while free-standing water is present on the surface. * Surface
should be covered during rain, fog and dust storms, if possible.
• After the rain, the bituminous surface, or surface coated with prime or tack coat, shall be
blown off with a high-pressure air jet to remove excess moisture, or the surface shall be left
to dry before laying. * Laying of DBM mix shall not be carried out when the air temperature
at the surface on which it is to be laid is below 100°C.
• DBM laying shall not be permitted when wind speed at any temperature exceeds 40 km/hr.
at 2m height unless specifically approved by the SC.

Fig 4.10.1 DBM laying (Paver work)

Fig 4.10.2 Roller

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 Fig 4.10.3 Pneumatic Roller (PTR)

SL TEST CODE FREQUENCY

NO
1 Quality of Binder IS: 73 Penetration between 60 and 70
2 Aggregate Impact IS: 2386(part 4) 30% Maximum
value
3 Flakiness and IS: 2386(part 1) 30% Maximum
Elongation Index
4 Stripping Value AASHTO T 182 Minimum Retained coating 95%
5 Water Absorption of IS: 2386(part 3) 2% Maximum
Aggregate
6 Sand equivalent test IS: 2720(part 37) Not less than 50
7 Mix grading Table 500.9 of 1 test for each 400 tones of mix sub.
specification To minimum of 2 tests per day.
clause 507
8 Stability of Mix ASTM D-1559 1 set of 3 Marshal specimens to be
tested for stability, flow, voids,
every 400 tonnes of mix, subject to
a minimum of 2 sets per day.
9 Control of Temp. At regular close intervals
10 Control of Binder 1 test for each 400 tonnes of mix
content and graduation subject to a minimum of 2 test per
in the mix day
11 Rate of spread of Regular control and through checks
mixed material on the weight of mix and layer
thickness
12 Density of 1 test per 250 Sq.m. area
compacted layer
Table 4.3 DBM Test

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 4.11 Bituminous Concrete
Asphalt Concrete(Bituminous Concrete) is an entirely controlled, hot-mixed, hot-laid,
plant mixture of well-graded dried aggregates, filler and paving bitumen in best
proportion as per requirements when compacted, forming a dense material Layer of
thickness 25-100mm on a previously prepared granular, modified granular or Dense
Bituminous Macadam (DBM) as per the specification.

Construction Materials for Asphalt Concrete:

Binder:

An appropriate type of bituminous material is commonly used for Asphalt Concrete mix
as a binder complying with the relevant standard specifications or otherwise specified.
Bitumen shall be viscosity graded bitumen or Polymer modified bitumen complying with
IRC & MORTH specification, obtained from an approved source.

Coarse Aggregates:

Coarse Aggregates consist of crushed rock retained on the 2.36 mm sieve. They shall be
clean, hard, durable of the cubical shape, free from dust and soft or friable matter, organic
or other deleterious substances. Aggregate meeting all the physical requirements
specified in table 500-18 of MORTH for Bituminous Concrete construction.

Fine Aggregates:

Fine Aggregates consist of crushed stone passing on a 2.36 mm sieve and retained on a
75-micron sieve. They shall be clean, hard, durable, dry and free from dust and soft or
friable matter, organic and other deleterious matter. Fine Aggregates shall have a sand
equivalent value of not less than 50 when tested according to IS 2720 part – 37, and the
Plasticity Index of the fraction passing the 0.425 mm sieve shall not exceeding 4 when
tested in accordance with IS 2720 part – 5.

Filler:

Filler shall be finely divided hydrated lime or cement as approved by the Engineer. The
filler shall satisfy the grading requirements, as indicated in table 500 – 8 of MORTH.

Aggregate Grading and Binder Content:

The combined grading of coarse aggregates, fine aggregates and added filler when tested
following IS 2386 part I (Wet Grading Method) shall satisfy the limit specified in table
500 -20 of MORTH.

Plants, Equipment and Machinery for BC Construction:

The following equipment and machinery required for the execution of BC works:

• Hot Mix Plant

• Vibratory Tandem Roller

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 • Pneumatic tyre Roller – 12 to 15 mt. dead weight
• Sensor Paver
• Pneumatic Blower
• Water tanker
• Tippers and Dumpers
• Broomer
• Air compressor

Preparation of Mix and Transportation:

• We shall prepare the asphalt concrete mix in the Hot Mix Plant as per the
approved mix design complying with MORTH specifications.
• The plant shall have automatic controls that coordinate the proportioning, timing,
and discharge of the mixer.
• The bitumen tank with an agitator which is continuously agitating the bitumen
shall be capable of maintaining its contents at the specified temperature. Bitumen
delivered to the mixing plant via insulated pipes such that heat losses are
minimized.
• The dryer shall be of the rotating drum type capable of heating the aggregates to
the temperatures outlined in this specification.
• The PMB shall be heated at the specified temperature so that it can be distributed
uniformly.
• The aggregates shall be heated to a specified temperature to be mixed within the
temperature range of 165°C to 185°C.
• The temperature difference between the binder and the aggregate shall not exceed
14°C.
• Proper mixing is required as all particles of the aggregates are coated uniformly,
and the discharge temperature of the mix shall be 185°C, maximum.
• Bituminous mixes shall be transported to the laying site by dumpers covered with
tarpaulins and shall be kept free of contamination and segregation during
transportation.
• Dumpers used for hauling the mix shall be adequately free of petroleum oils,
solvents or other materials that adversely affect the mix.
• Laying of Asphalt Concrete:
• The asphalt concrete mix shall be laid by a self-propelled sensor Paver equipped
with a hopper, delivery augers and capable of spreading, tamping and finishing the
mix to specified grade, lines and cross-section, flush with the road kerb. It
shall be capable of laying the mix with no segregation, dragging, burning or other
defects and within the specified level. Surface regularity tolerances shall meet the
specified as per clause 509.6 of MORTH.
• Immediately after receiving the transported materials from the hot mix plant at
site, the Paver shall spread on the prepared and approved DBM surface.

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 • We shall place the asphalt concrete mix in the full width of the flexible Pavement.
The compacted thickness of the asphalt concrete layer shall be as per specification
requirements.
• We have to ensure continuous laying to avoid continual stop and start fashion and
coordinate the Paver’s speed with the feeding limiting to no drag condition.
• Paver shall have an accurate screed unit for maintaining the screed. The automatic
screed unit shall keep the screed at the specified longitudinal and transverse slope
within the plus or minus tolerance.
• In areas with restricted space where Paver cannot be used, the material shall be
spread, raked and levelled with suitable hand tools and compacted to the
Engineer’s satisfaction.
• Bituminous Concrete (BC) Construction
• Also, read: Dense Bituminous Macadam (DBM) Preparation and Laying
Methodology

Compaction of the Laid Mix:

• We shall use a sufficient number of rollers of appropriate types, size and weights
to achieve the specified compaction.
• Compaction asphalt concrete layer shall be completed before the temperature of
the asphalt mix falls below 115°C.
• Rolling shall be continued until the layer under compaction has attained the
specified degree of compaction.
• Initial or breakdown rolling shall be completed with the help of 8-10T dead
weight smooth wheeled rollers.
• The Rollers shall be operated with a uniform speed not exceeding 5 km/hr.
• Intermediate rolling shall follow immediately after a deadweight(8-10T) vibratory
roller. It shall be followed by intermediate rolling with a Pneumatic tyre roller of
12-15T weight having a minimum tyre pressure of 5.6 kg/sqm.
• The finishing shall be done to eliminate marks from previous rolling with 8-10
tonnes smooth wheeled tandem Roller.
• The Roller wheels shall be kept lightly moistened with a water sprinkler fitted
with the roller to prevent adhesion of the asphalt mix to the Rollers.
• Rolling shall commence at the edges and progress towards the centre
longitudinally except that on super elevated and unidirectional cambered portions,
it shall progress from the lower to the upper edge parallel to the Pavement centre
line.

Limitations To Construction:

Laying of asphalt concrete not permitted while free-standing water is present on the
surface over which BC to be laid or during rain, fog and dust storms. After the rain,
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 the water present over the Bituminous surface shall be blown off with a high-pressure
air compressor, or the surface left to dry before Bituminous Concrete (BC). Laying of
asphalt concrete mix shall not be carried out when the ambient temperature is below
100°C or when the wind speed at any temperature exceeds 40 km/hr at 2.0m height
unless specifically approved by the Engineer.

Fig 4.11.1 Laying BC

Fig 4.11.2 BC Paver

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 Fig 4.11.3 Sensor Paver

Fig 4.11.4 Air Compressor

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4.12 Shoulders
A shoulder (American English), hard shoulder (British English) [1] or breakdown lane
(Australian English) is an emergency stopping lane by the verge on the outer side of a road or
motorway. Many wider freeways, or expressways elsewhere have shoulders on both sides of each
directional carriageway—in the median, as well as at the outer edges of the road, for additional
safety. Shoulders are not intended for use by through traffic, although there are exceptions.

Purpose:

• Emergency vehicles such as ambulances, fire trucks and police cars may use the shoulder to
bypass traffic congestion in some countries.
• In the event of an emergency or breakdown, a motorist can pull into the shoulder to get out
of the flow of traffic and obtain a greater degree of safety.
• Active traffic management, used on busy multi-lane roads, may allow 'hard shoulder running'
by general traffic at reduced speeds during periods of high traffic volumes.
• In some places a "bus bypass shoulder" may be provided which allows bus services to pass
stationary traffic.
• Paved shoulders provide additional space should a motorist need to take evasive action (such
as avoiding a wrong-way driver) or need to recover control of their vehicle before a run-off-
road collision occurs.
• In some rural areas without sidewalks, pedestrians and cyclists may be allowed to walk or
ride on the shoulders.
• On curbed roadways, shoulders move the gutter away from the travel lanes which reduces the
risk of aquaplaning and reduces splash and spray of stormwater onto pedestrians using any
adjacent sidewalk.
• Paved shoulders move water away from the roadway before it can infiltrate into the road's
subbase, increasing the life expectancy of the road surface.
• Shoulders help provide extra structural support of the roadway.
• In some countries, when semi-truck drivers need sleep and there are no available parking
spaces at truck stops and rest areas, either because there are no such facilities nearby or
because all semi-truck parking spaces are filled to capacity, drivers may pull over to the
highway shoulder and sleep in their truck cabin.
• In some countries, parking in the shoulder is not prohibited by the law, and mushroom and
berry pickers commonly use them on roads going through a forest.

In road construction, a shoulder is a strip of pavement outside an outer lane. It serves

several purposes:

• Emergency stopping lane: Used for vehicle breakdowns or other emergencies.

• Protection: Helps protect the pavement edges from traffic damage.
• Additional space: Provides extra width adjacent to the edge of the pavement.
• Erosion control: Separates the road from the environment, preventing damage to both.

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 Fig 4.12.1 Shoulders

4.13 Road Markings

Purpose / Aim of road Marking:

• Road Marking paint will be carried as per clauses in the most and working drawings.
• This work consists of marking traffic strips using Thermoplastic compound meeting the
requirement of specification.

Surveys:

• Road marking will be started after completion of necessary checks for lane / center line /
Edge marking portion by supervision staff asd as per designed distance given by Engineer.

Plants and Equipment's:

• Boiler
• Thermoplastic laying Machine (with automatic Glass Bead dispenser)
• Safety equipment
• Pre-Melter
• Pram-applicator
• Mechanical Broom
• Air compressor
• Truck
• Water tanker with pipe attachment
• Survey kit / instrument

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Proportions of constituents of Material (% by weight)

Luminance:

• White: Daylight luminance at 45 degrees – 65 percent min as per AASHTOM 249.

• Drying time: when applied at a temperature specified by the manufacturer and to the
required thickness, the material shall set to bear traffic in not more than 15 minutes.
• Skid resistance: not less than 45 as per BS 6044.
• Cracking resistance at low temperature: The material shall show no cracks on application
to concrete blocks.
• Softening point: 102.5+/- 9.5ºC as per ASTM D 36.
• Flow resistance: Not more than 25 per cent as per AASHTO M 249.
• Yellowness index (for white thermoplastic paint: not more than 0.12 as per AASHTO M 249.
• Storage life: The material shall meet the requirements of these specifications for a period of
one year. The thermoplastic material must also melt uniformly with no evidence of skins or
un-melted particles for the one-year storage period. Any material not meeting the above
requirements shall be replaced by the manufacture/supplier/Contractor.
• Relexification: shall be achieved by incorporation of beads, the grading and other properties
of the beads shall be as specified in clause 803.4.3 of MSRT&H.

Construction operation

Preparation

The material shall be melted in accordance with the manufacturer’s instructions in a heater fitted
with a mechanical stirrer to give a smooth consistency to the thermoplastic material to avoid local
overheating. The temperature of the mass shall be within the range specified by the manufacturer
and shall on no account be allowed to exceed the maximum temperature stated by the
manufacturer. The molten material should be used as expeditiously as possible and for
thermoplastic material which has natural binders or is otherwise sensitive to prolonged heating
the material shall not be maintained in a molten condition for more than 4 hours.

After transfer to the laying equipment, the material shall be maintained within the temperature
range specified by the manufacture for achieving the desired consistency for laying.

Cleaning: The surface of the flexible road pavement shall be thoroughly cleaned form all of dust
any other material, grease, oil etc. at the area where the material shall be applied to mark the
pavement with the help of broom and air compressor.

Pre- Marking: The reference center – line ( Pre-Marking) of the lane marking as per the drawing
shall be made to have temporary marking with chalk powder/long thin rope ,so that the
applicator machine pointer in the front of the machine can be guided to move along this pre-
Marked line while material is being applied on the road . This ensures accurate alignment of the
markings when laid on the road surface.

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Heating of the Material: The material shall be heated in the pre-Melter as well as pram-
applicator machine fitted with mechanical stirrer to give smooth consistency to the material and
to avoid local heating of the material. For heating, LPG with suitable burner system shall be used
to achieve temperature of 180+/-10º C which is the specified application temperature. The
temperature Gauge fitted on the machine as well as the pre-Melter displays the material
temperatures continuously for monitoring the application temperature.

Lane Markings: The lane marking shall be made as per the approved drawing for width; length
and thickness shall be made with the help of the Screed- Box attached to the Applicator Machine.
The thermoplastic paint shall be applied in intermittent of continuous lines of uniform thickens
of at least 2.5 mm. where arrows or letters are to be provided. Thermoplastic compound may be
hand sprayed. The tolerances of the width, position alignment and length of segment of broken
lines shall be as per technical specification sub clause 803.6.6.

Drop-On Glass Beads Application: The approved glass beads shall be placed in position from
the bead dispenser attached to the machine and the dispersion is by forced –feed mechanism
which works while the machine is applying the markings with the screed –Box., simultaneously
and before the thermoplastic material (which is hot applied) becomes dry and cold while
achieving road surface temperature. The type-2 glass beads conforming to the above noted
specification shall be sprayed uniformly into a monolayer on to the paint line at the rate of 250
grams per square meter area.

Precaution:

1. The strip shall not be slippery when wet.

2. The marking shall not lift from the pavement in freezing weather.
3. After application and proper drying, the stripe shall shown no appreciable deformation or
discoloration under traffic and under road temperatures up to 60º C.
4. The marking shall not deteriorate by contact with sodium chloride or oil drippings from
traffic.
5. The stripe or marking shall maintain its original dimension and position. Cold ductility of
the material shall be such as to permit normal movement with surface without chopping
or cracking.
6. The marking shall be done with approved Material ONLY on dry pavement surfaces of
minimum Temperature of 10º C.
7. The arrow marking shall be made using the approved material with specifically made
stencils of shape and size.
8. Opening to traffic: Traffic will be opened after 24 hours.

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 Fig 4.13. Thermoplastic work

4.14 Installation & Backfilling for NP3 RCC Pipes (Utility Ducts)
This method describes the installation and back fling for NP3 RCC Pipes as per drawing &
Tech. Specification No. 2900
Temporary Works:

Road diversion, drainage diversion etc. shall be done as per site requirement.

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Surveys:

• The surface levels of excavated natural ground shall be checked as per drawing and
recorded.

Utilities:

• Utilities like electric poles, telephone lines etc. will be relocated before starting of
embankment works

Traffic Arrangements and Control:

Temporary signboards will be kept all long the working zone to alert the people

Access:

Access to the work site will be through existing road by providing ramps
↓
Work Sequence Programmed
↓
Testing of Pipes
↓
Foundation bed prepared with line and level as per drawings
↓
Laying of Pipes with line and level
↓
Jointing of pipes
↓
Encasing concrete for headwall & cradle
↓
Backfilling with Approved material
↓
Checking of Field density

Work Methodology:

• The foundation bed for pipe culvert shall be excavated true to the lines and grades as shown
in the drawings
• The bedding of pipe shall be prepared with PCC M10 grade of concrete as specified in the
drawing

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• After checking bed foundation pipes shall be laid with the help of hydra crane in the proper
position without damage
• The arrangement for lifting loading and unloading of concrete pipes from factory and site
shall be such that the pipes do not suffer any undue strain
• Where two or more pipes are to be laid adjacent to each other, they shall be kept at a distance
clear from face to face of pipes, which are as per requirement of drawing
• The laying of pipes on the prepared foundation shall start from the outlet and proceed towards
the inlet and be completed to the specified lines and grades The belled end shall face the
upstream side
• Alignment will be done as per the center line marked on bed matching with the center of pipe,
with the help of manual means and hydraulic jack.
• Pipes having flush joints shall be used which will form a self-centering joint with a jointing
space 13 mm wide.
• The jointing space shall be filled with cement mortar (1:2) Care shall be taken to fill voids
and excess mortar shall be removed.
• All joints shall be made with care so that their interior surface is smooth and Consistent with
the interior surface of the pipes.
• After finishing the joint shall be kept covered and damp for at least four days. Encasing shall
be done with suitable grade of concrete as per drawing
• Backflling shall be done on either side of the pipes and up to 300 mm above the top level of
pipe using sand. The backfill material up to 300 mm above the top of pipe shall be done
through ramming or tamping in layers not exceeding 150 mm. After that usual embankment
material shall start.
• Filling of the trench shall be carried out simultaneously on both sides of the pipe in such a
manner that no unequal pressure is developed Plant and Equipment:

Fig 4.14 Strom Water line (Utility)

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 Table 4.4 Quantity of Road

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 Chapter 5
Conclusion

The internship is theoretical knowledge and the practical or the reality work at the field of
construction or civil engineering work. We all who take the internship class go to companies
that already working either as a consultant or a contractor. The responsibilities of the hosting
company are to teach student and shape them in the three months as a real site worker. My
hosting company is a consultant team, and they help me. In this company in acquiring different
knowledge in different positions. They collaborate with the contractors to teach us in that
section, and they believe that the civil engineering work is more important for us than the
consulting office.

We have supervised excavation, leveling, subbase, subgrade and Road construction work. After
supervising our construction site, we have learned about DBM, BC, GSB, WMM and Road
construction and achieved practical experience. It was really good experience dealing different
types of people at construction site. It seems to me that the practical knowledge is most essential
to be an engineer. I tried to give my best as trainee engineer Overall the internship program is
help us to start our career.

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 Annexure-1

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Gujrat Technological University 40
 Annexure-2

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 Reference

1. IRC Code 62-1976

2. MORTH – Specifications for Road and Bridge Works (Fifth Revision) Technical
Specifications
3. Relevant BIS/ASTM/ BS standards/codes cross-referred elsewhere in this methodology.

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