INDUSTRIAL TRAINING / PROJECT REPORT

ON

CONSTRUCTION OF SIX LANE NATIONAL CORRIDOR NH-19

UNDER

Submitted in partial fulfilment of the requirement for the award of the degree

Of
BACHELOR OF TECHNOLOGY
(DEPT. OF CIVIL ENGINEERING)

SUBMITTED BY,
NAME: SHUVAM MAJEE
UNIVERSITY ROLL NO: 12001322028
 CERTIFICATE

This is to certify that the industrial training report entitle “6 laning of National
Highway NH-19 from Panagarh to Palsit from chainage 521:120 to 588:870 in
the territory of West Bengal in the guide by the BMP and BOT toll” is being
submitted by the following student of DR. B.C. ROY ENGINEERING
COLLEGE, DURGAPUR.
 Name: SHUVAM MAJEE
 Department: CIVIL ENGINEERING.

The training has been conducted from 1st July to 31st July 2024, in accordance
with the MOU between “NATIONAL HIGHWAYS AUTHORITY OF
INDIA” and DR. B.C. ROY ENGINEERING COLLEGE, DURGAPUR. The
report filed for the internship award is a documentation of entrusting scientific
work done by them under my direction.

Date: 1st August 2024

Place: Panagarh
(Resident Engineer cum
Highway Engineer)
 ACKNOWLEDGEMENT

The internship we had with the National Highways Authority of

India (NHAI) was a fantastic opportunity for learning and
professional development. As a result, we are considered
ourselves very lucky part of it. People who are fortunate enough
to be a part of it. We are also grateful to our university.
Particularly DR. Sanjay Sengupta (Head of The Department),
Mr. Arijit Kumar Banerji (Coordinator and Assistant
Professor), Mr. Anupam Kumar Biswas (Internship
Coordinator and Assistant professor) and Mr. Soumyadip Das
(Coordinator and Assistant Professor) for their assistance.
This training would not have been possible without Mr. Shubham
Dutta (quality control engineer) with his valuable guidance. We
are highly thankful, and special thanks for his meticulous and
priceless work instruction that was highly beneficial to both our
studies theoretically as well as practical.

NAME ROLL NO SIGNATURE

SHUVAM MAJEE 12001322028

Date:1st August, 2024

Place: Panagarh
 ABSTRACT
From 1st July to 31st July, 2024, we have done a one-month
industrial internship programme under a project of National
Highways Authority of India entitle “6-Laning of National
Corridor NH-19 from Panagarh to Palsit from km 521+120 to
km588+870 (total design length 67.750km) in the State of West
Bengal under Bharatmala Pariyojana to be executed on BOT
(toll) basis”.
In this internship, we get the opportunity to see how a construction
of road project is done in real life. We get familiar the actual
procedure of this project and industry lifestyle as well as site
conditions with real life occurring problems and their solutions.
We get know about various new technologies and practically see
their implementation in the construction works also with the old
methods. We also experience the importance of our theoretical
knowledge in this practical field.
After conducting a comprehensive analysis of existing workflows
and identified bottlenecks affecting overall productivity, this
report summarizes the outcomes of the one-month industrial
internship where the primary objective is an in-depth-study about
the methodologies employed, challenges encountered, and
recommendations for further improvements, highlighting the
project's success in advancing the company's automation
capabilities.
 TABLE OF CONTENTS

1) PROJECT DETAILS 01-02

2) Components of Highway 03
3) Crust of Service Road & Main Carriage Way 04-05
4) Quality Control Laboratory Tests 06-19
a. Test on soil 06-09
b. Test on aggregates 09-11
c. Test of cement 12-16
d. Test of bitumen 17-19
5) Safety Training 20-22
6) Types of Plants and Equipment 23-32
a. RMC plant 23-24
b. WMM plant 24-25
c. RE block plant 25-26
d. HMP plant 26-27
e. Aggregate crusher & grader 28
f. Pre cast yard 28
g. Steel yard 29
h. Signal making zone 29
i. Heavy Vehicles Used in Plant 30-31
j. Aggregate storages 32
7) Site Visit 33-48
a. Types of under passes 33-34
b. Box culvert 35
c. Retaining wall by RE blocks 35-36
d. Laying of road by paver and rollers 36-39
e. Road signals and road markings 39-43
f. Modern Technologies in Road Construction 43-48
I. Anti-glare wall 43
II. Noise and vision barrier 44-46
III. Road studs 46-48
IV. Ground improvement by geosynthetic 48
 PROJECT DETAILS
NAME OF THE PROJECT-
"Six Laning of National Corridor NH-19 from
Panagarh to Patsit from km. 521.120 to km. 588.870 (total design length
67.750 km) in the State of West Bengal under Bharatmala Pariyojana to
be executed on BOT (Toll) basis".

BHARATMATA PARIYOJONA
PROJECT HIERARCHY-
Client- National Highways Authority of India
Independent Engineer- L.N. Malviya Infra Projects Pvt. Ltd.
Concessionaire- Panagarh Palsit Road Private Limited (PPRL)
EPC Sub Contractor- Ashoka Buildcon Limited
Design Consultant- Samarth Infraengg Technocrats
Safety Consultant- CIVILBABA

···············
1
Starting chainage- 521.120 km (Panagarh)
End chainage- 588.870 km (Palsit)
Total length- 67.750 km
Construction period- 910 days
Maintenance period- 17 years (after construction period)
Project delivery method- BOT(Build-Operate-Transfer) method
Project Cost- 2020.93 crore
Date of Award- 30th March 2021
Appointed date- 2nd April 2022
Schedule date of completion- 27th sept 2024

DETAILS OF STRUCTURES MADE OVER THE TOTAL LENGTH OF

PROJECT-
In this six-lane project, various types of structures are made upon the
roadway for many aspects like proper traffic flow, avoid congestion etc.
From the camp we got a list of the structures made upon the road project,
which is given below—

LIST OF STRUCTURES

···············
2
Top View Of 6 Lane Road Project and Its Components: -
SR MCW D
I
V
DRAIN I DRAIN
CUM CUM
FOOT D MCW SR FOOT
PATH E 10.5 M 7M PATH
R WIDE WIDW
1.5 M 1.5 M
WIDE WIDE
M
4
0 M30

View as per theory

Realistic View
Components of highway:
1. Median- also called as divider, it is constructed at the mid of main
carriage way to avoid the entrance of vehicles from one lane to another
and the chance head-to-head collision accidents. It is constructed by M40
grade concrete.
2. Sinus (500mm)
3. Main Carriageway (3.5m*3) for 3 lane- the 3 lanes are used to go on a
specific direction and the other 3 is used to go on the other direction.
4. Barrier- it is constructed by M30 grade concrete and it is used to separate
the service road and main carriage way.
5. Service Road- this road is used by local, short-term vehicles and
pedestrians.
6. Drain cum footpath

···············
3
CRUST OF SR (SERVICE ROAD)-

For embankment, CBR value is not less than 4.5%, compaction=95%

Subgrade, CBR value is not less than 10%, compaction=97%
BSM – Bituminous Stabilized Material
RAP – Reclaimed Asphalt Pavement
Bituminous percentage in DBM= 4.7%
Bituminous percentage in BC= 5.4%
Total crust thickness= 415 mm
MSA= 40

CRUST OF MCW (MAIN CARRIAGE WAY)—

Percentage of Cement in Cement Treated Sub Base= 2.1% PCC
Percentage of Cement in Cement Treated Base= 6% PCC
Percentage of Bitumen in Dense Bituminous Macadam-1= 4.6%
Percentage of Bitumen in Dense Bituminous Macadam-2= 4.1%
Percentage of Bitumen in Bearing Course= 5.4%

Bitumen grade= VG 40
PMB—Polymer modified bitumen (76e-10)
Total crust= 870 mm
MSA= 450

···············
4
DBM- DENSE BITUMINOUS MACADAM
CTB- CEMENT TREATED BASE
CTSB- CEMENT TREATED SUB BASE
GSB- GRANULAR SUB BASE
MSA- MEAN STANDARD AXEL

In MCW construction, DBM laying on the road is done by two layers 75mm
thick each.
The lowest layer i.e. the embankment is made plane by cutting and filling
and compaction by soil, pond bottom ash or fly ash.

···············
5
 DESCRIPTION OF VERIOUS TYPES OF QUALITY
CONTROL TESTS PERFORMED DURING ROAD
CONSTRUCTION
During any road construction project, main consideration is given to four
major components- soil, aggregate (fine and course), cement and bitumen.
For desirable quality of work, these components undergo various tests,
which we have observed in the QA/QC laboratory during internship.
The tests are briefly described below-
Test on Soil (IS 2720)—
1)FSI (Free Soil Index) Of Soil (IS 2720 Part-40)—
Identify the potential of a soil to swell.
FSI is the increase in volume of soil without any external constraints when
submergence in water.
The limit of FSI is 50%.
If FSI is greater than 50% than the structure may get damaged.
For reducing the max swelling potential of soil--lime, cement and fly ash
add to the soil.

2) Grain Size Analysis (IS 2720 Part-4)—

Grain Size Analysis determine the percentage of grain size contained in the
soil to identify the soil nature.
The grain size distribution curve gives an idea regarding the gradation of
the soil i.e., it is possible to identify whether a soil is well graded or poorly
graded.
The sieve analysis is the true representative of grain size distribution as the
test is not affected by temperature etc.

6
3) Liquid Limit and Plastic Limit (IS 2720 Part-5)—
Liquid Limit – The moisture content at which the soil changes from liquid
state to plastic state.
For determination purpose liquid limit may be defined as the water content
at which a part of soil, cut by a groove of standard dimensions, will flow
together for a distance of 1.25 cm under an impact of 25 blows in a standard
liquid limit apparatus i.e. Casagrande apparatus.

PLASTIC LIMIT TEST

CASAGRANDES APPARATUS

Plastic Limit – The moisture content at which the soil changes from plastic
to semi solid state.
For the determination purpose, the plastic limit is defined as the water
content at which a soil will just begin to crumble when rolled into a thread
of 3mm diameter.
The difference in moisture contents between the liquid limit and plastic
limit is termed as plasticity index. Knowing the liquid limit and plasticity
index, soil may be classified with the help of plasticity chart according to
Indian standard soil classification (IS 1498-1970).
Plasticity Index – Maximum 25

4) Proctor Test (IS 2720 Part–

7&8)—
By this test we determine optimum
moisture content of soil which may be
defined as the water content at which
a particular soil attains a maximum
dry density for a specific amount of
compaction energy. It has two types-
Standard Proctor Test(part-7) and
Modified Proctor Test(part-8) PROCTOR TEST APPARATUS MOULD AND HAMMER

7
 Point of difference Standard proctor test Modified proctor test
Volume of mould(cc) 1000 2250
Capacity of mould(kg) 2.5 6
Weight of rammer(kg) 2.6 4.89
Hight of fall(cm) 31 45
Blows as per dia of mould 10cm-25 / 15cm-56 10cm-25 / 15cm-56
No of layers 3 5

5) California Bearing Ratio (IS Code 2720 Part-16)—

The C.B.R test developed by California division of highways as a method
of classifying and evaluating soil subgrade and base course materials for
flexible pavements.
The C.B.R. is a measure of shearing resistance of the material under
controlled density and moisture conditions. The C.B.R. is defined as the
ratio of the test load to the standard load, expressed as percentage, for a
given penetration of plunger. (2.5mm standard load 1370kg and 5mm
standard load 2055kg)
Minimum CBR for pond ash - CBR4.5
Sub grade soil - CBR 10
(effective CBR>7)

Dimension of Mould-

Inside Diameter – 150mm

Hight- 175 mm
Capacity of Mould – 2250cc

CBR TESTING APPARATUS

8
6)Direct Shear Test (IS Code 2720 Part-13)—
The shear strength of the soil is the resistance to deformation by
continuous shear displacement of soil particles upon the action of shear
stress. The shear strength of soil is expressed as a function of principle
stresses i.e. coulomb.
Shear resistance can be determined in the laboratory under three types of
drainage conditions a) Undrained test or Quick test – (Q-test)
b) Consolidated – Undrained test – (R-test)
c) Drained test or slow test –(S-test)
Direct shear test is a simple and most commonly used test. This test can
be conducted under all the three drainage conditions. The failure plane is
predetermined and is horizontal. This test is done in strain-controlled test
as the shear strain is made to increase at constant rate.

Test on Aggregates (Fine & Course) (IS 2386)—

1) Sieve Analysis (As per IS 383)—
Gradation of different size of Aggregate as per their Sieve.
Greater than4.75mm i.e. retained on 4.75 mm sieve means coarse
aggregate
Lesser than 4.75 mm i.e. passing through 4.75mm sieve means fine
aggregate

DIFFERENT SIZES OF SEIVES

9
2) Aggregate Impact Value (AIV) As per IS 2386 (Part 4)—
Aggregate impact value gives a relative measure of the resistance or
toughness of an aggregate to sudden shock or impact, which in some
aggregates differs from its resistance to a slow compressive load.
Aggregate impact value shall be less than 45% for aggregate used in
concrete for concrete other than wearing surface and 30% for concrete
used in wearing surface.

AIV APPRETUS

3) Flakiness Index & Elongation Index Test-As Per IS 2386 (Part-1)—

Flakiness Index – The Flakiness index of an aggregate is the percentage
by weight of particles in it whose least dimension is less than three fifths of
the mean dimension.

FLAKINESS INDEX APPARATUS

10
Elongation Index – The elongation index of an aggregate is the percentage
by weight of particles whose greatest dimension is greater than one and
four-fifths times their mean dimension.

ELONGATION INDEX APPARATUS

This test is not applicable to aggregate of size smaller than 6.3 mm.
The shape of aggregate is an important characteristic since it affects the
workability of concrete. The characteristic of parent rock and type of
crusher will influence the shape of aggregate.
The combined flakiness and elongation index of bituminous layers shall be
less than 30%.

4) Los Angeles Abrasion Test (LAV)-As Per Is 2386 – (Part-4)—

Testing of aggregate against wear is an important test for aggregate to be
used for road constructions, ware house floors and pavement construction.
The abrasion value should not be more than 30% for concrete for wearing
surface and not more than 50% for concrete other than wearing surface.

5) Specific Gravity and Water Absorption-As

Per IS 2386-(Part-3)—
Specific gravity of a aggregate is the ratio of its
mass to that of an equal volume of distilled water
at a specified temperature. Specific gravity of
aggregate is used in design calculation of
concrete mixes to convert the weight into
volume and vice-versa. Specific gravity
generally ranges from 2.62 to 2.88 depending on
type of the parent rock.
In the figure, we can see a weighing machine
with a wire bucket and water tank to conduct the
above test.

11
 Test on Cement (IS 4031)—
1) Fineness of Cement–As per IS 4031(Part 1)—
The fineness of cement is measured by sieving it on standard sieve.
The fineness of cement has an important bearing on the rate of hydration
and hence on the rate of gain of strength and also on the rate of evolution
of heat.
For good quality cement, the amount of cement retained on 90 µm sieve
will never exceed 10%.i.e,the fineness modulus of cement should be lower
than 10%.

2) Consistency Of Cement–As Per IS 4031(Part 4)—

Consistency test of cement is required to determine the percentage of
water required for preparing cement paste.
The standard consistency of a cement paste is defined as that consistency
which will permit the Vicat plunger to penetrate to a point 5 to 7 mm from
the bottom of the Vicat mould.
The full test from adding water to the cement
to check the consistency is to done in 5min.
Plunger dia 10mm and hight 50mm
Water added to the cement is 25% to 35%.

VICAT PLUNGER VICAT APPARETUS

3) Initial and Final Setting Time- As Per IS 4031(Part 4)—
Initial setting time of concrete is the time period between addition of water
to cement till the time at 1 mm square section needle fails to penetrate the
cement paste, placed in the Vicat’s mould 5mm to 7mm from the bottom of
the mould.

12
The period elapsing between the time when water is added to the cement
and the time at which the needle makes an impression on the surface of
test block while the attachment fails to do so shall be the final setting time.
This test is required to understand the time cement takes for initial setting
between mixing and transporting and placing of concrete.

Initial Setting Time

Final Setting Time Needle
Needle

Initial setting time is important for delay the hydration process and
hardening.
Final setting time is important to remove shuttering safely.
Water added for checking the initial and final setting time is 0.85P where P
is the water added for checking the consistency of Cement.
Initial setting time of cement – 30mim
Final setting time of cement – 600min.

4) Soundness of Test of Cement-As per IS 4031(Part 3)—

It is very important that cement after setting shall not undergo a large
expansion after setting causing disruption of the set and hardened mass.
This causes serious difficulties for the durability of structures when such
concrete is used. The testing of cement to ensure that the cement does not
show any appreciable subsequent expansion is of prime importance.
Water added to the cement for checking the soundness of cement is 0.78P
where P is the water added for
checking the consistency.
Acceptable value of
soundness test is 10 mm.

Soundness Test Apparatus

13
5)Cement Mortar Cube Test-As per IS 4031(Part-6)—
Compressive strength of hardened cement is one of the important
properties of cement. Strength tests are not made on neat cement paste
because of difficulties of excessive shrinkage and subsequent cracking of
neat cement. Strength of cement is indirectly found on specific proportions
of cement and sand.
The strength of cement is determined by compressive strength tests, on
70.6 mm mortar cubes, made with specified cement, sand & water mixed
& compacted manually with a compacting bar as well as with vibrating
machine.
The temperature of the testing room, dry material ingredient and water
should be maintained at 27 ± 2°C & relative humidity of the chamber or
room should be maintained at 65 ± 5 percent. The curing tank or box
temperature & relative humidity should be maintained at 27 ± 2°C and more
than 90 percent respectively.

Morter Cube Vibrating Machine

The material for each cube shall be mixed separately and the quantity of
cement, standard sand and water shall be as follows:
Cement = 200 g, Standard Sand = 600g, Water =P/4+3.0 percent of
combined mass of cement and sand, where P is P is the percentage of
water required to produce a paste of standard consistency.
6) Compressive Strength of Concrete-As Per IS: 516–1959—
Compressive strength of concrete is one of the important properties of
concrete to assess the quality of work at site. Based on the compressive
strength grade of concrete is reported.
Compressive strength is obtained by testing of cubes and cylinders (cubes
of size 15 x 15 x 15cm, cylinder of 15cm diameter and 30 cm long).
Accelerated strength test is conducted to know the strength of concrete
after 7,14 and 28 days of curing.

14
 Concrete cubes are
casted with very
much precision,
accurate ratio of
cement, aggregates
and water and
casted in metal
mold to get accurate
shape and strength.

CONCRETE CUBES CASTING

During the casting,

the date of casting,
the chainage of the
site where the
concrete sample is
used, and the
grade of concrete
is written on the
cubes.
CONCRETE CUBES

CURING OF CONCRETE CUBES

15
 After sufficient curing, the
concrete blocks are taken out
from the curing tank and made
ready for test.
The cube is positioned in the
middle of the base of the
compression testing machine.
When the machine is started,
the piston apply load on the
cube until cracks developed.

After the test is over, in the

reading screen the applied
load and strength of the cube
in every square mm of its
surface area is shown.
From this data, the grade of
concrete is determined.

COMPRESSION TEST OF CONCRETE CUBE

COMPRESSION TESTING MACHINE READING

16
 Test on Bitumen—
1) Penetration test: (As per IS code – IS
1203)—
The Penetration test is carried out to know the
hardness or softness of bitumen used in road
construction
Penetration of a bituminous material is the
distance in tenths of a millimetre that a standard
needle will penetrate vertically into a sample of
the material under standard conditions of
temperature(25+0.1oC), load(100+0.25g) and
time (5 seconds).
PENETROMETER
2) Ductility Test (As per IS code: 1203)—
Ductility of bitumen is its property to elongate under traffic load without
getting cracked in road construction works.
The ductility of a bituminous material is measured by the distance in
centimetres to which it will elongate before breaking when a briquette
specimen is pulled apart at a specified speed (50 ± 2.5 mm/min) and at a
specified temperature(27+0.5oC).
The ductility value of bitumen usually varies from 5 to over 100 cm’s and
several standards have specified minimum ductility values for various
pavement type.

3) Softening Point Test: (As per IS code - IS: 1205-1978)—

The softening point is the temperature at which
the substance attains a particular degree of
softening under the specified conditions of the
test.
Softening point test is used to determine know
the temperature up to which a bituminous
binder should be heated for various road use
application.
The apparatus used to determine softening
point of bitumen is RING AND BALL assembly.
The softening point of various bitumen grades
generally lies between 35°C to 70°C.
Softening point of bitumen to be used for road
construction at a place where the maximum
temperature is 40°C, and should be greater
than 40°C.

17
4) Absolute or Kinematic Viscosity Test: (As per IS code – IS 1206-
PART-2)—
Viscosity test is used to determine viscosity of liquid bitumen. To measure
the viscosity, a capillary tube is placed in the water bath.
Temperature of water bath- 60oC to 135oC
Time of bath– 30min
Vacuum Pressure to uplift the liquid bitumen through the capillary tube to
reach up to ‘B’ and ‘C’ tube– 250kpa

VVISCOSITY WATER BATH

CAPILARY TUBE IN WATER BATH VACUUM MACHINE TO MAKE SUCCUTION IN THE

CAPILARY TUBE BY TAKING OUT THE AIR TO UP
LIFT THE BITUMEN

18
5) GMM of Paving Mixture (Maximum Specific Gravity)—
The theoretical maximum specific gravity (GMM) of a HMA mixture is the
specific gravity excluding air voids. Thus, theoretically, if all the air voids
were eliminated from an HMA sample by vacuum suction for 30 minutes,
the combined specific gravity of the remaining aggregate and asphalt
binder would be the theoretical maximum specific gravity.

GMM TESTING APPARATUS

After this, this mixture is dried in oven and then after benzene treatment,
it is used for Marshall Stability test. Here are some pictures of Marshall
mould casting-

19
 SAFETY TRAINING AND PRECAUTIONS DURING
CONSTRUCTION WORK
“PRODUCTION MUST BUT SAFETY FIRST”
Safety is an unavoidable out most important key point in any engineering
project because it involves heavy machinery, tools, components, high
construction points, maintenance, and improvement of roads and highways
that are used by millions of people every day.
During work in site, plant even during work in lab if proper precautions for
safety is not taken any time any kind of accident can happen and for that
may be someone who work at that point lost his life. So before start any
kind of work proper safety training as well as safety equipment are must be
taken.
Here are a few key points to consider regarding safety in highway
engineering project--
1)Work Zone Creation—
While working on an open road area, we have to make a no entry zone by
barricading the site by water filled plastic barricade, traffic cone and
diversion block. And by giving road signs ‘Diversion Ahead’ at least 200 m
away from the point both side to aware the road users to take the alternate
way to avoid any type of disturbance in traffic and mishappening, to make
a safe environment to work.

WATER FILLED
DIVERSION BLOCKS

SAFETY CONE

ROAD LAYOUT SAMPLE

20
2) Tool Box Training—
Before start any work at site a short training should be given to each worker
whoever are going to start work at that site. At that training they taught
about what are the precaution they must follow during work such as-
• Permit to work system for critical and risky working condition,
• Hazard Identification and Risk Assessment (HIRA) and Job Safety
Analysis (JSA) before start of any work,
• Use of right equipment for right work in right way,
• Prohibition on mobile phone use, restriction on Tabacco and alcohol
consumption during work,
• Always use mandatory Personal Protective Equipment (PPE).

3) Personal Protective Equipment (PPE)—

While work everyone must use PPE.PPE include
Safety helmet (yellow-workers, white- engineers, green- safety officer,
blue-electrician, red-
Safety jacket (orange-workers, green- engineers)
Safety shoe, gloves, googols, mask, belt, harness.

DIFFERENT TYPES OF SAFTY KITS

SAFETY JACKET AND HELMET

4) Avoid Open Body Transport—

While transporting labour or workers from one place another place, we
should avoid vehicles like Tractor, Dumper or any other open body vehicle
to avoid any kind of accident.

21
5) Fire Extinguisher—
At plant, laboratory even in site always sufficient quantity of fire
extinguisher must be present for avoidance any kind of fire accident during
work, with that local fire station number will be displayed over walls of plant
or lab for emergency purpose.

6)First Aid Kit—

During work if any kind of accident happen, for initially first aid treatment
have to be provided. A first aid box will always present at the work place.

7) Emergency Numbers—
If any kind of unfavourable condition come during
work or any accident happen during work to
tackle that kind of situation local police station
number, nearest hospital number with ambulance
number, nearest fire station number will display
over several points of work place for easy access
whenever required.

22
INFORMATION ABOUT CONSTRUCTION EQUIPMENTS
AND VARIOUS TYPES OF PLANTS IN ROAD
CONSTRUCTION
In highway construction project, various components are needed for
different purposes. And most of the products such as ready-mix concrete,
wet mixed macadam, cement treated base and sub base course, RE block,
precast items are manufactured from different plants which are listed
below—
➢ RMC Plant (READY MIX CONCRETE)—
RMC plant is used to produce fresh concrete by mixing cement, fine and
coarse aggregate, water and admixtures in controlled manner and maintain
accurate ratio to obtain required grade and quality.

Capacity – 30 m3 of fresh concrete produced

in 1 hour.
RMC plant has following components-
Silo- silo is a long cylindrical container to
store bulk material like cement, fly ash. A
cement silo is an essential equipment used for
ready-mix-concrete batching plant and for
concrete products makings machines. The
ready concrete mixing process cannot be
done without a cement storage silo.
Aggregate bin- aggregate bins are
containing aggregate as per size. In the time
of producing aggregates are thrown from
separate bins, then weighed according to the
quantity of the design mix, and they are
transferred into the mixing unit.

23
 Aggregate Bins
Concrete mixer- it is basically a mixer machine with a very powerful
motor, which rotates the dry ingredients and water (admixture if required)
together to make fresh mix concrete, and then poured it in the transit mixer
through the outlet.

Out Late Point

➢ WMM Plant (WET MIX MACADAM)—
There are four dip feeders for providing aggregates for WMM. Feeder use
for provide different sizes of aggregate like 40mm, 20mm, 10mm and dust.
WMM plant is also used for production CTB, CTSB, BSM-RAP. For that
there was two silos for Cement and sand.

24
 WMM PLANT
Based on the size of the aggregates they are thrown from separate bins,
then weighed according to the quantity of the design mix. And then
aggregates passes over the conveyor belt for mixed in desired proportion.
Capacity of WMM plant is 120 ton/hour or tph.

Aggregate Feeder WMM PLANT

➢ RE Block Plant—
RE block or retaining wall block is a special type of interlocking shaped
cement blocks having dimension of 200mmx200mmx100mm.

25
For construction of approaches to flyovers and road over bridges reinforced
earth technology has almost completely replaced conventional retaining
structures.
Now a days instead of heavy large reinforced blocks, this small RE blocks
are used with geo grid reinforcement to make retaining wall for flyovers.
These blocks are made in the plant by compacting the cement mixture in
the mould by high pressure and then curing by sprinkler method, after
specified intervals.

RE BLOCK PLANT

CURING AND STACK YARD (RE BLOCK PLANT)

➢ HMP (HOT MIX PLANT)—
Hot mix plant is used to make DBM (Dense Bituminous Macadam),
BC(Bearing Course) and seal coat. In this plant, different aggregates and
bitumen is heated up and mixed up at a temperature range of 150 oC to
170oC.For this high heat reason, the plant is called Hot Mix Plant.
In hot mix plant there is four bins for DBM-60 and DBM-120. DBM-60 Bin
capacity is 8Metric ton (MT) and for DBM-120 Bin capacity is 12MT. And its
Belt feeder width for DBM-60 and DBM-120 is 500mm.
Capacity of Hot mix plant is 200ton per hour.

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 HOT MIX PLANT

CONTROLER OF HMP

AGGRERGATE AND BITUMEN FEEDER

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 ➢ Aggregate Crusher and Grader—
This plant use for VSI aggregate production (Vertical shape impactor). And
use to make aggregate in uniform shape and store them as per their size
and grade (10mm, 20 mm, stone dust etc.)

AGGREGATE CRUSHER AND SROTEGE

➢ Pre cast Yard—
This yard is used to make prestressed precast road components, mainly
reinforced concrete and girder-like structures.
This yard mainly produces friction slab, crash barriers of M30 and M40
grade concrete for service road and main carriage way or flyovers
respectively.

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 PRECAST CRASH BARRIER
➢ Steel Yard—
Steel and welding yard is specially for manufacture various types of steel
moulds and reinforcement cage for prestressed concrete structure casting.
Excluding them, steel sheets, rods and steel shuttering components are
stored in this yard.

STEEL YERD
➢ Signal Making Zone—
In this area, road marking signals and posts are manufactured and painted.
Road signals are generally made by different coloured radium tapes or
paints for clear visibility in night and steel posts are coloured in white and
black alternately.

TRAFFIC SIGNAL MANUFACTURING PLANT

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 ➢ Heavy Vehicles Used in Plant—
Excavator or Power Shovel—
power shovel is a construction equipment whose purpose is to excavate
the earth and load it to the trucks or other hauling equipment waiting
nearby.
in plant, we see both wheel and crawler-mounted excavator.

Back hoe Excavator—

Backhoe excavator is a type of crawler -mounted power shovel, which
shovel is mounted on the back side of the vehicle for deep digging purpose.

Crane—
A crane is a machine used to move
materials both vertically and
horizontally, utilizing a system of
a boom, hoist, wire ropes or chains,
and sheaves for lifting and relocating
heavy objects within the swing of its
boom.

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Bitumen Container—
Bitumen container is simply a truck with a vessel type container to carry
and transport bitumen.

BITUMEN TRUCK

Transit Mixer—
Transit mixer is used to transport
fresh ready-mix concrete from RMC
plant to site. It has an inclined drum
type container to carry concrete with
a pouring outlet. The container is
continuously rotating on its axis to
avoid the settlement of concrete. The
capacity of transit mixer is 6m3.

Dumper—
a dumper is also called dump truck. It consists a trolly or container fitted on
a truck, which can be tilted in outer direction. In dump trucks, one or two
hydraulic operated pistons are provided to raise and lower the container
carrying materials.

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Some Pictures of Aggregate Storage—

SAND STORAGE

COARSE AGGREGATE STORAGE

STONE DUST STORAGE

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 SITE VISIT
Site visit is the unavoidable key component of any training process.
Through site visit, we can see the construction in real condition, interaction
with the labour and site engineers, familiar with the construction process
and industry life. During our site visit, we get into know about various
structural and highway components which is briefly described—
❑ Various Types of Under Passes—
Under Pass— Under pass is a passage constructed under any flyover to
go from one side of the service road to the other service road on the
opposite side across the main 6-lane carriage way road. It is generally
constructed to avoid the heavy traffic and make the transportation through
service road easier.
Considering the purpose, the under passes have below types—
VUP (Vehicular Under Pass)- VUP is the biggest type of under pass. As
per its name, this pass is used by some heavy vehicles such as bus, truck
etc. This under pass is 20 meter wide and 5.5 meter high. Under the pass,
the upper slab is supported upon four piers; the outer most two piers are
called abutment. From the abutment, the nearest pier is 5 meters away and
the distance between two intermediate pier is 10 meters.

VEHICULAR UNDER PASS

Each pier is supported over a pile cap consists two piles. The pier cap is
10 meter long and consist 4 to 5 pedestal to carry bearing plates, which
spreads and carry the seismic and vibrating load coming from the upper

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side. The bearing plates carry girder beams and the girder beams are
carrying the hollow and deck slab upon it.
The median portion over the VUP is kept open for the lighting and
ventilation purpose.
The grade of concrete of the components are—
Pier and pier cap-M40
Pedestal-M50
Girder beam-M50

PIER CAP, PEDESTAL, BRARING PLATE AND GIRDER BEAMS

LVUP (Light Vehicular Under Pass)- LVUP is the most common type of
under passes. LVUP is used for lighter vehicles than bus, truck i.e. four-
wheeler and three-wheeler vehicles etc. It has no intermediate pier like
VUP even some times it has no specific abutment as they are attached with
the retaining wall. Its celling is made by precast blocks forming a slab.
LVUP is 12 meter wide and 3.5
meter high.

PUV (Public Under Pass)-

PUP is the smallest type of
under pass, which is made for
only the pedestrians and two-
wheeler vehicles. It is most
likely the LVUP but here the
retaining wall plays the role of
abutment and the hight
clearance in case of PUP is
3.5 meter.

ABUTMENT

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When any flyover construction is started, the RCC slabs over the under
passes are done because they are separate component which is
connected with the road on the fly over. It is supported over the piers and
act as a connecting link for the flyover construction. Also, it helps to
measure the embankment or earth fill hight of the flyover.

❑ Box Culvert—
Box culvert is a special type of structure which is constructed by square
hollow concrete boxes. It is constructed under the ground and its roof work
as the deck slab of the road. It is constructed under the entire span of the
right of way in transverse direction for continue flow of water under the road
without disturbing the traffic flow.
The dimensions of box culvert are generally 6 to 10 meter in length, and
the hight is depending upon the characteristics of water flow. The slab
thickness if the boxes are 300 to 350 mm. the culvert is made over a 150
mm PCC layer laid on the lowest ground level after excavation.

❑ Retaining Wall and RE Blocks—

Retaining wall is a very important structures in the case of flyover, because
for this wall we can raise the embankment level by earth filling, which give
the flyovers a higher altitude then the normal road.
For past many years, conventional method of making retaining wall by large
and heavy reinforced blocks is now shifted to reinforced earth technology
due to many drawbacks of conventional methods such as difficulty in
handling for high weight, machinery needed for installation etc. and
advantages of new technology of RE blocks which are small blocks, ease
of handling and installation, interlocking capability and economical.

RETAINING WALL

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 In the process of construction, the RE blocks are laid one layer upon
another and in every second layer geogrid is provided.
Geogrid is a special type of geosynthetic in net format. It increases the
interlocking between layers and bear the tensile forces like reinforcement.
From top to bottom the provided length of geogrid is increases and tensile
force is decreases.

LAYING OF GEOGRID
With the laying of RE blocks, the earth fill is simultaneously done. After the
laying of RE blocks are completed, the earth fill is done in such a manner
that the top embankment is below one and half block from the top RE block
layer and one geogrid layer is seen. This portion is filled by filter medium
which is basically stone chips, which prevent the water to penetrate and
drains out. The top blocks are connected by an inclined long beam and
then precast crash barrier with friction slab is installed over it.

GEOGRID AND FILTERMIDIUM LAYING

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 SHUTTERING AND CASTING OF BEAM
❑ Laying Of Road Layers by Paver—
Paver is very improved laying machine which can lay road layers such as
CTSB, CTB, DBM and BC as per required hight.
In this machine, in the front a dumper is provided layer material on its front
container, from which it goes to the back where the required hight is
determined manually or computerised method. In the back there is a censor
and a levelling blade is situated. From the back the paver starts to lay the
materials and by the censor after the required depth the levelling blade
remove the excess material and lay it after it. Thus, the paver machine lay
the layers perfectly.

DBM LAYING BY PAVER

The cement treated materials are coming in normal temperature, for that
their laying is simple. But for the DBM and BC layer, which are coming from
the hot mix plant, there are some precautions are taken during laying, --
The mix batch is released from the plant to the dumper at 160oC to 175oC
temperature. During the laying, the temperature of the material should be
1500C and at 130oC it can be rolled by roller machine.

37
Rollers are used to increase the density of sub base, base and pavement
materials, by applying load on it and decreasing the sizes if spaces
between the individual particles. This will result higher density of materials,
which make it more stable under the load.
The various types of rollers are used for compaction purpose are smooth
wheeled roller, pneumatic tyred roller and
Smooth Wheeled Roller- This type of roller is used to compact granular soil
and other pavement materials. Its efficiency is depending upon weight,
width and diameter of each roller.

SMOOTH WHEELED ROLLER

Pneumatic Tyred Roller- This type of roller is more suitable for compacting
non-plastic and fine sands, DBM & BC course. Mechanically, the roller is
always be sprayed by water to be cool and compact the hot course layers
smooth and most efficiently.

PNEUMATIC TYRED ROLLER

Vibratory Rollers- These rollers are variations of the smooth wheeled roller
characterized by an internal eccentric shaft that causes them to vibrate.
They usually vibrate as the machine compacts and flattens the surface.

38
Vibratory rollers have better compaction capabilities compared to the static
smooth wheeled rollers since the vibration causes the rearrangement of
particles closer together, which results in reduction of air voids and
increased densification of the surface.

VIBRATORY ROLLERS

❑ Road Signals—
Road signals are vital for managing traffic and ensuring road safety. They
include traffic lights, road signs, and pavement markings, each serving
specific purposes.
• Traffic lights, with their red, yellow, and green signals, control the flow
of vehicles at intersections, promoting orderly movement and
reducing accidents.
• Road signs are categorized into three main types: regulatory signs,
warning signs, and informational signs. Each category serves a
distinct purpose to aid in traffic management and safety.
Regulatory Signs: These signs provide rules and regulations that drivers
must follow. Violating these signs is often subject to legal penalties.
Common regulatory signs include:
Stop Sign: Requires drivers to come to a complete stop.
Yield Sign: Instructs drivers to give right of way to other vehicles.
Speed Limit Sign: Indicates the maximum or minimum speed allowed.
No Parking Sign: Specifies areas where parking is prohibited.

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 REGULATORY SIGNS
Warning Signs: These signs alert drivers to potential hazards or changes
in road conditions ahead. They are usually yellow and diamond-shaped.
Examples include:
Curve Ahead Sign: Indicates a bend in the road.
Pedestrian Crossing Sign: Warns of areas where pedestrians frequently
cross.
Merge Sign: Warns of merging traffic lanes.

WARNING SIGNS

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Informational Signs: These signs provide useful information to drivers, such
as directions, distances, and points of interest. They are usually green,
blue, or brown. Examples include:
Highway Exit Sign: Indicates upcoming exits on highways.
Distance Sign: Shows distances to various destinations.
Hospital Sign: Directs to the nearest medical facility.
Rest Area Sign: Indicates the location of rest areas along highways.
These signs are standardized to ensure consistency and recognition by
drivers, thereby enhancing road safety and navigation.

• Road markings are visual indicators painted on the road surface to

convey information to drivers and pedestrians, aiding in the regulation
and guidance of traffic. These markings are essential for safe and
efficient road use and come in various forms, each with specific
meanings and purposes:
Lane Lines: Solid White Lines: Indicate the edge of the roadway or
separate lanes of traffic moving in the same direction. Crossing these lines
is discouraged or prohibited.
Broken White Lines: Separate lanes of traffic moving in the same direction
and can be crossed with caution.
Solid Yellow Lines: Separate lanes of traffic moving in opposite directions
and indicate that passing is prohibited.

41
Broken Yellow Lines: Separate lanes of traffic moving in opposite directions
where passing is allowed if it is safe to do so.
Crosswalks:
Marked by solid white lines or zebra stripes, crosswalks indicate areas
where pedestrians have the right of way to cross the road.
Arrows:
Directional arrows indicate the required or permitted direction of travel in
particular lane, such as left turn, right turn, or straight ahead.
Stop Lines:
Thick white lines placed across the road at intersections or pedestrian
crossings, indicating where vehicles must stop at a red light or stop sign.
Centre Lines:
Separate opposing lanes of traffic and can be solid, broken, or a
combination of both, indicating passing rules.
Edge Lines:
Solid white or yellow lines along the road's edge to delineate the boundary
of the travel lane.
Hatched Markings:
Diagonal lines or chevrons used in areas where vehicles are not allowed
to travel, such as medians or shoulder areas.
Parking Restrictions:
Markings such as curbs painted red, yellow, or white to indicate no parking,
loading zones, or other parking regulations.

THERMOPLASTIC RASIN AND PIGMENT POWDER

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Road marking colour is made by melting a special type of thermoplastic
resin paint, which consist colour pigments and thermally treated plastic in
powder form. This powder is heated up to 1800C-230oC and it is laid by
manually controlled machine, in which heating to melt the powder in liquid
form and laying of the liquid on the road at the temperature above 150oC is
done simultaneously.

LAYING OF CENTER ROAD MARKING

Road markings have a thickness of 2.5 mm and different dimensions for
different roads, which are:
Road edge line- solid white line 150mm wide and 250mm from road end
inner side.
Service road centre line- broken white lines 150mm wide,1.5 meter long
and laid at an interval of 3 meter.

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Main carriage way centre line- broken white lines 100mm wide,1.5 meter
long and laid at an interval of 3 meter.

❑ Modern Technologies Adopted In Road Construction—

➢ Anti-Glare Wall—
Anti-glare walls on roads are an innovative modern technology designed to
enhance road safety, particularly during nighttime and in adverse weather
conditions.
Anti-glare walls, also known as glare screens or glare shields, are barriers
installed on road dividers to reduce the blinding effect of headlights from
oncoming traffic, particularly at night. These barriers help improve visibility
and safety for drivers. Here are some key points about anti-glare walls:
Purpose: The primary goal is to block or minimize the glare from headlights
of vehicles in the opposite direction, which can temporarily blind drivers
and lead to accidents.

ANTI GLARE PLATES

Materials: Anti-glare walls can be made from various materials, including
concrete, metal, plastic, or other composites. The choice of material often
depends on cost, durability, and maintenance considerations.
Design: These barriers are designed to be tall enough to block the
headlights but not so tall as to obstruct the overall view of the road. They
may have a slatted or louvered design to allow for airflow and reduce wind
resistance while effectively blocking light.
Installation: They are typically installed on the top of central road dividers
(medians) or sometimes on the sides of elevated roadways and bridges.
The installation process involves securing the barriers firmly to withstand
various weather conditions and potential vehicle impacts.
In addition to enhancing safety, anti-glare walls can also contribute to
overall driving comfort and reduce driver fatigue. The implementation of
such technology reflects a commitment to leveraging modern
advancements to improve road safety and driving experience.

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 ➢ Noise And Vison Barrier—
Noise and vision barriers are increasingly utilized in modern road
construction to enhance both environmental quality and safety. Here are
key points outlining their benefits and features:
Noise Reduction:
Acoustic Performance: These barriers are designed to reduce the impact
of traffic noise on nearby residential and commercial areas.
Material Composition: Commonly made from materials such as concrete,
wood, metal, or specialized acoustic panels that absorb and deflect sound
waves.
Design Specifications: Vary in height and thickness based on the noise
levels and specific requirements of the area.
Health Benefits: Lower noise pollution contributes to improved mental and
physical health for residents, reducing stress and related ailments.

NOISE & VISION BARRIER INSTALLING AT SITE

Visual Screening:
Aesthetic Enhancement: Barriers often incorporate design elements that
blend with the natural surroundings, enhancing the visual appeal of the
area.
Privacy Protection: Provide privacy for residents and businesses adjacent
to busy roads.
Safety Improvement: Reducing visual distractions for drivers helps prevent
accidents caused by sudden visual stimuli from surrounding areas.

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 TYPES OF NOISE AND VISION BARRIER

Environmental Impact:
Wildlife Protection: Serve as a barrier to protect wildlife from wandering
onto roads, reducing animal-vehicle collisions.
Pollution Control: Some advanced barriers can also reduce the dispersion
of pollutants from vehicle emissions.
Sustainable Materials: Increasingly made from recycled or sustainable
materials to minimize environmental impact.
The integration of noise and vision barriers into road design reflects a
commitment to creating safer, quieter, and more visually pleasing
environments.
In summary, noise and vision barriers are essential modern tools in road
construction, offering multiple benefits that enhance quality of life, improve
safety, and contribute to environmental sustainability.

➢ Road Stud—
Road studs are a crucial part of safety in today’s road construction. They
are small, reflective devices that are placed along roads to improve visibility
and guide drivers. They are often referred to as “cat's eyes,” because of
their distinctive shape and bright reflective properties.

46
The studs shall be made up of engineered polymer for superior impact
resistance and weather ability. The marker should support a load of 20 MT
without brakeage or significant deformation. Its dimension is 100mm
diameter and 20mm hight.

SHAPE OF ROAD STUD

Road studs are generally of 2 variants—
Red road studs (curve, sharp edges, joining of side lanes etc.)
Yellow road studs (straight road lane line, centre line and cross line)
The spacing between two studs are normally 2.5 meter.
For placing them, first of all holes are made on the road. Then an adhesive
mixture of two chemical (sample-A & B) and a powder material(sample-C)
is poured in the holes and placed the stud into the holes by hammering.

FIXING OF STUD BY HAMMERING

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Road studs should be placed in areas where visibility is poor or the risk of
accidents is high. This may include sharp curves, hills, intersections,
pedestrian crossings, and work zones.
Now a days, some soler powered studs are used which lighted up in the
night and guide the drivers about the right route.

➢ Ground Improving by Geosynthetic Material—

During the construction of flyovers, if the soil is unable to match the safe
bearing capacity range even to a certain depth below the ground level.
Then the soil is first stabilized by pond bottom ash or fly ash and then
compacted as per the conventional method of increasing bearing capacity
of soil.
But now a days, geosynthetic materials replaced the place of stabilizing
materials. In this process, after the conventional method completed, the
soil is covered by geogrid and then a layer of soil is laid over it and after
compaction, the soil is covered by geosynthetic material, which is available
in the form of a white sheet. The sheet is waterproof so it prevents the
penetration of water through soil and thus it increases the bearing capacity
of soil.

GROUND IMPROVING

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