Govt Polytechnic Chitradurga

CHAPTER 1 ABOUT COMPANY

CNS Constructions Internship provides fresher an exposure practically at
site and technically at classroom. As a fresher it is hard to get a job and from this
course fresher will be well trained before joining any company as he gets exposed
in many fields as per the industrial requirement.

During this course the company also provided opportunity to attend site
visits to understand the nature of work practically over there. And also gets an
opportunity to get connected with various people from the industry.

We get to learn industrial requirement from the expert trainers who are
industrial experts. They share their work experience and teach students. They train
students to get ready for the requirements as per the industry.

The CNS CONSTRUCTIONS is the authority that looks into all kinds of
public sector works in Karnataka.

Vision
To be the leading brand in construction recognized for quality and
innovation, supporting our staff and the communities in which we work, by being
the contractor of choice in our market.

Mission
Our Mission is to understand our client needs to deliver high–quality
buildings on time and on budget. We will be recognized for being innovative and
collaborative, developing our team, having long-term relationships with our
clients and supply chain, while contributing to the community in which we
operate.

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Office details and address
Name : CNS CONSTRUCTIONS.

Office address : Proprietor Santhosh Kumar CN, Fort, Channapatna.

Email : [email protected]

Phone number : 7892256788

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CHAPTER 2 Introduction and OJT-1

Abstract:-

The rigid pavements which are made up of concrete shows some

detrimental structural characteristics such as a very low tensile strength, limited
ductility, little resistance to cracking, brittle failure mechanism in tension etc. Due
to these undesirable characteristics of concrete, generally the reinforcement is
provided in the form of continuous steel bars placed in the concrete structure in
the appropriate positions to withstand the imposed tensile and shear stresses.
Rigid pavement are those which contains sufficient beam strength bridge over the
localized sub-grade failures and areas of in adequate support.

Review of literature:

1. Dipan Patel (2013). Use of steel fiber in rigid pavement. Global

research analysis volume:2 Issue:6 june2013. ISSN No 2277-8160 :
This paper deals with experimental investigation of M-20 grade concrete
to study the compressive strength, and tensile strength of steel fiber
reinforced concrete (SFRC) containing fibers of 0.4% and 0.5% volume
fraction of Crimped Steel fibers of 50 aspect ratio. Results obtained has
been analyzed and compared to each other. A relationship between
Compressive strength vs. days, and flexural strength vs. days was
established. Results shows percentage increase in 7 and 28 days
Compressive strength and Tensile strength for M-20 Grade of Concrete.

2. Arvind Dewangan et al; Analysis of pavement for national

highway. International Journal of Computer Technology and
Economics Engineering (IJCTEE) volume:2 Issue:1. ISSN NO 2249-
6343: This paper evaluates the strength characteristics of the soil
subgrade, this helps the designer to adopt the suitable values of the
strength parameter for design purposes and in case this supporting layer

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does not come upto the expectations, the same is treated or conditioned to
suit the requirements. The plain cement concrete slabs are expected to take
up about 40 kg/cm2 flexural stress. As the rigid pavements slab has tensile
strength, tensile stresses are developed due to the bending of the slab
under wheel load and temperature variations thus the type of stress
develop and their distribution within the cement concrete slab are quit
different. The rigid pavement does not get deformed to the shape of the
lower surface as it can bridge the minor variation of lower layer.

3. Use of Eco-Friendly Material like Fly Ash in Rigid Pavement

Construction & It’s Cost Benefit Analysis- Mr.Nagesh Tatoba
Suryawanshi, Mr. Samitinjay S. Bansode, Dr. Pravin D. Nemade: Fly
ash is generated in huge quantities every day in major thermal Power
Station’s of Maharashtra. The safe disposal of this fly ash is the major
socio-economic problem before the authorities and is becoming a costly
affair for them. Conventional method of concrete road construction
consumes the natural resources like stone metal, sand, murum etc. and
hence causes ecological imbalance. The use of fly ash in concrete
road construction will save such resources. The cement is also costly
ingredient of concrete. A part of cement and sand can be replaced by good
quality fly ash to the extent of 10-30 percent and 5-15 percent
respectively. This would results in lowering cost of resultant concrete
without any loss in strength. The use of fly ash will solve the disposal
problem and automatically reduce the construction cost. Hence this paper
is aimed to describe the use of fly ash in rigid pavement construction.

4. STUDY OF RIGID PAVEMENTS – Ashlesha Deshmukh, Prof. Ahsan

Rabbani, Prof. N.K. Dhapekar: In a developing nation like India, the
construction and improvement of high quality roads plays an important
role. In this research paper, Chi-Square hypothesis is performed to study
different parameters for designing rigid pavements. The hypothesis

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performed includes relationship between time and deflection for different
truck speed and effect on compressive and flexural strength with steel
fibers in rigid pavements. Study of compressive strength with eco-friendly
material like fly ash is carried out in rigid pavements. Hypothesis reveals
cost benefits in pavement if UFS (Used Foundry Sand) are used as an
ingredient for M-20 mix design concrete. Relationship between various
physical-mechanical characteristics of recycled aggregates and calculation
of relationship between nodal deflection and pavement thickness are also
studied.

5. Design of Rigid and Flexible Pavements by Various Methods & Their

Cost Analysis of Each Method- Saurabh Jain, Dr. Y. P. Joshi , S. S.
Goliya: paper discusses about the design methods that are traditionally
being followed and examines the “Design of rigid and flexible pavements
by various methods & their cost analysis by each method”.
Flexible pavement are preferred over cement concrete roads as they
have a great advantage that these can be strengthened and improved in
stages with the growth of traffic and also their surfaces can be milled and
recycled for rehabilitation. The flexible pavements are less expensive also
with regard to initial investment and maintenance. Although rigid
pavement is expensive but have less maintenance and having good design
period. The economic parts are carried out for the design pavement of a
section by using the results obtain by design method and their
corresponding component layer thickness. It can be done by drawing
comparisons with the standard way and practical way. This total work
includes collection of data analysis various flexible and rigid pavement
designs and their estimation procedure are very much useful to engineer
who deals with highways.

6. COMPARATIVE STUDY OF DESIGN CHARTS FOR RIGID

PAVEMENT- Sanjeev Gill , Dr.D.K.Maharaj, Shri Venkateswara.,

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The paper reveals that the effects on the maximum bending tensile
stress are quite significant due to the modulus of subgrade reaction,
modulus of elasticity of concrete and slab The Maharaj and Gill method
have performed axis symmetric finite element analysis by varying
parameters, the thickness of pavement, pressure and elastic modulus of
subgrade. The advantage of this method is that four types of design charts
have been presented which other methods have noted done. First type of
design chart has been plotted between thickness of pavement and nodal
deflections for various pressures for a particular elastic modulus of soil.
Second type of design chart has been plotted between thickness of
pavement and element stress for various pressures for a particular elastic
modulus of soil. The third type of design chart has been plotted between
thickness of pavement and nodal deflections for various elastic module of
subgrade for a particular pressure. Each of the design charts has three
parameters. For two known parameters, the third parameter can be
obtained.

Construction site safety rules

1. Wear the PPE at all the times.
2. Do not start work without an induction.
3. Keep a tidy site.
4. Do not put yourself or others at risk.
5. Follow safety signs and procedure.
6. Never work in unsafe areas.
7. Report defects.
8. Never tamper with equipment.

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Equipments used for construction

Concrete mixer
This is a power mechanically operated machine which is used to mix the
concrete. It consists a hollow cylindrical part with inner side wings, in which
cement, sand aggregates and water is mixed properly.

Fig 2.1 Concrete mixer

Concrete transportation instruments

The process of carrying the concrete mix from the place of its mixing to
final position of deposition is termed as transportation of concrete. There are
various methods of transportation as mentioned below-

1. Transport of concrete by pans.

2. Transport of concrete by wheel barrows.
3. Transport of concrete by tipping Lorries.
4. Transport of concrete by pumps.
5. Transport of concrete by belt conveyers.

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Fig 2.2 wheel barrow

Fig 2.3 concrete truck mixer

Fig 2.4 Concrete boom

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COMPACTORS

There are two types’ methods of compaction.

1. Manual Compaction

2. Mechanical Compaction

There are four types of mechanical vibrators

1. Immersion or needle vibratory

2. Extended or shutter vibrator

3. Surface vibrator

4. Vibrating table

At our construction site needle type of vibrator was used for compaction of
concrete.

Fig 2.5 Needle vibrator

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Fig 2.6 Personal protection equipment used at site

Fig 2.7 Tools used at construction site

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OJT-1

Rigid Pavements
Here the detail study of geographic and population of the Chitradurga
town. The town has industrial, economic and social development of the city and
population of each village is absolutely necessary to re-connect to the main roads.

(Rigid) Pavements are usually constructed using plain cement concrete

slabs having high flexural strength. It serves as a good and durable wearing
surface as well as an effective and strong base course for highway pavements.

The routine and periodic maintenance cost is very low, where only
maintenance of joints are required. The life cost of rigid pavement is much lower
than flexible pavements. Where rigid pavements are generally designed and
constructed for 30 years.

Rigid pavements possess high flexural strength or flexural rigidity. The

rigid pavements are made of Portland cement concrete either plain, reinforced or
pre-stressed concrete. Stress transfer in rigid pavement occurs through slab action
and is capable of transmitting the wheel load stresses to a wider area below. In
rigid pavement tensile strength and tensile stresses are developed due to the
bending of the slab under the wheel load. Providing a good base at subbase course
layer under the cement concrete slab increase the pavement life considerably and
there for workout more economical in the long run. The rigid pavements are
usually designed and the stress are analyzed using the elastic theory.

1. Rigid pavements, though costly in initial investment, are cheap in long

run because of low maintenance costs. There are various merits in the use
of Rigid pavements (Concrete pavements) are summarized below:
2. Besides the easy available of cement, concrete roads have a long life and
are practically maintenance-free.
3. Another major advantage of concrete roads is the savings in fuel by
commercial vehicles to an extent of 14-20%. The fuel savings themselves
can support a large program of concreting.

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4. Concrete roads can withstand extreme weather conditions -wide ranging
temperatures, heavy rainfall and water logging.
5. Though cement concrete roads may cost slightly more than a flexible
pavement initially, they are economical when whole-life-costing is
considered.
6. Reduction in the cost of concrete pavements can be brought about by
developing semi-self compacting concrete techniques and the use of
closely spaced thin joints. R&D efforts should be initiated in this area.

Components of rigid pavement and there functions:

1. Prepared soil subgrade.
2. Granular sub-base (GSB) or drainage layer.
3. Base course/ (DLC-Dry lean concrete).
4. CC pavement slab using PQC (paving quality concrete).

Fig 2.8 Components of rigid pavement

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1. Prepared soil subgrade:
1. The soil subgrade of rigid pavement consist of natural or selected soil from
identified borrow pits fulfilling the specified requirements.
2. The soil subgrade is well compacted to the desired density and to the
required thickness.
3. The soil subgrade is the lower most layer of the pavement structure which
ultimately supports all other pavement layer and traffic loads.
4. A good soil subgrade / well compacted and prepared soil subgrade gives
long service life to the pavement.
5.

2. Granular sub-base (GSB) or drainage layer:

1. The GSB course has to serve as an effective drainage layer of the rigid
pavement to prevent early failures due to excessive moisture content in the
subgrade soil.
2. Crushed stone aggregate are preferred In the granular sub-base course as
this material has high permeability and serves as a effective drainage layer.
3. Coarse graded aggregates with low percent of fines (<5% finer than 75
micron sieve) will serve as food drainage layer.
4. An effective drainage layer under the CC pavements has the following
benefits:
a. Increases in service life and improved performance of CC pavements.
b. Prevention of early failures of the rigid pavements due to pumping and
blowing.
c. Protection of the subgrade against frost action in the frost susceptible
areas.

3. Base course: ( Dry lean concrete):

1. The granular base course is generally provided under the CC pavement
slab in low volume roads and also in roads with moderate traffic loads.
2. On roads carrying heavy to very heavy traffic loads high quality base
course materials such as dry lean concrete are preferred.

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3. In the base course of the CC pavement as they are designed for a life of 30
years or more with good maintenance. The CC pavement are expressed to
provide a service life of 40 years or even more.
4. The DLC layer provides a uniform support, high K value and excellent
working platform for laying the PQC slab with a sensor paver.
5. The suppression member is spread on the top of the DLC/ base course
before laying the CC pavement slab.

4. CC pavement slab: (Paving Quality Concrete -PQC:

1. M-40 cement concrete mix with a minimum flexural strength of 45
kg/cm2 is recommended by the IRC for use in the CC-pavements of
highways with heavy to very heavy traffic loads.
2. The C pavement slab is extended to with stand the flexural stress caused
by the heavy traffic loads and the warping effects in the CC pavements
due to the temperature variations.
3. The high quality CC mix with high flexural strength is used for the
construction of PQC slab of the CC pavement.
4. The CC pavement slab as considerable flexural strength and spreads the
applied load/ wheel loads over a large area by slab action.
5. The slab prevents the infiltration of excess surface water in to the sub-
base.

Construction of sub-grade:

General:
The sub-grade can be defined as a native soil compacted to with stand the
loads above it or highway subgrade are basement soil may be defined as the
supporting on which pavement and its special under course rests.

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Materials:
a. Soil.
b. Moorum.
c. Gravel.
d. Mixture of aggregates.

Requirements of materials:
1. Material should be free from organic matter and soluble salts.
2. Materials used is non expansive soil.
3. The size of aggregate should be less than 50mm
4. Liquid limit should be less than 50%
5. Plasticity index should be less than 25%
6. MDD should be grater than 1.75grm/cm3
7. Soluble sulphates should be less than 0.5%
8. Maximum compacted dry density should not be less than 97%.

Construction procedure:
1. The site should be cleared off and the top soil consisting of grass ,roots
,rubbish and other organic matter are to be removed.
2. After site has cleared the work should be set out .Before spreading the
material batter pegs are marked on both sides of an embankment at regular
intervals.
3. The selected soil in the loose condition is spread to a uniform thickness
using appropriate equipment over a prepared ground.
4. Additional water as required is sprayed so as to obtain the OMC of the soil
determine from the laboratory compaction test.
5. The soil with the added water is mixed thoroughly using appropriate
equipment so that the water gets distributed in the soil layers uniformly.
The mixed soil is spread again to the uniform layer thickness by using
graders.

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6. The soil layer is compacted by a rolling, by vibratory roller of 80 to
100KN static weight or heavy pneumatic tiered roller.
7. The soil layer is compacted by rolling using the selected equipment so as
to obtain the specify density.
8. Bring the proper camber profile of the compacted surface.
9. The soil is spread over the already compacted layer, water added mixed
and compacted as mentioned above.
10. The process is repeated until the desired height of the sugrade is archived.

Construction of granular sub-base or drainage layer:

General:
The GSB course have to serve as an effective drainage layer of the rigid
pavement to prevent early failures due to excessive moisture content in the
subgrade soil. It also supports the other pavement layers.

Materials:

a. Crushed stone aggregates

b. Gravel.
c. Coarse sand.
d. Crushed slag.
e. Crushed bricks.
f. Crushed concrete.
g. Natural sand
h. Moorum.
Requirements of materials:
1. A material should not contain organic matter or other deleterious
constituents.
2. The aggregate size should be less then 75mm.
3. Water absorption of the aggregates should be less then 2%
4. Aggregate impact value should less than 40% • Liquid limit should be
less then 25% • Plasticity index should be less then 6%.
5. CBR value should be grater then 30%.
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a. For high volume roads CBR should be minimum 30%

b. For low volume roads CBR should be less then 20%.

Gradation: (% passing by weight).

Is I II III IV V VI
sieves
in mm
75 100 - - - 100 -
53 80-100 100 100 100 80- 100 100
26.5 55-90 70-100 55- 75 50-80 55- 90 75- 100
9.5 35-65 50-80 - - 35- 65 55- 75
4.75 25-55 40-65 10- 30 15-35 25- 50 30- 55
2.36 20-40 30-50 - - 10- 20 10- 25
0.85 - - - - 2-10 -
0.425 10-15 10-15 - - 0-5 0-8
0.075 <5 <5 <5 <5 - 0.3
Table 2.1 Gradation of aggregates

Construction procedure:
The GSB layer is constructed on the top of the prepared subgrade therefore
first the surface of the subgrade is checked and grass and vegetation if any are
removed. The grade and the cross slope of the top surface of the subgrade are
corrected as required. The construction steps are give below:

1. The subbase material is spread to the uniform thickness and specified

cross slope using a mortar grader by adjusting the blade of the grader.
2. The moisture content of the material is checked and the additional
quantity of water required to bring up to the optimum moisture content
is sprinkled at an uniform rate using a truck mounted sprinkler. • The
water material is mixed properly using machinery such as disc harrows
and rotavators.
3. The mixed material is spread to the desired thickness, grade and camber
using a mortar grader with hydraulic controls of the blade.

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4. The loose GSB layer is compacted by rolling if the compacted thickness
of the layer is 100mm or lesser an ordinary smooth wheeled roller may
be used. For compacted thickness exceeding 100mm and up to 225mm
compaction is don by vibratory rollers of static weight 10 tons or more.
5. Rolling is done starting from the lower edge and proceeded towards the
centre of the un divided carriage way or towards the upper edge of the
divided carriage way with a minimum 1/3 rd overlap between each run of
the roller. The rolling speed is limited to less than 5kmph.
6. Rolling is continued till at least 98% of maximum density of the
material is archived.
7. The surface level tolerance will be (+ or -) 6 mm.

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CHAPTER 3 OJT-2
Construction of dry lean concrete (dlc) sub-base:

General:
The granular base course is generally provided under the CC pavement
slabs in low volume roads and also roads with moderate traffic loads. An roads
carrying heavy to very heavy traffic loads high quality base course materials such
as DLC are preferred.

Materials:

1. Cement: OPC 43, Portland slag cement, Portland Pozzolana cement. If the
subgrade is found to consist sulphates more than 0.5% cement shall be sulphate
resistance.

2. Aggregates:

a). Coarse aggregate:

1. Loss angles abrasion value should be less than 35 %
2. Combined elongation and flaky index should be less than 35%
3. Water absorption should be less than 2%
4. Soundness for 5 cycles : sodium sulphate should be less than 12% and
magnesium sulphate should be less than 18%.
5.

b). Fine aggregate : Natural sand/ crushed stone sand. Gradation:

Is sieves % passing by weight

26.50mm 100
19mm 75-95
9.50mm 50-70
4.75mm 30-55
2.36mm 17-42
600 micron 8-22
300 micron 7-17

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150 micron 2-12
75 micron 0-10
Table 3.1 Gradation of aggregates

c). Water: It should be free from oil ,salts, acids, and vegitable matter.

d). Storage of materials: Place the material with slope such that rain
water should be drained off .
e). Proportioning of the material for the mix: Aggregate and cement
material ratio of 15:1

f). Moisture content: The moisture content should be +2% keeping in view
effectiveness of compaction archived.

g). Cement content: The cement content should not be less than 150kg/m3 .

h). Concrete strength : The average compressive strength of 5 cubes shall

not be less than 10Mpa at 7 days. Single cube compressive strength should be
minimum 7.5Mpa at 7 days.

Construction procedure:

Batching and mixing: The batching plant shall be capable of proportioning

the material by weight. The plants should have higher capacity by 25% than the
proposed laying arrangements.

Transporting : A plant mix lean concrete shall be discharged immediately

from the mixer. The concrete shall be transported by tipping trucks. And they
should be a continues supply of the material. To feed the laying equipment to
work at a uniform speed and in an un interrupted manner.

Placing: Dry lean concrete shall be placed by a paver with electronic sensor on
the drainage layer. The equipment shall be capable of laying the material in one

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layer in an even manner without segregation. Dry lean concrete shall be placed
and compacted across a full width.

Compaction:

1. The compaction should be carried out immediately after the material is lied
and levelled, rolling shall be continued on the full width.
2. The minimum dry density obtained shall not be less than98%.
3. Spreading compacting and finishing not to exceed 90min when temperature
is 250c to 300c. And 120 min if less than250c.
4. It is desirable to stop concreting when the temperature is above 350 c .
5. Double drum smooth wheeled vibratory rollers of minimum 80-100KN
static weight are suitable for rolling dry lean concrete.

Joints: Construction and longitudinal joints shall be provided.

Curing: Curing may be done by covering the surface by gunny bags which shall
be kept wet continuously for 7 days by sprinkling water. Surface level tolerance
should be (+ or -)5mm.

Construction of cement concrete (CC)

General:
The work shall consist of construction of un reinforced, dowel bars ,plain
cement concrete pavement in accordance with the requirements.

Materials:
a. Cement: Ordinary Portland cement 43 & 53 grade, Portland slag cement,
Portland pozzolana cement.

b. Chemical admixtures: Chemical admixtures are permitted to improve

workability of concrete and setting time.

c. Silica fumes: Silica fumes are used as an admixture in the proportion of 3 to

10 percent of cement.

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d. Fibres: Fibres are used to reduce the shrinkage cracking and post cracking.
The fibres may be steel fibres or polymer synthetic fibre. With a diameter of 10
micron to100 micron ad length 6 to 48 mm and suggested do sages should be 0.6
to 2kg/cm3.

e. Aggregates:

Coarse aggregate:

1. It should contain clean, hard, strong, dense, non porous and durable pieces
of crushed stone or crushed gravel.

Requirements:

1. Abrasion value should be less than 35%

2. Combined EI and FI should be less than 35%
3. Water absorption should be less than 2%
4. Soundness for 5 cycles sodium sulphate should be less than 12%, and
magnesium sulphate should be less than18%.

Fine aggregates:

1. Fine aggregates shall consist of clean natural sand or crushed stone sand or
a combination of two. It should be free from soft, clay, organic and other
matters.

Gradation:
Is sieves % by weight passing the sieve
31.5mm 100
26.5mm 85-95
19mm 68-88
9.5mm 45-65
4.75mm 30-55
600 micron 8-30

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150micron 5-15
75 micron 0-5
Table 3.2 Gradation of aggregates

f. Water: It should be clean, free from oil, salts, acid and vegitable matter.

g. Steel:

1. Dowel bars:- Mild steel bars

2. Tie bars :- HYSD bars. h. Joint fillers: Joint filler board for expansion
joints up to 20 to 25 mm thickness.

i. Joint sealing compound: The joint sealing compound shall be of hot

poured, elastomeric type or cold poly sulphide, silicon.

j. Storage of materials: Materials should be placed with slope such that rain
water should be drained off.

k. Proportioning for concrete: The mix design is based onIS:10262.

l. Cement content: The cement content should be 360kg/m3. And we should

not be less than 310 kg/m3 when blended with fly ash of 20%.

m. Concrete strength: The flexural strength of the concrete should not be

less than 4.5Mpa.

n. Preparation of base: Clean DLC with mechanical broom or air

compressor.

o. Separation member: A Separation member shall we used between the

concrete slab and the subbase. Separation member with PVC sheet 125 micron
thick is used.

p. Form work: Fixed form are side form type and slip form type.
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q. Joints:

1. Longitudinal joints: Tie bars

2. Transfers joints : Dowel bars

Construction procedure: Batching and mixing: Batching and mixing of the

concrete shall be done at a central batching and mixing plants with automatic
controllers. Plant should have higher capacity by25% as the propelled laying
arrangements.

Transporting: Transporting is done by transit mixer and dumper.

Hauling and placing of concrete: Spreading, compacting and finishing not

to exceed 90 min when temperature is 200c to 300c . 120 min if less than 250c.
and work shall not proceed and reject when temperature is high.

Compaction: Compaction is done by screed vibrators the compaction should

be carried out immediately after the material is laid and levelled.

Finishing: Finishing is done by flat and finishers.

Texture: Texture is done by trimming and brushing.

Curing: Covering the surface by gunny bags, pounding, sprinkling water

continuously for 28 days and the surface tolerance should be (+ or -) 5mm.

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Fig 3.1Tie bars

Fig 3.2 Dowel bars

Precautions to be taken before concreting on site:

1. The site should be properly prepared by removing any vegetation, debris

or loose soil from the area.
2. The subgrade should be properly compacted and leveled to provide a
stable base for the concrete.
3. Proper formwork should be installed to ensure the concrete is poured to
the desired shape and dimensions.

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4. The formwork should be properly braced and secured to prevent it from
shifting or collapsing while the concrete is being poured.
5. Reinforcements such as steel bars or meshes should be properly laid out
and secured in place.
6. Any required plumbing or electrical works should be completed before
the concrete is poured.
7. The weather conditions should be checked to ensure there is no chance of
rain or other adverse conditions that could affect the quality of the
concrete.
8. The concrete mix should be properly proportioned and tested to ensure it
meets the required strength and durability requirements.
9. The correct transportation and handling techniques should be used to
avoid segregation, loss of slump or contamination of the concrete.
10. Proper curing and protection methods should be applied to ensure the
concrete attains its required strength and durability. This includes the use
of curing compounds, protective coverings and the provision of adequate
ventilation and temperature control.

Precautions to be taken during concreting on site:

1. Proper equipment and tools should be used to avoid accidents or mishaps.

This includes wearing appropriate personal protective equipment (PPE).
2. The concrete should be properly placed and consolidated to avoid
segregation, honeycombs or voids. This can be achieved by using proper
vibration techniques or other approved methods.
3. The concrete should be poured in layers of uniform thickness to avoid
uneven settling or cracking.
4. The concrete should be protected from excessive exposure to sun or wind,
which can cause rapid evaporation and shrinkage of the concrete.
5. The temperature of the concrete should be monitored and controlled
during placement and curing to prevent thermal cracking.

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6. The concrete should be cured properly to ensure it develops the required
strength. This includes keeping the concrete moist and covered with a
protective layer.
7. The site should be properly cleaned and cleared of any debris or
equipment after the concrete has been placed.
8. Workers should be properly trained and supervised to ensure they follow
all safety procedures and guidelines.
9. The concrete should be tested regularly to ensure it meets the required
strength and durability requirements.
10. The site should be properly secured and protected from unauthorized
access to prevent accidents or damage to the concrete.

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CHAPTER 4 Consolidation of OJT-1 & OJT-2
So many things we had learned from the Case 1 & 2 and these are nothing
but Chapters 2&3.

We studied or learned about the WMM laying of road work and different
types of joints in rigid pavements. And also studied that what are precautions to
be taken before and during WMM & Concreting on site, and what type of tests
should be conducted for WMM. And requirements of pavements structure.

We learned what are the safety measures that are going to be follow while
the construction of any road, buildings etc… And how the concrete mixer is
working and how the compactors and vibrators using to settle the concrete
properly to increase the strength, and types of compaction methods that is using
for suitable work.

And also studied Review of the literature, and components and functions
of subgrade, subbase, base-course, etc., and how to construct a Rigid pavements
as per design and specifications.

With the above learning’s form OJT-1 & OJT-2, we can add some general work
details with respect to CC (Rigid pavement) road construction.

Different types of joints in rigid pavement:

1. Expansion Joints: Expansion joints are designed to allow concrete to

expand and contract due to temperature changes. These joints are typically
placed at intervals of 30 to 60 meters and are filled with a compressible
joint filler material.
2. Contraction Joints: Contraction joints are placed at intervals of every 3-6
meters in the concrete slab to control shrinkage cracking. These joints are
created by sawing the slab after it has cured to a depth of about one-third
the thickness of the slab.
3. Construction Joints: Construction joints are created to separate different
sections of the pavement. These joints are created when the concrete is
poured at different times or with different mix designs. Construction joints

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are typically located at the end of the day's work or when work is
temporarily stopped for any reason. These joints are typically sealed with a
joint sealer material to prevent water and debris from entering the joint.

Requirements of pavement structures:

1. Strength: The pavement structure should have sufficient strength to

withstand the anticipated traffic loads without excessive deformation or
cracking.
2. Stability: The pavement structure should be stable and resistant to
deformation under traffic loads.
3. Drainage: The pavement structure should have proper drainage to prevent
water from accumulating and weakening the layers.
4. Durability: The pavement structure should be durable and able to
withstand environmental factors like freeze-thaw cycles and harsh weather
conditions.
5. Skid Resistance: The pavement structure should provide adequate skid
resistance to prevent accidents due to loss of traction.
6. Smoothness: The pavement structure should also be smooth to provide
comfortable and safe driving.
7. Adequate Layers: The pavement structure should have adequate layers
of material, each serving a specific purpose, to provide the required
strength and stability.
8. Proper Materials: The pavement structure should consist of proper
materials based on the soil type and climate conditions.

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PHOTO GALLERY:

Introductory talk from industry supervisor on internship and technical works.

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Site photos during work:

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CONCLUSION

1. The internship is a bridge between the theoretical knowledge and the practical
or the reality work at the field of construction or civil engineering work.
2. We all who take the internship class go the companies that already working
either as a consultant or a contractor. This program played an important role to
break the conventional thought that field works can be only implemented by
students who hold a degree or people who have an experience in building
construction.
3. As an undergraduate, this training program was an excellent opportunity for
me to get to the ground level and experience the things that I would have
never gained through going straight into a job. Internship was very great
opportunity I got to apply the theories that I learnt with the real industry for
real situations.
4. Having exposed to situations I was able to obtain lot of experiences which will
be definitely helpful to attain success in my future career as an engineer.
5. Finally, I can say with a great pleasure that 16 weeks of internship was a
helpful period of time for me to excel my skills.
6. The experience I gained through this training program will be a strong
foundation to my career.

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REFERENCES

[1] Highway engineering by S.K.KHANNA, C.E.G. JUSTO and

A.VEERARAGAVAN. Text book.
[2] Principles and practice of highway engineering by L.R KADIYALI, and N.B
LAL text book.
[3] Ministry of road transport and highways (MORTH). Fifth revision. IV. Indian
road congress (IRC).
[4] IRC-58-2011 Guidelines for the design of plain jointed rigid pavements for
highways.
[5] IRC-9-1972 Traffic census on Non – urban road.
[6] R Srinivas Kumar, Book of Highway Engineering.
[7] Chankroborty Book of Highway Engineering.
[8] AASHTO 1993, “AASHTO Guide for Design of Pavement Structures”,
American Association of State Highway and Transportation Officials,
Washington, D.C.
[9] IRC: 37-2001 “Code of guideline for the design of flexible pavement ”, Indian
Road Congress, New Delhi 2001.
[10] IRC: 58-2002 “Code of guideline for the design of plain jointed rigid
pavement for highway”, Indian Road Congress, New Delhi 2002.

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