Practical Training Report on ‘Constuction Of School Building’

At Vaishali , Bihar

SUBMITTED FOR THE PARTIAL FULLFILLMENT FOR THE AWARD

OF

Bachelor of Technology

IN

CIVIL ENGINEERING

BY
Alok Kumar

(22098116771003)

TO
Mr. Manik Goyal

HOD, Civil Engineering Department

CIVIL ENGINEERING DEPARTMENT

Ch. Devi Lal State Institute of Engg. & Tech.

(Panniwala Mota) Sirsa – 125055, Haryana, INDIA

Affiliated to CDLU , SIRSA

i
 About

Beacon Global Infra is a 6 years 2 months old Proprietorship Firm incorporated on 25 -Jul-
2018, having its registered office located at B 508, X, Prem Nagar, Central Delhi, Street No 2,
Dehli, Delhi. The major activity of Beacon Global Infra is Manufacturing, Sub-classified into
Construction of building and is primarily engaged in the Construction of buildings carried out
on ownaccount basis or on a fee or contract [Link] Global Infra is classified as Micro
enterprise in the financial year 2023-24. It has its unit situated at Dehli, Delhi. Branch Dehli,
Central, Delhi Beacon Global Infra, B 508, X, Prem Nagar, Central Delhi, Street No 2, Dehli,
Central, Delhi, 110008

ii
iii
 CANDIDATE’S DECLARATION

This is to certify that, ALOK KUMAR student of [Link] (Civil)-7th Semester

Roll No.220981166771003 has undergone industrial training in "BEACON
GLOBAL INFRA (BGI) " as required by two months industrial training for the
award of degree of [Link] Civil Engineering, Ch. Devi Lal State Institute Of
Engineering And Technology, PanniWalla Mota, Sirsa and prepared the report
entitled “School Building” which is an authentic record of my work carried out
Opposite Jaipur International Airport, Jaipur. If any discrepancy is found
regarding the originality of this project, I may be held responsible. I have not
copied from any report submitted earlier this university or any other university.
This is purely original and authentic work.

Alok kumar
22098116771003

iv
 CERTIFICATE

This is to certify that the Practical Training in the Project “Construction Of

School
Building”, has been completed and a report has been submitted by Alok Kumar
( Roll No. 22098116771003) to the Department of Civil Engineering, CDLSIET,
for the award of the degree of [Link]. in Civil Engineering. The candidate has
been evaluated through a departmental evaluation procedure under Course
Practical Training and found eligible/ineligible to pass the course.

Mr. Manik Goyal (HOD, CE)

Co-ordinator
Practical Training

v
 ACKNOWLEDGEMENT

It is my pleasure to be indebted to various people, who directly or indirectly

contributed in the development of this work and who influenced my thinking,
behavior, and acts during the course of study.
I express my sincere gratitude to Director-Principal of CDLSIET, Panniwala
Mota, Sirsa for providing me an opportunity to undergo summer training. I
grateful to our respected guide Mr. Manik Goyal (HOD, CE.) at CDLSIET,
Panniwala Mota, Sirsa for his kind, disciplined and invaluable guidance.
It is my privilege to express my sincerest regards to my training coordinator, Er.
Md. Rafiq Kumar, for their valuable inputs, able guidance, encouragement,
whole-hearted cooperation and constructive criticism throughout the duration
of my internship. I deeply express our sincere thanks to Md. Prince Kumar, for
encouraging and allowing me to do internship in Constructio Of School
Building , took out time to hear, guide and keep me on the correct path.
I also extend my sincere appreciation to Mr. Manik Goyal, HOD Civil
Engineering Department at CDLSIET, Panniwala Mota, Sirsa who provided his
valuable suggestions and precious time in accomplishing my project report.
Lastly, I would like to thank the almighty and my parents for their moral support
and my friends with whom I shared my day-to-day experience and received lots
of suggestions that improved my quality of work.

Alok Kumar
(22098116771003)

vi
 TABLE OF CONTENT

CANDIDATE’S DECLARATION …………..……………….……………... iii

CERTIFICATE ………………………….…………………………….……... v

ACKNOWLEDGEMENT …………………..…….………………………… vi

Chapter.1: P.W.D. : AN OVERVIEW …………………………………………………… 1

Chapter.2: INTRODUCTION ………………………………………………………….. 2-6

2.1: TYPES OF PAVEMENT …………..…………………………………. 3-

5

2.2: TYPES OF CONCRETE PAVEMENT …………...……………………..

6

Chapter.3: PROJECT OVERVIEW ……………………………...…………….....…….. 7

Chapter.4: MATERIAL USED ……………………………...………………………… 8-13

Chapter.5: QUALITY CONTROLAND QUALITY ASSURANCE ………………..…… 14

Chapter.6: METHODOLOGY……………………………………...…….…………… 15-23

Chapter.7: PLANT AND MACHINERY ………………………...……….…………… 24-

28

Chapter.8: SAFETY ……………………………………………...……………………. 29-

31

Chapter.9: CONCLUSION ……………………………………….………………………. 32

REFERENCE
……………………………………..…….……...……………... 33
 Fig. 1.1 P.W.D. UTTAR PRADESH

CHAPTER-2

INTRODUCTION:

Point of view geographic and population of the state is the nation's largest state.
State Industrial, economic and social development of the state and the population of
each village is absolutely necessary to re-connect to the main roads. In addition to
state important national roads, state roads and district roads and their proper broad
be made to improve the quality of traffic point of view is of particular importance.
Public Works Department to build roads and improve connectivity in rural zo nes,
Other District Road and State broad and improvement of rural roads and main
routes narrow construction of zones and depleted bridges brides reconstruction of the
bases are transacted on a priority basis . Also under Pradhan Mantri Gram Sadak
Yojana and pre-fabricated construction of rural roads linking the work of other
district roads broad Suddikrn the scale bases are edited.

For the purpose of management and administration, roads in India are divided
into the following five categories:

• National Highways (NH)

• State Highways (SH)
• Major District Roads (MDR)
• Other District Roads (ODR)
• Village Roads (VR)
The National Highways are intended to facilitate medium and long distance inter -city
passenger and freight traffic across the country. The State Highways are supposed
to carry the traffic along major centers within the State.

1
 Table. 2.1 Road Network
Successful operation of various schemes for the Public Works Department engineers
and
supervisory boards in different districts of the engineer’s office has been settled.
Activities by planning, execution, and quality control etc. remove impediments
find joy in relation to the supervision over the activities are focused. Various
schemes operated by the Department of the Office of the Regional Chief Engineers
and Chief Engineers office.

WHAT IS ROAD OR PAVEMENT?

Pavement is finished with a hard smooth surface. It helped make them durable and
able to withstand traffic and the environment. They have a life span of between 20 –
30 years.
Pavement or Road is an open, generally public way for the passage of vehicles, people,
and animals.

Road pavements deteriorate over time due to:-

• The impact of traffic, particularly heavy vehicles.

• Environmental factors such as weather, pollution.

TYPES OF PAVEMENTS

There are various types of pavements depending upon the materials used; a briefs
description of all types is given here -

2
FLEXIBLE PAVEMENTS:-

Bitumen has been widely used in the construction of flexible pavements for a
long time. This is the most convenient and simple type of construction. The cost
of construction of single lane bituminous pavement varies from 20 to 30 lakhs p er
km in plain areas. In some applications, however, the performance of conventional
bitumen may not be considered satisfactory because of the following reasons.

• In summer season, due to high temperature, bitumen becomes soft resulting

in bleeding, rutting and segregation finally leading to failure of pavement.

• In winter season, due to low temperature, the bitumen becomes brittle resulting in
cracking, raveling and unevenness which makes the pavement unsuitable for use.
• In rainy season, water enters the pavement resulting into pot holes and sometimes
total removal of bituminous layer.

• In hilly areas, due to sub-zero temperature, the freeze thaw and heave cycle
takes place.
Due to freezing and melting of ice in bituminous voids, volume expansion and
contraction occur. This leads to pavements failure.

• The cost of bitumen has been rising continuously. In near future, there will be
scarcity of bitumen and it will be impossible to procure bitumen at very high costs.

Fig. 2.1 Flexible Pavement

3
 Fig. 2.2 Typical Flexible Pavement

RIGID PAVEMENTS:-

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:
• Bitumen is derived from petroleum crude, which is in short supply globally and
the price of which has been rising steeply. India imports nearly 70% of the
petroleum crude. The demand for bitumen in the coming years is likely to grow
steeply, far outstripping the availability. Hence it will be in India's interest to
explore alternative binders. Cement is available in sufficient quantity in India,

4
 and its availability in the future is also assured. Thus cement concrete roads
should be the obvious choice in future road programs.

• Besides the easy available of cement, concrete roads have a long life and are
practically maintenance- free.

• 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
programmed of concreting.

• Cement concrete roads save a substantial quantity of stone aggregates and this
factor must be considered when a choice pavements is made,

• Concrete roads can withstand extreme weather conditions – wide ranging

temperatures, heavy rainfall and water logging.

• Though cement concrete roads may cost slightly more than a flexible pavement
initially, they are economical when whole-life-costing is considered.

Fig. 2.3 Typical Rigid Pavement

TYPES OF CONCRETE PAVEMENTS

5
1. PLAIN CONCRETE OR SHORT PAVEMENT SLAB:-

This type of pavement consists of successive slabs whose length is limited to

about 25 times the slab thickness. At present it is recommended that the paving
slabs not be made longer than 5,even if the joints have dowels to transfer th e
loads. The movements as a result of fluctuations in temperature and humidity are
concentrated in the joints. Normally, these joints are sealed to prevent water
from penetrating the road structure. The width of the pavement slabs is limited
to a maximum of 4.5 m.

2. REINFORCED CONCRETE:-

• Continuously reinforced concrete:-

Continuously reinforced concrete pavements are characterized by the absence of
transverse joints and are equipped with longitudinal steel reinforcement. The
diameter of the reinforcing bars is calculated in such a way that cracking can be
controlled and that the cracks are uniformly distributed (spacing at 1 to 3 m).
The crack width has to remain very small, i.e. less than 0.3 mm.

• Reinforced pavement slabs:-

Reinforced concrete pavement slabs are almost never used, except for inside or
outside industrial floors that are subjected to large loads or if the number of
contraction joints has to be limited.

• Steel fiber concrete:-

The use of steel fiber concrete pavements is mainly limited to industrial floors.
However, in that sector they are used intensively. For road pavements steel fiber
concrete can be used for thin or very thin paving slabs or for very specific
application.

6
 CHAPTER-3 PROJECT OVERVIEW

• LOCATION OF SITE:-

The cement concrete road is constructed at RUSTAMPUR, GORAKHPUR.

• CLIENT:- PWD, GORAKHPUR

• CONTRACTOR:- A P C Construction Pvt. Ltd.

• OVERALL COST OF PROJECT:-

The overall cost of project is 49.10 lakhs.

• LAYOUT:-

Fig. 3.1 CROSS-SECTION OF PAVEMENT

CHAPTER-4 MATERIAL USED

Concrete is widely used in domestic, commercial, recreational, rural and educational

construction. Communities around the world rely on concrete as a safe, strong and
simple building material. It is used in all types of construction; from dome stic

7
work to multi-storey office blocks and shopping complexes. Despite the common
usage of concrete, few people are aware of the considerations involved in
designing strong, durable, high quality concrete. There are mainly three types -

1-Cement
2- Sand
3- Aggregate

1. CEMENT

A cement is a binder, a substance used in construction that sets and hardens and
can bind other materials together. The most important types of cement are used as a
component in the production of mortar in masonry, and of concrete, which is a
combination of cement and an aggregate to form a strong building material.

Cements used in construction can be characterized as being either hydraulic or non -

hydraulic:

Hydraulic cements :-

(e.g., Portland cement) set and become adhesive due to a chemical reaction between
the dry ingredients and water. The chemical reaction results in mineral hydrates that
are not very watersoluble and so are quite durable in water and safe from chemical
attack. This allows setting in wet condition or underwater and further protects the
hardened material from chemical attack.

Non-hydraulic cement will not set in wet conditions or underwater; rather, it sets
as it dries and reacts with carbon dioxide in the air. It is resistant to attack by
chemicals after setting.

8
 Fig. 4.1 CEMENT

TYPES OF CEMENT

• Portland Cement

Portland cement is by far the most common type of cement in general use around
the world. This cement is made by heating limestone (calcium carbonate) with small
quantities of other materials (such as clay) to 1450 °C in a kiln, in a process known
as calcination, whereby a molecule of carbon dioxide is liberated from the calcium
carbonate to form calcium oxide, or quicklime, which is then blended with the other
materials that have been included in the mix.
The resulting hard substance, called 'clinker', is then ground with a small amount.

• Portland fly ash cement

Its contains up to 35% fly ash. The fly ash is pozzolanic, so that ultimate strength
is maintained. Because fly ash addition allows a lower concrete water content,
early strength can also be maintained. Where good quality cheap fly ash is available,
this can be an economic alternative to ordinary Portland cement.

9
• Portland pozzolan cement

It includes fly ash cement, since fly ash is a pozzolana , but also includes cements
made from other natural or artificial pozzolans. In countries where volcanic ashes
are available.

• Portland silica fume cement

Addition of silica fume can yield exceptionally high strengths, and cements
containing 5–
20% silica fume are occasionally produced. However, silica fume is more usually
added to Portland cement at the concrete mixer.

2. SAND:-

Sand is a naturally occurring granular material composed of finely

divided rock and mineral particles. The composition of sand is highly variable,
depending on the local rock sources and conditions, but the most common constituent
of sand in inland continental settings and non-tropical coastal settings is silica
(silicon dioxide, or SiO2), usually in the form of quartz.

The second most common type of sand is calcium carbonate, for example
aragonite, which has mostly been created, over the past half billion years,
by various forms of life, like coral and shellfish. It is, for example, the primary
form of sand apparent in areas where reefs have dominated the ecosystem for
millions of years like the Caribbean.

10
 Fig. 4.2 Sand
3. AGGREGATES
Two types of aggregates are used –

• CORASE AGGREGATE
• FINE AGGREGATE
COARSE AGGREGATES:-

Coarse aggregates shall consist of clean, hard, strong, dense, non-porous and
durable pieces of crush stone, crush gravel, natural gravel or a suitable
combination of these material. They shall not contain pieces of disintegrated
stone, soft, flaky, elongated particles, salt, alkali, vegetable matters or other
deleterious materials in such quantities as to reduce the strength and durability
of the concrete. Coarse aggregates having positive alkali-silica reaction shall
not be used.

Maximum size of coarse aggregates not exceeding 25 mm.

The maximum value for flakiness index for the coarse aggregates shall not
exceed 35 percentage. Los Angeles Abrasion value not exceeding 35
percentage. Combined flakiness index and elongation index not to exceed 35
percent. Water absorption not to exceeding 3 percentage.

11
 Table 4.1 Grading requirement of coarse aggregates

Fig.4.3 Coarse Aggregate

FINE AGGREGATES

Natural sand, crushed stone, or crushed gravel sand or a suitable combination of

natural sand, crushed stone, or crushed gravel, used as fine aggregates. The fine
aggregates shall be dense, durable, clean and free from veins and adherent coating
and other deleterious material. They shall not contain dust, lump, soft or flaky
material, mica or other deleterious, material in such quantities to reduce the strength
and durability of concrete.

12
 Fig.4.4 Fine Aggregate

Table.4.2 Grading Requirements of Fine Aggregate

13
Table 4.3 Permissible Limits of Fine & Coarse Aggregates

CHAPTER:-5

14
 QUALITY CONTROL AND QUALITY ASSURANCE

Quality control:- The routine application, at the prescribed frequencies, of a system.

Of procedures for the sampling and testing of materials prior to placing and following
completion that ensure that specified standards are achieved.
• Quality Control Tests Necessary to Control a Product
• Determine Quality of Product being Produced
• Performed by Contractor

Quality Assurance:- The identification of roles and responsibilities of all parties.

Together with procedure and systematic management is implemented effectively.

• Quality Assurance Tests Necessary to Make a Decision on Acceptance

• Ensure Product being Evaluated is What 5 the owner Specified

• Performed by Owner

Quality Control vs. Quality Assurance

• Quality Control (QC) = The contractors system in place during the construction to
manage, control and document his activities in order to comply with contract
requirements

• Quality Assurance (QA) = The Governments system in place to monitor the Quality
Control efforts of the contractor

CHAPTER-6 METHODOLOGY

15
1. SITE CLEARANCE

Removal of unserviceable soil, blown sand including excavation , loading and

disposal up to 1000m lead. Clearing and grubbing to remove vegetations, root and
other organic matter along the alignment up to the bottom width of the embankment
and the side drains.

2. PREPARATION OF SUBGRADE

The soil sub-grade of rigid pavements also consists of natural or selected soil from
identified borrows pits fulfilling the specified requirement and well compacted in
layer to the specified density and thickness , as in the case of flexible pavement
.The sub-grade is the lowest layer of the components of the CC pavement which
ultimately support all other component layer and traffic load .If the sub-grade settles
down or yield due to in adequate compaction or any other cause, different type of
failure start developing in the rigid pavement also.

The strength test commonly adopted for the evaluation of soil sub-grade for rigid
pavement design is ‘plate bearing test’ using a relatively large diameter plate. The
load supporting capacity of the sub-grade is assed in term of ‘modulus of sub-grade
reaction ’,K in Westergaard’s approach of rigid pavement analysis.

3. PREPARATION OF GRANULAR SUB-BASE(GSB) / DRAINAGE LAYER

The granular sub-base (GSB) course has to serve as an affective drainage layer
of the rigid pavement to prevent early failure due to excessive moisture content
in the sub-grade soil. Presence of excess moisture in soil sub-grade consisting of fines
(such as silt and clay) will cause early failure of rigid pavement due to ‘ pumping and
blowing’ .Crushed stone aggregate are preferred in the GSB coarse as this material
has high permeability and serve as an effective drainage layer .
The road sub grade has to be prepared carefully, in order to realize everywhere a
pavement structure of an adequate and uniform thickness. This allows to provide

16
a homogeneous bond between the concrete slab and its foundation which is
important for the later behaviour of the pavement structure.

For roads with a base, drainage of the water must be provided. Mud, leaves, etc. have
to be removed.
When the base is permeable, it should be sprayed with water in order to prevent the
mixing water from being sucked out of the concrete.

However, if the base is impermeable (e.g. if the concrete is placed on a watertight

asphalt concrete.

However, if the base is impermeable (e.g. if the concrete is placed on a watertight

asphalt concrete interlayer) it can be necessary under warm weather conditions to
cool down this layer by spraying water on the surface. Prepare the GSB
(150mm)using following thickness of by gravel.

Gravel layer is compacted using 8-10 ton roller.

The granular sub-base or drainage layer is prepared by laying the two layer are:

• 75 mm thick layer using of 65-45 mm ballast.

• 75 mm thick layer using of 53-22.4 mm ballast.

The following points are important for roads without a foundation:

 Drainage of all surface water;

 Good compaction of the sub grade;

▪ Increase in service life and improved performance of the CC pavement.

Prevention of early failure of the rigid pavement due to ‘pumping and blowing
‘Protection of the sub-grade against frost action in frost susceptible areas.
PROPORTIONING
• In plane cement concrete (cc road) we use the proportioning of 1:4:8

17
• Means 1 part of cement ,4 part of fine aggregate and 8 part of course aggregate.
• Means that we mix
• 2 bag of cement (100 kgs)
• 4 bowl of fine aggregate
• Bowl mean generally for carrier use by labor.

PREPARATION OF THE SUB- GRADE OR BASE

Prepare the sub-Surface using w mm thickness of 40 mm by gravel. Gravel layer is

compacted using 8-10 tonn roller and on the gravel surface Pcc is provide . Pcc mean
plain cement concrete (kaccha) which is producing using 33 grade off wonder cement
or ordinary plain cement.

Thick ness of the pcc layer is about 40 mm and the mix proportioning is 1:4:8.
1 =cement ,4 =sand,8=coarse aggregate batching by volume. On pcc layer cement
concrete layer spread of 150 mm(6”).

Fig. 6.1 Pavement Surface

MIXING AND TRANSPORT OF CONCRETE

18
CONCRETE MIXING PLANT :-The concrete mixing plant must have a sufficient
capacity in order to be able to continuously supply concrete to the paving machines.
The mix constituents and admixtures have to be dosed very accurately. The number
of aggregate feed bins has to equal at least the number of different aggregate
fractions. The bins shall have raised edges to prevent contamination of the
aggregate fractions. The equipment for loading the materials shall be in good
condition and shall have sufficient capacity to be able to continuously feed the bins.
The bucket of the loaders shall not be wider than the bins. The content of the cement
silos and the water tank are in proportion to the production rates.
For small works, permanent concrete mixing plants are often called on. In that case,
mixing plants that are inspected and that can deliver Indian quality certification
concrete should be used.

Furthermore it is useful and even essential to have a communication system between

the concrete mixing plant and the construction site in order to coordinate the batching.

Fig.6.2 CONCRETE MIXING PLANT

TRANSPORT OF THE CONCRETE

19
Sufficient trucks must be available to continuously supply the paving machines.
The number depends on the yield at the construction site, the loading capacity of
the trucks and the cycle time (i.e. the transport time plus the time required to load
and unload a truck). The loading capacity and the type of truck to be used depend on
the nature of the work, the haul roads and the concrete paving machines.
Usually, the specifications prescribe that the concrete has to be transported in dump
trucks as paving concrete consists of a relatively dry mix having a consistency that
makes transport and unloading in truck mixers difficult.
Furthermore, dump trucks can discharge the concrete faster.
For small works and in urban areas, the use of truck mixers is increasingly accepted.
Under these circumstances an admixture (e.g. a superplasticizers ) can be mixed in
just before discharging the concrete.
The necessary measures have to be taken to prevent changes of the water content and
temperature of the concrete during transport. To this end, the specifications prescribe
to cover the dump trucks by means of a tarpaulin.

Fig. 6.3 TRANSPORT OF THE CONCRETE

PLACING THE CONCRETE

20
Usually the concrete is placed using slip form paving machines which applies for all
categories of roads. This equipment meets both the requirements for quality and for
the envisaged rate of production. Conventional concreting trains riding on set up
rails, are hardly used any more for roadwork's in our country. For this reason this
manner of execution will not be dealt with here. However, the technique of manually
placing the concrete using forms s still applied in certain cases, such as for the
construction of roundabouts with a small diameter, at intersections, for repair work
or when the execution conditions are such that slip form pavers cannot be utilized.

Fig.6.4 PLACING THE CONCRETE

COMPACTION & FINISHING OF CONCRETE

Compaction is the process that expels entrapped air from freshly placed concrete and
packs the aggregate particles together so as to increase the density of the concrete.

21
Compaction is the process which expels entrapped air from freshly placed concrete
and packs the aggregate particles together so as to increase the density of concrete. It
increases significantly the ultimate strength of concrete.

Compaction significantly increases the ultimate strength of concrete and enhances the
bond with reinforcement. It also increases the abrasion resistance and general
durability of the concrete, decreases the permeability and helps to minimize its
shrinkage and creep characteristics. Proper compaction also ensures that the
reinforcement, tendons, inserts and fixings are completely surrounded by dense
concrete, the formwork is completely filled – i.e. there are no pockets of honey-combed
material – and that the required surface finish is obtained on vertical surfaces.

Concrete shall be compacted during placing so that:

▪ A monolithic mass is created between the ends of the member, planned joints or
both;

▪ The formwork is completely filled to the intended level;

▪ The entrapped air is expelled;

▪ All reinforcement, tendons, ducts, anchorages and embedment are completely

surrounded;

▪ The specified finish to the formed surfaces of the member is provided;

CURING

22
Curing is the process or operation which controls the loss of moisture from
concrete after it has been placed in position, or in the manufacture of concrete
products, thereby providing time for the hydration of the cement to occur. Since the
hydration of cement does take time, days, and even weeks, rather than hours, curing
must be undertaken for some specified period of time if the concrete is to achieve
its potential strength and durability. Curing may also encompass the control of
temperature since this affects the rate at which cement hydrates.
This period will depend on the properties required of the concrete, the purpose for
which it is to be used, and the ambient conditions, that is the temperature and relative
humidity of the surrounding atmosphere.
Since curing is designed primarily to keep the concrete moist by preventing the
loss of moisture from the concrete during the period in which it is gaining strength,
it may be done in two ways:

• By preventing an excessive loss of moisture from the concrete for some period
of time, e.g.
by leaving formwork in place, covering the concrete with an impermeable
membrane after the formwork has been removed, or by a combination of such
methods; or
• By continuously wetting the surface thereby preventing the loss of moisture from
it. Ponding or spraying the surface with water are methods typically employed
to this end.

Methods:-

There are three basic ways of curing concrete.

1. The first - involves keeping the surface of the concrete moist by the use ponding,
spraying/sprinkling, damp sand or damp hessian.
2. The second prevents the loss of moisture from the concrete by covering it with
polythene sheeting or leaving the formwork in place.
3. The third involves the use of spray or roller applied curing compounds.

23
Water Curing:-

Water curing, if properly carried out, can be the most efficient - and the most
appropriate for some types of work, e.g. floors, and include ponding, sprinkling, and
wet coverings.

Ponding:-

On flat surfaces such as pavements, footpaths, and floors, concrete can be cured by
ponding. Earth or sand dykes around the perimeter of the concrete surface retain
a pond of water within the enclosed area. An efficient method for preventing loss
of moisture from the

Fig. 6.5 Ponding

concrete, ponding is also effective for maintaining a uniform temperature however,

the method is often impractical except for small jobs.

Wet Coverings:-

Wet coverings such as hessian or other moisture retaining fabrics are extensively
used for curing. Such coverings should be placed as soon as the concrete has

24
hardened sufficiently to prevent surface damage. Care should be taken to cover the
entire surface, including the edges of slabs such as pavements and footpaths.
The coverings should be kept continuously moist so that a film of water remains on
the concrete surface throughout the curing.

CHAPTER-7 PLANT AND MACHINERY

INTRODUCTION:-It is a very useful part of any project .The aim of machinery is to
save time, to achieve accuracy. It is beneficial for economy. There are different type
of machinery which are used in construction cement concrete road:-

1. NOMINAL MIXERS:-
• Capacity: - 0.1 Cu. M. per Mix Batch.

• Function: - Mixing of concrete in a by taking the help of volume batcher for proper
ratio.

Fig. 7.1 Nominal Mixer

2. TRACTOR:-
• Function:- To transport material from one place to another on site. It even
carry potable water tank for curing of structures.

25
 Fig.7.2
Tractor
[Link]:-
a. Plate Vibrator

Fig. 7.3 Plate Vibrator

26
b. Needle Vibrator

Fig. 7.4 Needle Vibrator

c. Floater Vibrator

Fig. 7.5 Floater Vibrator

27
d .Strip Vibrator

Fig. 7.6 Strip Vibrator

ROLLER :-
• Function: To compact the Earth & Soling.

Fig. 7.7 Roller

GENERATOR:-

• Function: - To generate electricity.

28
 Fig. 7.8 Generator

EXECUTION OF JOINTS

All the equipment that is necessary to make joints in the fresh or hardened concrete
must be present at the construction site.

The saw blades have to be suitable to the quality of the concrete, i.e. to the hardness
and the abrasion resistance of the aggregates. It is useful to have spare equipment
available in case of a defect.

The beam for making a construction joint shall be rigid and shall allow the
realization of a straight joint perpendicular to the axis of the road. This beam has to
be adapted to the type of pavement (jointed pavement, continuously reinforced
concrete pavement).

29
 Fig. 7.9 EXECUTION OF JOINTS

CHAPTER-8 STUDY OF SAFETY

1. BASIC RULES FOR SAFETY:

Tidy up Construction Sites:

• Keep passage clear all the time.
• Sort out materials and pile them up safely. The stacks Should not be too high.
• Beware of floor openings and ensure that they are fenced or covered.

TYPE OF SAFETY

1. Site safety:

• Avoid going to any area with insufficient lighting as there may be some dangerous
places which have not been provided with fencing.
• Keep vigilant all the time and watch out for moving cranes hooks or other lifting
equipment.

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• Avoid the dragging electric cables on the ground or allowing the cables to come into
contact with water.

2. Labour safety:

• For your own safety and interest use the personal protective equipment provided
by your employer.

• Gloves-Wear gloves when handling or contacting chemicals.

• Helmet-Wear a safety helmet on construction site. Keep the harness of the helmet
clean and make sure that it fits well.
• Safety shoes-Wear safety shoes to prevent foot injuries.
• Nose mask-Wear a mask when working a dusty environment.

3. Personal safety:

• Wear protective equipment

• Do not drink or takes drugs while working.
• Pay attention to personal hygiene.
• Do not play in workplace

4. Equipment and material safety:

Routine maintenance of rural roads are regularly carried out-

• All safety issues out of maintenance inspection are properly addressed.

• In all cases of accidents and inquiry/investigation thereof, safety issues are resolved,
and a report is made to the SQC for examination whether standard design features
need to be incorporated in other rural roads.
• All resolutions of Panchayats regarding safety issues are acknowledged and action
proposed/taken intimated to the Panchayat.
• Road safety awareness camps are organized involving Panchayats, School, Rural road
users
(inhabitants as well as drivers), in accordance with programmers drawn up by the
State Quality Coordinator.
• The State Quality Coordinator will be the State Rural Road Safety Officer and shall
ensure:

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• Adequate coordination with the State Road Safety Council and road safety
programmers.
• Formulation of rural road safety awareness programmed proposals (for funding
under PMGSY).
• Implementation and coordination of rural road safety awareness programmed in the
field.
• Hold quarterly meeting with DRRSO and take feedback for improving safety
standards.

5. Engineering measures in design phase:

• Rural roads have to necessarily have a tortuous path, keeping in view the narrow land
width available.
• The vertical profile of the road should be designed such that the required minimum
stopping sight distance is available. Suitable summit and valley curves should be
provided.
• In hill roads, blind curves are a safety hazard. Suitable vision berms may be cut at
such locations.
Passing places must be provided at convenient locations particularly on hill roads.
• The provision of rural connectivity leads to the introduction of bus services. Properly
designed bus-bays must be provided at bus stop to ensure that the buses do not
hamper the normal traffic. Where the roads pass through habitations and school, it
is necessary that the motorized vehicles travel at low speeds. This can be ensured by
providing adequately designed road humps or rumble strips.
• The junction of rural roads with a main road is always a point of conflict and an
accidentprone zone. Such junctions must be designed scientifically by providing
minimum turning radii, flaring of the side road with taper.

6. Safety during construction and maintenance:

• Barricades, drums, traffic cones, cylinders and signs around work zones o
Flagmen with red flags positioned to regulate and warn the road users.
• Stacking construction materials such that only the quantity needed for one
operation is stacked along the road, and obstruction to road users is minimized.
• Using construction machinery carefully and parking such machinery at
locations where they are not traffic hazards.

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.

CHAPTER-9 CONCLUSION

This training work is a outcome of immense dedication and hard work of not one but
many people. The things which we got to learn in this project work are really
important as well as very helpful in our future.

The theory part taught in our colleges and universities are way different than the
actual world. The things which we got to learn practically are very different from
that of the theory. In fact there are several things which we got to learn in field would
never have been learnt theoretically . Also there was interaction with the workers and
the public which was something like a sense of responsibility.

The nation is developing and the future aspects of construction are very wide keeping
that in mind we need to contribute ourselves with full dedication towards the progress
of our country.

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Reference:

• Highway Engineering by “S.K. KHANNA & C.E.G. JUSTO”

• IRC:58-2015

• [Link]

• [Link]

• [Link]

• [Link]

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