REPORT

ON
1 MONTH TRAINING IN
HIGHWAY DEPARTMENT

Submitted To: Submitted By-

MKC Infrastructures Ltd Pankaj Kumar
Kang Sahbu, Nakodar B. Tech (Civil Engg.)
Jalandhar, Punjab Roll no. 1916461
I. K. Gujral Punjab
Technical University
Kapurthala, Punjab

ACKNOWLEDGEMENT
I take this opportunity to extend my gratitude to MKC INFRASTRUCTURE
LTD. for having provided me with an unbelievable practical learning
experience during the Industrial Training in Highway Department from 1
February 2023 to 28 February 2023. It is indeed a pleasure to be a part of such
an organization.
First and foremost, I would like to thank respected Mr. Prashant Mahajan
(Technical Manager- NHAI PIU Ludhiana), Mr. Atul Kaul (Vice President) and
Mr. K Shrinivasa Rao (Project Manager) who provided me opportunity to do
this training. I am also thankful to respected Jaswinder Singh (DPM-Highway),
Er. Arijit Kumar Dutta and Sr. Er. Pallab Hait who supported me in 1-month
training in Highway Department. They provided me with nice industrial
experience.
Secondly, I am also grateful to the other members of the department for their
kind co-operation.
Thankyou

PANKAJ KUMAR
CIVIL ENGINEERING DEPARTMENT
I. K. GUJRAL PUNJAB TECHNICAL UNIVERSITY, KAPURTHALA,
PUNJAB
 CONTENTS
Title Page no.
List of Tables ……………………………………………………. 1
List of Figures …………………………………………………… 2
Chapter-1 ………………………………………………………. 3-5
1.1 Introduction
1.2 Description of Project
1.3 Organisation Profile
1.4 Typical Cross section for 4 lane in Plain or Rolling
Terrain with Depressed Median
1.5 Calculation of toe line and Earthwork quantity in Embankment
Chapter-2 ………………………………………………………... 6-12
2.1 Important terms
Chapter-3 ……………………………………………………….. 13-14
3.1 Clearing and Grubbing(C&G)
3.2 C&G Construction Equipment
3.3 Procedure of C&G
3.4 Disposal of the Materials
Chapter-4 ……………………………………………………….. 15-19
4.1 Borrow pits
4.2 Dumping and Spreading
4.3 Finishing by Grader
4.4 Compaction
4.5 Bumping
Chapter-5 ……………………………………………………….. 20-24
5.1 Embankment
5.2 Embankment Construction Equipment
5.3 Embankment Construction Material
5.4 Embankment Material Properties
5.5 Setting out Works
5.6 Procedure of Embankment formation
5.7 Quality Control and Testing
Chapter-6 ……………………………………………….................. 25-27
6.1 Subgrade
6.2 Subgrade Construction Equipment
6.3 Subgrade Construction Process
6.4 Quality Control for subgrade
Chapter-7 …………………………………………………………. 28-30
7.1 Granular Sub base(GSB)
7.2 GSB Construction Equipment
7.3 GSB Material
7.4 Physical properties of GSB Material
7.5 Procedure for GSB formation
7.6 QUALITY CONTROL
Chapter-8 …………………………………………………………. 31-35
8.1 Field Dry Density Test IS 2720 PART-28
8.2 Moisture Content Determination by Rapid
Moisture Meter IS-2720 (Part 2):197
 LIST OF FIGURES
Figure No. Title Page No.
Figure No. 1 Typical Cross section for 4 lane in Plain or
Rolling Terrain with Depressed Median ……………. 04
Figure No. 2 Earthwork quantity in Embankment………..………... 05
Figure No. 3 RoW Wall …………………………………………… 09
Figure No. 4 Geocomposite …………………………………..…… 11
Figure No. 5 Filter Media …………………………………….…… 11
Figure No. 6 Rainwater Harvestor ………………………………… 12
Figure No. 7 Sprinkling Water Tank ……………………………… 12
Figure No. 8 Clearing and Grubbing ……………………………… 13
Figure No. 9 Borrow Pit …………………………………………... 15
Figure No. 10 Soil Dumping ………………………………………. 16
Figure No. 11 GSB Dumping ……………………………………… 16
Figure No. 12 Spreading of Soil …………………………………... 16
Figure No. 13 Finishing of soil layer ……………………………… 17
Figure No. 14 Embankment/subgrade compaction by
Compactor …………………………………………. 18
Figure No. 15 Bumping on Embankment/Subgrade ……………… 19
Figure No. 16 Bumping Removed on Embankment/
Subgrade by grader arrows ……………………….... 19
Figure No. 17 Embankment Layer ……………………………....... 20
Figure No. 18 Subgrade layer …………………………………….. 25
Figure No. 19 GSB layer …………………………………………. 28
Figure No. 20 Field dry density test ……………………………… 33
Figure No. 21 Rapid moisture meter for moisture content ……….. 35

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 LIST OF TABLE
Table No. Title Page No.
Table no. 1 Minimum compaction required ………………....... 18
Table no. 2 Maximum dry unit weight required ………………. 22
Table no. 3 Granular Sub Base Grade ………………………… 28
Table no. 4 Granular Sub Base MoRTH Results ……................ 29
Table no. 5 Calculation table Unit Weight of sand…………….. 32
Table no.6 Calculation table for Dry Density of Soil…………. 33

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 CHAPTER -1
1.1 Introduction:
This report is brief description about 1 month Training in Highway Department on Project -
Construction of Four-Lane Greenfield Delhi-Amritsar-Katra Expressway from Junction with
Jalandhar-Moga road (NH-703) near Kang Sahibu village to Junction with Jalandhar-
Kapurthala road (NH-703A) near Khojewal village (Km 303+900 to km 319+400 of main
expressway) and Junction with Jalandhar-Moga road (NH-703) near Kang Sahibu village to
Junction with Kapurthala- Sultanpur Lodhi road (NH-703A) near Isharwal village (km 0+000
to km 24+000 of Amritsar connectivity) on EPC mode under Bharatmala Pariyojna in the
state of Punjab.

1.2 Description of Project:

Delhi–Amritsar–Katra Expressway is a visionary project of the central government,
constructed under Bharatmala Pariyojana. This project aims to develop highway sectors of
India. DAK is an approved 670 km long, 4-lane (expandable to 8 lanes) wide controlled-
access expressway, which will connect Bahadurgarh border near Delhi with Katra in Jammu
and Kashmir via Haryana and Punjab. It will have a spur section which will connect Nakodar
with Sri Guru Ram Dass Jee International Airport located in Raja Sansi, Amritsar. The 397.7
km long Delhi–Nakodar–Katra section is National Expressway 5 (NE-5) and 99 km long
Amritsar–Nakodar section is National Expressway 5A (NE-5A). Once completed, it will
reduce the current Delhi-Katra distance from 727 km to 588 km and the time travel will be
reduced from 14 hours to 6 hours, and Delhi-Amritsar distance to 405 km and from the time
travel will be reduced from 8 hours to only 4 hours.

1.3 Organisation Profile:

Constitution and legal status of company MKC Infrastructure Ltd earlier known as M/s. M.K.
Construction Co. was a proprietary/ partnership firm since 1963 in the field of construction
with a team of spirited persons, Shri M. K. Bambhania & Late Mr. Rameshbhai M.
Bambhania engaged in projects for semi government, government, PSU, NGO private etc.
MKC involve in almost the entire spectrum of Infrastructure activities in India and
specifically in India’s most Development Zone Gujarat. Since More than three decades, MKC
is the leader by delivering its services in the major areas of Urban Development, Dams,
Bridges, Metro Works and other general Civil Engineering of Roads, Bridges, water supply
pipeline works, Railway works, Industrial buildings, Commercial complexes, High-rise
buildings, and Residential complexes.
MKC is one of the leading and premier construction company actively engaged in large scale
projects and specialized nature of construction with enormous resources and experience
related to Roads and building projects etc. MKC has been working on most difficult,
inaccessible & remote areas under all Climates and circumstances and has completed the
projects just in time with maintaining quality and to the entire satisfaction of our clients.

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1.4 Typical Cross section for 4 lane in Plain or Rolling Terrain with
Depressed Median:

Fig.1: Typical Cross section for 4 lane in Plain or

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 Rolling Terrain with Depressed Median

1.5 Calculation of toe line and Earthwork Quantity:

Let the length (L) of the road be 100m, top width (B) be 61 m, side slope on both sides be
1.5H:1V and number of layers of embankment be 12, each layer being 250 mm , Then
calculate amount of earthwork required for embankment.

Fig. 2: Earthwork quantity in Embankment

Height of embankment bed = 12 × 0.250 m = 3 m
a) Calculation of Toe line:
Calculation of Toe line = Proposed Road Half width + Total height × Horizontal Slope
= (30.5 + 3× 1.5) m = 35 m
Total length = 35 m × 2 = 70 m
b) Amount of earthwork required for embankment:

Total area= Area of rectangle+ area of triangle on one side + area of triangle on other side.
= Bd + 1/2 ( 1.5d×d)+ 1/2 (1.5d×d)
= 61×3 +1/2 (1.5×3×3) +1/2(1.5×3×3)
= 196.5 m2
Volume of earthwork required = 196.5 m2 × 100 m = 19650 m3

No. of Tipper truck required = 19650m3 /15 m3

= 1310

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 CHAPTER - 2

2.1 IMPORTANT TERMS:

1. Embankment:
 An embankment in a highway is a raised section of roadway that is built up with layers of soil
and other materials to provide support and stability for the road. Embankments are typically
constructed to elevate the road above the surrounding terrain or to create a smooth, level
surface for the road to travel on.
 Embankment layer is formed by 250mm and it will have compacted by compactors.
 Embankments play an important role in highway construction, as they allow roads to be built
over uneven or sloping terrain, provide improved visibility for drivers, and help to reduce the
risk of accidents by creating a more level and stable road surface. However, embankments
can also be susceptible to erosion, landslides, and other natural hazards, which require
ongoing maintenance and monitoring to ensure their safety and stability.

2. Subgrade:
 The subgrade is the natural or prepared surface on which the pavement or roadbed is
constructed. In highway construction, the subgrade is the foundation layer that supports the
pavement layers and distributes the loads from the traffic to the underlying soil or rock.
 Subgrade is the bottom most layer which is nothing but natural soil layer compacted up to
required depth generally about 150 to 300 mm to receive the loads coming from top layers.
 In some cases, the existing soil may not be suitable for use as subgrade and may need to be
improved by adding suitable materials or by stabilizing it with additives such as lime, cement,
or asphalt.
 The subgrade is important for the overall performance and longevity of the highway because
it provides support and stability for the pavement layers. If the subgrade is not properly
constructed or prepared, it can lead to pavement distress, such as cracking, rutting, and
deformation, and may require costly repairs or even reconstruction.
 Therefore, it is essential to ensure that the subgrade is properly designed, constructed, and
maintained to provide a stable foundation for the pavement layers and to ensure the safety and
durability of the highway.

Functions of Sub-grade:

 To provide support to the pavements.

 Sub-grade carries entire load of pavement including the traffic.

3. Granular subgrade (GSB):

 Granular subgrade (GSB) is a layer of compacted soil placed at the bottom of the road
pavement structure in highway construction. The purpose of the GSB layer is to provide a
stable and uniform foundation for the road pavement layers above it. GSB layer is typically
composed of well-graded granular materials like gravel, crushed stone, or sand, which are
compacted to achieve the desired density and strength.

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  The thickness of the GSB layer and the material used to construct it depends on several
factors, including the type and volume of traffic expected on the highway, the local soil
conditions, and the overall design of the highway. Proper construction and compaction of the
GSB layer are crucial to ensuring the long-term durability and stability of the highway
pavement structure.

Functions of Granular Sub-base:

 It improves the bearing capacity of sub-grade.

 It improves drainage and keep check on capillary rise of subsoil water.

4. Base course:

 It is the layer immediately under the wearing surface (wearing surface is bituminous or
cement concrete and or more inch thick or is but a thin bituminous layer). As base course lies
close under the pavement surface it is subjected to severe loading. The material in a base
course must be of extremely high quality and its construction must be done carefully.

Types of Base Course:

1. Granular Base Course.

2. Macadam Base.

3. Water bound Macadam.

4. Treated Bases.

Functions of Base Course:

 To withstand high shearing stresses, develop due to the impact of traffic on the wearing
course.
 To act as foundation to the pavement, which transfers load over the pavement surface to the
sub-base and sub-grade lying underneath.

5. Bituminous base course:

 This layer provides the bulk of the asphalt concrete structure. Its main purpose is to distribute
load to the base course The binder course generally consists of aggregates having less asphalt
and doesn't require quality as high as the surface course, so replacing a part of the surface
course by the binder course results in more economical design.

Functions of Bituminous base course:

 It is used to transmit the load over the large area of the base course.
 To act as layer of transmission material.

6. Surface course:
Surface course is the layer directly in contact with traffic loads and generally contains superior quality
materials. They are usually constructed with dense graded asphalt concrete(AC).

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Functions and requirements of surface course:
 It provides characteristics such as friction, smoothness, drainage, etc. Also it will prevent the
entrance of excessive quantities of surface water into the underlying base, sub-base and sub-
grade,
 It must be tough to resist the distortion under traffic and provide a smooth and skid- resistant
riding surface,
 It must be water proof to protect the entire base & subgrade from the weakening effect of
water.

7. Shoulder:
Extra width provided adjacent to edge of pavement is called shoulder. It is provided for emergency
point of view like Breakdown of vehicle, medical emergency etc.

Road shoulders serves the following purposes:

i) They provided external stability to the carriageway.
ii) They provide us as an emergency lane for the vehicles requiring accidental
repairs.
iii) They provide space for animal drawn vehicles, cyclists and pedestrians when a
fast moving vehicle cross them.
iv) They serve as a parking spaces for vehicles in case of emergency.
v) They provide space for erecting road signals.

a) Earthen shoulder:
 An earthen shoulder in a highway refers to the unpaved area that runs alongside the paved
portion of the road. This shoulder is usually made of compacted soil or gravel and serves as a
safety zone for drivers to use in case of emergencies, such as stopping due to vehicle
problems or allowing emergency vehicles to pass. It also helps prevent accidents by providing
a buffer zone between the roadway and any obstacles, such as trees or guardrails.
 Drivers should always be aware of the earthen shoulder and avoid using it for non-emergency
purposes. Parking or stopping on the shoulder unnecessarily can create hazards for other
drivers, and it is important to keep the shoulder clear for emergency vehicles. Additionally,
drivers should never use the earthen shoulder as a driving lane, as it is not designed for that
purpose and can be unsafe.

b) Paved shoulder:
 Paved Shoulder is the portion of road concrete part of road after the white marking on road.
 A paved shoulder on a highway is a section of the roadway that is adjacent to the travel lanes
and is paved to provide additional space for emergency stopping or maneuvering. Paved
shoulders are typically wider than the standard shoulder and may have different markings to
indicate their intended use.
 The main purpose of a paved shoulder on a highway is to provide a safe area for motorists to
pull over in case of an emergency. This can include situations such as a flat tire, engine
failure, or other mechanical problems. Having a wide paved shoulder can also help reduce
congestion on the highway by allowing vehicles to move out of the flow of traffic while they
address their issues.

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  Paved shoulders can also be used by certain types of vehicles, such as bicycles, as a dedicated
lane. Some highways may have dedicated bike lanes on the shoulder, while others may
simply designate the shoulder as a shared space for vehicles and bicycles.

8. Right of way:
Right of way (ROW) or land width is the width of land acquired for the road, along its alignment. It
should be adequate to accommodate all the cross-sectional elements of the highway and may
reasonably provide for future development any public utility facilities that will be installed along the
roadway. To prevent ribbon development along highways, control lines and building lines may be
provided. Control line is a line which represents the nearest limits of future uncontrolled building
activity in relation to a road. Building line represents a line on either side of the road, between which
and the road no building activity is permitted at all.

Fig. 3: RoW Wall

Right of way width is governed by:

1. Width of formation: It depends on the category of the highway and width of roadway and
road margins.
2. Height of embankment or depth of cutting: It is governed by the topography and the
vertical alignment.
3. Side slopes of embankment or cutting: It depends on the height of the slope, soil type etc.
Drainage system and their size which depends on rainfall, topography etc
RoW is the area of the road acquired for carriages way + other necessities + future extension, along its
alignment. Good practice is to acquire RoW wide enough to accommodate the ultimate development
and all components of the road.

Factors Affecting Right of Way:

 Width of formation
 Height of embankment
 Side slopes
 Drainage system
 Sight distances consideration on horizontal curves
 Future extension

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9. Carriage Way/Formation width:
 A carriage way in a highway is a road designed for the use of motor vehicles, typically with
two or more lanes in each direction. Carriage ways are usually separated by a central
reservation or median strip and are designed to accommodate high volumes of traffic
traveling at high speeds.
 It is the width of the road which is used by the traffic for moving on it. It is generally central
portion of the total land width and is paved and surfaced with the bituminous concrete for
service to the road users. Width of the carriageway depends on the number of the lanes in the
road which again depends on the class of the highway.
 Carriage ways typically have features such as entrance and exit ramps, grade-separated
interchanges, and limited access to ensure the safe and efficient flow of traffic. They are an
important part of the transportation infrastructure and are used to connect cities, towns, and
other important destinations.

10. Camber:
 Camber is the transverse slope provided to the road surface for the drainage of the rainwater
for the better performance of the road. Camber can be written as 1 in n or x%.
Drainage of the rainwater is necessary:
i. To maintain the safe value of the friction between the road surface and the tyres
ii. To maintain the strength and durability of the surface concrete
iii. To maintain the durability and strength of the sub-grade soil which can be harmed if the
infiltration of the water takes place to it.

11. Medians:
 The term "median" in the context of a highway typically refers to the strip of land or barrier
that separates the lanes of traffic going in opposite directions.
 The median can serve several purposes, such as providing a buffer between the two streams
of traffic to reduce the risk of head-on collisions, and providing a space for emergency
vehicles to pass through. It can also be used for landscaping or to accommodate utilities such
as drainage systems.
 The width and design of medians can vary depending on the type of highway, the amount of
traffic, and other factors. In some cases, medians may be narrow, grassy strips, while in other
cases they may be wider concrete barriers. The median is an important element in highway
design that helps ensure the safety of motorists and other road users.
 They are often built on the centre of wide urban multi-lane and high-speed roads and can be
used to limit turning options for vehicles and shift these movements to safer locations, create
space for protected turn lanes at intersections, and provide a refuge for pedestrians and
bicyclists. Medians can also be accompanied by pedestrian fencing or safety barriers.

12. Geocomposite:
 A geocomposite system for increasing the service life of roads, bridges, or the like, includes a
geocomposite layer having a geomembrane disposed between two geotextile backings, a
structural layer for supporting the geocomposite layer, and a base layer formed on top of the
geocomposite layer.
 The geomembrane is impermeable and the geotextile backings are sufficiently porous to
provide a wicking action of moisture or liquid laterally along the geomembrane and out of the
geocomposite system to prevent moisture or liquid damage.

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  The geomembrane prevents the intrusion of liquids including deicing salts into the structural
layers of roads, bridges, or the like abating deterioration in the structural layers such as
corrosion of reinforcing steel.
 The geocomposite layer is bonded to and conforms to the structural layer, thus reducing
reflective, shrinkage and fatigue cracking and increasing the structural capacity of the road or
bridge. Preferably, the geomembrane is an extruded polyvinylchloride web and the geotextile
backings are fabricated of a mat of non-woven polyester fibers. The geotextile backings are
heat coupled to the geomembrane, preferably using a calendaring process. The geocomposite
layer is also bonded to the base layer.

Fig. 4: Geocomposite

13. Filter media:

 Filter media in road construction consist of coarse sand, gravel or stone conforming to Filter
Media’s requirement spelt out in MoRTH technical specifications.
 One or more layer of graded materials act as a filter media shall be provided underneath the
pitching, behind abutment, retaining wall, wing wall, RE wall including various types of earth
retaining structure to prevent loss of embankment material and build-up of hydrostatic
pressure or water pressure on the walls.
 The finer filter shall be considered as a base material for the selection of a coarser filter.
 The filter shall be compacted to a firmed condition.
 The layer thickness of the filter media in Road Construction not exceeding more than 250mm.

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 Fig. 5: Filter Media

14. Rain Water Harvester:

 It is used to divert water from roads due to precipitation to underground water table. As the
roads are built sloped towards the sides, rainwater falling on the road is guided to the side
drains. When it rains, water flows from the apex to the sides and collects in the sidewalk area
and subsequently flows to the storm water drains.

Fig. 6: Rainwater Harvestor

15. Water tank sprinkle:

 Water sprinkle tank use to increase the moisture content in soil and compaction is done to
achieve maximum density in the soil so that there would be no settlement in the future.
 Water poured on soil forms a thin layer of lubrication on the soil grain. This will allow the
moving of grains and sliding of grains to gain a compact structure, in dry state (without water)
this will not happen.
 The degree of compaction varies with the water content present in the soil. At low water
content, the soil is stiff and it is difficult to pack it together. As the water content increases,
water starts acting as a lubricant, the particles start coming closer due to increased workability
and under a given amount of compactive effort, the soil-water-air mixture starts occupying
less volume, thus effecting gradual increase in dry density.

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 Fig. 7: Sprinkling Water Tank

CHAPTER - 3

3.1 CLEARING AND GRUBBING(C&G):

Cleaning and grubbing is a process that is typically done prior to the construction of an embankment.
The purpose of this process is to remove any vegetation, roots, stumps, and other organic materials
from the site to ensure that the embankment is stable and can support the weight of the road or other
structure that will be built on top of it. Once a site has been surveyed and any necessary demo has
been done, vegetation and surface debris are removed by clearing and grubbing the landscape.
Clearing means the removal of all vegetation, while grubbing is the removal of roots that may remain
in the soil. This work shall consist of cutting, removing and disposing of all materials such as trees,
bushes, shrubs, stumps, roots, grass, weeds, top organic soil not exceeding 150 mm in thickness,
rubbish etc., which in the opinion of the Engineer are unsuitable for incorporation in the works, from
the area of road land containing road embankment, drains, cross-drainage structures and such other
areas as may be specified on the drawings or by the Engineer. It shall include necessary excavation,
backfilling of pits resulting from uprooting of trees and stumps to required compaction, handling,
salvaging, and disposal of cleared materials. Clearing and grubbing shall be performed in advance of
earthwork operations and in accordance with the requirements of these Specifications.

Fig. 8: Clearing and Grubbing

3.2 C&G Construction Equipment:

The following equipment shall be used to carry out the Clearing & Grubbing operation:

 Grader
 Excavator

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  Rollers
 Water tankers
 Survey Kit / Instrument

3.3 Procedure of C&G:

1. The toe line shall be jointly (both by contractor & consultant) established, with reference to
the alignment based on the levels taken earlier. The area for clearing & grubbing shall be
jointly identified, covering areas of road embankment, drains, cross drainage structures and
such other areas as specified.
a). Enumeration of Trees girth more than 300 mm falling within the Toe line shall be prepared
and got approved for measurement prior to cut.
2. Trees up to 300 mm in girth and stumps and roots shall be removed by the suitable equipment
or by manual labour means.
3. The Grader / Excavator / Dozer shall be deployed to remove all shrubs, bushes, vegetation,
grass, weeds, rubbish and top organic soil not exceeding 150 mm in thickness, which in the
opinion of Engineer is unsuitable for incorporation in the work.
4. The above machines & tools shall be deployed to carry out the Clearing & Grubbing
operation and the bushes, stumps falling with in the excavation and fill lines shall be cut to
the depth below ground level that in no case these fall within 500 mm of the sub grade, also
all vegetation and deleterious matters unsuitable for use in the embankment & sub -grade
should be removed between fill lines
5. All branches of the trees extending above the highway shall be trimmed.
6. All excavation below the general ground level done to remove the trees shall be filled with
suitable approved material and compacted to the density as required by the contract
specification.
7. The existing soil of natural ground shall be tested for its suitability. In the event of the
material nonconforming to the MORT&H specifications, it shall be removed and replaced
with the approved material & compacted with Vibratory Roller to achieve the required
density of 95%. In case where ground level is less than 0.5 M required density shall be 98%
8. OGL will be taken after clearing and grubbing and compaction.

3.4 Disposal of the Materials:

1. Materials collected from Clearing and Grubbing is disposed off to the specified places as per
the Engineer’s instruction.
2. Stacking of cleared stumps, branches & boulders shall be done neatly at the approved location
up to a lead of 1000 M.
3. During the site clearance-clearing and grubbing phase, primary access is created to facilitate
equipment movement and delivery of construction materials for other construction activities
like cross drainage structure which are underway at several locations.

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 CHAPTER - 4

4.1 Borrow pits:

 Borrow pits are excavated areas used for the extraction of soil, sand, or gravel that is needed
for road construction. These pits are typically located near the construction site to minimize
transportation costs and reduce the environmental impact of hauling materials from distant
locations.
 Indian Standard Code IS 1200:2014 "Method of Measurement of Building and Civil
Engineering Works - Part 1: Earthwork" provides guidelines for the excavation of borrow pits
for road construction.
 The excavation of borrow pits involves the removal of soil or other materials from the
ground, which can result in environmental impacts such as erosion, soil compaction, and the
alteration of water flow patterns. To mitigate these impacts, it is important to carefully plan
the location and operation of borrow pits, and to implement measures to minimize the
disturbance of the surrounding environment.
 In addition, the excavation and use of materials from borrow pits must comply with local
regulations and permitting requirements. This may include obtaining permits for excavation,
ensuring proper disposal of excess materials, and complying with environmental protection
standards.
 According to this code, the excavation of borrow pits should be done in such a way that the
road construction work is not affected, and the safety of the workers and nearby properties is
ensured. The code specifies the requirements for the excavation of borrow pits, including the
dimensions of the pit, the methods for excavation, and the disposal of excess materials.
 The IS 1200 code also provides guidelines for the measurement of the volume of material
extracted from the borrow pit. The volume is calculated by measuring the length, width, and
depth of the excavation, and deducting the volume of the soil excavated from the area.

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 Fig.9: Borrow Pit

4.2 Dumping and Spreading:

 Dumping is a process to define the transport of soil/earth from borrow pit to embankment
filling. It varies for different types of soils for a given piece of rolling equipment Proper
spreading is largely a matter of attention to the job.
 It can be done directly by adjusting scrapers during dumping. Proper spacing of dumps from
wagons makes a simple job of bulldozing or blading of the loose soil to proper lift thickness.
 Close attention to the effectiveness of the roller in early trial runs will soon indicate the best
lift thickness for the various types of soils. It is not possible to predict the exact lift thickness
which results in the most economical rolling for all soils and types.
 Heavier the equipment the greater the lift thickness which can be handled. The rule does not
hold in the same proportion for sheeps-foot rollers as for other types, because some stock
models have about the same length of tamping foot regardless of the contact pressure and size
of tamping feet
 In any instance, the maximum lift thickness which can be compacted in different soils should
be determined during the early stages of rolling on a project Small differences in soil moisture
may make the job values differ markedly. Compaction depends on the size of the loaded area,
the pressure exerted on the loaded area, and on the lift thickness.
 Lift thickness is an important factor governing the degree of compaction obtained. Many of
the difficulties of obtaining the desired compaction can be traced to lift thickness in excess of
that which can be handled by the rolling equipment used.

Fig. 10: Soil Dumping Fig. 11: GSB Dumping

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 Fig. 12: Spreading of Soil

4.3 Finishing by Grader:

 The Indian Standard Code of Practice for Road Bridges, Section I - General Features of
Design (IS 11892:2008) provides guidelines for the use of a grader for embankment
construction.
 A grader is a piece of equipment used to level and grade the soil. It can be used for preparing
the sub-grade before the placement of the embankment or for final grading of the
embankment surface. The following points should be considered while using a grader for
embankment construction:
 The grader should be operated by a trained and experienced operator.
 The blade angle and height should be adjusted to achieve the desired grade and level.
 The grader should be operated in a controlled and consistent manner to avoid excessive
compaction or overworking of the soil.
 The grader should be used to level and grade the soil to the required cross-section and slope
as per the approved drawings and specifications.
 The grader should not be used to mix or homogenize the soil, as this can cause segregation of
the soil during the dumping process.
 The moisture content of the soil should be controlled during the grading process to achieve
the desired density.
 The grading operation should be followed by compaction using appropriate equipment to
achieve the desired density.
 It's essential to note that the above guidelines are for reference only, and site-specific
conditions and requirements may vary. It's always recommended to consult a qualified
engineer or geotechnical expert for specific recommendations for your construction project.
Additionally, the project specifications should specify the use of a grader and the procedures
to be followed during the grading process.

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 Fig. 13: Finishing of soil layer

4.4 Compaction:
In the construction of highways, embankments, earth dams, and many other engineering projects,
loose soils must be compacted to increase their unit weight.
This aimed to achieve:

 Increases Strength
 Decreases permeability
 Reduces settlement of the foundation
 Increases slope stability of embankments
Soil compaction is defined as the method of mechanically increasing the density of soil. In
construction, this is a significant part of the building process. If performed improperly, settlement of
the soil could occur and result in unnecessary maintenance costs or structure failure. Almost all types
of building sites and construction projects utilize mechanical compaction techniques.
The degree of compaction of soil is measured by its unit weight(γdry), and optimum moisture content
(wc). The process of soil compaction is simply expelling the air from the voids or reducing air voids.
By reducing the air voids, more soil can be added to the block. When moisture is added to the block
(water content(wc) is increasing) the soil particles will slip more on each other causing more
reduction in the total volume, which will result in adding more soil and, hence, the dry density(γdry)
will increase.

Fig. 14: Embankment/subgrade compaction by compactor

4.4.1 Important elements in soil compaction:

a) Soil type.
b) Soil moisture content.
c) Compaction effort required.

4.4.2 Effect of Moisture:

The response of soil to moisture is very important, as the soil must carry the load year-round. Rain,
for example, may transform soil into a plastic state or even into a liquid. In this state, the soil has very
little or no load-bearing ability.

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4.4.3 Compaction is necessary:
There are five principle reasons to compact soil:

 Increases load-bearing capacity

 Prevents soil settlement and frost damage
 Provides stability
 Reduces water seepage, swelling, and contraction
 Reduces settling of soil

S.No. Type of work/material Relative compaction as

percentage
of max. laboratory dry
density as
per IS:2720 (Part 8)
1. Subgrade and earthen shoulders Not less than 98%
2. Embankment, Not less than 95%
3. Expansive Clays Not allowed
a) Subgrade and 500 mm portion just below
the subgrade
b) Remaining portion of embankment
90–95%

Table no. 1: Minimum compaction required

4.4.5 Types of Compaction:

There are four types of compaction effort on soil or asphalt:
1. Vibration
2. Impact
3. Kneading
4. Pressure
These different types of effort are found in the two principal types of compaction force: static and
vibratory.

 Static force is simply the dead weight of the machine, applying downward force on the soil
surface, compressing the soil particles. The only way to change the effective compaction
force is by adding or subtracting the weight of the machine. Static compaction is confined to
upper soil layers and is limited to any appreciable depth. Kneading and pressure are two
examples of static compaction.
 The vibratory force uses a mechanism, usually engine-driven, to create a downward force in
addition to the machine's static weight. The vibrating mechanism is usually a rotating
eccentric weight or piston/spring combination (in rammers). The compactors deliver a rapid
sequence of blows (impacts) to the surface, thereby affecting the top layers as well as deeper
layers. Vibration moves through the material, setting particles in motion and moving them
closer together for the highest density possible. Based on the materials being compacted, a
certain amount of force must be used to overcome the cohesive nature of particular particles.

4.5 Bumping:
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The embankment bed develops bumping when the soil is not make proper bond between soil
particles then air is not removed by compaction, bumping is removed by making arrows with
motor grader and left to dry for some time and then again compacted.

Fig. 15: Bumping on Embankment/Subgrade Fig. 16: Bumping Removed on

Embankment/
Subgrade by grader arrows

CHAPTER - 5
5.1 Embankment:
Embankment are the main part of any earth work. An embankment is an artificial mound constructed
using earthen materials such as soil etc, properly compacted, to support the raising of roadway or
railways above the level of the existing ground level EGL of original ground level.

Fig. 17:
Embankment Layer

5.1.1 Requirements of embankment:

 Embankments constructed along the banks of the rivers to provide flood protection or in the
forms of roads and railways in flood-prone areas.
 Natural drainage will have damaging impacts due to constrained waterways, especially in the
case of roads and highways, so soil mass must be free draining.

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  The material must be formed into a homogeneous mass free from large voids.
 The material must not consolidate excessively under the weight of superimposed fill.
 The soil must have a high angle of internal friction (i.e., high shear strength).

5.1.2 Cross section of the embankment can be designed includes:

a) Ultimate width of top of embankment;
b) Loading on top of embankment;
c) Geotechnical properties of the foundation and fill materials;
d) Restrictions on width of land available;
e) Special conditions to which the embankment would be subject, for example, tidal waters,
active mining operation and natural cavities, and environmental and other economic factors
which could influence the final choice of cross section, e.g. earth banks for sound screening
or flattening of slopes to allow them to be returned to agriculture.

5.1.2.1 Problems occur of embankment design and construction can be

divided into three categories:
a) Routine cases such as embankments constructed over firm or reasonably favourable ground,
using sand, gravel and other approved suitable fill materials.
b) Special cases where the difficult ground extends over a limited length; soft foundation
layer/loose stratum exist for a shallow depth; or the embankment fill material is relatively un-
favourable such as clays or organic material.
c) Exceptional cases in which embankments are routed over long distances on marine clays,
tidal swamps, peats, creeks, floodplains, etc., where conditions could be critical in causing
instability, and post-construction settlement might assume serious proportions and/or strata is
expansive in nature exhibiting swelling characteristics/liquefaction potential due to the
occurrence of loose soil at or up to deeper depths.

5.1.3 Embankment Settlement occur due to:

1. When road embankment foundation consists of compressible soil with high moisture content
2. Due to inadequate compaction of filled layers during construction operation

5.1.3.1 Action Measure:

The following action can be taken to eliminate settlement risk during construction operations:
1. To increase the foundation soil consolidation rate by providing a sand drain.
2. By proper compaction of filled layers during construction operation.

5.1.4 Failure of embankments generally takes place by one of the following

modes:
 Slip circle failure through the slope or through slope and base
 Block sliding over weak soil strata in the foundation;
 Plastic squeezing;
 Liquefaction induced failure of embankment and foundation soil;
 Excessive and uneven settlement of embankment and foundation soil;
 Erosion of embankment;
 Instability and scouring in vicinity to water bodies/rivers/ponds;
 Collapse due to inadequate drainage;
 Overtopping and subsequent washout by flood water.

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A design cannot be considered as complete unless safety against failure by all the above modes is
ensured. However, before actually embarking on design of the embankment, a designer must give due
consideration to “engineering” and “economic” factors involved in design.

5.2 Embankment Construction Equipment:

 Excavator
 Tippers /Dumpers
 Motor Graders
 Vibratory Compactor
 Tractors Dozer with Disc Harrows/ Spreading Blade / Ploughs
 Water Bowser with Sprinklers etc.

5.3 Embankment Construction Material:

 The Embankment material shall be soil, moorum and gravel, fly ash or a mixture of these
three.
 The material shall satisfy the requirements

5.4 Embankment Material Properties:

a) Maximum Dry Density (MDD):
 For embankments, up to a height of 3.0m is 1.52 T/cum
 For embankments more than 3.0m in height, 1.60 T/Cum
 A separate density requirement as per the contract specification shall apply for fly ash.
b) CBR: Minimum CBR requirement 8-12%
c) Coarse material: Size not more than 75mm
d) Free swell index: Not exceeding 50% (to be used only below 500mm of top of the
embankment)
e) Liquid Limit: Not exceeding 70
f) Plasticity Index: Not exceeding 45

S. No. Type of Work Maximum laboratory dry unit weight

when tested as per IS:2720 (Part 8)
1 Embankments up to 3 m height, Not less than 15.2 kN/cu.m
not subjected to extensive
flooding
2 Embankments exceeding 3 m Not less than 16 kN/ cu.m
height or embankments of any
height subject to long
periods of inundation
3 Subgrade and earthen Not less than 17.5 kN/cu.m
shoulders/verges/backfill

Table no. 2: Maximum dry unit weight required

5.5 Setting out Works:

 The road’s centreline shall be set out using a continuous transit theodolite/total station
survey.

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  The reference points for this shall be as per the approved drawings and instruction of the
Engineer.
 The working benchmarks shall be established from the approved reference benchmarks
and near all permanent structures/cross drainage.
 The reference points shall be so located that these shall not be disturbed during
construction.
 Reference pegs shall be fixed on both sides of the slopes. These pegs are meant as guides
and shall be about 0.50-1.50m away from the toe of the embankment.
 Mark the limits of embankment filling with lime powder or pegs on the ground after
clearing and grubbing are completed.

5.6 Procedure of Embankment formation:

1. First completion of site clearance, then limits of embankment shall be marked by fixing pegs
at regular intervals before commencing the earthwork. Construction toe line shall be more
than the design toe line for proper construction of the edges.
2. The original ground shall be levelled to facilitate placement of first layer of embankment,
scarified, mixed with water and then compacted by rolling so as to achieve minimum dry
density as specified in the modified Technical specification. Foundation treatment specified
for embankments shall be carried out as per approved drawing. Unsuitable material occurring
in embankment foundation shall be removed as per direction and approval of the Engineer
and replaced by approved materials laid in layers and suitably compacted to the required and
specified degree of compaction. Excavation at approved borrow areas as per clause 305.2.2.2
shall be carried out with excavator and transportation of excavated material shall be done by
dumpers/ tractor trolley.
3. Natural ground soil shall be tested for its suitability. If found unsuitable it shall be replaced
with the permission of the Engineer.
4. Dry Density of natural ground soil shall be determined, and natural ground shall be tested for
dry density, if found less than 95% of M.D.D., the original ground shall be scarified and
mixed with the required quantity of water and then compacted by vibratory roller to achieve
minimum specified dry density.
5. For construction adjacent to the existing embankment, a continuous horizontal benching 300
mm wide or as per drawing shall be provided in the existing embankment.
6. The embankment material shall then be spread in layers not exceeding 250 mm compacted
thicknesses when using vibratory roller over the entire area with the dozer and finished by a
motor grader. When the existing embankment to be widened continuous horizontal benches
shall be cut out into the old slope to ensure adequate bond. Where water is required to be
added the same shall be sprinkled from a water tanker fitted with sprinkler, uniformly on the
surface but without flooding and shall be mixed thoroughly in soil by harrowing until uniform
moisture content is obtained throughout the depth of the layer. If the material delivered to the
roadbed is too wet, it shall be dried by aeration and exposure to the sun till the moisture
content is accepted for compaction. At the time of compaction, the moisture content should be
in the range of +/- ½ of OMC.
7. The compaction shall be done with the help of Vibratory Roller of 8 – 10 Tonne static weight.
Compaction trial shall be carried out on a suitable stretch to determine the no. of passes
required for particular type of soil, dumped for embankment, to achieve densities specified in
the table 300-2 of the Technical specification. Based on the trial actual compaction will be
carried out with required no. of passes of Soil Compactor until the specified density is
achieved. Rolling shall progress parallel to the center line of the road uniformly overlapping
each preceding track by one-third width. Rolling shall be continued till the specified density is
achieved as per table 300-2. In case specific compaction is not achieved the material in the
soft area shall be removed and replaced with approved material. Densities shall be tested by
sand replacement method / nuclear density gauge.

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 8. Subsequent layers shall be placed only after the finished layer has been tested as per the
clause 903.2.2 and accepted. The top levels of the embankment shall be checked with
reference to the longitudinal and cross profile of the road as per drawing to keep the variation
within tolerance limit as per table 900-1.
9. Different layers of embankment will be marked on pillars fixed outside the toe-line.

5.6.1 Road Embankment Construction:

 Atterberg limits, MDD, OMC, and in-situ dry density of the material at ground level shall be
checked.
 Any unsuitable material shall be removed as directed by the Engineer and replaced with
suitable material.
 Embankment may be constructed by laying suitable material in layers not exceeding 250mm
thickness.
 Each layer is compacted by rolling to a satisfactory degree or the required density achieved
before the next layer is placed.
 Compaction is carried out at optimum moisture content so as to take benefit of maximum dry
density using a specified compacting effort and equipment.
 All the measurements of filling shall be taken at every stage of construction.

5.7 Quality Control and Testing:

 The compaction control shall be achieved on each layer by taking a random density
measurement as specified in clause 903.2.2 of MORTH specifications.
 Field density tests shall be conducted by sand replacement method/non-destructive tests
(Nuclear density gauge method).
 When density measurement reveals soft areas in the embankment, these are compacted
further. If the specified compaction is not achieved, the material in the soft area shall be
removed and replaced by approved material, compacted to the specification.
 Test results shall be entered in the relevant inspection/test formats and as per individual
approved inspection and test plans.
 The alignment and levels of the compacted embankment top layer shall be checked to confirm
that these are within permissible limits as specified in Table 900-1.
 Record of testing shall be maintained in pictorial/chart form showing the details like date of
testing, bore area used and log number of approval requests etc., as necessary to monitor the
activity.

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 CHAPTER - 6
6.1 Subgrade:
The foundation of the pavement structure is known as subgrade. Preparation of subgrade consists of
all operations before the pavement structure is placed over it and compacted. The subgrade may be
situated on an embankment, by excavation, or at the existing ground surface. In all the above cases,
Site Clearance Clearing Grubbing Operation should be done before starting the pavement structure
construction. After that, the grading operation is started as per the design and drawing of the highway
plan and profile.

Fig. 18: Subgrade layer

Subgrade performance depends on two corresponding factors, which are as follows:

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  Load bearing capacity: The subgrade must be able to support loads transmitted from the
pavement structure. This load bearing capacity is often affected by degree of compaction,
moisture content, and soil type. A subgrade that can support a high amount of loading without
excessive deformation is considered good.
 Volume changes: Most soils undergo some amount of volume change when exposed to
excessive moisture or freezing conditions. Some clay soils shrink and swell depending upon
their moisture content, while soils with excessive fines may be susceptible to frost heave in
freezing areas.
Poor subgrade should be avoided if possible, but when it is necessary to build over weak soils
there are several methods used to improved subgrade performance:

 Removal and replacement (over-excavation). Poor subgrade soil can simply be removed and
replaced with higher quality fill. Although this is simple in concept, it can be expensive.
 Stabilization with a cementitious or asphaltic binder. The addition of an appropriate binder
(such as lime, portland cement or emulsified asphalt) can increase subgrade stiffness and/or
reduce swelling tendencies.
 Additional base layers. Marginally poor subgrade soils may be made acceptable by using
additional base layers. These layers spread pavement loads over a larger subgrade area. This
option is rather perilous; when designing pavements for poor subgrades the temptation may
be to just design a thicker section with more base material because the thicker section will
satisfy most design equations. However, these equations are at least in part empirical and
were usually not intended to be used in extreme cases. In short, a thick pavement structure
over a poor subgrade may not make a good pavement.

6.2 Subgrade Construction Equipment:

The following sets of equipment are necessary for the planned progress of road subgrade construction
work.

 Excavator
 Air Compressor & Pavement Breaker /Jack Hammer
 Tippers /Dumpers
 Motor Graders
 Vibratory Compactor
 Tractors Dozer with Disc Harrows/Spreading Blade/Ploughs
 Water Bowser with Sprinklers etc.
 Crawler Dozers

6.3 Subgrade Construction Process:

1. The subgrade in road construction shall be prepared as per the MORTH specifications if it is
not mentioned in the construction contract technical specifications.
2. The limits of filling shall be marked by fixing batter pegs at regular intervals on both sides of
the layer, and the working line should be marked with lime powder.
3. The layer should be built 300mm wider than the designed and drawing dimensions so that
after proper compaction is achieved up to the toe, the surplus materials shall be trimmed to
get the properly compacted slopes of the subgrade.
4. Where the fill is to be deposited against an existing subgrade, continuous horizontal benches
of 300 mm wide shall be cut into the old slope.
5. In the cutting section, where cutting is to be done up to the subgrade top, its top layer shall be
loosened and re-compacted as per technical specification.

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 6. The topsoil in the borrow area shall be removed by grubbing or stripping so that earth without
vegetation is excavated and loaded for the subgrade layer.
7. The grader will initially spread the heap of earth dumped over a stretch maintaining an
approximate line and level.
8. The material should have an Optimum Moisture Content(OMC) at this stage, ranging from
+1% to –2%.
9. The mixing or drying process should be adopted if OMC is not found within the permissible
limit.
10. When the material at the site is too Dry: Additional water shall be added to increase the
moisture content up to the permitted limit. After sprinkling water with the browser, the
material shall be thoroughly mixed with the help of a grader to obtain a homogenous mix.
After that, the grader shall carry out the final precise grading.
11. When the material at the site is too Wet: If the material at the site is too wet, it shall be dried
by aeration and exposure to the sun until the moisture content is acceptable.
12. When a combination of grader and dozer is used, the dozer shall carry out the initial spreading
of borrowed material to the approximate line and level. After that, the grader shall carry out
the final precise grading.
13. The in-situ moisture content shall be checked with the help of a rapid moisture meter.
14. Compaction of fill shall start immediately after achieving the required moisture content, and
compaction shall be done with the help of a vibratory compactor.
15. The compaction pattern, which includes the number of passes required, shall be finalized after
full-scale trials at the site to achieve the required degree of compaction as per technical
specifications.
16. The general pattern shall be as follows: When one pass includes both forward and reversed
roller movement.
 Initial rolling: Two static passes with a vibratory roller.
 Subsequent rolling: Four vibratory passes
17. The compaction shall commence from the lower end and move to the upper-end width by
width.
18. Further layer shall commence after the underlying layer is tested and approved.
19. The rain cuts shall be repaired before placing further layers of subgrade.
20. The compaction behind the structure shall be done using a vibratory roller or plate compactor
to achieve 98% of MDD as per MORTH specification.
21. The surface of the subgrade layer shall have a suitable cross fall to enable efficient surface
drainage.

6.4 Quality Control for subgrade:

 The poor soil should be avoided if possible, but when it is required to build over weak soils,
several techniques are used to improve subgrade performance, as follows.
 Remove poor soil and replace it with higher quality fill material.
 Soil stabilization using admixtures can increase subgrade stiffness and reduce swelling
tendencies of soil.
 Additional base layers can help to spread pavement loads over a larger subgrade area.
 Required maximum laboratory dry unit weight when tested as per IS:2720 (Part 8), and it
should not be less than 18 kN/cum
 Relative compaction as a percentage of maximum laboratory dry density as per IS:2720 (Part
8) is not less than 98%.
 Construction of subgrade with approved material satisfying a minimum CBR of 5% should be
followed.

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 CHAPTER -7

7.1 Granular Sub base(GSB):

Granular Sub Base(GSB) is a natural or designed construction material used as a sub-base
layer for road construction. Granular Sub Base is a layer in the road foundation just above the
compacted sub-grade layer. GSB or granular sub base prevents capillary water from rising; its
particle size is so designed that the capillary action stops and cannot go beyond the GSB
layer. Secondly, it works like a drainage layer where water can pass without damaging other
road layers.

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 Fig. 19: GSB layer

7.2 Granular Sub Base Construction Equipment:

The following sets of equipment are necessary for the GSB construction work:
 Grader/Loader/Excavator as required
 Vibratory Rollers (80 -100 KN static weight)
 Water Tanker (10,000 Litres)
 Tippers/Dumpers -10T /20T (as per site requirement)

7.3 GSB Material:

 The GSB material shall be crushed stone aggregate free from organic and other
deleterious constituents or natural river bed material having proper gradation.
 It shall conform to grading-I of table 400-1 of MORTH specification, with the
percentage passing 0.075mm size restricted to 5%.
 The material shall have four days of soaked CBR of a minimum of 30%.
IS Sieve Percent by Weight Passing the IS Sieve
Designatio Grading I Grading II Grading Grading Grading V Grading
n III IV VI
75.0 mm 100 - - - 100 -
53.0 mm 80-100 100 100 100 80-100 100
26.5 mm 55 –90 70-100 55-75 50-80 55-90 75-100
9.50 mm 35-65 50-80 – – 35-65 55-75
4.75 mm 25 – 55 40-65 10-30 15-35 25-50 30-55
2.36 mm 20- 40 30-50 – – 10-20 10-25
0.85 mm – – – – 2-10 –
0.425 mm 10-15 10- 15 – – 0-5 0-8
0.075 mm <5 <5 <5 <5 – 0-3

Table no. 3: Granular Sub Base Grade

7.4 Physical properties of GSB Material:

 A mix of different sizes of crushed aggregates from approved sources shall be so
proportioned to achieve the specified grading.
 The Proportioning shall be done by ascertaining the proper gradation of the individual
ingredients and the blend determined by trial and error method to achieve the
gradation specified.
 MDD & OMC shall be established for the material blend, and it will be ensured
before the actual execution of that material used in GSB layer has a CBR value of
30% or more when compacted and finished.
 In case of variation of gradation in the course of work, the proportion shall be suitably
modified, and the entire required test shall be carried out per relevant specification.
 The material shall be blended at source/crusher to achieve the specified gradation and
shall be jointly checked at the site for conformance to gradation.

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7.4.1 GSB Test Results:
Aggregate Impact Value IS:2386 (Part 4) 40 maximum
(AIV) or IS:5640
Liquid Limit IS:2720 (Part 5) Maximum 25
Plasticity Index IS:2720 (Part 5) Maximum 6
CBR at 98% dry density IS:2720 (Part 5) Minimum 30 unless
(at IS:2720-Part 8) otherwise
specified in the Contract

Table no. 4: Granular Sub Base MoRTH Results

7.5 Procedure for GSB formation:

1. The base shall be prepared by removing all vegetation and other extraneous matter; if
any, lightly sprinkled with water if necessary and rolled with two passes of 80-100KN
smooth wheeled roller.
2. Marking shall be done by fixing the batter pegs on both sides at regular intervals to
the length and depth of the approved subgrade.
3. Well-graded material shall be transported and dumped at the site by means of end
dumpers and dumped in the form of heaps/stockpiles.
4. The material shall be spread by means of the motor grader to the required slope and
grade.
5. Water shall be sprinkled uniformly and care should be maintained that the moisture
content at the time of compaction is in the range of -2 to +1 per cent of OMC.
6. The material shall be processed by means of mechanical disc harrows and rotators or
ploughed until the layer is uniformly wet and thoroughly mixed with water,
immediately thereafter rolling is to be taken up with required compacters.
7. If there is any segregation after spreading, the same shall be rectified by spreading
fines before rolling.
8. The rolling shall be carried out from lower edge to upper edge longitudinally with the
80-100KN vibratory roller and it should be maintained that the speed of the roller
should not be more than 5km/hr. Rolling shall commence from edges towards the
center when there is a cross fall on both sides.
9. Rolling shall be continued until there are no tyre impressions marked on the surface
and a specified degree of compaction is achieved.
10. Depressions and high spots shall be rectified by adding or removal of fresh material
with proper compaction.

7.6 QUALITY CONTROL:

1. The gradation of the material shall be controlled at the crusher plant by making
necessary adjustments.
2. The compacted surface shall be checked for field density at a frequency of 1 test per
1000sqm. The degree of compaction should not be less than 98% when tested as per
IS: 2720 (Part – 8).
3. The surface shall be checked for levels at as per MORT&H intervals longitudinally
and transversely and the same shall be within +10/-20mm.

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 4. GSB materials collected from the source are subjected to laboratory tests like liquid
limits, plasticity index, and gradation to detect deleterious materials. If the
requirements are satisfied, the material will be approved.

CHAPTER - 8
8.1 Field Dry Density Test IS 2720 PART-28
8.1.1 FDD test:
FDD or Field Dry Density Test is a field quality test to evaluate dry density of soil by dividing wet
density of soil by the water content in percent. The compaction in percentage at site is determined by
dividing the dry density of soil with MDD or maximum dry density from proctor test. So, FDD in
civil engineering is a test carried out in the field to determine the dry density of the soil achieved at
site.

8.1.2 MDD of soil:

MDD is the density that is achieved in the laboratory at the optimum moisture content (OMC). It is
the maximum density you can achieve for given conditions. So, quality control officers use this as a
threshold value to determine if the pavement or earthwork is of good quality or not.

8.1.3 Types of FDT Tests:

The following are the most common types of field density test:
1. Sand Replacement Method or Sand Cone Method
2. Core Cutter method
3. Water Replacement Method

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4. Rubber Balloon Method
5. Heavy oil Method
6. Nuclear Moisture Density Meter
The compaction or increase in density is achieved at site with the help of Tampers, different types of
roller like steel drum roller, pneumatic-tyred roller, sheep foot rollers or different types of vibratory
compactors.

8.1.4 Determine in situ dry density of soil by sand replacement test method:
1) Objective of Sand replacement method:
 The primary objective of the sand replacement method is to determine the dry density of soil.
 It is used as a control test to check if the soil has acquired the designated dry density after
compaction.
 The determined in situ dry density is necessary for the design of pavement and highways as
well as for the estimation of the quantity of the base and subgrade course materials.

2) Apparatus:
1. Sand – pouring cylinder
2. Calibrating container, 100mm diameter and 150mm height
3. Soil cutting and excavating tools, such as scrapper tool, bent spoon
4. Plane surface: Glass or Perspex Plate or Other Plane Surface, 450mm square, 9mm thick
or larger
5. Metal container to collect excavated soil
6. Metal tray, 300mm square and 40mm deep with a hole of 100mm in diameter at the
center
7. Weighing balance accurate to 1 gram
8. Moisture content cans
9. Desiccator

3) Material Required:
 The sample of sand to be used for the test must be well cleaned and uniform.
 It must pass through a 1mm IS sieve and be retained on 600 microns IS sieve.
 It must be noted that the sample of sand must be free from any organic matter and other toxic
substances.
 The sand must be dried in a ventilated oven and left undisturbed for some time so that the
water content of the sample can get sufficient time to reach equilibrium along with
atmospheric humidity.

4) Calibrations:

1. Measure the internal dimensions of the calibrating container and then calculate its
volume.

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 2. Fill the sand-pouring cylinder with sand, within about 10mm of its top. Determine the
weight of the filled cylinder (M1).
3. Place the sand-pouring cylinder vertically on the calibrating container. Open the shutter to
allow the sand run out from the cylinder. When there is no further movement of the sand
in the cylinder, close the shutter.
4. Lift the pouring cylinder from the calibrating container and weigh it to the nearest gram
(M2).
5. Place the sand pouring cylinder on the glass plate. Open the shutter and allow the sand to
run out of the cylinder until no further movement of the sand is noticed (sand fills the
cone of the cylinder), and then close the shutter and remove the sand pouring cylinder
carefully.
6. Take the sand on the glass plate and determine its weight (M3)
7. Repeat step 3 to step 6 two more times and record mean weight (mean M2 and M3)
8. Determine the dry density of sand.

5) Procedure:
1. Expose an area of about 450mm square on the surface of the soil mass. Trim the surface
down to a level surface using a scrapper tool.
2. Place the metal tray on the levelled surface.
3. Excavate the soil though the central hole of the tray, using the hole in the tray as a pattern.
The depth of the excavated hole should be about 250mm.
4. Collect all the excavated soil in a metal container, and determine the mass of the soil (M).
5. Remove the metal tray from the excavated hole.
6. Fill the sand pouring cylinder within 10mm of its top. Determine its mass (M 1).
7. Place the cylinder directly over the excavated hole. Allow the sand to run out the cylinder
by opening the shutter. Close the shutter when the hole is completely filled and no further
movement of sand is observed.
8. Remove the cylinder from the filled hole. Determine the mass of the cylinder (M 4).
9. Take a representative sample of the excavated soil. Determine its water content.
10. Determine the dry density of soil.
11. Remove the cylinder from the filled hole. Determine the mass of the cylinder (M 4).
12. Take a representative sample of the excavated soil. Determine its water content.
13. Determine the dry density of soil.

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 Fig. 20: Field dry density test

S. Data (Calibration of Unit Weight of Sand) Trial 1

no
.
1 Volume of the calibrating container, V (cm3)
2 Weight of SPC + sand, W1 (g)
3 Weight of sand required to fill the conical portion on a
flat surface, W2 (g)
4 Weight of SPC + sand (after filling calibrating can), W3
(g)
5 Weight of sand required to fill the calibrating container,
Wc = (W1-W2 –W3) (g)
6 Unit weight of sand, γsand = (Wc)/V (g/cm3)

Table no. 5 Calculation table Unit Weight of sand

S.No. Data (Determination of Density of Soil) Trial-1

1 Weight of the excavated from the pit (W) (g)
2 Weight of sand + SPC, before pouring, W1 (g)
3 Weight of SPC after filling the hole & conical
portion, W4 (g)
4 Weight of sand in the pit Wp = (W1-W4-W2) (g)
5 Volume of sand required to fill the pit Vp=Wp/γsand
(cm3)
6 Wet unit weight of the soil γwet=W/Vp (g/cm3)
7 Dry unit weight of the soil γdry=γwet/(1+m) (g/cm3)
(where ‘m’ is the moisture content of soil)

Table no.6 Calculation table for Dry Density of Soil

8.2 MOISTURE CONTENT DETERMINATION BY RAPID MOISTURE
METER IS-2720 (Part 2):1973
1) Objective:
Water content determination generally takes 16 to 24 hours by oven drying method. To quickly
determine the water content at site, use of Rapid Moisture Meter is very advantageous. In this method,
water content is determined from the gas pressure developed by the reaction of calcium carbide
(Absorbent) with free water of the soil sample. From the calibrated scale of the pressure gauge, the
percentage of water on total (wet) mass of soil sample is obtained and the same is converted to water
content on dry mass of soil.

2)Apparatus Required:

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 1. Metallic pressure vessel, with a clamp for sealing the cup, along with a Pressure gauge
calibrated in percentage water content as per IS-12175:1987.
2. Counterpoised balance, for weighing the sample.
3. 3 steel balls of about 12.5mm diameter and 1 steel ball of 25mm diameter
4. Cleaning Brush
5. Calcium Carbide Powder (Absorbent)
6. Standard Scoop - for measuring absorbent

3) Procedure:
a. Preparation of Soil Sample: Sand requires no special preparation. Coarse powders
may be ground and pulverized. Cohesive and plastic soil is tested with addition of
steel balls in the pressure vessels. The test requires about 6 grams of soil sample.
b. Set up the balance, place the soil sample in the pan till the mark matches with the
index mark.
c. Unclamp the clamping screw of the instrument sufficiently to move the U-clamp off
the cup. Lift off the cup. Check that cup and body are clean; otherwise clean it using a
brush.
d. Hold the Moisture Meter horizontally and gently deposit the one level scoop-full of
the absorbent (Calcium Carbide) inside the chamber.
e. Transfer the weighed soil from the pan to the cup.
f. Holding cup and chamber horizontally, bringing them together without disturbing the
sample and the absorbent. Clamp the cup tightly into place.
g. In the case of clayey soils and pastes, place the 3 smaller steel balls in the cup along
with the sample and larger one in the body along with the absorbent. Shake the
moisture meter up and down vigorously for 5 seconds, then quickly turn it so that the
gauge is upwards, give a tap to the body of the moisture meter to ensure that all the
contents fall into the cup. Hold the rapid moisture meter downwards, again shake for
5 seconds, then turn it with gauge upwards and tap. Hold for one minute. Repeat this
for a third time.
h. Once more invert the rapid moisture meter and shake up and down to cool the gas.
Turn the rapid moisture meter with the gauge upwards and dial horizontal held at
chest height. When the needle comes to rest, take the reading. The readings on the
meter are the percentages of water on the wet mass basis.
i. For other than Clayey soils, place the 3 smaller balls in the cup along with the soil
and the larger one in the body along with the absorbent and seal up the unit as usual.
j. Hold the rapid moisture meter vertical so that the material in the cup fall into the
body. Now holding the unit horizontal rotate it for 10 seconds so that the balls are
rolled round the inside circumference of the body.
k. Rest for 20 seconds. Repeat the rotation-rest cycle until the gauge reading is constant
(Usually this takes 4 to 8 minutes). Note the reading as usual.
l. Finally release the pressure slowly (away from the operator) by opening the clamp
screw and taking the cup out, empty the contents and clean the instrument with a
brush.

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 Fig. 21: Rapid moisture meter for moisture content

4) Observation and Recording:

From the water content (m) obtained on the wet mass basis as the reading on the rapid moisture meter,
the water content (w) on the dry mass basis shall be calculated as follows: w= [m / (100-m)] X 100 %

5) Interpretation and Reporting of Result:

The natural moisture content of the soil sample is ________ %.

6) General Remarks:
The absorbent is highly susceptible to absorption of moisture and so shall not be exposed to
atmosphere; as a result, the absorbent suffers deterioration and will give results to the lower side.
Replace the lid of the absorbent container firmly as soon as the required amount of the absorbent for a
test is taken from the bottle. The absorbent suffers deterioration with time.

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