PRESENTATION

ON
Construction of RIGIDPAVEMENT

Dept. of Civil Engineering

CMR TECHNICAL CAMPUS ,HYDERABAD

SUBMITED TO:- PRESENTED BY:-

Mrs SREELATHA R.V.V. SAI KUMAR -207R1A0141

P.HARINADH -207R1A0140
P.NIHAR-207R1A0136
 CONTENT

 OBJECTIVE
 PROJECT DETAILS
 INTRODUCTION
 LAYERS OF RIGID PAVEMENT
 TESTS ON CONCRETE
 CONSTRUCTION OF RIGID PAVEMENT
 CONCLUSION
 REFERENCE
OBJECTIVE

 Providing a durable and long lasting surface for traffic, distributing

loads from vehicles to the underlying soil, minimizing maintenance
needs, and offering a smooth and skid resistance surface for safe
driving.
 Additionally ,rigid pavements aim to reduce the need for frequent
repairs, withstand heavy traffic loads, and contribute to overall
transportation efficiency.
 PROJECT DETAILS

 PROJECT NAME : CONSTRUCTION OF RIGID PAVEMENT

 LOCATION : GUNDLAPOCHAMPALLY, HYDERABAD
 UNDER THE GUIDENCE : NARASIMHARAO(Assistant
Engineer)
 STATUS : COMPLETED
EXPERIMENTAL SYUDY ON RIGID PAVEMENT AT
GUNDLAPOCHAMPALLY
Introduction
 Development of country depends on the connectivity
of various places with adequate road network.
 Roads constitute the most important mode of communication in
areas where railways have not developed much.
CLASSIFICATION OF ROADS IN INDIA
 India has one of the largest road networks in the world (over 3
million km at present).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)
 Minor District Roads(MDR (OR) ODR)
 Village Roads(VR)
WHAT IS ROAD ?

 Road is an open ,generally public way for the passage of vehicles ,

people , and animals.
 Finish with a hard smooth surface(pavement) helped make them
durable and able to withstand traffic and the environment.
 Roads have a life expectancy of between 20 – 30 years.
What is a pavement?
 A multi layer system that distributes the vehicular loads over a
larger area
What is a pavement?
 Highway pavement is a structure consisting of superimposed layers
of selected and processed materials whose primary function is to
distribute the applied vehicle load to the sub grade.
(or)
 It can also be defined as “structure which separates the tyres of
vehicles from the under lying foundation”.
 Pavement is the upper part of roadway, airport or parking area
structure.
 It includes all layers resting on the original ground.
Foundations of the pavement
 Reduce and distribute the traffic loading so as not to damage the
subgrade.
 Provide vehicle access between two points under all-weather
conditions.
 Provide safe, smooth and comfortable ride to road users without
undue delays and excessive wear & tear.
 Meet environmental and aesthetices requirement.
 Limited noise and air pollution.
 Reasonable economy.
Requirements of pavement structure
 Sufficient thickness to spread loading to a pressure
intensity tolerable by subgrade.
 Sufficient strong to carry imposed stress due to traffic
load.
 Sufficient thickness to prevent the effect of frost
susceptible subgrade.
 Pavement materials should be impervious to penetration
of surface water which could weaken subgrade and
subsequently pavement.
 Pavement surface should be skid resistant.
Classification of Pavements
Types of Pavements
Types of pavement
 There are two types of pavements follows:
1.Flexible pavements: Flexible Pavement
can be define as the one consisting of a
mixture of asphaltic or bituminous material
and aggregate.
2. Rigid Pavement: A Rigid pavement
is constructed from cement concrete or
reinforced concrete slabs.
Pavements Comparison
Flexible Pavements:
• Deep foundations / multilayer construction.
• Energy consumption due to transportation of materials
• Increasing cost of asphalt due to high oil prices.

Rigid Pavements:
• Single layer.
• Generally last longer.
• May require asphalt topping due to noise / comfort
issues.
Pavements Comparison

 Heavy vehicles consumes less fuel on rigid

pavements.

 Rigid Pavements more economic when considering

environmental / life-cycle costing.
Load Distribution in Pavements
Layers of Rigid Pavement
 Subgrade: -
 The sub-grade is made of soils that have been specially prepared to
meet the requirements to support the other two layers.
 The sub-grade is a selected soil material that is carefully compacted to
provide uniform support to the pavement.

Base course: -
• The base is a mixture of crushed rock.
• The base layer provides uniform support to the pavement and allows
water that penetrates any joints or cracks in the pavement to move
• The base layer lies directly on the top of the sub-grade and is built of
clean sand or rock.
 Concrete Slab: - The concrete slab provides structural
support to the aircraft, cars trucks and various other vehicles
and also provides an honest surface resistance against skid
and also helps in providing a decent, smooth riding surface
and also prevents the infiltration of excess surface water.

 Sub base: - The sub base typically provides good stable and
quite uniform support to the cement concrete slab of the
pavement which makes it a crucial element within the
pavement. The sub base also helps lots in controlling the
action of frost up to an excellent extent, bulge of the subgrade
soils, also provides an honest stable stage for the development
for of rigid pavement, provides good subsurface drainage and
helps lots in stopping pumping of mud of fine-grained soils
above. Rigid pavements generally have thickness minimum 4
inches i.e. 100mm as sub base thickness.
 Tests on Concrete

1.Slumpcone test:
 Slump tests in one of the most extensively used to test all over the world .
 Dimensions of the mould are bottom diameter =200mm ,top
diameter=100mm, and height=300mm.
 Mould is filled in with fresh concrete in four layers ,each layer of
approximately one quarter of the height of the mould and tamped
with 25 strokes of the rounded end of the tamping rod.
 Strokes are distributed in a uniform manner over the cross-section.
 After the top layer has been rodded, the concrete is stuck off level
with a trowel or the tamping rod , such that the mould is exactly
filled.
 Mould is remove immediately by raising it slowly and carefully in a
vertical direction. Then the concrete is allowed to subsidized and
the slump is measured immediately by determining the difference
between the height of the mould and the highest point of the
specimen being tested.
 Slump measured is recorded in terms of millimetres of subsidence
of the specimen.
SLUMP RESULT TESTS
1.True Slump
True slump refers to general drop of concrete mass evenly all
around without disintegration.
2. Shear Slump
Shear slump indicates that the concrete lacks cohesion. It may
undergo segregation and bleeding and thus is undesirable for the
durability of concrete.
3. Collapse Slump
Collapse slump indicates that concrete mix is too wet and the
mix is regarded as harsh and lean.
4. Zero Slump – Zero slump is the indication of very low water-
cement ratio, which results in dry mixes. These type of concrete is
generally used for road construction
2.Flow test of concrete :
 Place the flow table on a levelled surface.
 Clean the top of the table and inner surface of the mould using a damp
cloth.
 Place the slump cone centrally on the table.
 Fill the slump cone with concrete in two equal layers and tamp each
layer 10 times with the help of wooden tamping bar.
 After filling the mould, the concrete is stuck off flush with the upper
edge of the slump cone and the free area of the table top cleaned off.
 Half a minute of after stinking off the concrete, slowly raise the cone
vertically using the handles.
 Then raise the table top by handle and allow it to fall 15 times in a
period of 45 to 75 seconds. The concrete spreads itself out.
 Measure the diameter of spread concrete in two dimensions parallel to
the table edges
 The average of these two values, given to the nearest millimetre,
represents the flow.
Construction of Rigid Pavement
1.Preparation of sub-grade: -
The subgrade is a natural ground where concrete slabs are placed. If an
internal weakness is found, it should be eliminated as soon as possible
and new materials should be laid to strengthen it. If the concrete is
applied directly to the substrate, the surface must be soaked with water
6-20 hours before the concrete is poured. This process is usually done
so as to ensure that subgrade does not absorb water from the concrete
which may reduce the strength of the slab
2. Preparation of Sub Base : -
 The sub-base may consist of any one of the following layers:
 A layer of well graded soil-gravel mixture having maximum
thickness of 15 mm.
 Brick soling with one layer of water bound macadam of maximum
total thickness of 10 mm.
 Two layers of water bound macadam having maximum total
thickness of 15mm.
 (iv) A layer of lean concrete with a maximum thickness of 10
mm.
3. Preparation of Base course
 The base is a mixture of crushed rock.
 The base layer provides uniform support to the pavement and allows
water that penetrates any joints or cracks in the pavement to move
 The base layer lies directly on the top of the sub-grade and is built of
clean sand or rock.
4.Placing of forms: -
These figures can be made of different materials, such as steel or
wood. The steel formwork is a structural steel channel with a depth
equal to the thickness of the road surface. These shapes are correctly
fixed together and fixed to the ground. Forms are fixed in position by
three stakes at back of each of length 3-meter. When the forms are
fixed, it is necessary to check their accuracy. For every 3 m of template
length, the maximum allowable deviation in the vertical plane is about
3 mm, and the maximum allowable deviation in the horizontal plane is
about 5 mm.
 5) Watering the prepared sub-base: -
Before pouring the concrete, the formwork must thoroughly have
lubricated with oil. After the formwork is installed, the surface on
which the concrete will be placed should be wetted with water.
When the substrate is dry, spray as much water as possible. It is
always recommended to wet the surface for at least 12 hours
before pouring the concrete. If a waterproof foil insulation layer is
provided, there is no need to wet the surface before, pouring the
concrete.
 6) Batching of materials & mixing: - Ingredients are
weighed in a batching plant. Fine and coarse aggregates are
proportioned by weight and combined in a hopper. Dry mixing
occurs, preferably in a concrete mixer. Water is added for the
desired water/cement ratio. Ready mix concrete is common for rigid
pavement construction. Mixed concrete is transported manually or
through a mixer to the site, quickly deposited in layers up to 50-80
mm thick or 2-3 times aggregate size. Continuous batch pouring
across the mold is recommended.
7) Concrete transportation:
 Mixed concrete is moved manually in wheelbarrows or via a mixer.
It's placed in layers up to 50-80 mm thick or 2-3 times the aggregate
size, ensuring continuous pouring across the mold. The top layer
needs proper slope and tools to remove voids. Prevent peeling
during transport. For reinforced slabs, concrete is poured in 2 steps:
first, to the steel bar level, then compacted and reinforced before
finishing the rest.
8)Concrete Compaction:
 After placing the concrete correctly, compact it using a heavy
ruler or rammer with a handle. Use a wooden temper that's at
least 75 mm wide, shaped like the slab's final shape, and
weighs around 10 kg/m. It must maintain its shape under all
conditions. Its length matches the slab plus 60mm. A 5mm
metal plate is under the temper. Electric trimmers or vibrators
compact the concrete, employing a screed vibrator up to 12.5
cm thick and an immersion vibrator of 5cm thickness.
 9)Floating: - After compaction, the entire surface of the board is
moved longitudinally by the floating board main purpose behind
this process is to provide good even smooth and wave free surface.
Belting: After the flotation process, the surface is trimmed shortly
before the concrete hardens. The main purpose of this process is to
make the road skid resistance and non-slippery. Sometimes this
process is ignored.

10)Brooming:- Curing involves preventing water loss and

maintaining moisture in fresh concrete during its hardening phase.
Initial curing lasts 24 hours, allowing light foot traffic. After
removing the wet cover, full hardening occurs in 2-3 weeks. Final
curing involves methods like ponding, where the slab is covered
with 4 to 8cm of wet sand and wet gunny bags to retain moisture.
11) Belting: - After belting process brooming is done, which
involves drawing brushes from edge to edge at right angles to the
centre line of the road surface. Brooming is done shortly before the
concrete becomes plastic. Sometimes this process is skipped.
 12) Curing: - Curing consist of loss of water from the concrete
slab, and keeping the fresh concrete slab moist during hardening
period. Initial curing is done for 24 hours. By this time the concrete
become hard enough to walk upon and then wet mats are removed
and final curing is done for 2 to 3 weeks. Final curing is done by the
methods like ponding by covering slab by 4 to 8cm thick layer of
wet sand by using wet gunny bags.
CONCLUSION

 Adequately design and properly constructed concrete pavement

have good functional stability, long service life and very little
maintenance needs.
 As regards cost they compare very favorably with bituminous
pavements even in initial cost.
 When whole life cycle costs are considered their cost advantages is
very attractive, and give fuel economy.
 References
 IRC:58-2002, Guidelines for Design of Rigid Pavement.
 IRC:15-2002, Standard specifications and code of practice for
construction of concrete roads.
 S.K.Khanna and C.E.G Justo- Highway engineering.
 IRC:58-1988, Guidelines for design of Rigid Pavements
 IRC:37-2001, Guidelines for Design of Flexible pavements.
 Alam Singh and Chowdhary G.R, ”Soil Engineering in Theory and
Practices”.
 B.C.Punmia,“Soil Mechanics and Foundation.