M. S. Bidve Engineering College, Latur.

SEMINAR REPORT ON

CONSTRUCTION OF CONCRETE ROAD

SUBMITTED BY

BULBULE YASH MADHAV

RN:-29
PRN:-1921291191039

For the Academic year 2022-23 as prescribed in the curriculum Of BATU Lonere.

Guided By
Prof. R. P. RAJPUT
 Department of Civil Engineering

M. S. BIDVE ENGINEERING COLLEGE, LATUR

(Affiliated to DBATU-LONERE)

CERTIFICATE
This is to certify that

BULBULE YASH MADHAV

RN:-29

PRN:-1921291191039

is the Student of THIRD YEAR CIVIL ENGINEERING who have completed the SEMINAR REPORT
ON

“CONSTRUCTION OF CONCRETE ROAD”

Under the Guidance of Prof. R.P.RAJPUT

Prof.Dr.S R HAHLALLI Prof.GUNDAPPA SHETE

(PRINCIPLE) (HOD)

(Dept. of Civil Engineering)

Prof.R.P.RAJPUT
(GUIDE)
 M. S. BIDVE ENGINEERING COLLEGE ,LATUR.

DECLARATION CERTIFICATE

We hereby declare that the SEMINAR REPORT entitled “CONSTRUCTION OF

CONCRETE ROAD”. Submitted by BULBULE YASH MADHAV to the Department of
civil engineering, M. S. Bidve Engineering College, latur in partial fulfillment of
requirement of SEMINAR REPORT. Included in the curriculum of third year in civil
engineering during academic year 2022-23 under guidance of Prof.R.P. RAJPUT, We
further declare that the work of this SEMINAR REPORT has been submitted in partial
fulfillment of requirements of academic curriculum.

Date:

Place: Latur Student Signature.

SEMINAR REPORT ON
CONSTRUCTION OF
CONCRETE ROAD
INDEX

Sr.No Topic Page

No.
1 Introduction 7
2 What Is Road Or Pavement 8
3 Types Of Pavement 8
4 Different Method Of Road 10
Construction
5 Concrete Pavement 11
6 Types Of Concrete Pavement 12
7 Materials Used 13
8 Proportioning 17
9 Procedure To Construct 18
Pavement
10 Preparation Of Sub Grade Or 18
Base Coarse
11 Mixing And Transportation Of 19
Concrete
12 Placing Of Concrete 20
13 Slipform Concrete Paving 20
14 Execution 21
15 Execution Of Joints 23
16 Curing 25
17 Protection Of Concrete 26
Pavement
18 Special Measures 27
19 Opening To Traffic 29
20 Limitations 30
21 Suitable 30
22 C/S Of Roads 31
23 Cost Analysis Of Rigid 32
Pavement
24 Case Study 37
25 Conclusion 38
26 Refrence 39
INTRODUCTION
Road construction requires the creation of an engineered continuous right-of-way or roadbed, overcoming
geographic obstacles and having grades low enough to permit vehicle or foot travel,[43]: 15  and may be
required to meet standards set by law[44] or official guidelines.[45] The process is often begun with the
removal of earth and rock by digging or blasting, construction of embankments, bridges and tunnels, and
removal of vegetation (this may involve deforestation) and followed by the laying of pavement material. A
variety of road building equipment is employed in road building

Public Works Department (PWD), under the Ministry of Public Works department, is the pioneer in
construction arena of Maharashtra. Over about four centuries, PWD could successfully set the trend and
standard in the state`s infrastructure development. It plays a pivotal role in the implementation of
government construction projects. It also undertakes projects for autonomous bodies as deposit works.
Public works Department has highly qualified and experienced professionals forming a multi-disciplinary
team of civil, electrical and mechanical engineers who work alongside architects from the Department of
Architecture. With its strong base of standards and professionalism developed over the years, PWD is the
repository of expertise and hence the first choices among discerning clients for any type of construction
project in Maharashtra Besides being the construction agency of the Government, it performs regulatory
function in setting the pace and managing projects for the country's construction industry under the close
supervision of the Ministry of Housing and Public Works.
The Public works Department has highly qualified and experienced professionals forming a multi-
disciplinary team of civil, electrical and mechanical engineers who work alongside architects from the
Department of Architecture. As a sister organization falling under the administrative control of the Ministry
of Public Works department, the latter works well with the PWD in providing service to the nation. With
its strong base of standards and professionalism developed over the years, the PWD is the repository of
expertise and hence the first choices among discerning clients for any type of construction project in
Bangladesh. It is recognized as a leader and pacesetter in the construction industry because of its
consistently superior performance.
WHAT IS ROAD OR PAVEMENT?
Pavement or Road is an open, generally public way for the passage of vehicles, people, and animals.
Pavement is finished with a hard smooth surface. It helped make them durable and able to withstand traffic
and the environment. They have a lifespan of between 20-30 years.

Road pavements deteriorate over time due to:

1. The impact of traffic, particularly heavy vehicles.

2.Environmental factors such as weather, pollution.

PURPOSE :
Many people rely on paved roads to move themselves and their products rapidly and reliably.

FUNCTIONS :
One of the primary functions is load distribution. It can be characterized by the tire loads, tire
configurations, repetition of loads, and distribution of traffic across the pavement, and vehicle speed.

Pavement material and geometric design can affect quick and efficient drainage. These eliminating
moisture problems such as mud and pounding (puddles). Drainage system consists of:

Surface drainage: Removing all water present on the pavement surface, sloping, chambers, and kerbs
Subsurface drainage: Removing water that seep into or is contained in the underlying subgrade.

TYPES OF PAVEMENTS
There are various types of pavements depending upon the materials used; a briefs description of all types
is given below-

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 per km in plain areas. In some applications, however, the performance of
conventional bitumen may not be considered satisfactory because of the following reasons
1. In summer season, due to high temperature, bitumen becomes soft resulting in bleeding, rutting and
segregation finally leading to failure of pavement.

2. In winter season, due to low temperature, the bitumen becomes brittle resulting in cracking, raveling and
unevenness which makes the pavement unsuitable for use.
3. In rainy season, water enters the pavement resulting into potholes and sometimes total removal of
bituminous layer.
4. In hilly areas, due to sub-zero temperature, the freeze thaw and heave cycle takes place. 5.Due to freezing
and melting of ice in bituminous voids, volume expansion and contraction occur. This leads to pavements
failure.
6.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.

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:

1. 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, and its availability in
the future is also assured. Thus cement concrete roads should be the obvious choice in future road
programmes.
Besides the easy available of cement, concrete roads have a long life and are practically maintenance- free.
2. 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 programme of concreting.
3. Cement concrete roads save a substantial quantity of stone aggregates and this factor must be considered
when a choice pavements is made,
4. Concrete roads can withstand extreme weather conditions – wide ranging temperatures, heavy rainfall
and water logging.
5. Though cement concrete roads may cost slightly more than a flexible pavement initially, they are
economical when whole-life-costing is considered.
6. Reduction in the cost of concrete pavements can be brought about by developing semiself-compacting
concrete techniques and the use of closely spaced thin joints. R&D efforts should be initiated in this area.

DIFFERENT METHODS OF ROAD CONSTRUCTION

1) Concrete:
It is a common option for road construction purposes as they are a solid material and can be used for
building walls and local roads. This method is considerably less prone to wear and tear defects like rutting,
cracking, stripping loss of texture, and potholes. This is the main reason for its wide usage.
2) Asphalt:
This method of construction replacing concrete method in these days. They are very durable, water-
resistant and can go more longer then the concrete. The major advantage of asphalt over concrete is its
price. Concrete is very expensive as compared to asphalt. Moreover, asphalt includes low noise during
pavement and it is easy to handle it for repairing and maintenance. That is why it is widely accepted and
used by the people for the purpose of pavement surfacing.
3) Composite:
This method is widely used for the maintenance, recycling, and rehabilitation of the roads. The composite
material is the combination of both asphalt and concrete material.
4) Bituminous:
The solvent from the bituminous material will evaporate and the bitumen will bind the aggregate. It is used
in road construction because it is easy to produce, reusable, non-toxic, and a strong binder.
5) Recycling:
Recycling or repairing of a damaged road surface consists of three different types of construction
methods:
(a) Full depth replacement
(b) Hot or cold prepared road recycling
(c)Rubberizing
These are the different types of road construction.
CONCRETE PAVEMENT:

Concrete pavement which is occasionally called rigid pavement is a concrete layer that is in contact
with traffics directly and it is used for different purposes and applications. The concrete used for
pavements can be modified and changed in various ways as per the requirement. Not only does the
concrete pavement need to be strong and durable but also it must be workable and cost effective
because it is commonly prone to severe environmental conditions. Concrete pavements offer several
advantages which is not possessed by bituminous pavement designs, for example, it is considerably
suitable for large points loads, withstand diesel spillage and other aggressive materials, suitable for
cases where subgrade strength is low, resist high temperature, and many more benefits. There are
different types of concrete pavement which are employed for various applications and these will be
discussed in the following sections.
TYPES OF CONCRETE PAVEMENTS
1. PLAIN CONCRETE OR SHORT PAVEMENT SLABS :
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 the 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:
1. 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.

2. 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.

3. 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.

3.PRECAST CONCRETE PAVEMENT:

The application of PCP technology can be classified as follows:

1. Intermittent repairs of concrete pavements

2. Continuous applications.
1.Intermittent Repairs of Concrete Pavements:

Under this approach, isolated pavement repairs are conducted using precastconcrete slab panels. Two types
of repairs are possible:

1. Full-depth repairs (FDRS) to repair deteriorated joints or cracking. This technique can also be used to
repair punchouts and deteriorated cracks in CRCP.

2. Full-panel replacement to replace severely cracked or shattered slab panels.

The repairs are always full-lane width. The process is similar for FDRs and full-panel replacement, except
for the length of the repair area.

2.Continuous applications:

Under this approach, full-scale project-level rehabilitation (reconstruction or overlay application) of asphalt
and concrete pavements is performed using precast concrete panels. Two types of systems, discussed in
detail below, have been used in the United States:

1. Jointed precast concrete pavement (JPrCP) systems

a. Reinforced concrete panels

b. Prestressed (pretensioned) concrete panels.

2. Precast prestressed concrete pavement (PPCP) systems.

MATERIALS 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 domestic 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 materials used primarily-

1.Cement
2.Sand
3.Aggregate

CEMENT
Cement is a binder, a substance that sets and hardens independently, and can bind other materials together.
The word "cement" traces to the Romans, who used the term caementicium to describe masonryresembling
modern concrete that was made from crushed rock with burnt lime as binder. The volcanicash and
pulverized brick additives that were added to the burnt lime to obtain a hydraulic binder werelater
referred to as cementum, cimentum, cement, and cement.

Cements used in construction can be characterized as being either hydraulic or non hydraulic. Hydraulic
cements (e.g., Portland cement) harden because of hydration, a chemical reaction between the anhydrous
cement powder and water. Thus, they can harden underwater or when constantly exposed to wet weather.
The chemical reaction results in hydrates that are not very water-soluble and so are quite durable inwater.
Non-hydraulic cements do not harden underwater; for example, slaked limes harden by reaction with
atmospheric carbon dioxide.

The most important uses of cement are as an ingredient in the production of mortar in masonry, and of
concrete, a combination of cement and an aggregate to form a strong building material.
TYPES OF CEMENT:-

1. 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 calcinations, 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 of gypsum into a powder to make 'Ordinary Portland Cement', the most commonly
used type of cement (often referred to as OPC). Portland cement is a basic ingredient of concrete, mortar
and most non-specialty grout. The most common use for Portland cement is in the production of concrete.
Concrete is a composite material consisting of aggregate (gravel and sand), cement, and water. As a
construction material, concrete can be cast in almost any shape desired, and oncehardened, can become a
structural (load bearing) element. Portland cement may be grey or white.

2. Portland fly ash cement :

It contains up to 35% fly ash. The fly ash is pozzolanic, so that ultimate strength is maintained. Because
fly ash addition allows 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.

3. Portland pozzolana cement :

Its 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.

4. 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
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 nontropical 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.

AGGREGATE
Aggregates are inert granular materials such as sand, gravel, or crushed stone that, along with water and
Portland cement, are an essential ingredient in concrete. For a good concrete mix, aggregates need to be
clean, hard, strong particles free of absorbed chemicals or coatings of clay and other fine materials that
could cause the deterioration of concrete. Aggregates, which account for 60 to 75 percent of the total
volume of concrete, are divided into two distinct categories-fine and coarse. Fine aggregates generally
consist of natural sand or crushed stone with most particles passing through a 3/8-inch (9.5-mm) sieve.
Coarse aggregates are any particles greater than 0.19 inch (4.75 mm), but generally range between 3/8
and 1.5 inches (9.5 mm to 37.5 mm) in diameter. Gravels constitute the majority of coarse aggregate used
in concrete with crushed stone making up most of the remainder.

Natural gravel and sand are usually dug or dredged from a pit, river, lake, or seabed. Crushed aggregate
is produced by crushing quarry rock, boulders, cobbles, or large-size gravel. Recycled concrete is a viable
source of aggregate and has been satisfactorily used in granular sub bases, soil-cement, and in new concrete.
Aggregate processing consists of crushing, screening, and washing the aggregate to obtain proper
cleanliness and gradation. If necessary, a benefaction process such as jigging or heavy media separation
can be used to upgrade the quality.

Once processed, the aggregates are handled and stored in a way that minimizes segregation and degradation
and prevents contamination. Aggregates strongly influence concrete's freshly mixed and hardened
properties, mixture proportions, and economy. Consequently, selection of aggregates is an important
process. Although some variation in aggregate properties is expected, characteristics that are considered
when selecting aggregate include:
1.grading
2.durability

3.particle shape and surface texture

4.abrasion and skid resistance

5.unit weights and voids

6.absorption and surface moisture

Grading refers to the determination of the particle-size distribution for aggregate. Grading limits and
maximum aggregate size are specified because grading and size affect the amount of aggregate used as
well as cement and water requirements, workability.

FINE AGGREGATE:
Fine aggregate shall consist of sand, or sand stone with similar characteristics, or combination thereof. It
shall meet requirements of the State Department of Transportation of Uttar Pradesh , Section 501.3.6.3 of
the Standard Specifications for Highway and Structure Construction, current edition.

COARSE AGGREGATE:
Coarse aggregate shall consist of clean, hard, durable gravel, crushed gravel, crushed boulders, orcrushed
stone. It shall meet the requirements of the State Department of Transportation of Uttar Pradesh
, Section 501.3.6.4 of the Standard Specifications for Highway and Structure Construction, current edition.
PROPORTIONING
The following table sets forth the master limits of the job mix for the several grades of concrete, and
designates the quantities of materials and relative proportions for each grade of concrete. For Air- Entrained
High-Early-Strength Concrete, as required or permitted when High-Early-Strength Cement is used, the
proportions shall be as given in the table.

The quantities of aggregates set forth in the tabulations are for oven dry materials having a bulk specific
gravity of 2.65. For aggregates having a different specific gravity, the weights shall be adjusted in the ratio
that the specific gravity of the material used bears to 2.65 .
PROCEDURE TO CONSTRUCT PAVEMENTS
During construction of a cement concrete pavement, various steps are taken as below-

survey of proposed work is done by experienced engineers or by any expert of survey, site survey
includes geographical details, soil properties and site investigation.
after survey , a team of experienced engineers and architecture prepare detailed plan of work with the
help of various soft ware's.

after that a engineer prepares detailed estimate of proposed work and also prepares a estimate regarding
equipments required and labours requirements.
now excavation is done with the help of automatic machines and then a equipment is used to cut nearby
trees and root removal process.
and after these construction of soil sub grade , base coarse and then construction of concrete slab is done.

PREPARATION OF THE SUB- GRADE OR BASE COARSE

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 a homogeneous bond between the concrete slab
and its foundation which is important for the later behavior 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
interlayer) it can be necessary under warm weather conditions to cool down this layer by spraying water
on the surface.

The following points are important for roads without a foundation:

1.Drainage of all surface water;

2.Good compaction of the sub grade;
3. Filling and compaction of any ruts caused by construction traffic;
4. It is forbidden to level the sub grade by means of a course of sand. If the sub grade has to be leveled, it
is advisable to do this by using a granular material: either slag or coarse aggregate e.g. with a grain size
0/20;
5. Provide an additional width of the sub grade for more lateral support.

It must always be avoided that water is sucked from the cement paste into the substructure or the base. This
can be accomplished by either moderately moistening the sub grade, or by applying a plastic sheet on the
substructure of the pavement. The latter work must be done with care, to prevent the sheet from tearing or
being pulled loose by the wind.

MIXING AND TRANSPORT OF CONCRETE

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 and paving operations

TRANSPORT OF THE CONCRETE :

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 superplasticizer ) 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.

PLACING THE CONCRETE:

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 is 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. This occurs increasingly often in urban areas for the
construction of pavement surfaces of exposed aggregate and possibly coloured concrete.

SLIP FORM CONCRETE PAVING

PREPARATION OF THE TRACK RUNWAY :
The quality of the runway for the tracks of the paving equipment [10] is undoubtedly one of the most
important factors that contribute to the realisation of a smooth pavement surface. In connection therewith,
the following criteria have to be met:

sufficient bearing capacity, so that the slip form paver can proceed without causing deformations;
good skid resistance to prevent the tracks from slipping, especially when paving on a slope;
good evenness to avoid that the self-levelling systems have to compensate for excessive differences in
height. The track runway is a determining factor for the steering and consequently its surface has to at least
as smooth as the concrete paving surface itself. The runway surface has to be permanently cleaned prior to
the passage of the tracks.

The track runway has to be wide enough taking into account:

the greatest width of the paving machine plus an extra width (especially on embankments);
the necessary space for placing the sensor lines.

EXECUTION :

The supply of the concrete has to be arranged in such a way that a continuous placement can be guaranteed
without detrimental interruptions as each standstill can cause unevenness's. This implies a sufficient
capacity of the concrete mixing plant and of the means of transportation of the concrete.

The concrete is discharged:

either directly in front of the machine, using dump trucks. The concrete must be discharged gradually, in
order to limit the drop height. A crane is often necessary, especially for larger working widths, in order to
adequately spread the concrete mix;
or in the bin of a side feeder, for example if transport by dump trucks on the foundation is impossible
because of the presence of dowel chairs or reinforcement steel;
or in a supply container, from which the concrete is scooped with a crane.

It cannot be overemphasized that properly spreading the concrete in front of the slip form paving machine
is very important for the final quality of the work, especially with regard to the smoothness. It isof great
importance that in front of the slip form paver, a constant and sufficient amount of concrete is available at
all times so that a continuous paving process can be guaranteed. The paver should never be used to push
the concrete forward.

For large casting widths the concrete is preferably spread either by means of a placer/spreader machine that
operates in front of the paver or, by the slip form paver itself (side feeder, spreading augers, wagon,…).
The use of a placer/spreader, allows the slip form paver to proceed more steadily. The distance between
the placer/spreader and the slip form machine has to be kept small enough to limit changes in the water
content of the concrete mix.

The paving rate has to match the concrete delivery rate, but the consistency of the concrete and the evenness
of the track runways must also be taken into consideration. In practice, the optimum speed of the paving
machine lies between 0.75 and 1 m/min. A steady progress of the paving operations without detrimental
interruptions guarantees quality, whatever type of machine is used.
All regulating devices of the paving machine have to be tuned before any paving is started. However, this
regulation should also be monitored during the entire course of the paving process and adjusted if necessary,
so that the concrete pavement is executed correctly: thickness, flawless edges, surface smoothness.

Some machines are equipped with a dowel bar inserter or an anchor bar (also called tie-bar) inserter. Dowel
bars are inserted in the fresh concrete down to the correct elevation after the vibrator but beforethe
tamper bar. The dowel bar inserter preferably operates in a continuous operation. Every precaution must
be taken to place the dowels correctly and not to disrupt the evenness of the concrete surface (composition
of the concrete, paving speed, etc.).

The use of a 'super smoother' (longitudinal floating tool) is highly recommended and in some specifications
it is even made compulsory whenever a slip form paver is used and especially for pavements for high speed
roads. The super smoother is a beam float suspended from the backside of the slip form machine and that
moves back and forth in the longitudinal direction while simultaneously traversing the freshly finished
concrete surface. It allows to eliminate small finishing errors or any remaining high and low spots behind
the slip form paver. This improves the driving comfort and limits the nuisance caused by unevenness's
with a short wave length (noise, vibrations). Small traces of cement slurry produced after the passage of
the super smoother, are subsequently removed by dragging a section of burlap or a drag plate. The super
smoother can also be used for other road categories, including bicyclepaths.

MEASURES TO OBTAIN A GOOD EVENNESS:

A good evenness depends primarily on the following factors:

a concrete mix with an uniform consistency, adapted to the paving machines and the working
circumstances,
a regular supply of concrete and a uniform spreading in front of the paver,
correct operation of the paving machines, which in turn depends on the setting of the forms or the sensor
lines, the quality of the track runways, the regulation of the sensors, etc.,
steady progress of the paver, without interruptions and with a speed compatible with the consistency of
the concrete and the working circumstances,
use of specific tools or equipment to eliminate small bumps after the paving machines: correction beam,
super smoother, etc.

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).

TRANSVERSE JOINTS :

1. CONTRACTION JOINTS :
Crack onsets are executed to avoid uncontrolled (“wild”) cracking of the concrete by shrinkage.
Contraction joints have a crack onset which extends to a depth of one third of the slab thickness and can
be equipped with dowels.

On main roads, the contraction joints are usually made by sawing. The saw cutting should occur as soon as
possible, usually between 5 and 24 hours after placement of the concrete. It is obvious that the concrete
should have hardened sufficiently in order to prevent the edges of the joint from being damaged. In case of
high temperatures, special equipment is available to execute saw cutting within 3 hours subsequent to the
placement of the concrete. In that case, light equipment is used to make saw cuts of about 2.5 cm deep.
Every saw cut that has not instigated a crack within 24 hours is deepened up to 1/3 of the slab thickness.

Making crack onsets for contraction joints in the fresh concrete is a technique that is practically no longer
applied except for country roads or municipal roads whenever the traffic intensity and evenness
requirements permit so.
To make such a joint, a thin steel blade (no more than 6 mm thick) is vibrated into the fresh concrete to a
depth of 1/3 of the slab thickness.

The joint can be made both with flexible and with rigid joint strips. In the first method, a thin plastic strip
twice as wide as the depth of the crack point plus 2 cm is laid on the fresh concrete. The steel blade is
positioned in the middle of the strip and is subsequently vibrated into the fresh concrete. In the second
method the rigid joint strip is inserted into a groove priory made by vibrating the steel blade in the concrete.
The top of the strip must be flush with the pavement surface.

After having made the crack onset, the concrete surface along the joint should be smoothened again.
However, manual corrections should be kept to a minimum as much as possible, since they can cause
spalling of the joint edges later.

2. EXPANSION JOINTS :
Expansion joints are only used exceptionally. In these rare cases, they have to meet the necessary
requirements so as not to cause difficulties later.

The execution of expansion joints requires special attention when using slip form paving machines.

Special attention shall be paid to the following:

the wooden joint filler board shall be firmly attached to the base by means of metal stakes, so that it cannot
move while the concrete is being placed;
the height of the joint filler board shall be slightly(2 to 3 cm) shallower than the thickness of the concrete
slab, in order not to hinder the placement of the concrete. As soon as the slip form paving machine has
passed, the concrete above the joint filler board shall be removed over a width at least equal to the thickness
of the board, so that no “concrete arch” is made at the top of the joint;
expansion joints shall always be provided with dowels, even for roads with less intense traffic. At one
end of each dowel a cap filled with a compressible material accommodates the movements of the concrete.
3. CONSTRUCTION JOINTS :
Construction joints also called end-of-day or working joints - are made at the end of the daily production
or when the paving process is interrupted for at least 2 hours. The face of these joints is plane, vertical
and perpendicular to the axis of the pavement. They are always doweled.

Upon resuming the paving the fresh concrete is placed against the concrete that has already hardened. The
concrete is consolidated on both sides of the joint with a separate manual needle vibrator.

LONGITUDINAL JOINTS
Longitudinal joints run parallel to the axis of the road and are only necessary if the pavement is wider
than 4.5m. They can be provided with tie bars.

1. LONGITUDINAL CONTRACTION / BENDING JOINTS :

These joints are realised between adjacent concrete lanes that are executed simultaneously. They are saw
cut in the hardened concrete, no later than 24 hours after the concrete has been placed. The depth is at least
1/3 of the thickness of the slab.

2. LONGITUDINAL CONSTRUCTION JOINTS :

These are joints between two adjacent concrete lanes that are executed successively.

CURING
Curing is the process of increasing hydration in cement; after setting the concrete, curing process is done
till 20 to 25 days.

There are some method of curing-

1. Shading concrete works

2. Covering with hessian & gunny bags
3.Sprinkling of water
4.By ponding
5.Membrane curing
PROTECTION OF THE CONCRETE PAVEMENT

1. PROTECTION AGAINST DRYING OUT:

The quality of hardened concrete, and in particular, the durability of the surface, depends directly on the
protection of the fresh concrete against drying out. It is detrimental both to the strength and to the shrinkage
(risk of cracks forming) and also to the durability when the fresh concrete loses water. As a result of their
large exposed areas, pavements are greatly subjected to drying out. E.g. at an ambient temperature of 20°C,
a relative humidity of 60 %, a temperature of the concrete of 25°C and a windspeed of 25 km/h, 1 litre
of water will evaporate every hour from every m2of pavement surface. Note thatthe upper surface layer (a
few cm thick) of the concrete only contains about 4 litres of water per m2.

A curing compound is usually used to protect road concrete against drying out [43]. This coating is sprayed
on the concrete top surface and on the vertical surfaces immediately after the paving train has passed and,
if applicable, after the concrete surface has been broomed.

In case of an exposed aggregate finish, the setting retarder must also have the property that it protects the
concrete against drying out. If not, the concrete must be covered with a plastic sheet as soon as the setting
retarder is applied. As stated above, subsequent to the removal of the skin of concrete mortar, the concrete
is protected against drying out a second time by spraying a curing compound or by covering the surface
with a plastic sheet. The latter method is particularly used in urban areas on coloured exposed aggregate
concrete.

The curing compound has to be applied at a rate of at least 200 g/m2 and its effectiveness coefficient shall
be greater than 80%. Curing compounds are pigmented white or have a metallic gloss so as to betterreflect
sunlight which limits the warming up of the concrete.
2. PROTECTION AGAINST RAIN:
Concreting is stopped if it rains. Furthermore, the necessary measures have to be taken to prevent that the
concrete surface is washed out by rain. This applies both to freshly spread concrete that has not been
compacted yet and to smoothed concrete. Plastic sheets or mobile shelters are suitable means of protection.

3. PROTECTION AGAINST FROST:

When concrete is placed in cold weather (see also § 8.4.1) the pavement surface has to be effectively
protected against frost in such a way that the temperature at the surface of the concrete does not drop below
+ 1 ºC for 72 hours after placement. This protection can consist of, for example, non-woven geotextile or
polystyrene foam plates with ballast.

4. PROTECTION AGAINST MECHANICAL INFLUENCES

(TRAFFIC SIGNPOSTING) :
Every necessary measure shall be taken to protect the fresh concrete from damage due to all kinds of
mechanical influences (cars, bicycles, pedestrians, animals, etc.).

In urban areas these measures are even more necessary.

SPECIAL MEASURES
WORKABILITY PERIOD :
It must always be ensured that the concrete is processed as quickly as possible, certainly within 2 hours
after batching including the surface treatment and the protection measures. In hot, dry weather an even
shorter workability time has to be observed (maximum 90 minutes). Unless special precautions are taken
that have been approved by the manager of the works, concrete can only be laid if the air temperature at
1.5 m above ground under thermometer shelter does not exceed 25°c.
Furthermore, all necessary measures shall be taken to keep the water content of the concrete as constant
as possible from the time of batching until completion of the placement.

PAVING INTERRUPTIONS :
Whenever the supply of concrete is interrupted, the driver of the paving machine shall immediately take
the necessary measures to lower the speed of the paving train and to ensure that the machine stops as little
as possible.

For a short interruption, the machine should be stopped before the deposited concrete in the vibrating
chamber has dropped to such a level that the vibrators become visible. If the supply is interrupted for more
than 60 minutes (45 min. in hot weather), a construction joint has to be made.

Upon a long-lasting defect of the paving equipment, the supply of fresh concrete has to be stopped
immediately and an attempt must be made to complete the current paving phase. If the circumstances and
the elapsed workability time no longer make a proper completion possible, the concrete, that has been
deposited but not yet finished, has to be removed.

To achieve a continuous profile, particular care is taken of the execution of the construction joints, both
at the end of the day and every time work is resumed. The concrete is compacted preferably with a separate
vibrating needle before the paving machine is passing in order to obtain properly compacted concrete on
both sides of the joint.

PLACEMENT OF CONCRETE ON A SLOPE:

When placing concrete on a slope of less than 4 % it is recommended to work uphill, in order to prevent
tension cracks at the surface. Furthermore, the consistency of the concrete and the working speed of the
paver have to be adapted to the working conditions.
However, if the longitudinal slope is more than 4 %, unevenness can occur as concrete falls back when the
machines have passed. In that case, a suitable composition of the concrete mix has to be realized andit is
recommended to work downhill. It must be ensured that enough concrete is deposited in front of paying
machine to prevent the concrete from sliding down. Concrete pavements have been successfully executed
on slopes of 10 to 12 %. At one time the slope was even 18 %.
OPENING TO TRAFFIC
Usually, a concrete pavement is only opened to traffic 7 days after the concrete has been laid and after, in
the presence of all parties, any possible cracks have been recorded. A concrete pavement of less than 7
days old, can be opened to traffic if the contractor provides proof that the concrete has reached the minimum
compressive strength stipulated in the specifications.

Presently, special compositions of the concrete mix allow an early opening to traffic, i.e. between 24 and
48 hours after placement. These mixes are used, for example, for pavement repair works to reduce the
nuisance to the public as much as possible.

It is pointless to talk about quality if not all employees, each at his own level, make a special effort to
understand the rules of good practice, upgrade their know-how and act accordingly.
LIMITATIONS

1. The initial cost of concrete roads is high.

2. They are liable to crack and warp due to temperature variations.

3. Become noisy under iron-tyred traffic.

4. Skilled supervision and labour are required for construction.

5. less resilient than bituminous or W.B.M roads.

6. Require long time for curing and thus cannot be opened to traffic earlier.

7. It is very difficult to locate and repair sewers and water mains lying under the pavement in their case.

SUITABLE

1. Concrete roads have long life than any other roads.

2. These roads are durable and are practically unaffected by weathering agencies.

3. They provide an excellent riding surface under all weather conditions.

4. They provide an impervious, dustless and sanitary surface.

5. They do not develop corrugations.

6 Can be laid on any subgrade.

7. Can be easily reinforced when they are to resist high stresses due to heavy wheel loads of the traffic.

8. Concrete roads are non slipery and offer less tractive resistance.

9. They provide good visibility for traffic during night hours.

10. Maintenance cost is low.

CROSS SECTION OF CONCRETE ROAD

A roadway cross section is a vertical section of the ground and roadway at right angles to the centerline
of the roadway, including all elements of a highway or street from the right-of-way line (lanes, shoulders,
retaining walls, curbs, medians, pavement structure, roadside slopes, ditches, bike lanes and sidewalks).
COST ANALYSIS OF RIGID PAVEMENTS :
The selection criteria of type of pavement, flexible or rigid, should be based not on the initial cost of
construction but life cycle cost, which includes the discounted maintenance and pavement strengthening
costs that are incurred during the design life of the pavement.

INITIAL COST :
This is the cost of construction of the pavement which mainly depends upon the pavement thickness,
governed by the strength of sub grade soil and traffic loading, cost of materials and cost of execution of the
work. the above have a wide range of variability across the country and is difficult to generalize.
MAINTENANCE COST :
The maintenance cost includes the maintenance of pavement during the design life of pavement to keep
the pavement at the specified service level.

In case of rural roads, maintenance of these roads is to be done by the respective state government from its
available financial resources. most of the states have poor past performance record to maintain such low
volume roads through other schemes, mainly because of having inadequate funds for maintenance of road
infrastructure in the state.

LIFE CYCLE COST ANALYSIS:

Life cycle cost analysis can be defined as a procedure by which a pavement design alternative will be
selected , which will provide a satisfactory level of service at the lowest cost design life.

RIGID PAVEMENT DESIGN AND COST OF CONSTRUCTION PER

KILOMETERS:
The design of rigid pavement depends upon the CBR value of sub grade , design axle load of commercial
vehicles during the design life, which is generally 20 years or more for rural roads, a typical pavement
composition for rural road is given below :( refer: SP:62-2004):
MAINTENANCE COST OF RIGID PAVEMENT :
The average yearly maintenance cost of rigid pavement will be about Rs. 10000per km for a single lane
rural road to cover filling of sealing compound in the joints, requires of concrete spalling etc.

LIFE CYCLE COST ANALYSIS OF RIGID PAVEMENT:

Period of analysis has been considered as 20 years, being the design life of concrete pavement in rural area.
the discount rate of 10% has been taken. inflation rate of 5% has been considered for future rise in prices
of materials.

CEMENT CONCRETE PAVEMENT VS BITUMINOUS

PAVEMENT- A COST ANALYSIS :
CASE STUDY

A case study was performed on a Caltrans concrete rehabilitation project near Los Angeles on Interstate
10. The project was unique in that the contractor had to remove and replace 2.8 lane-km of concrete
pavement in a 55-hour weekend closure. The existing cement treated base was not removed except in places
where it had deteriorated, and a fast setting hydraulic cement concrete with a 4-hour opening strength was
used for the surface concrete. The contractor used a concurrent working method in which demolition and
concrete paving occurred simultaneously and only a single lane was removed and replaced. The contractor
had only one standard width construction access lane (3.7 m) and a shoulder width of less than 3.0 m. The
contractor successfully completed this 2.8 lane-km objective in 55 hours and was eligible for a $500,000
bonus per the contract. The demolition operation took 76 percent longer than planned, but it did not delay
the overall progress of the project. The concrete paving activities, especially the concrete delivery and
discharge, controlled the overall progress of the 55-hour weekend project. In terms of the number of slabs
replaced per hour, the 55-hour weekend closure was 54 percent faster than the average nighttime closure
conducted by the same contractor. The amount of the rehabilitation work performed over the 55-hour
extended closure would have normally taken 2.5 weeks (16.4 days) of nighttime lane closures. If no work
stoppages in the concrete paving had occurred, the maximum amount of rehabilitated road would have been
3.5 lane-km. In 10-hour nighttime closures, the contractor was able to remove and replace 50 slabs on
average compared with 15 slabs for 7-hour nighttime closures. During weekend daylight hours, traffic
through the construction zone was reduced by 30 to 60 percent compared with normal weekend traffic
volume. During construction, the percentage of traffic diverting to other routes doubled over normal
diversion in the daylight hours, but was only approximately 5 percent more than normal during the
nighttime hours. The reduced traffic volumes passing the construction site indicated driver awareness of
the weekend construction window and traffic lane closures. Caltrans did an excellent job of informing the
public of the project through local media outlets (radio, newspapers, and television), signage, and
brochures. The construction productivity data from the demolition and paving operation was used to
validate a constructability and productivity analysis software coded by the University of California
Berkeley (UCB). The average results from a deterministic and stochastic analysis were in agreement with
the actual project productivity. The stochastic analysis showed that the expected range for the project
productivity was between 2.2 and 3.4 lane-km for a 68-percent confidence interval with the average
productivity being 2.8 lane-km.
CONCLUSION
. Planning boundaries for roads and assessing associated environmental effects are often based on
socioeconomic considerations, resulting in a mismatch between planning scales and spatial scales at which
ecological systems operate. In part, this mismatch results because there are few legal incentives or
disincentives to consider environmental effects beyond political jurisdictions, and thus decision making
remains primarily local. The ecological effects of roads are typically much larger than the road itself, and
they often extend beyond regional planning domains.

Scientific literature on ecological effects of roads generally addresses local-to-intermediate scales, and
many of those effects are well

Suggested Citation:"8 Conclusions and Recommendations." Transportation Research Board and National
Research Council. 2005. Assessing and Managing the Ecological Impacts of Paved Roads. Washington,
DC: The National Academies Press. doi: 10.17226/11535.×

documented. However, there are few integrative or large-scale studies. Sometimes the appropriate spatial
scale for ecological research is not known in advance, and in that case, some ecological effects of roads
may go undetected if an inappropriate scale is chosen. Few studies have addressed the complex nature of
the ecological effects of roads, and the studies that have done so were often based on small sampling periods
and insufficient sampling of the range of variability in ecological systems.

Recommendation: Research on the ecological effects of roads should be multiscale and designed with
reference to ecological conditions and appropriate levels of organization

National Academies of Sciences, Engineering, and Medicine. 2005. Assessing and Managing the
Ecological Impacts of Paved Roads.
REFERENCE

1.www.google.com

2.www.youtube.com

3.https://en.wikipedia.org/wiki/Civil_engineering

4.https://www.seminarstopics.com/seminar/7122/project-report-on-road-construction-seminar-topic