RIGID PAVEMENT

MINI PROJECT REPORT

SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENT FOR THE

AWARD OF THE DEGREE OF

BACHELOR OF TECHNOLOGY

Civil Engineering

SUBMITTED BY

RISHABH DEV MISHRA

GOEL INSTITUTE OF TECHNICAL MANAGEMENT,LUCKNOW, INDIA

(Dr APJ Abdul Kalam Technical University, Lucknow)

2021

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 ACKNOWLEDGEMENT
I would like to place on record my deep sense of gratitude to Er.
SHUBHENDU MISHRA Associate professor of Dept. of Civil
Engineering, GITM, Lucknow, for his generous guidance, help and
useful suggestions. I express my sincere gratitude to Er. R.K GUPTA ,
HoD in Department of Civil Engineering, GITM, Lucknow, for his
stimulating guidance, continuous encouragement and supervision
throughout the course of present work.
I also wish to extend my thanks to Er. HARMEET SINGH for their
insightful comments and constructive suggestions to improve the
quality of this research work.
I am extremely thankful to Dr. RISHI ASTHANA Director GITM,
Lucknow .for providing me infrastructural facilities to work in, without
which this work would not have been possible.

RISHABH DEV MISHRA

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 DECLARATION
We hereby certify that the work which is being presented in the
mini project “FLEXIBLE PAVEMENT”
By “RISHABH DEV MISHRA ” in partial fulfllment of
requirements for the award of degree of
B.Tech. in Civil Engineering submitted in the Department of CE at
“GITM” under AKTU, LUCKNOW .
Authentic record of my own work carried out under the
supervision of . Er. SHUBHENDU MISHRA

RISHABH DEV MISHRA

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Chapter No. Description Page no.
Cover Page i
Acknowledgement ii
Declaration iii
1 Introduction 1-1
2 Requirement of 2-2
Pavement.
2.1 Types of pavement. 3-3

3 Rigid pavement 4-4

3.1 Component of rigid
pavement. 6-6
3.2 Function of
components of rigid 7-8
pavement.
4 Advantages and 9-9
Disadvantages of rigid
pavements
4.1 10-10
Advantages
4.2
Disadvantages
5 Repair and 11-11
rehabilitation of rigid
pavement
Conclusion 12-12
Refrence 13-13
TABLE OF CONTENT
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CHAPTER-1
 INTRODUCTION
Rigid pavements are those which posses note worthy flexural
strength or flexural rigidity. In rigid pavement the stresses are not
transferred from the grain to grain to the lower layers. The rigid
pavements are made of Portland cement concrete either plain,
reinforced or pre-stressed concrete. The plain cement concrete
slabs are expected to take up about 45kg/cm2 flexural stress. The
rigid pavement has a slab action and is capable of transmitting the
wheel load stresses through a wider area below. The rigid
pavement slab as tensile strength , tensile stresses are developed
due to the bending of the slab under the wheel load temperature
variations Providing a good base at sub base course layer under
the cement concrete slab increase the pavement life considerably
and there for workout more economical in the long run The rigid
pavements are usually designed and the stress are analysed using
the elastic theory

CHAPTER-2
 REQUIREMENT OF PAVEMENT

 Sufficient thickness to distribute the wheel load

stresses to a safe value on the sub-grade soil
 Structurally strong to withstand all types of
stresses imposed upon it
 Dust proof surface so that traffic safety is not
impaired by reducing visibility
 Long design life with low maintenance cost
 Dust proof surface so that traffic safety is not
impaired by reducing visibility
 Produce least noise from moving vehicles
 Smooth surface to provide comfort to road users
even at high speed

2.1 TYPE OF PAVEMENT

The pavements can be classified based on the
structural performance into two
 Flexible pavements
 Rigid pavements.

In FLEXIBLE PAVEMENTS, wheel loads are

transferred by grain-to-grain contact of the
aggregate through the granular structure. The
flexible pavement, having less flexural strength,
acts like a flexible sheet (e.g. bituminous road).
And in RIGID PAVEMENTS, wheel loads are
transferred to sub-grade soil by flexural strength
of the pavement and the pavement acts like a
rigid plate (e.g. cement concrete roads).
In addition to these, composite pavements are
also available. A thin layer of flexible pavement
over rigid pavement is an ideal pavement with
most desirable characteristics.
However, such pavements are rarely used in new
construction because of high cost and complex
analysis required.

CHAPTER-3
 RIGID PAVEMENT
Rigid pavements have sufficient flexural strength
to transmit the wheel load stresses to a wider
area below.
A typical cross section of the rigid pavement is
shown in Figure 3.
Compared to flexible pavement, rigid pavements
are placed either directly on the prepared sub-
grade or on a single layer of granular or
stabilized material.
Since there is only one layer of material between
the concrete and the sub-grade, this layer can be
called as base or sub-base course.

Fig 3 Typical Cross section of Rigid pavement.

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 3.1 COMPONENTS OF RIGID PAVEMENT

I. Prepared soil subgrade.

II. Granular sub-base (GSB) or drainage layer.
III. Base course/ (DLC-Dry lean concrete).
IV. CC pavement slab using PQC (paving quality
concrete).

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3.2 FUNCTIONS OF COMPONENT OF RIGID PAVEMENT

Prepared soil subgrade:

• The soil subgrade of rigid pavement consist of natural

or selected soil from identified borrow pits fulfilling the

specified requirements.

• The soil subgrade is well compacted to the desired

density and to the required thickness.

• The soil subgrade is the lower most layer of the

pavement structure which ultimately supports all other

pavement layer and traffic loads.

• A good soil subgrade. Well compacted and prepared

soil subgrade gives long service life to the pavement.

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Granular sub-base (GSB) or drainage layer:
• The GSB course has to serve as an effective drainage
layer of the rigid pavement to prevent early failures
due to excessive moisture content in the subgrade soil.

• Crushed stone aggregate are preferred In the

granular subbase course as this material has high
permeability and serves as a effective drainage layer.

• The suppression member is spread on the top of the

DLC/ base course before laying the CC pavement slab.

Base course/ (DLC-Dry lean concrete)

 It provides additional load distribution
 It contributes to drainage and frost
resistance
 uniform support to the pavement and a
stable platform for construction equipment.
 Bases also help prevent subgrade soil
movement due to slab pumping.

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CC pavement slab: (paving quality concrete (PQC)):
• M-40 cement concrete mix with a minimum flexural
strength of 45 kg/cm2 is recommended by the IRC for
use in the CC-pavements of highways with heavy to
very heavy traffic loads.

• The CC pavement slab is extended to with stand the

flexural stress caused by the heavy traffic loads and
the warping effects in the CC pavements due to the
temperature variations.

• The high-quality CC mix with high flexural strength is

used for the construction of PQC slab of the CC
pavement.

• The slab prevents the infiltration of excess surface

water in to the sub-base.

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 CHAPTER 5.
Advantages and Disadvantages of rigid
pavements

5.1 Advantages:-
 Longer lifespan

 Maintenance costs are low

 Allows for future asphalt resurfacing

 Allows for wider load distribution with

fewer base and sub base requirements

 Can be installed on low- and high-quality

soils

 Strong edges that don’t require additional

edging work or curbs

 Resistant to damage from oil spills and

chemicals

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5.2 Disadvantages:-

 Initial installation fee is expensive.

 Cost of repairs is expensive.

 Low and very rough riding quality.

 Support joints are required for concrete

contraction and expansion in various

conditions.

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 CHAPTER-6
REPAIR & REHABILITATION OF RIGID
PAVEMENT
• Concrete pavement restoration (CPR).

• Crack sealing.

• Cross crack stitching (longitudinal and

transverse crack.

 Diamond grinding for rectification of

pavement faulting.

• Dowel bar retrofit

• Joint resealing

• Repair of edge spall and corner

• Breaks of slabs

• Slab lifting or slab jacking or under-sealing

• Ultra-thin white topping

• Re-surfacing

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 CONCLUSION

 Rigid pavements have a 40 yr Design Life

compared to 20 yr for Flexible. This means

that in the cost analysis, a major

rehabilitation has to be included in Year 20

for the flexible.

 For pavement type selection, assessments

should be carried out on technical, financial

and economic factors.

 When the net present worth of both types

of pavements is within 10%, other factors

are examined .

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 REFERENCES
 Coetzee, C.H. 1989. Evaluation ofDifferent
Concrete Pavement Designs with Finite
Element Analysis and HVS
Testing. Annual Transportation Convention.
Concrete Pavements, Vol 2A, Paper 4.
 www.civil.iitb.ac.in
 Dominichini, L. and la Torre, F. 1998. Design
of Concrete Pavements on a Non-Uniform
Support, 4'h
 International Workshop and Design Theories
ofConcrete Slabs for Pavements, Bucaco,
Portugal.
 Guo, H., Sherwood, J.A. and Snyder, M.B.
1995. Component Dowel-Bar Model for Load-
Transfer Systems in
 PCC Pavements. Journal ofTransportation
Engineering, Vol 121, No 3, pp 289-298.

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