PLASTIC CELL FILLED CONCRETE

METHODOLOGY AND SPECIFICATION

Introduction

IIT Kharagpur has developed a new technology for low cost cement concrete road construction, which
has proved to be suitable in place of conventional CC roads for low volume traffic. Even though the
initial cost of flexible-concrete road is high compared to cost of conventional flexible pavement, the life
cycle cost with maintenance costs over a period of 10-20 years is less compared to the conventional
one. The technology consists of placing a form work of plastic cells 150 x 150mm and 100mm deep over
the prepared foundation of road and placing zero slump concrete in the cells and compacting with road
roller/ plate compactor / earth rammer. On curing, a flexible-concrete pavement is obtained which will
not wear even under iron tyred carts if aggregates of good quality are used. A model rode has
already been constructed in a village close to IIT Kharagpur using the technology “IITGP_ROAD”

It is will be adopted in PMGSY Project in Mizoram on Pilot Project.

EDGE STONE 450x350x100

PREPARED SUB-BASE (GSB) PLASTIC CELL LAID OVER PREPARED

SUB-BASE (GSB)

CEMENT CONCRETE POURED INTO

PLASTIC CELL CEMENT CONCRETE COMPACTED
WITH PLATE COMPACTOR
 A. Granular Sub-base (GSB) Course

Construction of granular sub-base by providing well graded material, spreading in uniform layers
with motor grader on prepared surface, mixing by mix in place method with rotavator at OMC, and
compacting with smooth wheel roller to achieve the desired density, complete as per Technical
Specification Clause 401. (Grading-I)

Thickness of GSB shall be 125mm

B. MATERIALS FOR CELL FILLED CONCRETE ROAD

1. Cement

Cement shall be OPC 43 grade.

2. Sand
Sand as per IS:383 and conforming to Clause 1500.2.4.2
3. Coarse Aggregate
Crushed stone coarse aggregates, grading will be as per Clause 1501.2.4.1 (Table 1500.1) of
specifications
4. Laying and Concreting the Plastic Cells

After preparation of the GSB course, plastic cell formwork is to be laid, maintaining the cross fall
(2.5%) and longitudinal slopes (such that the new and the old pavement surfaces are in the
same level on the prepared WBM surface layouts. This left a gap of 750 mm at the edges and
300 mm between adjacent sections of PCCBP to provide space for tensioning plastic cells. A
reusable wooden frame with hook arrangements was used for tensioning the plastic cell
formwork. It also acted as a side restraint for casting concrete. This wooden frame was to be
removed after casting one section and reused for another section. The plastic cell formwork,
after tensioning forms diamond shaped (150 mm X 150 mm X 150 mm) pockets.From the
laboratory test results, premix concrete with cement:stone dust:coarse aggregates ratio of
1:1.25:2.0 by volume (28-days cube compressive strength = 32 MPa) was selected for casting
PCCBP. Concrete mixing was done by a diesel-operated mixer machine, and the amount of
water was maintained according to w/c ratio of 0.5. The test section was constructed
sequentially leaving a gap of 300 mm between two adjacent sections. After casting the adjacent
section, the gap was filled with concrete and leveled. The remaining gaps between the edges of
the road were also filled with concrete and leveled. Compaction was done using a plate vibrator
and a locally fabricated wooden beam straight edge rammer. The finished surface of the test
pavement was leveled in accordance with the existing bituminous pavement. Casting of the
whole test section was completed in a single day and the concrete was allowed to set overnight.
Water curing was done for 21 days;however, Roy et al, [11] reported 14 days curing using wet
jute gunny bags to be sufficient for quick opening to traffic. After removing water, the pavement
was cleaned properly and marked for different PCCBP sections (Fig. 4). Initial surface deflection
data of the test sections (using falling weight deflectometer (FWD)) were collected before
opening to regular traffic. Core samples collected from the test sections showed that the
compaction was proper and the effective cell height was reduced and concrete layer of 6% to
10% (i.e. 10 mm – 15 mm for 150 mm thick PCCBP) of the cell height can be seen on top of the
cell formwork. The PCCBP test section was opened to normal traffic 25 days after casting.Curing