Seminar

GOVERNMENT COLLEGE OF ENGINEERING, YAVATMAL.
GOVERNMENT COLLEGE OF
ENGINEERING YAVATMAL
[DEPARTMENT OF CIVIL ENGINEERING]
(ACEDEMIC YEAR: - 2023-24)
SEMINAR REPORT ON
‘CONCRETE ROAD CONSTRUCTION’
SUBMITED BY
ROLL NO 24- MANJUSHA MALAMKAR

ROLL NO 26- NAGESH SHINGANE
ROLL NO 33- RAKSHA ZADE
UNDER THE GUIDANCE OF

PROF. K. P. NANDURKAR
(CIVIL ENGINEERING DEPARTMENT)
SEMINAR REPORT ON CONCRETE ROAD

ENGINEERING, YAVATMAL

CERTIFICATE
This is to certify that Mr. NAGESH TOTARAM SHINGANE of final year (VIIth Semester),
Civil Engineering, and PRN NO: 2010121191026 has successfully completed “Seminar” as a
fulfilment for VII Semester in Civil Engineering of Government College of Engineering,
Yavatmal.
Mentor
Mr. K. P. Nandurkar
Ast. Prof. in civil Egg. Department
Dr. M. N. Qureshi Dr. P. M. Khodke

Head of Civil Engg. Department Principal
GCOE, Yavatmal. GCOE, Yavatmal.
PLACE: - YAVATMAL
DATE: - / /2023


CERTIFICATE
This is to certify that Miss. MANJUSHA VISHWESHAR MALAMKAR of final year (VIIth
Semester), Civil Engineering, and PRN NO: 2010121191024 has successfully completed
“Seminar” as a fulfilment for VII Semester in Civil Engineering of Government College of
Engineering, Yavatmal.
Mentor
Mr. K. P. Nandurkar

PLACE: - YAVATMAL
DATE: - / /2023


CERTIFICATE
This is to certify that Miss. RAKSHA SUNIL ZADE of final year (VIIth Semester), Civil
Engineering, and PRN NO: 2010121191033 has successfully completed “Seminar” as a
fulfilment for VII Semester in Civil Engineering of Government College of Engineering,
Yavatmal.
Mentor
Mr. K. P. Nandurkar

PLACE: - YAVATMAL
DATE: - / /2023

ACKNOWLEDGMENT
We avail this opportunity to express our deep sense of gratitude and hole hearted thanks to
our guide Prof. K.P. Nandurkar for the completion of Seminar work and gives valuable guidance,
inspiration and affection. We also acknowledgment over whelming gratitude and immense
respect to our Honourable Dr. P.M. Khodke, principal, Govt. College of Eng. And Dr. M. N.
Qureshi Head, Civil Engineering Department.
We are also thankful to our entire Asst. Prof. of Civil Engineering Department for
providing necessary facilities to bring the work to end.
Last but not least, we would like to thanks to our parents for providing constant support during
this work. We express our thanks to all our friends who help us directly or indirectly for the
success or completion of project.
(Students of Third year civil Engg, Govt. college of Engg. Yavatmal)
Place: Yavatmal
Date: / /2023

ABSTRACT
This report focuses on the details of road construction. In this report cement concrete road
construction work are covered. The cement concrete roads are in the form of monolithic slabs of
cement concrete.
The analysis on the component and the functions of these road will be conducted to further
understand the importance of road in construction. The case study was studied at Wardada,
Mehkar, Dist.-Buldhana, 443301.
The main objective of field work is to collect necessary information from work of
execution of road and get knowledge about different roads construction work done in the field.
The report gives a brief information about Quality of material, components of road, equipment
used in it, method of construction, pavements, etc.
The main objective of road construction is to provide dustless and sanitary surface.
Cement concrete roads does not develop corrugations and hence it grants noiseless surface. It can
be designed more accurately for load distribution. Cement concrete roads is practically
unaffected by weather and temperature.
For studying construction of of roads we need to study the equipment used in it, how to
operate it, the processing of construction of roads. And this all information we have to gather
from site engineering. Overall, this report gives information about road construction work.
Through this report we understand the importance of cement concrete road construction.
Cement concrete roads are strong and durable and are unaffected much by weathering agencies.
They give good visibility at night. Cement concrete roads provide dustless and sanitary surface.
Cement concrete roads does not develop corrugations and hence it grants noiseless surface.

INDEX
COVER PAGE…………...……………………………………..…………………………....…...i
CERTIFICATE …….……………….......………………..……………………..……...…..…...ii
ACKNOWLEDGEMENT ….………………………………………..……...………...…..…...iii
ABSTRACT……………………………………………………………………………….…….iv
CHAPTER 1: INTRODUCTION ….….…………………………..………..………...…...…...1
1.1 Functions …………………………..………….….……..……..…..……….…..……...….......1
1.2 Flexible pavement ………………….….…….…….……..……….....…….…..……...……....1
1.3 Advantages of flexible pavement …………...……………..……………..….……….…...…2
1.4 Rigid pavement ……………………………...…….………….….……….…....……...……...2
1.5 Advantages of rigid pavement ……………….…………………………….…….….………2
CHAPTER 2: DETAILED INFORMATION …….…….…………...……….…………...…....3
2.1 History of road ……………………………………….….….………………. ….…….…...…3
2.2Milestones in the history of flexible pavements ………….…….…...……. …. ….…...…...…3
2.3 Requirements of a pavement …………………………….……...…..…….…....……...…...…3
2.4Types of Pavements ……………...……………….……….…………...……. ….……...….…4
2.5Flexible Pavements ……………………….………………. ….………..…. ….….…...…...…4
2.6Types of Flexible Pavements ………………………………..….………..…...….……...….…5
2.6.1Conventional flexible pavements ………………………….………...………………...….…5
2.6.2Full - depth asphalt pavements …………………………….………. ….…………...………5
2.6.3 Contained rock asphalt mats ……………………………………….......……...................…6
2.7 Typical layers of a flexible pavement……………….……………...…………………………6
2.7.1 Seal Coat ……………………………………………………..……….…..……...............…6
2.7.2 Tack Coat …………………………………………………..……….…..……...………...…6
2.7.3Prime Coat …………………………………………………..……….…..……...………..…6
2.7.4 Surface course………………………………………………..……….…..……...…………6
2.7.5 Binder course ………………………………………………..……….…..……...….........…7
2.7.6 Base course …………………………………………………..……….…..……...…………7
2.7.7Sub- Base course ……………………………………………..……….…..……...……….…7
2.7.8Sub grade.. ………………………………………………….………. ….………..…...…….7
2.8 Failure of flexible pavements ……………………………….………. ….…….....………….7
2.9 Rigid pavements ……………………………….……………………. ….….…........….…….7
2.9.1 Types of rigid pavements ………………………. ….…….………. ….….…...….....……...7
2.9.2 Jointed Plain Concrete Pavement ………………………. ….………. ….….…..........….…9
2.9.3 Jointed Reinforced Concrete Pavement ……………………………. ….….…...….…….…9
2.9.4 Continuous Reinforced Concrete Pavement ………………………. ….…...…...……….…9
CHAPTER 3: METHODOLOGY ……………….……………...……..……….…......……...11
3.1Types of rigid pavement……………………….………...…………………….….…….….…11
3.1.1Jointed plain concrete pavement (JPCP) …………………...……...……….….….....….…11
3.1.1.1 Suitability ………………………………………………….…………….….…...…....…11

3.1.2Jointed reinforced concrete pavement (JRCP) ………………….………….….…...………13

3.1.2.1 Suitability…………………………………………………………. …. ….….…...…..…14
3.1.3 Continuously Reinforced Cement Concrete Pavement (CRCP)……….……….......…...…14
3.1.3.1 Suitability ……………………………………………………...……….….….......…..…14
3.1.4pre-stressed concrete pavement (PCP)…………………………….…...........…………..…15
3.1.4.1 Suitability………………………………………….……….………….……….…….…..16
CHAPTER 4: SCOPE OF WORK ……...….…………………………..…….…….….….….17
CHAPTER V: CONCLUSION ………...………………………………………….…….……18
CHAPTER VI: REFRENCES ………...……….………………….……………….….………19
CHAPTER VII: SITE PHOTOS …………….……………………………………..…………20

CHAPTER 1
1.INTRODUCTION
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 life span of between 20 – 30 years.
Many people rely on paved roads to move themselves and their products rapidly and reliably.
Road pavements deteriorate over time due to-
 The impact of traffic, particularly heavy vehicles.

 Environmental factors such as weather, pollution.
1.1 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.
1.2 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
In summer season, due to high temperature, bitumen becomes soft resulting in bleeding, rutting
and segregation finally leading to failure of pavement.
In winter season, due to low temperature, the bitumen becomes brittle resulting in cracking,
ravelling and unevenness which makes the pavement unsuitable for use. In rainy season,
water enters the pavement resulting into pot holes and sometimes total removal of bituminous
layer. In hilly areas, due to sub-zero temperature, the freeze thaw and heave cycle takes
place. Due to freezing and melting of ice in bituminous voids, volume expansion and
contraction occur. This leads to pavements failure. 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.
1.3 Advantages of Flexible Pavement: -
 Cost-effectiveness: Flexible pavement is less expensive to maintain than rigid pavement.

 Design versatility: Flexible pavement can be applied during the pre-construction stage.
 Ease of maintenance: Flexible pavement is easy to repair and can be opened and patched.
 Quick construction: Flexible pavement can be constructed quickly.
 Safety: Flexible pavement contributes to enhanced safety.
1.4 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:
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.
1.5 Advantages of Rigid Pavement: -
 Besides the easily available of cement, concrete roads have a long life and are practically
maintenance-free.
 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.
 Cement concrete roads save a substantial quantity of stone aggregates and this factor must be
considered when a choice pavements is made,
 Concrete roads can withstand extreme weather conditions – wide ranging temperatures,
heavy rainfall and water logging.
 Though cement concrete roads may cost slightly more than a flexible pavement initially, they
are economical when whole-life-costing is considered.

CHAPTER 2
2.DETAILED INFORMATION
2.1 History of Road: -
The road construction is one of the most ancient human activities. The human society has early
understood the importance of a road network. The Roman Empire based its duration among
others-laws, discipline-on a road network of about 87.000km. The new era of pavement
construction begun in the 18th century by a number of genius engineers like Telford, McAdam.
The invention of vehicle (1885) gave an enormous impulse to the development on the road
engineering. The extend use of materials-bitumen, concrete-and much more the application of
new design methods indispensable to cover the nowadays demands on both speed and weight of
the existing vehicles. Today the pavement techniques must also confront the factor environment
namely emissions, energy consumption, health potential effect. The future challenges are:
research on asphalt rejuvenators, expansion in application of bio asphalt, low energy asphalt
mixes, use of the NANO-techniques.
In India, new flexible pavements during twentieth century were designed by California Bearing
Ratio method, an empirical method, based on subgrade strength measured in terms of CBR value
which was, with the advent of twenty first century, taken over by Mechanistic Empirical
methods.
Flexible pavements are a versatile form of pavement that have been used for several years. They
are considered one of the most important developments in modern road construction history.
Flexible pavements are called “flexible” because the total pavement structure “bends” or
“deflects” due to traffic loads. A flexible pavement structure is generally composed of several
layers of materials which can accommodate this “flexing”.
2.2 Milestones in the history of flexible pavements:
 In the twentieth century, new flexible pavements in India were designed by the California
Bearing Ratio method.
 In 1798, McAdam moved to Falmouth, Cornwall, where he continued his experiments in
road making under a government appointment.
 In 1910, a retired employee of Warren Brothers invented Warrenite-Bitulithic, which
consisted of a thin, approximately 25 mm thick layer of sheet asphalt.
 Telford pavements began to show likeness to today's modern HMA pavements.
2.3 Requirements of a pavement
An ideal pavement should meet the following requirements:
 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.

 Adequate coefficient of friction to prevent skidding of vehicles,
 Smooth surface to provide comfort to road users even at high speed,
 Produce least noise from moving vehicles,
 Dust proof surface so that traffic safety is not impaired by reducing visibility, •
Impervious surface, so that sub-grade soil is well protected, and
 Long design life with low maintenance cost.
2.4 Types of Pavements: -
The pavements can be classified based on the structural performance into two, flexible
pavements and 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). On the contrary, 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.
2.5 Flexible Pavements: -
Flexible pavements will transmit wheel load stresses to the lower layers by grain-to-grain
transfer through the points of contact in the granular structure (see Figure 2.5.1)
Figure 2.1: Load transfer in granular structure

Figure 2.2 Deflection on flexible pavement
The wheel load acting on the pavement will be distributed to a wider area, and the stress
decreases with the depth. Taking advantage of this stress distribution characteristic, flexible
pavements normally have many layers. Hence, the design of flexible pavement uses the concept
of layered system. Based on this, flexible pavement may be constructed in a number of layers
and the top layer has to be of best quality to sustain maximum compressive stress, in addition to
wear and tear. The lower layers will experience lesser magnitude of stress and low-quality
material can be used. Flexible pavements are constructed using bituminous materials. These can
be either in the form of surface treatments (such as bituminous surface treatments generally
found on low volume roads) or, asphalt concrete surface courses (generally used on high volume
roads such as national highways). Flexible pavement layers reflect the deformation of the lower
layers on to the surface layer (e.g., if there is any undulation in sub-grade then it will be
transferred to the surface layer). In the case of flexible pavement, the design is based on overall
performance of flexible pavement, and the stresses produced should be kept well below the
allowable stresses of each pavement layer.
2.6 Types of Flexible Pavements

The following types of construction have been used in flexible pavement:
 Conventional layered flexible pavement,

 Full - depth asphalt pavement, and
 Contained rock asphalt mat (CRAM).
2.6.1 Conventional flexible pavements are layered systems with high quality expensive
materials are placed in the top where stresses are high-, and low-quality cheap materials are
placed in lower layers.

2.6.2 Full - depth asphalt pavements are constructed by placing bituminous layers directly on
the soil sub-grade. This is more suitable when there is high traffic and local materials are not
available.
2.6.3 Contained rock asphalt mats are constructed by placing dense/open graded aggregate
layers in between two asphalt layers. Modified dense graded asphalt concrete is placed above the
sub-grade will significantly reduce the vertical compressive strain on soil sub-grade and protect
from surface water.
2.7 Typical layers of a flexible pavement

Typical layers of a conventional flexible pavement include seal coat, surface course, tack coat,
binder course, prime coat, base course, sub-base course, compacted sub-grade, and natural sub-
grade.
2.7.1 Seal Coat: -

Seal coat is a thin surface treatment used to water-proof the surface and to provide skid
resistance.
2.7.2 Tack Coat: -

Tack coat is a very light application of asphalt, usually asphalt emulsion diluted with water. It
provides proper bonding between two layer of binder course and must be thin, uniformly cover
the entire surface, and set very fast.
2.7.3 Prime Coat: -

Prime coat is an application of low viscous cutback bitumen to an absorbent surface like granular
bases on which binder layer is placed. It provides bonding between two layers. Unlike tack coat,
prime coat penetrates into the layer below, plugs the voids, and forms a water tight surface.
Figure 2.3 Typical cross section of a flexible pavement

2.7.4 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). The
functions and requirements of this layer are:
 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 and sub-grade from the weakening effect of
water.
2.7.5 Binder course: -

This layer provides the bulk of the asphalt concrete structure. Its chief 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.
2.7.6 Base course: -

The base course is the layer of material immediately beneath the surface of binder course and it
provides additional load distribution and contributes to the sub-surface drainage It may be
composed of crushed stone, crushed slag, and other untreated or stabilized materials.
2.7.7 Sub-Base course: -

The sub-base course is the layer of material beneath the base course and the primary functions
are to provide structural support, improve drainage, and reduce the intrusion of fines from the
sub-grade in the pavement structure If the base course is open graded, then the sub-base course
with more fines can serve as a filler between sub-grade and the base course A sub-base course is
not always needed or used. For example, a pavement constructed over a high quality, stiff sub-
grade may not need the additional features offered by a subbase course. In such situations, sub-
base course may not be provided.
2.7.8 Sub-grade: -
The top soil or sub-grade is a layer of natural soil prepared to receive the stresses from the layers
above. It is essential that at no time soil sub-grade is overstressed. It should be compacted to the
desirable density, near the optimum moisture content.
2.8 Failure of flexible pavements: -

The major flexible pavement failures are fatigue cracking, rutting, and thermal cracking. The
fatigue cracking of flexible pavement is due to horizontal tensile strain at the bottom of the
asphaltic concrete. The failure criterion relates allowable number of load repetitions to tensile
strain and this relation can be determined in the laboratory fatigue test on asphaltic concrete
specimens. Rutting occurs only on flexible pavements as indicated by permanent deformation or

rut depth along wheel load path. Two design methods have been used to control rutting: one to
limit the vertical compressive strain on the top of subgrade and other to limit rutting to a
tolerable amount (12 mm normally). Thermal cracking includes both low-temperature cracking
and thermal fatigue cracking.
2.9 Rigid pavements: - 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.
Figure 2.4 Typical Cross section of Rigid pavement
In rigid pavement, load is distributed by the slab action, and the pavement behaves like an elastic
plate resting on a viscous medium (Figure 2.9). Rigid pavements are constructed by Portland
cement concrete (PCC) and should be analysed by plate theory instead of layer theory, assuming
an elastic plate resting on viscous foundation. Plate theory is a simplified version of layer theory
that assumes the concrete slab as a medium thick plate which is plane before loading and to
remain plane after loading. Bending of the slab due to wheel load and temperature variation and
the resulting tensile and flexural stress.
2.9.1 Types of Rigid Pavements: -

Rigid pavements can be classified into four types:
 Jointed plain concrete pavement (JPCP),

 Jointed reinforced concrete pavement (JRCP),
 Continuous reinforced concrete pavement (CRCP), and
 Pre-stressed concrete pavement (PCP).

Figure 2.5 Elastic plate resting on viscous foundation
Figure 2.6 Elastic plate resting on viscous foundation
2.9.2 Jointed Plain Concrete Pavement: -

Are plain cement concrete pavements constructed with closely spaced contraction joints. Dowel
bars or aggregate interlocks are normally used for load transfer across joints. They normally have
a joint spacing of 5 to 10m.

2.9.3 Jointed Reinforced Concrete Pavement: -

Although reinforcements do not improve the structural capacity significantly, they can
drastically increase the joint spacing to 10 to 30m. Dowel bars are required for load transfer.
Reinforcements help to keep the slab together even after cracks.
2.9.4 Continuous Reinforced Concrete Pavement: -
Complete elimination of joints is achieved by reinforcement.
Failure criteria of rigid pavements: -

Traditionally fatigue cracking has been considered as the major, or only criterion for rigid
pavement design. The allowable number of load repetitions to cause fatigue cracking depends on
the stress ratio between flexural tensile stress and concrete modulus of rupture. Of late, pumping
is identified as an important failure criterion. Pumping is the ejection of soil slurry through the
joints and cracks of cement concrete pavement, caused during the downward movement of slab
under the heavy wheel loads. Other major types of distress in rigid pavements include faulting,
spalling, and deterioration.

CHAPTER 3
3.METHODOLOGY
Rigid pavements are high stiffness pavement with the main structural layer is plain cement
concrete. Because of high stiffness in contrast to flexible pavement the deformation of the
underlying layer to the concrete layer that may appear in not reflected the pavement surface.
However, after a certain period, a surface crack may appear on the concrete slab.
Basically, a rigid pavement consists of a PCC layer and a subset layer. in some of the cases,
Asphalt layer is used over the continuously reinforced concrete layer. Studies have shown that
with an Asphalt layer no top can provide a long life with other advantages such as noise reducing
properties.
The base difference between unreinforced jointed reinforced and continuously reinforced in first
two joints are constructed also the longitudinal direction or construction joints. whereas
transverse joints are not provided in case of continuously reinforced.
Depending on the reinforcement and non-reinforcement, pavements are divided into four parts
3.1 There are four types of rigid pavements: -

 Jointed plain concrete pavement (JPCP)
 Jointed reinforced concrete pavement (JRCP)
 Continuous reinforced concrete pavement (CRCP)
 Pre-stressed concrete pavement (PCP)
3.1.1 Jointed plain concrete pavement (JPCP): -

Jointed plain concrete pavement (JPCP) is a type of pavement that uses contraction joints to
control cracking. JPCP does not use any reinforcing steel. The transverse joint spacing is
selected so that temperature and moisture stresses do not produce intermediate cracking between
joints.
JPCP is made up of concrete slabs with regular transverse and longitudinal joints. The joints
control the location of natural cracks, which occur at the joints and not elsewhere in the slabs.
JPCP doesn't contain any steel reinforcement.
Following are the types of Jointed plain concrete pavement (JPCP)
1. Dowelled type
2. Undowelled type

The site where I joined for seminar is construction of Jointed plain concrete pavement (JPCP).
And they used undowelled type construction. So, they did not use dowelled bar for construction
of rigid pavement. The road site is of plotting Because that road has low traffic density so most
suitable pavement was JPCP.
Design parameters: -
The first step in designing a JPCP is to determine the design parameters, such as the traffic
volume, the subgrade strength, the climate conditions, the pavement thickness, and the joint
spacing. These parameters affect the performance and durability of the pavement and should be
based on reliable data and standards. You can use software tools, such as the American
Association of State Highway and Transportation Officials (AASHTO) Mechanistic Empirical
Pavement Design Guide (MEPDG), to help you with the design calculations.
Following Steps Are Involved in Construction of Undowelled JPCP
 Step 1 - Preparation of Subgrade: -

Subgrade is that portion of the earth roadbed which after having been constructed to
reasonably close conformance with the lines, grades, and cross-sections indicated on the
plans, receives the base or surface material. In a fill section, the subgrade is the top of the
embankment or the fill.
 Step 2 - Preparation of Base Course: -

The base course is the bottom layer of a road. It's made of a mixture of crushed stone and
sand. The base course provides strength, stiffness, and durability to the natural formation. It
also absorbs traffic loads so the subgrade doesn't deform.
 Step 3 - Preparation of Plain Cement Concrete Bed: -

The objective of plain cement concrete alias PCC is to arrange a firm impermeable bed to
RCC in the foundation where the soil is soft and flexible. It is mostly applied over brick flat
soling or devoid of brick flat soling. It is also known as Cement Concrete (CC) or Blinding
Concrete. The thickness of PCC bed is six inches (6”). The M15 grade of concrete used for
pcc construction. For compaction needle vibrator is used.
 Step 4 - Preparation of Top layer Pavement: -

For construction of top layer of concrete, we use M20 grade of concrete. The bulk volume of
concrete is required for concreting for that reason contractor uses Ready Mix Concrete. The
transit mixer of 7 m^3 sizes are used for transportation of concrete from concrete plant to
site. The of top surface is six inches (6”). So, the total thickness of road is 1 foot. For
compaction surface vibrator is used.

 Long handle float: -This equipment used for compaction and levelling both the purposes.
For surface finishing long handle float is also used at site. The standard size of long handle
float is 7" wide and it comes in different lengths up to 5 feet. It gives a smooth finish for the
concrete. It is attached with a long handle for the finishing works or large concrete surfaces.
It is made from high quality tempered flexible steel; the blade also features round ends
prevent marking and gouging while creating a smooth surface.
 Tinning Equipment: - After drying of upper surface of concrete Tinning process is started.
Tinning is process of forming uniform transverse grooves in the plastic concrete. It is done
when another layer of concrete is to applied on the surface, for better jointing. Tinning is
done by both hand tinning tool or mechanical tinning machine. The tinning device uses a
texturizing comb with steel tines spaced as specified. The grooves are placed in the
pavement to provide additional skid resistance and eliminate hydroplaning.
 Step - Curing of road surface: -

Curing is the process of maintaining a satisfactory moisture content and a favourable
temperature in con- Crete during the period immediately following placement so that
hydration of the cement may continue until the desired properties are developed to a
sufficient degree to meet the requirements of service. By seven days, your concrete should be
cured to at least 70 percent of its full strength. You will probably be able to drive on it
without damaging it, although you may want to hold off on rolling heavy equipment over it.
In 28 days, you can treat your concrete as fully hardened.
3.1.1.1 Suitability: -
Jointed plain concrete pavement (JPCP) is suitable for low-volume roads that carry light to
moderate traffic loads and have low maintenance requirements. JPCP is suitable for a wide range
of applications such as:
Motorways, Highways, Main and secondary roads, Agricultural roads, Urban roads, Squares,
Passage, Garden Roads etc.
3.1.2 Jointed reinforced concrete pavement (JRCP): -
CRCP uses reinforcement rather than transverse joints for crack control. Longitudinal joints are
still used. Transverse random cracks are expected in the slab, usually at 3 to 7-foot intervals (see
Figure 621.1). The continuous reinforcement in the pavement holds the cracks tightly together.
CRCP can be used for concrete pavement new construction and concrete overlays for TI ≥ 13.0
in all climate regions except High Mountain and High Desert. It can also be used for widening
and replacement of existing lanes where there is adequate space to construct. CRCP may cost
more initially than other types of casts in place pavement due to the added cost of the

reinforcement, but can be more cost-effective over the life of the pavement on high volume
routes due to improved long-term performance and reduced maintenance. Because there are no
sawn transverse joints, CRCP should provide better ride quality and less maintenance than
Jointed Plain Concrete Pavement (JPCP)
Jointed plain concrete pavement (JPCP, Figure 3.1.2.1) uses contraction joints to control
cracking and does not use any reinforcing steel. Transverse joint spacing is selected such that
temperature and moisture stresses do not produce intermediate cracking between joints. This
typically results in a spacing no longer than about 6.1 m (20 ft.). Dowel bars are typically used at
transverse joints to assist in load transfer. Tie bars are typically used at longitudinal joints.
Figure 3.1 Contraction Joint
Jointed reinforced concrete pavement (JRCP) is often used in areas with heavy truck traffic or
high wheel loads. The reinforcement helps to control cracking and improve the overall strength
of the pavement.
JRCP is suitable for areas where: -
 Heavy truck traffic or high wheel loads are anticipated

 Crack free slabs or cracked slabs are designed
 Concrete slab stiffness is improved
 Transverse joint spacing is longer than that for JPCP
 Mid-panel cracks are held together

3.1.3 Continuously Reinforced Cement Concrete Pavement (CRCP): -

It is also known as CRCP, it does not have transverse joints, expect the construction joints or
expansion joints. These construction joints provided at specific position such as bridges. In this
concrete pavements, high reinforcement is used minimum usually at 0.6 percentage of the cross
section of the slab. They also contain tie bars across the longitudinal joints.
Continuously Reinforced Concrete Pavement (CRCP) is a permanent road surfacing material. It's
designed for roads with high commercial traffic and where closing the road for maintenance is
difficult.
Figure 3.2 Continuously Reinforced Cement Concrete
Advantages Of Continuously Reinforced Cement Concrete Pavement
 High structural strength

 Durability
 Non-skid surface
 Good visibility at night, wet or dry
 Improved riding comfort
 Reduced maintenance
 Long-life performance

CRCP uses reinforcing steel to eliminate transverse joints in Favor of tightly maintained cracks.
The reinforcing steel is used in combination with other design properties such as slab thickness
and concrete materials to prevent traffic and environmental distresses.
CRCP is intended for roads with:
 Very high volume of commercial traffic

 Difficulty closing the road for maintenance
 Initial smoothness maintained for decades
 Minimal maintenance during that time
3.1.4 pre-stressed concrete pavement (PCP): -

PCP uses panels that are precast off-site instead of cast in-place, which is basically the only
difference between PCP and JPCP. Figure 621.1 does not show PCP because after installing the
panels the section views of PCP are same as JPCP. The precast panels are linked together with
dowel bars and should have tied bars like JPCP, at least in the outer or inner lanes. PCP offers
the following advantages: 620-2 Highway Design Manual December 31, 2020
Improved concrete mixing and curing as they are controlled in a precast yard. • Shorter lane
closure times than using conventional concrete for JPCP, which is beneficial when there are
short construction windows. The primary disadvantage of PCP is the high cost of fabrication,
transportation and installation. PCP also needs a levelling system at the base underneath the
precast panels during construction to even out the loads on the slab and avoid uneven deflections
or stresses that could lead to faulting, slab settlement, and/or premature cracking. Although PCP
is not currently included in the Standard Specs and Plans, it has been used since 2010 in
California and should be considered.
Figure 3.3 Pre-stressed concrete pavement Terminology

Prestressed concrete pavements are designed to withstand tensile forces caused by external loads.
They can be designed with fewer joints and less probability of cracking than conventional rigid
pavements. This can lead to extended pavement life and reduced maintenance requirements.
Prestressed concrete pavements are suitable for:
 Highways and airfields

 Industrial buildings
 Medium and long span bridges
Advantages Of Prestressed Concrete: -
 Resists higher stresses than normal RCC structures

 Free from cracks
 Rapid construction with better quality control
 Less maintenance required

CHAPTER 4
4.MATERIAL, EQUIPMENT & MACHNARIES USED IN ROAD CONSTRUCTION

4.1 MATERIAL USED IN ROAD CONSTRUCTION
A wide variety of materials are used in the construction of roads these are soils (naturally
occurring or processed), aggregates (fine aggregates or coarse aggregates obtained from rocks),
binders like lime, bituminous materials, and cement, and miscellaneous materials used as
admixtures for improved performance of roads under heavy loads and traffic.
Soil constitutes the primary material for the foundation, subgrade, or even the pavement (for
low-cost roads with low traffic in rural areas). When the highway is constructed on an
embankment at the desired level, soil constitutes the primary embankment material; further,
since all structures have to ultimately rest on and transmit loads to 'mother earth', soil and rock
also serve as foundation materials.
Soil is invariably used after some process of stabilisation such as compaction and strengthening
by adding suitable admixtures for improving the performance of the road. Mineral aggregates
obtained from rocks form the major component of the sub-bases
and bases of highway pavements of almost all types. A detailed study of their properties is
therefore essential. Binder materials such as bitumen and cement mixed with appropriate types
and proportions of aggregates are used for the construction of superior types of roads that are
characterised by their durability and load carrying capacity.
4.2 EQUIPMENT & MACHNARIES USED IN ROAD CONSTRUCTION

 Road rollers
 Paver
 Excavators
 Mixer
4.2.1Road Rollers:
The principle on which a road roller is working is the application of pressure which is slowly
increased and is then gradually decreased. Road roller machine is used soon after asphalt is laid
down on road. The equipment is rolled to compact the asphalt. This equipment is similar to its
name and work. Mostly, three wheels are there in the machines. The two rear one is built in
regular tyres while the front one is built in hard metal. Some road roller machines are built in two
wheels only both in hard metals. The wheels play a significant role in compacting the asphalt. It
needs water on the wheel when it rolls on the asphalt. The type of roller machines used in road
construction project depends on the specific projects.

Following are the types of roller:

Rubber-tyred rollers:
The rubber-tyred rollers are found to be very efficient in the compaction of earth subgrades,
granular soils in base course, final operations for bituminous surface dressings, etc. These rollers
provide a slight kneading action with the direct pressure due to rolling.
Pneumatic rollers:
pneumatic roller consists of a flat platform below which number of smooth rubber-tyred wheels
are mounted on two or more axles. The platform is then loaded with sand bags or some other
weight and the roller is moved by trolling
Sheep's foot rollers:
These are also known as tamping rollers. This type of roller consists of hollow steel cylinder or
cylinders, each about 1.20 m long and 1.20 m in diameter with 180 mm to 230 mm projections
extending out from the curved surface of the cylinder.
Smooth wheeled rollers:
A smooth wheeled roller is a multi-purpose road machinery (roller) which is used for various
purposes and for practically all types of roads. These rollers are suitable for compaction of more
ranges of soils, preferably granular soils and pavement different layers materials. These rollers
are particularly helpful in compacting soils and other materials where a crushing action is
advantageous.
4.2.2 Paver:
A paver (road paver finisher, asphalt finisher, road paving machine) is a piece of construction
equipment used to lay asphalt concrete or Portland cement concrete on roads, bridges, parking
lots and other such places. It lays the material flat and provides minor compaction.
4.2.3Excavators:
Excavators are heavy construction equipment consisting of a boom, dipper (or stick), bucket and
cab on a rotating platform known as the "house". [1] The house sits atop an undercarriage with
tracks or wheels. They are a natural progression from the steam shovels and often mistakenly
called power shovels.[citation needed] All movement and functions of a hydraulic excavator are
accomplished through the use of hydraulic fluid, with hydraulic cylinders and hydraulic motors.
[2] Due to the linear actuation of hydraulic cylinders, their mode of operation is fundamentally
different from cable-operated excavators which use winches and steel ropes to
accomplish the movements.

4.2.4 Mixer:
A concrete mixer (often colloquially called a cement mixer) is a device that homogeneously
combines cement, aggregate such as sand or gravel, and water to form concrete. A typical
concrete mixer uses a revolving drum to mix the components. For smaller volume works,
portable concrete mixers are often used so that the concrete can be made at the construction site,
giving the workers ample time to use the concrete before it hardens. An alternative to a machine
is mixing concrete by hand. This is usually done in a wheelbarrow; however, several companies
have recently begun to sell modified turps for this purpose.

SCOPE OF WORK
INDIA ‘s Ministry of Road Transport and Highways has decided to move towards making rigid
pavement the default mode of construction on national highways. The decision, taken after
considering factors related to service life, fuel consumption, weather conditions, maintenance
costs and natural resources, primarily aims to promote environment friendly construction
practices in execution of road projects. The pavement is crucial part of any road project and
needs to withstand traffic load without deteriorating or deforming to the extent that it becomes
unusable during the design life period.
 The Ministry of Road Transport and Highways (MoRTH) plans to build 60,000 km of roads
in the next five years at a rate of 40 km per day.
 The government's target for 2022-23 is to construct 18,000 km of highways at a rate of 50
km per day. This is 33% higher than the previous fiscal year's target.
 The government has announced 23 expressways with target completion dates between March
2023 and March 2025.
 In the first half of FY21, highway construction project awards increased by 140%-year over-
year.
Asphalt and concrete are the two materials most often used in road construction. The type of
material used is decided based on factors like cost and traffic volume.
Road construction can have negative effects on the environment, including:
 Silt clogging streams and affecting fish habitats

 Increased emissions of greenhouse gases and air pollutants
200,000 km. of national highways are expected to be completed by 2023. Target of FY-19 is to
award 15,000 km. of projects and construct 10,000 of national highways.

CONCLUSION
We have experienced all the concerned activities of construction of rigid pavement and face all
the consequences at the site with following things. Became familiar with the organization's
hierarchy. Visited the site's industrial surroundings and workplace culture. Understood site
protocol. Comprehended the methods and procedures employed in road construction. Our issue
became clear after we arrived. Verified the obligations of each worker at the site about their
responsibilities. Handling and storage of materials understood. We had a very good experience
and exposure at the site through theoretical and practical study that we did and practical
experiences that we have taken are to make a lot of difference when we go for the work in
construction industry. We suggest that every student in Civil Engineering should do the Seminar.
Thus, we confidently conclude that the period of Seminar will be beneficial and helpful to us in
our near future. under the Seminar work of civil engineering department of Government College
of Engineering, Yavatmal. We will be exposed to the site environment of industrial work
culture.by completing this seminar we will be able to update the knowledge and status of
industry conversant with the new Civil Engineering Techniques.

 REFERENCES
1. Er. D Kumar Chowdary and Dr.Y. P Joshi (2014)."A Detailed Study of CBR Method for
Flexible Pavement Design" Int. Journal of Engineering Research and Application, Vol.
4:2248-962.
2. "Khanna S.K & Justo C.E (March 2001)", Highway Engineering, Nem Chand & Bros
Publications, Roorkee (U.A), Eighth Edition
3. IRC:37-2012, "Guidelines for the Design of Flexible Pavements" IRC, New Delhi,
4. ROESLER, J., du Plessis, L., Hung, D., Bush, D., and Harvey, J. 1999, CAL/APT Goal
LLPRS Rigid Phase III: Concrete Test Section 516CT Report. Davis and
Berkeley, CA: University of California Pavement Research Centre. (Research Report
UCPRC-RR- 1999-03)
5. DU PLESSIS, L., Bush, D., Jooste, F., Hung, D. Scheffy, C., Roesler, J. Popescu, L., and
Harvey, J. 2002. HVS Test Results on Fast-Setting Hydraulic Cement Concrete.
Palmdale, California Test Sections. South Tangent. Davis and Berkeley, CA:
University of California Pavement Research Center. (Research Report UCPRC-RR2002-
03)
6. DU PLESSIS, L., Bush, D., Jooste, F., Hung, D., Scheffy, C., Roesler, J. Popescu, L., and
Harvey, J. 2002. HVS Test Results on Fast-Setting Hydraulic Cement
Concrete, Palmdale, California Test Sections, South Tangent. Davis and Berkeley,
CA: University of California Pavement Research Center. (Research Report UCPRC-
RR-2002-03)

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GOVERNMENT COLLEGE OF ENGINEERING, YAVATMAL.

ROLL NO 24- MANJUSHA MALAMKAR

UNDER THE GUIDANCE OF

SEMINAR REPORT ON CONCRETE ROAD

[DEPARTMENT OF CIVIL ENGINEERING]

Dr. M. N. Qureshi Dr. P. M. Khodke

SEMINAR REPORT ON CONCRETE ROAD

[DEPARTMENT OF CIVIL ENGINEERING]

Dr. M. N. Qureshi Dr. P. M. Khodke

SEMINAR REPORT ON CONCRETE ROAD

[DEPARTMENT OF CIVIL ENGINEERING]

Dr. M. N. Qureshi Dr. P. M. Khodke

SEMINAR REPORT ON CONCRETE ROAD

(Students of Third year civil Engg, Govt. college of Engg. Yavatmal)

SEMINAR REPORT ON CONCRETE ROAD

SEMINAR REPORT ON CONCRETE ROAD

SEMINAR REPORT ON CONCRETE ROAD

3.1.2Jointed reinforced concrete pavement (JRCP) ………………….………….….…...………13

SEMINAR REPORT ON CONCRETE ROAD

Road pavements deteriorate over time due to-

 The impact of traffic, particularly heavy vehicles.

1.2 Flexible Pavements: -

SEMINAR REPORT ON CONCRETE ROAD

1.3 Advantages of Flexible Pavement: -

 Cost-effectiveness: Flexible pavement is less expensive to maintain than rigid pavement.

1.4 Rigid Pavements

1.5 Advantages of Rigid Pavement: -

SEMINAR REPORT ON CONCRETE ROAD

2.3 Requirements of a pavement

An ideal pavement should meet the following requirements:

SEMINAR REPORT ON CONCRETE ROAD

 Structurally strong to withstand all types of stresses imposed upon it.

2.4 Types of Pavements: -

2.5 Flexible Pavements: -

Figure 2.1: Load transfer in granular structure

SEMINAR REPORT ON CONCRETE ROAD

Figure 2.2 Deflection on flexible pavement

2.6 Types of Flexible Pavements

 Conventional layered flexible pavement,

SEMINAR REPORT ON CONCRETE ROAD

2.7 Typical layers of a flexible pavement

2.7.1 Seal Coat: -

2.7.2 Tack Coat: -

2.7.3 Prime Coat: -

Figure 2.3 Typical cross section of a flexible pavement

SEMINAR REPORT ON CONCRETE ROAD

2.7.4 Surface course: -

2.7.5 Binder course: -

2.7.6 Base course: -

2.7.7 Sub-Base course: -

2.8 Failure of flexible pavements: -

SEMINAR REPORT ON CONCRETE ROAD

Figure 2.4 Typical Cross section of Rigid pavement

2.9.1 Types of Rigid Pavements: -

 Jointed plain concrete pavement (JPCP),

SEMINAR REPORT ON CONCRETE ROAD

Figure 2.5 Elastic plate resting on viscous foundation

Figure 2.6 Elastic plate resting on viscous foundation

2.9.2 Jointed Plain Concrete Pavement: -

SEMINAR REPORT ON CONCRETE ROAD

2.9.3 Jointed Reinforced Concrete Pavement: -

Failure criteria of rigid pavements: -

SEMINAR REPORT ON CONCRETE ROAD