MINI PROJECT

on
“ Construction of Cement concrete roads "
Submitted in partial fulfillment of the Requirements
For the award of degree of

BACHELOR OF TECHNOLOGY
In
CIVIL ENGINEERING
By

ESLAVATH VENKATESH 21R95A0119

D THARUN 21R95A0112
E VISHNU 20R91A0106
G PRAMOD 20R91A0110

Under the guidance of

MR.B. SURESH
Assistant Professor

SUBMITTED TO

DEPARTMENT OF CIVIL ENGINEERING

TEEGALA KRISHNA REDDY ENGINEERING COLLEGE

AUTONOMOUS
Medbowli, Meerpet, Saroornagar, Hyderabad-097
2023-2024

1
TEEGALA KRISHNA REDDY ENGINEERING COLLEGE
Medbowli , Meerpet, Saroornagar, Hyderabad-097
AUTONOMOUS
2022-2023

CERTIFICATE

This is to certify that the project work entitled “ Construction of Cement concrete roads "
That is being submitted by ESLAVATH VENKATESH (21R95A0119), D THARUN
(21R95A0112), G PARMOD (20R91A0110) & E VISHNU (20R91A0106), In partial fulfilment
of the requirements for the Award of BACHELOR OF TECHNOLOGY in CIVIL
ENGINEERING during the Academic year 2023-2024.

PROJECT GUIDE HEAD OF THE DEPARTMENT

MR. B.SURESH MR. MUNEERUDDIN KHAH

Viva Voce held on: ___________________________________

INTERNAL EXAMINER

2
 ACKNOWLEDGEMENT

The satisfaction and euphoria the accompanies the successful completion

of any task would be incomplete without the mention of the people who made
it possible and whose encouragement and guidance have crowned my efforts
with success.
First, We would like to thank our Project guide B.Suresh , Assistant Professor in
Department of Civil Engineering, for his inspiration, adroit guidance and constructive criticism
for completion of my degree.
Also, we would like to express our sincere gratitude to DR.P. MUNEERUDDIN
KHAH,Head of Department in Civil Engineering during the progress of the Project
work, for his timely suggestions and help in spite of his busy schedule.

Our acknowledgement extended to Principal DR.K.V.Murali Mohan, Principal of

TEEGALA KRISHNA REDDY ENGINEERING COLLEGE for his consistent help and
encouragement to complete the research work.
We are very much thankful to TKR EDUCATIONAL SOCIETY on behalf of my
beloved Chairman Sri TEEGALA KRISHNA REDDY Garu for their help in providing good
facilities in our college.

E.VENKATESH 21R95A0119
D THARUN 21R95A0112
E VISHNU 20R91A0106
G PRAMOD 20R91A0110

3
 ABSTRACT
In This project where the surface is made of a mixture of cement, aggregates (like sand and gravel),
and water. These roads are known for their durability, smooth surface, and ability to withstand
heavy traffic. They are commonly used for highways, city streets, and other high-traffic areas due to
their long lifespan and low maintenance requirements. Is there something specific you'd like to
know about cement concrete roads.They are commonly used in urban areas, highways, and other
locations where high durability and load-bearing capacity are essential.

Keywords: Optimum Mix Design, Rigid Pavement, Stone Chips Aggregate

4
 INDEX

CHAPTER DESCRIPTION PAGE NUMBER

I. INTRODUCTION 1-4
II. REVIEW OF LITERRATURE 5 - 13
III. EXPERIMENTAL INVESTIGATION 14 - 29
OF ROAD CONSTRUCTION
IV. CALCILATIONS AND RESULTS 29-35
V CONCLUSIONS 36

1
 CHAPTER 1

INTRODUCTION

• Road A highway pavement is a structure consisting of superimposed layers of processed

materials above the natural soil sub-grade, whose primary function is to distribute the
applied vehicle loads to the sub-grade. The pavement structure should be able to provide a
surface of acceptable riding quality, adequate skid resistance, favorable light reflecting
characteristics, and low noise pollution. The ultimate aim is to ensure that the transmitted
stresses due to wheel load are sufficiently reduced, so that they will not exceed bearing
capacity of the sub-grade. Two types of pavements are generally recognized as serving this
purpose, namely flexible pavements and rigid pavements. This chapter gives an overview
of pavement types, layers, and their functions, and pavement failures. Improper design of
pavements leads to early failure of pavements affecting the riding quality.

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.
• The Historical Significance of Roads:
• From ancient times, roads have played a pivotal role in shaping civilizations. The earliest
civilizations, such as the Mesopotamians and Egyptians, constructed rudimentary paths to
facilitate trade and communication. The Romans, renowned for their engineering expertise,
built an extensive network of roads that connected vast territories across their empire. These
2
 historical examples demonstrate the importance of well-constructed roads in supporting the
growth and prosperity of societies.

The Importance of Modern Roads:

• In the contemporary era, roads continue to be a fundamental element of infrastructure. They

contribute significantly to economic development, as efficient transportation networks
reduce travel times, transportation costs, and boost accessibility to markets and resources.
Moreover, well-designed roads enhance public safety and promote social cohesion by
facilitating easy access to education, healthcare, and other essential services.

Road Construction Phases:

• The construction of a road involves a series of well-defined phases, starting from meticulous
planning and design to execution and maintenance. Each phase demands attention to detail,
collaboration between various stakeholders, and adherence
• The proceedings of the 13th International Conference on Construction Applications of
Virtual Reality, 30-31 October 2013, London, UK process. Kemppainen et al. (2004)
developed a system dubbed “ Dyanroad2” , which is a mass haul and schedule planning and
control software, to support planners optimizing the cost of resources, mass hauls and
schedules. Dyanroad2 encapsulated linear and genetic algorithms for its optimization
functions. Kang et al. (2006) used morphing (visual) techniques to simulate earthwork
operations such as cutting and filling where progress of site activities are simulated and
changes of ground levels due to cut and fill are visualized. Chi-Ming et. al. (2007)
developed an integrated system that combines a path-finding algorithm: ripple ring, plant
database and genetic algorithms for optimizing the feasible alternatives. Kenley and
Seppanen (2009) developed activity and located based scheduling methodologies for
managing the construction sites. Shah and Dawood (2011) developed a model that produces
weekly location plans presented in the form of time-chainage. The time-chainage diagram is
also known as Linear Scheduling Method (LSM)/Time-location charts, and it is widely used
in those linear.

3
 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.

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 1).

Figure 1: Load transfer in granular structure

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 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. Flexible
pavements are constructed of several layers of natural granular material covered with one or
more waterproof bituminous surface layers, and as the name imply, are considered to be
flexible. A flexible pavement will flex (bend) under the load of a tires. The objective with
the design of a flexible pavement is to avoid the excessive flexing of any layer, failure to
achieve this will result in the over stressing of a layer, which ultimately will cause the
pavement to fail. In flexible pavements, the load distribution pattern changes from one layer
to another, because the strength of each layer is different. The strongest material (least
flexible) is in the top layer and the weakest material (most flexible) is in the lowest layer.
The reason for this is that at the surface the wheel load is applied to a small area, the result is
high stress levels, deeper down in the pavement, the wheel load is applied to larger area, and
the result is lower stress levels thus enabling the use of weaker materials.

5
 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.

In rigid pavement, load is distributed by the slab action, and the pavement behaves like an
elastic plate resting on a viscous medium (Figure 4). Rigid pavements are constructed by
Portland cement concrete (PCC) and should be analyzed 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.

6
 CHAPTER 2
REVIEW OF LITERATURE
• VDF. Singh, et.al, (2019 Various researches have worked on the efficiency of VDF. Singh,
et.al, (2019), have discussed about the study of concrete on the application of vacuum
dewatering process. The authors opine that this technology is a new way of concrete flooring
in civil construction works with more advantages in it and suggest that this is one of the
innovative technique to avoid pothole problems

• Meshram and Budlani (2020), have studied the efficiency of tremixmethod for solid
flooring and say that as the water concrete proportion influence the quality of the solid
however for the ground surface, the main plain cement concrete work for the better
appearance.

• Dongxu and Xue Quan, (2003), has discussed about the influence of fast-setting/early-
strength agent on the high-content phosphorous slag cement (PHSC) by conducting the
strength tests, setting-time test, pore structure test and XRD analysis. The components and
hydration of fast-setting/early-strength agent had also been studied. Many other researchers
like Sancak (2008)

• Subhash et.al (2019); Pickard, SS (1981) have explained the use, compressive strength,
early setting time, workability and other aspects of this technique. Naveen et.al, (2018) has
mentioned that the potholes not only damage the vehicle but also cause serious vehicle
accidents. According to the survey conducted by the automobile association and quoted by
Hegde et.al (2014) is that people tend to lose balance when they come across a larger
pothole.

• Baskara et.al, (2016) has reviewed the rate of accidents and pavements conditions. Others
Researchers like Szymanskiet.al (2017); Lili (2016); X. Fu et.al (,2018); Wang et.al, (2020)
have studied and reviewed the innovative techniques in road construction, detection and
segmentation, use of cement concrete pavements conditions

7
 CHAPTER III
Details about Site visit

• Work site internships at Lingojiguda saaroornagr Under GHMC LB NAGAR

CIRCLE 4 . The designed to provide hands-on experience and exposure to
real-world work environments. They help individuals apply theoretical
knowledge to practical tasks and gain insight into their chosen career
field.The duration of a work site internship can vary widely, ranging from a
few weeks 15 days work .Interns typically have specific learning objectives
and goals to achieve during their internship. These objectives may include
gaining specific skills, building a professional network, and developing a
deeper understanding of their field.

Lond use andl zoning:

Local Zoning regulations and land use plans influence road placement. Roads need to be
integrated into the existing urban or rural landscape while accommodating residential,
commercial, industrial, and recreational areas.

Topography:
The natural landscape, including hills, valleys, rivers, and other geographical features, greatly
affects road placement. Roads must be designed to navigate challenging terrain while minimizing
environmental impact.

8
Environmental Impact:
Environmental assessments are conducted to identify potential impacts on ecosystems,
waterways, and wildlife. Measures are taken to mitigate these impacts, such as building wildlife
crossings or using eco-friendly construction methods.

Geotechnical Considerations:
Soil and geological studies help determine the suitability of the ground for road construction.
Proper foundations and drainage systems are designed based on these findings.

Access and Connectivity:

Roads are strategically placed to provide access to homes, businesses, schools, and other
important destinations. Connectivity to existing road networks is crucial for a well-functioning
transportation system.

Safety:
Road placement takes into account safety considerations, including sight distances, visibility at
intersections, and minimizing sharp curves or steep grades.

Utilities and Infrastructure :

utilities like water, sewage, and gas lines must be considered to avoid conflicts during
construction. Road corridors may also include space for future utility expansion

.Right-of-Way Acquisition:

In urban areas, acquiring the necessary land or right-of-way for road construction can be complex
and require negotiations with property owners.

9
Community Input:
Public input and feedback from local communities are often sought during the planning process to
address concerns and gather insights.

Cost-Benefit Analysis:
Economic factors, including construction costs, maintenance expenses, and potential economic
benefits (e.g., increased property values or business development), are considered when
determining road placement.

Long-Term Planning:
Roads are designed with future growth in mind to avoid the need for frequent major expansions or
reconstructions.

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 CHAPTER IV
EXPERIMENTAL INVESTIGATION

An experimental investigation of road construction involves conducting tests and studies to assess
the performance, durability, safety, and cost-effectiveness of various road construction techniques,
materials, and designs. These experiments are essential to improve the quality and sustainability
of roads, ensure their longevity, and enhance overall transportation infrastructure. Here are some
common areas of investigation in road construction.

TEST ON SOIL

Soil Moisture Testing

• Water is essential for plant growth, and vegetation cannot develop properly under a lack of
ground moisture. When the field’ s surface is dry, it can be noticed visually; yet accurate
water rates are measured with soil moisture sensors or in the laboratory. A soil moisture
content test reports water availability for plants or their dehydration. High-temperature
moisture evaporation from samples is the typical soil moisture test. The calculation of
moisture rates in the samples is based on measuring their masses before and after
evaporation.

Specific gravity test

• The specific gravity of the soil is one of the engineering properties of the soil. It is useful
for finding the degree of saturation of soil and unit weight of moist soil. The unit weights
are needed in the pressure, settlement, and stability problems in soil engineering

Atterberg Limits Test

• It is used to measure the critical water content of the soil. There are plastic limits, liquid
limit and shrinkage limit, which displays the attributes of fine-grained soil at different
conditions.

11
Compaction Test

• The most commonly used compaction test is Proctor's test, determines the compaction
characteristics of soil reducing air voids by densification. This test gives information about
maximum dry density and optimum water content of compacted soil. These are some of
the frequently used soil tests for any structure. Most suitable construction techniques for
any building can be achieved by soil testing, as it is the first step, to begin with.

TEST ON CEMENT

Fineness on Cement

• The fineness of cement is a measure of cement particle size and is denoted as terms of the
specific surface area of cement. The Test is done by sieving cement samples through a
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 standard IS sieve.

• The weight cement particle whose size is greater than 90 microns is determined and the
percentage of the retained particle are calculated. This is known as the Fineness of cement.

Initial and Final Setting Time Of Cement Test

• The Initial Setting Time gives an idea about how fast cement can start losing its plasticity
and the final setting time of cement gives an idea about how much Time cement takes to
lose its full plasticity and gain some strength to resist pressure.

• Initial Setting Time of Cement: It is the time elapsed between the moments that the water
is added to the cement, to the time that the paste starts losing its plasticity.

• Final Setting Time of Cement: It is the time elapsed between the moment the water is
added to the cement and the time when the cement paste loses its plasticity completely and
has attained sufficient firmness to resist certain definite pressure.

Soundness Test of Cement

• The soundness of cement indicates the stability of any cement during the volume change
in the process of setting and hardening.

• In case the volume change in cement is unstable after setting and hardening, the concrete
element will crack, which can affect the quality of the structure or even cause serious
accidents, known as poor dimensional stability.

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TEST ON AGGREAGTES

Aggregate Crushing Test

• The strength of aggregate is defined as the resistance of the aggregate against gradual
loading. The strength of aggregate is determined by the Crushing Value Test on
aggregates. The aggregates passing through a 12.5 mm IS sieve and retained on a 10 mm
IS sieve are taken. These aggregates are subjected to gradual loading of 40 tonnes with the
help of a plunger.

Abrasion test

• The abrasion test focuses primarily on the hardness of the aggregate and helps decide
whether a certain aggregate is suitable for use in construction or not. The Los Angeles
abrasion test is the most preferred form of abrasion test of aggregates and has been
standardized as the test for aggregate hardness in India.

Specific gravity and water absorption test

The design of concrete and bituminous mixes must take into account an aggregate’ s specific
gravity and water absorption. A solid’ s specific gravity is determined by how much mass it has
in relation to an equivalent amount of distilled water at a given temperature. There is a possibility
of the aggregates containing water-permeable voids. Hence, to avoid this, two measures of the
specific gravity of aggregates are used, which are known as apparent specific gravity and bulk
specific gravity. Whereas, apparent specific gravity is calculated on the basis of the net volume of
aggregates or the volume of aggregates excluding the water-permeable voids. Bulk-specific
gravity, on the other hand, is calculated on the basis of total volume of aggregates, including the
water-permeable voids.

Mix Design of Concrete

TESTS ON THE FRESH CONCRETE

• Slump is a measure of consistency, or relative ability of the concrete to flow. If the

concrete can’ t flow because the consistency or slump is too low, there are potential
problems with proper consolidation. If the concrete won’ t stop flowing because the slump

14
 is too high, there are potential problems with mortar loss through the formwork, excessive
formwork pressure, finishing delays and segregation.

• Air content measure the total air content in a sample of fresh concrete, but does not
indicate what the final in-place air content will be, because a certain amount of air is lost
in transportation Consolidating, placement and finishing. Three field tests are widely
specified: the pressure meter and volumetric method are ASTM standards and the Chace
Indicator is an AASHTO procedure.

• Unit weight measures the weight of a known volume of the fresh concrete.

• Compressive strength is testes by pouring cubes of fresh concrete and measuring the force
needed to break the concrete cubes at prescribed interval as they harden

• According to Building Code Requirements for reinforced concrete (ACI 318) as long as no
single test more than 500 psi below the design strength and the average of three
consecutive tests equals

TESTS ON HARDENED CONCRETE

Non-Destructive Tests on Concrete

The main non-destructive tests for strength on hardened concrete are as follows.
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 1. Rebound Hammer (Hardness Test)

2. Ultrasonic Pulse Velocity Test

1. Rebound hammer (hardness) test

• The Schmidt hammer is used in the rebound hardness test in which a metal hammer held
against the concrete is struck by another spring-driven metal mass and rebounds. The
amount of rebound is recorded on a scale and this gives an indication of the concrete
strength. The larger the rebound number is, the higher is the concrete strength.

2. Ultrasonic pulse velocity test

• In the ultrasonic pulse velocity test, the velocity of ultrasonic pulses that pass through a
concrete section from a transmitter to a receiver is measured. The pulse velocity is
correlated against strength. The higher the velocity is, the stronger is the concrete
Compressive Strength Test.

• Cylindrical specimen (6 in. by 12 in.) is used for this test. For normal-weight concrete:
fc’ range is 21 MPa to 34 MPa (3000 psi to 5000 psi).

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III. MATERIALS AND METHODOLOGY

A. Materials

Two types of coarse aggregates were used in this study which consist of aggregate chips to the
size of 12.5 mm and less were collected from the construction site of Architecture Building of
Nyati Wag Holi, Pune. Waste shingles were obtained from different waste disposal sites of
Hadapsar. Shingles pieces were crushed manually to bring the size of 12.5 mm and down grade as
coarse aggregates.

Coarse sand, collected from Nyati, Wag Holi, passing through 12.5 mm sieve and retained on 10
mm sieve was used as coarse aggregate. Particles of waste Shingles were obtained after collection
of shingles pieces from different waste disposal sites of wag Holi, Pune. They were crushed
manually to bring the size of 12.5 mm and retained on 10 mm sieve as fine aggregate.

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18
IV. METHODOLOGY

• [Asphalt Institute (AI) 1999; Aust roads 2004;Laboratoire Central des Pontset Chaussee
1997;Indian Roads Congress (IRC) 2001;NationalCooperative Highway Research
Program (NCHRP) 2004;ShellInternational Petroleum Company 1978;Theyse et al.
1996].Though various refinements have been suggested in different guide-lines, order to
meet the objectives, the following research methodology was adopted ]

• , the basic principles of ME pavement design remain the same. Huang (2003) explains that
the mechanistic-empirical method of design is based on the mechanics of materials that
relates Toan input, such as a wheel load, to an output, or to pavement response, such as
stress or strain. The response values are used to predict distress from laboratory-test and
field-performance data. The two most important distresses are fatigue cracking and deep
structural rutting. The fatigue criterion in the mechanistic design approach is based on
limiting the horizontal tensile strain on the underside of the asphalt bound layer due to
repetitive loads on the pavement surface; if this strain is excessive, cracking (fatigue)of the
layer will result. The rutting criterion is based on limiting the vertical compressive
subgrade strain; if the maximum vertical com-pressive strain at the surface of the subgrade
is less than a critical value, then rutting will not occur for a specific number of
trafficloadings. In developing models for predicting pavement failures, it is common to use
a transfer function and the concept of cumulative damage. A transfer function empirically
relates the critical strains to the rate at which pavements deteriorate by calibration against
observed performance of test pavements or in-service pavements. Transfer functions for
fatigue cracking generally

A. Material

• Natural Aggregate

• Shingles (asbestos Sheet)

B. Experimental Investigation

Test on Aggregates (Natural + Shingles)

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 • Elongation Index and Flakiness Index

• Impact

• Los Angeles Abrasion

• Water absorption

• Specific gravity

C. Result Analysis

Comparative analysis

VI. MARSHALL MIX PROPERTIES

• The maximum load carried by a compacted specimen at a standard test temperature of
60°C can be defined as Marshall Stability of a mix. The deformation of the Marshall Test
specimen that undergoes during the loading up to the maximum load in 0.25 mm units is
called the flow value. Marshall properties like stability, flow value, unit weight, total voids
in a mix, voids in mineral aggregates and voids filled with bitumen were determined for
three mix types.

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VII. ANALYSIS OF RESULTS

As determination and comparison of the physical properties of natural aggregates and waste tiles
aggregates are one of the main objectives of this study, Table 1 and Table 2 represents the
experimental test results of physical properties of both types of aggregates. The experimental
result shows that both types of aggregates satisfied the respective limiting value. Marshall
Stability at optimum bitumen content are 12.25 ken, 12.01KN and 11.06 ken respectively. These
three stability values satisfy the limiting value. The flow values are 3.2 mm, 3.3mm, 3 mm
respectively. These values satisfy the limiting value 3-5 according to design criteria for medium
traffic

Conclusion

On the basis of experimental results of this study, the following conclusions are drawn:

1) Aggregates which are obtained by crushing asbestos sheets are suitable for the bituminous
mixes from the consideration of aggregate strength properties.

2) Asbestos sheets aggregate as a partial replacement of black stone aggregates, in proportion of

60 – 40% .60 % of aggregates and 40% of shingles.

3) Laboratory tests were performed for defining the physical properties of asbestos sheets
aggregate and found to be within acceptable limits as per the Indian standards which show that
asbestos sheets aggregate is feasible to utilize as aggregate material in flexible pavement.

4) Total materials cost of the project it reduces by 9.98%.

21
 CHAPTER-IV

CALCULATIONS AND RESULTS

Cement concrete roads are either made of Plain cement concrete or Reinforced cement concrete.
In order to determine the cost of construction and quantity of material to be used for the
construction of any given road Cement Concrete Road Estimate is prepared. Cement Concrete
road consists of a sub-grade and concrete slab Cement concrete road may or may not contain a
sub-base course. The decision to use a sub-base depends on the available soil condition, design
load, and economic criteria. The life of cement concrete road is much more than the flexible
pavement and the cost of repair is also less than the bituminous road. Any repair involved in
these roads is confined to the repair to the joints mostly.

Assume,

Water Cement Ratio Calculation

From the IS Code standard, Assuming the water-cement ratio for M20 is 0.55.

Therefore, required water quantity = Cement Volume X WC Ratio = 0.282 X 0.55 = 0.1551 m3

Unit weight of water = 1000 Liters / m3

Water Quantity in Liters = 155.1 Liters

22
Calculation of Crushing Value Test of Aggregate

The aggregate crushing value formula is given below,

Aggregate crushing value = (W3 / W) or W3 / (W2 – W1)

W1 = Empty weight of cylindrical Measure.

W2 = Weight of Aggregate with Cylindrical Measure

W = W2 – W1 = Weight of Aggregate Sample

W3 = Weight of crushed aggregate sample passed through 2.36 mm IS Sieve.

Initial Cost

• This is the cost of construction of the pavement, which mainly depends

upon pavement thickness, governed by the strength of subgrade soiI and traffic loadin
g, cost of materials and cost of execution of the work.
Maintenance Cost

• The maintenance cost includes the maintenance of pavement during the design life of pav
ement to keep the pavement at the specified service level.

23
Life Cycle Cost Analysis

• The choice of the appropriate economically advantageous pavement type,

flexible or rigidby carrying out Life Cycle Cost (LCC) analysis which takes into account t
he initial investment cost and also the maintenance/rehabilitatiocost over thedesign life of
the pavement structure. Life cycle cost analysis can be defined as a procedure by which a
pavement design alternative is selected, that provides a satisfactory level of service at
the lowest cost over design life. The selection criteria of type of pavement, flexible
or rigid, should be based not on the initial cost of construction, but lifecycle cost,
which includes the discounted maintenance and pavement strengthening costs
that are incurred during the design Life of the pavement. The economic analysis
methods

Cost Estimate:

1. Initial Cost of Flexible Pavement = Rs. 23.05 lakh per km

2. Initial Cost of Rigid Pavement = Rs. 32.30 lakh per km

3. Annual Maintenance of flexible pavement= Rs. 0.20 lakh per km.

4.Renewal of wearing course of flexible pavement is considered in every 5 years. In 5th and 15th
year after completion, renewal cost = 200 x 3.00 x 1000= Rs. 6.00 lakhs

5. Strengthening with WBM and pre‐mix carpet every 10th year:

WBM 75 mm = 0.075 x 3.00 x 1000 x 2500 = Rs. 5.625 lakhs
PC 20mm = 200 x 3.00 x 1000= Rs. 6.00 lakhs
Total Cost= Rs. 11.625 lakhs

6. Average maintenance cost of CC road pavement is Rs.0.10 lakh per year

7. Rehabilitation/ strengthening of the concrete pavement after 10 years with 75

mm of cement concrete 1:2:4 = Rs. 10.80 lakhs per km.

Initial and final settlement time

Suppose, Consistency of cement (P) = 30% and Weight of cement = 400 kg

Water to be added in cement = (0.85 x P) x 400 = (0.85 x 30%) x 400 = 102 ml

The time when water added to cement = 7:00 am

Time, when needle fails to penetrate less than 5 mm from the bottom of mound = 7:45, am
24
Initial Setting Time of Cement = 7:45 am – 7:00 am = 45 min.

Time When angular ring needle fails to make impression on the surface of cement paste = 12:00
pm

Final setting Time of Cement = 12:00 pm – 7:00 am = 5 hr. = 300 min.

25
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28
 CHAPTER-V

CONCLUSION

• Roadways are built to ease the few transportations so human can travel roman distance to
another distance easily. There are many types transportation nowadays such as cars,
motorcycles, lorries and so on. Road has played an important role in the trade and
transportation system throughout the world, and it became rapid increase in the pavement
infrastructure development in Malaysia. The roads are designed to ensure the
convenience of consumers and the public. Unfortunately, the road might be damage
because of the constant use by heavy destroys asphalt roads and unsuitable weathering.
Damaged roads need to repair immediately as they can cause accidents and recognition.

• Most road projects today involve modifications to existing roadways, and the planning,
operation, and maintenance of such projects often are opportunities for improving
ecological conditions. A growing body of information describes such practices for
improving aquatic and terrestrial habitats.

The assessment of the cumulative impacts of road construction and use is seldom
adequate. Although many laws, regulations, and policies require some consideration of
ecological effects of transportation activities, such as road construction, the legal structure
leaves substantial gaps in the requirements. Impacts on certain resources are typically
authorized through permits. Permitting programs usually consider only direct impacts of
road construction and use on a protected resource, even though indirect

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