PUBLIC

WORKS DEPART

A Project Report on

ROAD CONSTRUCTION

PROJECT REPORT

Public Work Department

SHIVAM SRIVASTAVA
| B-TECH 4th YEAR
National Highway - 330

(Sultanpur)
04th June- 03th July 2015

Submitted By:
Devnath
B.Tech 4th Year (CE)
RKGEC, Ghaziabad

Submitted to:
Prem Chandra Verma
Faculty
RKGEC, Civil Department
Ghaziabad

Certificate

This is to certify that the report entitled ROAD CONSTRUCTION ( National Highway 330) compiled by Mr. Shivam Srivastava, under my supervision.

Mr. Prem Chandra Verma

(Faculty)
RKGEC, Civil Department
Ghaziabad

Acknowledgements

I express my sincere gratitude to Mr. Prem Chandra Verma, Project guide of my

project work who took been interested on my project work and guided me all along
till the completion of my project work.
The success and final outcome of this project required a lot of guidance and
assistance from many people of the bridge workshop and I am extremely fortunate to
have got all this all along the completion of this project work.
I am also greatly inbeated his, for his valuable suggestion in the preparation of the
paper.
Whatever I have done is only due to such guidance and assistance and I would not
forget to thank them.
Finaly, I greatful acknowledge my family member and my friends for their love,
support and constant encouragement during the study.

Shivam Srivastava
B.Tech 4th Year (CE)

Contents
Abstract

Page No.

(1) An Overview.........................01
(2) Introduction................... .......02
(3) Types of Pavement................................06
(a)
(b)

Flexible Pavement..........................................................06
Rigid Pavement...............................................................06

(4) Types of Concrete Pavement...........08

(5) Site Clearance...............................................09
(a)
(b)
(c)
(d)

Genral..............................................................................09
Setting Out.......................................................................10
Plants and Equipments.....................................................11
Sequence of Work...........................................................13

(6) Filling For Embankment...........14

(7) Subsoil Drain........................................15
(8) Granular Sub-Base...............................................16
(9) Wet mix Macadam................................................17
(10) Minral Used..........................................................19
(a)
(b)

Cement..................................................................................19
Sand......................................................................................21

(c)

Aggregate..............................................................................21

(11) Proportioning........................................................24
Procedure of construction
Pavement..................................................................25

(12)

(13)

Transport of the Concrete.....................................27

(14)

Placing the Concrete.............................................27

(15)

Slip form Concrete Paving....................................28

(16)

Execution..............................................................29

(17)

Execution of Joints................................................31

(18)

Curing...................................................................34

(19) Life cycle cost analysis.........................................39

(20) Conclusion............................................................42

PUBLIC WORKS DEPARTMENT: AN OVERVIEW

Public Works Department (PWD), under the Ministry of Public Works department, is the pioneer
in construction arena of Uttar Pradesh. Over about four centuries, PWD could successfully set

the trend and standard in the state`s infrastructure development. It plays a pivotal role in the
implementation of government construction projects. It also undertakes projects for autonomous
bodies as deposit works.
Public works Department has highly qualified and experienced
professionals forming a multi-disciplinary team of civil, electrical
and mechanical engineers who work alongside architects from the Department of Architecture.
With its strong base of standards and professionalism developed over the years, PWD is the
repository of expertise and hence the first choices among discerning clients for any type of
construction project in Uttar Pradesh. Besides being the construction agency of the Government,
it performs regulatory function in setting the pace and managing projects for the country's
construction industry under the close supervision of the Ministry of Housing
and Public Works.
The Public works Department has highly qualified and experienced
professionals forming a multi-disciplinary team of civil, electrical and mechanical engineers who
work alongside architects from the Department of Architecture. As a sister organization falling
under the administrative control of the Ministry of Public Works department, the latter works
well with the PWD in providing service to the nation. With its strong base of standards and
professionalism developed over the years, the PWD is the repository of expertise and hence the
first choices among discerning clients for any type of construction project in Bangladesh.
It is recognized as a leader and pacesetter in the construction
industry because of its consistently superior performance.

INTRODUCTION
Development of a country depends on the connectivity of various places with adequate road
network. Roads are the major channel of transportation for carrying goods and passengers. They
play a significant role in improving the socio-economic standards of a region. Roads constitute
the most important mode of communication in areas where railways have not developed much
and form the basic infra-structure for the development and economic growth of the country. The
benefits from the investment in road sector are indirect, long-term and not immediately visible.
Roads are important assets for any nation. However, merely creating these assets is not enough, it
has to be planned carefully and a pavement which is not designed properly deteriorates fast. India
is a large country having huge resource of materials.
If these local materials are used properly, the cost of construction can
be reduced. There are various type of pavements which differ in their suitability in different
environments. Each type of pavement has its own merits and demerits. Despite a large number of
seminars and conference, still in India, 98% roads are having flexible pavements. A lot of

research has been made on use of Waste materials but the role of these materials is still limited.
So there is need to take a holistic approach and mark the areas where these are most suitable.
India has one of the largest road networks in the world (over 3 million km at present).For the
purpose of management and administration, roads in India are divided into the following five
categories.
National Highways (NH)
State Highways (SH)
Major District Roads (MDR)
Other District Roads (ODR)
Village Roads (VR)
The National Highways are intended to facilitate medium and long
distance inter-city passenger and freight traffic across the country. The State Highways are
supposed to carry the traffic along major centres within the State. Other District Roads and
Village Roads provide villages accessibility to meet their social needs as also the means to
transport agriculture produce from village to nearby markets. Major District Roads provide the
secondary function of linkage between main roads and rural roads.
Point of view geographic and population of the state is the nation's largest state. State Industrial,
economic and social development of the state and the population of each village is absolutely
necessary to re-connect to the main roads. In addition to state important national roads, state
roads and district roads and their proper broad be made to improve the quality of traffic point of
view is of particular importance.

Public Works Department to build roads and improve connectivity in rural zones, Other District
Road and State broad and improvement of rural roads and main routes narrow construction of
zones and depleted bridges and brides reconstruction of the bases are transacted on a priority
basis. Also under Pradhanmantri Gram Sadak Yojana and pre-fabricated construction of rural
roads linking the work of other district roads broad Kilometres the scale bases are edited.
Successful operation of various schemes for the Public Works Department engineers
and supervisory boards in different districts of the engineers office has been settled. Activities
by planning, execution, and quality control etc. remove impediments find joy in relation to the

supervision over the activities are focused. Various schemes operated by the Department of the
Office of the Regional Chief Engineers and Chief Engineers office.

Fig (1) National Highway (NH)

Fig (2) Major District Road (MDR)

Fig (3) Village Road (VR)

WHAT IS ROAD OR PAVEMENT?

Pavement or Road is an open, generally public way for the passage of vehicles, people, and
animals.
Pavement is finished with a hard smooth surface. It helped make them durable and able to
withstand traffic and the environment. They have a life span of between 20 30 years.
Road pavements deteriorate over time due toThe impact of traffic, particularly heavy vehicles.
Environmental factors such as weather, pollution.

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

FUNCTIONS
One of the primary functions is load distribution. It can be characterized by the tire loads,
tire configurations, repetition of loads, and distribution of traffic across the pavement, and
vehicle speed.
Pavement material and geometric design can affect quick and efficient drainage. These
eliminating moisture problems such as mud and pounding (puddles). Drainage system consists
of:
Surface drainage: Removing all water present on the pavement surface, sloping, chambers,
and kerbs.
Subsurface drainage: Removing water that seep into or is contained in the underlying
subgrade.

TYPES OF PAVEMENTS
There are various types of pavements depending upon the materials used; a briefs description of
all types is given hereFLEXIBLE PAVEMENTSBitumen 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 reasonsIn 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.
RIGID PAVEMENTSRigid 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.

Besides the easy 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.
Reduction in the cost of concrete pavements can be brought about by developing semiselfcompacting concrete techniques and the use of closely spaced thin joints. R&D efforts should be
initiated in this area.

TYPES OF CONCRETE PAVEMENTS

1. PLAIN CONCRETE OR SHORT PAVEMENT SLABS
This type of pavement consists of successive slabs whose length is limited to about 25 times the
slab thickness. At present it is recommended that the paving slabs not be made longer than 5,
even if the joints have dowels to transfer the loads. The movements as a result of fluctuations in
temperature and humidity are concentrated in the joints. Normally, these joints are sealed to
prevent water from penetrating the road structure. The width of the pavement slabs is limited to a
maximum of 4.5 m.
2. REINFORCED CONCRETE
Continuously reinforced concreteContinuously reinforced concrete pavements are characterised by the absence of transverse joints
and are equipped with longitudinal steel reinforcement. The diameter of the reinforcing bars is
calculated in such a way that cracking can be controlled and that the cracks are uniformly
distributed (spacing at 1 to 3 m). The crack width has to remain very small, i.e. less than 0.3 mm.
Reinforced pavement slabs
Reinforced concrete pavement slabs are almost never used, except for inside or outside industrial
floors that are subjected to large loads or if the number of contraction joints has to be limited.
Steel fibre concrete
The use of steel fibre concrete pavements is mainly limited to industrial floors. However, in that
sector they are used intensively. For road pavements steel fibre concrete can be used for thin or
very thin paving slabs or for very specific application.

Site Clearance:
General:
Site clearing generally consists of the cutting and/or taking down, removal and disposal of
everything above ground level, including objects overhanging the area to be cleared such as tree
branches, except such trees, vegetation, structures or parts of structures and other things which
are designated in the contract to remain or be removed by others to which the engineer directed
to be left undisturbed.
The material to be cleared usually but not necessarily is limited to trees, stumps, logs, brush,
undergrowth, long grasses, crops, loose vegetable matter and structure.
The entire road area shall be cleared as described above, unless otherwise shown on the drawing
and/or directed by the engineer.

Setting out:
The right of way (R.O.W) shall be surveyed and set out before any site clearance is cleared out.
Wooden pegs usually indicate the surveyed rights of ways.
Procedure for setting out:
1. Fixing of centre line of alignment by using total station, theodelite.
2. Calculating curvature and refractures (for curves and embankment) by using auto levels or
dumpy level.
3. To establish traverse bench mark (TBM) at required intervals adjacent to alignments.
4. Location of levels at major conflict junctions.
5. To mark the longitudinal and cross sectional pavement structure.

6. To make efficient, minimum and desired sight distance at major conflicts and terrain and also
setting out of horizontal curves throughout the alignment was done by using theodolite and
total survey station.
Steps involved in surveying:
Benchmark
Temporary benchmark at regular intervals.
Centre line marking
Road markings
Profile marking (for longitudinal and cross sectional structures)
Establishment of different levels providing gradients as per to design considering different
factors like-

Surveying using dumpy level.

Plants and equipments:

Site clearing of trees, vegetation, undergrowth, bushes and minor structures are carried out by
dozers and or hydraulic excavators. Trees that cannot be felled by the aforesaid equipment shall
be felled by using saws.
Major structures that cannot practically be cleared by hydraulic excavators and/or dozers, these
demolitions can be carried out using pneumatic tools, explosives and/or otherspecialized
equipment depending on the size and type of structures. Before commencing explosive
demolition all necessary permits and licenses will be obtained and a blasting plan detailing the
size of charges, locations of holes, system of detonation and safety precaution will be forwarded
to the engineer together with the request sheets.

Image: Double barrel Asphalt Premix plant.

Image: Aggregate Crusher

Sequence of works:
Prior to the commencement of the site clearance, the following shall be carried out either
independently or jointly with the Engineers Representative.
(I)
(II)

(III)

(IV)
(V)
(VI)
(VII)

The right of ways (R.O.W) shall be surveyed and set out according to the data stated in
the drawings.
Photographs shall be taken of structures, landscaping trees and shrubs, fences,
telephone and electrical poles and other if they are payable under individual measured
item apart from the general site clearance in the bill of quantities.
The above site clearance items shall be measured according to the method of
measurement jointly with the Engineers Representatives. The location of these items
shall be identified according to the survey data or offsets from the centerline of the
proposed alignment in road construction.
Prior to demolition of existing buildings, liaison with the respective authorities
terminates the utilities supply to the building.
Removal of landscaping trees and shrubs shall be carried out with the prior approval of
the concerned authority.
Fencing or others that are to be relocated or salvaged shall be carried out according to
the drawings or as per the instructions given by Engineer.
Obtain confirmation that the employer or relevant authority have acquired the right of
way lands.

(VIII) Access roads to the site shall be constructed if required to enable vehicles, equipment
and plants to be brought in it.
(IX) Solid waste dumps sites shall be predetermined within or outside the site for the
dumping of the site clearing materials.
(X) The site clearance then shall be proceeded to clear the trees, vegetation, undergrowth,
bushes and minor structures by hydraulic excavators or dozers.

Filling For Embankment:

Construction method:
The embankment shall be constructed to the level, heights, widths and slopes shown on the
drawing with following procedures.
General:
The area to receive fill shall be sampled and tested below topsoil in accordance with the
specification. If the test results indicate that the material is for suitable to receive fill then a
request of Approval starting compaction of existing ground will be submitted. Before starting the
compaction of the existing ground the topsoil will be stripped from the area, either to a thickness
agreed from the soil sampling holes or as directed on site by the Engineer or his designated staff
and afterwards measured by leveling. After compacting the existing ground to specified standard
density tests will be carried out and a Request for Approval to start filling will be submitted.
Where it is the intention to commence filling will be commence by cutting to firm material, for
cross fill.
Fill materials for use in forming embankments shall be suitable material obtained from
excavation cuttings or borrow pits.
Prior to commencement of the works, the selected sample from the source of cutting or borrow
pits shall be sent for laboratory test.
Trial compaction shall be carried out at the designated area of the site to determine the pattern of
compaction for type of material to be used. This shall include the use of compaction plant and the
number of passes in relation to the loose depth of material to achieve desired compaction. The
approximate quantity of water required per unit area to bring the fill close enough to the
Optimum Moisture Content to achieve the specified compaction standard economically shall be
computed and thereafter uniformly mixed throughout the material depth and width to be
compacted.
After the required passes for compaction has been accepted, the filling shall be carried out in
layer not exceeding 200 mm compacted depth and shall be compacted by the compaction plant as
used and achieved in the trial areas.

The density test shall be carried out in every compacted layer of approx. 200 mm depth and the
Nos. of test shall be done in accordance with the MORT&H specification.
The Engineers Site representative will witness the test and the result sent to the Engineer for
approval to proceed further with next layer.
On the fill slope, the filling shall be in layer and with extended extra width for cut back to form
the compacted slope.
Prior to the commencement of massive cut/fill, the haul roads shall be constructed with sufficient
width for to and fro traffic and to ensure smooth movement of the plant.
Excavators shall be deployed for excavation and loading the cut material on the dump trucks for
filling. At the filling area, the dump trucks transport the material to the spread spot and tip from
one end. One bulldozer or grader shall be used for spreading the material into loose layers to the
thickness indicated by the compacted thickness or less. Water shall be spread and mixed in as
required until the whole layer is of one uniform moisture content and the vibrating roller shall be
used for compacting the layer. Field Density tests shall carry out, and if the results indicate
compliance with the specification then a Request for Approval to place the next layer will be
submitted. The slope trimming shall be completed after the pavement and shoulders are
completed.
The trimmed slope is to be turned, if specified

Subsoil drain:
General:
This work shall include the supply and installation of subsoil drains constructed in accordance
with the contract specification at the locations and in accordance with the lines, levels and grades
as shown on the drawings and or as directed by the Engineer.
Materials:
Concrete pipes ar polyvinyl chloride (PVC) pipes for the subsoil drains shall comply with the
relevant contract specification.
Filter material used in the construction of subsoil drains shall consist of hard, clean,
crushed rock or gravel having a grading limits given in the specification. The aggregate crushing
value of the material shall not exceed 30%.
The filler cloth shall be geotextile fabric as specified in the contract.
Construction method:
Excavation of longitudinal and cross trenches shall be carried out all in accordance with the
approximate provisions of specification and drawings. At the completion of excavation, Request
for Approval forms for placing filter materials will be submitted to the Engineer.
Filter cloth shall then be placed to cover the perimeter of the longitudinal trench excavated, with
the top open to facilitate the placement of filter material. Subsoil cross pipe is then laid in the
cross trench at minimum 1% slope, with the inlet face covered with filter cloth and the outlet
being free outfall. The inlet of cross pipe is to be imbedded in the filter material fill placed in the
longitudinal trench. Care shall be taken against damage of filter cloth during the construction
stage. Filter material shall be placed in longitudinal trench and uniformly compacted. The filter

cloth shall be closed at top and backfilled with soil. At the completion of placing filter materials a
Request for Approval for placing compacted backfill will be submitted. During backfilling
random field density check tests will be carried out.

Granular Sub-Base:
General:
Sub base is the lowest of all the pavement layers consisting of natural sand, mooram, gravel,
crushed stone or combination thereof necessary to comply with the grading requirements of
Table 400-1 Grading I.
Materials:
Prior to the laying of sub base, a Request for Approval of Material shall be submitted which will
indicate compliance with the specified properties of sub base material.
1 Fraction of material passing the 22.4 mm sieve shall have a soaked CBR of 30% or greater.
1 The fraction passing the 0.425 mm sieve shall have Liquid Limit not greater than 25 and a
Plasticity Index not greater than 6.
2 The soaked 10% fines value (KN) shall be greater than 50.
3 If the water absorption is greater than 2% the Soundness Test IS 383 shall be carried out.
4 The grading shall be as follows:
SEIVE SIZE (MM)
PERCENTAGE PASSING
75
100
53
80-100
26.5
55-90
9.5
35-65
4.75
25-55
2.36
20-40
0.425
10-25
0.075
3-10
Laying equipment:
The following plants are required for the laying of sub-base:(i)
(ii)
(iii)
(iv)

Motor Grader
Tipper Trucks
Vibratory Roller
Water Tanker

Wet Mix Macadam:

General:
Wet mix macadam (WMM) is a base material in road pavement structure, which is batched from
a mixing plant, and laid in position with a paver.

Materials:
WMM consists of crushed graded aggregate and granular material pre mixed with water.
Equipments:
Constructional plants required are as follows:-

A)

WMM MIXING
PLANT

B)

PAVER

C)

MOTOR GRADER

D)

VIBRATORY
ROLLER
TIPPER

E)

Procedures:
Work
shall
commence on site
upon
Approval
and Acceptance of

the sub-base layer.

The wet mix macadam shall be plant mixed with moisture content within reasonable limits of the
Optimum Moisture Value, as determined in accordance with IS 2720 (Part 8).
The approved wet mix macadam shall be delivered to site by tipper trucks. To prevent the loss of
moisture, the materials shall be covered, if necessary.
(i)
(ii)

The wet mix macadam shall be laid by using a paving machine.

Segregation at localized areas shall be made good by back casting with fines or by
immediate removal and replacement of the freshly laid wet mix macadam.
(iii) Transverse joint shall be lapped and longitudinal joints due to stoppage of work will
have the loose removed before paving resumes.
(iv) Compaction shall be carried out using vibratory roller and as per specifications.
(v)
The surface of the wet mix macadam shall be finished to the grade and line as required
by the drawings, and within specified tolerance limits.
(vi) On completion of laying and compaction, approval of the Engineer will be obtained for
compliance with the specified requirement, before proceeding with the next layer.
(vii) Sampling of mixture shall be carried out at the plant or site.

MINERALS USED
Concrete is widely used in domestic, commercial, recreational, rural and educational
construction. Communities around the world rely on concrete as a safe, strong and simple
building material. It is used in all types of construction; from domestic work to multi-storey
office blocks and shopping complexes. Despite the common usage of concrete, few people are
aware of the considerations involved in designing strong, durable, high quality concrete.
There are mainly three materials used primarilyCement
Sand
Aggregate
CEMENT
Cement is a binder, a substance that sets and hardens independently, and can bind other materials
together. The word "cement" traces to the Romans, who used the term caementicium to describe
masonry resembling modern concrete that was made from crushed rock with burnt lime as
binder. The volcanic ash and pulverized brick additives that were added to the burnt lime to
obtain a hydraulic binder were later referred to as cementum, cimentum, cement, and cement.
Cements used in construction can be characterized as being either hydraulic
or nonhydraulic. Hydraulic cements (e.g., Portland cement) harden because of hydration, a
chemical reaction between the anhydrous cement powder and water. Thus, they can harden
underwater or when constantly exposed to wet weather. The chemical reaction results in hydrates
that are not very water-soluble and so are quite durable in water. Non-hydraulic cements do not
harden underwater; for example, slaked limes harden by reaction with atmospheric carbon
dioxide. The most important uses of cement are as an ingredient in the production of mortar in
masonry, and of concrete, a combination of cement and an aggregate to form a strong building
material.

TYPES OF CEMENT:Portland cement

Portland cement is by far the most common type of cement in general use around the world. This
cement is made by heating limestone (calcium carbonate) with small quantities of other materials
(such as clay) to 1450 C in a kiln, in a process known as calcinations, whereby a molecule of
carbon dioxide is liberated from the calcium carbonate to form calcium oxide, or quicklime,
which is then blended with the other materials that have been included in the mix. The resulting
hard substance, called 'clinker', is then ground with a small amount of gypsum into a powder to
make 'Ordinary Portland Cement', the most commonly used type of cement (often referred to as
OPC). Portland cement is a basic ingredient of concrete, mortar and most non-specialty grout.
The most common use for Portland cement is in the production of concrete. Concrete is a
composite material consisting of aggregate (gravel and sand), cement, and water. As a
construction material, concrete can be cast in almost any shape desired, and once hardened, can
become a structural (load bearing) element. Portland cement may be grey or white.
Portland fly ash cement
It contains up to 35% flyash. The fly ash is pozzolanic, so that ultimate strength is maintained.
Because fly ash addition allows lower concrete water content, early strength can also be
maintained. Where good quality cheap fly ash is available, this can be an economic alternative to
ordinary Portland cement.
Portland pozzolana cement
Its includes fly ash cement, since fly ash is a pozzolana , but also includes cements made from
other natural or artificial pozzolans. In countries where volcanic ashes are available.
Portland silica fume cement
Addition of silica fume can yield exceptionally high strengths, and cements containing 5 20%
silica fume are occasionally produced. However, silica fume is more usually added to Portland
cement at the concrete mixer.

SAND
Sand is a naturally occurring granular material composed of finely divided rock and mineral
particles. The composition of sand is highly variable, depending on the local rock sources and
conditions, but the most common constituent of sand in inland continental settings and
nontropical coastal settings is silica (silicon dioxide, or SiO2), usually in the form of quartz. The
second most common type of sand is calcium carbonate, for example aragonite, which has
mostly been created, over the past half billion years, by various forms of life, like coral and
shellfish. It is, for example, the primary form of sand apparent in areas where
reefs have dominated the ecosystem for millions of years like the Caribbean.

AGGREGATE
Aggregates are inert granular materials such as sand, gravel, or crushed stone that, along with
water and Portland cement, are an essential ingredient in concrete. For a good concrete mix,
aggregates need to be clean, hard, strong particles free of absorbed chemicals or coatings of clay
and other fine materials that could cause the deterioration of concrete. Aggregates, which account
for 60 to 75 percent of the total volume of concrete, are divided into two distinct categories-fine
and coarse. Fine aggregates generally consist of natural sand or
crushed stone with most particles passing through a 3/8-inch (9.5-mm) sieve. Coarse aggregates
are any particles greater than 0.19 inch (4.75 mm), but generally range between 3/8 and 1.5
inches (9.5 mm to 37.5 mm) in diameter. Gravels constitute the majority of coarse aggregate used
in concrete with crushed stone making up most of the remainder. Natural gravel and sand are
usually dug or dredged from a pit, river, lake, or seabed. Crushed aggregate is produced by
crushing quarry rock, boulders, cobbles, or large-size gravel. Recycled concrete is a viable source
of aggregate and has been satisfactorily used in granular sub bases, soil-cement, and in new
concrete. Aggregate processing consists of crushing, screening, and washing the aggregate to
obtain proper cleanliness and gradation. If necessary, a benefaction process such as jigging or
heavy media separation can be used to upgrade the quality.
Once processed, the aggregates are handled and stored in a way that minimizes segregation and
degradation and prevents contamination. Aggregates strongly influence concrete's freshly mixed
and hardened properties, mixture proportions, and economy. Consequently, selection of
aggregates is an important process. Although some variation in aggregate properties is expected,
characteristics that are considered when selecting aggregate include:grading
durability
particle shape and surface texture
abrasion and skid resistance
unit weights and voids
absorption and surface moisture
Grading refers to the determination of the particle-size distribution for
aggregate. Grading limits and maximum aggregate size are specified because grading and size
affect the amount of aggregate used as well as cement and water requirements, workability.

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

COARSE AGGREGATE
Coarse aggregate shall consist of clean, hard, durable gravel, crushed gravel, crushed boulders, or
crushed stone. It shall meet the requirements of the State Department of Transportation of Uttar
Pradesh , Section 501.3.6.4 of the Standard Specifications for Highway and Structure
Construction, current edition.

Aggregate Equation

PROPORTIONING
The following table sets forth the master limits of the job mix for the several grades of concrete,
and designates the quantities of materials and relative proportions for each grade of concrete. For
Air-Entrained High-Early-Strength Concrete, as required or permitted when High-Early-Strength
Cement is used, the proportions shall be as given in the table.
The quantities of aggregates set forth in the tabulations are for oven dry materials having a bulk
specific gravity of 2.65. For aggregates having a different specific gravity, the weights shall be
adjusted in the ratio that the specific gravity of the material used bears to 2.65 .

PROCEDURE TO CONSTRUCT PAVEMENTS

During construction of a cement concrete pavement, various steps are taken as belowSurvey of proposed work is done by experienced engineers or by any expert of survey,
site survey includes geographical details, soil properties and site investigation.
After survey , a team of experienced engineers and architecture prepare detailed plan of
work with the help of various soft ware's.
After that a engineer prepares detailed estimate of proposed work and also prepares a
estimate regarding equipments required and labours requirements.
Now excavation is done with the help of automatic machines and then a equipment is
used to cut nearby trees and root removal process.
And after these construction of soil sub grade , base coarse and then construction of
concrete slab is done.

PREPARATION OF THE SUB- GRADE OR BASE

COARSE
The road sub grade has to be prepared carefully, in order to realize everywhere a pavement
structure of an adequate and uniform thickness. This allows to provide a homogeneous bond
between the concrete slab and its foundation which is important for the later behaviour of the
pavement structure.
For roads with a base, drainage of the water must be provided. Mud, leaves, etc. have to be
removed.
When the base is permeable, it should be sprayed with water in order to
prevent the mixing water from being sucked out of the concrete. However, if the base is
impermeable (e.g. if the concrete is placed on a watertight asphalt concrete interlayer) it can be
necessary under warm weather conditions to cool down this layer by spraying water on the
surface.
The following points are important for roads without a foundation:
Drainage of all surface water;
Good compaction of the sub grade;
Filling and compaction of any ruts caused by construction traffic;

It is forbidden to level the sub grade by means of a course of sand. If the sub grade has to
be levelled, it is advisable to do this by using a granular material: either slag or coarse aggregate
e.g. with a grain size 0/20;
Provide an additional width of the sub grade for more lateral support. It must always be
avoided that water is sucked from the cement paste into the substructure or the base. This can be
accomplished by either moderately moistening the sub grade, or by applying a plastic sheet on
the substructure of the pavement. The latter work must be done with care, to prevent the sheet
from tearing or being pulled loose by the wind.

MIXING AND TRANSPORT OF CONCRETE

CONCRETE MIXING PLANT
The concrete mixing plant must have a sufficient capacity in order to be able to continuously
supply concrete to the paving machines. The mix constituents and admixtures have to be dosed
very accurately. The number of aggregate feed bins has to equal at least the number of different
aggregate fractions. The bins shall have raised edges to prevent contamination of the aggregate
fractions. The equipment for loading the materials shall be in good condition and shall have
sufficient capacity to be able to continuously feed the bins. The bucket of the
loaders shall not be wider than the bins. The content of the cement silos and the water tank are in
proportion to the production rates.
For small works, permanent concrete mixing plants are often called on. In that case, mixing
plants that are inspected and that can deliver Indian quality certification concrete should be used.
Furthermore it is useful and even essential to have a communication system between the concrete
mixing plant and the construction site in order to coordinate the batching and paving operations.

TRANSPORT OF THE CONCRETE

Sufficient trucks must be available to continuously supply the paving machines. The number
depends on the yield at the construction site, the loading capacity of the trucks and the cycle time
(i.e. the transport time plus the time required to load and unload a truck). The loading capacity
and the type of truck to be used depend on the nature of the work, the haul roads and the concrete
paving machines.
Usually, the specifications prescribe that the concrete has to be transported in dump
trucks as paving concrete consists of a relatively dry mix having a consistency that makes
transport and unloading in truck mixers difficult. Furthermore, dump trucks can discharge the
concrete faster. For small works and in urban areas, the use of truck mixers is increasingly
accepted. Under these circumstances an admixture (e.g. a superplastisizer ) can be mixed in just
before discharging the concrete. The necessary measures have to be taken to prevent changes of
the water content and temperature of the concrete during transport. To this end, the specifications
prescribe to cover the dump trucks by means of a tarpaulin.

PLACING THE CONCRETE

Usually the concrete is placed using slip form paving machines which applies for all categories
of roads. This equipment meets both the requirements for quality and for the envisaged rate of
production. Conventional concreting trains riding on set up rails, are hardly used any more for
roadwork's in our country. For this reason this manner of execution will not be dealt with here.
However, the technique of manually placing the concrete using forms is still applied in certain
cases, such as for the construction of roundabouts with a small diameter, at intersections, for
repair work or when the execution conditions are such that slip form pavers cannot be utilized.
This occurs increasingly often in urban areas for the construction of pavement surfaces of
exposed aggregate and possibly coloured concrete.

SLIP FORM CONCRETE PAVING

PREPARATION OF THE TRACK RUNWAY
The quality of the runway for the tracks of the paving equipment is undoubtedly one of the most
important factors that contribute to the realisation of a smooth pavement surface. In connection
therewith, the following criteria have to be met:sufficient bearing capacity, so that the slip form paver can proceed without causing
deformations;
good skid resistance to prevent the tracks from slipping, especially when paving on a slope;
good evenness to avoid that the self-levelling systems have to compensate for
excessive differences in height. The track runway is a determining factor for the
steering and consequently its surface has to at least as smooth as the concrete paving surface
itself. The runway surface has to be permanently cleaned prior to the passage of the tracks.
The track runway has to be wide enough taking into account:

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

EXECUTION
The supply of the concrete has to be arranged in such a way that a continuous placement can be
guaranteed without detrimental interruptions as each standstill can cause unevenness's. This
implies a sufficient capacity of the concrete mixing plant and of the means of transportation of
the concrete.
The concrete is discharged:
either directly in front of the machine, using dump trucks. The concrete must be discharged
gradually, in order to limit the drop height. A crane is often necessary, especially for larger
working widths, in order to adequately spread the concrete mix;
or in the bin of a side feeder, for example if transport by dump trucks on the
foundation is impossible because of the presence of dowel chairs or reinforcement steel;
or in a supply container, from which the concrete is scooped with a crane.
It cannot be overemphasised that properly spreading the concrete in front of the slip form paving
machine is very important for the final quality of the work, especially with regard to the
smoothness. It is of great importance that in front of the slip form paver, a constant and sufficient
amount of concrete is available at all times so that a continuous paving process can be
guaranteed. The paver should never be used to push the concrete forward. For large casting
widths the concrete is preferably spread either by means of a placer/spreader machine that
operates in front of the paver or, by the slip form paver itself (side feeder, spreading augers,
wagon,). The use of a placer/spreader, allows the slip form paver to proceed more steadily. The
distance between the placer/spreader and the slip form machine has to be kept small enough to
limit changes in the water content of the concrete mix.

The paving rate has to match the concrete delivery rate, but the
consistency of the concrete and the evenness of the track runways must also be taken into
consideration. In practice, the optimum speed of the paving machine lies between 0.75 and 1
m/min. A steady progress of the paving operations without detrimental interruptions guarantees
quality, whatever type of machine is used.
All regulating devices of the paving machine have to be tuned before any
paving is started. However, this regulation should also be monitored during the entire course of
the paving process and adjusted if necessary, so that the concrete pavement is executed correctly:
thickness, flawless edges, surface smoothness.
Some machines are equipped with a dowel bar inserter or an anchor bar (also called tie-bar)
inserter. Dowel bars are inserted in the fresh concrete down to the correct elevation after the
vibrator but before the tamper bar. The dowel bar inserter preferably operates in a continuous
operation. Every precaution must be taken to place the dowels correctly and not to disrupt the
evenness of the concrete surface (composition of the concrete, paving speed, etc.).
The use of a 'super smoother' (longitudinal floating tool) is highly recommended and in
some specifications it is even made compulsory whenever a slip form paver is used and
especially for pavements for high speed roads. The super smoother is a beam float suspended
from the backside of the slip form machine and that moves back and forth in the longitudinal
direction while simultaneously traversing the freshly finished concrete surface. It allows to
eliminate small finishing errors or any remaining high and low spots behind the slip form paver.
This improves the driving comfort and limits the nuisance caused by unevenness's with a short
wave length (noise, vibrations). Small traces of cement slurry produced after the passage of the
super smoother, are subsequently removed by dragging a section of burlap or a drag plate. The
super smoother can also be used for other road categories, including bicycle paths.

MEASURES TO OBTAIN A GOOD EVENNESS

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

EXECUTION OF JOINTS

All the equipment that is necessary to make joints in the fresh or hardened concrete must be
present at the construction site. The saw blades have to be suitable to the quality of the concrete,
i.e. to the hardness and the abrasion resistance of the aggregates. It is useful to have spare
equipment available in case of a defect. The beam for making a construction joint shall be rigid
and shall allow the realization of a straight joint perpendicular to the axis of the road. This beam
has to be adapted to the type of pavement (jointed pavement, continuously reinforced concrete
pavement).
TRANSVERSE JOINTS1. CONTRACTION JOINTS
Crack onsets are executed to avoid uncontrolled (wild) cracking of the concrete by shrinkage.
Contraction joints have a crack onset which extends to a depth of one third of the slab thickness
and can be equipped with dowels. On main roads, the contraction joints are usually made by
sawing. The saw cutting should occur as soon as possible, usually between 5 and 24 hours after
placement of the concrete. It is obvious that the concrete should have hardened sufficiently in
order to prevent the edges of the joint from being damaged. In case of high temperatures, special
equipment is available to execute saw cutting within 3 hours subsequent to the placement of the
concrete. In that case, light equipment is used to make saw cuts of about 2.5 cm deep. Every saw
cut that has not instigated a crack within 24 hours is deepened up to 1/3 of the slab thickness.
Making crack onsets for contraction joints in the fresh concrete is a technique that is practically
no longer applied except for country roads or municipal roads whenever the traffic intensity and
evenness requirements permit so. To make such a joint, a thin steel blade (no more than 6 mm
thick) is vibrated into the fresh concrete to a depth of 1/3 of the slab thickness. The joint can be
made both with flexible and with rigid joint strips. In the first method, a thin plastic strip twice as
wide as the depth of the crack point plus 2 cm is laid on the fresh concrete. The steel blade is
positioned in the middle of the strip and is subsequently vibrated into the fresh concrete. In the
second method the rigid joint strip is inserted into a groove priory made by vibrating the steel
blade in the concrete. The top of the strip must be flush with the pavement surface.
After having made the crack onset, the concrete surface along the joint should be smoothened
again. However, manual corrections should be kept to a minimum as much as possible, since they
can cause spalling of the joint edges later.
2. EXPANSION JOINTS
Expansion joints are only used exceptionally. In these rare cases, they have to meet the necessary
requirements so as not to cause difficulties later.
The execution of expansion joints requires special attention when using slip form paving
machines.
Special attention shall be paid to the following:
The wooden joint filler board shall be firmly attached to the base by means of metal
stakes, so that it cannot move while the concrete is being placed;

The height of the joint filler board shall be slightly(2 to 3 cm) shallower than the
thickness of the concrete slab, in order not to hinder the placement of the concrete. As soon as the
slip form paving machine has passed, the concrete above the joint filler board shall be removed
over a width at least equal to the thickness of the board, so that no concrete arch is made at the
top of the joint;
Expansion joints shall always be provided with dowels, even for roads with less
intense traffic. At one end of each dowel a cap filled with a compressible material accommodates
the movements of the concrete.
3. CONSTRUCTION JOINTS
Construction joints also called end-of-day or working joints - are made at the end of the daily
production or when the paving process is interrupted for at least 2 hours. The face of these joints
is plane, vertical and perpendicular to the axis of the pavement. They are always doweled. Upon
resuming the paving the fresh concrete is placed against the concrete that has already hardened.
The concrete is consolidated on both sides of the joint with a separate manual needle vibrator.

LONGITUDINAL JOINTS
Longitudinal joints run parallel to the axis of the road and are only necessary if the pavement is
wider than 4.5m. They can be provided with tie bars.
1. LONGITUDINAL CONTRACTION / BENDING JOINTS
These joints are realised between adjacent concrete lanes that are executed simultaneously. They
are saw cut in the hardened concrete, no later than 24 hours after the concrete has been placed.
The depth is at least 1/3 of the thickness of the slab.
2. LONGITUDINAL CONSTRUCTION JOINTS
These are joints between two adjacent concrete lanes that are executed successively.

CURING
Curing is the process of increasing hydration in cement; after setting the concrete, curing process
is done till 20 to 25 days.
There are some method of curingShading concrete works
Covering with hessian & gunny bags
Sprinkling of water
By ponding
Membrane curing

PROTECTION OF THE CONCRETE PAVEMENT

1. PROTECTION AGAINST DRYING OUT
The quality of hardened concrete, and in particular, the durability of the surface, depends directly
on the protection of the fresh concrete against drying out. It is detrimental both to the strength
and to the shrinkage (risk of cracks forming) and also to the durability when the fresh concrete
loses water. As a result of their large exposed areas, pavements are greatly subjected to drying
out. E.g. at an ambient temperature of 20C, a relative humidity of 60 %, a temperature of the
concrete of 25C and a wind speed of 25 km/h, 1 litre of water will evaporate every hour from
every m2of pavement surface. Note that the upper surface layer (a few cm thick) of the concrete
only contains about 4 litres of water per m2.
A curing compound is usually used to protect road concrete against drying out This coating is
sprayed on the concrete top surface and on the vertical surfaces immediately after the paving
train has passed and, if applicable, after the concrete surface has been broomed. In case of an
exposed aggregate finish, the setting retarder must also have the property that it protects the
concrete against drying out. If not, the concrete must be covered with a plastic sheet as soon as
the setting retarder is applied. As stated above, subsequent to the removal of
the skin of concrete mortar, the concrete is protected against drying out a second time by
spraying a curing compound or by covering the surface with a plastic sheet. The latter method is
particularly used in urban areas on coloured exposed aggregate concrete. The curing compound
has to be applied at a rate of at least 200 g/m2 and its effectiveness coefficient shall be greater
than 80%. Curing compounds are pigmented white or have a metallic gloss so as to better reflect
sunlight which limits the warming up of the concrete.
2. PROTECTION AGAINST RAIN
Concreting is stopped if it rains. Furthermore, the necessary measures have to be taken to prevent
that the concrete surface is washed out by rain. This applies both to freshly spread concrete that
has not been compacted yet and to smoothed concrete. Plastic sheets or mobile shelters are
suitable means of protection.

3. PROTECTION AGAINST FROST

When concrete is placed in cold weather (see also 8.4.1) the pavement surface has to be
effectively protected against frost in such a way that the temperature at the surface of the
concrete does not drop below + 1 C for 72 hours after placement. This protection can consist of,
for example, non-woven geotextile or polystyrene foam plates with ballast.
4. PROTECTION AGAINST MECHANICAL INFLUENCES
(TRAFFIC SIGNPOSTING)
Every necessary measure shall be taken to protect the fresh concrete from damage due to all
kinds of mechanical influences (cars, bicycles, pedestrians, animals, etc.).
In urban areas these measures are even more necessary.

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

PAVING INTERRUPTIONS
Whenever the supply of concrete is interrupted, the driver of the paving machine shall
immediately take the necessary measures to lower the speed of the paving train and to ensure that
the machine stops as little as possible. For a short interruption, the machine should be stopped
before the deposited concrete in the vibrating chamber has dropped to such a level that the
vibrators become visible. If the supply is interrupted for more than 60 minutes (45 min. in hot
weather), a construction joint has to be made. Upon a long-lasting defect of the paving
equipment, the supply of fresh concrete has to be stopped immediately and an attempt must be
made to complete the current paving phase. If the circumstances and the elapsed workability time
no longer make a proper completion possible, the concrete, that has been deposited but not yet
finished, has to be removed. To achieve a continuous profile, particular care is taken of the
execution of the construction joints, both at the end of the day and every time work is resumed.
The concrete is compacted preferably with a separate vibrating needle before the paving machine
is passing in order to obtain properly compacted concrete on both sides of the joint.

PLACEMENT OF CONCRETE ON A SLOPE

When placing concrete on a slope of less than 4 % it is recommended to work uphill, in order to
prevent tension cracks at the surface. Furthermore, the consistency of the concrete and the

working speed of the paver have to be adapted to the working conditions. However, if the
longitudinal slope is more than 4 %, unevenness can occur as concrete falls back when the
machines have passed. In that case, a suitable composition of the concrete mix has to be realized
and it is recommended to work downhill. It must be ensured that enough concrete is deposited in
front of the paving machine to prevent the concrete from sliding down. Concrete pavements have
been successfully executed on slopes of 10 to 12 %. At one time the slope was even 18 %.

OPENING TO TRAFFIC

Usually, a concrete pavement is only opened to traffic 7 days after the concrete has been laid and
after, in the presence of all parties, any possible cracks have been recorded. A concrete pavement
of less than 7 days old, can be opened to traffic if the contractor provides proof that the concrete
has reached the minimum compressive strength stipulated in the specifications. Presently, special
compositions of the concrete mix allow an early opening to traffic, i.e.
between 24 and 48 hours after placement. These mixes are used, for example, for pavement
repair works to reduce the nuisance to the public as much as possible. It is pointless to talk about
quality if not all employees, each at his own level, make a special effort to understand the rules of
good practice, upgrade their know-how and act accordingly.

COST ANALYSIS OF RIGID PAVEMENTS

The selection criteria of type of pavement, flexible or rigid, should be based not on the initial cost
of construction but life cycle cost, which includes the discounted maintenance and pavement
strengthening costs that are incurred during the design life of the pavement.

INITIAL COST
This is the cost of construction of the pavement which mainly depends upon the pavement
thickness, governed by the strength of sub grade soil and traffic loading, cost of materials and
cost of execution of the work. the above have a wide range of variability across the country and
is difficult to generalise.

MAINTENANCE COST
The maintenance cost includes the maintenance of pavement during the design life of pavement
to keep the pavement at the specified service level.
In case of rural roads, maintenance of these roads is to be done by the respective state
government from its available financial resources. most of the states have poor past performance
record to maintain such low volume roads through other schemes, mainly because of having
inadequate funds for maintenance of road infrastructure in the state.

LIFE CYCLE COST ANALYSIS

Life cycle cost analysis can be defined as a procedure by which a pavement design alternative
will be selected , which will provide a satisfactory level of service at the lowest cost design life.
RIGID PAVEMENT DESIGN AND COSTOF CONSTRUCTION PER
KILOMETERS
The design of rigid pavement depends upon the CBR value of sub grade , design axle load of
commercial vehicles during the design life, which is generally 20 years or more for rural roads, a
typical pavement composition for rural road is given below :( refer: SP:62-2004):

MAINTENANCE COST OF RIGID PAVEMENT

The average yearly maintenance cost of rigid pavement will be about Rs. 10000per km for a
single lane rural road to cover filling of sealing compound in the joints, requires of concrete
spalling etc.
LIFE CYCLE COST ANALYSIS OF RIGID PAVEMENT
Period of analysis has been considered as 20 years, being the design life of concrete pavement in
rural area. the discount rate of 10% has been taken. inflation rate of 5% has been considered for
future rise in prices of materials.

CEMENT CONCRETE PAVEMENT VS BITUMINOUS

PAVEMENT- A COST ANALYSIS

CONCLUSION
India economical growth plan of over 6% per annum for the next 20 years will, to a great extent,
depend on an efficient road infrastructure, not only national highways but other roads too,
including link roads for rural connectivity, which can provide fast movement of goods and people
with safety and economical cost to the user. government of India has drawn up Pradhn Mantri

gram Sarak Yojana(PMGSY) for implementation of rural connectivity. it is estimated that in the
next 7 years, road works under PMGSY worth Rs. 1,20,000 crores are to be constructed .
Since road pavements are an important part of these projects, costing about 50% of
the investment , a careful evaluation of the alternatives is necessary to make the right choice on a
rational basis, which may be comparatively more beneficial to the nation.