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Cement and Cement Concrete as Pavement Materials

Presentation · May 2023

DOI: 10.13140/RG.2.2.29601.99686

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 PORTLAND CEMENT AND CEMENT CONCRETE
FOR PAVEMENTS

[Link]
Professor

RASTA
Center for Road Technology
VOLVO Construction Equipment Campus
Peenya Industrial Area
Bengaluru, India
 22CHT13: PAVEMENT MATERIALS

MODULE 4
Portland cement and Cement Concrete for Pavements
[Link]
The advantages of CC road pavement may be listed as;

• Life span of such road is more.

• Such roads provide an impervious [Link]
• Cement concrete roads are strong and durable and are unaffected much by weathering
agencies.
• They give good visibility at night.
• Cement concrete roads provide dustless and sanitary surface.
• Cement concrete roads does not develop corrugations and hence it grants noiseless surface.
• It can be designed more accurately for load distribution.
• Cement concrete roads is practically unaffected by weather and temperature.
• It is possible to make use of old concrete road as foundation for new concrete road or for
bituminous road.
At the same token, the disadvantages too may be listed as;

• Initial cost of construction is high especially when suitable aggregate is not locally available.
• It is liable to crack, warp and twist.
• Skilled supervision as well as skilled workmanship is required for their construction.
• It becomes noisy under iron tyred traffic.
• Cement concrete roads cannot be opened to traffic earlier as it require long time curing.
• In case of such pavements, it is very difficult to locate and repair sewers and water mains,
which are lying under it.
• They are less resilient than W.B.M road or bituminous road.
•
2. Components of Cement Concrete Pavement and Their Functions

a. Prepared soil subgrade

• The soil subgrade of rigid pavement is made up of natural or specially chosen soil from
designated borrow pits that satisfies the required specifications.
• The dirt subgrade has been properly compressed to achieve the correct density and
thickness.
• The lowest layer of the pavement structure, the soil subgrade, is what eventually supports
all subsequent pavement layers and traffic loads.
• The pavement has a long service life provided the soil subgrade is excellent, thoroughly
compacted, and prepared.
b. Drainage layer (DL) or granular sub-base (GSB)

• To stop early failures caused by high moisture content in the subgrade soil, the GSB course
must act as a reliable drainage layer of the rigid pavement.
• Aggregate made of crushed stone is preferable as it has a high level of permeability and acts
as a reliable drainage layer.
• An excellent drainage layer will be made of coarse-graded aggregates with a low percentage
of fines (5% finer than 75 micron sieve).

pg. 1 : RASTA- Lecture notes, May 2023

 22CHT13: PAVEMENT MATERIALS

Figure 1. Components of CC pavement

The advantages of having a good drainage layer beneath CC pavements include the following:
• CC pavements function better and have a longer service life.
• Preventing early inflexible pavement breakdowns from pumping and blowing.
• Protection of the subgrade from the effects of frost in places susceptible to frost.
c. Base course (Dry lean concrete)
• With low-traffic volume roads as well as on roads with moderate traffic loads, the
granular base course is often installed beneath the CC pavement slab.
• It is desirable to use high-quality base course materials, such as dry lean concrete, for
roads bearing heavy to extremely strong traffic loads.
• The CC pavement’s base course is made of materials that are intended to last 30 years
or more with proper care. The CC pavement is stated to have a service life of at least
40 years.
[Link] pavement slab {Paving quality concrete (PQC)}
• The IRC advises using an M-40 cement concrete mix for CC-pavements on roads
with heavy to extremely severe traffic loads, with a minimum flexural strength of 45
kg/cm2.
• The CC pavement slab is stretched to withstand the flexural stress brought on by the
high traffic volumes and the impact of temperature fluctuations on warping in the CC
pavements.
• The PQC slab of the CC pavement is built using a high-quality CC mix with strong
flexural strength.
• The CC pavement slab has significant flexural strength and, through slab action,
disperses the applied force and wheel loads across a broad area.
• The slab stops extra surface water from penetrating into the sub-base.

3. Method of Construction of CC road

There are three broad methods;

• Alternate Bay Method

• Continuous Bay Method
• Expansion Joint and Strip Method

pg. 2 : RASTA- Lecture notes, May 2023

 22CHT13: PAVEMENT MATERIALS

a. Alternate bay method

If the road is single lane, it is divided into suitable bays of 6 m to 8 m length. The
construction is then carried out in alternate bays (fig 2 a)

[Link] bay construction

[Link] bay for double lane road

[Link] bay method

Figure 2. Methods of CC pavement construction
For double lane, the construction work is carried out in old bays of one lane and even bays of the
other lane as shown in fig 2b. The construction of the next bay is commenced after the concrete laid
earlier bays dries out.

Advantages of Alternate Bay Method

pg. 3 : RASTA- Lecture notes, May 2023
 22CHT13: PAVEMENT MATERIALS

• Joints can be constructed easily and its width can be kept as desired.
• The bays which have been cured can serve as additional working platform.
Disadvantages of Alternate Bay Method
• During rains, the water collects on the surface of the bays which are not constructed.
• More time is required to complete the work.
• It requires large number of transverse joints.
• The construction is spread over the full width of road pavement and due to which the traffic
will have to be completely diverted.
[Link] bay method
This is also known as strip method or full width method. In this method of construction, all the slabs
or bay (as shown in fig 1c.) of a strip are constructed continuously without any break from one end to
other.

4. Steps of Construction of CC pavements

The step-by-step procedure for the construction of CC pavements are;
I. Preparation of Sub-grade :
• Sub-grade is natural soil on which concrete slab is laid.
• It is cleaned, shaped and levelled.
• After cleaning, it is prepared to the required grade and profile.
• It should be seen that sub-grade has uniform strength over its entire width.
• If any local weak spots are found, they should be removed and strengthened by
placing new material which is compacted.
• When concrete is to be directly placed on sub-grade, the surface should be saturated
with water for 6 to 20 hrs in advance of placing the concrete.
• This is done to ensure that sub-grade does not absorb water from the concrete.

II. Provision of Sub-base :

• When natural sub-grade is not very firm, a sub-base over the sub-grade is provided.
• Depending upon the type of soil, design load, intensity of traffic and economic
consideration, the decision for providing the sub-base is taken.
• The sub-base serves the following three purposes :
• It provides a capillary cut-off and the damage caused by mud pumping is prevented.
• Provides a strong supporting layers.
• It reduces the thickness of concrete slab and thus leads to lower cost of construction.
• The sub-base may consists of any one of the following layers :
• A layer of well graded soil-gravel mixture of maximum thickness 15 cm.
• Brick soling with one layer of W.B.M. of maximum total thickness 10 cm.
• Two layers of W.B.M. of maximum total thickness 15 cm.
• A layer of lean cement concrete of maximum thickness 10 cm.
When sub-grade soil is very poor, the sub-base should be placed over a blanket of some granular
material or stabilized soil.

pg. 4 : RASTA- Lecture notes, May 2023

 22CHT13: PAVEMENT MATERIALS

III. Placing the Forms in Cement Concrete Road:

• The forms may be made up of steel or timber.
• The steel forms are of mild steel channel sections and their depth is equal to the
thickness of the pavement.
• Forms are properly braced and fixed to the ground by means of stakes.
• Forms are fixed in position by 3 stakes at back of each 3 m length.
• When the forms are fixed, they must be checked for their trueness.
• The maximum deviations permissible in the vertical plane is 3 mm and in horizontal
plane 5 mm in 3 m length of the form.
• The forms are oiled before placing concrete in them.
IV. Watering the Prepared Sub-grade or Sub-base:
• After the forms are fixed, the prepared surface to receive concrete is made moist.
• If the sub-grade is dry, it should be sprinkled with as much quantity of water as it can
absorb.
• It is advisable to wet the surface at least 12 hrs in advance of placing the concrete.
• When insulating layer of water-poof paper is provided, the moistening of the surface
prior to placing the concrete is not required.
V. Batching of Materials and Mixing:
• After determining the proportions of ingredients for the Concrete mix, the fine and
course aggregates are properly proportioned by weight in weight-batching plant.
• They are then fed into the hopper along with necessary quantity of cement which is
also measured by weight.
• The ingredients of concrete are mixed in proper proportions in dry state. The mixing
should preferably be done in a concrete mixer.
• The measured quantity of water is added so that the desired water cement ratio is
obtained
VI. Transporting and Placing of Concrete:
• After mixing, the concrete is transported to the site in wheel burrows or in pans which are
manually carried.
• The mixed concrete is deposited rapidly on the sub-grade in layer of thickness not more than
50 mm to 80 mm or about two or three times the size of aggregates.
• The concrete should be placed over the entire width of bay in successive batches as a
continuous operation and topmost layer is laid about 10 mm higher than the actual profile for
further tamping.
• The top layer should also be laid to the required camber and gradient, while placing the
concrete it is roded with suitable tool to eliminate voids.
• Segregation of concrete is avoided during transportation and placing. When reinforcement has
been specified in road slab, concrete is placed in two stages.
• In first stage, concrete is placed and compacted to the depth corresponding to the level of
reinforcement shown on the drawings.
• Reinforcement is then placed on top of compacted concrete and remaining thickness of slab is
then completed in second stage.
VII. Compaction of Cement Concrete Road:
• After the concrete is placed in its position, it should brought in its proper position by
heavy screed or tamper fitted with suitable handles.
• The wooden tamper is at least 75 mm wide and its underside is shaped to the finished
cross-section of the slab. Its weight is about 10 kg/m.
• It should have sufficient strength to retain its shape under all the working conditions

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 22CHT13: PAVEMENT MATERIALS

• Its length is equal to length of bay plus 60 mm.

• The underside of tamper is provided by a metal plate of 5 mm thickness
• The tamper is placed on the side form and its handles are griped by the men who use
the tamper.
• Concrete is also compacted by means of a power driven finishing machine or by
vibrating hand screed.
• Upto 12.5 cm thickness of slabs screed vibrators alone can be used for compaction.
• For greater thickness, immersion vibrator is used.
VIII. Floating :
• After compaction, the entire slab surface is floated longitudinally with a wooden float
board.
• The purpose of floating is to provide an even surface free from corrugations.
IX. Belting:
• After floating, the surface is further finished by belting just before the concrete become hard.
• The purpose of belting is to make the road surface non-slippery and skid resistant. This
operation is sometimes omitted.
X. Brooming :
• After belting, brooming is done by drawing brushes at right angles to the center line
of road from edge to edge.
• Brooming is done just before the concrete becomes non- plastic.
• This operation is also sometimes omitted.
XI. Edging:
After brooming, the edges of the slab are carefully finished with an edging tool before the
concrete is finally set.
XII. Curing Process of Cement Concrete Road:
• Curing consist of checking the loss of water from the concrete slab, and keeping the
fresh concrete slab moist during hardening period.
• Initial curing is done for 24 hrs.
• By this time, the concrete becomes hard enough to walk upon and then wet mats are
removed and final curing done for 2 to 3 weeks.
• Final curing is done by any one of the following methods :
• Ponding Method.
• By covering the slab with 4 to 8 cm thick layer of wet sand or earth.
• Spraying a suitable chemical such as sodium or calcium chloride on concrete surface.

XIII. Fillings of Joints and Edging:

• After curing, the surface is cleaned and washed.
• The joints are then properly filled-in attains with a suitable sealing compound.
XIV. Opening to Traffic:
• Concrete road is opened to traffic when it attains the required strength or after 28 days of
curing.

pg. 6 : RASTA- Lecture notes, May 2023

 22CHT13: PAVEMENT MATERIALS

[Link] Control in Concrete Pavement Construction

Quality of concrete construction on site can be accomplished in three distinct stages as follow
a) [Link] control before concreting
b) [Link] control during concreting
c) 3. Quality control after construction

a).STAGE-1 : Quality Control Before Concreting

This stage of quality control consists of two steps.
• Checking of specification requirements regarding excavation, forms, reinforcement and
embedded fixtures etc.
• Control test on concrete ingredients (i.e. on cement, aggregate & water)
Cement
• Quality of cement is ascertained by making compressive strength tests on cement cubes.
However for effective control cement:
• Should be tested initially once for each source and subsequently once for every two months
• Should be protected from moisture
• Should be retested after 3 months of storage, if long storage in unavoidable
• Should be rejected if large lump are found in cement bags.
Aggregate
• Concrete aggregates should confirm to specified values as per standard specification.
• The quality of concrete is affected by different physical and mechanical properties of
aggregate, i.e. shape, grading, durability, specific gravity and water absorption etc. these
properties of aggregated should be tested before using it for concrete production.
• The quantity of deleterious materials and organic impurities should also be tested.
• Bulking of sand is also an important property in several ways. It gives wrong results when
volume batching is done. It increases water cement ratio which in turn reduces strength.
• For effective control aggregates:
• Are required to be tested once initially for approval of source
• Should subsequently be tested once or twice daily for moisture content and allowance should
be made for moisture content of aggregates.
Water
• The quality of water should be checked for the requirements as specified in respective
standard.
• Chemical analysis shall be conducted for approval of source. In case of suspended impurities,
it is necessary to store water for some time to allow them to settle down.
• In case of doubt concrete cubes made with this water are tested. Average 28 days compressive
strength of at least three cubes or cylinders or specified size, prepared with water proposed to
be used shall not be less than 90% of the average strength of three similar concrete cubes
prepared with distilled water.
•
b).STAGE-2 Quality Control During Concreting
Careful supervision during concrete manufacture is necessary for all concreting operations such as
batching, mixing, transporting, laying, compacting and curing.
Following precautions should be taken during concreting operation:
• The concrete mix should be designed in the laboratory with the materials to be used on site.

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 22CHT13: PAVEMENT MATERIALS

• As far as possible concrete should be batched by weight. If weight batching is not possible,
then volume batching may be permitted through proper supervision in the presence of
engineer in charge.
• During mixing the mixer should be charged to its full capacity. The materials should be fed in
proper sequence. The speed of the mixer should be range from 15 to 20 revolutions per
minute. The mixing time should not be less than 2 minutes in any case. Segregation should be
avoided while unloading the concrete from the mixer.
• Workability of concrete is an important property of concrete while concrete is in its fresh
state. Therefore slump test or compaction factor test should be performed to check
workability of concrete. About three tests should be carried out for every 25 m3 of concrete.
• Care should be taken so that no segregation takes place during transportation of concrete.
• Concrete should not be dropped from a height of more than 1 m. if the drop height exceeds 1
m chutes should be used.
• To avoid rehandling of concrete it should be placed at its final position as far as possible.
• Vibrators should be used for compacting concrete. The insertion spacing of internal vibrators
should not be more than 0.6 m. It should be drawn out slowly so that no holes remain in the
concrete. The frequency of vibrators should not be less than 7000 cycles/minutes.
• Curing should be done for a specified period so that concrete develops requisite strength.
Concrete should be covered with hessian as soon as it becomes hard.
• The form work should correspond to final form of the structure. It should be checked before
concreting is started. The inside of the forms should be cleaned and oiled. The forms should
be removed after the specified period.
• Concrete should be protected from hot and cold weather at early ages. Concreting should not
be done at temperature below 4.50C and above 400 In very hot weather water and aggregates
should be cooled. Retarders of approved quality can be used.
• In very cold weather water and aggregates should be heated. Accelerators of approved quality
can also be used.
C).STAGE-3 Quality Control after Construction
• Once the concrete is laid and compacted, compression tests are made on the cubes made out
of this concrete.
• For ordinary concrete, cubes are made out of the concrete made at work site.
• The hardened concrete has to be checked for trueness in dimensions, shape and sizes as per
design specification. General surface appearance of concrete should also be checked.
Dimensions are ascertained by different measurements. Reinforcement should have adequate
concrete cover and if the reinforcement is visible in part of a structure, the part should be
rejected or necessary actions should be taken accordingly.
• Concrete strength is normally to be ascertained from cube or cylinder samples tested at 28
days. In case the strength obtained is less than the specific minimum, one or more of
following steps may be taken.
• Load test and measurement of deflection and / or strain (the quality of the structure can then
be ascertained by calculating back the concrete strength)
• Cutting cores from the structures and testing them for strength
• Non destructive tests like Schmidt rebound hammer or ultrasonic pulse velocity test. These
tests give only a very rough idea and are primarily used to ascertain the uniformity of
construction.
• Chemical analysis of hardened concrete.

6. Joints in CC Pavements
The joints provided in cement concrete road are classified into the following two categories

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 22CHT13: PAVEMENT MATERIALS

 Longitudinal Joints
 Transverse Joints
[Link] Joints
 These joints are provided longitudinally in cement concrete roads which have a width more
than 4.5 m. Such joints are provided to prevent longitudinal cracking in the pavement.
 The longitudinal cracking in the pavement is formed as a result of differential shrinkage and
swelling due to rapid changes in subgrade moisture under the edge than the center of the road.
In longitudinal joints tie bars are provided to hold the adjacent slabs.
b. Transverse Joints
Transverse joints in cement concrete roads are further classified into the following categories:

 ExpansionJoints
 ContractionJoints.
 WarpingJoints.
 Construction Joints.
i.)Expansion Joints

 Expansion joints are provided in cement concrete roads to allow for expansion of the slab due
to rising in the slab temperature.
 These joints are provided at an interval of 50 m to 60 m if the slab is laid in winter and 90 m
to 120 m if the slab is laid in summer.
 The approximate gap width for this type of joint is 20 mm to 25 mm. These joints also permit
the contraction of the slab.
ii) Contraction Joints

 Contraction joints are provided in cement concrete roads to allow for contraction of the slab
due to falling in the slab temperature.
 These joints are spaced closer than expansion joints. As per I.R.C, the maximum spacing of
these joints is 4.5m in plain cement concrete slabs and 14 in reinforced cement concrete slab
of thickness 20cm.
iii) Warping Joints

 Warping joints in cement concrete roads are provided to relieve the stresses included due to
warping.
 During the mid-day, the top of the pavement slab has a higher temperature than the bottom.
This causes the top fibers of the slab to expand more than the bottom fibers and the slab curls
at the edge. This phenomenon is known as the warping down of the slab.
 Similarly, the slab warps up during midnight due to the higher temperature of the bottom slab
as compared to the top. Warping joints are provided to minimize the stresses induced due to
warping. These joints are also known as hinged joints. Longitudinal joints with tie bars fall in
this class of joints.
iv) Construction Joints

 Construction joints are provided in cement concrete road to close the day’s job and for the
commencement of the same in the next day.

pg. 9 : RASTA- Lecture notes, May 2023

 22CHT13: PAVEMENT MATERIALS

6.1 Contraction Joints

Contraction joints are dummy joints created by making a grove of some specified depth. This
depth varies between 1/3rd – 1/4th of depth of the slab. They are usually placed at 4.5 m c/c.
Sealer

Caulking material d/4 to d/3 d

Figure 3. Dummy Joint

Seal with plastic material

Smooth dowel bar d/2 d/4 to d/3 d

Figure 4. Contraction joint with Dowel bar

Fine shrinkage cracks will be developed at the lower portion of the slab. Contraction joints ar initial
cut with diamond saw machine cutters with a narrow width. Later they will be widened if required. It
is required to make the groves within 4 to 16 hours after lying of concrete slab. In summer the period
is 4 to 12 hours after laying of concrete slab.
Contraction joints without dowel bar ( Fig.3)

 Markings are made before cutting groves.

 Soon after each groove is cut, it is cleaned and a temporary seal is inserted to block the
ingress of grit and soil.
 After CC pavement is cured for minimum of 14 days,the temporary cover is opened and the
groves are cleaned by blowing air.
 If needed the groves may be widened.
 Cold sealant such as polysulphide or silicone formulation may be used as sealent
 Alternatively hot sealant such as rubberized bitumen may be applied after application of
primer.
Contraction joints with dowel bars (Fig.4)

 The dowel bars are inserted transversely through slip forms.

 The diameter and length are suitably chosen aas per the design.
 The dowel bars are inserted at mid depth of the slab to the correct alignment
 Groove cutting work is carried out and the scalant is applied as mensioned above.
 If the CC pavement is laid using fixed method of paving, the locations of the contaction join
are maked and dowel bar supports are placed.
 The length and aligment is checked before concreting
 The grove cutting and sealant is done as said before.

pg. 10 : RASTA- Lecture notes, May 2023

 22CHT13: PAVEMENT MATERIALS

6.1 Expansion Joints

Expansion joints are provided in CC pavements at desired intervals or at identified locations
during construction of Cc pavements they come with a gap of 20 to 25 mm. Dowel bars are
inserted for the purpose of load transfer. The gap is filled with compressible filler and top is
sealed with sealant ( Figure 5).
Sealer Metal cap partly filled with cotton

Bitumen coated Filler

Z 25mm

Figure 5. Expansion joint with dowel bar

Functioning of expansion joint with dowel bar

During hot weather the concrete slab expands and moves towards the gap provided at the
expansion joint and consequently the filler board and the joint sealer et compressed and is
pushed up. The dowel bars embedded in the concrete of this slab also move along with the
slab , occupying the space in the metal cap attached at the end of each dowel bar.
During cold weather the slab contacts and the gap increases and the embedded dowel bars
also move along with the slab. The compressed filler may partly recover and teh joint sealer
moves down. These are illustrated in figures 6 a, b and c.

a) At the time of construction

b) Expansion of slab during summer

c) Contraction of slab during winter

Figure 6. Functioning of expansion joint filler
6.1.1 Components of expansion joints

The components of an expansion joint are explained in the following paragraphs,

Dowel bar : When the wheel load approaches the edge of a CC pavement slab near the expansion
joint, part of the load is expected to be transferred to the adjoining slab across the expansion joint
through dowel bar system. IRC has recommended that the desin axle load of 10.2 T the diameter,
pg. 11 : RASTA- Lecture notes, May 2023
 22CHT13: PAVEMENT MATERIALS

length and spacing of dowel bars for slab thickness of 250 mm may be 32 mm, for 300 -500 mm it is
38 mm. Dowel bars are given epoxy coating to avoid corrosion.
Joint filler: During hot weather when CC pavement slabs expand, the gap provided at the expansion
joint decreases and the joint filler material gets compressed, therefore, joint filler material should be
compressible. During cold season when the slabs contarct, the gap opens up again and the filler
material should regain its original thickness, therefore the filler material should be elastic. Further, as
the CC pavement is expected to have longer service life, it is desirable that the filler material is also
durable. Hence the desirable properties of joint filler material are; i. Compressibility, ii. Elasticity, and
iii. Durability.
Pre-moulded , compressible filler boards made of synthetic material are used at expansion joints. The
thickness of the filler board shall be equal to teh gap of the expansion joint ( 20 – 25 mm ) and the
width of the filler board shall be 25 mm less than the thickness of slab. Slots of required width and
length are cut at the appropriate locations of the filler board so as to accommodate teh dowel bars.
Joint sealer: The top portion of the gap at teh expansion joint above the filler board is sealed using
good sealant material. The sealer prevents entry of water and grit into the pavement through
expansion joint. The sealing compound used should be impermeable and be flexible to accommodate
the slab movements. The sealant should not flow in hot season or become brittle in cold season.
Different types of sealing compounds are in use. Rubberized bitumen is commonly used. For effective
sealing joint for long period, it is essential that the sealing compounds possess the following
properties:

 Adhesion to cement edges

 Extensibility without fracture
 Resistance to ingress of grit
 Durability.
The functioning of joint sealer in an expansion joint is shown in figures 7 a,b, and c.

a) Sealer at the time of construction

b)Contraction of slab during winter

b) Expansion of slab during summer

Figure 7. Functioning of joint sealer at an expansion joint

pg. 12 : RASTA- Lecture notes, May 2023

 22CHT13: PAVEMENT MATERIALS

7. Joint Filler Materials

An isolation or expansion joint filler is a preformed material, usually compressible, used at the
interface between the elements of the joint to serve certain purposes. Basically, it is available in a
rectilinear shape, and is a common component in concrete pavement works.
Joint filler materials serve two main functions.

 First, they help in forming the joint, and provide the gap or separation to allow for movements.
These movements are mainly due to volumetric changes in concrete because of the temperature,
and due to loading.
 And second, they can protect the joint from the intrusion of incompressible materials and
sometimes water.

7.1 Materials
Joint fillers are available in different materials, where each has its advantages and disadvantages, and
can be suitable for different applications and exposure conditions. Some of these materials include:

 Sponge rubber: This material is flexible, light, easily compressible, does not absorb water, and
has a good recovery. In addition, sponge rubber joint filler should conform to ASTM Type 1.

 Flexible foams (expanded polyethylene, polyurethane, polypropylene, and polyvinyl chloride):

These materials have the same benefits as sponge rubber. However, they generally require
support during concrete pouring.

 Rigid foams (expanded polyethylene, polyurethane, and polystyrene): These joint fillers usually
have a bad recovery.

 Bituminous or resin impregnated cork or fiber board: It is one of the most commonly used joint
fillers. Mainly, it is easily compressible and has a moderate recovery. However, it can be
incompatible with non-asphaltic sealants, and shouldn’t be in contact with them.

 Bentonite: This is a non-compressible type of joint fillers which swells when it absorbs water.

 Self-expanding cork: Similar to Bentonite, the self-expanding cork as its name implies, expands
when it absorbs water. But, it is a compressible material, and should conform to ASTM D1751
Type 3.

 Wood: It is hardly compressible, can swell when it absorbs water, easy to use, but has a bad
recovery.

 Metal or plastic: These expansion joint filler materials are only used in special applications. They
are hollow and compressible, easy to use, and easy to install.

 Resin or bitumen impregnated glass fibre or mineral wool boards: These boards are compressible,
easy to use and install.

pg. 13 : RASTA- Lecture notes, May 2023

 22CHT13: PAVEMENT MATERIALS

8. Dry Lean Concrete (DLC)

Dry Lean Concrete (DLC) is an important part of modern rigid pavement. It is a plain concrete with a
large ratio of aggregate to cement than conventional concrete and generally used as a base/sub base of
rigid pavement.

Fig.8. Dry lean concrete

 Dry Lean Concrete is a mixture in which the amount of cement is less than the amount of
liquid that is present in the layers. This makes it ideal as a base layer on which other types of
concrete are placed on top. It is good for a flat surface on uneven or dirty
[Link] with high water content is considered thin because it has a lower cement
concentration compared to other types of paving and building materials of this class.
 Dry Lean concrete bursts over time if it is not correctly applied or mixed according to the
correct specifications. Careful preparation is the key to the success of dry lean concrete.
 It is smooth concrete with a large proportion of aggregate in relation to cement than
conventional concrete and is generally used as a base/sub-base for hard [Link] dry lean
concrete is compacted using a 10 to 12T vibrating roller in the field. Extra dry lean concrete is
mainly done with ordinary Portland cement.
 The ideal moisture content for a DLC mix is determined to guarantee complete roll
compaction. The ideal moisture content is determined to achieve complete compaction and
maximum dry density. It is usually determined by compressing DLC hubs using a vibrating
hammer.
 According to IRC SP-49, 1988, the minimum cement content in a DLC must not be less than
150 kg / m3 of concrete. If this minimum cement content is not sufficient to produce concrete
with the specified strength, it must be increased if necessary. However, this specified amount
of cement is for OPC. In the case of PPC, nothing is quantified about the amount of cement.
 The average compressive strength of a DLC mixture should not be less than 10 MPa in 7
[Link] compressive strength of the cube for 7 days is the main acceptance criterion for dry
lean concrete mixes. Therefore, standard cubes prepared from dry lean concrete mixtures
were tested for strength development at 7 days.
 It is common to specify a specific concrete by the proportions (by weight) of these
constituents and their characteristics, for example, a 1: 2: 4 concrete refers to a
specific concrete manufactured by mixing cement, sand and broken stone in a 1: 2: Ratio 4
(with a specified type of cement, water-cement ratio, maximum aggregate size, etc.).
 This classification that specifies the proportions of constituents and their characteristics is
called prescriptive specifications and is based on the hope that adherence to these prescriptive
specifications will result in satisfactory performance.
 Alternatively, specifications that specify requirements for desirable concrete properties, such
as strength, workability, etc., are stipulated and are called performance-oriented
specifications.
 Based on these considerations, concrete can be classified as nominal or shotcrete. Sometimes,
concrete is classified as controlled concrete and ordinary concrete, depending on the levels of
control exercised in the works and the method of proportion of the concrete mixtures.
 Dry lean concrete must provide a firm base to withstand pavement-quality traffic.

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 There should be no connection between the pavement-quality traffic and dry concrete.
 After laying the dry lean concrete, with the help of the paver and compacted with roller
passes.
 Cracks will appear from 10 to 15 distances, depending on the amount of cement, the
classification of the aggregate, temperature and wind speed, before placing the 500-micron
pavement-quality traffic antistatic polyethylene layer.
 The resistance of the dry lean concrete cube must be 5 N / mm2 and above. Higher cement
depends on the strength required for the sub-base.
 The maximum size of the aggregate must not exceed 20 mm.
 A good mixture falls in the middle portion; a weaker mixture falls in the extremities. Take a
sample from the end and compare it with the average portion of the concrete.
 The difference in strength should not vary by more than 6%.

Advantages:

 The main advantages of using DLC as a base layer include the provision of a uniform and
strong support, high resistance to deformation, greater efficiency in the load transfer in the
joints, adequate fixation of the formwork and proper positioning of the boom cradles to semi-
construction – mechanized construction equipment during the DLC.
 Provides even and stronger support to the hard floor.
 It has a high resistance to deformation.
 It has excellent improved load transfer efficiency at the joints.
 Helps in all weather conditions.
 There is a final reduction in the depth of the slab due to the DLC as a base layer.

9. Admixtures for Paving Concrete

Fresh concrete used in paving must possess the workability to be mixed, transported, placed,
consolidated, and finished to a homogenous condition using the means and methods dictated by
specification and the given project constraints. Concrete paving often entails placement with a slip
form paver, which requires a mixture that readily consolidates under vibration but resists edge
sloughing once the paver side forms pass. The hardened concrete must possess the required physical
properties needed to achieve design expectations while also exhibiting adequate durability
characteristics over the service life. To achieve these fresh and hardened concrete properties, it is
often necessary to use chemical admixtures.

9.1 Air Entraining Admixtures

As concrete freezes, ice first forms within the larger pores. The formation of ice is expansive and
results in changes in the pore solution chemistry, together resulting in the generation of stress within
the concrete. The presence of a network of uniformly dispersed entrained air bubbles can provide the
needed empty space to relieve stress generated as the concrete freezes.
The most common AEAs are composed of salts of wood resins (e.g., Vinsol resin), organic salts of
sulfonated hydrocarbons, fatty and resinous acids and their salts, salts of proteinaceous acids, and/or
synthetic detergents..
The principal reason to entrain air in concrete is to protect the concrete against damage from freezing
and thawing. But air entrainment has other impacts on concrete, both positive and negative. With
regards to fresh concrete, entrained air improves workability, making the concrete more cohesive and
allowing for significant reductions in water and sand content. Further, the tendency for segregation
and bleeding is reduced and finishing qualities improved.

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Although a reduction in bleeding can have positive impacts, one potential negative is that in highly
evaporative environments (hot, windy, and/or dry), the risk of plastic shrinkage cracking is increased
as bleeding is diminished.
With regards to hardened concrete, the addition of air reduces concrete strength, with a 1 percent
increase in air commonly equated to a 5 to 6 percent reduction in strength. Yet the improvement in
workability allows for a reduction in water that can be used to reduce the water-to-cementitious
materials ratio (w/cm) in air entrained concrete. This can compensate for the loss in strength due to
the increased air .

9.2 Water-Reducing Admixtures

As the name implies, water-reducing admixtures (WRAs) reduce the water required to obtain concrete
with a given workability. A WRA can be used to reduce the amount of water added while maintaining
the same workability or can be used to increase workability of the concrete without the need for
additional water. They are classified based on water-reducing capabilities and set-control
characteristics, as follows:
• Type A, water-reducing.
• Type D, water-reducing and retarding.
• Type E, water-reducing and accelerating.
• Type F, water-reducing, high-range.
• Type G, water-reducing, high-range and retarding.

9.3 Set-Retarding Admixtures

Set-retarding admixtures, commonly referred to as retarders, are used to delay the rate of setting of
concrete. Retarders are often used during hot weather to offset the increased rate of hydration that
occurs under these circumstances, but are also used delay set to maintain monolithic behavior of large
placements, to permit the delayed delivery of concrete due to long transport distances and/or other
source of delay, or to facilitate the application of special finishing techniques such as an exposed
aggregate surface. Some of the set retarding admixtures used are lignosulfonic acids and their salts
including derivations and modifications, hydroxylated carboxylic acids and their salts including
derivations and modifications. carbohydrate-based compounds such as sugars, sugar acids, and
polysaccharides. and inorganic salts such as borate and phosphates.
Although some materials are available that solely have a set-retarding influence, the vast majority of
set-retarding admixtures are also water-reducing.
The use of retarders at normal dosages will delay both the initial and final set of concrete. They also
will likely result is some reduction in early-age strength (within the first 3 days), but very likely result
in higher long-term strength. Dosing an excessive amount of retarder may result in excessive delay in
setting and permanently hinder cement hydration. Other concrete properties such as slump, air
content, bleeding, early-age strength development, resistance to freezing and thawing, and shrinkage
can all be affected by the use of a retarder and therefore the impact on these properties should be
tested during laboratory trial batching.
Chemical admixtures are an essential ingredient in modern paving-grade concrete. Their use increases
freeze-thaw durability (i.e. air-entraining admixtures), permits the reduction of water while
maintaining workability (water-reducers), facilitates placement during hot temperatures or after long
hauls (retarders), and if desired, expedites opening of concrete to traffic (accelerators).

9.4 Set-Accelerating Admixtures

Set-accelerating admixtures, commonly referred to as accelerators, are used to accelerate the rate of
hydration and thus promote early setting and strength gain. For pavement applications, they are most
often used to support early strength gain to facilitate the early opening to traffic, and often in
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conjunction with other mixture strategies including the use of a high-early strength cement. A WRA
that permits the use of a low w/cm, and increased cementitious materials content . Accelerators are
also often used during cold weather placements to initiate hydration so that the heat generated by the
exothermic reactions can be used, in conjunction with insulation, to support continued hydration.
The most common accelerator for non-reinforced concrete is calcium chloride. The popularity of
calcium chloride is based on its reliability, ease of use, and cost effectiveness . Calcium chloride is
commonly used in dosages of up to 2 percent by mass of cementitious materials, although local
specifications will dictate the allowable maximum dosage.
Inorganic accelerators act by accelerating the hydration of the tricalcium silicate (C3S) phase,
significantly shortening the dormant period in cement hydration. In addition to the conventional
accelerators discussed above are newly commercialized accelerators based on aqueous solutions of
nanoparticles.

9.5 Hydration Control Admixtures

Hydration control admixtures, also referred to as extended set-control admixtures, are principally used
during long hauls or when concrete placements are delayed. They are very potent retarders that stop or
severely retard the hydration of both the silicate and aluminate phases. In some systems, two
components are used; the first component is added to stop hydration and the second component is
added to “wake it up” at the desired time. Using such a system, fresh concrete can be stored for a day
or more. Some issues have been noted with maintaining air content when hydration control
admixtures are used.

9.6 Shrinkage-Reducing Admixtures

The use of shrinkage-reducing admixtures (SRAs) is becoming more common for concrete bridge
decks and may start to see some use in paving grade concrete. These admixtures reduce the surface
tension of the mixing water and thus limit the formation of menisci in the capillary pores, significantly
reducing shrinkage as the concrete dries.

9.7 Alkali-Silica Reaction Inhibiting Admixtures

When aggregates that are potentially susceptible to ASR are used, the reaction is commonly mitigated
through the addition of a pozzolan (e.g., fly ash, natural pozzolan) and/or slag cement in accordance
with AASHTO. Another potential mitigation strategy is to use an alkali-silica reaction inhibiting
admixture. Most of these are based on lithium compounds, with lithium nitrate being the most
common.

9.8 Colouring Admixtures

In some instances it is desired to colour paving concrete to achieve a specific aesthetic appeal. There
is a wide range of natural and synthetic colour agents available in powder and liquid form. Generally
such colouring admixtures should not be used in quantities exceeding 10 percent by weight of
cementatious materials. Pigments should conform to ASTM C979 and should be tested with job mix
constituents to ensure compatibility and colour fastness under sunlight.

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10. Pavement Quality Concrete(PQC)

PQC stands for Pavement Quality Concrete (PQC) Grade of PQC is Generally M40 and it is
designed as per IRC:[Link] is used for the construction of Concrete roads as a top wearing
layer . The thickness range generally starts from 180mm up to 300 mm. BGSB specialises in design
mix of PQC concrete, which is quite different from a general M40 mix. PQC Roads are laid using
Automatic Truss Screed machine as it offers automatic hydraulic controlled movement system which
ensures most consistent screed finish of concrete.
Pavement Quality Concrete (PQC) is cement concrete made with large size aggregates in
accordance with IRC specifications and laid over a dry lean concrete sub -[Link] construction
is used specifically for highway concrete pavements and for airport runway pavements as it can
take heavy loads.

10.1 Materials used in PQC

Cement: Ordinary Portland Cement, 43 Grade (IS: 8112) should be preferred. If the soil around
has sulphates in excess of 0.5%, the cement should be sulphate-resistant.

Admixtures:Admixtures conforming to IS: 6925 and IS: 9103 may be used to improve
workability of the concrete or to extend setting time. If air -entraining admixture is used, the
quantity of air-entraining agent shall be 5 ± 1.5 percent (for 25 mm nominal size aggregate) by
volume of the mix. This counters the freezing and thawing effect, if any, and also improve the
workability.

Aggregates:IS: 383:1970-Specifications of coarse and fine aggregates from natural sources for
concrete, BIS-New Delhi.

Coarse Aggregates:Coarse aggregates shall consist of clean, hard, strong, non-porous pieces of
crushed stone/crushed gravel. The maximum size shall not exceed 25 mm. Continuously graded
or gap-graded aggregates may be used depending on the grading of the fine aggregate.

Fine Aggregate: Shall consist of clean natural sand and shall conform to IS: 383. It shall be free
from organic matter.

Water: Shall be clean and meet the requirements stipulated in IS: 456. Portable water is
considered to be satisfactory for mixing and curing.

Steel: Shall conform to IS: 432, IS: 1139 and IS: 1786 as relevant. Dowel bars shall conform to
Grade S-240 and tie bars to Grade S-425 of IS. If steel mesh is used, it shall conform to IS:
1566. Steel shall be coated with epoxy paint to prevent corrosion.

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10.2 The Need For Concrete Mix Design

A concrete mix design is required in a construction project in order to attain the desired strength and
durability without compromising the budget constraints of the project. For instance, one may use raw
materials that are of utmost quality and grade to come up with a concrete strength that may exceed the
minimum requirement of the project. That may be acceptable in terms of mechanical properties, but
the cost of the project may balloon to a critical level that may consider the choice impractical.

In other words, concrete mixture design is simply finding the middle ground between attaining the
required strength of the structure as well as going within the approved budget of the project.

Concrete mix design is an intricate decision-making process of selecting raw materials and knowing
their appropriate proportions in order to attain the desired strength and durability of a pavement
construction project. The raw materials of concrete are water, cement, aggregate, and a couple of
admixtures (when necessary) which have individual properties that need to be assessed first to come
up with a sound and fitting design.

It is important to understand that mixture design is a laborious activity, and it requires careful
consideration of various factors. Furthermore, concrete’s raw materials that are available in the market
are made in various grades and variants which make the overall process more strenuous. Location-
wise, the properties of these raw material varieties vary, so the test result of one variety may not be
applicable to another.

10.3 Mix Proportioning of Concrete

The design should be based on the flexural strength of concrete. The mix shall be designed in the
laboratory so as to ensure the minimum flexural strength on-field with the permissible tolerance
level. The mix shall be designed in the laboratory for a marginally higher strength that what is
needed on-field.

To achieve the desired minimum flexural strength, S’, known as the characteristic strength, the
mix is designed for a target strength, S, which is always higher making due allowance for the
extent of quality control feasible in the field.

This relation is
ff = 0.7  fc
where, ff is estimated flexural strength in MPa, and fc is characteristic compressive strength of
concrete from cube tests
In order to ensure that more than the specified proportion of strength test values do not fall below the
designed characteristic strength in the field, the design strength of the concrete mix in the laboratory
fcd should be higher and this is obtained from equation:
fcd = fc + t.s
Where, fcd is mean design compressive strength of concrete at 28 days (MPa), fc is characteristic
compressive strength of concrete from cube tests at 28 days, t is the standard normal variate for the
desired confidence level, and s is the standard deviation in compressive strength values tested in field.

The expected standard deviation of compressive strength is provided in table:

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 22CHT13: PAVEMENT MATERIALS

Water-Cement Ratio: The maximum water-cement ratio shall be 0.45. Adjustments for
workability shall be made by varying the ratio of the coarse-to-fine aggregate or improving their
grading without change in cement content or water-cement ratio.

Workability: Slump 0-25 (low) and compacting factor 0.78 for vibration by power operated
machines. Lower slump and higher compaction factor are needed for hand-operated machines.

Tools, Equipment and Appliances: These are specified separately for semi-mechanised
construction and for fully mechanised construction, covering the different phases of work such
as subgrade and sub-base compaction, concreting and formwork, concrete preparation,
transportation, laying and compaction of concrete, finishing, joints, curing, and cleaning and
sealing of joints. Wet-mix macadam lower sub-base and dry lean concrete sub-base may also be
provided over which the paving concrete may be laid for producing a superior type of concrete
road.

Storage and Handling of Cement: Large-capacity vertical silos are used for storage. In the case
of small projects involving manual or semi-mechanised paving, cement in bags may be used.
Rapid hardening cement should not be stored for more than three months.

Storage and Handling of Aggregates: Aggregate stockpiles should be made on leveled and
well drained ground adjacent to the carriageway.

Batching of Materials: Batching of materials shall be by weight. The weight of cement is to be

taken as 1440 kg/m3 (45 kg/cm2). Water may be measured by volume.

10.4 Heat of Hydration and the Factors

Heat of hydration is due to the heat released by the cement concrete while setting concrete with water
and cement. The chemical reaction takes place in the concrete between the cement and water subjects
to release some amount of heat from the structure. Low heat of hydration cement releases low amount
of heat where its strength of the structure will also grows slowly. Hence this type of cement is used
for dams ,bigger structures, and where huge volume of concrete is involved like laying of pavement.
But now a day the use of Type IV cement is reduced because the properties are achieved from the
blending process in other types of cements.
Factors affecting rate of heat generation
 The components present in the cement such as tricalcium silicate, dicalcium silicate, and
tricalcium aluminate affects the rate of heat generations.
 The physical property of fineness of the cement results in reaction between the cement and
water. It will increase the rate of heat generation.
 Cement content, water-cement ratio, curing temperature, and chemical admixtures used also
affect the heat development of the concrete.
 Higher the cement content in the concrete will develop more heat.
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 22CHT13: PAVEMENT MATERIALS

 Water cement ratio effect is lower than the effect of higher cement content.
 Mineral admixtures like fly ash will reduce the heat generation by the concrete.

11. Fixed and Slip Form of Paving

11.1 Fixed from of Paving
In fixed form paving, side forms are used to hold fresh PCC in place at the proper grade and
alignment until it sets and hardens. These forms may also serve as tracks for various pieces
of placing and finishing equipment. Fixed form paving is most appropriate for small jobs (Figure 9),
complicated geometry pavements or variable width pavements, however it can be used for large jobs
as well (Figure 10). Particular advantages of fixed form paving are:

 Tight tolerances and side clearances. Existing curbs or other features can be used as forms.
 Custom geometry. Forms can be placed in just about any pavement geometry, which allows
for multiple changes in pavement width, smooth curves, block outs and other abnormalities.
 Better construction staging. Forms can be placed such that staged construction can be used to
maintain traffic flow or intersection use (see Figure 11).
 Less expensive equipment and mobilization. Forms and equipment are less expensive
than slipform paving equipment. If paving operations are small enough, this cost savings can
more than offset the higher production rates of slipform paving.

Fig [Link] sized fixed form

Fig 10. Large sized fixed form

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 22CHT13: PAVEMENT MATERIALS

Fig 11. Construction staging in fixed form paving

Fixed form paving uses a series of preset molds (or “forms”) to shape a rigid pavement. These forms
are placed on the graded base or subgrade in the desired shape of the final rigid pavement. They can
be made of anything from welded steel sections to simple lumber. Typically, larger jobs use 3 m.
welded steel sections (Figure 12), while small jobs often use stock lumber (Figure 13). The following
lists some general guidance when using forms:

 Form depth should be equal to PCC slab thickness. This way PCC slab elevation can be
tightly controlled out to and including the edges.
 Forms should have some base width to provide stability. If they do not, they may fall over
when subject to the loading imposed by the fresh PCC.
 The top of the form should be straight and true. Specifications vary, but generally anything
more than 3 mm (0.12 inches) every 3 m (10 ft.) is considered excessive.
 Form ends should be able to lock together. If not, they may come apart when subject to the
loading imposed by the fresh PCC.
 Forms should be attached to the ground (via stake) every 1 – 2 m. Forms that are not staked
may move and forms that are infrequently st’aked may bow out between stakes.
 Forms should be cleaned and oiled before use. Dirty, unlubricated forms will cause surface
defects in the slab sides and may stick to the slab during removal.
 Curves less than about 30 m in radius should be done with flexible forms (e.g., wood) or
curved metal forms. Above 30 m straight 3 m long metal forms can be laid in a smooth
enough curve.

Fig 12. Steel forms Fig 13. Wooden forms

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 22CHT13: PAVEMENT MATERIALS

11.2 Slip Form Paving

The slip form paving technology is one of the advanced forms of technology that is used for the
purpose of paving construction works. The construction materials (PCC) are continuously prepared
and poured over the paving surface and the leveling is done simultaneously. The pulling is done
constantly to help in the consolidation process. The Slipform Pavers are the machines that are used for
this type of topping. There are several advantages achieved by availing this form of paving. Take a
look at the major benefits of selecting this type of surfacing.
When this machinery is used, the precision levels of the surfacing are very high. The conventional
forms of topping cannot be error-free. There may be defects such as undulations. The defects can be
minimized the most if this form of surfacing technology is adopted. The Slipform Pavers are used for
the surfacing of the best quality roads

Fig. 14. Slip form paver machine

Low Slump PCC is used: This type of technology always makes use of low slump PCC. This means
that the water content in the PCC mixture is the minimum. The concrete settles down faster than the
traditional form of surfacing. The strength of these paving is found to be more. The roads which need
to be built very fast always use this technology.
Reduction in Labor Costs: The entire operations are mechanized. The use of manual labor is nearly
done away with. This eliminates the high labor costs that are involved in the traditional form of
paving. The job is entirely carried out by the machines. Only a single machine can carry out the jobs
of many labors at a time. Chances of chaos due to excessive labor are also curtailed.

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 22CHT13: PAVEMENT MATERIALS

Best for Large area of Paving: Many a time, a large stretch of area needs to be paved or metaled.
These machines are the most suitable to use during this period. The conventional method of topping
would take longer for the job. There is also an uniformity in the paving process. This is possible only
because the entire operation is mechanized. Manual jobs are not involved.
It is a Faster Process: The entire process can be done faster than the traditional surfacing. When
roads and pavements are to be constructed, this technology helps in opening up these places for public
use at the earliest. You cannot afford to keep these places unusable for long. Otherwise, a huge
amount of inconvenience is caused to the common people. The consolidation of the laid materials also
takes place faster. If a double layering needs to be done, this is the best option that should be
exercised.
It Creates Better Looks: If you want the topping to look good free from defects, this is the method
that you must adopt. No other type of surfacing can give a neater appearance. The major roads should
always be paved in this manner.
These are the main advantages of implementing this type of surfacing. It may be expensive but is
always the best form of paving.
Principle Operation of Slipform Paver
Initially, the concrete is been deposited in front of the slipform paver or is been fed via a belt
conveyor or side feeder. Due to the integrated electric or hydraulic vibrators the homogenous
compaction of the concrete is been affected. A concrete slab is been formed with the help of inset by
specified thickness and width while the slipform paver advances. Additionally, dowel bar inserter can
be integrated parallel to the paver’s direction of travel. Traverse to the concrete pavement, central or
side tie bars can be inserted. With the help of oscillating beam surface is leveled off traverse to the
paver’s direction. A high quality concrete surface can be achieved with the grinding movement that
produces a small concrete roll in the front of the beam.
Factors responsible to achieve smoothness with slipform paver

 The slipform paver is pulled over the cement concrete slipping over the material. It has a similar
process like the extrusion, like in extrusion the material is moving whereas in the case of slip form
paver the machine itself is moving
 There are various factors responsible to achieve smoothness with slipform paver.
 Mixing design and weather conditions affect the quality of the pavement.
 Different weather conditions are to be considered like low humidity, high winds, high heat etc.
 If the mix prepared dries out it will lose its workability and it will be difficult to improve the
pavement.
 Hence it is important to have a consistent head of the material in the machine.
 The capabilities and advancements of the slipform paver must be at matching levels.

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 22CHT13: PAVEMENT MATERIALS

Module End Questions

1. List advantages and disadvantages of CC pavements
2. Elaborate on components of a CC pavement and their functions
3. Brief on methods of CC pavement construction
4. Provide step-by-step procedure for the construction of CC pavements.
5. Elaborate on quality control measures in CC pavement construction
6. Brief on types of joints in concrete pavement and their purpose.
7. What is meant by Dry Lean Concrete (DLC)? What are its advantages as a sub-base layer?
8. What are admixtures? Why are they used? Give examples and explain.
9. Briefly outline mix design procedure for concrete mix used for road construction.
10. List and briefly explain the various quality tests carried out for PQC construction as per specs.
11. Briefly explain various materials used for the making of PQC.
12. Differentiate between characteristic strength and target strength in cement concrete mix design.
13. Write short notes on : i. W/C ratio, ii. Workability of concrete.
14. What is the need for concrete mix design? Briefly outline the mix procedure.
15. Define “Hydration of Cement”. State the factors affecting the of heat liberation in hydration process.
16. Write note on : [Link] joint, ii. Temperature stress
17. List and discuss the materials and mix properties of PQC used in CC pavement.
18. What are the requirements to be satisfied by a good joint filler material? List the different filler materials
available and their suitability to use in CC pavements.
19. Differentiate between fixed form and slip form paving techniques in CC pavement construction.

pg. 25 : RASTA- Lecture notes, May 2023

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