Page 1 of 6
European Journal of Business &
Social Sciences
Available at https://ejbss.org/
ISSN: 2235-767X
Volume 07 Issue 05
May 2019
Available online:https://ejbss.org/ P a g e | 860
EXPERIMENTAL INVESTIGATIONS FORCURLING STRESS IN SELF
COMPACTING CONCRETE PAVEMENTS
F. HERALD ANTONY
DEPARTMENT OF CIVIL ENGINEERING
PRIST (Deemed to be University), THANJAVUR.
ABSTRACT
A highway pavement is a structure consisting of superimposed layers of processed materials
above the natural soil sub-grade. In India, flexible pavements are preferred for road
constructiondue to lower construction costs and speedy construction as compared to rigid
pavements.However, the maintenance costs of the rigid pavements are relatively lower as
compared to themaintenance costs of flexible pavements. The rigid pavements are constructed by
casting cement
concrete slabs over dry lean concrete or granular sub-bases. The cement concrete pavements are
designed to withstand traffic loads and environmental loads during its service life. The
environmental factors that are considered in the concrete pavement analysis are temperature,
humidity, precipitation and frost/heave. The stresses induced in the concrete pavements on
account of daily temperature variation are termed as curling stress. The curling stresses are as
important as axle loads in the concrete pavement analysis as they alone can trigger the failure of
the cement concrete pavements.
INTRODUCTION
For an emerging economy like India,
development of efficient and sustainable
transportationinfrastructure is the key to
achieve development and prosperity. A
typical transportationsystem involves fixed
facilities, flow entities and control
mechanisms that allow people andfreight to
move in an efficiently planned geographical
space ensuring timely delivery ofdesired
activity (Papacostas, 2006). Surface
transportation is the most widely used mode
oftransportation in the world and a country’s
development is measured in terms of total
lengthof paved roads.
Page 2 of 6
European Journal of Business &
Social Sciences
Available at https://ejbss.org/
ISSN: 2235-767X
Volume 07 Issue 05
May 2019
Available online:https://ejbss.org/ P a g e | 861
A pavement is an engineered structure
whose function is to withstand the load
applied from the vehicles without excessive
deformation. Pavements can be classified as
flexible(bituminous) pavements and rigid
(concrete) pavements. The choice of the
type of pavementto be constructed depends
on type of traffic and availability of funds.
Over a period of time, it has been observed
that the concrete pavements have several
benefits as compared to bituminous
pavements as listed below (Kadiyali, 2013):
1. The service life of concrete pavements is
30 to 40 years as compared to 15 to 20 years
for bituminous pavements.
2. Concrete pavements offer maintenance
free service, good riding quality and good
abrasion resistance.
3. The concrete pavements reduce fuel
consumption for commercial vehicles by 14
to 20%.
4. The construction of bituminous
pavements requires 25% extra fuel, which is
not required in concrete pavement
construction.
Pavement life cycle costs mainly depend on
the cost of materials used at the time of
construction (Delatte, 2008). In comparison
to bituminous pavements, the initial cost of
construction of concrete pavements is
higher, but the subsequent maintenance
costs are lower for concrete pavements. As
per a recent report on the status of urban
roads in Pune city,(September 2014), the
cost of concrete pavement construction is
Rs. 2200/m2
In comparison, the construction of
bituminous pavements costs Rs. 1200/m2
for a service life of 20 years.However, the
bituminous pavements need resurfacing at
an interval of three years till the endof the
life of the pavement. Also, the maintenance
works for 2000 km long
bituminouspavements in Pune city cost Rs.
400 crores annually. In light of the above
mentioned points,concrete pavements are a
preferred choice of pavement construction.
One of the limiting factors of concrete
pavement construction is excessive traffic
stoppagetime as compared to the bituminous
pavement construction. However, the recent
advances inthe road construction
technologies, like slip form paving, help to
reduce the overallconstruction time of
concrete pavement construction. One such
enabling technology is theuse of Self
Compacting Concrete (SCC) for road
Page 3 of 6
European Journal of Business &
Social Sciences
Available at https://ejbss.org/
ISSN: 2235-767X
Volume 07 Issue 05
May 2019
Available online:https://ejbss.org/ P a g e | 862
construction. Since its evolution, SCCfound
large scale application in various surface
transportation elements like highway
bridgesand tunnel construction. One of the
major applications of SCC in the initial
years was theSodraLanken Project in
Sweden (1998-2004). The project utilized
15000 m3 of SCC (Ouchiet al., 2003). In
India, SCC was mainly used by Nuclear
Power Corporation of India, for the
Tarapur, Kaiga and Rajasthan Atomic Power
Plant (RAPP) projects. More recently, SCC
with fly ash and micro silica was used in
Delhi Metro project (Sood et al., 2009). Due
to various merits of SCC as compared to
normal concrete, it is a preferred
construction material.
EXPERIMENTAL INVESTIGATIONS
(PART 2): MIX DESIGN, PROPERTIES
ANDMICROSTRUCTURE OF SCC
This chapter presents the experimental
procedures undertaken for the mix design of
M-40grade SCC. Various properties (fresh
and hardened states) along with the
microstructurestudies are also discussed in
this chapter. Fresh state and hardened state
properties of the SCCmix were correlated
with the microstructure of the concrete mix.
At the end of the this stage of
experimentation, three mixes of M-40 grade
SCC werefinalized as under;
1. M-40 grade SCC with appropriate fine
aggregate (NS or CS): Mix A.
2. M-40 grade SCC with appropriate dosage
of fly ash as a cement replacementadditive:
Mix B.
3. M-40 grade SCC with appropriate perlite
dosage as a replacement for fineaggregate:
Mix C.
Mix Design for M-40 grade SCC
SCC is a rheodynamic concrete that flows
under its own weight with minimal
segregation,ensuring a uniform, defect free
and quality product (EFNARC, 2005;
Domone, 2006; Mehta&Monteiro, 2006).
SCC differs from normal concrete in three
aspects, viz. high cementcontent, high fines
content and use of high range water
reducing admixtures (HRWR)
orsuperplasticizers. As per the mix design
proposed by Okamura (Naik et al. 2012), the
mixproportioning of SCC is done in such a
way that:
1. The coarse aggregate content is limited to
50% of the solid volume
