civil engg

1. CONTENT
• INTRODUCTION
• LITERATURE REVIEW
• PLASTIC CELLS
• PROCESS OF MAKING CELL FILLED PAVEMENT
• PREPARATION OF SUBGRADE AND SUBBASE
• CONSTRUCTION
• JOINTS
• CURING
• CASE STUDY
• COST COMPARISION
• ADVANTAGES & DISADVANTAGES
• CONCLUSION
• REFERENCES
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2. I. INTRODUCTION
 Under PMGSY, the rural road network has experienced a considerable growth. The
good quality roads being constructed, immensely contribute in the progress of the
country.
 Most of the low volume village roads being constructed are flexible pavement
provided with thin bituminous surface. Quite often these roads get damaged due to
overloaded vehicles, inadequate drainage facility and water logging problems.
 The technology developed by IIT KHARAGPUR, known as CELL FILLED
PAVEMENT, has proved to be very promising solution for this issue. It provides
long lasting concrete pavement at low initial cost which are almost maintenance
free.
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3. II. LITERATURE REVIEW
3
SL
NO
JOURNAL
NAME
AUTHOR
AND
YEAR
FINDING
1. Structural
Evaluation of
Self Filled
Concrete
Pavement
Sahoo
(2018)
• Constructed 250 meter long PCCP pavement
over 150 mm compacted thickness of moorum
sub-base to test its feasibility on field for low
volume roads.
• The premixed cement concrete mix used for
filling the pockets of plastic cell was mixed in
the proportion 1:1.5:3 (cement: fine aggregate:
coarse aggregate) by volume.
• The result obtained from the investigation
showed that the elastic modulus of cell filled
concrete layer were in the range 2486 to 6850
MPa and that of foundation layer (sub-base and
sub-grade) were in the range 123 to 161 MPa
which are sufficiently high for low volume
roads.

4. 5/06/2023 4
SL
NO
JOURNAL
NAME
AUTHOR
AND
YEAR
FINDING
2. Study On Plastic
Self Filled
Pavement
Prof.
Shrikant M.
(2021)
• Carried a review study on plastic cell-
filled block pavement by constructing a
test section and concluded that PCCBP is
economical than flexible pavement
considering over all cost of construction
and maintenance and found the pavement
to be good as per PCI rating, the roughness
due to cells make little difference in riding
quality.

5. V. PREPARATION OF SUBGRADE AND SUBBASE
• The subgrade forms the top 300mm thick portion of the embankment and it should be
prepared as per specifications for rural roads.
• If the embankment soil is poor, the top 300mm of the subgrade may consist of good
quality material from borrow pits with CBR exceeding five. It should be compacted to
at least 100% of maximum dry density.
• The subbase may consist of laterite boulder consolidation, water bound macadam, wet
mix macadam, brick consolidation, crusher run macadam , lime-fly ash aggregate
mixtures, lime stabilized soil, cement stabilized soil and others with proprietary
stabilizers.
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Fig 8 Subbase

6. VI. CONSTRUCTION
• Construction of embankment, subgrade and subbase should be done as per
specifications for rural roads.
• Proper camber as applicable to rural roads should be provided. Drainage
layer also should be provided in high rainfall area as laid down in rural road
manual.
• Stone / concrete block or brick on end edge should be laid on either side of
the carriageway projecting 50 to 100mm above the subbase for the
confinement and protection of cell filled concrete of thickness 50 to
100mm.
• Hard shoulder with proper camber is necessary for the stability of the
concrete blocks since trucks travelling close to the edge may damage the
unconfined concrete blocks.
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7. • Formwork of plastic cells may be laid across the compacted subbase and put under
tension with iron spikes so that cells are close to squares in plan.
• Concrete should be filled into the cells to a depth of about 120mm which is about 20mm
higher than the depth of the cell.
• Some amount of water may evaporate during mixing, transportation and placing during
hot weather and this may result in a dry mix.
Fig 5.1 Filling of concrete to plastic cells Fig 5.2 Compaction using Pan Vibratory
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8. VII. JOINTS
• Since the concrete is in the form of blocks of size 150*150mm with plastic sheets on
the vertical interfaces, no joints are necessary.
• The concrete blocks would shrink during curing causing a gap of about 20 microns
between two neighboring blocks, Joints are therefore not necessary in the
construction.
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Fig 9 Aggregates filling in the last group of cells

9. VIII. CURING
 Because of camber of about 3 to 3.5% specified for rural roads, wet coir mats
and wet paddy straw provide better water curing option and light traffic can be
allowed to move on the surface as per IRC 84 -1983. And water ponding method
is done for curing
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Fig 10 Curing

10. XI. OPENING TO TRAFFIC:
Concrete surface can be opened to light traffic
such as bicycle. rickshaw. motorcycle etc after two
days of curing. Iron rimmed bullock carts and
heavy traffic like bus, truck, tractor etc can be
permitted after l4 days when concrete is
sufficiently strong.
X. APPEARANCE OF TOP SURFÁCE:
The outline of the plastic formwork is clearly seen.
The formwork of cells 100mm deep may not
always be visible if concrete thickness 1s more
than 100mm at some locations creaks would form
at the locations or the plastic sheets showing the
pattern of the formwork of plastic cells after
application of traffic some months.
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Fig 11 Appearance of Top Surfáce

11. IX. CASE STUDY
ANUR HUNASENAHALLI ROAD, SIDLAGHATTA TALUK OF
CHICKABALLAPURA, KARNATAKA
The area selected was from Anur Hunasenahalli to T-07 (2.16 km) in Sidlaghatta Taluk.
• The above selected road is categorized under Village Roads (VR) and is constructed
under the Technology Demonstration Project of PMGSY phase IX.
• The objective of the work was to conduct Pavement Performance Studies on the
said road which include the Structural and Functional evaluations.
• For Functional evaluation, roughness was measured using MERLIN and Pavement
condition survey by longitudinal /transverse cracking, severity of potholes and area
of patching has been measured.
• In the traffic surveys different types of vehicles including commercial vehicles
have been recorded for 72 hours. In the axle load surveys, type of vehicle, number
of axles and load on each axle has been recorded to determine the Vehicle damage
factor (VDF).
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12. RESULTS OF THE EVALUATIONS IN ANUR
HUNASENAHALLI ROAD
From structural evaluation-
• The average characteristic deflection is found to be 0.32 mm. Cell- filled
concrete pavement showed minimum deflection than the interlocked block
pavement & flexible pavement.
• The average characteristic deflection is found to be 0.32 mm. Cell- filled
concrete pavement showed minimum deflection than the interlocked block
pavement & flexible pavement.
From functional evaluation-
• International Roughness Index (IRI) value obtained is below 3 and has a good
riding quality or riding comfort (as per TRL report). The cell-fill concrete section
has showed a little higher roughness value than other technologies due to its
exposed cells on the pavement surface.
• The PCI value of cell-filled concrete section is 94, which is much better than
other technologies. Therefore requires no maintenance.
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13. COST COMPARISION MADE OF PCCB AND RIGID
PAVEMENT
1. COSTING OF PCCB PAVEMENT
 Total cost for preparation of cell forms made of plastic for 3750Sqm area
= Rs 2,75,248.49
 Total cost of concrete for 3750 Sqm area = Rs 28,59,451.875/-
Total cost for PCCB pavement = RS 37,27,012.865/-
2. RIGID PAVEMENT COSTING
• Total cost of Rigid Pavement= Rs 28,18,948.25/-
• Add 5% transportation charges = Rs 1,40,947.41/-
• Grand Total cost of concrete for 3750 Sqm area = Rs 29,59,895.66/-
• Therefore, Concrete cost per Sqm area = RS 789.30/-
Total cost for rigid pavement = RS 56,00,476.96/-
COMPARATIVE STUDY
• Total cost of rigid pavement = RS 56,00,476.96/-
• Total cost of PCCB pavement = RS 37,27,012.865/-
• Difference between cost of rigid and PCCB pavement = RS 18,73,464.095/-
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14. • Use of recycled plastic.
• Expansion or contraction joints are not of required and hence maintenance of
joints is eliminated.
• The cost of construction is considerably reduced when compared to conventional
cement concrete pavement.
• The consumption of aggregates is almost reduced to S0% when compared to
normal CC pavements.
• Due to high stiffness, the overall crust requirement gets reduced hence
economical for low volume of roads.
• If the individual blocks fails, then it can be easily replaced without much effort
and with least cost.
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ADVANTAGES

15. • The preparation of the cells is cumbersome.
• The cells get disturbed while placing the concrete and hence proper care is
required.
• Placing of the concrete without disturbing the cells slows down the progress.
• Consumption of labour is more, more labour oriented work.
• Due to slow progress, the actual turn out of the men and machinery is less than
the normal construction.
• The cost of providing kerb is additional and is time consuming.
• Possibility of formwork of clod joints between two successive concrete layer
leads to observed in failure (as Karnataka) requires treatment at cold construction
joints.
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DISADVANTAGES

16. • Most beneficial in rural areas.
• It is essentially the best cost-efficient alternative solution to areas with
technical challenges.
• Overlays on damaged tar roads.
• Pavements and footpaths.
• Container yards.
• Parking area for heavy vehicles.
• The plastic cell filled concrete finds excellent utility in road surface
stabilization, road should stabilization, or road base stabilization.
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APPLICATIONS

17. CONCLUSION
 Cell filled concrete pavement can be recommended for weak base and sub-base layers instead of
flexible pavement, since it showed resistance to structural durability.
 Construction of Cell Filled Concrete Pavement is advantageous compared to Conventional Concrete
and Asphalt pavement.
 Compared to conventional materials, using road materials that include plastic waste has the following
benefits:
1. Reduces whole life cost
2. Longer service life
3. Preserves natural resources
4. Reduces plastic waste in landfills.
 Hypothetical flexible–rigid pavement structure utilising plastic waste elements, PCCBP has been
theoretically assessed for its potential to offer:
1. Good serviceability (durability, weather resilience, and riding quality)
2. Improved sustainability (higher recyclability and waste contents)
3. Cost savings
4. Positive socioeconomic impacts.
 Concrete with plastic cell filling roads could be a solution for the rural roads because of the life of
Concrete roads is much more. It’s beneficial to use cell filled in low Volume traffic condition.
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18. REFERENCES:
• Roy S., (2009) “ Flexible-rigid Pavement Materials A Sustainable Solution For
Village Roads” Journal Of Indian Roads Congress.
• Sahoo UC, Reddy K S, And Pandey B B, Structural evaluation of concrete block
pavement International journal of pavement engineering and asphalt
technology(2018).
• ISSN 1997-1400 Int. J. Pavement Res. Technology Vol.5 No.4 Jul. 2012 Distress
Evaluation of Plastic Cell Filled Concrete Block Pavement Yendrembam
Arunkumar Singh1,
• International Journal of Engineering Research and General Science Volume 3, Issue
4, July-August, 2015. ISSN 2091-2730549Design aspects of cement concrete
pavement for Rural Roads in India Narender Singh Sub-Divisional Engineer, PWD
(B&R) Branch Sirsa, Haryana (India)
• Yendrembam Arun Kumar Singh, Taiborlang lyngdoh ryntathlang, konjengbam
darunkumar singh, "Economic evaluation of plastic surgery filled concrete block
pavement International journal of engineering and advanced technology ( IJEAT),
Vol. 5, Issue 3,( 2016).
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