• maaz

The number of roads and cars in a country is a positive measure of its economic health. A huge portion of India's population still lives in rural areas and relies on agriculture for their livelihood. Villages are also becoming more important centers for industrial expansion. Each of these activities needs better communication, and well-maintained roads may help. Agricultural tractors and trailers, light cargo vehicles, buses, animal-drawn vehicles, motorized two-wheelers, and bikes make up the vast majority of traffic on village roads, which have an extremely low volume of traffic overall. Some rural routes may also see light and medium trucks transporting sugarcane, timber, quarry materials, and other items. Village connectivity programs currently use flexible pavements due to their inexpensive initial construction costs. The condition of village roads deteriorates quickly due to high maintenance costs, sensitivity to water logging, and a lack of institutional infrastructure for their upkeep. This is particularly true in expansive soil regions, where plain cement concrete pavement fails to hold due to inadequate subgrade soil strength. Expansive soil presents unique challenges for highway engineers as a result of its swelling and shrinkage properties; the former can experience pressures ranging from zero to two thousand KN/m2, while the latter can only withstand 150 KN/m2. Every year, expansive soil causes billions of rupees' worth of damage in India. Plain cement concrete pavements undergo deterioration at an early stage in their design life. The swelling pressure, typically measuring 500 Kn/m2, is the primary factor that causes damage to C.C. concrete. The expansion of the subgrade soil during rainy seasons results in a surcharge weight of 3.0 KN/sqm for granular subbase and 4.80 KN/sqm for cement concrete across the entire subgrade. The shoulder soil confines both the subbase and CC pavement, resulting in a consistently higher net uplift pressure in the middle of the pavement compared to its edges. Due to the fact that subgrade soil drying always begins at the pavement's margins and works its way to its centers, the swell pressure is consistently highest in the pavement's centers. The early draying of black cotton soil near the pavement edge and maximum swelling pressure in the middle of the pavement are the reasons behind this. Cracks running the length of the road appeared near the center. The c.c. pavement begins to settle as the subgrade soil shrinks and the black cotton soil dries up. In this scenario, the crocodile transverse cracks disrupt the length-to-breadth ratio of the cement concrete pavement, which impacts its design because the subbase settles before the pavement quality concrete (PQC). This leaves a space between the two. On the Deccan lava plateau and Malwa plateau, where there is moderate rainfall and underlying basaltic rock, lies the Bundelkhand region, which comprises seven districts of Andhra Pradesh and twenty districts of Madhya Pradesh. Expansive soil covers approximately 20% of our country's total area, which is 32,87263 square kilometers. Existing regulations estimate the design life of cement concrete pavement to be 20 years, but early longitudinal and transverse cracks cause damage sooner, and the subgrade soil strength in this area is quite weak. Rigid pavement, consisting of numerous joints intended to reduce thermal stresses, frequently causes inconvenience to users and traffic. IRC SP:58-2002 and IRC SP:58- 2015 recommend using reinforcement in concrete slabs to counteract the tensile stresses caused by temperature and moisture changes, which cause the slabs to shrink and contract. Although the quantity of steel used in pavement as dowel bars, tie bars, and temp steel affects the cost of rigid pavement, it is not intended that this reinforcement in the concrete slab contributes to its flexural strength. Therefore, we can use this reinforcement to enhance the flexural strength of the pavement based on actual stress estimations. The International Road Code (IRC) provides standards for the design and construction of low-volume traffic roads with a minimum concrete grade of m-30 for rigid pavement. The public works departments of Uttar Pradesh and Telangana enthusiastically endorse this recommendation for village road construction, pointing out that dual wheel load calculations or the use of 75 mm thick WBM III over 100 mm thick granular subbase cause traffic stresses of less than 50 CVPD on most of these roads. Mr. C.A. After 4 to 5 years of construction on pavements built on existing codal provisions in expansive soil regions, early fissures became visible in the pavement surface. In this work, we try to solve these problems by studying the expansive soil's subgrade properties in depth and obtaining subgrade response modules according to the IRC:SP:62-2014 standards. We conducted an analysis of the performance of the current plain cement concrete and collected construction data and specifications from the relevant agency. High traffic may damage or crack some roads, necessitating a traffic survey of the existing roads to identify the root cause of these CC pavement failures. This project uses the current CC. Poor design may also lead to road collapse, thus necessitating a redo of the pavement to confirm the specified design and provisions. Based on the field study results, the current road design and pavement are suitable for low-volume traffic, according to the existing guidelines of IRC:SP:62-2014. It is evident that the current road design is inadequate for C.C., even though the quality of some roads may be below average. The roadway is constructed on expansive land in a specific geographical location. We use a finite element model to calculate the stresses caused by swell pressure. We place steel at the top and bottom of the pavement to counteract these stresses. We increase the joint spacing from 2.5–4.0 m (as per IRC SP:62–2014) to 20 m for smooth riding. The proposed section, which removes CNS layes ranging in thickness from 150 to 225 mm, will evaluate the savings compared to current design practice. The average CBR of the expansive soil subgrade in the Bundi Khand region is approximately 3.0 percent, but in a small area of the Bundi Khand region, the subgrade is quite poor, with a CBR value of only 2.0 percent. This study's proposed R.C.C. pavement design takes into account CBR values of 2.0 and 3.0 percent for the granular and cementation subbases, respectively. Since flexable pavement deteriorates at a rapid rate, particularly in this area, it is necessary to do special repairs on these roads periodically. Therefore, we recommended replacing the existing flexible pavement with plain cement concrete to assess its potential for salvage. Town roads, expanding soil zones, swell pressure, stiff pavement, reinforced concrete pavement, and finite element model. The current study has led to the creation of publications that provide a sustainable substitute for rigid pavement in areas with expanding soil. We are investigating the RCC village road pavement in the expanding soil region as a long- term solution for subgrade soils with a CBR value of 2.0%, an average CBR value of 3% for expansion soils with granular subbase and cementations, and as a replacement for existing flexible pavements that are several years old.

"STUDY ON A SUSTAINABLE CONCRETE FOR LOW VOLUME ROADS", International Journal of Emerging Technologies and Innovative Research (www.jetir.org), ISSN:2349-5162, Vol.11, Issue 7, page no.h690-h714, July-2024, Available :http://www.jetir.org/papers/JETIR2407779.pdf

"STUDY ON A SUSTAINABLE CONCRETE FOR LOW VOLUME ROADS", International Journal of Emerging Technologies and Innovative Research (www.jetir.org | UGC and issn Approved), ISSN:2349-5162, Vol.11, Issue 7, page no. pph690-h714, July-2024, Available at : http://www.jetir.org/papers/JETIR2407779.pdf