Sustainability

1. INTRODUCTION

1.1.INTRODUCTION
1.1.1. Background

The construction of flexible pavement is about 91 % in India but the demand of rigid
pavement is increasing day by day as the axle load is increasing with the number of
vehicles also increasing. The demands of road having better engineering
characteristics are also the need of the era. The construction of rigid road network
take long time for its construction and the required properties are not achieved.
Therefore, the model covers the use of precast concrete panels for the rapid
construction of pavement and also without affecting the traffic for long time and
sufficient lane closures required to do. The best control of engineering characteristics
and materials can be implemented for the precast concrete panels as compared to
rigid pavement because they are produced at the factory within controlled
environment.

1.1.2. Problem Statement

A major need of the construction industry today is rapid and accurate construction.
Nowadays construction projects take a long time for completion due to huge number
of factors involved in the project. Most of the factors such as environment nowadays
the most important factor to be considered during the construction work, labor,
workmanship, quality control, etc. can be very well managed by casting of concrete
in the controlled environment such as in a factory or a workshop which is off-site.
Pavement repairs are the major work being done in all the developing countries as
well as the developed countries also does the pavement repairs. As a result of repairs,
traffic jams and disruptions occur because of extensive and extended lane closures on
all the roads. The traffic volumes have tremendously increased by 25 percent over
the last decade due to these pavement repairs and the construction work going on
 especially in the developing countries. So, it is resulting in serious challenges for the
government to control these jams and introduce some new techniques.
Another major problem in the country is water logging on roads and other places.
The main reason for the same is ineffective or no drainage at all. Most parts of the
country have poor drainage which leads to collection of rain and storm water on and
around pavements further causing traffic jams, wear and tear of pavement. Increased
congestion of traffic on roads lead to very high consumption of fuels which means
high levels of pollutants are released in the environment contributing to global
warming and air pollution. Also, high consumption of fuel leads to high expenditure
i.e. more capital is lost on fuel than when traffic jams are lesser. Hence it is very
important to reduce the problem of water logging through effective drainage
measures.

1.1.3. Objectives

a) To Design and Test the Precast Pavement Panels

b) To make its components Smart:
To Design and Analyze the Drainage System
To Design the Pavement Lightning
c) To make the Pavement Green and Pollution Free:
To Design the Smart Footpaths
To Design the Smart Dividers

1.1.4. Scope

The soul of Precast Pavement Systems lies in the fact that quality construction and
time of the project can be well managed by casting of concrete in the factory and
transporting it as panels to the site where they can be installed. Now, while casting
panels we have to take care of flexure strength for the transportation of the panels to
the site, so we provide sufficient reinforcement or other methods which directly
reduces the thickness of the concrete panels than the ordinary concrete casting done
on the site. This way, the factor of safety (FOS) can be reduced, cost can be
 controlled and most importantly time can be saved because nowadays time has more
value than the work.

1.2.PRECAST PANELS
The system comprises of multiple slabs reinforced using polymer rods. Four slabs are
connected on site to make one panel, such panels are installed one after the other to meet the
required dimensions. These slabs are made in a factory with maximum precision to meet the
needs without wasting any resources. They are cast in a controlled environment with desired
quality assurance and also cured with perfection which does not occur on the site at all. For
concrete that has been casted on site; curing is a major problem which leads to poor strength.
Then they are installed on the site with the proper interlocking systems to join panels with
each other and also to transfer the loads through the transverse as well as longitudinal joints.
The possibility of errors reduces manifold and also high quality can be achieved and hence
these panels make perfect sense so as to be used in the current scenario.
1.2.1. Advantages of Precast Panels
a) Accurate and Precise Curing of panels are done.
b) Time of road construction at site using precast slabs is very less as compared to rigid
pavement.
c) Less maintenance cost as there is efficient load transfer at joints and no shrinkage
crack occurs.
d) It can be opened for vehicles in some hours of construction without diverging the
traffic.
e) Less labour is required which reduces cost a little bit.
f) It has less thickness than the rigid pavement due to the use of high flexure strength
Polymer rods. So, less volume of concrete is required which directly reduces the cost.
g) Undulance and texture of surface will be less as compared to rigid pavements.
h) Control mix can be made due to favourable environmental conditions which increases
the durability, resulting in longer pavement life.
i) Elimination of early age cracking.
j) Installation of panels at site does not get affected by weather conditions.
1.3.EFFECTIVE DRAINAGE
This feature provides drainage of rainwater and storm-water by using sloped drains under
the dividers which will be directed to recharge the groundwater levels with the use pits
which have boring holes at desired areas and store excess water for future use as well as for
the plantation and cleaning process of the pavement. Certain slope is provided so that water
moves towards the dividers and then into the drain constructed under it through openings
made on both sides of the divider at a particular distance. Water then flows through the
trapezoidal section of the drain into the reservoirs from where water can be used for all
purposes and also to recharge ground water levels. In total it reduces the total cost of
drainage and water is harvested.
1.2.2. Advantages of Drainage
a) Used only for rainwater and storm water discharge.
b) Increasing ground water level by ground water recharging system.
c) Water can be harvested easily.
d) Water can be stored in a tank and can be used further for required needs.
e) Drains are casted using green materials, so it is cheap than the normal drains.
f) Decrease in water logging problems.
g) Idea of generating electricity will further be added using the flow of water.

1.4. FOOTPATH AND DIVIDERS

1.4.1. Advantages of Footpaths
a) Drain integrated kerbs are used which will help in improving the drainage system and
decreasing water logging problems.
b) Idea of generation of electricity from the footsteps on the paver blocks will further be
added.
c) Paver blocks, kerbs are casted using waste and C&D materials.
d) C&D waste is used beneath the paver blocks.
e) Having slots for electricity wire, optical fibres and water supply pipes.
f) Smart and green integrated system of footpath, drainage, wiring network and water
supply.
 g) Grass and herbs for greenery.
h) Zones for pedestrian shelter.

1.4.1. Advantages of Dividers

a) Dividers will also be pre casted using green materials.

b) Concept of vertical garden is added in both type of dividers.
c) Shrubs and grass are grown for greenery.
d) Support for smart lighting system.
e) Acts as shock absorbing barriers due to their geometry and material.

1.5. USE OF ALTERNATIVE MATERIALS

The materials used in construction should be such that the total self-weight of the precast
systems can be reduced and making transportation and installing an easy task. As our project
involves precast for every component of road system, it is mandatory to use different
possible materials for each component here, the alternative materials used are "Construction
and demolition waste" and " Polymer rods". The polymer rods increase the strength of the
precast about double that of the conventional pavements which helps reduce the thickness of
slabs and eventually to cut the cost of manufacturing as well as transportation.

1.6. COMPARISON BETWEEN ORDINARY RIGID PAVEMENT AND

PRECAST PAVEMENT
The table shows brief comparison of the ordinary rigid pavement that has been used
nowadays and precast pavements that will be used in the future era.
Table 1.1: Comparison of Ordinary Rigid pavements and precast pavements

S.NO PARAMETER Ordinary Rigid Pavement Precast Pavement

1 Time More Very Less

2 Curing Poor curing Accurate curing

3 Quality Normal Perfect
4 Traffic jams Heavy Light

5 Maintenance Cost More Less

6 Opening to traffic Min 6 days Max 1 day

7 Life 30 years 45 years

8 Thickness Min 210 mm Min 125 mm

9 Finishing Uneven Even

10 Labour Heavy Light

11 Tools & Plants Light Heavy

2.9.AIR POLLUTION: IMPACT AND PREVENTION[11]

Author: Martha Patricia Sierra-Vergas et al.

Journal: National Centre for Biotechnology Information

Publication date: Sep 2012

Pollution whether due to air, noise or any other aspects is becoming a major health problem that
affects and kills many people around the world. Out of this air pollution is the most important of
them all which is becoming a major health issue that affects millions of people worldwide.
World Health Organization has found that every year, around 2.4 million people lose their life
just because of air pollution. This research discusses the impact of air pollution on respiratory
system and provides a proof that reducing air pollution can be really very useful for the positive
impact on our life. It also demonstrates the various techniques and methods that government can
use to curb the air pollution. It currently affects the life of millions of people worldwide. Ozone
and particulate matter have the most effect on the respiratory system which leads to death of the
asthmatic persons. Even due to this pollution, the pollen grains also cause the asthma and other
respiratory problems to the ill and even little children. In fact, pollution directly reduces our life
span by 5 to 6 years. Therefore, the action to reduce air pollution is overwhelming and this action
can take many forms. Some of these types of techniques include urban planning, technological
developments (e.g. the design of new vehicles that produce less pollution like BS IV vehicles
and above), and at the government level, the introduction of new laws. If air pollution levels in
heavy traffic areas or pavement areas may be reduced, the incidence of respiratory diseases
would be decreased as most of the time is spent on the roads while driving and if long jam
happens it could result in a dangerous situation. Some measures should be taken to curb pollution
on the pavements.

3.2. MATERIAL USED

3.2.1. Precast Panels Fabrication

a) 20 mm Aggregate - 600 kg
b) 10 mm Aggregate - 350 kg
c) Cement OPC 43(Ultra tech Cement) - 7 Bags
d) Sand (Zone II) - 650 kg
e) Superplasticizer (Sika Plast 5202 NS) - 3 litre
f) Polymer rods for reinforcement (8 mm) – 59 m
Polymer Content – 75%
Unit weight - 19.8158 KN/m3
Modulus of elasticity – 41368.54 Mpa
Poisson’s Ratio – 0.21
Coefficient of thermal expansion – 0.0000053 / 0C
Specific Gravity – 2.00
Flexural Strength – 827.37 MPa
Tensile Strength – 827.37 MPa
Yield Stress – 496.47 MPa
g) Binding Wire - 2 kg
h) Cover Blocks - 48 Nos
 i) Thermacol Sheet for Slots
j) Black Oil for oiling of formwork
k) Gunny Bags for Curing - 15 Nos
l) Dowel Bars (10 mm) - 2 Nos for Pull Out Test

3.2.2. Installation of Panels at Site

a) Rammer for Compaction

b) Roller for Compaction
c) Shovel, Trowel, Hoe for Excavation
d) Auto Level
e) Levelling Staff
f) Measuring tape (5m & 15 m)
g) C&D Waste (Graded) - 18 cubic feet
h) Fork Lift
i) Polyurethane Sheet - 60 sqft
j) Dowel Bars (10 mm) - 6 Nos
k) Tie bars (10 mm) - 4 Nos
l) SikaGrout 214 - 30 kg
m) Rubberised Bitumen - 0.5 litre
n) Heater
o) Wire brush for cleaning
p) Masking Tape and Brush while filling of joints

3.2.3. Software’s Used

a) AutoCAD
b) ANSYS
c) SketchUp 3D
d) 3DS Max

SOFTWARE TOOLS
During the project work, major software used were SketchUp, Ansys Workbench and
AutoCAD.
 4.2.1. SketchUp
Sketchup is an intuitive CAD solution that excels in creating and enhancing second
and 3D standards. The reliable utility allows users to create awesome 3D models of
interiors, furnishings, landscapes and greater. Its real area of expertise is the ease of
use which is subsidized with the aid of a hard and fast of powerful, professional-first-
rate functions and well-timed assist.

a) 3D modelling: the maximum intuitive manner to layout, report and communicate your
ideas in 3D.
b) Iterate in 3D: work via your thoughts in 3D area and quickly expand your projects.
c) Correct andPrecise fashions: accuracy from the beginning is key. Sketchup permits
you to layout, define, and plan in all tiers of the assignment.
d) Allows humans create type of superior stage layout and modelling sports.

Simulated Results using SketchUp are shown below:

4.2.2. Ansys Workbench

Ansys develops and markets finite detail evaluation software program used to simulate
engineering problems. The software program creates simulated computer fashions of structures,
electronics, or system components to simulate power, sturdiness, elasticity, temperature
distribution, electromagnetism, fluid float, and different attributes. Ansys is used to determine
how a product will feature with one-of-a-kind specs, without constructing check merchandise or
accomplishing crash exams

methodology
1. Test Location Survey
The test segment includes installation of4 panels with full depth excavation that is
required as per the design and opening of traffic after the completion of the pavement.
The installation work of pavement was done at the entrance of the parking area which
is most used by the ongoing traffic. The stretch was 6’ wide and 9’ long for easy use of
all type of cars approaching and leaving the pavement.

2. Precast panels Prefabrication

The panels were casted in the lab at controlled environment as per the design. 4 such
panels were casted. Each precast panel has a size of 1370 x 910 mm with thickness of
100 mm. The panels include a centre reinforcement mat with 8 mm diameter bars
spaced at 225 mm centre to centre both transversely and longitudinally. They also
include dowel bars of 10 mm diameter with spacing of 320 mm centre to centre. Both
side of panels are made with slots in them which are to be grouted after the placement
of the panels.
Mixing, Placing and Compacting of concrete was also done with proper care and
precision in the lab as per the design and recommended IS Code.
A texture finish was given to the panels surface after 30 mins of casting. Curing was
initially done by ponding method and later by gunny bags.

3. Subgrade Preparation
Thickness of subgrade to be prepared was 500mm. Compaction was done by rammer
and holes are filled with water for the optimal moisture content. Roller is used finally
to compact the soil and also to level it. It was rolled with 100KN roller, 4 times at each
place. Water was sprinkled before laying of C&D waste.
4. Subbase Preparation
Thickness of sub base to be prepared was 60 mm. After levelling of soil and sprinkling
of water, C&D Waste was laid on the soil with coarser one first and finer one latter.
Before laying it was graded well according to the specifications in the lab and was also
mixed properly. Compaction was done by roller of 100 KN (4 times at each place) till
no settlement was seen and level was maintained. It includes all types of
Stone,tile,concrete,aggregate,mortar and bricks for a homogeneous matrix.

5. Placement of Bottom Panels

20 mm C&D Waste was removed from the area marked for the placement of bottom
panels. Bottom panels that are already cured in the lab are laid and properly levelled as
per the design so that the level of PCC will match them for smooth placement of the
panels above them.

6. Laying PCC with Polyurethane Sheet

PCC (1:2:4) was made on the site manually according to the volume batching. 30 mm
PCC was laid onto the levelled C&D Waste after sprinkling of water and levelled with
the planar. PCC was levelled with the same level of Bottom panels so as to make a
perfect and smooth area for placement of panels above them. After PCC gets
impression dried, the polyurethane sheet of 125 micron was laid on it and hooked from
the sides.

7. Placement of panels
Marking was done on the polyurethane sheet for the precise placement of panels.
Panels are transported to the site before the laying of PCC and are properly cleaned
with the help of wire brush. Thermacol was removed from the dowel and tie slots and
the slots are cleaned properly and moistened further for the grouting. Each panel was
carefully lifted by the fork lift and then placed on the marking done. Like this all the
panels were lifted and placed accurately on the marking done as per the design. Care is
taken that the slots are regularly moistened that are further to be grouted.
8. Backfilling of sides of the panels
The sides that are excavated are backfilled first by the C&D Waste and then on top by
the M25 concrete so that they provide a firm support to the approaching and leaving
tyre of the vehicle.

9. Grouting of panels
Slots that are moistened are ready for grouting after 30 mins of the placement of the
slabs. Cross-check that the slots are properly cleaned, if any dust was there remove
and clean it again. Grout was mixed and prepared in the bucket according to the
specifications given by the company. It was mixed regularly for 3-4 mins with
tamping roads at less than 100 rpm. Assurance was made that 9-11” slump was there
before pouring it in the slots. Dowels and tie bars were placed and grouting was done.
It was levelled from the top and extra material was removed from the surface. Allow
2-3 hrs for the setting of the grout.

It should achieve compressive strength of 11.03 Mpa on 7th day and 17.24 on 28th day.
If the mortar fails to meet the 7 days compressive strength but passes 28
dayscompressive strength, it is acceptable.

10. Filling of joints

Pavement was cleaned from all dirt and debris. Joints were washed and cleaned
properly for filling. Priming of the joints was done prior to the filling. Rubberised
bitumen was made liquid for priming of the joints. Till the time the Rubberised
bitumen was heated to 100-120 0C with the help of the heater at 5 mins distance from
the site. The hot rubberised bitumen was then placed in the joints for the required
depth and width as per the design. Allow it to dry for 30 mins.

11. Opening pavement to traffic

 After all the works are done as per the design, the pavement was cleaned and marked
with the logo and suitable barricading was done to allow the moving vehicle to go over
the pavement, the pavement is thrown open to the traffic.

6. CONCLUSION

From all the research and tests done during the entire period of major project it can be said that
polymer reinforced precast pavement system offers itself as a ‘more effective’ and economically
reasonable replacement for conventionally used pavements. The term ‘more effective’ in the
previous statement refers to longevity strength and efficiency of load transfer as well as reduced
time requirement for completion of projects which include manufacturing, transportation and
installation of the panels. The system requires more machinery but less labour. Machinery is a
onetime investment but labour have to used again and again hence it can be said that return on
investment is higher. Another important outcome is effective load transfer. It was observed that
due to introducing polymer rods, the cracking around edges was delayed (no cracking has
observed in the panels as yet). The panels weigh about 450 Kg which is less than steel reinforced
section of concrete of similar size. The juice of all the research is that the system can
successfully replace the current technique used for construction of road and will help in
development of the country at a better pace and eventually contribute to the economy of the
nation as a boon.

From the test performed, literature review studied and experiment conducted so far, it can be
concluded that the idea of Precast pavement is not baseless and can be made practical by doing
further research. Also, it is feasible to use glass fibre instead of steel reinforcement. A very
considerable outcome was the possibility of reduction in the thickness of the concrete Precast
panels due to requirement of less cover to the reinforcement and reduced self-weight hence
opening doors for carrying out research during the major project to make a fit for use Pavement

System with all the features as mentioned earlier.

 3.1.5. Drainage Design

The drainage is designed for Minor District Roads, Universities Roads, Smart Cities
Roads, etc. The figure below shows the area that has been considered for the drainage
design.

Figure 3.5: Top view of Minor District Profile

Footpath Divider Footpath

1
km

1500 mm 8000 mm 1250 mm 8000 mm 1500 mm

All the parameters are considered for plain region like Delhi and rainfall data is also considered
for the Delhi region.
3.3.2. Other Smart and Green Components

The methodology used for design of drainage system, dividers, footpath and smart
poles was common. The initial step was to identify the problem. Each of the
components mentioned above had a different problem. Once the problem was
identified, a solution was thought of and then considered for further iterations. After
re-thinking of all the issues, discussion was done again till a solution was jot down.
This solution is then analysed with the use of a software and its drawings (2D &3D)
were made. Then, a final solution was concluded.