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RIGID PAVEMENT DESIGN WITH RECYCLED 
CONCRETE AGGREGATE FOR LOW VOLUME
ROADS
This Thesis Submitted to the Department of Civil Engineering of the University of 
Moratuwa in Partial Fulfillment of the Requirement Towards the Degree of Master of 
Science
£2-4*0 8 /JSUPERVISED BY
Dr. W.K. Mampearachchi
University of Morstuw*Co - Supervisor
TU
Prof S.M.A. Nanayakkara 96428
Department of civil Engineering 
University of Moratuwa, Sri Lanka
January 2008
06423
DECLARATION
“I declare that this is my own work and this thesis does not incorporate without 
acknowledgement any material previously submitted for a Degree or Diploma in any 
University or other institute of higher learning and to the best of my knowledge and 
belief it does not contain any material previously published or written by another 
person expect where the acknowledgement is made in the text”
'*L /6-oV SoloSignature: Date:
J.K.U. Gayani
Department of Civil Engineering
University of Moratuwa
i
DECLARATION
“I have supervised and accepted this thesis for the submission of the degree”
fa* I (o(o 2-Signature: Date:
Dr. W.K. Mampearachchi
Department of Civil Engineering
University of Moratuwa
• H
ii
DEDICATION
TO MY MOTHER AND FATHER
For their continuous dedication and encouragement for my advancement
.
iii
ACKNOWLEDGEMENTS
The author gratefully acknowledges the research supervisor, Dr. W.K. 
Mampearachchi, senior lecturer of the department of Civil Engineering for his 
invaluable guidance and support throughout the research period.
Sincere gratitude is extended particularly to Prof. Ramzdeen, Professor of the 
department of Building Economics for granting necessary funds from European 
Union for this study. And also the sincere thanks go to Prof. Bandara for providing 
the coordination and advices throughout the project.
Author wishes to express thanks to co-supervisor Prof. S.M.A. Nanayakkara who 
constantly gave his comment and ideas for the improvement of the project during the 
testing phase.
The support rendered by my fellow student Waruna Jayasooriya and others are also 
greatly appreciated.
The support given by Prof. W.P.S. Dias (Head, Department of Civil Engineering), and 
Prof. Bandara (Research Coordinator, Department of Civil Engineering) is 
acknowledged gratefully. All the other lectures are thanked for the positive attitude 
they adopted in promoting research in the department of Civil Engineering.
In addition technical officers of the Department of Civil Engineering, Mr. S.P. 
Madanayake, Mr. S. L. Kapuruge and laboratory assistants Mr. L. Perera and Mr. H.N 
Fernando and technical assistant Mr. B.S.P.A. Mendis are very much appreciated for 
their support given to carry out the experimental programme throughout this project.
Finally, the author wishes to thank all those who contributed undying support 
throughout the year to the completion of this project successfully.
Si
iv
ABSTRACT
The aim of this project is to determine the strength characteristic of recycled 
aggregates that can be used as an alternative material for rigid pavement construction.
The main consideration of any pavement design is to provide structural alternatives 
that are feasible both technically and economically. This can be achieved by 
specifying pavement layer thickness with proper types of materials based on the 
extent traffic, environmental conditions and life cycle cost analysis.
Since traffic is regarded as the key design parameter, traffic analysis was done for 
seventeen provincial roads. That analysis was carried out to find vehicle composition, 
magnitude of the axle loads, axle configuration and frequency of load repetitions.
An experimental campaign was implemented in order to monitor the recycled 
aggregate properties before utilizing them as a rigid pavement construction material. 
Properties of recycled aggregate were determined in terms of (i) particle size 
distribution (ii) particle density (iii) porosity and absorption (IV) particle shape (v) 
strength and toughness.
Then the development of concrete mix design was done. In this study, various 
physical and mechanical properties of concretes were examined. The concrete 
properties were determined by doing the workability test, compressive test, flexural 
strength and modulus of elasticity test.
Then suitable thicknesses for provincial roads were proposed based on the traffic 
volume and the recycled aggregate concrete properties.
mmmV
TABLE OF CONTENTS
PAGE
DECLARATION OF CANDIDATE i
DECLARATION OF SUPERVISOR ii
DEDICATION iii
ACKNOWLEDGEMENTS iv
ABSTRACT v
TABLE OF CONTENTS vi
LIST OF FIGURES viii
LIST OF TABLES x
CHAPTER 1: INTRODUCTION 1
1.1 BACKGROUND 1
1.2 OBJECTIVE 3
1.3 METHODOLOGY 3
1.3 SCOPE OF THE REPORT 4
CHAPTER 2: LITREATURE REVIEW 5
2.1 DEFINITIONS OF CONSTRUCTION WASTE 5
2.2 WASTE COMPOSITION IN SRI LANKA 6
2.3 RECYCLED AGGREGATE CONCRETE APPLICATION 7
2.3.1 RIGID PAVEMENT CONSTRUCTION
2.4 LITERATURE REVIEW OF RECYCLED AGGREGATE CONCRETE
2.4.1 REVIEWS ON RECYCLED PROCESS
2.4.2 BARRIERS IN PROMOTING USE OF RA AND RAC
8
12
12
16
2.4.3 RECYCLED AGGREGATE AS AN ALTERNATIVE MATERIAL FOR NATURAL
AGGREGATE IN CONCRETE 18
CHAPTER 3: TRAFFIC ESTIMATION OF LOW VOLUME ROADS 24
3.1 TRAFFIC ANALYSIS 24
3.2.1 TRAFFIC DISTRIBUTION OF PROVINCIAL ROADS 24
CHAPTER 4: EXPERIMENTAL INVESTIGATIONS 31
4.1 DETERMINATION OF RECYCLED MATERIAL PROPERTIES 31
4.1.1 GRADATION OF RECYCLED AGGREGATE 31
4.1.2 DENSITY OF RCM 35
vi
4.1.3 WATER ABSORPTION OF RCM 36
4.1.4 AGGREGATE IMPACT VALUE 36
4.2 DEVELOPMENT OF MIX DESIGN FOR RCA CONCRETE 37
4.3 IMPROVEMENT OF THE PROPERTIES OF FRESH AND HARDENED RCA BY
USING ADMIXTURE 49
4.4 COMPARISON OF NORMAL AGGREGATE CONCRETE PROPERTIES AND 
RECYCLED AGGREGATE CONCRETE PROPERTIES 51
CHAPTER 5: DETERMINATION OF PAVEMENT DEMENTION 52
5.1 DETERMINATION OF A SUITABLE PAVEMENT WIDTH FOR RIGID PAVEMENT
BASED ON THE MAXIMUM AXLE LOAD IN PROVINCIAL ROAD 52
5.2 DETERMINATION OF MINIMUM REQUIRED PAVEMENT THICKNESS FOR RAC
55AND NAC
5.3 SELECTION OF SUITABLE THICKNESS FOR PROVINCIAL ROADS 57
66CHAPTER 6: CONCLUSIONS AND RECOMMENDATIONS
666.1 CONCLUSIONS
696.2 RECOMMENDATIONS
REFERENCES
APPENDICES
vii ■ im
u
LIST OF FIGURES
Figure 2.1 Waste quantification process 6
Figure 2.2 Sri Lankan demolition waste compositions
Figure 2.3 Rigid pavement layout
Figure 2.4 Pumping action failure of the slab
Figure 2.5 Recycling Portland cement concrete flow chart
7
8
9
15
Figure 3.1 Axle distribution of Chillaw - Iranawila - Nainamadama Rd 25
Figure 3.2 Axle distribution of Bathuluoya - Dewalahandiya Rd 26
Figure 3.3 Axle distribution of Udupila (Delgoda) of Kirillawala - Udupila Rd 26
Figure 3.4 Axle distribution of Neluwa-Kadihingala- Dellawa- Morawaka Rd
Figure 3.5 Axle distribution of Panawala - Maniyangana Rd
Figure 3.6 Axle distributions of large buses
Figure 3.7 Axle distributions of medium good vehicles
27
27
28
28
Figure 4.1 Sieve analysis test result of RCM (Overall Gradation) 32
Figure 4.2 Sieve analysis test result of RCM (Coarse Fraction Gradation) 33
34Figure 4.3 Sieve analysis test result of sand
37Figure 4.4 Relationship between std.deviation and characteristic strength
Figure 4.5 Relation between compressive strength and free water/ cement ratio 39
40Figure 4.6 Estimated wet density for fully compacted concrete
Figure 4.7 Recommended % of fine aggregate as a function of free w/c
41ratio for various values of workability and max.agg.sizes
43Figure 4.8 Slump test
44Figure 4.9 Flexural strength test
viii
Figure 4.10 Strength development of RCM concrete 48
Figure 5.1 Stress variation according to slab width 53
Figure 5.2 Critical wheel path 53
Figure 5.3 Stress variation for different Elastic Modulus for 52 kN axle load 55
Figure 5.4 Required flexural strength to limit the stress ratio to 0.5 56
Figure 5.5 Modulus of subgrade reaction vs CBR value 57
Figure 5.6 Loads vs. Stress relationship for a slab thickness of 100mm 59
Figure 5.7 Loads vs. Stress relationship for a slab thickness of 125mm 59
Figure 5.8 Loads vs. Stress relationship for a slab thickness of 137.5mm 
Figure 5.9 Loads vs. Stress relationship for a slab thickness of 150mm 
Figure 5.10 Result of fatigue tests on concrete from different sources
60
60
62
iisiix
LIST OF TABLES
Table 3.1 Vehicle composition as a percentage value from the AADT 
Table 3.2 Axle load distribution of Panawala Maniyangana Road 
Table 3.3 ESA variation of each vehicle categories 
Table 3.4 ESA variation of each vehicle categories in Class A-B roads 
Table 4.1 Sieve analysis test result for RCM (Overall Gradation)
Table 4.2 Sieve analysis test result for RCM (Coarse Fraction)
Table 4.3 Sieve analysis test result for sand 
Table 4.4 Recycled material properties
Table 4.5 Probability factor K
Table 4.6 Strength of normal concrete mixes at 0.5 w/c ratio 
Table 4.7 Approximate free water content required to give various 
levels of workability
Table 4.8 Concrete mix design form for mix- B-l 
Table 4.9 Mix proportions for RAC 
Table 4.10 Fresh and harden concrete properties with RA 
Table 4.11 Compressive strength data 
Table 4.12 Improved concrete properties using admixture 
Table 4.13 Comparison of concrete properties for normal aggregate and 
recycled aggregate
Table 5.1 Vehicle composition for different ADT in provincial roads 
Table 5.2 Cumulative fatigue percent due to the vehicles in provincial roads 63 
Table 5.3 Stresses for subgrade CBR of 8.5 
Table 5.4 Stresses for subgrade CBR of 12 
Table 5.5 Stresses for subgrade CBR of 20 
Table 5.6 Stresses for subgrade CBR of 36 
Table 5.7 Pavement thickness for different ADT
24
25
29
30
32
33
34
35
38
38
40
45
47
47
48
50
51
61
64
64
65
65
65
x
m
CHAPTER 1
INTRODUCTION
1.1 BACKGROUND
All countries are facing a challenge to handle a significant amount of Construction 
and Demolition (C&D) waste generated every year from local construction activities. 
Natural disasters such as earthquakes also produce large amounts of C&D waste. A 
good proportion of these C&D materials are broken concrete and rock pieces, which 
can be recycled as recycled aggregates and granular materials that can be reused in 
construction works. Out of this, a large proportion of potentially useful materials 
are disposed in landfills. Some of these materials are not biodegradable and often 
leads to waste disposal crisis and environmental pollution.
Carrying waste materials away from the site causes financial and environmental 
problems. Therefore people try to recycle the waste concretes as aggregate in order to 
prevent such problems. From a purely economic point of view, recycling of C&D 
waste is only attractive when the recycled product is competitive with natural 
resources in relation to cost and quantity. Recycled materials will be more 
competitive in regions where a shortage of both raw materials and land filling sites 
exist.
In recent years, the continued wholesale extraction and use of aggregates from 
natural resources has been questioned even at international level. This is mainly 
because of the depletion of quality primary aggregates and greater awareness of 
environmental protection.
COWAM (Construction WAste Management) project was initiated by the EU 
organization to promote recycling process in Sri Lanka and the use of recycled 
products as far as possible for sustainable development and to help to preserve the 
precious natural resources. The Galle Municipal council is planning to setup a crusher 
unit to break the C&D waste in Galle under the assistance of COWAM.
Even though this was initially planed to tsunami debris, in the long run, it will provide 
a solution to the problem of ever increasing demand for landfill sites within the Galle
1
City. This increases the life cycle of these materials, thereby reducing the amount of 
waste dumping and natural resource extraction.
This project aims to highlight the fact that the recycling process is highly applicable to 
today's construction industry because the recycled materials can be used in value added 
applications to maximize economic and environmental benefits. Although there are 
many material-recycling schemes recommended, actual administering of C&D waste 
recycling is limited to a few types of solid wastes. When considering a recyclable 
material, three major areas need to be taken into account (Mindess et al., 2003):
(I) Economy
(II) Compatibility with other materials and
(III) Material properties.
There are varieties of markets for C&D materials if they can be recycled into useful 
material for any application. It is the determination from local recyclers what 
materials they accept and whether they require them to be separated at the job site. 
Separation at the jobsite can increase the value of C&D materials. However, some 
recyclers don’t accept mixed loads of materials if separation at the jobsite is not 
feasible. As a direct result of this, recycling industries in many part of file world converts low- 
value waste into secondary construction materials at presents such as a variety of 
aggregate grades and aggregate fines (dust). Often these materials are used for 
road constructions, backfill for retaining walls, low-grade concrete production, 
drainage and brickwork and block work for low-cost housing.
Although there is a wide range of application in other countries, construction waste 
has not been used as a construction material in Sri Lanka. This report focuses on use 
of construction and demolition waste as a road construction material.
In order to achieve this goal, focus has been placed on demolished material in the 
construction field. Investigations were carried out to explore the possibility of use of 
recycled aggregates in the production of concrete for rigid pavement construction in 
low volume roads.
2
1.2 OBJECTIVE
The main objective of this research is to investigate the possibility of using recycled 
aggregate for rigid pavements in low volume roads and to propose suitable pavement 
dimensions for low volume roads from prepared concrete mix proportion with 
recycled aggregate.
In this research replacement of natural aggregate in concrete is to be done in two
ways.
1. Total replacement of coarse and fine with coarse and fine recycled aggregate
2. Replacement of only coarse aggregate with recycled aggregate
1.3 METHODOLOGY
To accomplish the objective of the research following methodology was adopted.
1. Literature survey on use of recycled aggregate in concrete
2. Traffic estimation of low volume roads
3. Experimental investigation of recycled concrete material (RCM) to determine;
i. Physical and mechanical properties of recycled aggregate
ii. Suitable mix proportion of concrete with recycled aggregate 
considering water reducing admixture to improve the properties of 
fresh and harden concrete and to compare the properties of normal 
aggregate concrete and recycled aggregate concrete
4. Design of rigid pavement for selected recycled aggregate mix proportions and 
traffic volume
3
1.4 SCOPE OF THE REPORT
This thesis is structured as follows
• Chapter 1 describes the background and the objective of the research.
• Chapter 2 provides a review of relevant literature of types of waste, waste 
composition in Sri Lanka and overview of recycling process, rigid pavement 
construction and limitation to use of RA (recycled aggregate) and RAC 
(recycled aggregate concrete). This chapter also discusses the previous 
investigations and testing done with recycled aggregate.
• Chapter 3 discusses the results of traffic analysis of low volume roads.
• Chapter 4 discuses the experimental investigation of recycled aggregate and 
analysis of all experimental results obtained from the testing procedures, i.e it 
includes the preliminary design and information on the recycled aggregate 
testing, sieve analysis, design of the concrete mix, improvement of concrete 
mixes using admixtures.
• Chapter 5 discuses the required concrete pavement thickness for provincial 
roads based on traffic analysis and RAC properties.
• Chapter 6 contains the conclusions of the research and recommendations for 
future work.
4
CHAPTER 2
LITREATURE REVIEW
2.1 DEFINITIONS OF CONSTRUCTION WASTE
Waste is simply defined as “any material by product of human and industrial activity 
that has no residual value” (Serpell and Alacon, 1998 cited Loosemore and Teo, 
2001). However this is not true for the construction waste, since it has a residual 
value.
Construction waste is defined as “the byproducts generated and removed from 
construction, renovation and demolition work places or sites of building and civil 
engineering structures” (Hong Kong polytechnic’s, 1993; Macdonald and Smithers, 
1998).
According to Jayawardane’s studies (1992) the amount of waste in most of the 
construction sites in Sri Lanka is beyond acceptable limits.
Generated solid wastes related construction are in the form of building debris, rubble, 
earth, concrete, steel, timber, and mixed site clearance materials, arising from various 
construction activities including land excavation or formation, civil and building 
construction, site clearance, roadwork, and building renovation.
The construction waste can be classified in to two types.
1. Process waste
Residues produced during manufacturing operations.
2. Demolition waste
The waste generated in dismantling of buildings or infrastructure and consists of high 
percentage of granular hard materials. The demolition waste can be biodegradable 
(subject to decomposition by micro-organisms: eg. wood) and non-biodegradable 
(eg. heavy metal) waste.
5
i
While some of these wastes are recyclable and reusable, most of them are usually 
dumped in landfills. Wastes are often the mixtures of inert and organic materials. The 
inert wastes are normally used in public filling areas and site formation works and the 
remaining wastes that can be reused are used for recycling process.
In general, demolition waste at least doubles the content of construction related waste 
(Peng etal, 1997). Thus, the recovery, reuse and recycle of demolition waste are more 
daunting and appropriate than the process waste.
So the study only focuses on the demolition waste. Before utilizing them in to an 
application its composition was also studied.
2.2 WASTE COMPOSITION IN SRI LANKA
A study was conducted on actual demolition waste by source evaluation method to 
find the composition of waste (Patirana etal. 2007). In that study randomly selected 
demolition sites and sampling was done using lm3 timber boxes. Figure 2.1 shows the 
waste quantification process.
vVw
Figure 2.1: Waste quantification process
The survey results shows that material like bricks, cabok, motar and mixed waste are 
available in large quantities. Composition of bricks, cabok, motar and mixed waste 
27.54%, 30.68%, 14.13% and 12.03% respectively. Among those waste, cabok 
and bricks can be used as backfilling material. Bricks also can be used for fine 
aggregate replacement in concrete. Figure 2.2 shows the composition of demolition 
waste in Sri Lanka.
are
6
|~Co2asfe, 7.60°s 
r-T«x*ci,\J6%
7~Asbestos, 3.17% 
j j rcsnmici, Q.?4*s
I Tmlwr 
□ Asbestos
Misted waste, 1 2.03 %—i 
Claytiks, 1 OS* . •.
□ C1yger
/X -, - :;u
Wires, 0.21% ■ pfasbe
□ Bndcs
■ Cabolc
□ Earth/ Clay 
I Steel
■ Mortar
□ Glass
□ Wires
■ Chy tiles
■ Mixed waste
Glass. 0.0LV
Mortar. 14.13%/ v *
/
•Bricfa. 27.HTq
Steel Q.06%— 
Eaith/ Cky, 2.5S%-^ 1
\
X
//
Cabok. 30.65%
Figure 2.2: Sri Lankan demolition waste composition
Other impurities such as glass, steel and timber are available in minor quantities. Only 
concrete material was focused in this study. Its availability is 7.60% from the total 
demolition waste. These materials have been used for road construction, retaining 
walls backfilling, low-grade concrete production and low-cost housing construction 
(drainage, brickwork and block work) in other countries. In this project it is focused to 
use recycled concrete in rigid pavement construction.
2.3 RECYCLED AGGREGATE CONCRETE APPLICATION
There are two types of pavements;
1. Flexible pavement
2. Rigid pavement
Flexible pavements are made out of asphalt. It generally consists of a relatively thin 
wearing surface of asphalt built over the base course and sub- base course. In contrast 
to flexible pavements, rigid pavements are made up of cement concrete and they may 
or may not have a base course between the concrete surface and subgrade.
; ;>
7
••
2.3.1 Rigid Pavement Construction
Concrete pavements are considered as rigid pavement. Rigid pavement can be placed 
either on a sub-grade or a sub-base layer. If it is placed on sub-grade layer 
homogeneity of the sub grade is particularly important and avoiding hard and soft 
spots are a priority in sub-grade preparation to prevent the pavement distresses. For 
most types of sub-grade, a sub-base layer is essential. Sub-base beneath the concrete 
pavements is prepared basically for the following reasons; prevention of pumping, 
enhance the structural strength of the pavement, improve the uniformity of the support 
given to the slab. Figure 2.3 shows the typical cross section of rigid pavement.
mmmm m
Subgrade
Figure 2.3: Rigid pavement layout
In rigid pavement, main component is the concrete layer. Concrete is a manufactured 
product, essentially consisting of cement, aggregate, water and admixtures.
Traditionally aggregates have been readily available at economic prices and 
properties to suit all purposes. However, in recent years extraction and use of 
aggregates from natural resources has been questioned even at international level. 
This is mainly because of the depletion of quality primary aggregates and greater 
awareness of environmental protection. In light of this, the availability of natural 
resources to future generations has not been realized.
:
Crushing the waste material and using it as coarse aggregate in new concrete reduces 
waste and reduces the need for virgin aggregate. When considering the aggregate in 
concrete, it occupies 60 to 80 percent of the volume of concrete as an inert filler 
material. Although aggregate are most commonly known to be inert filler in concrete, 
the different properties of aggregate have a large impact on the strength, workability, 
durability and economy of concrete. The aggregate properties have direct impact on 
the strength; workability and durability of concrete are size gradation, shape and
8
texture, moisture content, specific gravity and bulk unit weight etc. Therefore before 
replacing natural aggregate component with recycled aggregate component, recycled 
aggregate properties should be determined.
In besides to that, the failure modes of the concrete slab also should be considered 
before concrete made with recycled aggregate is introduced to rigid pavement. Rigid 
pavement can be failed by either pumping action or by fatigue.
There are two major types of pavement distress and failures.
(1.) Pumping Action
iO Wheel load movementWater
Approach Slab Leave Slab
cn
Figure 2.4: Pumping action failure of the slab
If the support condition is not drainable material, water can be accumulated 
underneath the slab. Then, wheel load is moving from one slab to the other 
approach slab goes up and down with respect to leaving slab. This mechanism will 
lead to push retain water up and down. As a result of this pumping action soil 
particle can be washed out. Therefore the support condition is one of important 
parameter in rigid pavement design.
(2.) Fatigue failure
Concrete slab will fail if the induced stress exceeds the fatigue limit of the 
concrete material. If the stress ratio (induced stress / flexural strength) limit to 0.5, 
unlimited number of repetition can be accommodated without failure.
Actual Generated Stress
Stress Ratio =
Modulus of Rufture
0.50- unlimited number of repetition without failure
9
If a flexural strength of recycled aggregate concrete material is twice the generated 
stress it will never fail in fatigue.
However, optimum concrete properties requirement can be determined depending 
the traffic condition of the road. Fresh concrete properties and hardened concrete 
properties should be determined from trial mixes to obtain an optimum concrete mix.
on
Fresh properties (Slump)
A good concrete must have workability in the fresh state and also sufficient 
strength. It also mentioned that there are four factors that can affect the workability. 
They are as below:
1. Consistency: The degree of consistency is depends on the nature of works and 
type of compaction.
2. Water/cement Ratio or Water Control of a concrete: Water/cement ratio is the 
ratio of water in a mix to the weight of cement. The quality of water that 
required for a mix depends on the mix proportions, types and grading of 
aggregate.
3. Grading of Aggregate: The smooth and rounded aggregate will produce a 
more workable concrete than the sharp angular aggregate.
4. Cement Content: The greater workability can be obtained with the higher cement 
content.
Compressive strength
Compressive strength of concrete can be defined as the measured maximum resistance of 
a concrete to axial loading. Compressive strength tests on standard 150mm concrete 
cubes were carried out at age’s 7days, 14 days and 28 days.
10
Elastic Modulus
Modulus of elasticity of concrete is a very important property to determine the 
deflection of the structural elements. Elastic modulus of concrete is an indication of 
concrete stiffness. It varies depending on the coarse aggregate type used in the 
concrete.
The concrete’s modulus of elasticity is deeply related to the stiffness of the coarse 
aggregates, the stiffness of the mortar, their porosity and bond. Therefore, for small 
replacement aggregate fraction will not significantly influence the overall stiffness 
because the mortar stiffness is also one of several factors for stiffness loss. But total 
replacement of the mortar will influence significant stiffness loss of modulus of 
elasticity of concrete.
Flexural Strength
Flexural strength of concrete is a main parameter in rigid pavement design. The 
reduction in flexural strength of recycled aggregate concrete would be attributed to the 
weaker bond among different components of the concrete matrix owing to the cement 
paste on the surface of recycled aggregate.
11
2.4 LITERATURE REVIEW OF RECYCLED AGGREGATE CONCRETE
Before using recycled aggregate as an alternative material for production of concrete, 
the embedded material such as reinforcement should be removed. It is carried out in 
the recycling process. This section discusses the recycling process and literature 
review recycled aggregate concrete properties.
Selective demolition and on-site sorting should be adopted for all demolition projects 
to facilitate recycling as far as possible.
2.4.1 Reviews on Recycled Process
Recycling of material is done by recycling plant. They are normally located in the 
suburbs of cities due to the noise pollution that make by the equipments that used 
during recycling process. According to Aggregate and Quarry, all the machinery 
used has to fit with the effective mufflers to reduce the noise from the processing 
activity. The recycled process consists of several steps to produce a good quality 
recycled aggregate material. The steps are given below.
Breaking of the Sources of Recycled Aggregate
Sources of recycled aggregate are mainly from the crushing of Portland concrete 
pavement and structures building. The equipments that used during recycling process 
are varying from the site conditions and also country to country.
The equipments used for crushing the Portland cement pavement & structural 
buildings are given below:
The equipments used for crushing Portland cement Pavement
1. Diesel pile - driving hammer
It is mounting on a motor grader that sticks in the Portland cement payein&it - 
on around 30cm grid pattern.
N
2. Rhino - horn - tooth - ripper - equipped hydraulic excavator
It is used to remove all the steel reinforcement that remaining in the Portland 
cement pavement.
Hong Kong Building Department had been used the following methods to crush the 
structural building.
Mechanical by hydraulic crusher with long boom arm
The crusher with the long boom arm system breaks the concrete and steel 
reinforcements. This method is suitable for the dangerous buildings.
1.
Wrecking ball
The building is demolished by the impact energy of the wrecking ball, which 
suspended from the crawler crane.
2.
Implosion
A design included pre-weakening of the structure; the placement of the 
explosives and the building collapse in a safe manner has to develop.
3.
Transportation
After the structural buildings and Portland cement pavements are demolished, the 
concrete debris has to send to the recycling plants for processing. Construction and 
Demolition Waste Recycling Information mentioned that it is good to use the roll - 
off containers or large dump body trailers to transport the mixed load of construction 
and demolition debris. This is the most effective and cost effective means of the 
transportation. It also mentioned that the construction and demolition debris could be 
transport by the closed box trailers and covered containers.
13
Crushing Plant
Crushing is the initial process of producing the construction and demolition debris 
into recycled aggregate. The concrete debris is crushed into pieces in this process. 
Aggregate and Quarry (2001) stated that generally the equipments used for crushing 
process are either jaw or impacted mill crushers. It also stated that all the recycling 
crushers have a special protection for conveyor belts to prevent damage by the 
reinforcement steel that in the concrete debris. They are fitted with the magnetic 
conveyors to remove all the scrap metal.
According to Recycling of Portland_Cement Concrete, the equipments used to crush 
and size the existing concrete have to include the jaw and cone crushers. The concrete 
debris will break down to around 3 inches by the primary jaw crusher. It also 
mentioned that the secondary cone crushers will breaks the materials to the maximum 
size required which vary between % and 2 inches.
During the crushing process, all the reinforcing steels have to remove away. Professor 
S. L Bakoss and Dr R Sri Ravindarajah (1999) stated that there are three methods of 
sorting and cleaning the recycled aggregate, which are electromagnetic separation, dry 
separation and wet separation. Electromagnetic separation process is removal of 
reinforcing steel by the magnet that fitted across the conveyor belt in the primary and 
secondary crushers.
Dry separation process is removing the lighter particles from the heavier stony 
materials by bowing air. This method always causes lot of dust. Wet separation 
process is the aquamator, which the low-density contaminants are removed by the 
water jets and float - sink tank, and this will produces very clean aggregate.
According to COST 337 Unbound Granular Materials for Road Pavements, the wood 
pieces that contained in the concrete debris can be removed by hand - picking from a 
special platform over the discharge conveyor.
After finish the crushing process, the materials are then sent to the screening plant.
14
Screening Plant and Washing Plant
Screening is the process that separates the various sizes of recycled aggregate. The 
screening plant is made of a series of large sieves separates the materials into the size 
required.
Recycling of Portland Cement Concrete stated that the size of screen that used to 
separate the coarse recycled concrete aggregate and fine recycled aggregate is 3/8 inch. 
The size of screen used to separate the coarse recycled aggregate can be under or over 
3A inches. It also stated that one more screen should be used to separate those particles 
that more than the specified size. After the screening process, the recycled are then 
sent to the washing plant. COST 337 Unbound Granular Materials for Road 
Pavements stated that the recycled aggregate that produced have to be very clean 
when using in the high quality product situation.
Stockpile
After finishing the recycling process, recycled aggregate are stored in the stockpile 
and ready to use. All the recycled aggregate is stored according to the different size of 
aggregate. According to Recycling of Portland_Cement Concrete, the stockpile has to 
prevent from the contamination of foreign materials. It also mentioned that the 
vehicles used for stockpiling have to be kept clean of foreign materials.
PREPARE CONSTRUCTION AREA
RIP AND BREAK UP
T
LOAD AND TRANSPORT TO 
CRUSHING PLANT
I
■j stockpile]CRUSH/SIZE
JIREUSE
Figure 2.5: Recycling Portland cement Concrete flow chart
15
2.4.2 Barriers in Promoting Use of RA and RAC
Acceptability of recycled material is hampered due to a poor image associated with 
recycling activity, and lack of confidence in a finished product made from recycled 
material. Cost of disposal of waste from construction industry to landfill has a direct 
bearing on recycling operations. Low dumping costs in developing countries also act 
as a barrier to recycling activities. Imposition of charge on sanitary landfill can induce 
builders and owners to divert the waste for recycling. Some of these issues act as 
barriers in promoting more widespread use of recycled aggregate and concrete made 
with recycled aggregate.
Lack of Appropriately Located Recycling Facilities
Construction and demolition waste is generated in small quantities at locations, which 
could be widely separated. Therefore, portable equipment is needed, which can be 
used and set up close to demolition site. Transporting waste over large distances 
makes the proposition of using C & D waste uneconomical. Lack of such plants is a 
major barrier for ‘Newcomers’ in the field of C & D waste management. 
Commissioning of appropriately located recycling crusher units in a pilot plant can 
help in lowering barriers against recycling of C & D waste.
Absence of Appropriate Technology
There are very few commercially viable technologies for recycling construction and 
demolition wastes, and methods that can be used to crush C & D waste on a 
commercial scale are urgently required. In fact, when the technology is established, 
other issues such as quality control of raw material and finished product, etc. can be 
taken up.
Lack of Awareness
Lack of awareness towards recycling possibilities and environment implication of 
using only fresh mined aggregates are the main barriers due to which C & D waste is 
disposed only in landfills. Creating awareness of dissemination of information 
relating to the above barriers and the properties of concrete made with recycled 
aggregate essential to mobilize public opinion and instill confidence in favor of the 
recycling option. There is a need to create a market for recycled products by involving 
the construction industry and encouraging them to use recycled material in projects.
16
Lack of Government Support
A lack of government support and commitment towards development of recycling 
industry is often seen. Developing appropriate policy supported by proper regulatory 
framework can provide necessary impetus. It will also help in data compilation, 
documentation and control over disposal of waste material.
Lack of Proper Standards
Apart from the specification of RILEM, 1994 (RILEM - International Union of 
Laboratories and Experts in Construction Materials, Systems and Structures), JIS 
(Juggling Information Service) and those used in Hong Kong, only very limited codal 
specifications/standards regarding use of recycled aggregates are available. In fact, 
use of concrete with 100% recycled coarse aggregate for lower grade applications is 
allowed in Hong Kong, though for higher grade applications (above M35 concrete), 
only 20% replacement is allowed, and the concrete can be used for general 
applications, expect in water retaining structures. In Japan, JIS has drafted a Technical 
Report, TRA (Trades Recognition Australia) 0006 “Recycled Concrete Using 
Recycled Aggregate” to promote the use of concrete made with recycled aggregate. 
Development of relevant standards for recycled materials would provide producers 
with targets and users an assurance of quality of material. Standards formulated in the 
above mentioned countries could be guideline for development of specifications. 
Following section describes the recycled aggregate as an alternative material for 
natural aggregate in concrete with that limitation.
17
2.4.3 Recycled Aggregate as an Alternative Material for Natural Aggregate in 
Concrete
In fact, the use of the recycled aggregate has been extensively studied and gaining the 
wider acceptance in the world. There are many testing based on the recycled 
aggregate have been carried out all around the world.
Some research results have indicated that not only recycled concrete material but also 
the coarse brick and tile aggregate, which are also commonly found in the demolition 
waste stream, can be used as a substitute of coarse natural aggregate in the production 
of concrete (Khalaf and De Venny, 2004; Kahaloo, 1995). Dhir et al., 1999, Poon et 
al., 2002 found that the recycled concrete aggregate (RCA) can be used in concrete 
and in the production of masonry blocks and bricks.
Hanson and Torben (1986) stated that since 1945, the research on recycled aggregate 
had been carried out in many countries. Limbachiya and Leelawat (2000) found that 
recycled concrete aggregate had 7% to 9% lower relative density and two times 
higher water absorption than natural aggregate.
Sagoe, Brown and Taylor (2002) stated that the difference between the characteristic 
of fresh and hardened recycled aggregate concrete and natural aggregate concrete is 
relatively narrower than reported for laboratory crush recycled aggregate concrete 
mixes. There was no difference at the 5% significance level in concrete compressive 
and tensile strength of recycled concrete and control normal concrete made from 
natural aggregate.
In the same year, poon (2002) reported that there were not much effect on the 
compressive strength of brick specimens with the replacement of 25% and 50% of 
recycled aggregate. But when the percentage of recycled aggregate replacement 
increased, the compressive strength of the specimens was reducing.
Mandal, Chakarborty and Gupta (2002) also found that there will no effects on the 
concrete strength with the replacement of 30% of recycled aggregate. But the 
compressive strength was gradually decreasing when the amount replacement of 
recycled increased. They concluded that the properties and the strength characteristic 
of recycled aggregate concrete were deficiency when compared to the specimens that
18
i
*ttUfE«SlTY OF MQKATUWA. Sfti U#*-'
moratuwa
made by the natural aggregate. Limbachiya (2003) found that there is no effect by 
using up to 30% of coarse recycled concrete aggregate on the standard 100mm 
concrete cube compressive strength. But when the percentage of recycled concrete 
aggregate used increased, the compressive strength was reducing.
In 1977, Frondistou-Yannas evaluated and compared the mechanical properties of 
conventional concrete and containing pieces of concrete from demolition waste in the 
place of natural coarse aggregate. He found that recycled concrete is enriched in 
gravel at the expense of mortar. The recycled aggregate concrete has a compressive 
strength of at least 76% and modulus of elasticity from 60% to 100% of the control 
mix. With replacement percentage of RCA increases gradual reduction in strength is 
occurs. Up to 30% of replacement of RCA content has no effect on concrete strength 
but thereafter a gradual reduction in strength occurs with increasing the RCA amount 
when comparison to the control mix. In beside to the strength characteristics tensile 
strength and modulus of elasticity is gradually decreasing as the percentage of 
recycled aggregate used in the specimens increased.
The porosity of recycled concrete made with substitution of recycled concrete 
aggregate was studied by Gomez-Soberon. The results showed that porosity increases 
when natural aggregate is replaced by recycled concrete aggregate. The increase in 
porosity is accompanied by a reduction in compressive strength as well as in modulus 
of elasticity.
According to Tavakoli (1996), the strength characteristics of recycled aggregate 
concrete were influenced by the strength of the original concrete, the ratio of coarse 
aggregate to fine aggregate in the original concrete, and the ratio of top size of the 
aggregate in the original concrete in the recycled aggregate. He also mentioned that 
water absorption and Los Angeles abrasion loss would influence the water cement 
ratio and top size ratio for the strength characteristic of recycled aggregate. Bodin and 
Zaharieva (2002) stated that decreasing of the strength of recycled concrete specimen 
was due to the increase of water/cement ratio that required by the preservati^^oSF^s. 
workability.
§ u«"» i
*
Sawamoto and Takehino (2000) found that the strength of the recycled aggfcqafe 
concrete can be increased by■ using Pozzolanic material that can absorb the water.
19S6428
Mandal (2002) stated that adjusted the water/cement ratio when using recycled 
concrete aggregate during the concrete mixing can be improved the strength of the 
recycled aggregate concrete specimens. From the obtained result, recycled aggregate 
concrete specimens had the same engineering and durability performance when 
compared to the concrete specimens made by natural aggregate within 28days design 
strength.
Chen and Kuan (2003) found that the strength of the concrete specimens was affected 
by the unwashed recycled aggregate in the concrete. The effect will more strange at 
the low water cement ratio. These effects can be improved by using the washed 
recycled aggregate.
Another improving method is using the fly ash in the recycled aggregate mixing. 
Mandal (2002) stated that application of fly ash in the recycled concrete aggregate 
had improved the durability of the recycled aggregate concrete. Poon (2002) also 
mentioned that the use of fly ash could improve the strength characteristic of recycled 
aggregate. He stated that the compressive strength of concrete paving blocks was 
reached 49MPa at 28days by using fly ash. Berry and Malhotra (1980) stated that for 
high strength concrete, fly ash functions by providing increased strength at late ages 
of curing (56 to 91 days) that cannot be achieved through the use of additional 
Portland cement.
Some precautions must be taken while using recycled aggregate in the concrete 
mixing. According to Bodin and Zaharieva, the precautions must be taken was 
because of there were some pathological reactions such as alkali - aggregate reaction 
and sulphate reaction may be include in the performed characterization of industrially 
produced recycled aggregate. They also mentioned that the mix proportioning of 
recycled aggregate concrete must be suited when both fine and coarse recycled 
aggregate were substituted for natural aggregate.
Based on the experimental result, they developed some specification regarding 
recycled concrete aggregate. In the current specifications, it is allowed to use 100% 
coarse recycled aggregate in proportioning low-grade concrete (grade 20). In high 
grade concrete (i.e. grade 25-35), only 20% coarse portion of recycled aggregate
20
content is permitted. The fine portion (< 5mm), together with the coarse portion of 
recycled aggregate, is usually prohibited in proportioning concrete mixtures, as it is 
very difficult to control the workability and dimensional stability of the concrete 
mixtures.
In addition to RILEM (International Union of Laboratories and Experts in 
Construction Materials, Systems and Structures) committee recommends a design 
procedure for use of recycled aggregate (RA) in production of concrete based on 
experimental works.
Given recommendations of RILEM committee for proportioning of RCA (recycled 
concrete aggregate) is
When designing a concrete mix using recycled aggregate of variable quality, a 
higher standard deviation should be employed in order to determine a target 
mean strength.
When coarse recycled aggregate is used with natural sand, it may be assumed 
at the design stage, that the free W/C ratio required for a certain compressive 
strength will be the same for RAC as for conventional concrete.
For a recycled aggregate mix to achieve the same slump, the free water 
content will be approximately 5% more than for conventional concrete.
Trial mixes are mandatory and appropriate adjustments depending upon the 
and properties of the RA should be made to obtain the required 
workability, suitable W/C ratio, and required strength of RAC.
source
According to experimental campaign, recycled aggregates can be used as an 
alternative material in concrete for natural aggregate in the world due to its higher 
strength characteristic. Nevertheless, it is questioned whether demolished recycled 
aggregate from structures can be used in concrete production in Sri Lanka. This 
research is carried out for examining the performance of Portland-cement concrete
21
produced with coarse recycled aggregates. The effects of up to 100% coarse recycled 
concrete aggregate in replacement of natural aggregate was assessed to check its 
suitability for use in a rigid pavement construction.
ff
[i UBiuutf' *
*0
k
22
CHAPTER 3
TRAFFIC ESTIMATION OF LOW VOLUME ROADS
It is well known that pavement design and its performance are influenced by the traffic 
loading on the pavement. Traffic is regarded as the key parameter in road deterioration. It 
is therefore essential to know its composition in terms of:
• Total traffic volume (AADT)
• Magnitude of axle loads
• Frequency of load repetitions
The vehicles in roads can be categorized in two types i.e. light vehicles and heavy 
vehicles. AADT value is mainly attributed due to both types of vehicles. Seventeen “C 
class” roads were selected to get an idea about the traffic behavior of provincial roads 
(Appendix - A).
Axle load of light good vehicle has a negligible effect on pavement compared with the 
heavy good vehicle. Heavy vehicle wheel load, tire pressure and frequency together 
with environmental factors are all important to the performance of the pavements. 
However, the most significant parameter is the axle load since the damage to a road 
structure depends greatly on the magnitude of the axle loads. The damage to a 
pavement will result in pavement failure and increases very rapidly with increasing 
axle loads.
Accurate traffic estimation is essential for road pavement design and maintenance. 
Hence, Axle Load Surveys are essential in planning and the design phases of roads. 
Axle loads surveys are conducted rarely and only limited data available for provincial 
roads in Sri Lanka. Axle load survey data of five provincial roads were selected for 
determining the axle load. The selected roads are given below
1. Panawala - Maniyangana Rd
2. Chillaw - Iranawila - Nainamadama Rd
3. Bathuluoya - Dewalahandiya Rd
4. Udupila (Delgoda) ofKirillawala - Udupila Rd
5. Neluwa-Kadihingala- Dellawa- Morawaka Rd
23
4
3.1 TRAFFIC ANALYSIS
3.1.1 Traffic Distribution of Provincial Roads
The vehicle composition of seventeen (17) Southern Provincial “C5 class roads were 
expressed as a percentile value (%) from the AADT value as shown in Table 3.1. For 
estimation of lower and upper limit, “t” distribution (two tail methods) with 90% of 
confidence level was used.
Table 3.1 Vehicle composition as a % from the AADT
Vehicle Type Standard
Deviation
% Value from AADTAverage
Value
(%) Lower
Limit
Upper
Limit
39.89 8.05 35 44Motor Cycles
26.66 6.37 23 30Three Wheel
3.08 2 64.23Car
0 31.73 2.72Passenger Van
Light Goods 
Vehicle 86.22 2.95 4
Medium Goods 
Vehicle 107.02 6.36 3
Heavy Goods 
Vehicle 75.18 3.82 3
74.39 24.68Medium Bus
31.761.98 1Large Bus
42.86 02.38Tractor/ Trail
In the traffic analysis the author has found that the percentage of heavy good vehicles 
is lesser than the mid good vehicles and large buses.
Axle load distribution was further analyzed. Axle load distribution of vehicles was 
analyzed based on the 6-hour axle load survey data of five provincial roads. 
Cumulative percentile value of each vehicles category was plot against axle load 
group. When selection the axle load group, measured axle load were round off. 
Example for the round off is given below. Axle load of 54 kN (5.4 tons) in 50kN (5 
tons) group while the 55 kN (5.5 tons) in group 60 kN (6 tons). Cumulative no. of 
vehicles and their cumulative percentile value of Panawala Maniyangana road are 
given in Table 3.2.
24
Table 3.2 Axle Load Distribution of Panawala Maniyangana Road
Axle
Load
Tons
Axle Cum.
Medium
Buses
Cum.
Large
Buses
Cum.
Farm
Vehicle
Load Cum. Cum. Cum.
LGV
Cum. Cum.
MGV
Cum. Cum.
HGV
Cum. Cum.
kN Pre Pre Pre Pre Pre Pre
76 100.DO1 9.96 40 100.00100.00 100.004 9 100.0030 18 100.00
4' 100.002 19.9 75 43.3398.68 8 88.891 2.50 13 10 55.56
3 29.9 25.001 64 84.21 5 16.67 3 33.33 3 16.67
4 39.8 32 42.11 3 10.00
5 49.8 18 23.68 2 6.67
6 59.8 9 11.84
7 69.7
8 79.7 1 3.33
The graphical representation of axle load distribution of Panawala Maniyangana road 
is shown in Figure 3.1.
I
100
£ 80•s
>
o 60
t
ft.
i 40
U
20
0
23 28 33 38 43 48 53 58 63
Axle load(kN)
13 188
MGV —■*—Farm VehicleLGVMedium Buses • Large Buses
Figure 3.1: Axle Distribution of Panawala - Maniyangana Rd
Figure 3.2 to 3.5 show the axle load distribution of vehicle types for the other selected 
roads.
25
L
12U.UU
100.00
u 80.00
>
60.00o
o
40.00
s
3u 20.00
0.00
13 18 23 28 33 38 43 48 53 58 63 68 73 78 838
Axle load(kN)
Medium Buses. HGV —*— Farm Vehicleb—MGVLGVLarge Buses
Figure 3.2: Axle Distribution of Chillaw - Iranawila - Nainamadama Rd
Figure 3.3: Axle Distribution of Bathuluoya - Dewalahandiya Rd
26
L
3>
—
£
3u
Figure 3.4: Axle Distribution of Udupila (Delgoda) of Kirillawala - Udupila Rd
120
100
80
>
© 60
E 403
20
0
8 13 18 23 28 33 38 43 48
Axle load (kN)
Large Buses IGV MGV Farm Vehicle
Figure 3.5: Axle Distribution of Neluwa-Kadihingala- Dellawa- Morawakars* UBMRT »
P
ir
A
27
L
When increasing the axle load value, frequency of the load repetition is lower 
according to the above figures.
When considering frequency of load repetitions and the magnitude of the axle load 
values, mid good vehicles is the considerable vehicle type in Sri Lankan low volume 
roads. Figure3.6 and Figure3.7 describe the axle load distribution of large buses and 
medium good vehicles for the above roads.
5b
8
5
zj
a
3
E
3u
Axle load (kN)
Chillaw - lranawila - Nainamadama Rd 
Neluwa-Kadih ingala- Della wa- Morawaka Rd
Bathuluoya - Dewalahandiya Rd 
Panawala - Maniyangana Rd 
Udupila (Delgoda) ofKirillawala - Udupila Rd
Figure 3.6: Axle Load Distribution of Large Bus
120
100
aa 80s
60
>
403
E
3u 20
0
8 13 18 23 28 33 38 43 48 53 58 63 68 73 78 83
Axle load(kN)
Chfllaw - lranawila - Nainamadama Rd 
Nelu wa-Kadih ingala- Della wa- Morawaka Rd
Bathuluoya - Dewalahandiya Rd 
Panawala - Maniyangana Rd 
—>K— Udupila (Delgoda) ofKirillawala - Udupila Rd
Figure 3.7: Axle Distribution of Medium Good Vehicles
28
Li
In that analyzing, axle load values vary from 30 kN to 80 kN (3 to 8 tons) (wheel load 
was varied 15 kN to 40 kN).
The damage to a pavement will increases very rapidly with increasing axle loads. The 
damaging effect of each type of vehicle can be determined by analyzing the ESA 
variation of each type of vehicles. The damaging effect of vehicle can be determined 
relative to a standard axle load (80kN).
Table 3.3 shows the lower and upper limit of ESA value for each of vehicle 
categories. In that calculation author used the “t” distribution (two tail method) with 
90% confidence level. Corresponding axle load for the upper ESA value was entered 
to the maximum axle load value column in Table 3.3.
Table 3.3 ESA variation of each vehicle categories
Maximum Axle 
Load(kN)
Standard
Deviation
Average
ESA ESA variationV ehicle Tjipe
310.0076Medium Bus 0.00123 - 0.013960.00655
510.0689Large Bus 0.00418 - 0.133540.06656
18Light Goods 
V ehicle 0.00010 - 0.001250.000680.00059
41Medium Goods 
Vehicle (<8.5 T) 0.01636 - 0.047970.016260.03216
52Large Lorries
0.02021 - 0.138660.076970.06386(>Z.5T)
25Farm V ehicles 0.00010 -0 .006100.003790.00242
Table 3.4 gives the average ESA value and no.of vehicles as a percentage from ADT 
for the Class A, B roads.
29
L
Table 3.4 ESA variation of each vehicle categories in Class A-B roads
Pelmadulla- 
Embilipitiya- 
Nonagama 
(AO 18)
Weyangoda
Ruwanwella
(B445)
Avissawella 
Hatton - N'Eliya 
Rd (A007)
Colombo 
Horana (B084)
ROAD NAME :
Gonagaldeniya
-2008
Embilipitiya Kahathuduwa-
2009
LOCATION : Thalduwa -2009 2008
AVG. MCC AVG. MCC AVG. MCC AVG. MCCVEHICLE TYPE
ESA % ESA % ESA % ESA %
1 Motor Cycle 41.33 24.99 28.78 43.95
2 Three Wheel 29.68 22.12 11.29 13.36
3 Car 4.86 15.16 13.76 12.3
4 Van 6.40 10.05 6.66 9.16
5 Medium Bus 0.0060 2.00 0.0383 1.69 0.0067 0.82 0.0061 1.74
6 Large Bus 0.1044 3.39 0.8395 9.78 0.3397 8.36 0.1345 4.88
7 Light Goods Vehicle 0.0028 2.08 0.0029 4.24 0.0052 8.19 0.0015 4.01
Medium
Vehicle (<8.5 T)
Goods8 0.0479 7.17 0.1457 7.20 0.0570 14.72 0.1581 5.11
9 Large Lorries (>8.5 T) 0.8029 2.54 3.3635 4.32 8.4647 5.18 4.7109 4.99
Three Axles Vehicle 
Combined10 11.9258 0.20 2.8501 0.66 1.7476 0.29
Three Axles Vehicle 
Articulated11 0.00
Four Axles Vehicle 
Articulated12 17.3004 0.07 4.4804 0.63 0.2346 0.12
Five Axles Vehicle 
Articulated13 0.03 0.100022.8424 0.01 0.04
Six Axles Vehicle 
Articulated14 0.03
0.0001 0.90 0.004215 0.150.54Farm Vehicles 0.06
622310351 40141560ADT
There is significance impact due to heavy good vehicles in Class A, B roads since the 
ESA values of Class A, B roads are higher than ESA value of low volume roads. The 
damaging effect to the pavement will due to large lorries, three axles vehicle 
combined and four axles vehicle combined in Class A, B roads. When compared to 
low volume roads the damaging effect due to only medium good vehicles. So, the 
damaging effects are high in Class A, B roads relative to low volume roads.
30
i
CHAPTER 4
EXPERIMENTAL INVESTIGATIONS
4.1 DETERMINATION OF RECYCLED MATERIAL PROPERTIES
While recycled aggregate is handled similarly to new aggregate, some differences 
between new and recycled aggregate must be addressed. The tests and specifications, 
which are applicable for conventional materials, may be inappropriate for evaluation 
of non-conventional materials, such as industrial wastes. This is because the material 
properties, for example, particle sizes, grading and chemical structure, may differ 
substantially from those of the conventional materials. Thus for an appropriate 
assessment of these materials, new tests are to be devised and new acceptability 
criteria are to be formed. However, with the advent of performance-based tests, it is 
expected that the performances of the conventional as well as new materials can be 
tested on a same set-up and be compared.
Laboratory cast concrete was used as the source of recycled concrete aggregates for 
the study. Recycling aggregate involves breaking old concrete, removing the 
reinforcement and crushing the resulting material to a specified size and gradation. 
Samples used for test were produced in single size fraction (5-20mm) using 
commercial plant comprising primary jaw and secondary cone crushers and screens.
Recycled aggregate properties were determined in terms of grading, density, water 
absorption and aggregate impact value test.
4.1.1Gradation of Recycled Aggregate
Grading refers to the distribution of particle size present in aggregates. The grading 
plays a significant role in influencing concrete properties, including drying shrinkage, 
workability of concrete and also the production cost. Almost any gradation can be 
achieved with recycled aggregate. Crushing may leave some residual dust on the 
aggregate surfaces.
31
1
Coarse and fine aggregate are generally sieved separately. Crushing process produces 
both the coarse and fine fraction. Therefore the overall gradation was also checked. 
Test was carried out according to the BS standard. Table 4.1 shows sieve analysis test 
result of RCM. Figure 4.1 shows the gradation curve with specified limits.
Table 4.1: Sieve analysis test result for RCM (Overall Gradation)
Sieve
size
BS Limit
%of
Passing(mm) Min Max
37.5 100 100 100
28 99.2 96 100
20 93.6
14 76.8
10 64.4
6.3 45.7
38.8 35 555
3.35 31.7
2.38 27.3
1.8 24.5
18.91.18
351011.80.6
9.70.425
7.80.3
1004.60.15
gUBMBr
Figure 4.1 Sieve analysis test result of RCM (Overall Gradation) *
32
li
From test result it was found that coarse fraction and fine fraction is about 68% & 32% 
of total aggregate content respectively. Therefore, both coarse and fine fraction can be 
replaced from recycled concrete material. But due to the higher absorption value of 
fine material the workability of the mix will be less. Since it is also intended to replace 
only the coarse fraction with recycled material, the gradation of fine and coarse 
aggregate was checked separately. The grading curves of coarse and fine aggregate are 
shown in Figure 4.2 and 4.3 respectively.
Grading for Recycled Coarse Aggregate
Nominal maximum size of recycled aggregates is 20 mm. Particle size distribution test 
result and the specification limits shown in Table 4.2. The grading curve of recycled 
aggregate is within the limit of 20mm single sized aggregate.
Table 4.2: Sieve analysis test result for RCM (Coarse Fraction)
RCM- Sieve Analysis Results
BS 882Retained IRetained I(Ret:) pPassingSieve Size
e sized■SingLab - Graded(11 20 mm
100 10037.5
98 381.12449228.223 225
85 10090 10090.139.865221247.4219 220
10 2536 6024.8475.157511884.81637 410
500 100.001002507.86234.75
2507 3
~ Graded 20mm -5mm 
• Single sized -20mm
110
♦ - +■ -i-100
___ I------- i _ 1. L J -i i - -___ 1____ 1—J _______I — —90
_ 8° U)
£ 70 (/)
8 60 
£ 50 
o 40 
^ 30
rvrr T~\
*• i -
i. a -_ _ i_______ s _. —i —
------- 1
- r n -20 --r -- T "
-4 --.4-4*3 - 1- 410 - -4 - -
0
Seive size (mm)
Min - Single Max- Single
Figure 4.2: Sieve analysis test result of RCM (Coarse Fraction Gradation)
Sand
33
I
Grading for fines (natural sand)
Test result of sieve analysis of natural sand is given in Table 4.3. 
Table 4.3: Sieve analysis test result for sand
Sieve Size Retained IRetained % I(Ret) ^Passing BS 882
(2)Sand FineMediumOverall Coarse
10 100
5 55 7 55 7 7.467489 92 53 89 100
236 111 166.7 10022.34884 8077 65 100 65 10060 100 60
1.18 2114 373.1 10050.69044 45 100 7049.31 30 100 39 90
0.6 203 3 581.4 55 10077.94611 25 8022.05 15 100 15 54
03 701134 5699.8 93.81955 5 45618 5 70 5 40
0.15 36 1 735.9 93.65934 1.34 0 15
0 10 745.9 100 000
745 9
120.00
100.00
CD 80.00 7 - i - rcz
inro
60.00CL
*6
£ 40.00 ■■rnr
J. _ -1 - L J _20.00 - i----------i -i J -_
0.00
1010.1 Sieve size (mm)
♦— max-coarsemin-coarseLab
Figure 4.3: Sieve analysis test result of sand
There are several reasons for specifying both grading limits and maximum aggregate 
size. Aggregate having a smooth grading curve and neither a deficiency nor excess of 
any one-particle size generally produce mixtures with fewer voids between particles.
than aggregate and the cement paste requirement for 
with increasing void content of the combined aggregate, it is
Because cement costs more
concrete increases 
desirable to keep the void content as low as possible.
34
4.1.2 Density of RCM
Density is the most fundamental classification parameter. Aggregate density 
constitutes a very important parameter for accurate batching and concrete mix design, 
which is influenced by variations in the composition of the recycled materials. For 
recycled aggregate test was carried out for two samples.coarse
The test results are listed in Table 4.4 for fine recycled aggregate (FRA) & coarse 
recycled aggregate (CRA). Typical density values for fine aggregate (sand) and 
aggregate (NA) are also listed in Table 4.4.
Table 4.4 Recycled Material Properties
coarse
CRA
Properties of aggregate FRA Sand NASamplel Sample 2
Relative density of Saturated and 
surface dried basis
2.31 2.56 2.39 2.66 2.71
Apparent relative density 2.73 2.76 2.62 2.70 2.70
2.34 2.64 2.64Relative density oven dried basis 2.07 2.44
The lower density of recycled aggregate is due to the existence of pores and less 
dense residual mortar lumps or particles adhering to the surface of larger aggregate 
particles.
Bulk density of coarse and fine aggregate
♦> Bulk density of coarse aggregate 1303.7 kg/m3
1211.1 kg/m3❖ Bulk density of fine aggregate
35
4.1.3 Water Absorption of RCM
Water absorption is the amount of moisture absorbed in the aggregate. The 
water absorption capacity is based on saturated surface dry condition and oven-dried 
condition. Australian Standard HB64 (2002) mentioned that the amount of water in 
concrete mix has direct effect on the setting time and compressive strength of 
concrete. It also stated that adjustment should be made to moisture content of the 
aggregate before preparing a mix design.
Water absorption is also one of the key performance indicators for recycled aggregate 
(RA) and it was determined in accordance with procedure given in ASTM Cl28 & 
Cl27. Water absorption obtained for coarse and fine recycled aggregates are given 
below.
❖ Coarse aggregate 
♦> Fine aggregate
4.75 %
-11.73%
Water absorption values of sand and natural coarse aggregate are 0.87% and 0.33% 
respectively. According to the test result the water absorption of recycled aggregate is 
higher than that of ordinary aggregates.
RA exhibits water absorption higher than 15 % is not acceptable in many countries: a 
of 10 % is accepted for many construction applications (Jose, 2002; Katz, 
2003; Rao, 2005). Since the absorption is a significant parameter in the concrete mix 
design, it has to be paid greater attention when taking the effective water amount.
maximum
4.1.4 Aggregate Impact Value (AIV)
Aggregate impact value indicates the resistance of aggregate to sudden impact. For 
heavy-duty concrete elements, AIV should be less than 25%. For subbase application 
it should be less than 35% and 30 % for other lower-grade applications.
carried out according to the BS standard. Aggregate impactAggregate AIV test
value obtained for recycled coarse aggregate was 14.9 %. It satisfies even for heavy-
was
duty concrete.
36
4.2 DEVELOPMENT OF MIX DESIGN FOR RCA CONCRETE
Mix Design Procedure
'Mix design can be defined as the process of selecting and proportioning the 
constitutive materials of concrete to produce an economical concrete, which has 
certain minimum desirable properties such as strength, workability and durability.
;
!
DOE method is used for concrete mix proportioning with normal aggregate. Concrete 
trial mix was also prepared with recycled aggregate based on DOE method.
Normally, specified strength for low volume concrete roads is grade 20. Therefore 
characteristic strength of 20 N/mm2 at 28 days was considered for concrete low 
volume roads design.
Concrete mix design procedure was given below.
Calculation of quantities for trial mix according to DOE method
Specified characteristic strength of concrete = 20 N/mm2 at 28 days with 10% 
defective
:
;
As there is insufficient data to calculate the variation in strength of concrete produced 
in the laboratory, the standard deviation was obtained from curve A given Figure 4.4. i
;1
;iit
iiiiii ~ / A: 'V' fof. thin 20 ■iif il -r* - --i-- -.----
iii
iii$gp:
ill
ti
i
s
I1
8: MsfjT. "s" fet 20 cim ^l
IIl1 - -r- —r -IB
Charactcn
r— r -
ii &ti ltli figiii
i
Lvn
std.deviation and characteristic strength (DOE methodFigure 4.4: Relationship between 
published Figure)
Standard deviation = 8 N/mm
2
37
I
1K= 1.28 for 10 % defective from Table 4.5
Table 4.5 Probability factor K (DOE method published Table)
% of Defective K
10 1.28
5 1.64
2.5 1.96
1 2.33
Margin = Kx Standard deviation
= 1.28x8
= 10.24 N/mnr
Target mean Strength = characteristic strength + margin
= 20 N/mm2 + 10.24 N/mm2
= 30.24 N/mm2
Cement Type = Ordinary Portland cement
Coarse: crushedAggregate type
Fine : uncrushed
From Table 4.6, approximate 28 days compressive strength of a concrete with free 
r/cement ratio of 0.5 made out of the crushed aggregate and cement is 48 N/mm2.
Table 4.6 Strength of normal concrete mixes at 0.5 w/c ratio (DOE method published 
Table)
wate
Age (days)Type of 
coarse
aggregate __ 
Uncrushed
Type of Cement 91283
49423022O.P.C or 
S.R.P.C 56483627Crushed 
Uncrushed 
Crushed
54483729
R.H.P.C 61554334
38
1
The curve through (0.5, 48) parallel to the family of curves in Figure 4.5, free water / 
cement ratio of 0.66 at the target mean strength.
>3
‘ :
f~r-5 =3*
' ' M Z '
- f — - _
j
,
\ \ N |
\ \
i K.
I N \ \i \
«4w. i
V \
sr **•
' W/C Ratio: •-
Figure 4.5 : Relation between compressive strength and free water/ cement ratio
Specified maximum free water/ cement ratio 0.60. Use the lower value.
Hence the free water cement ratio = 0.60
The specified slump - 60 mm
The maximum size of aggregate is 20 mm. From Table 4.7, the approximate free 
water content required to give the specified slump with maximum size of aggregate is 
225 kg/m3 for crushed aggregate and 195 kg/m3 for uncrushed aggregate.
39
m
1
Table 4.7 Approximate free 
workability (DOE method published Table)
water content required to give various levels of
Maximum size of 
aggregate (mm)
Type of 
coarse 
aggregate 
Uncrushed
Slump (mm), V-B (sec)
0-10 10-30 30-60 60-180(in) >12 6-12 3-6 0-3
150 180 205 225
10(3/8) Crushed 180 205 230 250
Uncrushed 135 160 180 195
20(3/4) Crushed 170 190 210 225
Uncrushed 115 140 160 175
40(3/2) Crushed 155 175 190 205
Used free water content = 210kg/m3
Hence, cement content - Free water content / (w/c) ratio
= 210/0.6
= 350 kg /m
Ib/yd'
450350 40030025U2002 sixt.
17(1
2700
2600
•& 160
V 2500
|8
ISO^ 2400
&
2300
140
2200
200 220 240 260 2802100 160 ISO
Krcc wfctcr conlcn(-4ig/m
140100 120
Figure 4.6: Estimated wet density for fully compacted concrete (DOE method published 
Figure)
40
1
The relative density of aggregate on a saturated surface dry basis = 2.56 
From Figure 4.6, concrete density = 2350 kg/m3
(Total aggregate content = concrete density - free water content - cement content) 
Total aggregate content = 1790 kg/m3
7*Maximum aggregate 20mm ? -
• i\Slump: 0-10rn.T. 
• Vfcba time: >12s
10-30mm • 
6.12s-
30-60rom 60-180mm 
-0-3s.*•3-6s
801— 
* 70 —
■
1
o
I 60
& 15'
■S’ 50 ;15:p5‘■a
,15 .40'
O 40 40'£40
Lso:u
.60',40'
5 ^60‘ •80- ilOO*r 30 
©
I 20
: ■100'80' -100'r- i oor£
!
10 0.2 0.4 0.6 0.8 0.2 0.4 0.6 0.8 0.2 0.4 0.6 0.80.2 0.4 0.6 c.e
Freis-water/cemcnt rstk>
Figure 4.7: Recommended % of fine aggregate as a function of free w/c ratio for 
various values of workability and max.agg.sizes (DOE method published Figure)
The curves in the Figure 4.7 are relevant to the % of fines passing through a 600 
micrometer sieve. Percentage of fines passing through that curve was 70%.
From Figure 4.7, the proportion of fine aggregate is 34.8%.
Fine aggregate content = Total aggregate content x fine aggregate proportion
= 1790x 34.8%
= 623 kg/m3
The fine aggregate content = 623 kg/m3
41
1
Coarse aggregate content Total aggregate content - fine aggregate content
= 1790-623
= 1167
Coarse aggregate content =1167 kg/m3
For a mix adjustment for the estimated coarse and fine aggregate contents should be 
done, to account for the surface moisture after the calculation of required quantities. 
Adjustments were sequentially made according to the moisture contents and water 
absorption capacity of the respective aggregates.
To account for the surface moisture, adjustment for the estimated coarse and fine 
aggregate contents is determined using eq 4.1.
MC-WA eq 4.1Moist aggregate content = SSD aggregate content * 1 +
100
MC = Moisture content 
WA = Water absorption
Where;
To determine the required moist coarse aggregate content and fine aggregate content 
absorption value and moisture content of coarse and fine aggregate should bewater
known values. Water absorption value of each aggregates are determined according to 
ASTM C128 & C127 as in section 4.1.3. Surface moisture is determined by oven
drying. Calculation sheet to determine the required moist coarse aggregate content is
as follows.
42
IAdjustment of estimated coarse and fine aggregate content to account for the surface 
moisture
Water absorption of coarse aggregate (WAC) =
Moisture content of coarse aggregate (MCc) =
Water absorption of fine aggregate (WAf)
Moisture content of fine aggregate (MCf)
Moist coarse aggregate content =SSD coarse aggregate content * 1 +
.%
%
%
.%
MCc-WAc'
100
(MCf-WAf \Moist fine aggregate content = SSD fine aggregate content * 1 +
100
Where; SSD = Saturated surface density
The required fine aggregate proportion was about 34.8%. According to the particle 
distribution test, the recycled aggregate consists of 62% coarse aggregate and 38% 
fine aggregate. Natural coarse aggregate and fine aggregate was replaced with 
recycled aggregate as the first trial (mix-A).
Testing was carried out to find slump, compressive strength, modulus of elasticity and 
flexural strength for mix A. Compressive strength tests on standard 150 mm concrete 
cubes were carried out at age’s 7days, 14 days and 28 days. Flexural strength 
and modulus of elasticity test was carried out at 28 days.
Figure 4.8 & Figure 4.9 show the experimental set up for slump test and flexural 
strength test.
Figure 4.8: Slump test
43
1.
Figure 4.9: Flexural strength test
Obtained concrete properties for mix- A are given below
- 25mm 
-20.12 N/mm2 
-12375 MPa 
-1.919 N/mm2
Slump
Compressive strength 
Modulus of elasticity 
Flexural strength
Result indicates that it is difficult to obtain workable mix if both fine and coarse 
fractions are replaced by recycled material. And also it couldn’t achieve the target 
compressive strength from the trial mix-A. Therefore, to obtain a workable mix, mix 
B-l was designed by replacing recycled fine aggregate with river sand.
Relative saturated surface dried density of aggregate was taken as 2.39 in the 
calculation. DOE method was carried out for fixed cement content of 320 kg/m . 
Maximum free water- cement ratio is taken as 0.58. Mix proportion calculation sheet 
for mix B -1 is given in Table 4.8.
44
I
1
Table 4.8 Concrete mix design form for mix- B-l
Reference or 
calculation
Item
Values
Characteristic Strength 
Standard deviation
1 Specified 20N/mm2 at 28 days
Fig 4.4 8N/mm2
Margin Kx Standard 
deviation
10.24 N/mm2
Target mean strength fm =fs + M 20+ 10.24 = 30.24 
N/mm2
Cement type Specified OPC
Aggregate type: coarse
Aggregate type: fine
Crushed
Uncrushed
Free-water/cement ratio Table 4.6, Fig 4.5 0.66
Maximum free- 
water/cement ratio
Specified 0.58
Use the lower value 
0.58
SpecifiedSlump 75 mm2
20 mmSpecifiedMaximum aggregate size
185.6 kg/m3= 320 * 0.58Free - water content
320 kg/m3Cement content3
2.39Relative density of 
aggregate (SSD)
4
2225.6 kg/nrFig 4.6Concrete density
1720 kg/m2= 2225.6-185.6-320Total aggregate content
78%Percentage passing 
600 m sieve
Grading of fine aggregate5
30%Fig 4.7Proportion of fine 
aggregate
Fine aggregate content 
Coarse aggregate content
516 kg/mJ= 1720* 30
1204kg/nr=1720-516
Fine
aggregate
Coarse
aggregate
WaterCementQuantities
(kg)(kg)(kg)(kg)
516 1204185.6320Per trial mix of 1 m
45
1
Testing was carried out to find si 
flexural strength for mix B -1 also.
ump, compressive strength, modulus of elasticity and
Slump
Compressive strength @ 28 day 
Modulus of elasticity 
Flexural strength
- 147mm
- 29.15 N/mm2 
-13043 MPa
- 2.867 N/mm2
The curve was plot in Figure 4.5 through the point (0.58, 29.15) parallel to the family 
of curves. Then for compressive strength of 30 N/mm2 free water cement ratio was 
determined. For that modified free water/cement ratio of 0.55 another mix proportions 
was developed for fixed cement content of 320 kg/m3 according to the above mix 
design procedure. It was named as mix B-2.
Test results of fresh and harden properties of mix B -2 are given below.
-38 mm 
-30.99 N/mm2 
-14825 MPa 
- 3.870 N/mm2
Slump
Compressive strength @ 28 day 
Modulus of elasticity 
Flexural strength
Since it wasn’t a workable mix, it was modified by increasing the water/cement ratio 
to 0.56. Obtained concrete properties are as follows.
-75 mm 
-31.12 N/mm2 
-13564 MPa 
- 3.630 N/mm2
Slump
Compressive strength @ 28 day 
Modulus of elasticity 
Flexural strength
concrete properties for each of the trial mixes areObtained fresh and harden 
summarized in Table 4.9 and Table 4.10 respectively.
y
.:46
i
*:
i
Table 4.9 Mix proportions for RAC
Aggregate
Type Mix Proportions, kg/m3Target
Strength
(N/mm2)
Aggregates 
amount (kg)
Mix Free
Water
i
PC
Coarse Fine FineCoarse
A (W/C 0.6) RA RA 30 350 623210 1167
B-l (W/C 0.58)
B-2 (W/C 0.55)
B-3 (W/C 0,56)
RA N 30 320 516185.5 1204
RA N 30 320 522176 1218
RA N 30 320 519180 1211
RA - Recycled aggregate 
N- River sand
Table 4.10 Fresh and harden concrete properties with RA
Harden Concrete PropertiesFresh
PropertiesWater/ 
cement ratio
Mix
Type
Compressive 
Strength @ 28 
days (N/mm2)
Elastic
Modulus
(MPa)
Slump Flexural
Strength
(N/mm2)
(mm)
A 1.9191237520.12250.6
2.8671304329.151470.58B-l
3.8701482530.99380.55B-2 ;
3.6301356431.12750.56 iB-3 1
!
'
47
The influence of coarse RA on 
Figure 4.10.
compressive strength development is plotted in
Table 4.11 Compressive Strength Data
Compressive Strength (N/mm2)
Age
(days) A B-l B-2 B-3
W/C 0.6 W/C 0.58 W/C 0.55 W/C 0.56
7 14.26 22.22 26.07 22.44
14 18.47 26.24 29.30 28.22
28 20.12 29.15 30.99 31.12
Strength Development
_ 32.5
<N
£
| 27.5 -
f> 22.5 -
i
S 17.5 -
*
2 12.5 -
>
;
Q.
£o 7.5u
3323133
Age (Days)
B-1 W/C 0.58 
----- B-3 W/C 0.56
A W/C 0.6 
B-2 W/C 0.55
Figure 4.10: Strength development of RCM concrete
i
48 :■
0F THE PR0PERTIES OF FRESH AND hardened
Admixtures can be used to modify / improve the properties of fresh and hardened 
e advantages could be achieved by using water-reducing admixture. 
Advantages of water-reducing admixture are;
1. Increase the workability
••Achieve higher compressive strength and 
3. Cement saving
However, all three benefits might not be obtained at the same time.
2.
■
::
■
There are two type of water reducing admixtures. Those two types are normal 
plasticizers and superplasticizers. Water reduction of 5% to 10% can be obtained from 
normal plasticizers while 25% to 30% water reduction can be obtained from 
superplasticizers. POZZOLITH 225 was used in mixes as water reducing admixture 
with the aim of increasing its workability, dosage range is 280 ml to 560 ml/100 kg of 
cement.
Minimum dosage was used to improve trial mix B-l & mix B-3 while average 
dosage of 420 ml/100 kg of cement was used to improve only the mix B-3. Those 
improved mixes were named as mix C (when using minimum dosage) and mix D 
(when using average dosage).
Mix C-l for improved mix B-l with minimum dosage of admixture 
Mix C-3 for improved mix B-3 with minimum dosage of admixture 
Mix D-3 for improved mix B-3 with average dosage of admixture
j
With aim of improving sbengrh of .rial mixes, .he waw comen. was reduced by 
Of concrete properties when using the minimum and average
i
!
10%. Test results 
dosage of admixture are given in Table 4.12.
O;
1
■
:
49
Table 4.12 Improved concrete properties using admixture
Minimum dosage 
of POZZOLITH
■:
I
i:
Concrete Properties Average dosage of 
POZZOLITH 225225
mix C-l mix C-3 mix D-3Compressive | 7 days 
Strength 
(N/mm2)
23.34 23.45 24.93
14days
28days
27.87 28.48 28.82
29.21 31.89 32.56
Slump (mm) 105 67 71
Flexural
(N/mm2)
Strength
3.01 3.71 3.78
From the test result there is a little improvement in concrete properties by using the 
plasticizing admixtures. And also the average dosage of admixture showed better 
results than minimum dosage of admixture.
t
,>
50
r
°F N0RMAL concrete propert.es
AND RECYCLED AGGREGATE
*
CONCRETE PROPERTIES
To evaluate the mic feasibility of this project mix proportions obtained with 
natural aggregates and recycle aggregate are given in Table 4.13.
Table 4.13 Comparison of 
aggregate
concrete properties for normal aggregate and recycled
Properties of
Concrete Mix
Normal
aggregate
Recycled
aggregate i
Slump (mm) 85 75
)Compressive Strength 
@ 28 days (N/mm2) i'.36.92 30.99
Flexural Strength@ 
28 days (N/mm2) 3.98 3.63
Elastic Modulus@ 28 
days (MPa)______ 1356423521
!
When compared nonnal aggregate concrete properties with recycled aggregate 
concrete properties, slump, compressive strength and flexural strength values of
lower than those of normal concrete aggregate lrecycle aggregate concrete mix
properties. The modulus of elasticity of recycled aggregate concrete is significantly 
lower than normal aggregate concrete.
are
i
carried out for the properties of mix B-3.Pavement design was
:
51
r
DETERMINATION^ dmension
5.1 Determination of a Suitahip
^ cement Width for Rigid Pavement Based on
the Maximum Axle Load i„ Provincial Roads
An optimum pavement dimension for 
traffic volume and the recycled 
control
provincial roads was proposed based on the
a§Sregate concrete properties. Fatigue analysis (to
fatigue cracking) and erosion analysis (to control foundation and shoulder 
erosion, pumping and faulting) are the two design criteria in rigid pavement design. 
Fatigue analysis will usually control the design of light - traffic pavements while
erosion analysis controls the design of medium-and heavy traffic pavement. Therefore 
erosion analysis was not considered to propose a pavement thickness for provincial
i!roads. Fatigue analysis was regarded as the main parameter to propose a suitable 
width for rigid pavement. It is speculated that concrete will not fail by fatigue when 
the stress ratio is smaller than 0.5. The required slab thickness should be obtained 
such that the stress ratio is limiting to 0.5. The maximum generated stress-strain can 
be obtained from FEACON software. FEACON is 2D finite element software. f
Stress & strain generated within the slab was determined using FEACON based on 
axle load of provincial road. Three loading panels were considered for the analysis.
was determinedThe loading panel was the mid slab panel. Required flexural strength
value obtained from FEACON. Required flexural strength wasbased on the stress
compared with the obtained recycled aggregate concrete properties.
■
was 52According to axle load analysis in Chaplet 3 (Tabled) maximum axle loads 
kN in provincial roads. Sims,strain genera,ed within Ihe slab vms determined using 
2D finite eiemen. modeling soiiware (FEACON) based on axle load of 52 kN , 
pavement thickness of 150mm (din) to find on, a suitable pavemen. wrdih.
Normally the roads with a less traftic 
2.4m (8ft), 3.05m (10ft) 
determined for slab width of 2.4m (8 ) 
suitable pavement width.
volume are designed with a pavement width of 
Sri Lanka. Stress variation was 
3.05m (10ft) and 3.66m (12ft) to find out a
and 3.66m (12ft)in
52
1'
In this analysis three wheel paths were considered; slab edge, middle of slab and 0.3m
^ °m ec^e- ^wo fading positions were considered for the
Y comer and middle. Considered wheel paths and the loading positions are 
given in Appendix D.
:
I
The critical loading position for all wheel paths is the comer loading position since 
the induced stresses for comer loading are higher than that of middle loading position. 
Figure 5.2 shows wheel path which gives higher 
determined for comer
stresses. Therefore stresses were 
loading position (when two wheels at the joint) by varying the 
pavement widths. The stress variation for typical pavement widths used [2.4m (8ft), 
3.05m (10ft) and 3.66m (12ft)] are shown in Figure 5.1.
1.6
1.4 +
a
Pm 1.2 +S
1c/3Vj
o£
0.8 4c/j
0.6 4
0.4 4
Slab edge lft away from slab 
edge
Loading Position
Middle
:
3.66 m (12 ft) Slab 3.05 m (10 ft) Slab 2.4m (8 ft) Slab
Figure 5.1: Stress Variation according to Slab width
4.5 m f 15 m
◄---------------------►
i
Adjacent Slab 2i Adjacent Slab 1
ft XL-
Loading Panel
1
A
Wheel Path
Figure 5.2: Critical wheel path
53
, 1
rIt can be seen that 2.4m (8ft) slab is 
induced in the
i
under high stresses for all wheel paths. Stresses 
concrete pavement slab width of 3.05m (10ft) or 3.66m (12ft) are low 
compared with that of 8ft when the wheel path is away from slab edge. On the other 
hand the probability of wheel moves to the edge is very low since the pavement is
wide enough to keep lateral clearance.
Induced stresses for the slab width of 3.66m (12ft) are same for the middle wheel path 
and the wheels are moving 0.3m (1ft) away from slab edge since the lateral clearance 
is same for two wheel paths.
1Probability to move vehicle to edges is same in 3.66 m (12ft) slab and 3.05m (10 ft) 
slab since there is lateral clearance in both pavements. Based on the above 
considerations slab width of 3.05 m (10ft) was selected for the continuation of the 
analyzing.
i:
■;
;■
-i
There is a significance difference in stresses when wheels are moving at the slab edge 
and 0.3m away from the edge. Therefore vehicles should not allowed to drive to the 
edge at all times unless in an unavoidable circumstance. Traffic claming measures 
have to be proposed when designing the roads to avoid vehicles to move to edge.
Ii
■
;
\
;
I
;
*
I
54
5.2 Determination of Minimu Required Pavement thickness for RAC and NAC
T1) 2 ela3StlC m°^ulus values RAC trial mixes are in the range of 12 x 103
N/mm2 to 15x103 N/mm2. For normal
N/mm2.
I
aggregate concrete, elastic modulus was 23521 
the loading slab were obtained for a concrete pavement thickness 
of 100 mm (4in), 125 mm (Sin), 137.5 mm (5.5in) & 150 mm (6in) for an axle load of 
52 kN for range of elastic modulus of lOx 103 N/mm2 to 25 x 103 N/mm2.
4
Fig 5.3 shows the stress variation within the slab for pavement thickness of 100 
(4in), 125 mm (5in), 137.5 mm (5.5in) & 150 mm (6in) with a subgrade CBR value of
mm
12.
■
3
^ 2.5
cd
O,
S 2
CO *-
CO
<D4a
GO . r-1.5 ■*♦
1
i2500015000 20000 
Elastic Modulus (MPa)
10000
*-125 mm Pavement :100mm Pavement 
137.5 mmPavement 150mmPavement
variation for different Elastic Modulus for 52 kN axle load
for allowing unlimited repetitions without fatigue
l
VFigure 5.3: Stress n
in an un
ActualGenewtedJtresi
Modulus of RufiureStress Ratio =
GeneratedStress■ -
■
Required Flexural Strength 0.5
55
rFigure 5.4 shows that th concrete. e Squired fl XUral Stren^h increases with elastic modulus of
6
I
5 - :- -I - - L _ -J - - !. _
c3
s
4C/3
oo
•4—>
GO
-it—*—±—*
-  --------- 1 — i— .
» •-—N------- 4
-A
3 - -i — *—
4-^
2
10000 15000 20000 25000
Elastic Modulus (MPa)
100mm Pavement 125 mm Pavement 137.5 mm Pavement 
♦— 150mm Pavement -4- Mix B-3 (RAC) Normal Concrete
• *
MFigure 5.4: Required flexural strength to limit the stress ratio to 0.5
■
■
1Concrete trial mix of B-3 need pavement thickness of 125mm (5in) for maximum axle It
load in provincial roads while nonnal concrete also need a pavement thickness of 125mm
(5in). Proposed pavement thicknesses are same for provincial roads with RAC (recycled
aggregate concrete) and NAC (nonnal aggregate concrete). It’s due to the higher modulus 
of elasticity of NAC. With the increase of modulus of elasticity of concrete developed 
high. Therefore higher flexural strength is required to result in to an unlimited
.
stresses are
number of repetitions for NAC. Pavement thickness of 125 mm is satisfied the fatigue
'
irequirement. 1
■
I
p
5.3 Selection of Suitable Thickn
The pavement thickness for 
pavement design guideline; (1) pca 
guideline) & (2) AASHTO guideline.
ess for Provincial Roads
provincial roads :was estimated using the available rigid 
guideline (Portland Cement Association
•;
This section provides the design charts to estimate 
the concrete properties of mix B-3, subgrade reaction and axle loads.
an economical thickness based on
The design charts were developed by calculation the stresses of provincial roads using 
the FEACON software. One of the input parameter into the software is subgrade 
resilient modulus. Subgrade resilient modulus was determined using developed graph 
in Figure 5.5. The graph developed by using the chart “approximate relationship 
between k values and other soil properties” in Pavement Analysis and Design book by 
Yang H. Huang.
Modulus of subgrade reaction vs CBR value
800
I700 t y;=50.i87x^C-
§ 600
.
2 It05 500 -
•s
£ 400 +zi
-Q
3 __1 - ---- J--1-_ _ L---- 1C/5 _ i____L------ 1
■S 300 '
5/) i____ i.___ .1 -
3 200
"o I- - -* - -s ----- 1I--------- * " ~100
-r-------- --------- - I co 60 70 80 90
10 20 30 40
0
0
CBR Value
reaction vs CBR value
. Modulus of subgrade
Figure 5.5:
57
f
Developed stress within the slab i 
subgrade reaction, elastic 
used to estimate stresses in 
loads.
Unction of pavemis a ent thickness, modulus of 
nd aPPlied load. Fig 5.6 - 5.9 can be
modulus of concrete ;
;
]concrete slab for different subgrade conditions and axle
Different pavement thickness of lOOtntn (4in), 125 m (5in), 137, _ (5,in) & 
150 mm (6m) were considered in developing Fig 5.6 to Fig.5.9.
Design charts have been developed for a fixed elastic modulus value (13564 MPa) (i.e 
the trial mix B-3 s elastic modulus value). The flexural strength of the mix B-3 
3.63 MPa.
was
Following subgrade CBR values were considered;
1. CBR 8.5....Subgrade Modulus 0.175kci
2. CBR 12.... Subgrade Modulus 0.215kci
3. CBR 20.... Subgrade Modulus 0.290kci
4. CBR 36....Subgrade Modulus 0.400kci
The required pavement thickness can be obtained from Fig.’s 5.6-5.9 by limiting the 
stress ratio to 0.5 for tire selected maximum wheel load & subgrade CBR value.
smaller thickness should be considered.As the first trial, a
maximum wheel load & subgrade CBR value 
of 100mm (4 in), next pavement thickness of
If the stress ratio is exceeded 0.5 for tire 
for the minimum pavement thickness 
125mm (5 in) should be checked for seco
4.4 1
I I4.2 -- - 
4 - - 
3.8 ---
- -f- -
- ~>-L_
I i
~ ~i~ r -
- L _
• I
> ~ r ~
- - -u
j
i i i [
T “r T T - i3.6 - L.3.4 1 - r
3.2 -- ' r -,~ a-e'j- j.i -------------- i.■l -i- .j
3'nT T ""1 i ~ T ~ I | - 7
H - + -
- i _
i—i - r -
1 j
• r -rji r -i-
4 - i____ i_2.8CL -* -
- 4
2.6 - i * r r ~r
2.4c/j T - 7C/> - r.2.2 "~Tr0
2 - ^ . ’-r-r—i — t — i~ J - LCO r. --1.8 7 -
1.6 r_ 7
■x1.4 i' ~ I--------: - ~ ' 7 - r - " 1" r t - r ~i-1.2 -i- j _ ■*.
1 --- — -------- ! — i-
I0.8 - 4 - u
0.6 h- - |--------i -
0.4
25 35 45 55 65 75 85
Axle Load (kN) i
*
CBR8.5 CBR12 CBR20 CBR36 Fatigue Limit
;
Figure 5.6: Loads vs. Stress relationship for a slab thickness of 100mm
= .
3.2
i
i
-i - r — i-- r -l- -i - r3 r -i - i - i—i- 1 ~ f-I—r
i
I
- i. -i — 4—4 - L ■U2.8 - j. - i—i - ii■ I i lift 
J _ L _l_ J _ L _l_
i _ L -1- J - L
L1__ i _1 jU J - L _ u2.6 - - _ -l - I--------1 - II O- J - U-1- .! -rTJ
_l_ J. _ L J_ i _ L J_ J _ L i2.4CD
iQ.
ii2 2.2 i
~r i ~ r ~r 7 " r ~r 7 ~to - r ~i“2 - 7 - r -i- 7 - r -i 7_r_i'"to
0 I
1.8
i-CO
— i——• I1.6 - 4 I J - i.!_ -I- 4 - L
4 _ U,1.4 - a _aLLi i
i_1.2 i
1 -- - I1
- - rr ’« i0.8 'i i - r -i- 7 “ r -i- 7- r -i- i1 7- 7 “ r7 - r “7 “ r “i"- 7 " r0.6 ---.-t -I--------|-7“I T
I
850.4 75r 6555453525
Axle Load (kN)
■y n
Fatigue LimitCBR36
CBR 20CBR12CBR8.5
Pi
its
lab thickness of 125mmlationship for a s
Figure 5.7: Loads vs. Stress re
59
■
2.8
i2.6 - ->- x -i— —> _ x
2.4 -| l ~ T -r -r
2.2 —i - i -!—i _ - - L
a 2 - -
~ “ 7 " rQ.
2 1.8
</)co 1.6£
GO 1.4
1.2 -
1
0.8
I
0.6 -- - — 1-T— 1— -I— *T
0.4
25 35 45 55 65 75 85
Axle Load (kN)
CBR8.5 CBR12 CBR20 CBR36 ------Fatigue Limit
Figure 5.8: Loads vs. Stress relationship for a slab thickness of 137.5 mm
2.5 -i—
1
- -i - t • r2.3 1 - t - r -1-t - rt - ri— r—i - T i
r - r --i-i-7-r-r2.1 -- - r - rT “ r ~ r------ 1r - i— r“1 ~ T
1.9 t- - H
-4 -
- 4--^- — I------1------»-----11.7 -Q. -4 -
_! _ J _ X - X - l------1-------1- i
_ -1------ 1-1- -_ I___ I___l _ J----- I------- «—1.5 ---<oCO
<D x_! - -J - X -Ci.i■fcj 1.3CO
-1 - i — i.J. i - i_ _«_ J- 1 -*_ L __l___I_ _L — J----L-1.1 -
0.9
!_0.7 i
i
85750.5 6555453525
Axle Load (kN)
Fatigue LimitCBR36CBR20-♦-CBR12CBR8.5
.ationship for a slab .hickress of 1 SOmm
Figure 5.9: Loads vs. Stress re
According to the mix B-3 
should be less than 1.82 MP
concrete Property, the ;generated stress for applied load
a since the flexural ;!
strength of RAC was 3.63 MPa. 
o\v the fatigue limit. Allowed maximum 
Particular subgrade CBR value
Horizontal lines shown in Fig 5 6 ■!
axle load can be obtained for a
to avoid fatiguecracking.
Normally, low volume roads are constructed to 1 
Portland cement and virgin aggregate. According to the mix B-3
a 100mm pavement thickness using
concrete property, 
pavement thickness of 100mm is 38 kN for 
subgrade CBR value of 12 to result in an unlimited number of repetition. Maximum 
axle load in provincial roads is 52 kN. So, higher pavement thickness should be 
introduced for provincial roads when recycled aggregate is used instead of virgin
maximum allowable axle load for
aggregate to make concrete.
Allowable maximum axle load for pavement thickness of 125 mm (5in), 137.5 mm 
(5.5in) & 150 mm (6in) is 51kN, 59kN and 67 kN respectively based on designed 
chart in Fig 5.7 - 5.9 without any fatigue failure for CBR 12 subgrade.
Pavement thickness of 125 mm (Sin) can be proposed for the maximum axle load in
provincial roads.
•. -i
|
Proposed pavement thickness is for the maximum axle load in provincial roads
within the safe limit due to
. But
f
the fatigue design criterion is to keep pavement stresses
repeated loads and thus prevent fatigue coking. So requhed pavement thickness was
calculated for the repeated load for each of vehicles in provincial “
d 5000. Vehicle congestions for different ADT are given
ADT of 1000, 2000, 3000 an 
in Table 5.1.
Table 5.1 Vehicle composition
—-------- - apt of Roads
vincial roads
500030002000Vehicle 1000Vehicle Type osition(%comj 400240160808Light Good Vehicle
Medium Good 
Vehicle (< 8.5T)
Medium Bus
Large Bus
Large Lorries 
(< 8.5T)
Farm Vehicle
500300200100 Ssl35010 21014070 150907 60303 35021014070 2001207 80404
61 m
To determine the pavement stresses ifare within the safe limit due to repeated loads, 
ng the design period and allowable repetition need 
a pavement thickness for above ADT.
.
■
expected axle load repetitions duri 
to be calculated to obtain I
Allowable repetition
Allowable repetition can be calculated from fatigue equations developed by previous 
findings. Figure 5.10 shows the fatigue data obtained by several investigators.
1.00
:
0.00
V? °-80
to
° 0.70 ;
+J ■
£
W
tf) 0.80
©
H
•P
00
0.50
0.40
101 10* to3 10' 10P 10' Iff
Nurabcr o£ Load Repetitions to Failure, N£
1
Figure 5.10: Fatigue tests results on concrete
used by the Portland Cement 
lies below most of the
The broken line in Figure 5.11 shows the design
Association (PCA). It can 
failure points and is very 
for the calculation
equation relevant to that fatigue curve is
curve
be seen that the PCA fatigue
Therefore the author used that PCA fatigue
curve
conservative.
of allowable repetition from a particular load value. The
curve
is shown below. B
• •
■
f o r* okeq. 5.1
LogNf- 17.61 “ V *;
62
Where; Nf_No.of Repetition 
cr - Developed Stress 
Sc_ Flexural Strength
Expected Repetition
The expected repetitions were calculated from the eq 5.2.
_ 365 * APT of Vehicle * {(1 + Growth Rate) 20-1}
Growth Rate
The expected repetition was calculated assuming the growth rate of 3% for design life 
of 20 years.
eq. 5.2
if
Calculation procedure to determine a pavement thickness
Trial thickness 
Subgrade CBR 
Modulus of Rupture 
Load safety factor (LSF) - 1.2 
Designed period
- 125mm :
-12
-3.63 MPa
- 20 years
Table 5.2 Cumulative fatigue percent due to 5000 vpd in provincial roads
Fatigue Analysis
Maximum 
axle load
Fatigue
Percent
Allowable
Repetition
Expected
Repitition
Stress
Ratio
Stress
(MPa)
Multified 
by LSF(kN)Vehicle Type
Light Good 
Vehicle
0.007.31E+133,923,0750.210.7721.618
Medium Good 
Vehicle
HMD-
Medium Bus
0.281.77E+094,903,8430.471.7249.241 0.002.1E+113,432,6900.361.3037.231 9.85149342161.471,1530.592.1561.251Large Bus
31.28109746303,432,6900.60Large Lorries 
(< 8.5T)
Farm Vehicle
2.1862.4 0.0052 3.36E+121.961,5370.291.0530 41.4080625 Total
d for ADT of 5000. Total fatigue damage of 41 % 
is adequate for the design condition. The design has
calculateTotal fatigue percent was 
shows that the 125mm thickne
f
59% reserve capacity available for 
whether a 100mm thickness
heavy axle loads and also it raises a question of 
would be adequate for the above design. Separate 
not adequate because of the excessive
calculations showed that 4in thickness is 
fatigue consumption.
Developed stress within the slab is a 
subgrade reaction and axle load. Table 5.3
concrete slab for different subgrade conditions, pavement thickness and axle loads.
function of pavement thickness, modulus of 
- 5.6 can be used to estimate stresses in
By following the above calculation procedure suitable pavement thickness can be 
obtained for provincial roads based on load repetition and concrete properties after 
obtaining stresses from Table 5.3 - 5.6.
I
Table 5.3 Stresses for subgrade CBR of 8.5
Subgrade CBR 8.5
Stress (MPa)Axle Load 155 in 5.5 in 6 in4in(kN)
0.6040.807 0.6961.08222
0.8200.9451.0891.47530
1.3381.5441.7932.41349
1.0141.1651.3511.82037
1.6751.9312.2343.01361
1.6961.9582.2683.05462
Table 5.4 Stresses for subgrade CBR of 12
Si i ha rad e CBR 12
Stress (MPa)Axle Load 6 in5 in4in(kN) 0.5900.7721.02022 0.8001.0481.386
2.268
30 1.3101.72449 0.9861.2961.71737 1.6342.1512.83461 1.6552.1792.87562
I
f
Table 5.5 Stresses for subgrade CBR 0f 90
__________Subgrade CRRop
StressOyiPaAxle Load
(kN) 4in 5 in 6 in22 0.924
1.255
2.055
0.724 0.56430 0.986
1.606
0.76549
1.24837 1.551 1.213 0.945
61 2.565
2.599
2.013 1.565
62 2.041 1.586
Table 5.6 Stresses for subgrade CBR of 36
*Subgrade CBR 36
Stress (MPa)Axle Load
(kN) 4in 5 in 6 in
22 0.814 0.665 0.530
30 1.103 0.903 0.717
49 1.806 1.475 1.179
1.365 1.11037 0.889
f2.255 1.84161 1.469
2.289 1.868 1.48962
For the concrete property of mix B-3, suitable pavement thickness can be obtained 
from Table 5.7 based on the subgrade condition and ADT of the provincial roads.
Table 5.7 Pavement thickness for different ADT
Pavement Thickness for APT (in) 
2000 3000 I 5000
vpd____vpd
1000Subgrade vpdvpdCBR 5.55558.5 555512 555520 544436
CHAPTER 6
RECOMMENDATIONS
CONCLUSIONS AND
6.1CONCLUSION
The research was carried out to explore the 
rigid pavement construction. It 
as an alternative material for 
Concrete mixes with recycled
with natural aggregate, but the water content should be adjusted for water absorption 
of recycled aggregate.
possibility of using recycled aggregates in 
Was f°und that, the recycled aggregate could be used
normal aggregate in rigid pavement construction.
concrete aggregate can be designed in the same way as
1
When recycled fine portion together with coarse portion of recycled aggregate is used, 
it is very difficult to obtain a workable mix and other desired properties. This was due 
to the fact that recycled fine aggregates contain a large amount of adhered mortar, 
which results in difficulties in low slump, as well as a substantial drop in the modulus 
of elasticity and strengths. To overcome this problem only coarse fraction of recycled 
aggregate should be used.
Compressive strength of concrete made with recycled aggregate with a 100% 
replacement is less than normal aggregate concrete. The strength of recycled concrete 
is 15% lower than that of conventional concrete made with natural coarse aggregate.
modulus of elasticity of at least 58% of theThe recycled aggregate concrete has 
normal aggregate concrete.
used to reduce the water/cement ratio 
nt economy. Recycled aggregate concrete was
Plasticizing admixture (POZZOLITH 225) was
enabling ^ of c0„c«te *
hieved using plasticizing admixtures for recycled 
recommended to use superplaticizer to
achieved a
ratio. So cement economy couldn t be ac 
aggregate concrete mix. Theretore. it is 
improve the workability of recycled aggregate concre
66 M
r
Rigid pavement design and its perform^ 
but also the traffic loading in the ce depends not only the concrete properties
Proposed based he,raffle toadiHgl"'"™ SUi,able dim“
recycled aggregate concrete properties.
Following table provides summap, ofthe ask loa(I
analysis in provincial road.
Vehicle
Composition ESA Variation Maximum Axle LoadVehicle Type
Light Good Vehicle
(%) Lower Upper (kN)
8 0.00123 0.01396 31Medium Good 
Vehicle (< 8.5T) 10 0.00418 0.13354
0.00125
51Medium Bus 7 0.0001 18Large Bus 3 *0.01636 0.04797 41
Large Lorries
(< 8.5T) 7 0.02021 0.13866 
0.0001 0.0061
52
Farm Vehicle 4 25
Fatigue analysis (to control fatigue cracking) and erosion analysis (to control 
foundation and shoulder erosion, pumping and faulting) are the two design criteria in 
rigid pavement design. Fatigue analysis will usually control the design of light - 
traffic pavements while erosion analysis controls the design of medium-and heavy 
traffic pavement. Therefore erosion analysis was not considered to propose a 
pavement thickness for provincial roads. Fatigue analysis was regarded as the main 
parameter to propose a suitable width for rigid pavement.
stresses within the safe limit due toFatigue design criterion is to keep pavement 
repeated loads and thus prevent fatigue cracking.
ult of traffic loading stresses are high when wheels are 
Therefore vehicles should not allowed to drive to the edge at 
Traffic claming measures have to be
Based on the analysis res 
moving at the slab edge, 
all times unless in an unavoi 
proposed when designing the roads to 
traffic loading in provincial road J.05m slab w
idable circumstance.
void vehicles to move to the edge. Based ona
be proposed for those roadscan
with traffic claming measures.
in provincial roads for 125mm trial 
125 mm thickness is adequate for the design
due to repeated load 
41 %. It shows that the
Total fatigue damage 
thickness was
condition. Although the desi 
loads and also it raises a
for the above design. Separate cal«taio 
adequate because of the
gn has 59% reserve capacity available for heavy axle 
100mm thickness would be adequate 
ns showed that 100 mm thickness is not 
consumption. That proposed thickness is 
concrete properties and 5000 vpd.
question of whether a
excessive fatigue
125mm for subgrade CBR value of 12, mix B-3
Provincial roads can be constructed to a 
thickness of 125 mm with the following limitations.
pavement width of 3.05m and a pavement
subgrade CBR value of 12 
mix B-3 concrete properties 
and ADT of 5000
t
For the concrete property of mix B-3, suitable pavement thickness can be obtained 
from following table based on the subgrade condition and ADT of the provincial 
roads.
Pavement Thickness for ADT (in)
5000300020001000Subgrade
vpdvpdvpdvpdCBR
5.55558.5
555512
555520
544436
68
6.2 RECOMMENDATIONS
Coarse and fine recycled 
both the coarse and fine natural 
durability of concrete
aggregate should not be used together to entirely replace 
aggregate in concrete mixes because the strength and 
would be adversely affected. The use of the recycled fine 
aggregate has high water absorption, which is
aggregate is not recommended as the
detrimental to both fresh and hardened
research and field applications on recycled aggregate have been focused 
fraction.
properties of concrete. As of today, most
on the coarse
Fine recycled aggregate constitutes a large fraction of the end products of any C & D 
waste recycling operation. It is desirable to maximize the amount of coarse aggregate 
produced when concrete is recycled and initial separation of fine and coarse fractions 
is required at the end product of waste recycling operation.
I
Traffic claming measures should be used at the design stage such that vehicles not to 
to edges. The design width of the pavement should be wide enough to keep a 
lateral clearance.
move
Pavement thickness of 125 mm can be used to construct rigid pavement for provincial 
the concrete mix B-3 properties. The design has 59% reserve capacity
available for heavy axle loads with the subgrade CBR of 12.
road based on
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Concrete Institute; 2001.
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Management and Recycling, Kingston University, London.2004.
construction and demolition waste as
European Commission Report. Construction and demolition waste management practices 
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impacts, 1999. http ://europa.eu.intcomm/environmentwastestudies/cdwc&dwreport.htm.
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pp 46
APPENDICES
!
Appendix - A 
Appendix - B 
Appendix - C 
Appendix - D
ADT of Southern Provincial roads 
Axle load Survey data 
ESA of vehicles
Vehicle path and loading position
»
Appendix - A
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Appendix - C
■
V
:
8MLELOADSuryei
SlEanawai
^Saniya IDlRd £02007/12/12VEHSr AXLE
CONFIG
DIR
LOAD 
Passengers 
Passerv 
fassent
TYPENO
ORlG1 6l 1.2 DESTl
Avi&sawpiia
Avissawpiia^
Avissaweiia
Avissawella
Avissaweiia
Avissaweiia
Wijerama
Avissaweiia
Axle Load 
AXLE2 AXLE3Wjerama
1 62 1.2 AXLE1lers Wii2 63 1.2 ma 3 3335|ers Avissaweiia
WjerarnT~ 
AvissaweHa 
Wijerama 
^jerama 
Ehali
1 74 1.1 Erri| 3.115 3.4WS2 65 1.2 Passengers 3.31 4.111 56 1.2 Em 0.S8 0.72Wii1 67 1.2 Passengers 3.11 3.33
18 8 1.2 2.11Em 2.75
29 7 2.95oda1.1 3.11Food Items 
Timber.T/Li AvissaweiiaWijerama
Avissaweiia
Ehaliyagc
Ehaliyaqc
Wjerama
Wjerama
Avissaweiia
Avissaweiia
1 1.0110 8 1.2 072,[sjru 1.0352 6 0 685II 1.2 Em
2-52 7.66I2 1 7 1.1 Hardwerejtems 
Passengers
Wn
1.855 1.9951 713 11 la Avissaweiia 0.98 1.131 814 la12 Empty
Empty
Avissaweiia 1.38 1 941 815 12 Avissaweiia
Avissaweiia
Ehaliyaqoda
1735 1.325216 6 1.2 Passengers
Passengers
Passengers 
Empty 
Matal
1.71 1.3752I7 5 1.2 3.115 3.751 Wijerama18 6 1 2 1.525 2.215Wijerama Avissaweiia119 9 1.2 3.41 5.63Ehaliyagoda 
Avissaweiia 
Wijerama 
Ehaliyaqoda
__Avissaweiia
__Wijerama
__Wijerama
__Wijerama
__Avissaweiia
Avissaweiia220 15 1.1 1 2.15 2.26
Wijerama1 102I 1.22 Tirnber.T/Loqs.Tm 
Passengers 
Passengers
0.63 2.46 2.72
Avissaweiia122 6 1.2 0.61 2.53 3.26,
Avissaweiia223 6 3.031.2 4.765
Wijerama 3.6624 1 7 4.961.1 Food Items Deraniyaoala 1.1 1.0525 1 9 1.2 Empty
Avissaweiia
Avissaweiia
2.165 1.81126 6 1.2 Passengers
2.8 5.315227 15 1.1.1 Asphalt Wijerama 0.445 1.99 3.08228 6 1.2 Passengers Avissaweiia
Avissaweiia
Wijerama 2.9 4.0929 2 6 1.2 Passengers
Wooden Prod 
Empty______
Wijerama 0.465 2.53 3.430 1 7 1.2 Wijerama Puwakpitiya 1.39 1.17231 15 1.1.1 Avissaweiia 0.605 0.97 0,675Wijerama
32 1 6 1.2 Passengers Wijerama Avissaweiia 2.335 3.08
33 1 6 1.2 Passengers Wijerama Avissaweiia 3.585 4.91
34 1 8 12 Empty Avissaweiia Avissaweiia 2.31 1.41
35 2 6 1.2 Passengers Avissaweiia Wijerama 2.485 3.52
36 2 7 1.1 Empty Avissaweiia Wijerama 1.39 1.035
37 2 7 1.1 Wooden Prod Avissaweiia Wijerama 1.085 0.87
Wijerama Avissaweiia 1.725 2.6138 2 9 1.2 Empty
2.87 4.46AvissaweiiaWijerama39 1.2 Passengers2 6
1.545 1.045AvissaweiiaWijerama1.2 Empty40 2 8
1 335 1.305AvissaweiiaWijeramaEmpty41 2 7 1.1
3.53 3.66WijeramaAvissaweiiaPassengers42 2 1.26
0.985 0.75WijeramaAvissaweiiaEmpty43 1.12 7 2.54__3,2WijeramaAvissaweiia
Avissaweiia
Passengers1.244 2 6 1.09 0.72Wijerama1.1 Passengers45 2 7 2.19 3.735,WijeramaKandyWooden Prod1.246 2 8 2.315 5.76AvissaweiiaWijeramaPassengers1.247 61 2.14 4.97WijeramaAvissaweiiaMatal48 2 8 5.4052.31AvissaweiiaWijeramaPassengers1.249 61 0.84 0.51TalduwaWijeramaWooden Prod1.150 2 7 1.37 2.735WijeramaAvissaweiiaPassengers1.2 1.43 15251 62 WijeramaAvissaweiiaRnhber/Rubber Prc 3.28 5.7751.252 2 8 AvissaweiiaWijerama
Avissaweiia
2.075 4,3151.2 Passengers53 6 Wijerama
0.99 0.695Passengers1.254 2 6 Ehali)Wijerama
Avissaweiia 
Wijerama _
Avissaweiia 
Wijerama . 
Wijerama _
0 715 0.445 
1.305 1-21
2.25 3.68
Wooden Prod1.255 Pinnawala _
Avissaweiia_______
1 8
Em]1.156 72
Wooden Prod1.2 Wijerama _
Avissaweiia 
Avissaweiia 
Wijerama _
57 1 8 3.71 554Passengers
Passengers
1.258 2 6 1.67 3.28
1.125 1-161.259 6 Passengers1.260 6 2.605 3.61KaGroceries _
Passengers
Wiii1.161 72 0865 0-43
0.92 0-87
Avissaweiia
Wijerama__
Wijerama _ 
wijerama _
1.2\62 2 6 Avissaweiia
Avissaweiia
Avissaweiia
Empty1.1 0.463 71 0.79
Em|1.2 2.76 4.60564 81
Empty, 0.871.1 0.9265 1 7 Wij Wii!Passengers^ 0.420.4451.2 Avissaweiia61
4.01passengers __
piartrinal Goods.
2.5051.167 2 7 la Avissaweiia
1.168 72 Wijeramapassengers1.269 61
Note:
Direction :
1- Panawala
2- Maniyangana
. !.
;
:
■;
]
]
-
AXLELOADSurve 2l£!ji!!a^J!anawiia.
Jo Chillaw
LOAD
IglPassifST 
12 Passen
11 fish/dryFi^h
12 Passengers
■^InamadamaRd on 2007/11/29
Sr VEH IgJranawila 
ORIG
AXLE
CONFIG
DIRiNO TYPE
l 1 Axle LoadA DISTl2 AXLE1 |AXLE2j AXLE32 j^'pattu Sanrti nP|,
Chilaw 
Chilaw
^fiattuSanct
6, Chilaw3 ers 1.721 2.1612 71 Wilpattu Sanrhtary
Sanctuary
1.9251 Z73I4 1 A wa 0.705 0.5l5 1 7| 1.1 uary ChilawEm 1.1951 1A3l6 Wilpattu Sanctuary
Wfpattu Sanctuary
Wlpattu Sancti iary
Chilaw
1 5] 1.2! Chilaw
Chilaw
Chilaw
Passengers
Empty
0.6051 0.44517 1 7, 1.1 1.1751 2.20518 A 71 1.1 Coconuts 1.21| 0-71519 A 6, Wilpattu Sanctuary12! Passengers 0835] 0.621Chilaw10 _A I Wilpattu Sanctuary
Wennappuwa
11 Fish/dry Fish Z1751 3.431Chilaw_________
Wilpattu Sanctuary 
Wilpattu Sanctuary 
Wilpattu Sanctuary 
Chilaw 
.Chilaw 
tChilaw
11 1 6I 1-21 Passengers 
Fish/dry Fish 
12 Passengers 
12 Passengers 
1.2 Empty
0.421 0.4951
12 1 Chilaw
Chilaw
7' 1.1 1.841 2-74! ;13 1 6! 08] 0.52]
14 [Chilaw2 ;A 1.931 JA2\ t15 Wilpattu Sanctuary
Mahawewa
2 81 1.21 yo6i
)16 2 15 1.69] 1-575!1.1.1 Empty
Wilpattu Sanctuary17 2 0.4851 1.061 0.54517 u Empty i
•1
iChilaw Wilpattu Sanctuary18 0.68| 0.365;1 6 12 Passengers
Passengers
Livestock_____
Empty
Wilpattu Sanctuan/ [Chilaw 2.64| 4.445119 2 6 1.2 Chilaw Wilpattu Sanctuary 2.01] 2.725120 2' 1.1 Chilaw
Chilaw
Negombo 1.5951 1.43121 2 7 1.1 Wilpattu Sanctuary 0.58] 0.43!22 2 7 1.2 Empty
Passengers
[Chilaw Wilpattu Sanctuary 0.975] 0.62!23 1 A 12 Wilpattu Sanctuary [Chilaw 2.351 2.85!24 1 7 1.1 Empty Wilpattu Sanctuary [Chilaw 1.04] 0.92125 1 A 12 Passengers Wlpattu Sanctuary Chilaw 1075] 18912_6 2 f6 Passengers Chilaw Wlpattu Sanctuary 2.281 2.38127 1 a 12 Passengers Wlpattu Sanctuary iChilaw 132] 1625!28 2, 7 1.1 Salt Bags
Empty
Passengers
Chilaw Wlpattu Sanctuary 0.771 1715!
29 2i 7 11 Chilaw [Wlpattu Sanctuary | 1.0251 0.59l
30 1 6, 12 Wilpattu Sanctuary Chilaw 1.5551 3.4051 f
.31 1 71 1.1 Livestock Mahawewa Chilaw 0.535] 0.67!
32 1 1 Empty11 [Wlpattu Sanctuary IChilaw 0.835] 0.56l
33 A1 12][Machines Marawila Chilaw 1.25| 1841
34 2. 61 Passengers Chilaw Wlpattu Sanctuary 2.161 2.78'
35 2 6] LA Empty Chilaw Wlpattu Sanctuary 1.75| 1965
36. 2' 71 1.1 Fish/dry Fish [Chilaw Mahawewa 0.87] 0.8351
;[Chilaw Wlpattu Sanctuary I 0.435] 1.12] 0.45I111 Water37 2 15|
1.291 145'Wlpattu SanctuaryIChilawA 1.2 Food Items2<38
l Wilpattu Sanctuary | 0.955] 0.49]Chilaw jEmpty7 1.139 2
0.99| 1321Wilpattu SanctuaryiChilawRice/Paddy7! 11240
[Wilpattu Sanctuary I 1.835] 2^53Chilaw1-2 PassengersA241 0.96| 0.6351[Chilaw[Wilpattu Sanctuaryu EmptyT42 1 2.291 3.48IChilawWilpattu Sanctuary
Chilaw_________
Passengers1.216143 126] 1.841I Wilpattu SanctuaryPassengers1215244 1.44| 3.5151IChilawWennappuwaFaultry FoodsLAA145 Q.69| 0.48ChilawWilpattu Sanctuary 
Wilpattu Sanctuary
Electrical Goods117146 0.885] 0.49ChilawEmpty
Fish/dry Fish
Passengers
Empty
Passengers
Water
Empty
117147 0.981 0.821[ChilawWilpattu Sanctuary
Wilpattu Sanctuary
Wilpattu Sanctuary
117148 2.071 2.74IChilaw
Chilaw
LAA149 0.9451 0.4451
11750 196| 17051ChilawWilpattu Sanctuary
Wilpattu SanctuaryLA651 15051 1671Chilaw1.2A152 10251 0.46Wilpattu Sanctuary[Chilaw1112]53 2.4551 1541Wilpattu SanctuaryChilawEmpty
Water
1.11A54 0.69] 1246'Chilaw[Wilpattu Sanctuary1.1.11A1 0.8351 0.435155 Wilpattu SanctuaryChilaw
Chilaw
EmptyU7j 10151 1415!A56 Wilpattu Sanctuary[Wooden ProdLAA 0.45] 0.435'A57 MarawilaAnamaduwa_____
Wilpattu Sanctuary 
Chilaw__________
Wilpattu Sanctuary
Wilpattu Sanctuary 
Wilpattu Sanctuary 
Chilaw__________
Chilaw_________
Chilaw_________
Wilpattu Sanctuary 
Wilpattu Sanctuary 
Wilpattu Sanctuary
Food ItemsU 14l 155]158 Chilaw
Empty
Empty
LA 1031 0.63’81 Wilpattu Sanctuary59
LI 2.0651 3.595]160 ChilawPassengersLA 105 0.92561 IChilaw61 Empty1-A 2.131 3.285!1 Chilaw62 Passengers 1185 0-79
133 0-78
0,87 1155 
118 0.795
1.A6 Wilpattu Sanctuary163 Empty_LI [Wilpattu Sanctuar7A64 Food Items
Fruits
LA7 Chilaw
Chilaw
265 LA72166 1955 3.325
2.585 4.545
Empty1.1 Chilaw167 Passengers
Passengers
LA6l Chilaw168 LAA169
i
70 2 8 1.2 foodltems7l 2 Madamre (Ph.) 
WjpattuSanoi
7 1.1 Em Wilpattu Sancharv72 6.651 3.227 1.1 Emi Chilaw73 T24l 0.831 Wtl8 g^tu Sanctuary 
gttu Sanctuary
1.2 Groceries
Fjshg^Fiih
Chilaw
Chilaw
74 0.69 0.792 Wil-1.2 1.375
1.705
1.1875 1 Chilaw
Nattandi
1.1 Tea Wennappuwa
Puttalam
2.1176 1 7 1.1 Emi 0.92 1.0477 Will1 7 sattu Sanrti iary 
. Wilpattu Sanctuary 
- WilPattu Sanctuary
_ Chilaw
Negombo_____
Wilpattu Sanctuary 
Wilpattu Sanctuary
1-1 Empty 
1-1 Empty 
LZ Passengers 
i-1 Fish/dry Fish 
Passengers 
T1|Food Items
Chilaw 0.87 1.6378 1 7l Chilaw 1.01 0.57579 2 6 Chilaw 0.871 0.5880 1 Wilpattu Sanctuary
Chilaw
2.32 3Z75181 1 5 1.2 0.505 0.67
82 1 7 Chilaw 1.345 2.34
Note: Chilaw 1.335 0.85 :
;Direction:
1- Chillaw
2- Iranawila
t
I
i
■S
i
i
!
:
i
*AXLE LOAn Qurvn
^ilathujuoya
Jo Bathulupya
LOAD
Passenners~~ 
hi Passengers' 
UjWo^^p^— 
12 '
1-2 Passengers 
Empty 
Fruits
■^walahandr
—yJoDg^alahandiya
[j-_Rd on 2007/12714
Sr VEH AXLE
CONFIG
DIRNO TYPE
Axle LoadORlGl DESTI1 6 AXLE1 AXLE2 AXLE 32 2 Wil|6 ttu Sanctuary Chilaw3 1 2.6Chilaw 3.49
Wilpattu Sanctuary 
Chilaw
4 2.751 3.825Will8 ggu Sanctuary 
gttu Sanctuary 
Wi'pattu Sanctuary 
Wilpattu Sanctuary 
Moattu Sanctuary 
_ -pattu Sanctuary 
Battulu Ch/a L
Chilaw_____
Kuruneqala_____
Wilpattu Sanctuary 
Wilpattu Sanctuary
Wilpattu Sanctuary
Wilpattu Sanctuary 
Wilpattu Sanctuary 
_ Wilpattu Sanctuary 
_ Wilpattu Sanctuary 
_ Wilpattu Sanctuary 
Wilpattu Sanctuary
Chilaw________
Wilpattu Sanctuary 
Chilaw
Em5 3.8 6.21 Will6 Chilaw
Chilaw
1.6956 1.3151 8 1.2 3.655 6.5457 1 7 1.1 Chilaw 1.85 1.8358 1 7 1.1 Minuwanqoda
Chilaw
Emi 1.67 1.835Wil9 2 8 1.2 Empty "
Passengers
Passengers
1.13 0.9710 2 6 Wilpattu Sanctuary1.2 1.99 1.635
6 Wilpattu Sanctuary1.2 3.755 4,33512 1 7 Chilaw1.1 Emi 3.8 5.51513 1 Chilaw8 ;1.2 Empty
Bricks______
Empty ~
Empty
Empty_______
Passengers
Food Items
Food Items 
Plastic Product 
Empty
Empty_____ _
Empty_________
Rubber/Rubber Prc
1.055 0.445'14 1 Battulu Oya8 1.2 1.685 1.41 }I5 Madampe (Chi)
Kiriyankalli
1 3.011.2 7.12
16 8 1.58 i1.151.2 Chilaw17 8 1.33 0.8551.2
Chilaw18 1 6 1.71 1.591.2 5
UChilaw19 1 4.23 5.4318 1.2
Wennappuwa 2.0520 4.551 8 1.2
Wennappuwa 2.27 4,81521 21 8 1.2
Katupotha 1.47 2.6822 9 1.2 Chilaw 3.54 3.04523 2 7 1.1 Wilpattu Sanctuary 0.805 0.54524 1 7\ 1 1 Wilpattu Sanctuary Chilaw 0.785 0.5325 2 8 1.2 Chilaw Wilpattu Sanctuary 1.935 2.6126 2 6 1.2 Passengers Chilaw Wilpattu Sanctuary 3.845 4.6827 1 8 1.2 Empty Katupotha Battulu Oya 1.37 1.3928 1 6 1.2 Passengers Wilpattu Sanctuary 
Wilpattu Sanctuary
Wilpattu Sanctuary
Chilaw 4.27 6.2629 1 7 1.1 Empty 3Chilaw 0.765 0.495
30 1 8 1.2 Motor Spare Parts Chilaw 1.81 1.355
31 2 8 1.2 Plastic Product Battulu Oya Katupotha 1.73 2.095
32 2 7 1.1 Food Items Cummalasuriya Katupotha 0.73 0.595
33 1 7 1.2 Empty Katupotha Chilaw 1.105 012
34 2 8 1.2 Food Items Palugassegama Katupotha 2.085 2.68
Livestock35 1 8 1.2 Katupotha Kandana 2.025 1.93
Concrete Beams I Palugassegama1.2 Katupotha 1.655 1.6936 2 8
3.395 5.695Chilaw KatupothaPassengers2 6 1.237 2
2.125 5.42ChilawPassengers Katupotha1.21 638
lArachchikattuwa 1.985 2.575KurunegalaPVC Product1.2839 1 :
1.355 0.78ChilawKatupothaEmpty1.27140
4.3053.41ChilawWilpattu SanctuaryPassengers1.26141
1 Chilaw
I Chilaw
3.65 5.03Wilpattu SanctuaryPassengers1.26242
1.225 1.125AndigamaCoconut Prod1.17243 1.31.461ChilawI Katupotha
Katupotha
Anamaduwa
Empty_______
Plastic Product
1.26144 1.4751.61Chilaw1.28145 1.305 2.065ChilawGroceries 
Steel Prod
Cement , —______
p, .hhPr/Ri ihher Pro: .leaombe _
Chilaw_______
j Katur rtha 
fiJiluaassegama 
IcatLicctha 
j Wennappuwa
1.1746 1.66 1.76KatupothaChilaw1.28247 1.895 2.47KatupothaChilaw1.17248 1.31.545Katupotha1.28249 1.64 1.285KatupothaEmpty12l8250 1.555 1.55ChilawEmpty1.281 1.17 1.3651 KatupothaPlastic Product1.2i82 1.145 0.6352 Chilaw
Empty1.28 0.64 0.53153 KatupothaCoconut Prod1.1 4.15 6-53571 Wilpattu Sanctuary54 I Chilaw
____ iKatupott- ■
7KatufQ‘.h-'
Fmptv ___
r-ement Prod/Terro_ tna__
(Colombo
Passengers
Empty 
Empty .
1.2 1.515 1-7156 Negombo155
1.2 0.71 0448 Chilaw156
0.56 1.07 0.6551.17 Battulu Oya157
1.655 1.52'1.1.1 Kiriyankalli15158
2.715 5.0551.2 Katupotha8259 Cement1.29i160
Note:
Direction:
1- Bathuluoya
2- Dewalahandiya
<LE LOAD Survf> ^^yellaJDelgoda
^LKjrillawala -uhm
ila Rd on 28-11-2007
VEH AXLE
CONFIG
NO DIR
load type
Passengers
TYPE
ORIGIN Axle Loaddistination2l 5 1.2 AXLE1 AXLE3AXLE2Kiriiiawala
Kiriiiawala
Kelaniya
Kiriiiawala
22 7 1.1 Delgoda
Kaduwela
Delqoda
Kaduwela
1.44 1.66
23 8 1.2 Emi 1.28 0.845
24 7 1.1 Salt Baas 
Non Durable Items
1.545
1.195
0.975
15 8 1.2 1.19
Delqoda
Delqoda
Kelaniya
Delqoda
1 Kiriiiawala
Colombo
Nawaqamuwa
Kiriiiawala
6 7 1.1 1.305 1.44Em
17 9 1.11.2 0.945Emi ;18 8 3.285
1.385
3.031.2 Empty
29 8 0.981.2 Emi Kiriiiawala
Kiriiiawala
Delgoda
Delqoda
Delqoda
Kiriiiawala
Rajagiriya
Kiriiiawala
}2 1.545
0.725
1.415
0.615
1.465
1.205
0.285
1.325
0.385!
10 7 1.1 Em
1ll 8 1.2 Errr
u212 7 1.1 Motor Spare Party; 
Empty
Kiriiiawala
Delgoda
113 8 1.2
1.141 814 1.2 Empty Delgoda Kadawata 3.735 3.615115 8 1.2 Empty Weboda Dekatana 1.67 1.29216 7 1.1 Empty sYVeboda Kiriiiawala 0.74 0.3351 917 1.2 Empty Delgoda Kiriiiawala 1.375 1.005
118 7 1.1 Food Items Delgoda Kiriiiawala 0.745 0.44
2 919 1.2 Empty Kiriiiawala Delgoda 1.345 1.285
1 920 1.2 Empty Delgoda Kiriiiawala 1.345 1.285
2 721 1.1 Empty Kiriiiawala Kirindiwela 1.105 0.75
2 822 1.2 Hardwere Items DelgodaKiriiiawala 0.94 0.715
223 7 1.1 Empty Kiriiiawala Delgoda 1.4 1.065
2 8 1.224 Empty Ja-Ela Delgoda 1.61 1.37
1 8 1.2 Empty Delgoda 2.2925 Kadawata 2.165 :
2.12 4.85Kiriiiawala Kiriiiawala6 1.2 Empty126
0.96 0.505Delgoda Kadawata1.1 Empty1 727
4.994.18DelgodaColombo1.2 Passengers2 628
1.715 1.705KiriiiawalajWeliweriyaMedince1.2829 1
1.21 0.95KiriiiawalaWeliweriya1.1 Empty730 1
1.3851.315DelgodaKiriiiawala1.1 Empty7231
2.04 3.06DelgodaMinuwangodaEarth/Soil/Clay1.1732 2
1.48 1.215Delgoda
Kiriiiawala
Kiriiiawala1.2 Empty833 2 4.9752.175DekatanaMatal1.281 0.640.84DelgodaKiriiiawala
Kiriiiawala
Empty1.1735 2 1.171.51DelgodaEmpty1.2836 2 1.33 1.08Kalutara NorthKadawataPlastic Product1.2837 2 1.1951.45DelgodaMahabageEmpty______
Wooden Prod
1.2838 2 2.031.275KiriiiawalaDelgoda
Delgoda1.1739 1 5.682.01Imbulgoda
ColomboMatalPassengers
1.2840 1 4.553.54Delgoda
1.26 1.7 4.541 1 KiriiiawalaKaduwela
Matal1.2 6.905
0.935
7.13842 1 Kiriiiawala
Kiriiiawala
Delgoda
Kiriiiawala
Kiriiiawala
Colombo
Kiriiiawala
Cement
Empty .
1.22 0.811043 1
1.1 0.955
1.935
3.205
1.265
1.805
1.695
44 1 Kiriiiawala
Delgoda^
Delqoda
Emj1.1745 2
Soaj1.2846 1
Cement1.2847 1
T
1 848 1.2 Matal
Kadawata
Delgoda
Negombo
Delgoda
Kaduwela
Kirillawala
Delgoda
Delgoda
Kirillawala
Kirillawala
Mahabaqe
Mahabaqe
Delgoda
1 849 1.2 Em Kirillawala
Kirillawala
3.6851.7051 850 1.2 Vegetables
Empty
4.8951.54
1 751 1.1 Kirillawala
Kirillawala
1.25 1.035
0.9551 852 1.2 Emi 1.265
2 853 Kirillawala
Delgoda
Kirillawala
Ganemulla
1.2 Em 0.95 0.66
1 854 1.2 0.92Emi 1.46
1 855 1.2 1.345 1.285
1.875
Plastic Prodnrt
2 856 1.711.2 Em
Delgoda
Biyagama
Kirillawala
Weliweriya
Kirillawala
2 8 1.53 1.0657 1.2 Earth/Soil/Clai
Earth/Soil/CIa;
Earth/Soil/cia'
1 8 1.1751.4758 1.2
2 2.17 4.33859 1.2 ;5.962.561 860 1.2 Matal
!1.785 3.7551 861 1.2 Empty Biyagama Kirillawala 1.45 0.871 862 1.2 Matal Delgoda Kirillawala 2.035 4.912 863 1.2 Hardwere Items Kirillawala ■5Kadawata 1.795 1.861 864 1.2 Empty Imbulgoda Moratuwa 1.08 0.5752 765 1.1 Hardwere Items Radawana Delgoda 1.24 1.142 966 1.2 Empty Kadawata Delgoda 2.185 1.9551 9 1.267 Rubber/Rubber Pro Kadawata Kirillawala 1.58 1.455
1 9 1.268 Empty :Delgoda Kirillawala 1.44 1.35
2 9 1.269 Rice/Paddy Kirillawala Delgoda 2.74 3.395
2 8 1.270 Asbestos Kirillawala Aturugiriya 1.58 0.995
2 7 1.1 Empty71 Kadawata Delgoda 0.3950.465 2
2 7 1.1 Food Items72 Kirillawala Delgoda 0.76 0.5
1 8 1.2 Matal73 Delgoda Kirillawala 2.09 4.56
2 8 1.2 Empty Ganemulla Delgoda 1.68 1.474
2 8 1.2 1.24 0.74Empty Kirillawala Kaduwela75
2.635 3.731.2 Empty Ganemulla Delgoda2 876
1.5451.475KirillawalaKottawa1.2 Empty1 877 :
2.472.175DelgodaGanemullaEmpty Barrel1.28278
2.36 4.525DelgodaKirillawalaEarth/Soil/Clay1.22 979
1.76WeliweriyaKadawataFood Items1.29280
0.930.85GampahaDelgoda1.1 Empty7181 1.151.44DelgodaKirillawala1.2 Empty8282 1.461.64KirillawalaMalwana1.2 Empty8183 3.3952.26Kaduwela
Kirillawala
Kirillawala1.2 Passengers6284 1.2151.46DelgodaEmpty1.28185 0.9651.595Kirillawala
Kirillawala
DelgodaEmpty1.2886 1 1.491.335DelgodaEmpty1.2887 1 4.0852.05DelgodaKirillawala
Kirillawala
Empty1.282 1.0331.011Delgoda
Empty1.2889 2 1.0250.955KirillawalaDelgoda
Delgoda
Empty
Empty
1.28 1.07590 1 1.4Kirillawala
1.2 0.871.585891 1 KirillawalaDelgoda
Delgoda
Delgoda
Empi1.2 3.0953.185892 1 Colombo
3.49Emi 2.321.2 Kirillawala693 1
4.565Empty________ -
Matal_____ _—
2.1551.2 Kadawata94 1 Kirillawala
1.1751.611.2 Kirillawala
Kadawata
Kadawata
895 1 Malwana 4.2251.835Em1.2896 1 Puqoda
Kirillawala
Kaduwela
3.681.785Rand __
Matal — 
Wooden Prod
1.2897 1 0.821.225Kadawata1.1798 1
1.2899 1
1'
1100 6 1.2 Emi
Delgoda2101 8 1.2 Colombogarth/Soil/r.iaw 3.6753.28Kirillawala2102 8 1.2 KirillawalaEm 3.9252.15Kirillawala
Nugeqoda
Delaoda
2103 7 1.2 Delgoda
Delgoda
Textiles
Passengers
Passengers
0.7851.265
1104 5 1.2 1.22 1.27
1105 5 Kirillawala1.2 2.035 4.165
Thihariya2106 8 Kirillawala1.2 1.355 1.74Em Kadawata
Delgoda
Kelaniya
Kadawata
1 8 Kaduwela
Kirillawala
Kirillawala
107 1.2 1.735 1.55Emi
2 8108 1.315
1.425
1.351.2 Emi
2109 7 1.251.1 Empty
Medince Biyagama2 8 1.135 0.64no 1.2 Ragama Delgoda2 1.805 1.6059111 1.2 Em Delgoda ;Kirillawala 1.785 11 8ll2 1.2 Empty Delgoda Kirillawala i1.49 1.1 8ll3 1.2 Empty Delgoda Kirillawala 1.525 1.12 8ll4 1.2 lEmpty Kirillawala Delgoda 1.445 1.0552 8115 1.2 Earth/Soil/Clay Kirillawala Delgoda 2.235 4.16 51 8116 1.2 Matal Delgoda Kadawata 2.1 5.185
Note:
Direction :
1- Kirillawala
2- Udupila i
i
;
:
1AXLE LOAD Survey at |r
^liOflala^Deiia
^iMorawakaRoad on 05-12-2007
VEH AXLE
CONFIG
Sr NO DIR
LOAD TYPE
Passengers 
Wooden PrnH 
Passengers 
Passengers 
Empty 
Passengers
Sand
TYPE ORIGIN Axle LoadDESTINATION1l 6 1.2 AXLE1 AXLE2 AXLE3
Morawaka
Middeniya
Neluwa
Morawaka
Galle
Morawaka
Neluwa
Neluwa
Neluwa
Morawaka
Neluwa
12 8 Galle
Neluwa
Morawaka
Neluwa
Morawaka
Galle
Morawaka
Morawaka
Morawaka
Neluwa
Morawaka
1.2 3.45 3.35
23 6 1.2 2.065 4.23
14 6 1.2 2.31 2.74
25 6 2.6251.2 2.54
16 6 1.92 2.241.2
27 15 1.97 2.411.1.1 :
2 0.5 1.65 1.988 15 1.1.1 Em
0.525 1.035 0.4929 6 1.2 Passengers
Passengers
Empty
!2.29 2.7110 6 1.2
2.28 2.99211 7 1.1 c
'll0.985 0.58112 6 1.2 Empty Udugama Neluwa 2.35 1.98213 8 1.2 Empty Neluwa Morawaka 1.055 1.135114 15 1.1.1 Empty Morawaka Neluwa 0.45 1.045 0.75115 6 1.2 Empty Morawaka Neluwa 2.35 1.98 i216 6 1.2 Passengers Udugama Morawaka 1.89 2.9
117 15 1.1.1 Empty Morawaka Neluwa 0.44 1.05 0.76 -
2 1518 1.1.1 Fertiliser Neluwa Morawaka 0.44 1.635 1.8
2 819 1.2 Sand Neluwa iMorawaka 1.435 2.965
1 720 1.1 Empty Ratnapura Neluwa 1.095 0.89
1 6 1.221 Empty Morawaka Neluwa 1.9 2.85
1 8 1.222 Food Items Morawaka Neluwa 1.165 1.55
1 15 1.1.1 Sand23 Morawaka Neluwa 0.38 1.32 1.565
2 6 1.2 Empty Udugama Morawaka 1.86 2.06524
1.095 0.89Morawaka1.1 Neluwa7 Empty =225
1.86 2.065Morawaka Udugama1.2 Empty1 626 !2.5 2.25NeluwaMorawaka1.2 Empty9127
1.2 1.45NeluwaWaralla1.2 Milk8128
1.915 3.675MorawakaNeluwaSand1.28229 ;
2.75 3.09GalleMorawaka1.2 Passengers6130 2.32.45MorawakaNeluwa1.2 Empty9231 2.65 2.9NeluwaGalle1.2 Passengers6132 0.91.05Neluwa
Neluwa
MorawakaEmpty1.17133 1.06 1.15MorawakaEmpty1.28134 3.475 3.34MorawakaGalle1.2 Passengers6235 1.105 0.620.53MorawakaNeluwa
Morawaka
Morawaka
Morawaka
Empty1.1.115236 1.150.53NeluwaEmpty __
Empty
1.1.115137 0.5950.935Neluwa
1.11 3.4538 2.585Galle
Empty1.26 1.8351 0.5339 MorawakaNeluwa
Neluwa
Morawaka
Morawaka
Neluwa
Sand1.1.115 0.7952 Morawaka40
Empty __
Passengers
1.1 2.785 2.8672 Galle
Neluwa
41
1.2 1.15 0.70.546142
Emj1.1.1 0.59 1.395 0.815Morawaka15143 Passengers1.1.1 0.55 1.14Morawaka
Morawaka
15244 Neluwa
NeluwaEmj 0.891.1.1 1.115245
Emj1.1746
’
:
47 1 7 1.1 Passengers
Sand
Steel Prod
48 2 Morawaka
Neluwa
Meegoda
Kotapola
_Morawaka
Neluwa
8 1.2 Neluwa
Morawaka
Morawaka
Neluwa
Galle
Morawaka
1.81.35249 8 1.2 1.755
1.245
3.84
150 15 1.1.1 Emi 1.1
151 6 1.2 Emi 0.650.56 1.12
252 6 1.2 _Empty 2.6 2.75
2.84 3.565
Note:
Direction :
1- Neluwa
2- Morawaka :
i
i
:
u
;
l
l
;
:
!
i
Appendix - D
;
j
j
i
?
r
:
;
s
!
i
Middle, lft Away from Corner
64 in Comer
64 in
§ 00 * S S § «
3 * 53 " s * $
2 3 K § S 
* S K R 5
o
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