https://insight.piscomed.com/index.php/ICE <table> <tbody> <tr style="vertical-align: top;"> <td style="text-align: justify;"> <p><em>Insight - Civil Engineering </em>is an academic journal of civil Engineering and engineering management, which is issued globally. Our mission is to publish original research papers in civil engineering, which can reflect the latest research trend and development direction of civil engineering and engineering management discipline. The journal also seeks to provide reference to civil engineering and engineering management in areas related to teaching, scientific research and engineering application.</p> </td> <td> <div id="cover_section"><a style="font-size: 10px;" href="/index.php/hrms" target="_self"><span style="color: #000000;"> <img src="/public/site/images/reviewer/journalThumbnail_en_US5.jpg"> </span> </a></div> <div id="issn_section"><br><span class="issn_num">ISSN:2630-4716(O</span><span class="issn_num">)</span><br><br><img src="/public/site/Open_Access.png" alt="" height="20px"></div> </td> </tr> </tbody> </table> PiscoMed Publishing Pte Ltd en-US Insight - Civil Engineering 2630-4716 https://insight.piscomed.com/index.php/ICE/article/view/660 <p>Materials for road shoulder reinforcement must fulfill two essential requirements. Firstly, for road safety reasons, they must have a permanently high bearing capacity so that vehicles that leave the carriageway do not sink in and cause accidents. This bearing capacity and stability of the surfaces is mainly ensured by the gravel content. Secondly, they must have a high retention and binding capacity for pollutants, as road surface water seeps into the verge area. This protects the subsoil and groundwater and is achieved by the sand and fines content of the soils. There are many different ways in which verge reinforcement can be constructed.</p> Kerim Hrapović Copyright (c) 2025 Kerim Hrapović https://creativecommons.org/licenses/by/4.0/ 2025-01-15 2025-01-15 8 1 660 660 10.18282/ice660 https://insight.piscomed.com/index.php/ICE/article/view/657 <p>Using conventional methods of concrete production to achieve expected results is challenging, hence the use of chemical admixtures which is also little researched in Ghana. The study conducted a concrete mix design for project construction, following significant challenges encountered in attaining the desired strength of 30MPa at a slump of S3 (100-150mm). To address the challenge, a concrete mix design was produced according to EN 206 standard mix design at the laboratory of the Council for Scientific and Industrial Research (CSIR)-Building and Road Research Institute (BRRI)-Ghana. A chemical admixture consisting of high-range water-lowering sulfonated naphthalene formaldehyde (SNF) was used in the design. Once the laboratory mix design was completed, the concrete mix proportions were adopted for field application. When employing 385kg/m³ of Portland cement, a water-to-cement ratio of 0.49, a water content of roughly 189kg/m³, and an admixture content of 3.28kg/m³, the laboratory mix design yielded a 28-day compressive strength of 37 MPa (5366 psi). After 28 days of curing, both the laboratory (37MPa) and field-prepared (31MPa) concretes met the minimum strength of 30MPa with the laboratory-controlled concrete exhibiting compressive strength results that were approximately 16% greater than those of the field-prepared concretes.&nbsp; The report revealed that the use of SNF resulted in 18% savings in cement thereby reducing carbon emissions and 5% savings in cost, urging a case for the use of chemical admixtures for structural and non-structural concrete components of the project for the sake of durability, sustainability and cost.</p> Joseph Ignatius Teye Buertey Mark Bediako Emmanuel Appiah-Kubi Timothy Ametefe Copyright (c) 2025 Joseph Ignatius Teye Buertey, Mark Bediako, Emmanuel Appiah-Kubi, Timothy Ametefe https://creativecommons.org/licenses/by/4.0/ 2025-01-23 2025-01-23 8 1 657 657 10.18282/ice657