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Operational Maintenance Strategies for Roads and Highways- Dr. S. S. Seehra

Operational Maintenance Strategies for Roads and Highways- Dr. S. S. Seehra

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Published by D.V.Bhavanna Rao
Operational Maintenance Strategies for Roads and Highways
Operational Maintenance Strategies for Roads and Highways

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Published by: D.V.Bhavanna Rao on Mar 24, 2011
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07/09/2014

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Operational Maintenance Strategiesfor Roads and Highways
Dr. S. S. Seehra
,
Chief Pavement, Materials & Geotech Engineer,Span Consultants Pvt. Ltd. New Delhi
Introduction
Connectivity between towns, cities and different areas is an essentialcomponent in the development of a Nation. Roads and Railways provide thisconnectivity. High speed road corridors have been one of the most vitalinfrastructure in the overall socio–economic development of the country. In thepast few years Government of India has taken up development of thisimportant infrastructure on priority basis in a big way and the national roadnetwork has improved a lot when compared to the situation a decade ago. Thenetwork of existing highways and expressways is now showing signs of premature failure due to cumulative effect of inadequate maintenance andstructural inadequacies to cater the need of increased traffic volume and heavyaxle loads.
 
In many situations lack of proper drainage is the principal cause for the failureof the highway pavement structure. The maintenance funds for highwaysallotted by the central and state governments has been reducing and due tothis reduction of available fund the task of preserving and maintaining highwayassets is becoming increasingly complex and difficult.The life of an infrastructural asset can be preserved and its life can beprolonged if adequate repair and maintenance is undertaken at proper time onregular basis. Proper design, regular periodical inspection and upkeep of drainage system are of utmost importance in preserving the huge investmentmade on construction of high speed highway corridors.Due to abundance of good quality cement currently sweeping across thecountry, the stress is not getting shifted towards the cement concrete roadsover the black top bitumen concrete roads.On an overall basis the total transportation system in the country is to beexpedited more towards ‘4 R’ type activities i,e.
 
Resurfacing
 
Restoration
 
Rehabilitation
 
ReconstructionMost of the activities in field of existing highways may fall in one of the above.Necessity of repairs to cement concrete road pavements arises either fromfaults/imperfections in workmanship during construction (due to poor quality of manpower engaged or faulty equipment) or as a result of subsequent damageor deterioration. Recent developments in field of materials like thermosettingsynthetic resins of epoxy and polyster type can be successfully used for repairsof cement concrete roads/pavements and these can be opened to traffic withina short period of 12 hours. For repairing the cracks in cement concretepavements molten sulphur can be used. Magnesium phosphate cement (MPC)has a special rapid setting quality hence can yield high strength cement mortarwhich has been found suitable for use in emergency repairs of existing cementconcrete roads/pavements. Traffic can be allowed on such repaired surfacesincluding large areas or small patches after 4 to 6 hours of repairs.
 
Defects in Rigid and Flexible Pavements
The main surface defects in Rigid and flexible pavements can be listed as:-
Rigid Pavements
 
 
Potholes
 
Scaling
 
Blowups
 
Mud Pumping
 
Spalling
 
Loss of sealent
 
Creacking (Longitudinal,
 
Transverse reflection
 
Sympathetic Corrugation etc.
Flexible Pavements
 
 
Potholes
 
Raveling
 
Slippery surface
 
Wheel track rutting
 
Distortion
 
Slippage
 
Corrugation
 
Shoving
 
Upheavals
 
Edge breaking
 
Streaking
 
Deformation
 
Stripping disintegration
 
Fatty surface
 
Hungar surface
 
Cracking etc.

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