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Highway Construction
Highway Construction
IRC: 58 - 2002, Guidelines for the design of Plain Jointed Rigid Pavements for Highways IRC: 15 - 2002, Code of practice for Construction of Cement Concrete Roads IRC: 44 - 2008, Guidelines for cement concrete mix design for pavements IRC:SP 62 2004, Guidelines for design of CC roads for Rural Roads
Types of Pavements
HIGHWAY CONSTRUCTIONS
Pavement Design
Pavement means surfacing layer only. In terms of highway design, it means the total thickness of road including surfacing , base & subbase, if any. Thus pavement includes all the structural layers of road structure lying on subgrade of the road
Flexible
Rigid
Flexible Empirical method Based on load distribution characteristics of the components Granular material Low or negligible flexible strength Elastic deformation Local depression Transmits vertical and compressive stresses to the lower layers Constructed in number of layers. No stress is produced Less. Deformation in the sub grade is not transferred to the upper layers. Road can be used for traffic within 24 hours Rolling of the surfacing is needed
Made of Cement Concrete either plan, reinforced or prestressed concrete Associated with rigidity or flexural strength or slab action so the load is distributed over a wide area of subgrade soil. Acts as beam or cantilever Causes Cracks Tensile Stress and Temperature Increases
Road cannot be used until 14 days of curing Rolling of the surfacing in not needed.
Components of CC pavement
2. 3. 4. 5. 6. 7. 8.
Traffic parameters : Design Wheel load, Traffic intensity Environmental parameters : temp differential ( CRRI table) Foundation strength k ( modulus of subgrade reaction ) Foundation surface characteristics ( As per IRC ) Concrete characteristics ( IRC :58-1988 ) Modulus of elasticity Coefficient of thermal expansion. Design slab thickness
TYPES OF JOINTS
Concrete pavements are provided with Joints in Transverse & Longitudinal directions which are classified as a) CONTRACTION JOINTS b) EXPANSION JOINTS d) CONSTRUCTION JOINTS
CONTRACTION JOINTS
These are purposely made weakened planes which relieve the tensile stresses in the concrete Caused due to changes in the moisture content (Drying shrinkage) and/or temperature and Prevent the formation of irregular cracks due to restraint in free contraction of concrete . They are also provided to 1) )Relieve stresses due to warping 2) To permit the contraction of the slab
LONGITUDINAL JOINTS
Lanes are jointed together by joint known as Longitudinal joint Longitudinal joints are provided in multilane pavements and also when the pavement is more than 4.5 m wide. They are provided normally at 3.5m c/c to 1) Relieve stresses due to warping. 2) To allow differential shrinkage & swelling due to changes of sub grade moisture
Expansion joints
There are full-depth joints provided transversely into which pavement can expand, thus relieving compressive stresses due to expansion of concrete slabs, and preventing any tendency towards distortion, buckling, blow-up and spalling. The current practice is to provide these joints only when concrete slab abuts with bridge or culvert. They allow expansion of slabs due to temperature They permit contraction of slabs Normal Details of these joints are given in IRC:SP62. They are about 20 mm in width A joint filler board of compressible material conforming to IRC:SP:62 is used to fill the gap between the adjacent slabs at the joint. The height of the filler board is such that its top is 23-25mm below the surface of the pavement. The joint groove is filled by a sealant .
Construction joints
The need for such joint arises when construction work is required to be stopped at a place other than the location of contraction or an expansion joint, due to some breakdown of the machinery or any other reason. Such joints are of butt type and extend to the full depth of the pavement. The sealing of such joints shall be done in the same manner as for contraction joints, by cutting a groove 10-12 mm wide and 20-25 mm deep. Generally, such joints are avoided in highways. The work is normally terminated at a contraction or expansion joint
JOINT FILLER
Joint spaces are first filled with compressible filler materials and top of the joints are sealed using sealer Joint filler should possess following properties o Compressibility o Elasticity i.e they should be capable of regaining their shape when compression is released o Durability
TYPES OF SEALANTS
Hot poured rubberized (Thermoplastic type) Cold applied poly sulphide sealants Cold silicone Sealants Asphalts
Stability Incompressibility Permanency of strength Minimum changes in volume and stability under adverse condition of weather and ground water Good drainage Ease of compaction
Fly ash can be as a partial replacement of cement (OPC) up to an extent of 35%. Fly ash for blending shall satisfy the following Properties conforming to IS:3812-2004
Flow is measured as a deformation or total amount in units of 0.25 mm between no of load & maximum during the stability test expressed as 0.10 mm
8 to 16
8 to 16
8 to 20
3 to 5
3 to 5
3 to 5
3 to 5
3 to 8
3 to 8
Methods of Design
CBR Test
Penetration value
Penetration value is a measure of hardness or consistency of bituminous material. It is the vertical distance traversed or penetrated by the point of a standard needle in to the bituminous material under specific conditions of load, time and temperature. This distance is measured in one tenths of a millimeter. AIM: (i) To determine the consistency of bituminous material (ii) To assess the suitability of bitumen for use under different climatic conditions and various types of construction. This test is used for evaluating consistency of bitumen.
Penetration value
Penetration test is a commonly adopted test on bitumen to grade the material in terms of its hardness. A 80/100 grade bitumen indicates that its penetration value lies between 80 & 100. Grading of bitumen helps to assess its suitability in different climatic conditions and types of construction. For bituminous macadam and penetration macadam, IRC suggests bitumen grades 30/40, 60/70, 80/100. In warmer regions, lower penetration grades are preferred to avoid softening whereas higher penetration grades like 180/200 are used in colder regions to prevent the occurrence of excessive brittleness. High penetration grade is used in spray application works.
Traffic
1. Design life in number of years NH & SH 15 years Expressways & Urban Roads 20 years Other roads 10 to 15 years 2.Vehicle damage factor (VDF) Need to be worked out from axle load survey 3.Distribution of commercial traffic over the carriageway. (D & L Factors)
P = Number of commercial vehicles as per day last count x = Number of years between the last count and the year of the completion of construction
Subgrade
The subgrade should be compacted to 97% of the dry density achieved with heavy compaction (modified proctor density) a per IS:2720 (Part 8). For Expressways, National Highways and State Highways, the material used for subgrade construction should have the dry density of not less than 1.75 gm/cc.
Subgrade
For determining the CBR value, the standard test procedure described in IS:2720 (Part 16) should be strictly adhered to. The test must always be performed on remoulded samples of soils in the laboratory It is recommended that the samples be soaked in water for four days prior to testing In situ CBR test is not recommended
Bituminous Surfacing
Shall consists of either a wearing course or a binder course with a wearing course depending upon the traffic to be carried. The selection criteria for the grade of bitumen to be used for bituminous courses are given in the table shown Where the wearing course adopted is premix carpet of thickness up to 25 mm, the thickness of surfacing should not be counted towards the total thickness of the pavement
Pavement Composition
Life Cycle Cost Analysis of rigid & Flexible Pavements According to a rough estimate ,the physical & financial needs of highway sector for the next 20 years indicates an average annual outlay of Rs 250000 Crores in the next 10 years & Rs 37500 Crores in the next subsequent period. In addition to this, Rs 10000 Crores per year would be required for maintenance with a steady increase of 5 to 6 %
Flexible pavements are widely used despite some doubts regarding their economics under different conditions Two most important parameters that govern the pavement design are soil sub-grade and traffic loading The Indian guidelines for the design of flexible pavements use soil sub-grade strength in terms of California Bearing Ratio (CBR) and traffic loading in terms of million standard axles (msa).