Professional Documents
Culture Documents
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
UNIT 7
OBJECTIVES
General Objective
To understand the general element in constructing rigid/concrete pavement
Specific Objectives
At the end of the unit you should be able to:
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
INPUT
7.0
INTRODUCTION
Cement concrete roads are very high standard. They are costliest than all
other types of roads. These roads provide excellent riding surface and pleasing
appearance. They are called rigid pavements because they do not allow any
flexibility.
These roads although require initial heavy expenditure but because of
their long span of life, excellent riding surface and negligible maintenance cost,
they prove cheaper than bitumen roads. Moreover engineers have more
confidence in cement concrete material and they also like to construct these
roads.
7.1
concrete roads:
Advantages
a.
b.
Highway Engineering
c.
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
d.
e.
f.
Even after their span of life, they can be used as base course and
surfacing can be provided of bituminous materials.
g.
h.
i.
Working with cement concrete is much easier and safer than with
bituminous materials.
j.
k.
In high class cement concrete roads heavy rollers are not required
for compaction.
l.
m.
Disadvantages
a.
b.
c.
d.
e.
f.
Highway Engineering
7.2
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
cement concrete slab roads, are most commonly used, and hence construction
details of this type of road are discussed in this topic.
a.
b.
c.
d.
e.
Crete-ways.
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
may be treated with very inferior type of material. Thickness of strip may
vary from 10 15 cm.
Crete ways strips may be pre cast and then laid on the prepared
sub grade or they may be constructed by laying concrete directly at the
site, just in the same way as ordinary cement concrete roads. Crete ways
did not become popular due to following reasons:
a. While crossing, vehicles coming from opposing directions have
so get down crete way strips. Getting down and coming up, the
crete way is very difficult, since space between strips and out
side the strips is soft and bullock carts get entrenched in it.
b. During rainy season, water may be held up in the kutcha portion
between strips. This may affect the foundation of the crete-ways
strips and may result is their subsequent settlement.
c. In dry weather, loose soil from kutcha space is blown off and a
trench type hollow space may be formed in between the strips.
In place of track ways of cement concrete, stone slabs covered with
bitumen surfacing can also be used. Sometimes, in case of city roads,
central part of the road is made from asphalt or bitumen surfacing, for use
of motor traffic, and on both of its sides there may be crete ways for
carrying bullock carts traffic. Such road in which some width is made from
bitumen and remaining from cement concrete, is known as conphalt road.
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
INPUT
STRUCTURAL PARTS OF CEMENT CONCRETE
ROADS AND CONSTRUCTION
7.3
Cement concrete
pavement
Sub base course
Sub grade
Figure 8.1
Sub grade is concerned its most important property is not the actual
strength but uniformity of support. Sub base course of concrete road may be
made of Water Bound Macadam, granular material, or stabilized soil. In the case
of Water Bound Macadam base, thickness should be at least 15 cm and any new
layer of sub base should have been under traffic for some days to get properly
compacted.
Construction of cement concrete slab can be done in following two ways:
a.
b.
Continuous construction.
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
ii.
iii.
iv.
v.
Highway Engineering
C3010 / UNIT
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
Longitudinal Joint
Transverse Joint
C
C
Figure 8.2
b. Continuous Construction
In this system of construction, continuous longitudinal strips are
constructed without any break. Width of the strip is generally kept one
lane. This method also helps in marking the traffic lanes after completion,
since longitudinal joints will demarcate the limit of each lane. The
construction joints are provided at the end of the days work. This method
of construction is preferred because of the following reasons:
i.
ii.
Highway Engineering
C3010 / UNIT
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
Slab to be laid
Laid cement concrete
slab
Figure 8.3 plan of continuous system.
7.4
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
ii.
iii.
iv.
v.
Highway Engineering
ii.
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
iii.
iv.
v.
vi.
vii.
From i to v, all the points are for new constructions and can be
adopted as per design requirements. But vi and vii points are for existing
sub base and thus have been given in details:
Existing Macadam Sub Base .In case concrete slabs are to be
laid on existing Water Bound Macadam roads, it should be seen that
Water Bound Macadam should extend at least 30 cm beyond the
proposed concrete slab edges. Water Bound Macadam should be at least
15 cm thick. If Water Bound Macadam surface is smaller in width than the
proposed width of the concrete slab up to 30 cm on either side, the extra
width may be developed by placing 10 cm of 1: 4: 8 lean cement concrete.
Black Topped Surface. Where concrete slab is to be laid over
existing black topped surface no special treatment is necessary.
Concrete should not be laid on black topped surfaces having soft spots
caused by excessive bitumen or where thick premixed carpets have been
rutted badly under traffic. In such cases entire surfacing material should
be removed up to the top of compacted macadam and the surface should
be prepared as explained in existing Water Bound Macadam surfaces.
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
c. Fixing Of Forms.
Forms may be made from mild steel channel sections or wooden
planks. Depth of the forms should be equal to the thickness of the slab to
be provided. Length of the section for side forms is kept at least 3 m
except on curves of less than 45 m radius where shorter lengths Wooden
forms should be dress on one side and should have a minimum base
width of 10 mm for slab thickness of 20 cm and have a minimum base
width of 15 mm for slabs over 20 cm thickness. Deviation of more than 3
mm in a length of 3 m should not occur when forms are filled with
concrete. Sufficient number of stakes or pins should be put at the back of
the form to impart sufficient support to it.
d. Batching Of Materials And Mixing.
Cement is measured in number of bags. If cement stored in silos is
used, its weight is taken as 1440 kg / m 3. Course aggregate and fine
aggregates are batched in weigh batching plant and put into the hopper of
the mixer along with required quantity of cement. Water is measured by
volume. The mixing of each batch should be at least for 1 minutes
counted after all the materials have been put into the mixer.
Channel
Spike of
Needles
A
PLAN
Prepared Subgrade
Section at A-A
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
disappeared but while concrete is still plastic; the surface of the slab
should be tested for trueness with the help of 3 m straight edge.
25 CM
ELEVATION
10 CM
PLAN
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
i. Curing
Immediately after finishing, the entire surface of the newly laid
concrete should be covered against rapid drying with wetted burlap, cotton
or jute mat. Covering operation with wet burlap is known as initial curing.
Burlap curing is carried out for at least two days. After this, wet burlaps are
removed and surface is covered either with damp saturated sand or with
free water. Final curing can also be done by applying an impervious
membrane which does not impart slipperiness to the pavement.
Impervious membrane which is in form of liquid, is applied under pressure,
covering the entire surface uniformly. The liquid may be applied
immediately after finishing of the surface and before the set of the cement
has taken place. If the pavement is first covered with burlap it may be
applied upon removal of the burlap. This method of curing can be adopted
at places where there is scarcity of water.
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
INPUT
7.5
of the cement concrete roads. Tie bars and dowel bars are provided to maintain
the strength of the pavement at the joints and also to act as load transfer
devices. Joints in cement concrete pavements can be classified under three
headings:
a. Expansion joints
b. Contraction joints
c. Warping or hinged joints
Expansion joints provide space into which pavement can expand. These
joints release compressive stresses developed in the concrete slab. Expansion
joints also relieve stresses caused by construction and warping.
Contraction joints relieve tension developed in the concrete due to
contraction. They prevent formation of irregular cracks contraction joints also
relieve stresses due to warping.
Warping joints relieve stresses due to warping effect develops in the slab.
These joints are commonly used for longitudinal joints dividing the pavement into
lanes. Warping tendencies are set up in the concrete slab due to temperature
difference between top and bottom of the slab. At 12 noon the temperature at the
top surface of the slab will be higher than that at the bottom. This causes top
fibres of the slab to expand by larger amount than the bottom fibres and slab
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
warps down wards at the edges. Similarly at 12 night, the temperature of the
bottom of the slab is higher than the temperature at the top of the slab and slab
warps upwards at the edges. Weight of the slab tries to prevent this warping of
the slab and thus warping stresses are set up. Intensity of warping stress is
maximum at the interior and minimum at the edges.
Joints in concrete slab pavement can also be classified according to their
direction in relation to the road alignment. Joints constructed in the direction,
perpendicular to the alignment of the road are termed as transverse joints. Joints
constructed in the direction of alignment known as longitudinal joints.
a. Tranverse Joints
Arrangements of tranverse joints may be staggered, square or
skew. All these arrangements are shown in figure below. Out of these
arrangements, square arrangement is the best.
Dowel Bars
Tie Bars
Expansion Joints
Contraction Joints
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
Dowel Bars
C3010 / UNIT
Cracks
Skew Joints
Cracks
Tie Bars
iv.
i.
expansion joints
ii.
contraction joints
iii.
warping joints
construction joints
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
b. Longitudinal Joints.
Spacing of longtudinal joints are determined by the lane widths. If
during consruction of the slab, hand tamping or vibrating hand screeds
have been used, the spacing should be limited to 4 m. Where machines
have been used for all the process involved in concreting and at the time,
more than 6 m width is being laid, an intermediate longitudinal joints
should be provided either by sawing a dummy joint or inserting a mild
steel T-iron to the depth varying from 1/3 to 1/6 of the depth of the slab.
These joints may be plain butt type or butt with tie bars in them. Tie bars
should be bonded in the slabs across longitudinal joints and whilst casting
the first slabs thay may be bent so that one end of them lies along the
forms. After removal of the forms, bars should be straightened so that they
may extend into the concrete placed on the other side of the joint.
Tongued and grooved joints are also sometimes used as the longotidinal
joints.
7.6 JOINT FILLERS AND SEALERS
Joints are place where continuity of the concrete slabs is broken. These
joints if not filled with proper material and allowed to remain open, grit may be
filled in them and subsequently during hot day, the slab may be pushed apart
due to expansion in the slab. Expansion not being allow at the joint due to muck
filled in it. During rains, water will infiltrate through joints into the soil sub grade
thus damaging it. This also results in mud pumping, specially where sub-grade is
made of expensive soils.
Due to above mentioned difficulties; the joints must be filled with such a
material which is compressible, elastic and durable. A material, which is used for
filling the joints, is known as fillers. Some depth at the top of the joints is filled
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
with a material which could seal the joints completely against the entrance of
water. The material which is used for sealing the joint is known as sealer.
Essential properties for fillers are elasticity, compressibility and durability,
where as for sealers adhesion with cement concrete, ductility, resistance to
ingress of dust and durability are the desirable properties.
Material most commonly used as fillers are:
a.
b.
soft wood
c.
Highway Engineering
7.7
C3010 / UNIT
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
1.
2.
Joint Filler
Sealer
Oughing Out
3.
Similarly, due to increase gap, sealing film will become thin. If sealer
material is extensible, it will maintain continuity and if its elongation capacity is
poor, it may crack as shown above. So, if defective materials have been used as
fillers and sealers, the difficulty shown above may arise and render the joint
permeable, through which water or other foreign matter may enter the gap and
may affect sub-grade or displace the slabs.
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
ACTIVITY 7
Question
1.
2.
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
FEEDBACK ON
ACTIVITY 7
Answer
1.
2.
i.
ii.
iii.
b.
c.
Fixing of farm.
d.
e.
f.
g.
h.
i.
Curing.
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
Question
1.
2.
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
Answer
1.
2.
Highway Engineering
CONSTRUCTION OF
RIGID/CONCRETE PAVEMENT
C3010 / UNIT
ii.
vi.
vii.
viii.