Professional Documents
Culture Documents
Construction of bituminous road surfacings The production of a successful bituminous road surfacing depends not just on the design of the individual constituent layers but also on the correctness of the construction procedure employed to put them in place. In essence, the construction of a bituminous pavement consists of the flowing steps: Transporting and placing the bituminous material Compaction of the mixture If required, the spreading and rolling of coated chippings into the surface of the material.
A paver is used for the actual placing of the bituminous material. It ensures a uniform rate of spread of correctly mixed material. The truck/trailer tips the mixture into a hopper located at the front of the paver. The mix is then fed towards the far end of the machine where it is spread and agitated in order to provide an even spread of the material over the entire width being paved. The oscillating/vibrating screed and vibrotamper delivers the mix at the required elevation and cross-section and uses a tamping mechanism to initiate the compaction process.
Alternatively, dividing the pavement into a series of slabs and providing movement joints between these can permit the release and dissipation of induced stresses. This slab type is termed jointed reinforced concrete (JRC). If the slab is jointed and not reinforced, the slab type is termed unreinforced concrete (URC). If joints are employed, their type and location are important factors. Joints in concrete pavements Joints are provided in a pavement slab in order to allow for movement caused by changes in moisture content and slab temperature. Transverse joints across the pavement at right angles to its centreline permit the release of shrinkage and temperature stresses. The greatest effect of these stresses is in the longitudinal direction. Longitudinal joints, on the other hand, deal with induced stresses most evident across the width of the pavement. There are four main types of transverse joints: Contraction joints Expansion joints Warping joints Construction joints. Contractions occur when water is lost or temperatures drop. Expansion occurs when water is absorbed or the temperature rises. The insertion of contraction and expansion joints permit movement to happen. Contraction joints allow induced stresses to be released by permitting the adjacent slab to contract, thereby causing a reduction in tensile stresses within the slab. The joint, therefore, must open in order to permit this movement while at the same time prohibiting vertical movement between adjacent concrete slabs. Furthermore, water should not be allowed to penetrate into the foundation of the pavement. The joint reduces the thickness of the concrete slab, inducing a concentration of stress and subsequent cracking at the chosen appropriate location. The reduction in thickness is usually achieved by cutting a groove in the surface of the slab, causing a reduction in depth of approximately 30%. A dowel bar placed in the middle of the joint delivers the requisite vertical shear strength across it and provides load-transfer capabilities. It also keeps adjacent concrete surfaces level during temperature induced movements. In order to ensure full longitudinal movement, the bar is debonded on one side of the contraction joint. Expansion joints differ in that a full discontinuity exists between the two sides, with a compressible filler material included to permit the adjacent concrete to expand. These can also function as contraction or warping joints. Warping joints are required in plain unreinforced concrete slabs only. They permit small angular movements to occur between adjacent concrete slabs. Warping stresses are very likely to occur in long narrow slabs. They are required in unreinforced slabs only, as in reinforced slabs the warping is kept in check by the reinforcing bars. They are simply a sealed break or discontinuity in the concrete slab itself, with tie-bars used to restrict any widening and hold the sides together. Construction is normally organised so that work on any given day ends at the location of an intended contraction or expansion joint. Where this proves not to be possible, a construction joint can be used. No relative movement is permitted across the joint. The four transverse joints are shown diagrammatically in Figs 2 to 5. (It should be noted that, in all cases, reinforcement is required to support dowels/tie-bars during construction.)
Longitudinal joints may also be required to counteract the effects of warping along the length of the slab. They are broadly similar in layout to transverse warping joints.
2.2.2. Reinforcement
Reinforcement can be in the form of a prefabricated mesh or a bar-mat. The function of the reinforcement is to limit the extent of surface cracking in order to maintain the particle interlock within the aggregate. In order to maximise its bond with the concrete within the slab, care must be taken to ensure that the steel is cleaned thoroughly before use. Because the purpose of the reinforcement is to minimise cracking, it should be placed near the upper surface of the pavement slab. A cover of approximately 60mm is usually required, though this may be reduced slightly for thinner slabs. It is normally stopped approximately 125mm from the edge of a slab, 100mm from a longitudinal joint and 300mm from any transverse joint. Transverse lapping of reinforcement within a pavement slab will normally be in the order of 300mm.
The pavement slab can be constructed in one or two layers. Two layers could be employed where an air-entrained upper layer is being installed or for ease in the placement of reinforcement, where the reinforcement could be placed on the lower layer after it has been compacted, thereby obviating the need for supporting chairs. On large pavement construction projects, continuous concreting is the most economic method of placement. Within it, the paver moves past joint positions, requiring that crack inducers, dowels and tie-bars be kept in position by methods referred to above. Purpose-built highway formwork is typically made of steel, held in position by road pins driven through flanges in the form and into the pavement foundation immediately below. Once the steel reinforcement and the formwork are in place, the concreting can commence. Mechanised paving allows a higher quality concrete finish to be attained. The spreading, compacting and finishing of the pavement involves use of a fixed form or slip-form paving train. Fixed-form paving uses steel forms or a preconstructed concrete edge-beam to retain the concrete, using machine rails to support and guide the individual items of plant utilised in the pavement construction process. A train of machines, each individually operated, run along the rails, executing the basic tasks of: Spreading the concrete Compacting it by vibration Finishing the surface. Machines for dowel and joint forming that leave the surface of the concrete with the required texture and the addition of curing compounds may also be included within the process. The machines themselves may be manually propelled, selfpowered or towed along the rail. Typical types of machinery used in a fixed-form paving train are: 1.Feeder receives concrete as it arrives at the required location 2.Spreader distributes the concrete across the full width of the pour in question, discharging it at a controlled rate 3.Rotary strike-off paddles and compaction beams regulate the concrete by trimming any irregularities in the concrete and vibrate its surface 4.Dowel/tie-bar placers place these elements in the appropriate joints either manually or by vibration 5.Joint groove formers and finishers grooves formed by a knife travelling within the plastic concrete (wet-formed). Otherwise, a vibrating blade can be used to form them when the concrete has hardened sufficiently 6.Final finishing equipment additional compaction and regulation of the concrete after the dowel and tie-bars have been put in place. (Machine uses two oblique finishing beams oscillating in opposite directions to achieve a uniform finish to the surface of the concrete) 7.Curing compound sprayer 8.Protective tentage. The sequence of operations for two-layer placement with a fixed-form paver is illustrated in Fig. 10. The previous method is analogous to manually placing the concrete. The process can also be completed without using fixed-forms. This process is called slip-form paving. It works on the basis that the sides of the pavement slab will support themselves before an initial set has been developed within the concrete. It produces a fully compacted slab. It cannot therefore be subsequently disturbed in order to place dowel or tie-bars, as the surrounding concrete could not then be properly made good. The slipform paver spreads, compacts and finishes the concrete with only the forming and finishing of the joint grooves, texturing and curing done using other pieces of equipment.
Both methods work on the basis that the full construction process is completed following one pass over the prepared foundation of the pavement. After the usual curing period the slab can then be subjected to normal traffic loadings.
Equally good results are possible with both types of paving machine. The slipform paver has certain advantages/disadvantages associated with it: A higher output is achievable as less machinery is involved It will tend to be less expensive as labour costs will be lower due to the increased level of automation. But: Edge slump may occur just after the concrete has left the paver Greater stockpiles of raw materials such as cement, steel mesh and aggregate are needed in advance of the operation in order to ensure continued output from the paving train The contractor operating it may be more vulnerable to weather conditions A minor quality control failure can cause the entire system to come to a sudden stop. Curing and skid resistance Concrete curing is an essential step in achieving a good quality finished product. It requires that both the temperature and moisture content of the mix be maintained so that it can continue to gain strength with time. If moisture is lost due to exposure to sunlight and wind, shrinkage cracks will develop. Such problems due to moisture loss can be avoided if the surface of the concrete is kept moist for at least seven days. This is usually achieved by mechanically spraying the finished surface, with exposure to rain avoided with the use of a travelling tentage as indicated earlier. Immediately prior to the curing process, the surface should be textured in order to give it adequate wet-road skidding resistance. It is extremely important to get the texture to the correct level of quality at the time of construction as potential difficulties may arise with subsequent surface maintenance during its design life. Good skid resistance requires sufficient microtexture and macrotexture. Macrotexture permits most of the rainwater caught between the tyres and the surface of the highway to drain rapidly and depends on grooves being developed on the surface of the mix in order to texture it. Microtexture, on the other hand, depends on the use of fine aggregate within the mix. It must have abrasion-resistance properties such that the particles of sand stand proud of the matrix of the hardened cement paste while subject to traffic loading, therefore allowing it to penetrate the remaining film of water and maintain tyre contact with the surface. The required macrotexture of the surface is achieved by wirebrushing or grooving. Wire-brushing is done either manually or mechanically from a skewed travelling bridge moving along the line of the pavement. The wire brush is usually a minimum of 450mm long. Grooving is done using a vibrating plate moving across the width of the finished pavement slab forming random grooves. They have a nominal size of 6mm by 6mm, providing excellent surface water drainage properties. A high level of wet-road skid resistance is obtained by deep grooving, but problems may arise with higher tyre noise.