Professional Documents
Culture Documents
PRESENTED BY:
S.A. QUADRI
ABSTRACT
1. INTRODUCTION:
Transport is a vital infrastructure for rapid economic growth of the country. Speedy
transportation of natural resources (such as raw materials), finished goods and perishable
materials to all parts of the country including the points of export outlets are basic inputs to
economic growth. Recently there has been a major shift in transportation mode from
Railways towards the Road sector. Now a days about 60% of freight and 80% of passenger
transport is met by Road transport in India, which demonstrates the need for development of
a good road network.
In India flexible pavement (bitumen) is most common for both national and state highways.
Majority of roads under NHDP are also built with conventional bitumen pavements
considering its lower initial cost, though the life cycle cost of these pavements are very high
compared to rigid pavements due to frequent repairs and also need for complete resurfacing
at interval of 4-5 years.
Further fuel consumption of vehicles is much higher on this type of pavement than that on
rigid pavement. In advanced countries rigid pavement is increasingly being used due to large
number of benefits it offers. Considering durability of concrete pavements some portion
of Delhi - Mathura and Mumbai - Pune expressway was built with jointed concrete
pavement. But their performances are not very satisfied due to joint failure and
maintenance problems.
Continuously reinforced concrete pavement, (CRCP) eliminates the need for transverse joints
(other than at bridges and other structures) and keep cracks tight, resulting in a continuous,
smooth-riding surface that is virtually maintenance free. Life cycle cost of CRCP based on
study carried out by INSDAG2 for highways and expressways is much lower compared to
flexible pavement and also marginally cheaper compared to jointed plain cement concrete
(JPCP).
What is CRCP?
Continuously
Reinforced
Concrete
Pavement -
Roads for this generation
and the next.
Built continuously
reinforced concrete
pavement today, and forget
it for next 50-60 years.
Airports pavements are generally thicker than highway pavements and require better
surfacing materials because the loading and tire pressure of aircraft are much greater than
those of highway vehicles. Airports will have to upgrade their runways with stronger, longer
lasting materials than asphalt or even conventional jointed concrete. Continuously
reinforced concrete pavement (CRCP) can meet this challenge. CRCP offers greater
durability, structural strength, a smoother surface, and better visibility characteristics
.According to Mr. Peter Mok, Chief Engineer, Air Force Plant 42
Military aircraft are notorious for being pavement destroyers. Despite the heavy loads and
continual use, the performance of CRCP runway has been terrific3.
In CRCP reinforcement steel is an important element and it offers the following functions:
About 250 tonnes of reinforcement steel and approximately 2000 tonnes of cement
will be consumed for building 1 Km length 18 m wide 4-lane carriageway CRC pavement.
The total requirement for converting 25% of the proposed 36000 Km highway pavement will
be in the order of 2.25 million tones of reinforcement steel. The requirement of reinforcement
of steel may exceed 3.0 million tones for highway development alone if we also consider 48
new road projects approved in this years budget. The implementation of CRCP will not only
benefit the steel and cement industry but the nation will also gain a lot because it reduces the
transportation costs drastically and minimizes the accidents on highways.
2. CRCP is more durable, which can last 40-50 yrs without much
maintenance problem during the life of the pavement. Concrete actually hardens over
time. After its first month in place, concrete continues to slowly gain about 20%
6. CRCP provides best traction grip there by leading to reduction in accidents CRC
pavements are easily roughed up during construction to create a surface that
provides superior traction and reduced accidents. Ease in driving with reduced mental
tension and overall improvement in quality of driving.
7. Air and noise environment improve along the thickly populated existing corridor.
Concentrations of CO and NOX are expected to reduce by around 70 % and 45%
respectively. The noise level would reduce substantially.
8. Concrete can withstand even the heaviest traffic loads. Theres no need to worry
about ruts, shoving effects common with asphalt pavement.
9. Concretes hard surface makes it easier for rolling wheels. Studies have even shown
that this can increase truck fuel efficiency. Savings in fuel to the extent of 20%, may
be considered ultimately reducing the vehicle operating cost.
10. Concrete roads facilitate increased speed and thereby savings in time and money.
Almost maintenance free service reduces traffic disturbances and thus reduces man-
hour loss to the road users.
11. Use of CRCP drastically can reduce import of bitumen there by leading to saving of
foreign currency.
With the potential to accommodate any level of traffic, under climatic extremes,
CRCP has a longer service life than roads made of other materials. This longevity is
advantageous to road owners and drivers and can be the long-term answer to revitalizing
todays highways and expressways as they reach the end of their service lives.
not exceed 75% of the ultimate tensile strength. CRCP allows the use of slightly smaller load
transfer co-efficient compared to JPCP. And hence the thickness requirement is less
compared to JPCP. The maximum desirable crack spacing is derived from a correlation
between crack spacing and incidence of spalling. Maximum crack spacing is derived from
consideration of effect of slab length on the formation of punchouts.
1. To support the longitudinal bars and hold them at the specified spacing. When used for
this purpose, the longitudinal bars are tied or clipped to the transverse steel at specified
locations.
2. To hold unplanned longitudinal cracks that may occur tightly closed. Causes of
unplanned longitudinal cracking include late or shallow longitudinal joint sawing, improper
installation of longitudinal joint inserts, and sub-base or subgrade irregularities.
In order to ensure the quality of construction proper care has to be taken for checking the
grade and size of reinforcement bars. The identification marks on steel reinforcement
facilitate field checking to assure incorporation of the specified reinforcement in the
constructed pavement. Close inspection of reinforcing bar splice details and construction
joints is necessary.
A variety of methods have been used through the years to install the steel reinforcing
bars in CRCP with varying degrees of success. Of these methods, manual presetting of the
steel prior to concrete placement, and mechanized feeding of the longitudinal bars through
parallel tubes contained within the concrete spreader during concrete placement, have
predominated.
Spacing of - 4.25 m - -
contraction
joints
mm c/c
4. JOINTS IN CRCP:
What are terminal joints, and why are they needed in continuously- reinforced
concrete pavements (CRCP)?
(a) The WF beam joint consists of a WF beam partially set into a reinforced concrete sleeper
slab approximately 10 feet long and 10 inches thick. The top flange of the beam is flush with
the pavement surface. Expansion material, sized to accommodate end movements, is placed
on one side of the beam along with a bond-breaker between the pavement and the sleeper
slab. In highly corrosive areas the beam should be treated with a corrosion inhibitor. Several
States have reported premature failures of WF beams where the top flange separated from the
beam web. Stud connectors should be welded to the top flange, as shown in Figure 1, to
prevent this type of failure. Table 4 and Figure 1 contain recommended design features
8 6
14 x 61 10 5/8 3/8
9 5
10 6
16 x 58 8-1/2 5/8 7/16
11 5
FIGURE 2-
(b) The lug anchor terminal treatment generally consists of three to five heavily reinforced
rectangularly shaped transverse concrete lugs placed in the subgrade to a depth below frost
penetration prior to the placement of the pavement. They are tied to the pavement with
reinforcing steel. Since lug anchors restrict approximately 50 percent of the end movement of
the pavement an expansion joint is usually needed at a bridge approach. A slight undulation
of the pavement surface is sometimes induced by the torsional forces at the lug. Since this
treatment relies on the passive resistance of the soil, it is not effective where cohesionless
soils are encountered. Figure 3 shows a typical lug anchor terminal treatment
FIGURE 4-
CONCLUSIONS:
1. Continuously reinforced concrete pavement, CRCP, is the most economical option for
highways as its LCC is much lower, by about Rs 5crore/Km (4-lane carriageway; 18 m
wide) compared to that of flexible pavement and compared to plain concrete, its LCC is
lower by Rs 18.27 lac for the assumed rates based on Mumbai - Pune Expressway
experience. These savings will be much higher for 6 and 8 lane carriageway.
2. The major part of the benefit (about 80%) in respect of rigid pavement over flexible is on
account of well established fuel saving.
3. Compared to flexible pavement, CRCP gives additional design life of at least 10 years.
Further, it offers much better riding quality, less dislocations to traffic movement and
substantial saving in vehicle operating cost comprising reduced consumption of fuel,
lubricants etc.
4. In view of long term economy and potential saving in precious foreign exchange
Government has announced that atleast 25% of the proposed 48 new roads of
approximate budget of Rs. 40,000 crore will be made of concrete roads. Considering
durability and maintenance free service of CRCP it is desirable to construct all these
concrete roads with CRCP.
5. The reinforcement requirement will be in the order of 3.0 million tones for highway
development alone, which will be consumed in next 5-6 years. The reinforcement
requirement will be much higher when construction of others associated structures is also
considered.
6. Thermo mechanically treated, TMT, bars are desirable for CRCP pavement. Corrosion
resistant TMT bars may be used in corrosion prone areas.
7. The demerit of CRCP is its high initial cost & difficulty in repair works required to be
done if not constructed properly.
REFERENCES:
1. NHAI website.
2. Life Cycle Cost Analysis and Techno-Economic Study for the Use of Reinforced
Cement Concrete Roads in National Highways and Expressways; INSDAG
Publication.(No.INS/Pub/035)
3. Reinforced Concrete Airports web site of Cement Reinforcing Steel Institute
(CRSI)
4. Raymond Sharp, 1997, Cement Concrete Roads, National Seminar on Concrete
Roads and Pavements, Kolkata.
5. Handbook on Cement Concrete Roads,2000,CMA, New Delhi.
6. Continuously Reinforced Concrete Pavement Design and Construction Practices in
USA, Web Site of Cement Reinforcing Steel Institute (CRSI).
7. HD 29/94, Volume 7, section 2, part 3 Pavement Design and Maintenance- Design
Manual for Roads and Bridges, British Standard.
8. Concrete Pavement Performance in the Southeastern United States,University
Transportation Center for Alabama, Tuscaloosa, UTCA Project Number 99247,
September 2000
9. E J Yoder Concrete Roads Alternate Construction Methods, Brajendra Singh,
Principles of Pavement Design, National Seminar on Concrete Roads & pavements,
CMA