Highway Engineering

The reinforcement of concrete pavement is usually in the form of long mesh type. A road usually has length is generally much longer than its width and therefore cracking in the transverse direction has to be catered for in design. Reinforcement is required in the longitudinal direction to limit transverse cracking while transverse steel acts to provide rigidity to support the mesh fabrics. For long mesh in concrete slab, the main weight of reinforcement should be placed in the critical direction (i.e. longitudinal direction) to control cracking. However, if the concrete road is quite wide, certain reinforcement has to be placed in the transverse direction in this
case to control longitudinal cracking.

This question is taken from book named – A Self Learning Manual – Mastering Different Fields of Civil Engineering Works (VC-Q-A-Method) by Vincent T. H. CHU.

High yield steel is the preferred material for the reinforcement of concrete carriageway because of the following reasons:

(i) The principal function of steel reinforcement in concrete pavement is to control cracking. If mild steel is adopted for reinforcement, upon initiation of crack formation mild steel becomes overstressed and is prone to yielding. High yield steel offers resistance to crack growth. The above situation is commonly encountered where there is abnormal traffic loads on concrete carriageway exceeding the design limit.

(ii) High-yield steel is less prone to deformation and bending during routine handling operation.

(iii) In the current market, steel mesh reinforcement is normally of high-yield steel type and the use of mild steel as road reinforcement requires the placing of special orders to the suppliers.

This question is taken from book named – A Self Learning Manual – Mastering Different Fields of Civil Engineering Works (VC-Q-A-Method) by Vincent T. H. CHU.

The design of roadbase material is based on recipe approach (David Croney and Paul Croney (1992)) because Hong Kong government follows the traditional British practice by adopting recipe design in which the aggregate grading envelope, the quantity and grade of bitumen are specified in the bituminous mix. This recipe of bituminous mix is derived based on past experience and good workmanship during construction. In fact, many countries nowadays adopt special design mix of roadbase which proves to produce satisfactory bituminous mixes to suit different site and design conditions.

In fact, recipe specification of bituminous materials does suffer from several drawbacks. Firstly, the conditions of traffic and climate of newly constructed bituminous road may differ from the conditions on which the recipe design is based. In case adjustment has to be made to the recipe design, it is very difficult to determine and assess the modifications required. Secondly, it poses problem to site engineers to assess the effects of minor non-compliance if recipe specification is adopted. Finally, the recipe mix may not be the most economical design which is dependent on site conditions.

This question is taken from book named – A Self Learning Manual – Mastering Different Fields of Civil Engineering Works (VC-Q-A-Method) by Vincent T. H. CHU.

If the presence of air voids is too high, it leads to an increase of permeability of bituminous pavement. This allows the frequent circulation of air and water within the pavement structure and results in premature hardening and weathering of asphalt. Therefore, too high an air void content poses detrimental effect to the durability of the bituminous pavement.

If the presence of air voids is too low, flushing, bleeding and loss of stability may result under the effect of prolonged traffic loads because of the rearrangement of particles by compaction. Aggregates may become degraded by traffic loads leading to instability and flushing for such a low air void content. The air void space can be increased by adding more course or fine aggregates to the asphalt mix. Alternatively, if asphalt content is above normal level, it can be reduced to increase air voids.

This question is taken from book named – A Self Learning Manual – Mastering Different Fields of Civil Engineering Works (VC-Q-A-Method) by Vincent T. H. CHU.

Marshall stability measures the maximum load sustained by the bituminous material at a loading rate of 50.8 mm/minute. The test load is increased until it reaches a maximum. Beyond that, when the load just starts to decrease, the loading is ended and the maximum load (i.e. Marshall stability) is recorded. During the loading test, dial gauge is attached which measures the specimen’s plastic flow owing to the applied load. The flow value refers to the vertical deformation when the maximum load is reached.

Marshall stability is related to the resistance of bituminous materials to distortion, displacement, rutting and shearing stresses. The stability is derived mainly from internal friction and cohesion. Cohesion is the binding force of binder material while internal friction is the interlocking and frictional resistance of aggregates. As bituminous pavement is subjected to severe traffic loads from time to time, it is necessary to adopt bituminous material with good stability and flow.

This question is taken from book named – A Self Learning Manual – Mastering Different Fields of Civil Engineering Works (VC-Q-A-Method) by Vincent T. H. CHU.

The Marshall Mix Design method was originally developed by Bruce Marshall of the Mississippi Highway Department in 1939. The main idea of the Marshall Mix Design method involves the selection of the asphalt binder content with a suitable density which satisfies minimum stability and range of flow values.

The Marshall Mix Design method consists mainly of the following steps:

(i) Determination of physical properties, size and gradation of aggregates.

(ii) Selection of types of asphalt binder.

(iii) Prepare initial samples, each with different asphalt binder content.
For example, three samples are made each at 4.5, 5.0, 5.5, 6.0 and 6.5 percent asphalt by dry weight for a total of 15 samples. There should be at least two samples above and two below the estimated optimum asphalt content.

(iv) Plot the following graphs:

(a) Asphalt binder content vs. density
(b) Asphalt binder content vs. Marshall stability
(c) Asphalt binder content vs. flow
(d) Asphalt binder content vs. air voids
(e) Asphalt binder content vs. voids in mineral aggregates
(f) Asphalt binder content vs voids filled with asphalt

(v) Determine the asphalt binder content which corresponds to the air void content of 4 percent

(vi) Determine properties at this optimum asphalt binder content by reference with the graphs. Compare each of these values against design requirements and if all comply with design requirements, then the selected optimum asphalt binder content is acceptable. Otherwise, the mixture should be redesigned.

This question is taken from book named – A Self Learning Manual – Mastering Different Fields of Civil Engineering Works (VC-Q-A-Method) by Vincent T. H. CHU.

The main objective of asphalt mix design is to achieve a mix with economical blending of aggregates with asphalt to achieve the following :

(i) workability to facilitate easy placement of bituminous materials without experiencing segregation;
(ii) sufficient stability so that under traffic loads the pavement will not undergo distortion and displacement;
(iii) durability by having sufficient asphalt;
(iv) sufficient air voids

In asphalt mix design, high durability is usually obtained at the expense of low stability. Hence, a balance has to be stricken between the durability and stability requirements.

This question is taken from book named – A Self Learning Manual – Mastering Different Fields of Civil Engineering Works (VC-Q-A-Method) by Vincent T. H. CHU.

When a concrete pavement is constructed over a box culvert, it is important to match the location of transverse joints with boundary of box culvert. Otherwise, it is likely that full-depth transverse cracks would develop on the pavement slabs just above the location of boundary of box culvert. In case a layer of granular sub-base is introduced to place under the pavement slabs, the sub-base layer serves as crack-arresting layer and the possibility of development of transverse cracks in concrete pavement is reduced.

This question is taken from book named – A Self Learning Manual – Mastering Different Fields of Civil Engineering Works (VC-Q-A-Method) by Vincent T. H. CHU.

Longitudinal joints are installed in concrete pavement to prevent differential settlement between adjacent concrete panels. Moreover, it serves to control cracking from stresses caused by volumetric changes of concrete owing to moisture and thermal gradients. In essence, the joint contains tie bars to enhance efficient load transfer between adjacent concrete panels.

Sometimes keyway joint are designed in longitudinal joint to improve the performance of the joint. Though the installation of keyway joint does not appear to increase the load transfer efficiency of longitudinal joint, it proves to help reduce the deflection of concrete pavement. Keyways are not recommended for thin slab (less than 250mm thick) because of the difficulty in construction. Moreover, keyways are prone to failure in thin concrete slabs where they are too large or too close to slab surface.

This question is taken from book named – A Self Learning Manual – Mastering Different Fields of Civil Engineering Works (VC-Q-A-Method) by Vincent T. H. CHU.

Tie bars are deformed rebars or connectors used for holding faces of rigid slabs in contact to maintain aggregate interlock. Tie bars are not load transferring device. For instance, tie bars are used in longitudinal joints in concrete pavement.

Dowel bars are smooth round bars which mainly serve as load transfer device across concrete joints. They are placed across transverse joints of concrete pavement to allow movement to take place. Where movement is purposely designed for longitudinal joints, dowel bars can be adopted.

This question is taken from book named – A Self Learning Manual – Mastering Different Fields of Civil Engineering Works (VC-Q-A-Method) by Vincent T. H. CHU.