1. INTRODUCTION
pavements are defined as those with no transverse joints and with relatively
heavy amount temperature steel to ensure holding the cracks tightly closed.
steel. Thus if high percentage of steel are used, the crack interval is very
small. Even though the crack interval on CRCP is very low, the cracks
longitudinal rein. A high degree of shear transfer across the cracks is assured
joints which are costly to construct and maintain. CRCP usually provides a
very smooth riding surf ace. Also in channelized traffic areas for heavy jet
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Continuously Reinforced Concrete Pavement Design for Airport
applications, its use for the airport has been relatively limited. The largest
Airport and midway Airport, Chicago. In India the CRCP is not provided till
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Continuously Reinforced Concrete Pavement Design for Airport
2. PURPOSE
the same slab thickness be used for CRCP as would be determined for plain
airport use indicates that reduced thickness are not adequate. CRCP
performance at airports has been quite good where the thickness of the CRCP
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Continuously Reinforced Concrete Pavement Design for Airport
3. MATERIALS
3.1-REINFORCEMENT: -
For the rein. reqd. for pavement deformed steel reinforcing bars
60,000 Psi (414 Mpa) and that of transverse reinforcement is 40,000 Psi
3.2-CONCRETE:-
specified age selected depends on the individual project and anticipated start
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Continuously Reinforced Concrete Pavement Design for Airport
days, to avoid long curing times for laboratory specimens .A general thumb
rule often used is that concrete usually will achieve 10% increase in flexural
traffic. Concrete flexural strength on the order of 600 to 750 Psi (4.1 to
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Continuously Reinforced Concrete Pavement Design for Airport
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Continuously Reinforced Concrete Pavement Design for Airport
are available .All yields reasonable results, although some small differences in
requirements.
4.1.EXAMPLE METHOD:-
method is used in this report .Design curves are available for the said method
for different aircrafts with different gear conditions. These design curves were
value) and annual departure level. Each of the design parameter is discussed in
the following.
flexural testing in accordance with ASTM C78. Normally the 90-day strength
is used for design, however different age may be necessary depending upon
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Continuously Reinforced Concrete Pavement Design for Airport
value should be assigned to the top of the layer immediately below the
aircraft having different gear types, wheel loads and wheel spacings. Most
gross weight of the design aircraft as load parameter. Aircraft transmits load
predict precisely what percentages of load will be supported by the nose gear
and main gears, the FAA used the following simplifying assumptions. The
nose gear assembly is assumed to carry 5% of gross weight of aircraft and the
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Continuously Reinforced Concrete Pavement Design for Airport
4.1.4.TRAFFIC VOLUME:-
calculating the total no. of departures that will accumulate over the desired
design life. The thickness given by the accompanying curves can be related
to the total no of departures that will occur over a 20-years period i.e.
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Continuously Reinforced Concrete Pavement Design for Airport
5. REINFORCEMENT DESIGN
rein .The equation was developed emperically from experience on CRCP for
100 ........(1)
following.
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Continuously Reinforced Concrete Pavement Design for Airport
suggested working stress for steel is 75% of specified minimum yield strength.
fr- should direct tensile strength data be available measured values should be
used. Event direct tensile strength data are not available, it may be
bottom of slab and top or subbase. The friction factor indicates the force
for reindesign.
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Continuously Reinforced Concrete Pavement Design for Airport
1.8 for stabilized sub-based which are preferred for CRCP.A Nomograph
rein. is the ratio of cone. tensile strength to specified minimum yield strength
of steel. The tensile stresses in cone. and steel are equal in uncracked CRCP
after a crack forms in CRCP the tensile stresses are carried solely by rein. This
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Continuously Reinforced Concrete Pavement Design for Airport
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Continuously Reinforced Concrete Pavement Design for Airport
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Continuously Reinforced Concrete Pavement Design for Airport
Ps = Ws x Fx 50/Fs ...............(4)
5.5 CRACKS:- As the transverse joints in CRCP are eliminatd due to the
loading and another factors causing different types of stresses in slab it will
develope cracks at regular intervals, which are held tightly closed by the
crack spacing and the stress in rein. at cracks Mccollough and Noble have
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Continuously Reinforced Concrete Pavement Design for Airport
is maximum value.
Water infiltration: - the infiltration of water into a CRCP through cracks can
and crack widths greater than 0.025 in (0.63mm) will probably not occur
Spalling:- Limiting crack spacing to no more than 8Ft. (2.6m) should with a
90% confidence level restrict the incidence of spalled cracks to less than
40% limiting crack. Spacing to no more than 6Ft.(2m) restrict the incidence of
spalled cracks to less than 30% however the confidence level also drops to
84%. A lower limit of crack spacing is required to achieve full bond between
steel and cone. Theoretical calculations show that full bond can be achieved
at a minimum crack spacing on the order of 3Ft. (1m) A lower limit on crack
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Continuously Reinforced Concrete Pavement Design for Airport
6. PAVEMENT JOINTING
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Continuously Reinforced Concrete Pavement Design for Airport
must be provided where paving ends and begins. Another type of L-joint
when very wide paving lanes are constructed. Transverse rein carried out
7. TERMINAL TREATEMENTS
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Continuously Reinforced Concrete Pavement Design for Airport
anticipated. Wherever end movements may a problem, such where the CRCP
The details of wide flange beam joint are shown in fig. and is
the type of joint recommanded for this condition. In these instances CRCP
slab length should be limited to about 1000 Ft. (305m). This limiting length
8. DESIGN EXAMPLE
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Continuously Reinforced Concrete Pavement Design for Airport
following.
-- Paving lane width —25Ft (7.6m) all longitudinal construction joints tied.
Enter the design curve for DC 10-10 aircraft (fig- ) with the
(310mm). This thickness would rounded upto the next half inch to 12.5 in
(320mm).
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Continuously Reinforced Concrete Pavement Design for Airport
5.
Solving the CRCP equation (1) with the assumed input parameters yields.
Ps= 0.84%
8.2.2 TEMPERATURE:-
temp. changes is computed using equation (2) given in section 5.2 which
= 0.78%
Ps = (400/60,000) x 100
= 0.67%
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Continuously Reinforced Concrete Pavement Design for Airport
B)TRANSVERSE REINFORCEMENT:-
= 0.23%
The final design a 12.5 in (120mm) thick conc. slab. The CRCP
design equation controls the L-rein percentage and the value of 0.84% is
selected for design using fig. 8 rein bars spaced at 7.5m (190mm) on centre
reqd. is 0.23% which can be met by using 4 bars on 7 in (17 7mm) centres.
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Continuously Reinforced Concrete Pavement Design for Airport
CONCLUSION
this pavment is good. It also works for takeoff and landing of high fuel jet.
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Continuously Reinforced Concrete Pavement Design for Airport
9. CONVERSIONS
used.
1) 1inch = 25.4mm
2) 10 Ft = 3.05m
3) 1 in2 = 645.16mm2
10. REFERENCES
2. Airport Engineering
By Venketeppa Rao.
By Yoder
By S. K. Sharma.
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Continuously Reinforced Concrete Pavement Design for Airport
for pavement.
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Continuously Reinforced Concrete Pavement Design for Airport
Ps = Ft/Fy x l00
Psi
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Continuously Reinforced Concrete Pavement Design for Airport
Ps = Ws x Fx 50/Fs
Where, Ps = the reqd. % of T-rein.
Ws = Width of paving slab, Ft.
F = Friction factor for sub-base
Fs = Allowable working stress Psi.
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