Jaecklin, F., P., (1986), Bemessung von Geotextilien im Strassenbau, Regressionberechnung von Erfahrungswerten, Schweizer Ingenieur, 40/86, Р. 990–994 [in English].
Wilmers, W., (2002) The revised german regulations for the use of geosynthetics in road construction, Geosynthetics-7th ICG, Р. 1401–1404 [in English].
BRE (2004), Working platforms for traced plant: good practice guide to the design, installation, maintance and repair of ground supported working platform [in English].
ITB (2007), Instrukcje, Wytyczne, Poradniki, 429/2007, Projektowanie konstrukcji oporowych, stromych skarp i nasypów z gruntu zbrojonego geosyntetykami [in English].
BS 8006:2010, Code of practice for strengthened/reinforced soils and other fills, BSI 2010 [in English].
EBGEO:2010, Empfehlungen für den Entwurf und die Berechnungen von Erdkörpern mit Bewehrungen aus Geokunststoffen, Deutsche Gesellschaft für Geotechnik e.V. Verlag Ernst & Sohn, Berlin [in English].
RStO 12 (2012), Guidelines for standardisation of pavement structures of traffic areas, FGSV, Translation, 2015 [in English].
RIL 836:2022, Erdbauwerke planen, bauen und instand halten, Deutsche Bahn AG [in English].
Alina Yunak, Anatolii Tsynka, Anton Zheltobriukh
et al.
Introduction. Harmonization of the national regulatory framework with the European one is a key task for Ukraine’s road sector. The quality and durability of asphalt concrete layers directly depend on the adequacy of testing methods applicable to the design of asphalt concrete mixtures and quality control. In Ukraine, these methods are regulated by DSTU B V.2.7-319:2016, whereas in the European Union a comprehensive system of EN 12697 standards is in force.
Problem Statement. Analysis shows that the methods regulated by DSTU B V.2.7-319:2016 contain a number of conceptual and procedural differences from European approaches. This concerns both laboratory compaction methods, which do not reproduce actual roller conditions, and methods for determining composition and volumetric properties, which include internal methodological inconsistencies and do not account for the characteristics of modern materials. Such discrepancies call into question the comparability of results and the effectiveness of the quality control system.
Objective. To conduct a detailed comparative analysis of key testing methods according to DSTU B V.2.7-319:2016 and the corresponding standards of the EN 12697 series, in order to scientifically substantiate the feasibility and directions for modernization of the domestic regulatory framework.
Methods. A comparative analysis of regulatory documents was carried out, including a comparison of principles, procedures, equipment, and evaluation criteria for laboratory compaction methods, composition determination, volumetric properties, and water resistance of asphalt concrete.
Results. It was established that the domestic compaction method by pressing is destructive to the mineral skeleton, unlike European methods (gyratory, rolling compaction), which better simulate real conditions. A critical methodological error was identified in the national method of determining binder content by ignition — namely, the absence of a calibration procedure for aggregate mass loss. An internal inconsistency was revealed in DSTU B V.2.7-319:2016 during the determination of maximum density (using the concepts of "true" and "apparent" density for calculation and experimental methods, respectively). It was demonstrated that the water resistance determination procedure according to DSTU B V.2.7-319:2016 is less stringent and representative compared to the accelerated conditioning method specified in DSTU EN 12697-12:2018.
Introduction. One of the most important road works is road maintenance work, which includes technical supervision of the road, road structures and right-of-way for timely detection and elimination of defects, ensuring the operation of road elements, including artificial structures, in different periods of the year, in particular, in the winter period, keeping them in proper operating condition, and others.
Problem statement. The performance of works on winter maintenance, namely the use of methods of combating snow drifts, elimination of winter slipperiness, has both a positive and a negative impact on the environment, which is due to the use of technical salt as one of the methods of ice prevention and elimination. Such melting anti-icing material accelerates the destruction of the road surface, reduces productivity, pollutes the soil and water bodies.
Purpose. Review of the main road works performed by road enterprises during the winter maintenance of highways and their consequences for the condition of the road surface, right-of-way, soil and water bodies. Analysis of the experience of other countries regarding ecological approaches aimed at the winter maintenance of highways, taking into account the consequences for the ecosystem.
Materials and Methods. During the writing of the article, observations and comparisons of works on winter maintenance of highways by road organizations were carried out, in particular, methods and measures for snow removal, elimination of winter slippage and their impact on the environment.
Results. The paper describes the performance of the main types of work on the operational maintenance of public highways in the winter period, their effect on the state of the road surface, artificial structures and the surrounding environment as a whole is investigated.
Conclusions. Consideration and elaboration of the application of methods of eliminating winter slippage, eliminating ice without the use of melting anti-icing materials, namely technical salt, which has a negative impact on the environment.
A certain number of urban overpasses in Ukraine were built in the 1950s and 1960s with short spans and a large number of intermediate piers (e.g., Beresteyskyi overpass in Kyiv). The presence of intermediate piers on the roadway creates an emergency situation due to the disappearing lane before entering the structure on both sides, which leads to the accumulation of cars during rush hour. Such overpasses require reconstruction, which should include a reduction in the number of intermediate piers.
As part of pre-design surveys during the reconstruction or construction of new overpasses, it is advisable to conduct laser scanning of the surrounding area to ensure the most accurate reflection of the existing infrastructure, harmonious interaction of the structure with the terrain, optimization of earthworks and use of construction materials. The use of laser scanning is a modern way to control construction and is in demand around the world.
Introduction. This article reveals the need to reconstruct urban overpasses with a large number of intermediate piers to avoid the formation of accident-prone areas at the entrances to the structure. Urban bridges and overpasses require a special approach to their design and construction, as in these conditions it is recommended to take into account the aesthetic component, which includes architecturally expressive design solutions. The article presents proposals for the design of such an overpass using laser 3D scanning, which allows for a more detailed study of the design site and simplifies the control of construction work.
Bernardo Sandrini Salasa, Hendro Wardono, Dharwati P Sari
et al.
Adanya permasalahan yang terjadi pada pekerjaan konstruksi dapat menyebabkan terjadinya keterlambatan waktu karena adanya ketergantungan antara setiap item pekerjaan. Penelitian bertujuan untuk menganalisis percepatan waktu dan biaya agar ekonomis penggunaannya pada proyek Jalan Sanga-Sanga. Dalam pelaksanaannya terjadi keterlambatan waktu yang semula ditargetkan selesai dalam waktu 42 hari menjadi 59 hari. Metode fast-track dan crash program merupakan metode yang digunakan dalam penelitian untuk menekan keterlambatan dan dibandingkan hasilnya. Hasil analisis menggunakan metode fast-track dan crash program dari segi waktu bisa ditekankan lebih cepat dari rencana awal dengan variasi lewat waktu kerja 1 jam, 2 jam, 3 jam. Pada metode crash program yaitu dalam waktu 36 hari, 32 hari, dan 31 hari. Sedangkan pada metode fast-track dapat diselesaikan dalam waktu 39 hari dengan biaya sebesar Rp. 4.054.701.876,00 terjadi penurunan sebesar 0,8%, sedangkan dengan metode crash program memperoleh biaya sebesar Rp. 4.044.725.015,00 untuk 1 jam lembur, Rp. 4.067.463.338,00 untuk 2 jam lembur, dan Rp. 4.096.452.849,00 untuk lembur 3 jam. Dari kedua metode tersebut didapatkan kesimpulan bahwa metode yang lebih efektif dan efisien adalah metode crash program dengan lembur 1 jam dengan biaya Rp. 4.044.725.015,00.
Highway engineering. Roads and pavements, Engineering (General). Civil engineering (General)
Introduction. The issue of features of formation and practical calculation of temporary moving load from vehicles on arched structures made of corrugated metal under the road embankment is considered. These features are related to the scheme of static work and deformation of a relatively flexible structure — mainly to bending under the influence of the prevailing vertical pressure from the soil of the embankment and in the conditions of the transfer of a temporary load through the soil of the embankment, which distributes this load in a certain way.
Problem Statement. In the current regulatory and methodological documents regarding the design of bridges and pipes, information on the rules for determining the amount of temporary moving load on pipes under highway embankments is limited to instructions regarding the parameters of a typical scheme of wheel loads (NK-100 or NK-80) and regarding the distribution of properties of the soil of the embankment, without setting out the methods and formulas necessary for practical calculations, which complicates the design to a certain extent. Normative and methodical documents directly related to the design of road structures made of corrugated metal also do not contain sufficiently complete and correct information on this issue.
Introduction. The new approach to determining the cost of road works and services is adapted to international standards of costs formation in the road sector, and the changes provided by the pricing system will be implemented by all participants of the road sector.
Problem Statement. The necessary conditions for new construction, reconstruction, repair and maintenance of public roads financed from the budget are to ensure that their cost is determined in accordance with the principles of market pricing and using free prices, timely and correct settlements, as well as meeting all deadlines and high-quality road works and services. That is why the pricing model, taking into account its peculiarities, needed to be improved and brought in line with modern European norms and standards. At the same time, the approach to determining the cost of future investment projects for new construction, reconstruction, repair and maintenance of public roads should be based on uniform rules and methods that are formed taking into account state, territorial, public and private interests.
Purpose. Changes in the pricing system in the road sector will allow to: ensure a transparent and competitive environment in the market of road works and services, resulting in lower costs for new construction, reconstruction, overhaul and current repairs, and operational maintenance of roads; accelerate the implementation of new projects, as well as increase their number, which will significantly contribute to the development of road infrastructure in Ukraine, positively affect the economy, improve the standard of living of citizens, and attract investment.
The article considers the issues of applying ground penetrating radar (GPR) technologies for engineering purposes concerning subsurface research. It describes the field of application of GPR research during road construction and operation and the advantages and disadvantages of this type of engineering survey. It presents comparative data on the accuracy (inaccuracy) of existing GPR control methods applied to determine the thickness of the monolithic pavement layers in Europe, CIS, and the USA. The main provisions of the GPR survey procedure are described, including four main stages: the analysis of initial materials of surveyed section and equipment preparation; GPR survey; geological verification; processing and interpreting of radargrams; and the preparation of a report. Geophysical works were performed using the geo-radar of the OKO series as part of the road measuring complex DVK-05 on the section of the Astana-Petropavlovsk A-1 highway with cement concrete pavement and on the section of the R-12 "Kokshetau - Atbasar" with asphalt pavement. The example of a radargram and the core sample of a cement concrete pavement taken during geological verification of the thickness of a monolithic layer is presented. Graphs of variation in the thickness of pavement layers by radargrams of longitudinal passages in the indicated road sections with the assumptions about the nature of the heterogeneity of the obtained values are given. The obtained results on the thickness of monolithic layers (cement concrete and asphalt concrete) were assessed on the criteria of quantitative deviation from the required standard value. Recommendations were provided to address positive deviations in the thickness of monolithic pavement layers at various stages of the road survey.
With the continuous development of domestic highway construction, highway civil engineering and servicelevel quality have attracted much attention. Good pavement quality and high-quality service make people feel comfortable and smooth when traveling. High-quality pavement can significantly reduce the probability of traffic accidents. At present, there is a direct relationship between pavement quality and pavement construction operations. Carrying out pavement construction operations in cold high-altitude areas requires a reasonable selection of construction equipment and methods. The application of warm-mix asphalt pavement construction technology can ensure pavement quality. Therefore, this paper analyzes the advantages of warm-mix technology, the environmental characteristics of cold high-altitude areas, and construction preparations, and discusses the construction technology of warm-mix asphalt pavement in cold high-altitude areas in detail, to improve the overall road quality of cold high-altitude areas.
Road damage caused by asphalt cracks is a significant issue in the civil engineering industry as it poses a threat to road and highway safety. Detecting and classifying cracks is a difficult undertaking because of the intricate pavement conditions created by various factors such as shadows, oil stains, and water spots. These factors can create challenges in differentiating cracks from the surrounding pavement. The focus of our study was to put forward a architecture of a deep convolutional neural network (DCNN) that can automatically detect and categorize pavement cracks. To train DCNN, we utilized RGB images of pavement cracks that were captured manually with a resolution of 1024x768 pixels. These images were then segmented into patches measuring 32x32 pixels. During the training of the DCNN, we employed two filter sizes, which were 3x3 and 5x5. Our presented approach achieved a recall of 98%, precision of 99%, and accuracy of 99%, successfully detecting the presence of cracks in the images. The DCNN was also capable of classifying With fair classification accuracy for both filter sizes and no noticeable difference in accuracy between the two filter sizes, pavement cracks into no cracks, transverse, longitudinal, and alligator. In contrast to bigger filter sizes, smaller filter sizes required greater processing time during training. Overall, 94.5% accuracy was achieved while using our suggested method to classify different kinds of cracks. Key Words: Crack detection, DCNN, Faster R-CNN, Unet, YOLO, ResNet-50
As a highway pavement maintenance technology, the road performance of the ultra-thin overlay depends heavily on the performance of asphalt cement. For the preparation of high-performance-modified asphalt suitable for ultrathin overlay, the reactive blending technology was used based on SBS modified asphalt and combined with a penetration test, softening point test, ductility test, dynamic viscosity test, and viscous toughness test to study the optimal blending ratio of high-viscosity modified asphalt. Further, the rolling thin-film oven test (RTFOT), dynamic shear rheological (DSR) test, and Brookfield viscosity test are used to evaluate the technical properties of SBS/PTW modified asphalt under the best mixing ratio. Finally, the SMA-13 asphalt mixture was prepared with SBS/PTW high-viscosity modified asphalt and evaluated through a rutting test, low-temperature bending test, immersion Marshall test, freeze-thaw splitting test, structural depth test (TD), and British pendulum number (BPN) test. These results showed that the best blending mass ratio of high-viscosity modified asphalt is 6% SBS + 4% solubilizer + 0.2% PTW + 0.2% nano-ZnO. All technical property indexes of the prepared SBS/PTW high-viscosity modified asphalt meet the requirements of an ultra-thin overlay binder. The dynamic viscosity at 60°C reaches 64204 Pa·s, and the viscosity and toughness are 25.4 N·m and 20.9 N·m, respectively. SBS/PTW high-viscosity modified asphalt under dynamic shear rheology (DSR) test is classified as PG88 at high temperature. The rutting factor changes the smallest before and after aging, and it has excellent anti-aging performance. Furthermore, the asphalt mixture prepared by SBS/PTW high-viscosity modified asphalt has excellent high and low-temperature performance, water stability, and skid resistance performance. All properties meet the requirements of the ultra-thin overlay. This study demonstrated that the SBS/PTW high-viscosity modified asphalt possessed high viscosity properties, which can be used in the ultra-thin overlay and other highly demanding working environments.
Road pavement is a layer structure located above the subgrade, there is a layer of upper foundation and sub-base which each layer consists of compacted aggregates which have a function to transmit stress due to wheel load. There are 3 road pavements, asphalt or flexible pavement, concrete/ rigid pavement (rigid pavement) and composite pavement (Composit pavement). In determining pavement thickness there are several methods to use, including in this study using the 1993 AASHTO method for flexible pavements and the 2017 Road Pavement Manual method (Bina Marga 2017) for rigid pavements. The location of this research is located on Jalan Celukan Bawang – Pelabuhan, Kec. Gerokgak, Kab. Buleleng. This final project aims to determine the comparison of flexible pavement thickness using the 1993 AASHTO method compared to rigid pavement using the 2017 Highways method and the comparison of implementation costs and maintenance costs on flexible0pavement0and rigid pavement0with0a design life of 10 years. From the results of calculations that have been carried out, the 1993 AASHTO method produces a total thickness of 61 cm with an implementation cost of Rp. 2.363.603.825,33 and maintenance costs of Rp 118.180.191,27, and the 2017 Road Pavement Manual method produces a total thickness of 54.5 cm with an implementation cost of Rp.5.230.581.646,07 and maintenance costs of Rp. 261.529.082,30. From the results obtained, flexible pavement using the 1993 AASHTO method has agreate thickness with lower implementation and maintenance costs than rigid pavement using the 2017 Road Pavement Manual method.
Abstract: The main subject of the study is to present the negative impact of the degradation and underdevelopment of point infrastructure on the functioning of the freight transport system in Poland. The author proves that the revitalization of railway stations and sidings can contribute to increasing the competitiveness of rail transport, especially in the area of competing with road freight carriers for transport orders as part of dispersed transport, as well as securing the transport system in Poland against the effects of increasing congestion in road transport. Unfortunately, in the Third Republic of Poland, the number of railway sidings has been systematically decreasing, and the problems of transporting goods by rail are exacerbated by the optimization of railway infrastructure in terms of fast passenger trains. The plans for renovation and expansion of the railway network take into account the needs of passenger traffic rather than freight, which is manifested, for example, in the elimination of the so-called train passing loops. Keywords: Rail freight transport; Railway sidings; Railway stations; Transport infrastructure; Railway competitiveness
Highway engineering. Roads and pavements, Bridge engineering
An elastoplastic numerical model for calculating the consolidation settlement of wide embankment on soft ground is established using PLAXIS finite element software to investigate the settlement behaviour of soft ground under the wide embankment. The distribution rules are analysed and compared to narrow embankments, such as surface settlements of ground and embankment, lateral displacement of soft ground at the foot of embankment slope and excess pore pressure in soft ground. The influence rule of elastic modulus of soft ground on the settlement of soft ground under wide embankment is discussed. The results show that the settlement distributions of wide and narrow embankments on soft ground are “W” and “V” shapes, respectively. The maximum settlement of wide embankment is near the foot of the embankment slope, which is unequal to the settlement at the centreline of the embankment. The lateral displacement distribution rules of soft ground are both “belly” shaped at the foot of two types of embankments slope. However, the lateral displacement of the wide embankment is larger in each corresponding stage. During the construction period, the excess pore pressure in the soft ground under the wide embankment is much higher than that of the narrow embankment, so the post-construction consolidation time of the wide embankment is longer. Moreover, the macroscopic settlement rule of the wide embankment is still the same with the increase of elastic modulus of soft ground.
Highway engineering. Roads and pavements, Bridge engineering
Mariusz Wesolowski, Krzysztof Blacha, Piotr Wlodarski
Abstract: Characteristics of the drainage of the surface movement area of airports, and more precisely the rapid drainage of water from the surface, is the main safety factor taken into account at the stage of designing, building, and maintaining the movement area and adjacent areas. Drainage of water from the pavement is a basic requirement and serves to reduce the thickness of the water layer on the surface. Adequate drainage is ensured primarily by surfaces with a suitable slope, both longitudinally and transversely (natural water drainage). On the other hand, dynamic drainage is achieved through the texture of the pavement. The paper presents the results of research on the texture of airport pavements and their analysis in relation to the current requirements. In the tests, apart from the currently used point measurement method, an innovative method of assessing anti-skid properties was used, which allowed for the simultaneous measurement of the friction coefficient µ and a new coefficient of continuous mean profile depth and CMPTD texture. The obtained results allowed us to present conclusions that when assessing the texture of airport pavements and thus designing structural solutions in terms of their drainage, it is reasonable to take into account the technology of its implementation (cement concrete or asphalt concrete). Keywords: Drainage of airport pavements; Texture of airport pavements; Safety of air operations
Highway engineering. Roads and pavements, Bridge engineering
Accurate and rapid acquisition of the strain influence line of continuous beam plays a positive role in promoting the wide application of structural health monitoring. The structural response obtained from the sensors is used to estimate the strain influence line. However, most estimation methods ignore the influence of axle parameters on the structural response, resulting in a large error in identifying the strain influence line. This paper presents a method for eliminating the influence of axle parameters of moving vehicles on strain responses to estimate the strain influence line of continuous beams based on the long-gauge strain sensing technology. By analysing the mechanical characteristics of the multi-span continuous beam, a theoretical strain influence line expression is first established to obtain the strain influence line of the continuous beam accurately. The structural response only caused by axle weight, obtained by eliminating the influence of axle parameters, is then estimated for calibrating the theoretical strain influence line. Finally, different lane tests are also considered to solve the influence of different transverse position relations on the proposed method between the monitoring unit and the lane. Finally, numerical simulations are adopted to illustrate the effectiveness of the proposed identification method by simulating the strain time histories induced by a multi-axle vehicle. A field test also demonstrates the validity and feasibility of this method.
Highway engineering. Roads and pavements, Bridge engineering
Mindaugas Zakarka, Šarūnas Skuodis, Rimantas Mackevičius
et al.
This research work represents updated results of cohesive soil strength improvement with mineral wool fly ash. In the investigations, these materials were used: Portland cement CEM I 42.5 R, fly ash obtained from a mineral wool production process, sand and clay. Mixtures were prepared as follows: dry mixing of Portland cement and fly ash; dry mixing of sand and clay; adding water into Portland cement and fly ash; adding sand and clay mixture into already prepared Portland cement and fly ash suspension. The content of fly ash replacing Portland cement varied from 0% to 40%, and the content of sand mixture varied from 20% to 60%. After 24 hours, investigated samples were taken out from cylinder forms and kept in a desiccator with a humidity of 90% and at 20 °C temperature. Uniaxial compressive strength of the samples was determined after 548 days and compared to previous research results obtained after 7, 28 and 183 days. The most predictable compressive strength is for samples, which composition is 100% cement and 0% fly ash. In these samples, the highest compressive strength was obtained, comparing them to the other investigated samples. Compressive strength change is minimal for samples with a 10–30% amount of fly ash. The most significant decrease in compressive strength was obtained for samples with a 40% fly ash after 183 days. Nonetheless, the compressive strength of these samples increased after 548 days and is almost the same as for samples with 100% Portland cement.
Highway engineering. Roads and pavements, Bridge engineering
Mastic asphalt is a type of pavement material that has good fluidity and is self-levelling at construction temperature for the bridge deck. There are highly accurate methods and indexes for evaluating fluidity and high-temperature deformation resistance for mastic asphalt-design and construction-control systems. The fatigue cracking is one of the main failure forms of bridge deck pavement. Therefore, the method used to evaluate the fatigue properties of pavement materials is also essential. The anti-deformation capability of the mastic asphalt must be increased, that results in poor fatigue performance and consequent failure of the bridge deck pavement to avoid the rutting of bridge deck pavement. In this study, a simple method is put forward for evaluating mastic asphalt fatigue performance. Impact toughness is defined as the area under the load-displacement curve of a three-point bending beam specimen under impact load to evaluate the fatigue performance of mastic asphalt. The four-point bending beam fatigue test is used to verify the rationality of the impact toughness test method. The results showed that there is a good correlation between the impacts toughness index of mastic asphalt produced under different mixing conditions and the accumulative dissipative energy and fatigue life demonstrated by the four-point bending beam test. Therefore, to evaluate the fatigue performance of mastic asphalt by impact toughness test. Fatigue performance and rut resistance are two ways to evaluate road performance of asphalt mixtures, but they are mutually restrictive. The results show that impact toughness and dynamic stability are inversely correlated. As the impact toughness increases, dynamic stability decreases. Therefore, balancing the fatigue performance and high-temperature rutting resistance of mastic asphalt in the design and quality control is very important.
Highway engineering. Roads and pavements, Bridge engineering