Introduction. This article deals with the issue of reviewing existing methods and approaches to assessing the condition of the road pavement and proposes a methodology for assessing the condition of the road pavement using a complex indicator. This indicator is used to analyze the defects and destruction of the pavement determined by the visual method.
Problem. The need to improve the methodology for assessing the condition of the road surface (rigid, non-rigid) by calculating the coefficient by which the designer or balance holder can assess the condition of the existing pavement.
The purpose of the article. To inform road industry specialists about new trends and developments in the field of road pavement inspection of roads and airfields.
Materials and methods. SE “NIDI” (DerzhdorNDI SE), National Transport University and current construction norms and standards of Ukraine, materials of foreign regulatory documents and technical literature on pavement condition assessment were used in the article.
Conclusions. According to the analysis, a methodology for calculating a complex coefficient for assessing the condition of the pavement, taking into account the degree of damage to the pavement, which should be used as an additional tool for assigning the type of repair work, is proposed.
Introduction. Cement concrete, like most other porous materials, easily absorbs and retains moisture. Moisture can be absorbed by the reinforced concrete foundation if there are defects in the external waterproofing layer, leading to the development of mold, mildew, efflorescence, reinforcement corrosion, and damage to the finishing materials in the basement. The greatest danger is that frozen water expands and, through its pressure, destroys the structure from within. Waterproofing additives in cement concrete are used to improve the strength, corrosion resistance, impermeability, and frost resistance of concrete.
Problem Statement. Ensuring the reliability of road pavement in the post-war period.
Objective. To investigate the feasibility of using a waterproofing additive in a cement concrete mix using the example of the colmatant additive Penetron Admix.
Results. Tests were conducted, and the feasibility of using a waterproofing additive in a cement concrete mix was analyzed, using the example of the colmatant additive Penetron Admix.
Conclusions. The study evaluated the advantages and disadvantages of using a waterproofing additive in a cement concrete mix, using the example of the colmatant additive Penetron Admix, and laboratory tests of the physical and mechanical properties of cement concrete were carried out.
Artem Bezuglyi, Bohdan Stasiuk, Nataliia Mudrychenko
et al.
Introduction. The transport and operational condition of the road network in Ukraine is currently in an unsatisfactory state. In addition, as a result of hostilities, traffic flows have been significantly reoriented, the distribution of cargo and passengers by mode of transport has changed, and the types and nature of cargo have changed, which in turn should be taken into account when restoring and developing the road network. At the same time, civilian traffic continues to move on public roads, which necessitates ensuring safe and comfortable passage of motor vehicles.
Problem statement. Given the current transport and operational condition of the road network, a significant reduction in the level of funding for the road sector (which was forced to be reduced due to the allocation of the State Road Fund for the needs of the Armed Forces of Ukraine), there is an urgent need to review existing approaches to the distribution of funding for road works and services.
Objective. To formulate a conceptual framework for prioritizing the financial support of individual road works and services projects, taking into account modern methods of economic analysis and cash flow discounting.
Problem Statement. Observation of the performance of objects restored by cold recycling technology shows that more attention should be paid to diagnosing the condition of existing pavement and predicting the processes that cause premature deterioration.
Purpose. To find solutions to clarify the condition of the existing pavement and to determine in more detail the factors of deterioration.
Research methods. Analytical and experimental with the use of computer modeling.
Conclusions. Based on the results of the research, an algorithm for conducting the survey was developed, which consists of two consecutive stages. This algorithm is based on the results of the first stage of the survey that provides that not only data are collected, but also envisages that a program for the second stage of the survey is drawn up. Based on the results of the second stage of the survey, a plan diagram of the same type of road sections is formed, the need for additional preparatory work to eliminate local areas with deterioration is determined, and constructive and technological solutions for the repair of pavement using cold recycling technology are developed with the determination of the depth of milling, the amount and composition of stone materials that are additionally added to the mixture, the composition of the binder, etc.
Evelio Teijón-López-Zuazo, Ángel Vega-Zamanillo, Cristina Calmeiro dos Santos
et al.
Abstract This research carried out compares the behavior of traditional bituminous mixes with other sustainable mixes reusing recycled materials, waste or additives that improve mechanical or rheological characteristics. We have obtained the stresses and deformations in the pavement sections analyzed and the fatigue laws, determining the number of 13t axles that the material can support. For Heavy Vehicle (HV), with an Annual Average Daily Heavy Traffic (AADHT) of at least 800 HV by day (HV/d), the mixes investigated show a section durability loss of 12-15%, which can be considered acceptable. However, for minor traffic, for AADHT up to 25 HV/d, all the sustainable mixes tested improve the durability of the traditional mixes. However, for traffic below 25 HV/d, the data obtained do not recommend the use of sustainable materials in the case of a single pavement layer. As a wearing course, they can be laid in cycle paths or pedestrian areas.
S. V. Savelyev, A. A. Yurchenko, R. E. Litovchenko
The development of transport infrastructure is a priority task for our country with its vast and not fully developed territories. Transport construction requires the use of advanced technologies and the most modern and high-performance construction equipment. The article substantiates the relevance and importance of the process of compaction of road materials in the construction of earth embankments of highways. It is the subgrade that is the supporting engineering structure for the expensive upper layers of the road base and pavement. If the subgrade soils are poorly compacted, this will lead not only to the destruction of the earth embankment itself, but also to the destruction of the upper technological layers located on it, and these are unacceptable losses. Self-propelled road rollers are the main machines that compact the technological layers of the road, ensuring their strength and durability. Various designs and types of road rollers have appeared due to the variety of compacted materials and their properties. To ensure an efficient compaction process, it is necessary to correctly select not only the type of compacting machine, but also its operating modes. A new working body of a road roller capable of regulating contact pressures in an extended range is considered. An experimental sample and a calculation scheme for determining the main parameters are presented. The article provides a developed methodology for substantiating the parameters of a road roller with a new working body for the construction of transport infrastructure. The use of a new design roller and properly selected parameters of its operation will increase the efficiency of construction and reduce the cost of the technological operation of compacting the subgrade layers.
Local state drinking water company, Tirta Moedal, which its service area includes Mijen district, need to anticipate growing number of customers along with rapid growing population in the area for the last 5 years. One of the technical preparation is creation of Epanet model of pipe distribution network. Epanet model usage in water pipe network is addressed for time efficiency in hydraulics calculation if there are pipe network development. Calibration in water pipe model is comparing model simulation result to actual observation value of water pressure, by Paired Sample Test. Rising pipe life causing rising roughness and increasing headloss. The goal of this research is to calibrate the Epanet simulation model to actual condition by using modified roughness C value, conform to pipe age. Calibration results show average model simulation pressure is 20.92 m and average actual pressure is 18.94 m. Paired sample T test 2 tailed were conducted to both average pressure , resulting there is no real difference between simulation model to observation actual value, indicated by significant value is 0,124 > 0,05, the model is valid.
Highway engineering. Roads and pavements, Engineering (General). Civil engineering (General)
Introduction. In the past, the concept of transport was considered a very simple type of movement, but the corresponding update of this occurred with the advent of innovations in the field of transportation with the ability to transport people and goods with high productivity. First, the use of steam, and then gasoline and electricity, especially in the railway sector, changed the perception of mobility “manually” to “mechanized”. In the 20th century, the proliferation of the private car led to a revolution in mobility, a change in previous settings of the urban concept and its functionality. In the 1950s, the vast majority of the population could easily buy a private car, especially thanks to decisive political strategies that contributed to the development of the automotive industry. Mobility is a complex system that includes several modes of transport, such as road, rail, sea and air, interacting with the infrastructure through transport services. Man is between two entities, both user and object, depending on goals, potential benefits, or external factors.
The article is devoted to the analysis of factors influencing the management of mobility in settlements.
Problems. Mobility management is designed to improve the quality of life of citizens and minimize the external consequences that the community must suffer from transport problems; thus, the application of specific measures is intended to make the use of accessible transport more efficient and reasonable.
Purpose. Defining the role of mobility management for sustainable urban development.
Materials and method. Mathematical modeling, function of systematic utility
Results. Instead of using traditional incentives in the form of discounts and vouchers, gamification is a new strategy to promote resilience, when employees are encouraged to be more physically active and use the transit system through a system of ratings, challenges and rewards.
Conclusions. With the help of gamification, municipalities can implement interesting and innovative policies based on increasing the attractiveness of certain types / routes / directions of public transport.
This paper reports the experimental investigation conducted to study the influence of temperature and rest period on different methods of estimation of fatigue life of the bituminous mixture. Four-point beam bending tests were conducted on the bituminous mixture prepared with one unmodified binder and two different modified binders (crumb rubber modified and elastomer modified binder). The test was conducted at 20 °C and 0 °C using continuous loading and a rest period between two load cycles. The fatigue life was estimated using stiffness modulus and energy dissipation. The performance of three different bituminous mixtures was ranked—ranking a bituminous mixture based on the fatigue performance varied with temperature and loading condition. In addition, the ranking also varied with different post-processing methods adopted.
Highway engineering. Roads and pavements, Bridge engineering
A. Kairanbayeva, Zhumabek Zhantayev, G. Nurpeissova
et al.
The research is part of the �Design of an intelligent system to forecast landslides' processes and their influence on the roads' technical and operational characteristics� project financed by the Ministry of Education and Science of the Republic of Kazakhstan by AP09260066 program. The research goal is in surveying deformed parts of �Almaty-Cosmostation� automobile road nearby critical slopes to identify in the next phases the causes of pavement degradation and formulate then the recommendation to prevent such degeneration. This site was chosen due to the extreme danger associated with the possible closure of the river flowing through the gorges along the road under study due to a landslide slope. This can lead to a change in the riverbed, the formation of a strong water flow, which will create a danger to the population, will lead to significant material damage. Main results. Within the framework of this project, new knowledge will be gained in the theory of forecasting the occurrence of landslide processes and their impact on the technical and economic indicators of highways, which undoubtedly has applied significance and contributes to the widespread introduction of intelligent systems for forecasting and making industry decisions. Detailed engineering and geological research of deformed parts of �Almaty-Cosmostation� automobile road nearby critical slopes are provided. The article results with the field researches to formulate causes of deterioration of the road pavement and formation of longitudinal and transversal cracks on it. To develop intelligent models for predicting landslide processes and their impact on the state of the road, the following types of work were carried out: georadar sounding method; Earth remote sensing methods; ground-satellite geodesy method; modeling and training of intelligent systems. Conclusions: The surface smoothness of the road pavement is partly below the minimum permissible level. The causes of the �irregular� (unusual) transversal cracks should be associated with slides of the rock masses and water falling from the rock slopes. Suggested causes of the grading�s slide slopes� erosion are the faint provision of surface drainage for the road pavement. The unevenness of the pavement on a micro level is connected to the uncompacted enough asphaltic concrete pavement and other pavement�s layers. The field researches� results will be used for training and testing of intellectual models.
Abstract: In the paper an attempt has been made to concentrate attention on shaping the variable curvature in the diverging track of the railway turnout. Making use of some earlier studies, solutions provided with a circular arc in the mid-zone, and in the extreme regions with segments of nonlinear curvature of equal length and zero curvature at the start and end of the turnout, have been assumed as models. The most advantageous choice of the type of curvature has been made taking into account the kinematic conditions. A presentation made includes an analytical record of the curvature and the tangent inclination angle in the diverging track length and the Cartesian coordinates of the track. The final part of the paper referred to the determination of a set of some basic magnitudes relating to geometric parameters appropriate for a given speed of trains and adequate to ensure the minimization of the length of the entire turnout at a given final ordinate. Keywords: Railway turnouts; Diverging track; Curvature modelling; Selection of geometrical parameters
Highway engineering. Roads and pavements, Bridge engineering
Abstract: The paper shows the advantages of using drones in the photogrammetric inspection of railway engineering facilities, such as bridges and viaducts. The designs of drones dedicated to such research are presented. Methods of mapping such objects are described. Measurements of selected geometric parameters of an exemplary structure of a railway bridge were measured in a computer program based on its photogrammetric model, which creates a framework for improving the management of the inspection and maintenance process. Keywords: Uavs, Photogrammetry; Inspection, Railway; Bridges And Viaducts
Highway engineering. Roads and pavements, Bridge engineering
Existing deicing technologies involving chloride and heating wires have limitations such as reduced durability of roads and surrounding structures, and high labor requirements and maintenance costs. Hence, in this study, we performed indoor experiments, numerical analyses, and field tests to examine the efficiency of deicing using carbon nanotubes (CNTs) to overcome these limitations. For indoor experiments, a CNT was inserted into the center of a concrete sample and then heated to 60 °C while maintaining the ambient and internal temperatures of the sample at −10 °C using a refrigeration chamber. Numerical analysis considering thermal conductivity was performed based on the indoor experimental results. Using the calculation results, field tests were conducted, and the thermal conduction performance of the heating element was examined. Results showed that the surface temperature between the heating elements exceeded 0 °C. Moreover, we found that the effective heating distance of the heating elements should be 20–30 cm for effective thermal overlap through the indoor experiments. Additionally, the numerical analysis results indicated that the effective heating distance increased to 100 cm when the heating element temperature and experiment time were increased. Field test results showed that 62 cm-deep snow melted between the heating elements (100 cm), thus, verifying the possibility of deicing.
Maintenance and repair of the highway network system are major expenses in the state budget. For this reason, various concerned organizations are pointing out the need for developing an intelligent and efficient pavement performance model that can prioritize pavement maintenance and rehabilitation works. Such models can forecast the remaining pavement service life and pavement rehabilitation needs, and can help in the formulation of pavement maintenance and strengthening programmes which will reduce the road agency and road user costs. The flexible pavement performance or deterioration models involve the complex interaction between vehicles, environment, structure and surface of the pavement. Performance models relating to the pavement distress conditions like, cracking, ravelling, potholing, and roughness are analysed and developed by various researchers. Understanding the deterioration pattern of the flexible pavement is very important in order to take the decision for strengthening the pavement. The remaining life of the pavement depends on various factors such as Traffic, Environment and climatic conditions hence keeping in mind these factors. the thesis presents the pattern of the deterioration of remaining life of pavement. The thesis emphasis on determining the remaining life of pavement by conducting the FWD test. The FWD test is conducted on the same pavement for three time at regular interval to verify the remaining life of the flexible pavement.
Reduction of the number of fatalities among pedestrians remains a topical issue in Poland. For many years, this percentage has remained at around 30% of all those who were killed on the road. At the same time, there is an increase in the use of electronic devices by pedestrians and cyclists that may affect their perception when crossing the road. This can lead to traffic accidents. In order to investigate the problem, field studies were carried out and their results are presented in the article. Pilot studies on pedestrian and cyclist behaviour were carried out at three pedestrian crossings with traffic lights in Gdansk. Attention was paid to whether pedestrians and cyclists use headphones when crossing the road, whether they are talking on the phone or writing SMS. The results of the research indicate that currently in Gdańsk about 10% of unprotected traffic users use a telephone and 5% use headphones at pedestrian crossings. Most of them are young people, 70–90% of all users. Women prefer using headphones more than men. Pedestrians exhibited dangerous behaviour involving entering the road at a red light regardless of the use of telephones and headphones. Therefore, as part of the studies described, it cannot be clearly stated whether the use of telephones and headphones increases the risk of being the victim of an accident. Due to the lack of separate statistics with accidents involving mobile phones and headsets, it was not possible to analyse statistical data in this respect. At the same time, research confirmed traffic disruptions at the crossings, caused by telephone users, as indicated in literature.
Highway engineering. Roads and pavements, Bridge engineering
This paper raises problem issues of technical conditions of the roads in the Republic in connection with the address of Kassym-Zhomart Tokayev, the President of the country to the people of Kazakhstan.The main problem is poor condition of roads infrastructure resulting in a high level of accidents on dual highways. The second problem is slow rate of roads’ construction and reconstruction according to outdated designing methods and traditional construction technologies for a short operating time of not more than 15-20 years that does not comply with worldwide standards of repair-free service life of roads of 50 years and more. Motorization of the country and freight traffic increases by 25-40% annually, the road load increased 2-3 times resulting in intensive destruction of outdated roads pavements. In connection with this the volume of repairs with respect to costs exceeds more than 50% of total road industry financing. The third problem is a high cost of roads construction. Cost plus technologies are still being widely applied in Kazakhstan. At the same time industrial waste discharge of Kazakhstan’s enterprises accumulated more than 45 billion tons of anthropogenic wastes including petroleum and bitumen containing anthropogenic materials with the application of which innovative resource-saving and power-saving nanotechnologies and nanostructured long-life materials were developed. At the same time, it is possible to reduce the cost of construction and expenses for road maintenance by 2-3 times within 50 years. In addition, to accelerate construction and repairs of 1-2 category roads by 2-3- times, while 3-4 category by 5-6 times. The scientific and technical program headed by national Engineering Academy of the Republic of Kazakhstan for 2021-2023 “To develop and implement efficient technologies of cast-insitu construction of road-transport structures according to world standards with a complex recycling of industrial anthropogenic wastes and recoverable resources” is developed for wide application of nanotechnologies and nanostructured materials in roads construction.
Soil stabilization is the process which involves enhancing the physical properties of the soil in order to improve its strength, durability etc. by blending or mixing with additives. The different types of method used for soil stabilization are: Soil stabilization with cement, Soil stabilization with lime, Soil stabilization using bitumen, Chemical stabilization and a new emerging technology of stabilization by Geo textiles and Geo synthetic fibers. In this study, we are making use of Steel fibers as geo synthetic material for stabilization of soil. With the introduction of Steel fibers to the soil the CBR values will improve and thickness of pavement layer also gets reduced. It also reduces the intensity of stress on subgrade. Steel fibers is such a geosynthetic material which is effectively accessible, ecofriendly and furthermore savvy. With the use of soil adjustment strategy in development the general expense gets diminished when contrasted with the normal technique for development. The Highway Research Board (HRB) order of the dirt strata like dark cotton soil and sedu soil is finished utilizing appropriate examining system, for example, Core Cutter Method. To decide the attributes like Grading by Sieve Analysis, Atterbergs Limits i.e Liquid farthest point utilizing Cone Penetration Method and Casagrande Method, Plastic breaking point by rolling the example to 3mm breadth string, Shrinkage limit utilizing Shrinkage mechanical assembly, Optimum Moisture Content and Maximum Dry Density utilizing Standard Proctor Test and furthermore California Bearing Ratio by leading CBR test. The pavement thickness was designed using pavement design catalogues published by IRC SP:20-2002. The estimation for the road is done by considering the item such as Jungle Cutting, Earthwork Excavation for Roadway and Drains, compacting and grading etc., as per SR 2016-17, PW, P and IWT circle Dharwad and suggestion of specification for the mixture of Steel fibers as Geo Synthetic material for stabilization using CBR value by CBR Test and Shear strength using Unconfined Compression Test. The different tests were conducted in order to determine the different characteristics and properties of the black cotton soil and obtained with following results. The liquid limit of the soil with addition of Steel fibers was found to be decreasing when compared to liquid limit of soil alone. The plastic furthest reaches of the dirt diminished with the expansion of filaments. The shrinkage furthest reaches of the dirt was expanded with increment in strands. The MDD of the dirt with expansion of Steel filaments by weight of soil is observed to increment upto 0.75% after that it diminishes and the comparing OMC is diminished with expansion of strands. The shear quality of soil diminished significantly with expansion of strands. The CBR estimation of the dirt expanded significantly. The distinctive tests were led so as to decide the diverse qualities and properties of the sedu soil and acquired with following outcomes. The fluid furthest reaches of the dirt alone was observed to be 36.5%. The MDD of the dirt with expansion of 0.25%, 0.5% Steel strands by weight of soil is observed to be diminished by 0.83% and 0.75% , 1.0% Steel filaments by weight of soil is observed to be expanded by 0.11 % and 16.98% separately and the relating OMC is diminished by 15.62%, 21.87% and 33.75% individually. The shear quality of the dirt with the expansion of 0.25%, 0.5%, 0.75% and 1% of Steel strands is observed to be diminished by 38.57%, 38.57%, 35.25% and 5.85%. The CBR estimation of the dirt with expansion of 0.25%, 0.5%, 0.75% and 1.0%, Steel filaments by weight of soil is observed to be expanded. From the restricted research center investigation directed we reasoned that the 0.75% of Steel fiber can generously improve the properties of Black cotton soil. Furthermore, in this way 0.75% of Steel fiber is the ideal fiber content for dark cotton soil. The design thickness of flexible pavement before stabilization is obtained as 450mm and after stabilization is obtained as 250mm.The estimated cost for constructing flexible pavement before stabilization of soil is obtained as 4018050 Rs /Km and after stabilization of soil is obtained as 3721894Rs/Km. The estimated cost after stabilization is found to be decreased by 7.37%.
Limbah pelepah kelapa sawit dapat dimanfaatkan untuk membuat produk konstruksi bangunan seperti bata ringan yang lebih dikenal dengan CLC (Cellular Lightweight Concrete). Tujuan penelitian ini adalah untuk menghitung metode kimia, biologi, mekanik pada pemisahan serat pelepah kelapa sawit terhadap kuat tekan bata ringan; untuk membandingkan metode pemisahan serat pelepah kelapa sawit terhadap nilai kuat tekan bata ringan; untuk mengetahui berat bata ringan. Penelitian ini menggunakan metode eksperimental dengan riset laboratorium. Dari 3 metode pemisahan serat didapat hasil nilai kuat tekan bata ringan serat-kimia 40,74 kg/cm2 untuk serat 1%; 31,22 kg/cm2 untuk serat 3% dan 25,20 kg/cm2 untuk serat 5%. Nilai kuat tekan bata ringan serat-biologi 42,32 kg/cm2 untuk serat 1%; 31,08 kg/cm2 untuk serat 3% dan 21,00 kg/cm2 untuk serat 5%. Nilai kuat tekan bata ringan serat-mekanik 33,60 kg/cm2 untuk serat 1%; 24,22 kg/cm2 untuk serat 3% dan 16,80 kg/cm2 untuk serat 5%. Serat pelepah kelapa sawit dengan metode kimia paling baik digunakan sebagai bahan tambah. Berat bata ringan serat-kimia 4,047 kg untuk serat 1%; 4,173 kg untuk serat 3%; 3,970 kg untuk serat 5%. Bata ringan serat-biologi 4,060 kg untuk serat 1%; 4,057 kg untuk serat 3%; 4,059 kg untuk serat 5%. Bata ringan serat-mekanik 4,017 kg untuk serat 1%; 4,144 kg untuk serat 3%; 3,963 kg untuk serat 5%.
Highway engineering. Roads and pavements, Engineering (General). Civil engineering (General)