Hasil untuk "Highway engineering. Roads and pavements"

Harish Paneru, M. P. Acharya, I. Acharya

The soft soil when present in subgrade creates a lot of problem in highways. Due to soft soil subgrade, the rutting is predominant cause of flexible pavement failure all around the world. This kind of soil is either replaced or modified prior to construction of other layers of road to minimize the formation of rut. This study deals with stabilization of soft soil subgrade by cement. The sample was collected from a depth around existing road subgrade. A series of laboratory tests on untreated soil sample was first done to determine the competency of soil as a subgrade layer followed by preparation of sample with varying stabilizer content i.e. 4%, 6% and 8% cement by weight of dry soil, to determine the optimum stabilizer content. Samples with varying cement content were also prepared for California Bearing Ratio (hereafter, CBR) and Unconfined Compressive Strength (hereafter, UCS)with different curing periods i.e. 7 days for CBR and 3, 7, 14 and 28 days for UCS. UCS test on these sample showed a significant improvement over the values of natural soil without stabilizer. CBR showed a similar trend and the resulting modified soil was competent enough to be used as a subgrade for heavy traffic condition. The pavement was modelled using Kenpave for 30 and 50 million standard axle (msa) traffic intensity to determine the ideal pavement section for two types of pavement used in this study. In addition, the cost of construction for replacement method and for cement stabilization are determined using norms of Department of Road and District rate of Kathmandu and are compared. The cement stabilized soil with optimum content is found to be cheaper than conventional method of replacement.

Aadil Ashraf, A. Thakur

Abstract: Bituminous Concrete (BC) normally used in construction projects like road surfacing, airports ,parking lots etc is a composite material . It consists of asphalt or bitumen (used as a binder) and mineral aggregate which are mixed together & laid down in layers then compacted. In these days the large increment in high traffic intensity in terms of commercial vehicles, and the compelling variation in daily and seasonal temperature put us in a demanding situation to think of some alternatives for the improvisation of the pavement characteristics and quality by applying some necessary modifications which shall satisfy both the strength as well as economical aspects .Also considering the environmental approach, due to excessive use of polythene in day to day life the pollution to the environment is increased significantly . Since the polythene is non-biodegradable the need of the current hour is to use the waste polythene in some beneficial purposes .This paperpresents a research conducted to analyse the behavior of BC mix modified with waste polythene. Various percentages of polythene are used for preparation of mixes with a selected aggregate grading as given in the IRC Code. By preparing Marshall samples of the concrete mix the role of polythene in bituminous is studied for various engineering properties BC mixtures with and without polymer. Marshall properties such as stability, flow value, unit weight, air voids are used to determine optimum polythene content for the given grade of bitumen (80/100).

Jieqi Zhu, Xiangyu Bai, Zhaoran Wang

As a strip building laid on the ground, highways are prone to road hazards such as pavement cracks, potholes, subsidence, tension cracks, extrusion bumps, and distortion deformation with the increase of service life. If these hazards are not detected and handled in a timely manner, they will cause significant traffic safety hazards. Therefore, regular road hazard detection is particularly important. Traditional road hazard detection methods are manual detection or detection with road detection vehicles, but due to the limitations of detection methods and processing technologies, they cannot meet the real-time requirements for road surface detection. Automatic road surface defect detection methods have proved their effectiveness in traditional road surface detection, and their real-time, fast, and accurate detection capabilities have established their potential advantages in automatic detection methods for road surface defects. This paper comprehensively analyzes the automatic detection and processing technology of road surface defects, explores different dimensions of automatic detection and processing technology for road surface defects, conducts detailed comparative analysis of road surface defect detection technology based on deep learning, Overall, the above work can promote the development of road surface defect technology and provide reference and basis for future road hazard detection methods.

Patryk Chmielarz, Alan Beroud

Abstract: The article focuses on the analysis of one of the key area of the energy system, which is energy from renewable sources. The authors focused on considerations covering the Egyptian energy sector. Possibilities and limitations of the Egyptian energy sector in the renewable energy segment were presented. The attention has been put on the benefits that may occur from the cooperation agreements signed by Egypt in field of hydrogen based energy. The advantages of the solutions taken in opposition to the costs of hydrogen energy were presented as a significant but acceptable disadvantage in terms of the need to take measures to increase the share of renewable energy sources in Egypt. Cost analysis was performed on examples, based on market forecasts. The article takes into account the stability defined as the two decades long stabilization of the Egyptian energy sector, which translates into the implementation of the adopted plans and assumptions by this country. Keywords: Hydrogen energy; Egypt, Renewable energy sources; Low-emission energy

Tamalkhani Syammaun, Hafnidar A Rani, Jurisman Amin et al.

Saat ini kondisi pandemi Covid-19 masih berdampak terhadap sektor pembangunan konstruksi. Dalam hal ini memungkinkan terjadinya keterlambatan yang disebabkan oleh peningkatan biaya, kendala dalam proses distribusi material, pengurangan jumlah tenaga kerja dan jam kerja, bahkan proyek-proyek yang berada di zona merah melakukan penghentian sementara. Permasalahan dalam penelitian ini adalah faktor dominan apa yang dapat mempengaruhi keterlambatan pembangunan proyek konstruksi akibat pandemi Covid-19. Tujuan penelitian ini adalah menganalisis faktor dominan yang mempengaruhi keterlambatan pembangunan proyek konstruksi akibat pandemi Covid-19. Teknik sampling yang digunakan yaitu teknik sampling jenuh. Variabel yang digunakan adalah variabel biaya, tenaga kerja, material, dan waktu, terdiri dari 20 indikator. Kuesioner didistribusikan kepada 36 kontraktor yang berkualifikasi kecil dan menengah. Pengolahan data menggunakan software SPSS versi 25, dengan analisis yang digunakan adalah analisis faktor, analisis deskriptif dan analisis cross-tabulation. Hasil analisis faktor diperoleh seluruh variabel valid dan reliabel. Hasil analisis deskriptif didapat faktor dominan yang berpengaruh adalah faktor tenaga kerja. Hasil analisis cross tabulation didapatkan nilai asymptotic significant rata-rata pada pearson chi-square yaitu sebesar 0,000 yaitu kurang dari 0,05. Dapat disimpulkan bahwa ketersediaan tenaga kerja ahli yang sangat sulit merupakan penyebab keterlambatan pembangunan proyek konstruksi akibat pandemi Covid-19.

Ihor Babiak, Svitlana Vikhot

ntroduction. Metal reinforcement A-IIIв, manufactured from reinforcement A-III in accordance with GOST 5781 by pulling, was quite widely used for slabs of span structures of bridges in the period before 1991, as well as later. There is a need to repair such structures due to the exhaustion of their resource due to a significant duration of operation, damage due to the impact of means of destruction during hostilities. Often, the best option for repairing such spans is to replace a separate plate or plates with similar ones, since in this case there are no problems with the size of height, resting on existing supports, etc. Problem Statement. The vast majority of bridges in Ukraine, built in the period 1960-1991 and, to a large extent, in subsequent years, were designed according to typical projects. A large number of these bridges were built from girder slabs according to typical designs, where class A-IIIв reinforcement was used as prestressed reinforcement. These reinforcements were produced directly at the factories producing slabs structures from reinforcements of class A-III in accordance with GOST 5781 by pulling. To perform such works, the manufacturing plant must have appropriate equipment, qualified specialists, documentation, and obtain reinforcements of the required quality. As for the documentation, in the period up to 1991, such documentation was developed centrally and distributed to factories manufacturing structures. After 1991, this does not happen, the documentation is often not updated, which can be the reason for not ensuring the quality of the structures.

Abdualmtalab Abdualaziz Ali, Abdalrhman Milad, Amgad Hussein et al.

Pavement management systems (PMS) are used by transportation government agencies to promote sustainable development and to keep road pavement conditions above the minimum performance levels at a reasonable cost. To accomplish this objective, the pavement condition is monitored to predict deterioration and determine the need for maintenance or rehabilitation at the appropriate time. The pavement condition index (PCI) is a commonly used metric to evaluate the pavement's performance. This research aims to create and evaluate prediction models for PCI values using multiple linear regression (MLR), artificial neural networks (ANN), and fuzzy logic inference (FIS) models for flexible pavement sections. The authors collected field data spans for 2018 and 2021. Eight pavement distress factors were considered inputs for predicting PCI values, such as rutting, fatigue cracking, block cracking, longitudinal cracking, transverse cracking, patching, potholes, and delamination. This study evaluates the performance of the three techniques based on the coefficient of determination, root mean squared error (RMSE), and mean absolute error (MAE). The results show that the R2 values of the ANN models increased by 51.32%, 2.02%, 36.55%, and 3.02% compared to MLR and FIS (2018 and 2021). The error in the PCI values predicted by the ANN model was significantly lower than the errors in the prediction by the FIS and MLR models.

Peiliang Cong, Changhao Liu, Zhiyu Han et al.

Polyurethane (PU), with excellent physical and chemical properties and high designability, is one of the ideal materials for asphalt modification in the future. In this paper, based on the limitations of traditional asphalt modifiers, the preparation process, relative advantages and development prospects of PU as asphalt modifiers are described. Subsequently, the spatial structure, physical and chemical properties of PU synthetic raw materials were combined with the modification properties of PU to analyze the effect and influence of PU on asphalt modification. Specifically, polyurethane modified asphalt (PUMA) is divided into thermoplastic polyurethane modified asphalt (TP-PUMA) and thermosetting polyurethane modified asphalt (TS-PUMA). The gain effect of TP-PUMA in high-temperature performance, low-temperature performance, aging resistance, fatigue resistance, weathering performance and bonding performance is obvious. In addition, it has good storage stability. With excellent road performance, TS-PUMA makes up for the shortcomings of epoxy asphalt in terms of low-temperature performance and compatibility. Finally, due to the development trend of functional diversification of modified asphalt, the research basis and status of several new modified asphalts based on PU properties are described. Because the systematic study of PUMA is insufficient, this paper proposes corresponding research. To provide guidance and ideas for the research of PU modified asphalt.

Małgorzata Urbanek, Tomasz Bis

Abstract: In this article, a brief overview of solutions in the construction of tram junctions is presented. The authors discuss both currently used methods and new construction approaches. As a solution combining innovations in the construction process and in the construction of junctions, a description of the Contrack technology is provided, which involves using prefabricated turnout plates in the process of building a tram junction. The article provides a brief overview of solutions for the construction of tram junctions. The authors present currently used solutions and new construction solutions. As a solution combining both innovations in the construction process and in the construction of nodes, a description of the Contrack technology was presented, consisting of the use of prefabricated turnout plates in the process of building a tram junction. Keywords: Tram turnout; Prefabricated turnout plates; Tram track

Joanna Hydzik-Wiśniewska, Łukasz Ostrowski, Anna Wilk et al.

The article presents the e valuation o f h ow suitable waste from the production of aggregates in quarries could be in earthwork using the example of screen-outs from Krosno sandstone. The waste, called screen-out, is characterised by an uncontrolled content of dust and clay fractions. Screen-outs have a relatively low bearing ratio (CBR not exceeding 20%) and a tendency to heave due to frost (SE <35). To check whether the geotechnical properties can be improved, mixtures with 2%, 5%, and 8% binders, such as lime, fly ash, and two road binders with lime, fly ash, and cement were prepared. The analysis was based on the results of the CBR and compressive strength tests. The use of mineral binders caused the value of the immediate CBR to increase compared to the screen-out itself from a dozen to as much as 50%. For a binder containing 20% Portland clinker, the CBR was about 60% after 4 days of saturation, while for a binder containing up to 50% Portland clinker, it was over 200%. The value of compressive strength after 28 days of maturing ranged from about 100 kPa to 1 MPa for all mixes tested. The lowest values were obtained for screen-outs activated with fly ash, and the highest for road binder with cement content of up to 50%.

Robert Kruk, Beata Piwowar, Krzysztof Ochociński

Abstract: The article presents the intermodal transport subsystems that are commonly operated at present and a selection of new subsystems that have been in operation for several years. Based on the analysis of the subsystems in operation, requirements for future subsystems were defined. The new subsystems will allow increase role of intermodal transport, in particular in the carriage of semi-trailers in Poland and Europe. Key words: Intermodal transport; Railway infrastructure

Mauricio Carballo Rojas, María del Carmen Gallardo Mejía , Minor Eduardo Murillo Chacón

La estabilización con cemento hidráulico de materiales granulares para bases y subbases, es un proceso muy utilizado en la construcción de pavimentos debido a sus grandes ventajas y aportes estructurales. En la actualidad, ha surgido la necesidad de desarrollar métodos constructivos novedosos que contribuyan a la sostenibilidad del medio ambiente y reduzcan los costos constructivos de la red vial. En este trabajo se analizaron dos materiales granulares diferentes, uno que cumple con las características solicitadas por la normativa costarricense (CR-2020) para ser considerado en la construcción de capas de base estabilizada y otro que no. En estos se agregaron distintos porcentajes de fibras sintéticas de tereftalato de polietileno (PET) reciclado para determinar si mediante esta adición se puede disminuir la cantidad del material cementante requerido, con el fin de reducir costos en el proceso constructivo de bases estabilizadas y, por otro lado, para analizar si es posible obtener las resistencias a la compresión mínimas requeridas por la normativa utilizando otro material granular que no está destinado para tal fin. Utilizando diferentes porcentajes de cemento tipo MM/C (C-P)-28 con los dos materiales granulares, se fabricaron cilindros para una muestra patrón (sin PET) y también para muestras con varios porcentajes de adición de fibras recicladas de PET. A partir de una evaluación mecánica, se obtuvieron resultados positivos en los que se pudo observar que, mediante esta adición de fibras, se puede reducir la cantidad de material cementante inclusive por debajo del mínimo permitido por la normativa costarricense vigente (3 %) sin comprometer la resistencia a la compresión. Por ejemplo, durante la investigación se observó que al utilizar un 2,5 % de cemento en los materiales granulares con adición de fibras sintéticas de PET, se obtuvo una resistencia a la compresión promedio de 3,33 MPa, la cual se encuentra sobre el mínimo permitido de 3,0 MPa.

Marcin Świtała, Anna Ledwolorz

The article presents the results of research aimed at identifying and assessing the functionality of IT systems in activities related to the maintenance and development of the road network managed by local government units. Starting the research, the authors were operating under the assumption that, nowadays, IT systems should play an important role in solving problems related to the management of road infrastructure. The applied research method took a form of a survey, and the research sample consisted of 100 local government units acting as administrators of the road network, i.e., administrators of municipal roads (AMR), county roads (ACR) and operating within cities with independent county rights (ACCR). The results of the research indicate that few administrators utilise integrated information systems in practice. Their users turned out to be mainly representatives of the ACCR group, who use several different support systems on a daily basis, with different functionality and usability. The operation of IT systems is mainly used at the level of operational work related to the implementation of ongoing maintenance activities, excluding the possibility of using them in strategic management.

A. Bieliatynskyi, Shilin Yang, V. Pershakov et al.

Abstract The introduction of new road-building materials with advanced physical and mechanical properties is the trend in contemporary civil engineering, which aims to increase the quality of road surfaces. The use of cast asphalt concrete in the upper layers of road surfaces as a replacement for layers made of traditional fine-grained asphalt concrete will not only increase the pace of construction and repair, but also the durability and quality of the road pavement. However, this method requires operational and economic optimization. Using fiber from the fly ash of thermal power plants is one of the solutions for the design of cast asphalt concrete compositions. The aim of the work is to design the optimal composition of hot cast asphalt concrete and cold cast emulsion–mineral mixtures with the use of fiber from the fly ash of thermal power plants for the construction of thin-layer coatings of highways of all categories and values; to study their properties; and to determine the feasibility of their use as reinforcing and stabilizing additives. The method of GOST 11506, namely, “Method for determining the softening temperature of the ring and ball”, with the apparatus “Lintel KiSh-20m-4” was used during the experiments. The use of standard laboratory tests made it possible to analyze the quality indicators of the materials under study and design the optimal compositions of hot cast asphalt concrete, taking into account the delamination of the mixture and the criterion of decomposition, in addition to exploring the properties of the obtained material.

Mahmoud Reza Keymanesh, Amin Falamaki, Hadi Ghodrat

The widespread distributions of saline soils in Iran cause a range of problems for road construction projects due to insufficient shear strength, salt solubility potential and swelling. This paper conducts experimental tests using different cement contents and a sort of petrochemical waste with two curing methods to stabilise saline soil samples. Strength, compressibility and chemical tests were conducted, X-ray diffraction analyses were performed, and scanning electron microscope pictures were prepared for basic materials and stabilised saline soil samples in this paper. The results indicate that both petrochemical soda ash waste and cement enhance the shear strength of saline soil, especially after 28 days of curing. However, the combination is more appropriate from the swelling and salt solubility potential viewpoint. The optimum combination of 2% cement and 5% of petrochemical soda ash waste, cured by method 2 for 28 days, results in the most significant shear strength enhancement (127%). Furthermore, a swelling quantity of the optimum combination is reasonably restricted. X-ray diffraction test results and scanning electron microscope pictures demonstrated that despite the presence of ettringite agents, the formation quantity of these minerals is negligible. The salt is well stabilised, and its solubility potential dramatically decreases.

Herri Purwanto, Adiguna, Amiwarti

In its development, concrete technology has innovated a lot in the use of its materials, such as the utilization of unused material waste. Jejawi is a village area located in OKI Regency and one of the livelihoods of its residents is gardening with the produce of Geda bananas, where after harvesting the banana stems are no longer used and become waste. This study aims to determine the effect of the utilization of Geda banana midrib ash in Jejawi Village as an added material on the quality of concrete. With experimental methods carried out in the laboratory, mixing the concrete material using the SNI quality standard K.225 and then adding variations of Geda Desa Jejawi banana ash which has been burned with an average temperature of 316oC by 2%, 2.5%, and 5%. From the test results, the compressive strength of normal concrete is 225.54 kg/cm2, the compressive strength of the banana ash variation of 2% concrete is 234.76 kg/cm2, the compressive strength of the banana ash variation of 2.5% concrete is 217.19 kg/cm2, and the compressive strength of the 5% banana ash variation of concrete is 203.64 kg/cm2. From the test results, there was an increase in compressive strength in the variation of the addition of 2% banana ash from normal concrete, but it decreased in the 2.5% banana ash variation and decreased again at 5%. So it was concluded that the addition of Geda banana stem ash in Jejawi Village could be used as an additional material for the K 225 concrete mixture at the addition of 2% banana ash

Liudmila Nahrebelna, Tetiana Kostrulova

Introduction. The efficiency of road transport functioning greatly depends on the technical level and condition of roads. Modern roads must ensure traffic safety. Also, it has to be considered that the transport and operational level of a modern road is determined not only by the combination of geometric elements of the route, the number of traffic lanes, the condition of the roadway and roadsides, but also the engineering equipment of the road. Mostly, traffic safety requirements are met dut to a wide and skillful use of engineering equipment. Modern standards include, among other things, technical means of traffic control of the roads. Problem statement. The impact of various factors on the durability of polymeric materials Purpose. Solving the issues of operational durability of technical means of traffic control. Materials and methods. Theoretical and empirical methods of scientific researches are used to analyze the impact of various factors on the durability of polymeric materials. Results. The analysis of foreign researches concerning the impact of various factors, and especially ultraviolet radiation on durability of polymeric materials is performed. Conclusions. When conducting tests on artificial aging in order to predict changes in the properties of polymeric materials, it is necessary first of all to select and justify the simulated external factors and their maximum values. When determining the allowable amplification of the selected external factor as compared to its influence under operating conditions, it is necessary to be guided by the following: at the maximum value of the external aging factor in artificial conditions, the physical and chemical aging processes must be identical to those occurring in real operating conditions. Since, taking into account this condition, we will be able to obtain the most qualitative and accurate indicators.

Rakibul Alam, K. Hossain, C. Bazan

Abstract Pavement vehicle interaction (PVI) is one of the significant components in the use phase of pavement life cycle assessment. This component has attribution with excess fuel consumption, resulting in an increase in the global warming potential (GWP). Several research have been conducted to model and quantify the PVI effect based on pavement roughness and deflection. These models estimate excess fuel consumption considering traffic loading, engineering properties of pavement materials and pavement design specifications. However, a big question remains unanswered: how do various climatic parameters including precipitation, temperature, and freezing index influence the PVI and subsequent GWP? Canada is the second largest country in the world and different climate regions can be found in each of its ten provinces and three territories. Therefore, a new, climate-based clustering approach—rather than geometric boundaries is introduced for climate impact analysis from road system. Twenty-two Long-Term Pavement Performance (LTPP) road sections located in the Canadian highways have been selected for this study. These road sections were clustered based on homogenous climate conditions, using a statistical approach. The research finds that a combination of high precipitation, freezing index and medium temperature are associated with an accelerated rate of International Roughness Index (IRI) and consequent GWP because of a high PVI for poor pavement surface. GWP for roughness is found to be very low where high temperature and a low freezing index exist. Very high traffic loading and low subgrade stiffness, when combined, produced the highest GWP emissions because of deflection based PVI. It was also found that the PVI effect in terms of GWP for both roughness and deflection is always dominant for heavy vehicles over light vehicles traffic.

María José Miranda Argüello, Tania Ávila Esquivel, M.Sc., José Pablo Aguiar Moya, Ph.D. et al.

Fabiola Miranda Argüello Máster en Ingeniería Civil de la Universidad de Costa Rica Investigadora de la Unidad de Materiales y Pavimentos del Pitra, LanammeUCR. Editora de la Revista Infraestructura Vial 1991-2020

S. Babu, K. V. A. Kumar, D.H. Somesh