Pavement Strength Research Articles

Effect of tack coat emulsion type, application rate, and surface type and texture on early-age interlayer shear strength of pavements in cold regions

ABSTRACT Tack coat binder is much softer shortly after construction compared to that after aging during in-service life which raises the likelihood of early-age interlayer shear failure. This study was undertaken to evaluate the effects of tack coat type (CRS-2P, CSS-1h, and SS-h), application rate (0, 0.140, 0.281, and 0.702 L/m2), surface texture (grooved Portland Cement Concrete (PCC), new, aged and worn, and milled Hot-Mix Asphalt (HMA)), and freeze–thaw (F-T) cycles on early-age Interlayer Shear Strength (ISS) of laboratory-compacted samples. It was found that, tack coats with a hard binder grade applied at a low residual rate resulted in higher early-age ISS values compared to those prepared using a polymer-modified tack coat. F-T cycles were not found to have a significant effect on the early-age ISS values of specimens with HMA bottom layer. However, all tested tack coats were found to be significantly effective in improving the ISS values of samples with grooved PCC surface texture. For samples compacted on grooved PCC without tack coat, freeze–thaw cycles were found to considerably reduce the ISS values. Application of tested tack coats on grooved PCC was found to mitigate the adverse effect of F-T cycles on ISS values.

Using artificial neural networks to predict the 28-day compressive strength of roller-compacted concrete pavements containing RAP aggregates

This paper presents an Artificial Neural Network (ANN) model to predict the 28-day compressive strength of roller-compacted concrete pavement (RCCP) mixes containing reclaimed asphalt pavement (RAP) aggregates. Three supervised learning ANN algorithms, namely, Levenberg–Marquardt (LM), Bayesian Regularisation (BR), and Scaled-Conjugate Gradient (SCG) were used to predict the 28-day compressive strength of the RAP-RCCP mixes. It was observed that constructed ANN models showed good prediction between the input parameters and the output value. In fact, the BR-ANN model of 13–9–1 (13 neurons in the input layer, 9 hidden neurons, and 1 output layer) architecture showed an excellent prediction amongst the supervised learning ANN models with the coefficient of determination of 0.985 in the testing phase. Using 2-hidden layers (13–9–9–1 architecture) was found to have the highest precision with the regression values for the training, validation, and testing being 0.975, 0.994, and 0.961, respectively. In fact, the constructed model predicted the 28-day compressive strength with a very low MSE of 0.99 MPa. Hence, it can be concluded that the use of ANN could be used to predict the compressive strength of RCCP mixes containing varying types of RAP. Moreover, a sensitivity analysis was also carried out to study the effect of the influencing and contribution input parameters to the output prediction.

Встановлення складу епоксиасфальтобетоних сумішей для їх застосування в якості тонкошарового покриття на автомобільних дорогах та мостах

Introduction. This paper presents the results of the analysis of world and domestic experience, theoretical and practical research to assess the impact of thermosetting additives on the main indicators of bitumen and physical and mechanical properties of asphalt concrete. The optimal compositions of asphalt concrete with increased physical and mechanical properties for their use as thin-layer coatings on road bridges have been established. Attention is also paid to the technology of preparation of epoxy asphalt concrete with different methods of introduction of epoxy components. Problem Statement. Ensuring increased track resistance, strength and crack resistance of pavements on road bridges today is one of the most important problems facing scientists and road workers in Ukraine. An urgent task is to improve the performance of these coatings in order to extend their service life and minimize the frequency of repair work, which, especially on bridges, cause great difficulties and require significant additional costs. Objective. There is no doubt that when using epoxy asphalt concrete as a thin-layer pavement, we get a strong, flexible surface, resistant to cracking and rutting. However, this is not yet a sufficiently researched material for its possible wide application, as it requires a special approach to the establishment of the composition and technology of its preparation. Materials and methods. Asphalt concrete mixture using thermosetting modifiers for its use as a thin-layer coating on orthotropic or reinforced concrete slab of the carriageway of the bridge. Results. An analytical review of domestic experience and the experience of other countries to improve the quality of pavements on road bridges, increase their durability, as well as improve economic efficiency in the use of epoxy-asphalt mixtures. Comprehensive studies have been conducted to establish their optimal composition. Conclusions. The application of a thin-layer coating on an orthotropic or reinforced concrete slab of the carriageway of the bridge made of epoxy-asphalt-concrete mixture requires special attention in establishing the optimal selection of its composition and cooking technology. Particular attention should be paid to ensure the required viability of the epoxy-asphalt mixture, the use of the desired hardener, which affects its properties, determining the required number of thermosetting modifiers, determining the duration of curing depending on temperature.

Attenuation of Heavy Metals from Runoff Using Coconut Husk Adsorbent in Porous Asphalt Pavement

In this study, a laboratory model of porous asphalt pavement was developed and tested to evaluate the performance of reducing heavy metals from the artificial stormwater runoff, which corresponded to the rainfall intensity of a subtropical monsoon climate like Bangladesh. In addition to the conventional pavement layers such as surface, base, sub-base and subgrade layers, three additional layers such as a heavy metal adsorbent layer made of locally available coconut husk, sand layer, and geotextiles were placed in the model. The pavement strength and the flow values were measured to confirm the ability of the pavement to sustain medium traffic load. Artificial stormwater was prepared by mixing standard solutions of Pb, Cr, Zn, and Cu with tap waters. Uniform artificial rainfall intensity of 0.3 L/min equivalent to a rainfall intensity of 200 mm/hour was used that infiltrated through the pavement cross section for nearly 2.50 hours. Comparing with the initial concentrations of artificial stormwater, the concentrations of heavy metals such as Pb, Cr, Zn, Cu were reduced up to 87%, 42%, 73%, and 46%, respectively below the coconut husk layer, which indicated the better ability of reducing heavy metal by surface and coconut husk layers. Overall, Pb, Cr, Zn and Cu in the bottom of the pavement layers were reduced by 89%, 56%, 98%, and 67%, respectively. So, the developed porous asphalt pavement can be adopted as an alternative to conventional pavement after further extensive in-situ investigation at various sites.

The effect of networks cracks on the strength of pavement

The analysis of the methodology for determining the coefficient of strength of pavement, based on the results of a visual assessment of the condition of pavement is performed. The traditional classification of the networks of cracks is considered, and the reasons for their arising on the Bolshie Uki - Znamenskoe road are analyzed. Traditional fatigue cracking and temperature tensile stresses are defined as main causes of cracks network. The feature of the emergence of networks of cracks on the pavement of the road Bolshie Uki - Znamenskoe, which consists in the appearance of these defects in sectors located on terrain with long standing groundwater, is revealed. Therefore, as a related cause of the appearance of a network of cracks, the effect of insufficient strength of a subgrade of cohesive soils and increased humidity was noted. Experimental work was carried out to determine the elastic deflections in the sectors with networks of cracks and the reference sector without defects. According to the experimental work, safety factors are determined, and mathematical models of the dependence of the coefficient of strength from the cell size of the cracks network are developed.

Compressive Strength and Workability of Cement Mortar Containing Recycled Asphalt Pavement

This article presents the compressive strength and workability of cement mortar (CM) containing recycled asphalt pavement (RAP) as fine aggregate replacement. The effect of the RAP replacement, water to cement ratio, curing time, and aggregate water absorption on compressive strength and flow workability are reported. The results show that the mixing water and mixing time play a significant role in the compressive strength and unit weight of CM containing RAP. The RAP has a higher water absorption and slower rate of water absorption than those of sand. The flow workability of CM increases with RAP replacement due to the unabsorbed water at the initial mixing stage. The main negative factors that affected the compressive strength of CM containing RAP as a fine aggregate replacement are revealed. The unabsorbed water at the initial state of mixing before hardening causes increased flow workability and decreased compressive strength. The findings from this research will promote the mix design approach of CM containing RAP as a fine aggregate replacement, for moving toward increased applications of recycled materials in a sustainable manner in civil engineering construction.

Optimization, quantification of Strength and Design Benefits of Flexible Pavements Resting on Soft Soil Subgrades Treated with Coir Waste and Lime

ABSTRACT Soft soil as a pavement subgrade leads to early pavement failure or increased pavement thickness. Ground improvement techniques have been used as a solution to this. The published studies on coir waste treated soft soil depict that the adverse volume change characteristics of clayey soils are mitigated by the resistance offered by coir waste. However, on analyzing, it can be seen that the engineering properties of coir waste treated soil are on a lower side. Hence, an additional stabilizer lime was used in combination with coir waste to investigate the enhancement in strength and reduction in deformation behavior. This paper presents the experimental studies carried out to investigate how the addition of lime to soil treated with coir waste affects various aspects like compression behavior, undrained shear strength, and deformation behavior. The degree of expansion and effect of the curing period was also analyzed and an optimized design model was arrived to quantify the strength in terms of lime content added to the coir waste treated soil and its curing period. Design charts for pavement thickness over treated subgrade soil were also developed.

Fatigue Behavior of Roller-Compacted Concrete Pavement Based on Full-Scale Fatigue Test

Abstract Roller-Compacted Concrete (RCC) has been used widely for construction of pavements. The strength of RCC Pavement (RCCP) can be obtained from not only hydration of binder but also the aggregate interlock resulting from roller compaction. For this reason, RCCP normally achieves strengths greater than conventional concrete pavement with similar cement content. Even though RCCP can provide good structural performance, it has been difficult to verify its long-term performance through actual field construction. Therefore, this study evaluated the fatigue behavior using 1 by 1-m dimensional RCC slab specimens obtained in the field in order to take into consideration field variability. A set of numerical analyses indicated that the failure modes of the specimens for a given loading condition appeared to be four-directional bottom-up cracks. A fatigue equation was developed based on the relationship between the stress level and the number of load repetitions.

The performance evaluation of heavy and light duty pavements in Victoria/Australia

ABSTRACT Reported in this paper is an evaluation of structural and functional performance of heavy duty and light duty pavements by addressing the effects of several factors on the rate of pavement deterioration. The sample used herein is a network of freeways and arterials from Victoria/Australia covering four road classes, namely M, A, B and C. The first two road classes represent heavy duty pavement and the last two road classes represent light duty pavements. These road classes differ in qualities, functions, duties, geometric standards, and traffic volumes and loadings. This paper aims to assess the performance of the four road classes by comparing their pavement conditions and environmental factors affecting the rate of pavement deterioration. More than 2300 kilometers of road length was selected from 40 highway sections to reflect Victoria’s network conditions. The parameters considered for assessing road performance were traffic loading, pavement strength, and environmental factors. Hierarchical linear regression analysis was used to explore the significance of different predictor variables for all road classes. The study confirms that the rate of roughness and rutting progression per year for all road classes is very close, and the environmental factors affect roughness and rutting progressions for light duty pavements only.

Optimisation of mixture design and surface texture for low-noise exposed aggregate concrete pavements

ABSTRACT In Korea, the transverse tining method has been applied to the surface texture of concrete pavements as it provides excellent skid resistance that improves road safety. However, transverse tining produces higher noise levels of about 4–5 dB(A) compared to asphalt pavements. Accordingly, exposed aggregate concrete pavement (EACP) is introduced since the low tyre-pavement noise and long-term skid resistance can be obtained. Surface texture of this pavement consists of coarse aggregates that are exposed after the removal of the cement mortar. Tyre-pavement noise in EACP resembles that in asphalt pavement due to the similar surface texture that is characterised by wavelength. This parameter is the distance between aggregate particles; thus, it is significantly related to the size and amount of coarse aggregate in the mixture proportion. In addition, short wavelength tends to produce low tyre-pavement noise and this can be a criterion to minimise the noise level in pavement design. Therefore, this study aims to optimise the mixture proportion of low-noise EACP based on the requirement of surface texture and structural capacity. As a result, concrete mixture with 8-mm size and 27% amount of coarse aggregate provided as short-wavelength as asphalt pavement and adequate structural strength was also achieved.

Effects of a Portland cement additive rich in SiO2 and Al2O3 in microstructure densification of RAP incorporated RCCP mixes

Past studies shows that the introduction of extra calcium silicate hydrate (C-S-H) gels, by means of various supplementary cementitious materials, did not show much significant effect on the strength of the roller compacted concrete pavement (RCCP) mixes made with reclaimed asphalt pavement (RAP) aggregates. Therefore, this paper is an attempt to refine the pores of RAP-RCCP mixes by inducing filler effect with the help of SiO2 and Al2O3 particles, derived by means of a Portland cement additive. The incorporation levels of the additive were 0, 2, 4, 6, 8, and 10%, respectively, which were introduced into the RCCP mixture containing 50% RAP aggregates (R-50 mix). Based on the scanning electron microscope images, it was observed that the asphalt cohesion failure was prevalent although the additional calcium silicate hydrate gels were able to refine the microstructure of the mortar paste. However, improvement in the pore structure of the RAP-RCCP mixes was observed as the SiO2 content increases. Moreover, the presence of Al2O3 particles could also react with the calcium carbonate present in the concrete (as shown by x-ray diffractometer patterns) to produce hemicarboaluminate and monocarboaluminate which could act as a filler and densify the interfacial transition zone of the RAP concrete. This promising effect was observed when the additive was utilized in a proportion of 10% wherein a marginal enhancement of 2–7% was observed in the compressive, flexural, and split tensile strength of the R-50 mix. In fact, the calcium aluminate hydrate phases formed on reaction between the Al2O3 particles and the calcium hydroxide could also induce higher progression reaction within initial days itself. Meanwhile, the relationships established in the present study also indicated a strong relation co-exists between the compressive and flexural strength, and compressive strength and the abrasion resistance as well.

Enhancements and Mechanisms of Nano Alumina (Al2O3) on Wear Resistance and Microstructure Characteristics of Concrete Pavement

Nano materials are being used in concrete technology to enhance performance grade sustainably of construction field works like rigid highway pavement. Nano materials like Nano Al2O3 are used as admixture for the cementitious materials to improve the mechanical and durability properties related to the physio-chemical reactions. The overall objective of this research is to evaluate the effects of Nano Al2O3 addition on the abrasion durability response of concrete pavement. These investigations are conducted to study different Nano Al2O3 contents (0.5, 1, 1.5, 2%) by weight of cement on the concrete strength and abrasion resistance by using the manufactured calibrated rotary cutter device for evaluation process and microstructure analysis by Scanning Electronic Microscopy (SEM) and Energy Dispersive Spectroscopy (EDS) tests. The compressive strength was tested at 28 days of curing and the results showed that the compressive strength of concrete increases up to 36% at 28 days by addition of 1% nano-alumina as a replacement of cement; Optimal content (1% by weight of cement) is found that appears better abrasion, durability abrasion performance and at the same time, achieves the main requirement of concrete highway pavement (strength and workability).

Classification-Based Regression Models for Prediction of the Mechanical Properties of Roller-Compacted Concrete Pavement

In the field of pavement engineering, the determination of the mechanical characteristics is one of the essential processes for reliable material design and highway sustainability. Early determination of the mechanical characteristics of pavement is essential for road and highway construction and maintenance. Tensile strength (TS), compressive strength (CS), and flexural strength (FS) of roller-compacted concrete pavement (RCCP) are crucial characteristics. In this research, the classification-based regression models random forest (RF), M5rule model tree (M5rule), M5prime model tree (M5p), and chi-square automatic interaction detection (CHAID) are used for simulation of the mechanical characteristics of RCCP. A comprehensive and reliable dataset comprising 621, 326, and 290 data records for CS, TS, and FS experimental cases was extracted from several open sources in the literature. The mechanical properties are determined based on influential input combinations that are processed using principle component analysis (PCA). The PCA method specifies that volumetric/weighted content forms of experimental variables (e.g., coarse aggregate, fine aggregate, supplementary cementitious materials, water, and binder) and specimens’ age are the most effective inputs to generate better performance. Several statistical metrics were used to evaluate the proposed classification-based regression models. The RF model revealed an optimistic classification capacity of the CS, TS, and FS prediction of the RCCP in comparison with the CHAID, M5rule, and M5p models. Monte-Carlo simulation was used to verify the results in terms of the uncertainty and sensitivity of variables. Overall, the proposed methodology formed a reliable soft computing model that can be implemented for material engineering, construction, and design.

Experimental and numerical analysis of the critical heating strategy for hydronic heated snow melting airfield runway

Hydronic heated technology is an efficient and controllable method for airfield-runway snow removal. The heating strategy plays an important role in the application process. Nowadays, the users only consider the snow melting performance of pavement to determine the heating strategy, however the thermal stress of pavement is another considerable but missing aspect for the design of hydronic heated snow melting pavement. This paper investigated the thermal strain distribution of hydronic pavement through the digital-image-correlation and fiber Bragg grating strain sensors in a full-scale field experimental system. Thereafter, the thermal stress field of hydronic heated pavement was analyzed by a two-dimensional numerical model which contains the pavement temperature, thermal strain, and thermal stress distribution. Model validation results indicated that pavement temperature and thermal strain distribution between the experiment and the model were in good agreement. Numerical results showed that the remarkable compressive stress was observed near the hydronic pipe, and the maximum tensile stress appeared in the midpoint between two pipes at the depth of the pipes. The maximum thermal stress of pavement increased with fluid temperature but decreased with air temperature. The comparison results between the maximum thermal stress and mechanical strength of pavement show that the critical heating temperature increased with air temperature. The critical fluid temperature °C = 73 °C + 1.17 × ambient air temperature °C. The obtained results could ensure the security of hydronic heated snow-melting airfield-runway.

Predicting compressive strength of roller-compacted concrete pavement containing steel slag aggregate and fly ash

ABSTRACT This study presents the analytical models to predict the compressive strength of roller-compacted concrete pavement (RCCP) containing steel slag aggregate and fly ash. Based on the experimental results, three models were established in this study including multiple regression analysis (MRA), artificial neural networks (ANN) and fuzzy logic (FL). In the RCCP mixtures, cement was partially substituted by fly ash at four levels: 10%, 20%, 30%, and 40%; natural coarse aggregate was replaced by steel slag aggregate at ratio of 50% and 100%. The compressive strength was determined at 3-, 7-, 28-, 56- and 91-day ages. 75 sets of testing data were collected to build the target values set. With same seven input variables, the MRA model is less reliable than the ANN model in terms of predicting the compressive strength of RCCP. Besides, the use of triangular membership functions with three input variables (fly ash content, steel slag aggregate content and age) in the FL algorithm is sufficient to obtain accurate results. The performance of the FL model is as good as the ANN model. Additionally, a total of 33 fuzzy rules found for building the FL model can be applied to predict the compressive strength of RCCP. Highlights MRA, ANN, and FL were used to construct the models for predicting the compressive strength of RCCP containing steel slag aggregate and fly ash. The ANN model and FL model created reliable results in predicting the strength of RCCP. The MRA model is less reliable than the ANN and FL models in terms of predicting of RCCP compressive strength. The best model is the FL model because of its friendly and efficiency.

Evaluation of interlayer adhesion strength of asphalt pavements reinforced with fiberglass grid

Evaluation of interlayer adhesion strength of asphalt pavements reinforced with fiberglass grid

Pemanfaatan Limbah Plastik Poly Ethylene Terephthalate (PET) Sebagai Material Agregat Pembuatan Paving Block Dalam Upaya Mengurangi Timbulan Sampah Di TPST Bantargebang

TPST Bantargebang functions as a garbage dump originating from DKI Jakarta Province and Bekasi City. Based on data from the DKI Jakarta Provincial Environment Office, in 2016 the average amount of waste entering the Bantargebang TPST reached 6,562 tons/day. The composition of the waste consists of 54% organic waste, 15% paper waste, 14% plastic waste, and others, reaching 17% (Dinas Lingkungan Hidup DKI Jakarta Province, 2018). If this garbage is just piled up, it is predicted that TPST Bantargebang will be full within the next 10 years. For this reason, alternative processing efforts are needed to reduce the amount of waste at TPST Bantargebang. One of the uses of PET plastic waste is to change its form into coarse aggregate used to make paving blocks. The use of plastic waste aggregate mixture into paving blocks aims to increase its compressive strength. In addition, the use of plastic waste is also expected to overcome the problem of plastic waste caused by the increase in the use of single-use plastics in Indonesia. PET plastic is converted to coarse aggregate material by melting it in a pan at a temperature of 250ºC for 45 minutes. Then poured into a ceramic mold until cool, then pounded and sieved using a square filter. The results of the compressive strength test at the Bandung National Institute of Technology public laboratory showed that pavement blocks using PET plastic aggregate 0%, 10%, 15% and 20% had an average compressive strength of 32.82 MPa, 32.77 MPa, 35.19 MPa, and 33.56 MPa. Based on this data, the use of PET plastic aggregate can increase the compressive strength of pavement blocks with the most effective composition being 15% plastic aggregate. However, the paving block has not passed the SNI 03-0691-1996 test because it did not meet several tests, namely the bending strength test and the water absorption test.

Refined assessment of strength of concrete pavement probabilistic method

The object of research is the method of calculating the strength of cement concrete airfield pavement. According to the current regulatory documents, the calculation of the strength of the coating is carried out according to the first limit state, taking into account the internal forces arising in the slab from the impact of the wheel load and temperature. The repeated impact of loads from the wheels of the main supports of various types of air is replaced by the influence of the main support of the heaviest aircraft, causing the greatest bending moment in the design section of the plate. However, the calculations do not take into account the stochastic nature of such factors as the take-off weight of aircraft, the plate thickness, the bed ratio of the elastic foundation, the probability of the combined effect of operating loads from the main bearing wheels and temperature in the calculated section of the plate, as well as the probability distribution of loads from the aircraft spectrum across the width of the airfield elements. The article proposes a method for taking into account the probabilistic-statistical variability of operating loads, physical and mechanical properties of materials and the geometric characteristics of the plate, recommended when developing a new regulatory framework for the design of rigid airfield pavements. The method of statistical linearization of random functions of several random arguments was chosen as the research method. Using the mathematical apparatus of the theory of random functions, the statistical coefficient of the working conditions of the plate is analytically determined, and a numerical analysis of the obtained analytical solution is carried out. It has been established that with the same unfavorable combination of variability of basic arguments, the calculated absolute value of the statistical coefficient of the working conditions of the slab is more influenced by the coefficient of variation of the slab thickness than the coefficient of variation of the strength of cement concrete in bending. The condition for calculating the required thickness of the hard airfield slab of monolithic cement concrete is determined.

Prospects for estimating the pavements structural capacity based on rolling wheel deflection

This article contains the results of the study of elastic deflection of semi-rigid pavement defined by the method of a rolling wheel (RWD) under different axial loads. For the investigations, an exclusive mobile complex was developed, allowing measurements to be made in a motion for various axial loads from 100 to 250 kN. It has been observed that the dynamic method of testing a semi-rigid pavement with a rolling wheel with different load levels allows determining non-linear characteristics of the deformation curve and deformation features of the package of asphalt concrete layers with appropriate loads, that cannot be done with the standard method of estimating the elastic deflection under a load of 100 kN. The results of the study can be used to develop criteria for assessing the strength, reliability, and deformability of semi-rigid pavement. It is possible to determine the likelihood of a joint failure-free operation of a rigid base and non-rigid layer with a resource forecast and the feasibility of its cold recycling.

Analysis Traffic Volume of Rigid Pavement Damage on Roads Badami Karawang

The road was a means of land transport is very important to the social relations and economic goods and services, and with a population that is increasing in every year to year, increasing the number of vehicles passing on the road that there is, therefore, in need planning a safe way according to the function, volume, and nature of traffic. Road repairs cost a lot and this action is felt not quite right because remedies can not survive by age plans and in kutif of IDN Times in 2019 that the condition damages the highway in the district of Karawang based on data from the Department of Public Works and Spatial Planning (PUPR) Khanewal district, along with the road status 1937.53 kilometers of district roads in poor condition. (IDN Times, 2019). This study was conducted to assess how much influence the volume of vehicles to the damage occurred on roads Badami karawang at STA 0 + 000-0 + 500 and STA 2 + 250-2 + ??750, to examine the above problems by analyzing data from LHR and road damage the method of Highways, then further by looking at the correlation between the volume of vehicles on the road destruction by using SPSS and to increase the strength of rigid pavement using cement concrete road pavement planning 2003 is an additional layer (overlay) using the rigid pavement. From the analysis and discussion get Simultaneous Effect Hypothesis Test results that the Sig. (0,000) <? (0.05) and f count (35.671)> F table (3.89) H0 is rejected. It can be concluded that the simultaneous effect of the Light Vehicle Road damage of 33.8%, the simultaneous effect of the Heavy Vehicle Road damage amounted to 47.7%, Motorcycles simultaneous effect on road damage by 12.1% and the simultaneous effect of Motor Vehicles not to road damage by 14.2%, the result of the identification of the type and class of road damage indicates that the need for administration of additional layer (overlay) as a treatment for damage to roads, based on the analysis of the design used road repair method with a design life of 10 years, namely: (Overlay) Rigid Pavement (Rigid Pavement) as thick as 18 cm .and of analysts earn fees at cost (overlay) Rigid Pavement (Rigid Pavement) Rp. 9,114,626,20 / segments.