Road Reconstruction Research Articles

REGENERATION OF SECONDARY ASPHALT PAVEMENTS WITH REJUVENATING AGENTS

Recycling reclaimed asphalt pavement fulfills an important function in achieving a sustainable and environmentally friendly road construction industry. Using reclaimed asphalt pavement (RAP) it is possible to produce new asphalt with a small amount of virgin raw materials. This will reduce the amount of energy required to extract and process virgin asphalt pavement materials, along with the amount of waste generated during road reconstruction. Despite these advantages, road agencies have been reluctant to use high proportions of RAP materials in new asphalt production because the presence of large amounts of oxidized bitumen from RAP in new mixtures makes them less workable and less compactable than mixtures with virgin bitumen alone. One should also be aware of the high stiffness of RAP mixtures, which will make them difficult to use. Various methods can be used to overcome this problem, one of the most effective is the addition of rejuvenating agents. This article describes research into the production of asphalt mixtures from recycled asphalt pavement (RAP) material. This work aims to study the effectiveness of various rejuvenators for restoring the basic performance characteristics of asphalt pavements. The most effective rejuvenators and their classification are reviewed. The hypothesized mechanism of rejuvenation of asphalt pavements by the introduction of rejuvenators is presented. The methods of introducing various rejuvenators into RAP are described.

Road Site Inspection and Measures to Avoid Further Deformation

Strength and stability of the roadbed and engineering structures in permafrost conditions and deep seasonal freezing of soils always remain complex scientific, technical and technological problem in construction and reconstruction of roads in northern regions. Particularly important is the spread of subgrade subsidence during construction and further operation and maintenance of roads in these regions. The road destruction is mostly caused by both global warming and geological and hydrogeological conditions.To prevent the deformation development, it is necessary to provide a number of special engineering measures to prevent thawing of permafrost soils or strengthen supra-permafrost layers of foundations. The purpose of the work is to study methods for eliminating deformation of the road bed in permafrost and choosing the main method for eliminating subsidence of the road.The article discusses several ways to solve the problem of eliminating subsidence on of the federal highway. Options for reconstruction of the roadbed are considered. These are different methods of thermal stabilization, i.e., horizontal (sloping) thermal stabilization system with inclined thermal stabilizers, temporary vertical thermal stabilizers for pre-construction freezing of foundation soils, and hybrid thermal stabilization system (horizontal and vertical thermal stabilizer in one product). A method is proposed for stabilizing the road base by installing soil-cement piles. The main advantages of and disadvantages the methods are noted and cost assessment is made. A conclusion is drawn on the effectiveness of different methods to restore the subgrade structure in order to ensure the road base stability. The main method is elimination of subsidence by stabilizing the road base with installation of soil-cement piles.

Implementation of Value Engineering For Optimization of Road Reconstruction Project Financing Case Study: Cibadak – Padasuka Road Section Project, Lebak Regency, Banten Province

Road reconstruction is one of the important infrastructure projects in supporting economic growth and community mobility. However, such projects are often faced with budget constraints, which require the application of effective methods for cost management. One method that can be used is Value Engineering (VE), which aims to optimize costs without reducing the quality or function of the project. This study focuses on the implementation of VE in the Cibadak - Padasuka road reconstruction project in Lebak Regency, Banten. The study was conducted through an analysis of several project components that have the potential to be optimized, using methods such as Pareto analysis, and Life Cycle Cost (LCC) analysis. The results of the study indicate that 1. The work item that is the subject of Value Engineering study in this study is Road Paving work; 2. The Value Engineering study obtained 3 alternatives, namely the Rigid Pavement Method PPCP, SPRigWP & Flexible Pavement; 3. The construction cost value of Value Engineering is: • Alternative 1 PPCP Method against alternative 0 (Conventional Concrete/Cast In Situ) experienced an increase in construction costs of Rp. 324,545,518.51 or 3.30%, • Alternative 2 SPRigWP Method against alternative 0 (Conventional Concrete/Cast In Situ) experienced an increase in construction costs of Rp. 2,693,845,581.45,- or 30.75%, • Alternative 3 Flexible Pavement compared to alternative 0 (Conventional Concrete/Cast In Situ) experienced a decrease in construction cost of Rp. 1,368,807,868.21, or 15.63%; 4. The Life Cycle Cost (LCC) value from Value Engineering is: • Alternative 1 PPCP Method compared to alternative 0 (Conventional Concrete/Cast In Situ) experienced a decrease in Life Cycle Cost (LCC) of Rp. 1,020,655,389.33,- or 9.55%, • Alternative 2 SPRigWP Method against alternative 0 (Conventional Concrete/Cast In Situ) experienced an increase in Life Cycle Cost (LCC) of Rp. 1,375,850,167.98 or 12.87%, • Alternative 3 Flexible Pavement against alternative 0 ( Conventional Concrete/Cast In Situ) experienced an increase in Life Cycle Cost (LCC) of Rp. 10,697,757,430.34 or 100.07%. So that in the study conducted on the Cibadak - Padasuka Road Reconstruction Project, Warunggunung District, Lebak Regency, Banten Province Alternative 1 Precast Prestressed Concrete Pavement (PPCP) Rigid Pavement Method is the recommendation with the lowest LCC value.This research is expected to provide practical recommendations that can be applied to similar projects in the future, as well as contributing to the development of science in the field of civil engineering and project management.

Analisis Kandungan Material Campuran Aspal Panas Mix Design AC-WC terhadap Rekonstruksi Jalan Ruas N-029.1 Bts. Kab. Muaro Jambi / Kab. Tanjabtim-Bts. Kab. Tanjabbar

To obtain a good aggregate mixture, efforts are made to keep the gradation of the aggregate mixture in the middle of its specification range. Based on road reconstruction work on section N-029.1 Bts. Regency. Muaro Jambi / Kab. Tanjabtim – Bts. Regency. Tanjabbar is at the point (sta 16+000 – 16+400) where the asphalt that is spread has a soft/liquid texture, which can be seen from the process of compacting and leveling the asphalt layer which is carried out by operating with a number of passes that is not in accordance with what was planned during the trial mix. So it is necessary to carry out an analysis to evaluate the material composition of the hot mix asphalt design layered by Asphalt Concrete-Wearing Course (AC-WC). The method used is to use secondary data analysis methods in the form of DMF, JMF and gradation data. The results of the analysis of the composition of the hot asphalt mix material show that there are differences in the total proportion value of the mixture, where in the DMF the planned proportion is 32.97% for fine aggregate, 28.26% for medium aggregate, 18.84% for coarse aggregate, 1.88 % for filler, and 5.80% for asphalt. At JMF the proportion of results from weighing is 37.68% for Hot Bin I (fine aggregate), 35.80% for Hot Bin II (medium aggregate), 18.84% for Hot Bin III (coarse aggregate), 1.88% for filler, and 5.80% for asphalt. In field implementation, the proportion of the total mixture produced was 17.90% for Hot Bin III (coarse aggregate), 33.91% for Hot Bin II (medium aggregate), 40.51% for Hot Bin I (fine aggregate), 1, 88% for filler, and 5.81% for asphalt.

Performance of asphalt mixtures containing high reclaimed asphalt pavement and waste steel rolling oil

Reducing costs, dealing with environmental problems, and preserving more natural resources are among the main incentives for reusing asphalt instead of road reconstruction. However, asphalt reuse involves the addition of some modifiers to the asphalt mixture. In this respect, rejuvenators investigated in the previous studies did not perform properly against all failures. Besides, they had problems such as lacking access to the required amount for road construction and high production costs. Regarding the high-temperature resistance and antioxidant properties of the waste steel rolling oil (WSRO), for the first time, the effect of using this lubricant was investigated on the recovery of bitumen aging and the performance of asphalt mixture containing high amounts of reclaimed asphalt pavement (RAP). To this end, the conventional (penetration and softening point) tests and rotational viscosity test were conducted to determine the optimal amount of rejuvenator. In addition, FTIR and FESEM tests were carried out for chemical and morphological investigation. SCB and dynamic creep tests were performed on a balanced mix design to examine the performance against cracking and rutting. Moisture sensitivity was also investigated by performing an indirect tensile test. The results show that a uniform texture was created in the aged bitumen modified with WSRO, and there was a decrease in functional groups that represent the occurrence of aging. Therefore, WSRO can restore aging and improve rutting and cracking performance. Resistance to moisture sensitivity also improved. Overall, the results show a performance improvement in the mixture containing high RAP content mixed with WSRO as a waste rejuvenator. However, more studies encompassing rheological, economic and environmental aspects, are needed to conclude about the practical use of this material.

Evaluation and modelling of polycyclic aromatic hydrocarbon (PAH) bioavailability in soils affected by coal tar asphalt

There are large masses of coal tar asphalt present in old roads, containing high concentrations of polycyclic aromatic hydrocarbons (PAHs). Uncertainty surrounding the risk they pose causes problems during road reconstruction and for the reuse of the asphalt present. To help elucidate potential risks, a parsimonious linear equilibrium partitioning model for the bioavailability of PAHs in soils contaminated by tar asphalt particles was developed. Furthermore, a set of partitioning coefficients for PAHs between sampled coal tar binders and water were determined experimentally, as well as measurements of freely dissolved concentrations using polyoxymethylene samplers in batch tests and column recirculation experiments with various mixtures of different soils (peat and sandy loam) and tar asphalts. The model predictions of freely dissolved concentrations were conservative and within an order of magnitude of measurements in both batch and column tests. The model presented here only relies on soil organic carbon content and the fraction coal tar binder in the soil to model PAH partitioning. This model could be used for more realistic. Low tier risk assessments towards rational prioritization of sensitive areas for risk reduction efforts.

Two minus one road equals improved quality of life

BackgroundSundbyberg municipality (part of greater Stockholm) has reconstructed a traditional two-lane road, with an allowed speed limit of 30 km/h, into a road with one car lane and two bicycle lanes, one on either side of the car lane (a “two minus one road”). The aim was to increase traffic safety and accessibility, especially for bicyclists and pedestrians MethodThe design used was a before- an after-study including both subjective and objective measures. To collect subjective data a survey measuring quality of life was used by asking residents and travellers how they experienced the road and their neighbourhood. The collection of objective data was done with the help of video cameras recording traffic conflicts, vehicle speed and position on the road ResultsThe reconstruction of the road had positive effects on quality of life in general, specifically safety, security, and accessibility for bicyclists and pedestrians. Something which was achieved without reducing car drivers’ experience of accessibility. Subsequent analyses were conducted to increase the understanding of different ‘sub-groups’. Specifically, analyses assessed: if responses could be linked to modal choice; whether the reconstruction of the road resulted in a modal shift; and whether it was any differences between respondents who had or had not a child attending any of the local schools. Overall, the responses from the ‘sub-groups’ were not significantly different from each other (except for respondents with children). The video analyses on traffic safety showed no differences in conflicts before and after the reconstruction. The only negative result was that car drivers’ speed increased by 3 km/h ConclusionThe reconstruction of roads with a traffic intensity, equivalent to the selected road is suitable for a two minus one road. Traffic safety, security, and accessibility will increase, but not at the expense of car drivers’ accessibility.

Study of Urban Arterial Road Off-Ramp Configuration in Highway Municipal Reconstruction

To reduce traffic congestion and improve the overall traffic capacity of roads, the municipal reconstruction of arterial roads from high-grade highways often involves setting up auxiliary roads on both sides of the road. This paper analyzes the existing methods of determining the configuration of urban arterial road off-ramps and proposes a novel design method, includes adding a “waiting for merging” section. Based on the traffic flow characteristics of the main roads, auxiliary roads, as well as off-ramps, second-stage deceleration theory and the insertable gap theory are applied. Considering the worst-case of diverted vehicles, a calculation model for the length of the urban arterial road off-ramps is proposed and utilized to calculate the advisory values for each segment of the off-ramps. Taking the reconstruction of an expressway in Hubei Province, China, as a case study, Vissim traffic simulation software was used to compare the proposed method with the traditional design method under four different traffic volumes. The results show that the proposed design method greatly improves the overall traffic capacity of roads compared with the traditional method, with a reduction of approximately 40% and 60% in delay time and queue length for the overall traffic, respectively. Furthermore, the research results can provide direct and effective design solutions and a basis for decision-making for setting the length of main and auxiliary road off-ramps.

Influence of the Road Model on the Optimal Maneuver of a Racing Motorcycle

Motorcycle motion is largely influenced by the road geometry, which alters the allowable accelerations in longitudinal and lateral directions and influences the vertical wheel loads. Recently, a method for three-dimensional road reconstruction and its incorporation into transient and quasi-steady-state (QSS) minimum lap time simulations (MLTSs) has been proposed. The main purpose of this work is to demonstrate how significantly different results from a minimum lap time optimal control problem can be obtained when using inappropriate elevation data sources in the track reconstruction problem, and how the road model reconstructed using poor input data can lead to misleading conclusions when analyzing real vehicle and driver performances. Two road models derived from high- and low-resolution digital elevation models (DEMs) are compared and their impact on the optimal maneuver of a racing motorcycle is examined. The essentials of track identification are presented, as well as vehicle positioning on the 3D road and the generalized QSS motorcycle model. Obtained 3D and 2D road models are analyzed in detail, on a case example of the Road Atlanta racetrack, and used in minimum lap time simulations, which are validated by the experimental data recorded on the Supersport motorcycle. The comparative analysis showed that great care should be taken when selecting the elevation dataset in the track reconstruction process, and that the 1 m resolution local DEMs seem to be sufficient to obtain MLTS results close to the measured ones. The example of using the 3D free-trajectory QSS minimum lap time problem to localize the track segments where real driver actions can be improved is also presented. The differences between simulation results on different road models of the same racetrack can be large and influence the interpretation of optimal maneuver.

Analisis Kinerja Konsultan Pengawas Dalam Pelaksanaan Proyek Konstruksi

A civil construction project is said to be successful if it meets three parameters, namely cost, quality and time, where the project costs are in accordance with the budget, the quality of the project is achieved according to specifications or requirements and the maximum project duration is the same as the planned time. However, in its implementation, projects are often faced with certain conflicts, one of which has an impact on the completion time, so it is felt necessary to involve a supervisory consultant in it in the hope of being able to provide supervision and control over each work item's progress. In relation to roads as an example of a civil building in the form of land transportation infrastructure which includes all its parts, this is reflected in the Short Road Reconstruction Project - Tanah Garo in Muara Tabir District, Tebo Regency, Jambi Province which uses the 2022 National Economic Recovery Loan (PEN) funds amounting to Rp. . 49,638,999,000 for flexible pavement work along 13,503 m for 105 calendar days, research was carried out on several factors and variables regarding the significant role of supervisory consultants in keeping the project on track. The research method is qualitative analysis which is developmental in nature and uses the help of the Microsoft Excel 2019 application in processing data. From the results of the analysis, it was concluded that the performance of supervision and quality control of work carried out by CV. Atifa Cipta Plan as the supervisory consultant for the Short Road Reconstruction Project - Tanah Garo received the highest average score among the six other factors, namely 4.80, which means very good.

Design Method for Road Reconstruction and Expansion

This article analyzes the method for designing routes in road reconstruction and expansion projects, using an actual engineering project as an example. This includes an overview of a specific road reconstruction and expansion project, an analysis of the preexisting road, the basic principles of the design road project, and an analysis of the design methods and steps. This study aims to offer some guidance for road reconstruction and expansion design.

Kriteria Perencanaan Jalan dalam Penyusunan Detail Engineering Design (DED) Studi Kasus Desa Pingaran Ulu-Kahelaan

Banjar Regency is a district in South Kalimantan. The capital of Banjar Regency is in the city of Martapura. Banjar Regency is one of the regencies in South Kalimantan Province with an area of 4,668.50 KM2. Divided into 19 sub-districts with 277 villages, 13 sub-districts and based on the 2010 census results, the population is 506,839 people. To support community movement and increase economic growth, the Banjar Regency government pays close attention to road performance. In road planning, the emphasis is always on planning the physical form so that it can fulfill the basic function of the road, namely providing optimum service to traffic flow. So in this planning efforts are made to create a good relationship between space and time so that it can produce optimal efficiency, safety and comfort. The space, shape and size of a road can be said to be good if it can provide a feeling of safety and comfort to road users. From the results of planning the road criteria for the PINGARAN ULU - KAHELAAN DED which has been carried out in accordance with existing conditions and needs, the following conclusion can be made: The Pingaran Ulu - Kahelaan Section has a length of 50.11 km, with handling adjusting for damage in the field, which is 19 km long. ,00 km. The existing condition of the road section has a slope of 4% - 8%, and the surrounding area is residential and plantations. Handling Plan: Road Reconstruction Work (Sta. 34 + 000 – Sta. 53 + 000).

Analysis of the Mechanical Properties of Cured Sludge by Alkaline Excitation of Phosphogypsum

Engineering slag is a green building material that meets the requirements of contemporary sustainable development, and the solidification technology of residue is particularly important in the practical engineering of resource utilization and environmental protection. In order to reuse the waste soil and industrial waste and reduce the construction cost, the stabilization effect of adding different contents of calcium oxide, blast furnace slag and phosphogypsum to the waste soil of a township road reconstruction project was studied. The unconfined compressive strength test of calcium oxide further clarified the solidification mechanism of residual soil and helped us to obtain the optimal curing ratio. The dry and wet cycle test simulated the influence of temperature and humidity changes on the appearance, quality, strength and water resistance in actual engineering. The experimental results show that the unconfined compressive strength of the sample reaches 1.273 MPa after 7 days of curing when the mixture of 4% calcium oxide (ratio to 100% plain soil) and 16% blast furnace slag (ratio to 100% plain soil) is mixed. When the three materials were mixed, the unconfined compressive strength of 4% calcium oxide (the ratio of 35% phosphogypsum and 65% plain soil) and 16% blast furnace slag (the ratio of 35% phosphogypsum and 65% plain soil) reached 1.670 MPa and 3.107 MPa at 7 and 28 days, respectively. The curing age has a significant promoting effect on the stability of loess. The dry and wet cycle test results conclude that the specimens have good durability and stability. The results of microstructure analysis shows that a large number of ettringite and C-S-H gel were formed in the gelling system, which not only makes the original soil more stable, but also acts as a part of filling pores, and the two work together to support the soil and improve the strength.

Spatial distribution of heavy metal abundance at distance gradients of roadside agricultural soil from the busiest highway in Bangladesh: A multi-index integration approach

Bangladesh is currently experiencing significant infrastructural development in road networking system through the construction or reconstruction of multiple roads and highways. Consequently, there is a rise in traffic intensity on roads and highways, along with a significant contamination of adjacent agricultural soils with heavy metals. The purpose of this study was to evaluate the ecological risk, health risk and the abundance of seven heavy metals (Cu, Mn, Pb, Cd, Cr, As, and Ni) in three distance gradients (0, 300, and 500 m) of agricultural soil along the Dhaka-Chattogram highway. The concentration of heavy metals was measured with an Atomic Absorption Spectrophotometer (AAS) on a total of 36 soil samples that were taken from 12 different sampling sites. Based on the findings, Cd had a high contamination factor for all distance gradients, whereas Cr had a moderate contamination factor in 67% of the study areas. According to the Pollution Load Index (PLI), Cd, Cr, and Pb were the predominant pollutants. Principal component analysis (PCA) result shows these metals mainly came from anthropogenic sources. The considerable positive correlations between Cu–Pb, Cu–Cd, Pb–Cd, and Cr–Ni all pointed to shared anthropogenic origins. As per Potential Ecological Risk Assessment (PERI) analysis, Pb, Cd, Cr, and Ni each contribute significantly and pose a moderate threat. The Target Hazard Quotient (THQ) values for all pathways of exposure to Pb and Cr in soils were more than 1, which would pose a significant risk to human health in the following order: THQadult female > THQadult male > THQchildren. This study will help to evaluate the human health risk and develop a better understanding of the heavy metal abundance scenario in the agricultural fields adjacent to this highway.

Review of implementation of rigid pavemant cement clamping work on the reconstruction of the road access to Tol Palaran

The East Kalimantan Provincial Government carried out reconstruction work on the Palaran Toll access road (Palaran Main Stadium). This work is very strategic considering that the route is one of the accesses to national vital objects (obvitnas) of the Samarinda - Balikpapan Toll Road. In addition to providing comfort for road users, the path will be a storefront for Samarinda City. This path will be an access in and out of and to the Palaran Toll Gate. Previously, the two-lane road section was only used for one lane on the right side of the Palaran Main Stadium. The lane was partially destroyed, scrubbed and only became a parking office for trucks and containers. But considering that this road is a provincial road, the existing road conditions are considered unable to accommodate the capacity of vehicles going through this route. So it is necessary to rebuild and improve roads on the East Kalimantan Main Stadium Road Section at Sta. 1+644 – Sta. 3+405 to facilitate economic traffic and also avoid traffic accidents in the area. The methods used to obtain data are direct observation methods of activities that occur in the field and secondary data collection in the form of test result data, and work plan drawings. The purpose of writing this article is to find out the stages of implementation and supervision of cement concrete pavement road work, especially in ironing work. Palaran Toll Access Road Reconstruction Project using iron 32 mm for dowel rods with a length of 450 mm and a distance of 300 mm, iron 16 mm for tie bars with a length of 700 mm and a distance of 750 mm, as well as iron 12 mm for dowel fulcrum
 reinforcement and tie bar.

A Life Cycle Assessment of Energy-saving and Carbon Reduction Potential ——Empirical research on a Road Reconstruction Project in China

A life cycle standardized assessment module of energy-saving and carbon reduction is established based on the current road cost management software. The assessment module combines the domestic road material consumption quota and the main LCA database CLCD in China. Quantitative energy-saving and carbon reduction benefits of material and technical alternative measures could be calculated autocratically. Empirical project data shows that reducing concrete, reducing mixing temperature and reusing material of the old road are essential measures. It is possible to reduce carbon by 22-28% and save energy by 45-50%.

Bitumen emulsion effect on properties of asphalt-concrete mix for non-rigid road pavements (Tambov) .

During major repairs of non-rigid road surfaces and reconstruction of automobile roads, it is necessary to remove old coating with road cutters. During cold milling of the old coating, the material acquires the form of granules with the surface covered with a bitumen film. Over time, the bitumen film loses its properties, and to reuse the material, it is necessary to restore the binder properties. The introduction of the bitumen emulsion in the composition of asphalt-concrete mix, allows to restore the binder properties affecting not only strength properties of the asphalt-concrete mix, but also deformability and stiffness of the mixture layer under the compressive load.Purpose: Evaluation of the influence of the binder content on deformability and stiffness of the asphalt-concrete mix.Methodology: Asphalt granulate fractions are used in proportions 8 to 16 and 18 to 36 mm with a residual bitumen content of 2%. The bitumen emulsion EBK-2 is used as a binder. The ultimate strength of the asphalt layer is measured according to GOST 12801. Deformation of the mixture layer is measured on a TP-1-1500 hydraulic press.Research findings: The bitumen emulsion effect is shown for deformation and stiffness of the asphalt-concrete mix for the pavement construction.Value: It is shown that the bitumen emulsion in regeneration of asphalt granulate affects deformability and stiffness of the layer subjected to compaction load. The development of deformation and stiffness of the mixture layer under the load with different binder content, particles size, and layer thickness are established. Analytical dependences are suggested for deformation and stiffness of the loaded layer, its thickness during paving, and percentage of bitumen emulsion in the mixture.

Forest roads as a special type of forest land

Forest roads are very important communication routes, ensuring the implementation of all functions of forests and forest management. According to the law, their status can be considered at least as specific. They are included in the category of forest land, but they are not public roads. At the same time, they are linear objects, that is types of buildings, specifically building objects. This fact has significant consequences for the investment and construction process in the field of construction and reconstruction of forest roads. The subject of the study is the analysis of forest roads on a theoretical and practical level. Apart from the dogmatic approach, forest roads should be confronted with the institutions of administrative substantive law, such as public goods (facilities) and special areas.

Evidence in the Corruption Case of Road Reconstruction

The state civil apparatus has an important role for the state, which is given the mandate and responsibility by the state and people in managing government affairs which become their respective functions and duties. The government apparatus in carrying out their duties must be good and full of integrity, because they are given trust by the government and society in carrying out their duties. People put their hopes on them to realize good governance in the future. However, the reality in the field is inversely proportional to what should be. In practice, the problem that often arises in the misuse of the duties of government officials is the practice of corruption. One of the cases of corruption that occurred in the field of procurement of goods or services was a case that occurred in North Lampung with the defendant named Yasril as the Commitment Making Officer at the PUPR Office of North Lampung Regency and the defendant Abdul Azim as his project partner. Yasril is considered to have neglected his duties as a Commitment Making Officer in the Kalibalangan Brach Four Road Widening Project, South Abung District, North Lampung Regency, in the 2019 fiscal year. The problem discussed in this study is how criminal liability for perpetrators of corruption crimes as in Decision Number: 3/Pid.Sus-TPK/2022/PN.Tjk and Decision Number: 4/Pid.Sus-TPK/2022/PN.Tjk? This research uses normative juridical research methods, namely research conducted based on primary legal materials by examining theories, concepts, legal principles and laws and regulations related to this research. It can be concluded that the prosecutor's method of proof was inaccurate and lacked caution in conducting the investigation, resulting in their imperfect indictment. So that the panel of judges did not believe in the results of the calculation of state financial losses submitted by the prosecutor's expert from the Public Accounting Firm Mahlizar, Jailani & Partners. This is because the calculation of state losses is based on procedures and procedures that do not contain certainty and are only based on assumptions. Thus, the panel of judges finally decided to acquit the two defendants from all charges.

Adequacy of a road design model to a real object in the context of digital transformation

The relevance of combining BIM information modeling technology and digital twin technology into the SIM-AD information modeling system for managing the construction and operation of roads throughout the life cycle is substantiated. The key provision of this new digital technology is to provide bidirectional communication between a real physical object and a virtual object - its digital model. Throughout the life cycle of a highway, a large amount of information is developed and stored, however, due to its disunity and insufficient level of intellectual support, asset management decisions are not always adequate and timely. One of the hard-to-solve problems of automating the design of transport facilities is the complexity of a formalized description of the processes of interaction between elements of a road structure and changing natural and climatic factors at a linear facility. The developed scheme for including the method of spatial zoning of the road route based on complex engineering surveys in SIM-AD allows you to create a digital twin model with the decomposition of the object into design and technological modules, which more reliably take into account the influence of natural polystructures on the elements of the road structure. Digital twin instance models are designed to record the current state of the operated object and environmental parameters based on sensors installed in the same type of linear and lumped design and technological modules. Systematic diagnostics and accumulation of statistical information on the mutual influence of building elements and environmental factors will serve as the basis for planning effective measures at the stages of maintenance, repair and reconstruction of roads.