Road Layers Research Articles

Extraction of Forest Road Information from CubeSat Imagery Using Convolutional Neural Networks

Forest roads provide access to remote wooded areas, serving as key transportation routes and contributing to human impact on the local environment. However, large animals, such as bears (Ursus sp.), moose (Alces alces), and caribou (Rangifer tarandus caribou), are affected by their presence. Many publicly available road layers are outdated or inaccurate, making the assessment of landscape objectives difficult. To address these gaps in road location data, we employ CubeSat Imagery from the Planet constellation to predict the occurrence of road probabilities using a SegNet Convolutional Neural Network. Our research examines the potential of a pre-trained neural network (VGG-16 trained on ImageNet) transferred to the remote sensing domain. The classification is refined through post-processing, which considers spatial misalignment and road width variability. On a withheld test subset, we achieve an overall accuracy of 99.1%, a precision of 76.1%, and a recall of 91.2% (F1-Score: 83.0%) after considering these effects. We investigate the performance with respect to canopy coverage using a spectral greenness index, topography (slope and aspect), and land cover metrics. Results found that predictions are best in flat areas, with low to medium canopy coverage, and in the forest (coniferous and deciduous) land cover classes. The results are vectorized into a drivable road network, allowing for vector-based routing and coverage analyses. Our approach digitized 14,359 km of roads in a 23,500 km2 area in British Columbia, Canada. Compared to a governmental dataset, our method missed 10,869 km but detected an additional 5774 km of roads connected to the network. Finally, we use the detected road locations to investigate road age by accessing an archive of Landsat data, allowing spatiotemporal modelling of road access to remote areas. This provides important information on the development of the road network over time and the calculation of impacts, such as cumulative effects on wildlife.

Analyzing the Mechanical and Durability Characteristics of Steel Slag-Infused Asphalt Concrete in Roadway Construction

Steel slag is a solid byproduct of the steelmaking process, widely generated in the metallurgical industry. Due to its alkaline nature and excellent adhesive properties with asphalt, it represents a potential road construction material with outstanding road performance, making it well-suited for utilization in highway construction. This paper conducts a systematic analysis of the physical and chemical properties of steel slag, specifically South Steel Electric Furnace slag, and compares it with natural basalt and limestone aggregates. The aim is to establish a foundation for the application of steel slag in asphalt mixtures. Building upon this foundation, we carry out proportioning design for AC-13C and SMA-13 steel slag asphalt mixtures, followed by a comprehensive study of their high-temperature stability, low-temperature stability, water stability, and fatigue performance. Our research reveals variations in the chemical composition of different steel slags, with CaO, SiO2, and Fe2O3 being the primary components. The content of harmful elements varies depending on the steelmaking raw materials and additives used. Notably, the optimum asphalt-to-aggregate ratios for AC-13C and SMA-13 significantly surpass the specified requirements. The freeze–thaw splitting strength ratio and residual stability of steel slag AC-13C and SMA-13 asphalt mixtures exceed the specified requirements, with AC-13C demonstrating the highest water stability, boasting a freeze–thaw splitting strength ratio of 94.07%, and a residual stability of 93.8%. In terms of fatigue characteristics, SMA-13 exhibits a longer fatigue life than AC-13C, indicating superior fatigue performance for steel slag SMA-13. Steel slag enhances the abrasion resistance and rutting resistance of asphalt pavement surface layers, fully meeting the performance requirements for high-grade road surface layers.

Comparative analysis of the quality of execution of road surfaces on newly built, reconstructed and renovated roads in the city Płock area (Poland)

Carrying out repair works, reconstruction, and construction of new road surfaces is a permanent element of urban space. The quality of the new pavement for the adopted traffic category directly impacts the road infrastructure's durability. The choice of road surface structure depends on the adopted traffic category. The aim of the article is to assess the works carried out on selected road surfaces within the city of Płock (Poland) in terms of the technical specification requirements and the durability of road infrastructure. The paper presents the tests of three road layers: base layer, binding layer and wearing course. The tests were carried out on 11 streets, and 29 samples were collected.

ROAD DAMAGE EVALUATION ON RIGID PAVEMENT WITH PAVEMENT CONDITION INDEX METHOD IN KLAKAH REJO-BENOWO ROAD, SURABAYA CITY, EAST JAVA

The research objective was to analyze the level and type of damage from every kind of damage on the Klakah Rejo Benowo road by calculating the rigid pavement condition index value and providing solutions. This study took the location of the Klakah Rejo-Benowo road section, Surabaya City—data analysis by calculating the Deduct Value, m, TDV, CDV, and PCI. The research results state it was concluded that five types of damage occurred in Jalan Klakah Rejo-Benowo, Surabaya City. The types of damage are Grooves, Patches, Alligator Cracks, Weathering and Loose Granules, and Pits. Damage caused by high rainfall conditions (> 900mm/year) & Daily Traffic Volume exceeds the provisions of the Binamarga. After analysis, it shows that the road pavement is in Moderate/Fair condition; field analysis results and values calculated using the PCI (Pavement Index Condition) method for damaged road conditions can provide recommendations for road repairs using the Asphalt Institute MS-17 method, namely patching and resurfacing. Based on the analysis of the road condition values obtained, the solution must be patched and re-coated so that water does not quickly seep into the road layer, which causes more severe road damage.

Preparation and Mechanism Analysis of Stainless Steel AOD Slag Mixture Base Materials.

To promote resourceful utilization of argon oxygen decarburization (AOD) slag, this research developed a new three-ash stabilized recycled aggregate with AOD slag, cement, fly ash (FA), and recycled aggregate (RA) as raw materials. The AOD slag was adopted as an equal mass replacement for fly ash. The application of this aggregate in a road base layer was investigated in terms of its mechanical properties and mechanistic analysis. First, based on a cement: FA ratio of 1:4, 20 sets of mixed proportion schemes were designed for four kinds of cement dosage and AOD slag replacement rates (R/%). Through compaction tests and the 7-day unconfined compressive strength test, it was found that a 3% cement dosage met the engineering requirements. Then, the unconfined compressive strength test, indirect tensile strength test, compressive rebound modulus test, and expansion rate test were carried out at different age thresholds. The results showed that the mixture's strength, modulus, and expansion rate increased initially and then stabilized with age, while the strength and modulus initially increased and then decreased with increasing R. Secondly, based on X-ray diffraction (XRD) and scanning electron microscopy (SEM) used to analyze the mechanism, it was found that the strength, modulus, and expansion rate of the new material can be promoted by blending AOD slag, due to its ability to fully stimulate the hydration reaction and pozzolanic reaction of the binder. Finally, based on the strength and modulus results, R = 3% was identified as the optimal ratio, which provides a reference point for the effective application of AOD slag and RA in road base materials.

Marshall Performance Analysis Of Eggshells And Cement As Filler In Asphalt Concrete Mixtures (AC - WC)

Roads are transportation infrastructure whose needs in Indonesia continue to increase, along with the increasing number of vehicles. Road construction is a construction that receives traffic loads, therefore it is expected that a road pavement layer must have a strong pavement construction and be able to receive loads from traffic users. AC-WC (Black-top Concrete - Wearing Course) asphalt layer is a road pavement construction consisting of asphalt composition, coarse aggregate, fine aggregate and filler. Fillers in asphalt mixtures function to increase the binding power of AC-WC asphalt, so as to improve mixture stability and fillers can fill the voids between aggregate particles, filler commonly used is stone ash. This research will be conducted with the addition of broiler eggshell filler and porland cement in the Asphalt Concrete wearing Course (AC-WC) mixture. The research was conducted with an experimental method conducted in the Civil Engineering laboratory of Abdurrab University. The specification used in this study is Public Road Revision 2 Year 2018, The optimum asphalt content (KAO) used was 6.5%. Based on the results of the study, the largest marshall stability and melting value is found in the 100% cement filler variation, which is 1772.7 Kg and the value of flow value (melting) 3.77 mm while the largest marshall quotient (MQ) value is found in the 25% eggshell filler variation, 75% cement, which is 529.2 Kg/mm.

DURABILITY OF ASPHALT CONCRETE MIXTURE (AC-WC) USING CRUMB RUBBER WASTE AS AN ADDITIONAL MATERIAL AND PALM FRUIT ASH AS FILLER

The mixture of road pavement layers that is commonly used in Indonesia is a mixture of Asphalt Concrete (AC-WC). Addition of wastecrumb rubber (crumb rubber) in asphalt concrete mixture is a solution for highway planning and reducing waste pollutioncrumb rubber (crumb rubber) produced from a rubber tire factory. The purpose of this research is to determine the maximum percentage addition crumb rubber (crumb rubber) in the AC-WC mixture withfiller palm fruit bunch ash and to determine the residual strength index (RSI) value of the mixture which has a durability value that meets the requirements of General Specifications for Highways 2018 Revision 2. This study uses bitumen content with the percentage of mixed wastecrumb rubber used in the determination of OAC of 0%, 3%, and 6% by weight of asphalt andfiller palm fruit bunch ash 4% by weight of one AC-WC sample. The results of this study indicate testing marshall on variations crumb rubber 0% (without crumb rubber) as a normal mixture and 3% has met the specifications while the 6% variation does not. Maximum test results on the combination crumb rubber 3% resulted in the highest stability value of 1,028.85 kg at 0.5 hour immersion. The results of the durability test showed that the RSI value with a variation of 0% and 3% only fulfilled the 3 hour immersion time.

Pemanfaatan Batu Sungai Mappak Kabupaten Tana Toraja Dalam Campuran Laston Lapisan Antara

This research aims to find out how the aggregate characteristics of the Mappak River in Tana Toraja Regency can be used as a pavement material for asphalt mixtures. The method used is the conventional marshall method to obtain the properties of the mixture and marshall immersion to obtain residual marshall stability from the optimum asphalt content mixture. The results of the study indicated that the aggregate characteristics of the Mappak River stone in Tana Toraja Regency with an aggregate wear value of 21.6% met the specifications as a road pavement layer material for Mixed Laston Intermediate Layers with Optimum Asphalt Content of 6.20%, with the mixed properties of Laston Intermediate Layers, namely Density, Stability, flow, VIM, VMA, VFB and Marshall Quentient have met the Specifications of Bina Marga 2018. Through Marshall Immersion testing the Laston Intermediate Layers mixture with Optimum Asphalt Content of 6.20% obtained Remaining Marshall Stability of 95.07%, which means that it meets the Specifications Bina Marga 2018, namely at least 90%..

Sustainable utilization of landfill mined soil like fraction in subbase layer for asphalt road applications

The scarcity of natural resources, and energy demand/carbon footprints related to their processing and transportation, has led to the quest for alternate materials for road/pavement construction and other infrastructure development. On the other side, landfill mined soil like fraction (LMSF) forms significant proportion of mined legacy landfill waste that exists at different locations around the world; however, it has found limited applications. The present study explores the utilization of LMSF in development of novel asphalt road subbase layers for resilient road infrastructure. 30–60% of LMSF replacement has been studied, and findings based on gradation analysis, compaction tests and California bearing ratio (CBR) tests are quite encouraging. Most combinations of subbase layers studied exceed the design requirements for low volume roads in Indian scenario (rural and outer urban roads); while 30% LMSF in wet mix macadam satisfies the requirements of Indian and other international codes. The cost-benefit analysis shows significant saving in material cost due to utilization of LMSF in road subbase layer. The potential utilization of low cost and sustainable LMSF in asphalt road subbase layer would allow design of superior roads with CBR exceeding design values, resulting in better life cycle performance of road infrastructure with high resilience to fatigue effects, water inundation and overloading conditions.

Stabilization and Recycling of Sand in Pedestrian Walkways

The production of construction and demolition waste (CDW) in urban areas is growing rapidly. While the storage and disposal of CDW waste is costly, its recovery can help to conserve natural resources. This study investigates the characteristics of recycled sand obtained from the processing of CDW waste and the possibility of its reuse for pedestrian pathways. Physico-chemical and mineralogical characteristics of the recycled sand were investigated for its reuse. The percentage of fine particles in sand (below 0.63 μm) is 2.8%. The grain size of sand fulfills the particle size requirement of French standards. The methylene blue value of sand is 0.05 g/100 g. The GTR classification of recycled sand is D2 which is insensitive to water and suitable for road applications. A mineralogical analysis of soil shows that quartz, albite and microcline are important minerals in recycled sand. XRF analysis shows that CaO and SiO2 are major oxides in the recycled sand. The characterization of sand was followed by a manufacturing of cylindrical specimens of sand to observe the compressive strength. Samples were compacted with dynamic compaction by applying the Proctor normal energy of 600 kN·m/m3. The compressive strength testing of specimens shows that non-stabilized sand samples have compressive strength around 0.1 MPa which is considerably lower for its reuse in pedestrian pathways and road applications. Due to the low bearing capacity of sand, recycled sand was stabilized with the addition of binders such as Rolac (hydraulic binder), ground-granulated blast furnace slag (GGBS) and ECOSOIL® (slag mixes) with different percentages of the binder ranging from 0 to 7% for the optimization of the binder and for economic efficiency. The compressive strength of sand samples increases with the increasing percentage of the binder. The increase in strength is more important with a higher percentage of binders (5%, 6% and 7%). At a 7% binder addition, specimens with Rolac, GGBS and ECOSOIL binders show the compressive strength of 1.2 MPa, 0.5 MPa and 0.5 MPa. At a 7% Rolac addition, specimens have a compressive strength higher than 1 MPa and meet the strength requirement for soil reuse in the foundation and subbase layers of roads with low traffic. The experimental work shows that recycled sand can replace conventional quarry sand for road applications and pathways with the addition of a local binder, which is an eco-friendly and economical practice.

Geotechnical Properties of Sand-Asphalt for Use in Road Base Layer Instead of Conventional Materials

The study of the geotechnical properties of sand-asphalt for use in road base layer instead of conventional materials, for low to moderate traffic volume, is based on standardized laboratory tests. Sand samples were taken from Kayar, Darou Alpha and Keur Morry (Thies region, Senegal). Identification tests (particle size distribution and sand equivalent) made it possible to select Kayar and Darou Alpha sands which have respective sand equivalent (ES) values of 92 % and 62 %. These values are higher than the minimum required (40 %), for sand-asphalt, with different 35/50 bitumen dosages. The results of the Hubbard-Field test carried out showed that Darou Alpha sands are suitable, with an optimum dosage of 7 % bitumen : the stability at 18 °C, at dry conditions, is 2 732 kg and is greater than the minimum required value of 2 300 kg; the immersion/compression ratio is 85 % and is greater than the minimum required limit of 75 %; water absorption reaches 5.4 % and remains below the maximum required limit of 7 %; the volumetric swelling is 2.6 % and is below the maximum required limit of 5 %. The compactness is 84 % and is acceptable because it exceeds the minimum required limit of 80 %. The sizing carried out with the Alizé©3 software gives deformation values lower than the permissible values. The pavement structure that is placed on a PF3 type platform is therefore correctly sized to support a traffic of 150 heavy vehicles per day for a service life of 15 years. This roadway structure, which is devoid of a foundation layer, includes a 23 cm thick sand-asphalt base layer on which rests a 5 cm thick asphalt concrete. Keywords: sand-asphalt, Hubbard-Field test, Kayar, Darou Alpha, Keur Morry.

Effect of gravel size and geogrid opening variation on the reinforced of the unpaved roads

In unpaved roads, the bare soil of the soft subgrade or the covered grading layer of subgrade soil has traditionally been the focus of embankment and pavement loads. Using geogrid as isolation and reinforcement between road layers is a widely accepted method to solve this problem. This study used the California Bearing Ratio (CBR) test to evaluate the geogrid reinforcing effects among geogrids with various aggregate particle sizes and the size of the openings of the geogrid. The research results show that when the particle size of the subbase layer was controlled and the ratio of the geogrid opening was variated, the bearing capacity was improved relatively more significantly. The contribution of geogrid to CBR value increased from 12% to 50%. In the reinforced system with a fixed geogrid opening aperture, increasing the particle size of the aggregate will increase the overall bearing capacity of the reinforced system; however, when the size of the aggregate increases to a certain level, the contribution rate of the geogrid CBR value changes relatively indignantly. Additionally, in the reinforced system, by fixing the particle size of the aggregate and adjusting the ratio between the aggregate particle size and the geogrid opening aperture, the overall bearing capacity of the reinforced system is still improved, and the CBR contribution rate provided by the geogrid changes relatively significantly. Finally, the research results also show that the 3Dprinting geogrid had a similar effect to the commercially available geogrid. Therefore, different types of geogrids could be made in follow-up research, and further analysis had the best effect. The particle size of the gravel with the best-reinforced effect and the ratio of the geogrid opening can provide a reference for engineering design.

Evaluation of road performance and micro-mechanism analysis of bentonite plastic concrete subgrade

This study evaluated the performance of bentonite plasticized concrete with good deformation coordination as a road base material, to address the poor deformation coordination of rigid base layers in roads. Through tests such as slump, strength, permeability, and scanning electron microscopy (SEM) and x-ray diffraction (XRD), the study analyzed the variations in workability, mechanical properties, and durability of plastic concrete as a base material under different bentonite and cement contents, as well as the underlying micro-mechanisms. The results showed that plastic concrete exhibited good workability, which improved with increased bentonite and cement content. The 28-day mechanical properties of the plastic concrete met the design criteria for road base layers and had features of higher load-bearing capacity, good toughness, slow strength attenuation, and overall integrity. In durability, the increase of bentonite content enhanced the concrete’s permeability, but decreased abrasivenes and shrinkage. From economic, performance, and engineering perspectives, the optimal bentonite and cement contents for the plastic concrete base were in the ranges of 90 kg m−3 to 120 kg m−3 and 110 kg m−3 to 150 kg m−3, respectively.

Cement Stabilization of soft soil subgrade and Cost Analysis

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.

Analisis Kepadatan Lapangan Menggunakan Metoda Sand Cone Di Jalan Perumahan Ekajaya Permata 1 Sicincin Kota Payakumbuh

Every housing complex must have adequate road access because roads are a means of public transportation used by the community to support daily activities. Road infrastructure makes transportation easier and allows people to carry out activities. The road foundation layer will experience a decrease in the soil's bearing capacity as traffic flow increases, because the road structure distributes the load to all layers beneath it and supports the weight of vehicles passing on it. In circumstances like this, road construction must be of the utmost importance, and data about the existing soil on the site must be tested first. In this research, the author took a residential road that had just been built and still had a layer of compacted pavement. By making this road, people can more easily access transportation and feel comfortable when using it. Field density analysis was carried out on Jalan Perumahan Ekajaya Permata 1 Sicincin, Payakumbuh City. The sand cone method or sand cone test is used to calculate the degree of soil density. Various measurements are calculated, including sand bulk density, soil bulk density, water content, dry soil bulk density, and degree of field density. Tests were carried out at ten points at a distance of 25 meters each. The average soil water content is 7.73%. According to SNI 03-2008-1992, the recommended value of soil density is 95%. The test results show that the average degree of density in the field is 72.51%. Because the soil density in the field does not yet meet the soil density requirements of 95%, it is necessary to increase the compaction further until it meets the specified density requirements.

The investigation of the frost resistance of the aggregate-sand mixes

Problem. Recently there is a steady trend to the increase of the intensity of traffic and of the loads from the wheels of the rolling stock on the whole structure of the road pavement, therefore during the building of the road pavement layers the most important thing is a rational choice of the materials for the base layers and for the top layers which will provide the performance of the entire structure during the designed service life under the working conditions which are getting worse all the time. Nowadays the most widespread material for the road base layers is aggregate mix strengthened by cement. One of the ways of the base layers materials improving is the increase of their frost resistance. One of the ways to solve this problem can be the different additive and fibers usage as a reinforcing component of the aggregate mix. But until today the influence of the internal factors such as size of mineral grains, granulometric composition and binder content on the indexes of frost resistance is still not investigated.
 Goal. The aim of the research is the investigation of the maximum grain size and content and also mineral binder concentration influence on the indexes of frost resistance of the aggregate mixes strengthened by cement. Methodology. To achieve this goal in the laboratory of the Department of Highway Building and Maintenance named after O. Birulia the samples of sand, fine-grained, medium-grained and coarse-grained aggregate mixes with cement content from 2 to 10 % were prepared. Results. For the frost resistance indexes determination of the aggregate mixes of different compositions strengthened by cement according to the maximum grain size the cement concentration influence on the grade strength indexes was found. The research results have shown that: with the increase of cement content the compressive strength indexes in the fine, medium and coarse-grained mixes are increasing; the increase of the maximum grain size of the same cement concentration shows that compressive strength and tensile strength indexes are increasing. The repeated freezing and thawing is one of the main aggressive factors of the external environment influence which reduces strength and durability of the materials, therefore the influence of this factor on the compressive strength and tensile strength was evaluated. In Ukraine according to the current standard the frost resistance of the aggregate mixes is evaluated only in terms of compressive strength index of samples which were subjected to certain number of freeze-thaw cycles. It is determined that the aggregate mixes with the same cement content with larger mineral grains in its composition have higher indexes of the frost resistance coefficient. Also it was found that the influence of the freeze-thaw cycles is more informatively shown at the samples testing according to the split tensile test. Conclusions: 1. The increase of the binder content in the composition of strengthened aggregate mixes leads to the decrease of the freeze-thaw cycles influence on the compressive strength and splitting strength for all studied compositions of aggregate mixes. 2. The aggregate mixes strengthened by the same cement amount with the larger size of mineral grains in its composition have higher values of frost resistance coefficients in comparison with strengthened aggregate mixes with smaller maximum size of mineral grains in its composition. 3. The influence of the freeze-thaw cycles is showed more informatively by the split tensile scheme.

KAJIAN KARAKTERISTIK DAN DEFORMASI CAMPURAN AC-WC DENGAN PENGGUNAAN SUBTITUSI LIMBAH MARMER SEBAGAI FRAKSI AGREGAT KASAR

Repetitive and excessive load pressure by vehicles is one of the damages that occurs on road pavement deformation due to the pavement layer losing its strength, causing the road layer to subside and cracks to occur. Marble waste is the remaining waste acquired from the processing of the marbles. Environmental pollution is caused by the marble processing process. The marble waste produced is increasing gradually over time, therefore, it is needed to utilize that marble waste. The marble waste is expected to improve the quality and performance of the mixture in resisting deformation in the AC-WC mixture and has good mixture characteristics. This research aims to examine the cause of using marble waste on the characteristics and deformation of the mixture. The test in this research applies the marshall test and wheel tracking tool. The result showed that the characteristics of the mixture and KLMO, total deformation, deformation rate, and dynamic stability using KAO 6% and the Optimum Marble Waste Content (KLMO) obtained was 25%. The highest stability and Marshall Quatient were 1024.89 kg and 345.65 kg/mm at 25% marble waste variation. The lowest flow value in the mixture with 25% marble waste variation was 2.97 mm. The 25% variation has good mixture characteristics and durability. The smallest total deformation was 0.903 mm at 25% marble waste variation, dynamic stability 2864 passes/mm, and deformation rate 0.0147 mm/minute.

Evaluasi Nilai Stabilitas Pada Aspal AC-WC Dengan Metode SNI 06-2489-1991

Asphalt concrete is a combination of aggregate, asphalt, with or without additives. To obtain high stability in asphalt concrete, it is necessary to have an aggregate that is well graded, dense, and has small voids between aggregate grains. Asphalt concrete performance testing can be done through the Marshall test. The Marshall Test Tool is used to determine the characteristics of a road pavement layer. One of the Marshall test kits that is still widely used in laboratories is the analog Marshall test kit. This study used an experimental method in the laboratory of the Jombang Regency Public Works Office with core test objects (KOR) made of a mixture of wear-resistant steel (AC-WC) with a thickness of 4 cm each. In this test, 4 core specimens were used in accordance with the 2010 General Highways Specifications (revision 3). With the composition of the constituent materials consisting of Aggregate 0-5 mm (42.2%), Aggregate 5 - 10 mm (33%), Aggregate 10 - 15 mm (16.9%), Filler Cement (1.9%), Asphalt Content (6%) those who get the value of 91.3% (stability) is the final residual stability value, before obtaining this value there are several values listed, namely; value 2,292gr/cm3 (Bj Mix), 5.274% (effective asphalt content), 0.772% (absorption of asphalt), 4.71% (VIM), VMA 16.80% (VIM), 71.97% (VFB ), 1178kg (initial marshall stability) , 3.55mm (flow), 332kg/mm (Marshall quetient).

Development of a Mathematical Model of Compaction Processes Road Layer

Development of a Mathematical Model of Compaction Processes Road Layer

IMPROVEMENT OF THE NON-DESTRUCTIVE METHOD FOR DETERMINING THE MECHANICAL CHARACTERISTICS OF ELEMENTS OF MULTILAYER STRUCTURES ON THE EXAMPLE OF PAVEMENTS

The article is devoted to solving the urgent problem of improving the method of nondestructive testing of the condition of non-rigid road clothes. In addition to the previously developed approach to determining the mechanical parameters of materials of structural layers of nonrigid road coverings based on solving the inverse coefficient problem of restoring operational elastic modules providing specified displacement fields, an approach was developed that allows determining the parameters of energy dissipation in the structure of multilayer road pavement based on the correction of dynamic hysteresis loops recorded in the field and calculated using mathematical model of dynamic VAT. The article presents the results of numerical simulation of dynamic hysteresis loops for two different variants of multilayer structures. The possibilities of correcting the shape of hysteresis loops and their area by varying the tangents of the energy loss angles in layers of a multilayer medium and the elastic modulus of a homogeneous half-space are shown. The complex correction of the elastic modulus values of the structural layers of road clothes and the calculated loops of dynamic hysteresis made it possible to fully take into account the processes of energy attenuation at a distance from the point of application of the load. During the correction, it was found that the values of the elastic modulus of the road layers and the tangents of the loss angles in them have a complex effect on the areas of dynamic hysteresis loops and the nature of energy attenuation at a distance from the point of application of the load. At the same time, the elastic modulus of the underlying half-space is not limited in thickness to the greatest extent on the area of dynamic hysteresis loops (which led to an increase in the elastic modulus of the underlying half-space from 120 and 150 MPa for road construction variants with a reinforced and non-reinforced base to 170 and 160 MPa, respectively), and a decrease in the dissipated energy at a distance from the point of application This is primarily due to the tangent of the angle of energy loss in the half-space. The obtained values of the tangents of the loss angles are obviously related to the patterns of energy dissipation at the boundaries of the contacting layers of the pavement, and also take into account all possible anomalies and delaminations in the calculated structures. Within the framework of this article, calculated hysteresis loops on the surface of the pavement were obtained for the first time, the deformation energy was calculated based on their areas, and the possibility of their comparison with those registered experimentally was proved.