scholarly journals Differentiated sources of funding road infrastructure

2018 ◽  
Vol 239 ◽  
pp. 08003
Author(s):  
Marina Shibaeva ◽  
Ella Okolelova ◽  
Oleg Shalnev
Keyword(s):  
Asphalt Concrete ◽  
Road Network ◽  
Road Construction ◽  
Capital Intensity ◽  
Payback Period ◽  
Road Infrastructure ◽  
Private Investments ◽  
Asphalt Mix ◽  
Facility Construction ◽  
The Cost

Article reveals the growing need for increased investment in projects for the modernization and development of the motor road network and identifies the problem of high capital intensity of road construction facilities and the duration of the investment payback period that hinder the inflow of private investments. By analyzing the economic aspects of road infrastructure, the authors have developed the economic and mathematical model for optimizing the placement of asphalt-concrete plants and the cost of producing the asphalt mix, the algorithm for optimizing the cost of road facility construction, the algorithm for selecting effective investment options for commercial roadside projects.

scholarly journals Extending the Service Life of Pavements

2018 ◽  
Vol 26 (1) ◽  
pp. 25-32
Author(s):  
Ivan Gschwendt
Keyword(s):  
Asphalt Concrete ◽  
Building Materials ◽  
Road Construction ◽  
Pavement Management ◽  
High Modulus ◽  
Pavement Management System ◽  
Asphalt Mix ◽  
Degradation Models ◽  
The Cost ◽  
Whole Life Cost

Abstract The cost of road construction and expenditures on the maintenance of pavements, i.e., their whole life cost, represents a lot of money. The paper describes a procedure for a pavement management system with degradation models and estimates the length of time for the rehabilitation of an asphalt pavement. Using a theory of pavement mechanics, we calculated the stresses and strains on the layers of two pavement models. High modulus asphalt concrete, an asphalt mix with a high binder content, and an asphalt mix with binder modifications are new road building materials. Prolonging the time for the rehabilitation of pavements is possible.

The Effectiveness of Using RAA-TA Additives for the Preparation of Warm Asphalt Concrete

2017 ◽  
Vol 865 ◽  
pp. 259-262 ◽  
Author(s):  
Valentina V. Yadykina ◽  
Anatoly M. Gridchin ◽  
Anna Trautvain ◽  
Vladimir Kholopov
Keyword(s):  
Asphalt Concrete ◽  
Water Saturation ◽  
Asphalt Mixture ◽  
Road Construction ◽  
State Standards ◽  
Adhesive Properties ◽  
Preparation Temperature ◽  
Asphalt Mix ◽  
Positive Effect ◽  
Physical And Mechanical Characteristics

The possibility to reduce the temperature during manufacturing and the temperature of compaction of asphalt mix by introducing the specially designed RAA-TA (Road Adhesive Additive for the warm asphalt concrete) additive to the bitumen has been demonstrated. Reducing the preparation temperature for asphalt mixture to 130 ° C, and the compaction temperature of the hot mix to 100 ° C, by using the additives, the characteristics of warm asphalt concrete meet the requirements of State Standards for hot asphalt concrete. The results indicate that the administration of additives improves strength at 20 and 50 ° C and reduces this index at 0 ° C, and with increasing the concentration of the researched additive its positive effect increases. The greatest effect of the additive is observed on such parameters as water saturation and water resistance of asphalt concrete, which is obviously connected with the improved encapsulation of mineral materials by bitumen due to the reduction of its viscosity and improvement of adhesive properties due to the additive composition. This will reduce the fuel consumption, the emissions of harmful substances into the atmosphere during the bituminous mixture production and asphalt coating making, as well as increase the distance of its transportation to the work site. At the same time the physical and mechanical characteristics of asphalt concrete with the addition of RAA-TA do not deteriorate. As a result of reducing the temperature of laying and compacting of asphalt mix the season of road construction can be extended and the pressure on the environment can be significantly reduced.

scholarly journals Actualization of innovative technologies in road construction

2019 ◽  
Vol 6 (3) ◽  
Author(s):  
Kabanov Aleksandr ◽  
Irina Kolos ◽  
Viktoriya Chernyaeva ◽  
Aleksey Ilin ◽  
Olga Medvedeva ◽  
...  
Keyword(s):  
Economic Efficiency ◽  
Asphalt Concrete ◽  
Mechanical Performance ◽  
Road Construction ◽  
Turnaround Time ◽  
Operational Parameters ◽  
The Road ◽  
Fine Grained ◽  
Concrete Mix ◽  
The Cost

This article discusses the problems that arise in the operation of road structures. One of the most important is rutting. Indicators of resistance to rutting depend on the method of design of non-rigid pavement and operational parameters, which allows to obtain the applied method of volumetric design of asphalt mix «Superpave» (SP-19), which in our country was called «SPAS». The authors, together with the staff of the laboratory of asphalt Concrete plant – 1, monitored asphalt concrete mixtures designed according to the «Superpave» system on the asphalt mixing plant. Then tests were carried out according to the method of PNST 181-2016 on the susceptibility of asphalt concrete materials to shear deformations arising under the action of repeated passes of the loaded wheel at ambient temperature. The result of the study of rutting showed that the mixture SP-19 have predominantly traditional. More detailed research results are presented in this article. Based on the data obtained from the results, conclusions were formulated: the Studies show that the method of «Superpeyv» is updated to the requirements of technical supervision at the objects of the road complex of the Russian Federation. In conclusion, the authors have formulated conclusions on the research: a comparison of physical and mechanical performance of asphalt concrete mix SP-19 on PNST 114 and fine-grained asphalt concrete mix type A brand I shows that the shear stability in terms of the average depth of the track is higher for the brand SP-19 by 38 %; set the required mixing temperature and compaction of asphalt concrete mixture on the system «Superpeyv»; the release of a pilot batch of asphalt concrete mix of SP-19 brand at the production site of JSC «ABZ-1» showed that the recipe selected in the laboratory is reproduced in the ABZ; cores selected within the framework of technical supervision from the experimental coating and tested in the laboratory showed corresponding to the requirements of ODM 218.4.038-2017; assessment of economic efficiency at the cost of asphalt concrete mix of SP-19 brand showed a decrease of 2.2 % relative to the cost of fine-grained asphalt concrete mix; the increase in the service life of the road surface h 30–50 % by reducing rutting increases its turnaround time. At the same time, economic efficiency can reach 50 % per m2.

scholarly journals Utilization of Industrial Waste Products in the Production of Asphalt Concrete for Road Construction

2019 ◽  
Vol 27 (4) ◽  
pp. 11-17
Author(s):  
Oyedepo J. Olugbenga
Keyword(s):  
Asphalt Concrete ◽  
Industrial Waste ◽  
Road Construction ◽  
Ceramic Tiles ◽  
Waste Products ◽  
Heavy Medium ◽  
Physical Tests ◽  
Pavement Construction ◽  
The Cost ◽  
Marshall Stability

Abstract The utilization of industrial waste products to produce asphalt concrete for road construction was investigated. Aggregates were partially replaced with aluminum slag (AS) and crushed ceramic tiles (CCT) at 10%, 20%, 30%, 40%, and 50% by weight. Physical tests were performed on the aggregates, while a flash and fire point test as well as penetration tests were carried out on the bitumen. Similarly, Marshall stability tests were conducted on cylindrical specimens of the asphalt concrete. The average values of 18.88 and 30.69 obtained for the aggregate impact value (AIV) and aggregate crushing value (ACV) were satisfactory for road surfacing when compared with the specification. Marshall stability values of 10.84 KN, 4.27 KN, and 3.21 KN respectively were obtained with 30%, 20%, and 50% partial replacements with AS. The percentages were suitable for heavy, medium and light traffic when compared with the Marshall design criteria provided by the Asphalt Institute. The use of aluminum slag and crushed ceramic tile could reduce the large volume of industrial waste and the cost of pavement construction and maintenance.

scholarly journals THE IMPORTANCE OF THE USE OF WARM MIX ASPHALT FOR CONSTRUCTION ROADS IN CONDITIONS OF THE SYRIAN ARAB REPUBLIC

2020 ◽  
pp. 26-33
Author(s):  
A. Alshahwan ◽  
Yu. Kalgin
Keyword(s):  
Road Network ◽  
Road Construction ◽  
Production Costs ◽  
Reconstruction Process ◽  
The Road ◽  
Short Period ◽  
Syrian Arab Republic ◽  
Asphalt Mix ◽  
Long Time ◽  
Production Capacities

As a result of prolonged hostilities in the Syrian Arab Republic, maintenance and repair of roads are not carried out for a long time, which led to the decline of the road network. Roads of the Syrian Arab Republic require significant rehabilitation; repairs must be carried out within a short period at the lowest cost, while achieving optimal technical characteristics. Weak economic potential of the country, low fuel reserves of various types, in addition to the huge destruction of the road network - all these difficulties facing the reconstruction process. This article is devoted to the study of the characteristics of the technologies of asphalt mixes used in road construction, and the determination of the most suitable technology for current conditions. As a result of research, it is emphasized that warm asphalt mix is the best choice compared to other types of technologies: it reduces energy consumption, reduces production costs, helps to extend the construction season, expand production capacities, save the environment, etc.

scholarly journals APLICAÇÃO DO RESÍDUO DA MINERAÇÃO DO COBRE PARA MELHORIA DO DESEMPENHO DE MISTURAS ASFÁLTICAS

2017 ◽  
Vol 14 (1) ◽  
Author(s):  
Ricardo Bentes Kato
Keyword(s):  
Asphalt Concrete ◽  
Road Network ◽  
Cement Content ◽  
Asphalt Mixtures ◽  
Asphalt Cement ◽  
Considerable Portion ◽  
Granulometric Characteristics ◽  
The Cost ◽  
Potential Use

RESUMO: O presente artigo tem o objetivo de verificar o desempenho de misturas asfálticas frente as propriedades Marshall, quando adicionado resíduo da mineração do cobre em sua composição. Justifica-se este trabalho pela crescente geração de resíduos proveniente da atividade mineração, juntamente com deficiencia da malha rodoviária brasileira. Após caracterização dos materiais e dosagem pelo método Marshall, gradativamente substitui-se a areia do concreto betuminoso usinado à quente pelo rejeito de cobre, onde notou-se uma significativa redução do teor de cimento asfáltico, fato este devido às características granulométricas do rejeito que possibilitou maior fechamento dos vazios na massa. Estes resultados apontam para um potencial uso deste resíduo, com contribuições de ordem ambiental, econômica (pois o CAP responde por considerável parcela do custo do concreto asfáltico) e tecnológicas, pela melhoria dos parâmetros Marshall.ABSTRACT: The aim of this paper is to verify the performance of asphalt mixtures against Marshall properties when copper mining residue is added in its composition. This work is justified by the growing generation of waste from the mining activity, together with deficiency of the Brazilian road network. After characterization of the materials and dosage by the Marshall method, the sand of bituminous concrete machined by copper refuse was gradually replaced, where a significant reduction of asphalt cement content was observed, due to the granulometric characteristics of the tailings Greater closure of voids in mass. These results point to a potential use of this residue, with contributions of environmental, economic (because the CAP accounts for a considerable portion of the cost of asphalt concrete) and technological, by the improvement of Marshall parameters.

scholarly journals Analysis Mixed Layer Asphalt Surface as Asbuton Ac-Wc Characteristics of Marshall

2020 ◽  
Vol 3 (2) ◽  
pp. 132-143
Author(s):  
Huda Alfian Aunur Hasyir ◽  
Sapto Budi Wasono
Keyword(s):  
Asphalt Concrete ◽  
Road Construction ◽  
Processing Plant ◽  
Road Maintenance ◽  
Test Results ◽  
Additional Material ◽  
Asphalt Mix ◽  
Natural Asphalt ◽  
Expected Benefits ◽  
Aggregate Material

Natural asphalt is asphalt obtained somewhere in nature, and can be used as obtained or with little processing. No natural asphalt obtained in the mountains like asphalt in Buton island called Asbuton. Asphalt Buton island is a mixture of bitumen material with other mineral materials in the form of rocks. Because asbuton is so sajaa material found in nature, the levels of bitumen dikandungnyaa greatly varies from low to high. To overcome this, then asbuton began to be produced in various forms at the processing plant asbuton. To reduce the use of natural asphalt eat more steps to do research on utilizing asbuton with the composition 6%, 8%, 10%. The purpose of this study is 1.) Determine the material characteristics LGA Asbuton can meet the specifications of Highways in 2018 on a mix of AC-WC 2.) Determine the value of Optimum Asphalt Content on asphalt concrete AC-WC (Asphalt Concrete - Wearing Course) with extra material LGA Asbuton 3.) Knowing how the performance of asphalt concrete AC-WC with additional material and bitumen 60/70 Asbuton terms of Marshall Test. The study was conducted with an experimental method through laboratory testing. The expected benefits of this research is the discovery of optimizing the use of Asbuton for at the time of execution of the work of new road construction or road maintenance and provide alternative natural aggregate material consumption to a minimum.The test results for the optimum bitumen content KAO on the composition 1 Asbuton 6% with a variation of bitumen (5.05% 5.55% 6.05% 6.55% 7.05%) of the chart can be found KAO Marshall 6.2%. Composition 2 Asbuton 8% with a variation of asphalt (5.0% 5.5% 6.0% 6.5% 7.0%) on the graph can be found KAO Marshall 6.3%. Composition 3 Asbuton 10% with a variation of asphalt (5.0% 5.5% 6.0% 6.5% 7.0%) on the graph can be found KAO Marshall 6.4%. Variations in the composition of 6%, 8% and 10% meet all the requirements of the properties of hot asphalt mix can specification of Highways in 2018.

scholarly journals Influential Factors and Evaluation Methods of the Performance of Grouted Semi-Flexible Pavement (GSP)—A Review

2021 ◽  
Vol 11 (15) ◽  
pp. 6700
Author(s):  
Xiaogang Guo ◽  
Peiwen Hao
Keyword(s):  
Literature Review ◽  
Systematic Literature Review ◽  
Asphalt Concrete ◽  
Cement Mortar ◽  
Road Construction ◽  
Flexible Pavement ◽  
Evaluation Methods ◽  
Influential Factors ◽  
Future Research ◽  
Relative Evaluation

Grouted Semi-flexible Pavement (GSP) is a novel pavement composed of open-graded asphalt concrete grouted with high-fluidity cement mortar. Due to its excellent load-bearing and anti-rutting performance, it has great potential as anti-rutting overlay and surface in road construction. However, the understanding of GSP performance remains limited and pertinent findings are inconsistent. This article aims to provide a systematic literature review for the articles which were published between 2000 and 2020 on GSP, explore the problems in the recent research, identify knowledge gaps, and deliver recommendations for future research. The influential factors and the relative evaluation methods of GSP performance are summarized and discussed in this article.

scholarly journals THE PENETRATION OF ENGINEERING BY ECONOMICS: McFADDEN AND THE TRANSFORMATION OF ROAD DEMAND ESTIMATION

2021 ◽  
Vol 43 (2) ◽  
pp. 262-278
Author(s):  
Ariane Dupont-Kieffer ◽  
Sylvie Rivot ◽  
Jean-Loup Madre
Keyword(s):  
Road Network ◽  
Road Construction ◽  
Demand Estimation ◽  
Demand Modeling ◽  
The Road ◽  
Collective Decisions ◽  
The Face ◽  
Decision Making Processes ◽  
On The Road ◽  
The 1960S

The golden age of road demand modeling began in the 1950s and flourished in the 1960s in the face of major road construction needs. These macro models, as well as the econometrics and the data to be processed, were provided mainly by engineers. A division of tasks can be observed between the engineers in charge of estimating the flows within the network and the transport economists in charge of managing these flows once they are on the road network. Yet the inability to explain their decision-making processes and individual drives gave some room to economists to introduce economic analysis, so as to better understand individual or collective decisions between transport alternatives. Economists, in particular Daniel McFadden, began to offer methods to improve the measure of utility linked to transport and to inform the engineering approach. This paper explores the challenges to the boundaries between economics and engineering in road demand analysis.

scholarly journals Independent Map Enhancement for a Spatial Road Network: Fundamental Applications and Opportunities

2020 ◽  
Vol 10 (1) ◽  
pp. 8
Author(s):  
Sultan Alamri
Keyword(s):  
Road Network ◽  
Road Networks ◽  
Road Construction ◽  
Peer To Peer ◽  
Transport Infrastructure ◽  
Traffic Density ◽  
Additional Time ◽  
Developing Cities ◽  
Time Required ◽  
Future Work

In many developing cities, the improvement of transport infrastructure is usually accompanied by major road construction and maintenance. This paper presents approaches and opportunities using peer-to-peer updating to improve spatial road networks undergoing construction and maintenance, which in turn will improve traffic flow and benefit cities overall. In many cities, the spatial road network requires maintenance, and these works often require traffic detours. With the current GPS (Global Positioning System) services, there is a noticeable delay in the updating of many spatial road networks. Thus, when a driver plans a trip to a certain location (such as Starbucks), his/her usual route may have changed, but the spatial road network in the GPS has not been updated. This can affect the user in many ways. For example, a trip that usually takes five minutes might now take half an hour, taking into account the additional time required to find alternative roads and possibly encountering more unexpected road closures, until the driver reaches his/her destination. This paper addresses this issue by proposing solutions that offer several advantages including a new peer-to-peer updating mechanism that helps to direct the driver to another route when road changes occur. Moreover, the peer-to-peer updating mechanism can enable the independent monitoring of road conditions and the updating of maps for newly-constructed roads, as well as the analysis of road congestions, traffic density, and people movements at certain times. Note that this work focuses on the conceptual ideas and approaches intended to improve independent maps, and the detailed algorithms have been left for future work.

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