scholarly journals Easy Way To Determine The Feasibility Of Coarse Aggregate On All Pavement Layers Using The Los Angeles Tatonas TA-700 Machine

UKaRsT ◽  
2021 ◽  
Vol 5 (2) ◽  
pp. 296
Author(s):  
Mahardi Kamalika Khusna Ali ◽  
Agata Iwan Candra ◽  
Elsa Rizqi Purwanti ◽  
Rikha Wirda Izzati ◽  
Kavindo Yugiswara Hutama ◽  
...  
Keyword(s):  
Los Angeles ◽  
Coarse Aggregate ◽  
Resistance Index ◽  
Poor Quality ◽  
Abrasion Test ◽  
Road Pavement ◽  
Average Wear ◽  
Low Wear ◽  
Pavement Layers ◽  
Abrasion Testing

The use of coarse aggregate with poor quality can cause bumpy roads, cracked roads, potholes, and others. Coarse aggregate wear is an indicator of the aggregate resistance index against friction with other objects. Any aggregate to be used in a pavement mix must meet the wear requirements. Low wear causes the aggregate to be easily crushed when exposed to friction and has an impact on a low level of stability. The purpose of this research is to determine the feasibility of coarse aggregate in Kedak Village, Kediri. One of the feasibility of coarse aggregate is reviewed based on wear with abrasion testing. This research was conducted by using an abrasion test using the Los Angeles TA-700 machine and SNI 2417:2008 as a reference. The specimens were taken at random and met the criteria for passing the number 3/4 sieve and stuck on the 2500 gram sieve number 1/2 and the aggregate that passed the 1/2 sieve was stuck on the 3/8 sieve as much as 2500 grams. The results obtained stated that the average wear of the abrasion test was 26.6%. Based on these results, the aggregate can be said to be feasible because it does not exceed 40% in accordance with the provisions of the 2018 Binamarga General Specifications. So that coarse aggregate from Kedak Village, Kediri can be used for all mixtures of road pavement layers.

An approach to the abrasion testing of individual pieces of construction materials

1998 ◽  
Vol 13 (1) ◽  
pp. 193-196
Author(s):  
M. A. Eden
Keyword(s):  
Los Angeles ◽  
Abrasion Resistance ◽  
Construction Materials ◽  
Test Method ◽  
Test Material ◽  
Comparative Approach ◽  
Abrasion Test ◽  
Test Pieces ◽  
Los Angeles Abrasion ◽  
Abrasion Testing

AbstractThis paper briefly introduces the basis of abrasion testing and suggests a rapid and simple test that allows the abrasion resistance of specific materials to be evaluated. Small, individual pieces of rock, mortar, or concrete can be tested and the method has been used to evaluate the potential for surface abrasion of concrete surfaces. Many of the commonly used test methods for measuring abrasion resistance of construction materials are aggregate tests such as the QMW mill abrasion test and the ASTM Los Angeles abrasion test which measure the combined resistance of a material to impact and abrasion. Other tests such as the aggregate abrasion and polished stone value tests require a smaller numberof resin mounted aggregate pieces to be studied. The ASTM surface abrasion test for concrete uses physically large flat test pieces. Like the ASTM test, the test method described in this paper measures only the abrasion resistance. However, it provides a means of comparing the abrasion resistance of small pieces of construction material and introduces quartz as a reference material.The test uses a mixture of oil and carborundum as a grinding medium with 10 mm square test pieces held by a standard load against a rotating steel lapping wheel in a rotating jig. The results are expressed as a ratio of the abrasion rate of the test material to that of quartz tested in the same way. This comparative approach enables the test to be carried out using equipment of various designs.

scholarly journals Factors Identification and Conformance of Quality of Cement and Coarse Aggregate used at Gautama Buddha Airport Upgrading Component, Nepal

2020 ◽  
pp. 187-200
Author(s):  
Anjay Kumar Mishra ◽  
Dinesh Gupta ◽  
P. S. Aithal
Keyword(s):  
Quality Assurance ◽  
Los Angeles ◽  
Quality Management ◽  
Coarse Aggregate ◽  
Quality Management System ◽  
Setting Time ◽  
Poor Quality ◽  
Factors Affecting ◽  
Initial Setting Time ◽  
Los Angeles Abrasion

Quality management system has been challenging in construction of airport project. The objective of study is to assess the factors affecting quality and conformance of Cement and Coarse Aggregate standard used at Construction Site of Gautam Buddha Airport Upgrading Component. This research is based on key informant interview with supervisor and site engineers, questionnaires survey with clients, consultants and contractors who were involved in airport construction projects along with lab test of cement and coarse aggregate of airport construction sites. Statistical tools mean value and relative importance index were used for the ranking of different quality methods. Airport follows specification and standard technical guidelines for the airport construction work. The major factors affecting the quality management in airport construction was Unavailability of competent staff, Low quality drawing and specification and Poor-quality procedure and department for ensuring quality assurance practice Provide training and seminar on quality assurance and Support the setting up of of cube of 3 days, 7 days and 28days is18.8N/mm2 (>16N/mm2), 27.20N/mm2 (>22N/mm2) and 39.40N/mm2 (>33N/mm2) respectively. The average initial setting Time and final setting time of cement is 180 min(>45min) and 351 min(<600min) respectively and average soundness of cement is 2.7mm(<10mm). The test for aggregate, it was found that average Los Angeles Abrasion value of aggregate was 32.8%(<40%), average crushing value of aggregate was 19.88%(<25%), Flakiness index of aggregate found that 19.85%(<25%) and the gradation of aggregate was found that within specification. Quality in airport construction starts from selection of material, inspection, tests employed.

scholarly journals Assessing the moisture susceptibility of aggregates with Los Angeles abrasion test

2017 ◽  
Author(s):  
Adelia Dwidarma Nataadmadja ◽  
Oki Setyandito ◽  
Eduardi Prahara ◽  
Ida Riyanti
Keyword(s):  
Los Angeles ◽  
Moisture Susceptibility ◽  
Abrasion Test ◽  
Los Angeles Abrasion

scholarly journals STUDI PERBANDINGAN MENGENAI PERHITUNGAN BESARAN REGANGAN DI LAPISAN SUBGRADE AKIBAT BEBAN RODA KENDARAAN UNTUK JALAN RAYA KELAS I

2020 ◽  
Vol 3 (4) ◽  
pp. 1077
Author(s):  
Leonardo Lijuwardi ◽  
Gregorius Sandjaja Sentosa
Keyword(s):  
Flexible Pavement ◽  
Layer System ◽  
The Road ◽  
Strain Calculation ◽  
Road Pavement ◽  
Large Contact Area ◽  
Vehicle Loads ◽  
Pavement Layers ◽  
Road Data ◽  
Pavement Thickness

ABSTRACTMulti-layer systems theory is one of the concepts used in finding out the amount of strain and stress that occurs in the road pavement system due to vehicle loads. The purpose and goal of this study is to analyze the amount of strain that occurs on the pavement systems in Indonesia, especially in the subgrade position. The type of multi-layer system theory used to calculate the amount of strain includes the theory of one layer systems, two-layer systems and three-layer systems with data analyzed in the form of pavement thickness and type of pavement material.Based on this study, the value of strain obtained by the theory of one-layer system in some of the road data reviewed are 533.8658 microstrains, 361.3456 microstrains, 1577.987601 microstrains, 618,012 microstrains and 140.3075 microstrains. For research with two-layers systems, the results obtained are 1116.2920 microstrains, 544.322 microstrains, 1448.0839 microstrains, 734.1844 microstrains and 738.7226 microstrains. For research with three-layers system, results obtained are 72.20275278; 70.80346908; 192.9638366; 123.1150377dan 391.8845636 microstrains. The results with the calculation of one-layer system are very large because the modulus values of the subgrade layers are not reviewed and only pavement thickness is reviewed. As for calculations with the theory of two-layer systems, the results obtained are far greater than one-layer systems, due to the limitations of the graph to find the value of the ratio between thickness and large contact area. Calculation with the theory of three-layers system is a strain calculation which has a much smaller value compared to the theory of one-layer system and two- layer system. This is because this theory divides the calculated pavement layers into three layers, which is in accordance with the flexible pavement system which divides the pavement layers into three layers, so this calculation is the most ideal calculation because it approaches its original condition.ABSTRAKTeori sistem lapis banyak merupakan salah satu konsep yang digunakan dalam mencari tahu besaran regangan dan tegangan yang terjadi pada sistem perkerasan jalan raya akibat beban kendaraan. Maksud dan tujuan dari penelitian ini adalah untuk menganalisis mengenai besaran regangan yang terjadi pada jalan raya di Indonesia pada lapisan tanah dasar khususnya di posisi permukaan tanah dasar. Adapun jenis teori sistem lapis banyak yang digunakan untuk menghitung besaran regangan tersebut antara lain teori one-layer systems, two-layers systems dan three-layers systems dengan data yang dianalisis berupa tebal perkerasan dan jenis material perkerasan jalan.Berdasarkan penelitian ini, adapun nilai dari regangan yang diperoleh dengan teori one-layer system di beberapa data jalan yang ditinjau, antara lain 533.8658 mikrostrain, 361.3456 mikrostrain, 1577.987601 mikrostrain, 618.012 mikrostrain dan 140.3075 mikrostrain. Untuk penelitian dengan two-layers system diperoleh hasil yaitu 1116.2920 mikrostrain, 544.322 mikrostrain, 1448.0839 mikrostrain, 734.1844 mikrostrain dan 738.7226 mikrostrain. Untuk penelitian dengan three-layers system diperoleh hasil antara lain 72.20275278; 70.80346908; 192.9638366; 123.1150377 dan 391.8845636 mikrostrain. Hasil dengan perhitungan one-layer system sangat besar dikarenakan nilai modulus lapisan dari subgrade tidak ditinjau dan hanya meninjau tebal perkerasan. Adapun untuk perhitungan dengan teori two-layers system, hasil yang diperoleh jauh lebih besar daripada one-layer system, yang disebabkan keterbatasan dari grafik untuk mencari nilai perbandingan antara ketebalan dan luas kontak yang besar. Perhitungan dengan teori three-layers system merupakan perhitungan regangan yang memiliki nilai jauh lebih kecil dibandingkan dengan teori one-layer system dan two-layer systems. Hal ini dikarenakan teori ini membagi lapisan perkerasan yang dihitung menjadi tiga buah lapisan, yang sesuai dengan sistem perkerasan lentur yang membagi lapisan perkerasan menjadi tiga buah lapisan, sehingga perhitungan ini merupakan perhitungan yang paling ideal karena mendekati kondisi aslinya.

scholarly journals Simulation of Temperature Regime of Pavement Layers in Transition Periods of Road Climatic Zone IV

2019 ◽  
Vol 9 (1) ◽  
pp. 6142-6148
Keyword(s):  
Temperature Regime ◽  
Traffic Accidents ◽  
Road Traffic ◽  
Climatic Zone ◽  
Short Term ◽  
Zero Crossing ◽  
Krasnodar Krai ◽  
Weather Forecasts ◽  
Road Pavement ◽  
Pavement Layers

Pavement icing during short-term night temperature drops leads to deterioration of highway performances and increase in road traffic accidents (RTA) in Krasnodar Krai. Peculiar features of temperature regime in road climatic zone (RCZ) IV are analyzed. The considered climatic zone is characterized by frequent zero crossing temperatures of air and road pavement, sharp short-term temperature drops in nighttime, frequent icing of road pavement. Main factors are highlighted which effect temperature regime of road structures. Mathematical model is presented for prediction of road pavement temperature based on weather forecasts. Possibility to decrease the volume of pavement icing by means of thermophysical properties of pavement layers is analyzed.

scholarly journals Evaluation of Tire Wear Contribution to PM2.5 in Urban Environments

Atmosphere ◽  
2019 ◽  
Vol 10 (2) ◽  
pp. 99 ◽  
Author(s):  
Julie Panko ◽  
Kristen Hitchcock ◽  
Gary Fuller ◽  
David Green
Keyword(s):  
Los Angeles ◽  
Road Dust ◽  
Ambient Air ◽  
Urban Environments ◽  
Exhaust Emission ◽  
Potential Contribution ◽  
Urban Centers ◽  
Vehicle Traffic ◽  
Road Pavement ◽  
Tire Wear

Vehicle-related particulate matter (PM) emissions may arise from both exhaust and non-exhaust mechanisms, such as brake wear, tire wear, and road pavement abrasion, each of which may be emitted directly and indirectly through resuspension of settled road dust. Several researchers have indicated that the proportion of PM2.5 attributable to vehicle traffic will increasingly come from non-exhaust sources. Currently, very little empirical data is available to characterize tire and road wear particles (TRWP) in the PM2.5 fraction. As such, this study was undertaken to quantify TRWP in PM2.5 at roadside locations in urban centers including London, Tokyo and Los Angeles, where vehicle traffic is an important contributor to ambient air PM. The samples were analyzed using validated chemical markers for tire tread polymer based on a pyrolysis technique. Results indicated that TRWP concentrations in the PM2.5 fraction were low, with averages ranging from < 0.004 to 0.10 µg/m3, representing an average contribution to total PM2.5 of 0.27%. The TRWP levels in PM2.5 were significantly different between the three cities, with significant differences between London and Los Angeles and Tokyo and Los Angeles. There was no significant correlation between TRWP in PM2.5 and traffic count. This study provides an initial dataset to understand potential human exposure to airborne TRWP and the potential contribution of this non-exhaust emission source to total PM2.5.

scholarly journals The effect of coarse aggregate hardness on the fracture toughness and compressive strength of concrete

2019 ◽  
Vol 258 ◽  
pp. 04011
Author(s):  
Atur P. N. Siregar ◽  
Emma L. Pasaribu ◽  
I Wayan Suarnita
Keyword(s):  
Fracture Toughness ◽  
Compressive Strength ◽  
Los Angeles ◽  
Coarse Aggregate ◽  
Concrete Aggregate ◽  
Beam Size ◽  
Intensity Factors ◽  
Coarse Aggregates ◽  
Los Angeles Abrasion ◽  
Compressive Strength Of Concrete

Coarse aggregate is the dominant constituent in concrete. Aggregate hardness is a variable needed to investigate in determining its effect on the critical stress intensity factors (KIC), dissipated fracture energy (Gf) and compressive strength (fc’) of the concrete. The hardness of coarse aggregate based on Los Angeles abrasion values of 16.7%., 22.6%, and 23.1% was used incorporated with Portland Composite Cement (PCC), and superplasticizer to create specimens. Cubes of 150x150x150 mm were employed to determine the fc’, and four beam sizes: 50x100x350 mm, 50x150x500 mm, 50x300x950 mm and 50x450x1250 mm were engaged to determine KIC and Gf. The fc’ and Gf of specimens manufactured by three different hardness of coarse aggregates were 45, 43, 40 MPa and 89.4, 54.0, 56.3 N/m respectively. KIC of specimens was 138.9, 119.4 and 114.1 MPa.mm1/2 for beam size of 50x100x350 mm; 148.2, 115.8 and 108.8 MPa.mm1/2 for beam size of 50x150x500 mm; 230.9, 183.1 and 157.9 MPa.mm1/2 for beam size of 50x300x950 mm; and 293.2, 248.1 and 244.3 MPa.mm1/2 for beam size of 50x450x1250 mm. Experimental results showed that decreasing hardness of coarse aggregate was found to have significant effect on the fracture toughness rather than on the compressive strength of concrete.

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