scholarly journals METHODS AND CRITERIA FOR ASSESSING THE CONDITION OF RIGID PAVEMENT CONTAINING CRACKS

2021 ◽  
Vol 4 (164) ◽  
pp. 65-70
Author(s):  
A. Batrakova ◽  
S. Urdzik
Keyword(s):  
Pavement Design ◽  
Probabilistic Methods ◽  
Rigid Pavement ◽  
Characteristic Type ◽  
Pavement Condition ◽  
Normative Documents ◽  
Initial Stage ◽  
Pavement Damage ◽  
The Cost ◽  
National Road

Road agencies around the world note the aging of the national road network and the accelerated destruction of pavement during operation due to changes in the composition of the traffic. Many scientific studies have noted that cracks of various configurations, depths, origins are the most characteristic type of pavement damage, make up a significant part of the total area of destruction and are the main danger as the initial stage of more serious damage leading to loss of pavement distribution. Timely detection of hidden cracks in the coating layers and the base layers allows to prevent the destruction of pavement and significantly reduce the cost of road repairs. The purpose of the article is to analyze the methods and criteria for assessing the condition of non-rigid pavement, which contains hidden defects in its structural layers. The results of the analysis make it possible to take into account a particular type of defect when choosing a calculation scheme and the order of calculation of pavement. The analysis proved that the calculated schemes of pavement design do not allow to take into account such indicators of pavement condition as the number of cracks, their position, geometric parameters of hidden cracks, sizes of cracked base blocks, volumetric damage of the layer material. The assumptions and simplifications accepted in the normative documents actually make it impossible to assess the condition and predict the failure of the design of paved roads with cracks. Therefore, the assessment of the condition of non-rigid pavement should be based on probabilistic methods and criteria for assessing the condition of pavement, which allow to take into account the heterogeneity of pavement design, due, inter alia, the presence of cracks in layers of monolithic materials. The next stage of research is the analysis of existing probabilistic methods of designing and assessing the condition of pavement.

Cost of Pavement Damage Due to Heavier Loads on Louisiana Highways: Preliminary Assessment

2000 ◽  
Vol 1732 (1) ◽  
pp. 3-11 ◽  
Author(s):  
Freddy L. Roberts ◽  
Ludfi Djakfar
Keyword(s):  
Pavement Design ◽  
Design Parameters ◽  
Preliminary Assessment ◽  
Design Data ◽  
Present Worth ◽  
Gross Vehicle Weight ◽  
Pavement Damage ◽  
The Cost ◽  
Government Statistics ◽  
The Impact

A preliminary assessment is made of the impact of increasing the gross vehicle weight (GVW) from current legal limits to 100,000 lb (45 400 kg) on vehicles hauling sugarcane, rice, timber, and cotton. Sections of road were chosen in each area of Louisiana where commodities are produced, the amount of each commodity hauled was estimated, and the effects of increasing the GVW were evaluated for each section using pavement design models. Design data were secured from the Louisiana Department of Transportation and Development computer database and project files to determine the pavement design parameters and traffic estimates for each road. The number of vehicles hauling the 1998 harvest payload was estimated, a projected increase in the production of each commodity was estimated on the basis of government statistics, and rehabilitations were designed with the use of the 1986 AASHTO Design Guide for a 20-year analysis period. Present worth (PW) was calculated for each GVW scenario for each roadway. Comparisons of PW between the weight scenarios showed that increases in GVW have more effect on state and U.S. highways than they do on Interstate highways. Any increase in GVW over current limits increases the cost of overlays and decreases the length of time before an overlay is required. The cost increase due to increasing the GVW is substantial. Fee structures should be modified by the legislature so that these costs are paid for either through the current registration and overweight permit fee structure or through some new tax, such as a ton-mile tax.

Application of Falling Weight Deflectometer Data for Analysis of Superheavy Loads

1996 ◽  
Vol 1540 (1) ◽  
pp. 83-90 ◽  
Author(s):  
Dar-Hao Chen ◽  
Emmanuel Fernando ◽  
Michael Murphy
Keyword(s):  
Falling Weight Deflectometer ◽  
Pavement Condition ◽  
Percent Confidence Level ◽  
Significant Difference ◽  
Before And After ◽  
Transport Vehicle ◽  
Pavement Damage ◽  
The Cost ◽  
Falling Weight ◽  
Surface Deflections

Permitting superheavy loads may increase the rate of pavement damage and the cost of maintenance. An analysis of a proposed superheavy load route (FM519) to evaluate the potential pavement damage caused by a planned superheavy load move is presented. Falling weight deflection (FWD) tests and backcalculations of layer moduli were performed on the FM519. FWD tests and backcalculation of layer moduli were performed on the pavement before and after the superheavy load was moved. ELSYM5 and BISAR were used to evaluate the pavement responses using the backcalculated layer moduli from FWD data. The predictions of surface deflections from ELSYM5 and BISAR were close to (within 10 percent of) the measured deflections from FWD tests. The FWD data and analyses show that the existing pavement structure is adequate for the planned superheavy load move. Finally, the permit was issued with the condition that the transport vehicle should be kept within the travel lanes and away from the shoulder whenever possible. FWD tests were conducted after the superheavy load move and comparisons with before superheavy load move were made. T-tests were performed to check for significant difference at the 95 percent confidence level. T-tests showed that there is no significant difference between before and after superheavy load move. Also, no significant distresses due to this superheavy load were observed after the move, and the pavement condition is consistent with the analysis performed to issue the permit.

Investigation of the Centers of Endogenous Fires at the Rock Dumps of the Coal Enterprises

2021 ◽  
pp. 65-70
Author(s):  
S.I. Protasov ◽  
◽  
E.A. Seregin ◽  
V.A. Portola ◽  
A.A. Bobrovnikova ◽  
...  
Keyword(s):  
Spontaneous Combustion ◽  
Dump Site ◽  
Normative Documents ◽  
Heated Zone ◽  
Initial Stage ◽  
Rock Temperature ◽  
Thermal Imagers ◽  
Carbonaceous Rocks ◽  
The Cost ◽  
Coal Enterprises

The formed rock dumps of sections, mines and washing plants are composed of carbonaceous rocks and are capable of spontaneous combustion when the required amount of air is supplied. The conducted studies evaluated the efficiency of detecting a center of spontaneous combustion at the rock dumps of sections by measuring the temperature of rocks in the wells with a depth of 2.5 m, drilled at the distance of 20 m from each other, according to the current normative documents. For the landfill, a dump site with a long-existing center of spontaneous combustion was selected. The experiment showed the impossibility of drilling wells on the slopes of the dumps, as well as the need for casing the wells with pipes along the entire length. The temperature of rocks in the wells at a depth of 2.5 m varied from 69 to 773 °C. It was found that in the heated zone there are sharp temperature drops in the rocks, which cannot be detected with an interval between the measurement points equal to 20 m. With such a distance between the control wells, the places with a diameter of 1–10 m may remain undetected at the initial stage of spontaneous combustion. Measurements showed that in all the wells the rock temperature increases with depth. At the same time, the recommended well depth of 2.5 m does not allow determining the size of the heated zone deep into the rock dump. The upper layer of rocks above the center of spontaneous combustion exceeds the ambient temperature, so remote temperature measuring devices can be used to detect endogenous fires in the rock dumps. The use of thermal imagers installed on the unmanned aerial vehicles will significantly reduce the cost of detecting spontaneous combustion centers on the rock dumps and increase the efficiency of detecting fire centers not only on the dump sites, but on the slopes of the dump side and in other hard-to-reach places. Moreover, with a decrease in the atmospheric air temperature, the efficiency of remote thermal photography does not decrease. To clarify the parameters of the center of endogenous fires, it is advisable to use the temperature measurement of rocks with a contact thermometer at a depth of 0.5 m.

scholarly journals EVALUASI KERUSAKAN PERKERASAN LENTUR DENGAN METODE PCI DAN SDI (STUDI KASUS: JALAN JATISARI, KARAWANG)

2021 ◽  
Vol 4 (4) ◽  
pp. 845
Author(s):  
Ricky Hermawan ◽  
Anissa Noor Tajudin
Keyword(s):  
Condition Index ◽  
Road Surface ◽  
Pavement Condition ◽  
The Road ◽  
Road Pavement ◽  
Pavement Condition Index ◽  
Surface Distress ◽  
Pavement Damage ◽  
National Road

Large vehicles that repeatedly pass a road cause damage to the pavement of the Jatisari National Road, Karawang. Various pavement damage that occurs such as holes, patches, crocodile skin cracks, groove cracks, sungkur, roadside cracks, and subsidence. Pavement Condition Index (PCI) is a method commonly used to indicate the condition of road pavement, so that it can be known good handling to maintain the pavement. The Surface Distress Index (SDI) method can also be used to indicate the condition of the road surface. With the PCI method, the results of the calculation in the Pamanukan direction are classified as perfect at 78%, very good 14%, good 4% and moderate 4%. while the Cikampek direction is classified as perfect at 74%, very good 12%, good 8%, moderate 4%, and bad 2%. Using the SDI method, good results were obtained for both directions. Based on the results of the analysis, research using the PCI and SDI methods showed different results, because the PCI method observed all the damage that occurred on the pavement, while the SDI method only observed 4 elements of damage, so the results displayed were different. ABSTRAKKendaraan besar yang berulang kali melewati sebuah jalan menyebabkan kerusakan pada perkerasan Jalan Nasional Jatisari, Karawang. Berbagai Kerusakan perkerasan yang terjadi seperti, lubang, tambal, retak kulit buaya, retak alur, sungkur, retak tepi jalan, dan amblas. Pavement Condition Index (PCI) merupakan metode yang biasa digunakan untuk menunjukkan kondisi perkerasan jalan, sehingga bisa diketahui penanganan yang baik untuk memelihara perkerasan jalan tersebut. Selain itu, digunakan metode Surface Distress Index (SDI) untuk menunjukkan kondisi permukaan jalan. Dengan Metode PCI, hasil perhitungan pada arah Pamanukan digolongkan sempurna sebesar 78%, sangat baik 14%, baik 4% dan sedang 4%. sedangkan pada arah Cikampek digolongkan sempurna sebesar 74%, sangat baik 12%, baik 8%, sedang 4%, dan buruk 2%. Dengan metode SDI, diperoleh hasil Baik untuk kedua arah jalan. Berdasarkan hasil analisis, penelitian menggunakan metode PCI dan SDI menunjukkan hasil yang berbeda, dikarenakan dalam metode PCI mengamati semua kerusakan yang terjadi pada perkerasan jalan, sedangkan untuk metode SDI hanya mengamati 4 unsur kerusakan, sehingga hasil yang ditampilkan berbeda.

Improving airport runway rigid pavement design using influence surfaces

2021 ◽  
Vol 284 ◽  
pp. 122702
Author(s):  
Yu Tian ◽  
Peng Xiang ◽  
Shifu Liu ◽  
Jianming Ling ◽  
Rui Tang
Keyword(s):  
Pavement Design ◽  
Rigid Pavement ◽  
Airport Runway

Performance-related approach for rigid pavement design

2018 ◽  
pp. 457-460
Author(s):  
L. Eberhardsteiner ◽  
K. Foltin ◽  
K. Bayraktarova ◽  
R. Blab
Keyword(s):  
Pavement Design ◽  
Rigid Pavement ◽  
Related Approach

scholarly journals Development of product costing in Lithuania (1918–2019)

2019 ◽  
pp. 2
Author(s):  
Daiva Tamulevičienė ◽  
Jonas Mackevičius
Keyword(s):  
Second World War ◽  
World War ◽  
Stages Of Development ◽  
Normative Documents ◽  
Economic Decisions ◽  
Product Costing ◽  
Soviet Occupation ◽  
The World ◽  
The Cost ◽  
Second World

Appropriate product costing helps not only to estimate the cost of production correctly but also to evaluate the activity results, forecast product prices, make reasonable economic decisions. The article analyses the development of product costing in Lithuania from 1918 to 2019. The following stages of development of product costing were distinguished: 1) between the world wars when Lithuania was independent and during the Second world war (1918–1944); 2) during the years of Soviet occupation (1944–1990); 3) after reinstating the independence of Lithuania (1990–2019). The most important provisions of normative documents related to product costing of every stage were analysed, opinions, statements and suggestions how to improve product costing by different Lithuanian authors were evaluated.

scholarly journals ACCOUNTING AND ANALYTICAL PROVISION OF INVENTORY MANAGEMENT

2021 ◽  
Author(s):  
Lyudmila Babenko ◽  
◽  
Valentina Vasilyeva ◽  
Еlena Коnovalova ◽  
◽  
...  
Keyword(s):  
Inventory Management ◽  
Cost Allocation ◽  
Initial Cost ◽  
Initial Stage ◽  
Additional Costs ◽  
Base Management ◽  
Clear Delineation ◽  
Freight Forwarding ◽  
The Cost

In the course of research it has been stated that the category of «inventories» is not only the object of accounting, but also the object of management, so the identification of inventories in the assets upon receipt at the enterprise is the initial stage of the accounting process. The process of material and technical base management begins at the stage of searching for suppliers, delivery conditions, formation of the logistics component, determination of transport and procurement costs. There is no doubt that the additional costs associated with these processes will affect the formation of the value of purchased inventories. Therefore, the authors emphasize that the methods of estimating inventories at their receipt and disposal play an important role in accounting, as they affect the formation of the cost of finished goods produced from inventories, and hence the overall financial performance of the enterprise. It should also be taken into account that in accordance with the norms of UAS 9, only the amounts of transportation and procurement costs related to the acquisition (receipt) of inventories are subject to inclusion in the initial cost. In practice, the increase in the value of inventories often includes costs incurred in connection with the internal transportation of inventories on the territory of the enterprise or between its structural units; costs arising from the return of inventories to the supplier; costs for loading, transportation, transshipment and insurance of inventories, finished products (goods), freight forwarding and other services related to the sale of products (goods). Such costs do not affect the formation of the initial cost of inventories. Therefore, the authors highlighted the need for a clear delineation of these costs at specific enterprises with the reflection of provisions in the Order (Regulation) on accounting policies. Most scientists discuss the feasibility of search for a method of cost allocation during transportation, because during this process there can be losses of inventories both within the established norms of natural loss, excessive losses and shortages, as well as spoiled inventories found during asset recognition. The authors gave their own view on the possibility of solving this problem. The solving approach has been presented as well as the peculiarities of the reflection of the distributed transport and procurement costs in the system of accounting have been considered. The situation when the company transport both purchased inventories and those, sold to customers, with its own transport has been considered. In such cases, the authors suggest a method of allocating transportation costs with subsequent allocation to transport and procurement costs, which increase the cost of purchased inventories and distribution costs.

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