The most popular use of bitumen, in which crushed stone is impregnated with a binder, is the device asphalt pavement. Another option for using this technology is foundation waterproofing.
There are two main types of bitumen: natural and artificially created petroleum.
If additional protection of the foundation is necessary, materials such as bitumen and crushed stone can be used. The consistency (petroleum refining product) can be different, liquid and solid. We will consider the remaining nuances of its application and the necessary consumption for impregnation of crushed stone below.
Types and features
Table of physical and mechanical properties of bitumen.
Before we cover the question of what consumption is needed to impregnate crushed stone, let’s find out what bitumen is. This product is a substance with a solid or resin-like consistency.
It consists of various complex mixtures of hydrocarbons and its derivatives. Most often it is a combination of hydrocarbons with sulfur, nitrogen and oxygen. It is impossible to identify all its components.
- This name translated from Latin means “mountain resin”.
Bitumen is characterized by an amorphous structure; they do not have a certain melting degree.
- Resistance to acid, alkaline, and aqueous saline solutions has been proven more than once. But organic solvents, such as gasoline, turpentine, acetone and others, perform their function quite well when exposed to bitumen;
- Another property includes such an indicator as hydrophobicity. To put it another way, they are not exposed to water and do not allow it to pass through, since they have a dense structure and zero porosity.
Scheme for preparing bitumen emulsions.
It is due to these qualities that they remain impenetrable to water and resistant to low temperatures. Thanks to these properties, bitumen is a fairly popular material in construction (roofing, waterproofing) and road surfaces(for crushed stone). By using this impregnation, you will ensure reliable waterproofing foundation.
There are two main types depending on their origin:
- natural character;
- artificially created oil.
Natural bitumen is found in fossil fuels. Their extraction is most often carried out using a quarry method (or a mine), the further process of extracting bitumen from the rock is carried out using an organic solvent or by boiling down.
An artificial analogue (technical) is produced from residues of oil refining products, the coal industry and shale, which have similar compositions to bitumen of natural origin.
Purpose is divided into construction, roofing and road purposes.
Characteristics
Characteristics table
All types have special markings, which have the following meaning:
- For example, BNK is an oil roofing. The first number in the marking indicates the temperature regime at which bitumen softens, the second - penetration. This is the depth to which bitumen penetrates with a special needle, when temperature conditions at 25 degrees and a load degree of 100 g (indicated in tenths of a millimeter);
- This type, such as construction, is a flammable substance with a flash point of 220 to 240 degrees, and a self-ignition temperature of 368 degrees. Such bitumen is produced during the oxidation of oil distillation products (as well as its mixtures);
- The use of construction bitumen (BN50/50; BN70/30, BN90/10) is especially in demand in construction waterproofing work;
- Roofing bitumen has a flash point of at least 240 degrees, and a self-ignition temperature of 300 degrees. Produced using the same method as construction. Its application, in accordance with the name, is various roofing materials: glassine, roofing felt and others.
There is also a modified type. It differs from conventional ones in improved qualities due to the addition of specialized additives (polymers).
Now let's look at such an indicator as consumption.
Table for assessing the adhesion of crushed stone and bitumen.
Its consumption will depend on the purposes for which bitumen is used. For example, when installing waterproofing using bitumen, it is required to heat it to a liquid consistency. The recommended application layer is from 1.5 to 2.5 millimeters, the consumption will be from 1 to 1.5 kg per square meter.
- When making a road surface using bitumen, its filling (BND90/130) is carried out at a heating temperature of about 150 degrees, using an asphalt distributor over the entire width of the existing coating.
The surface of the layer is pre-cleaned from dirt and dust. The consumption of the substance corresponds to the following ratio, from 1 to 1.1 l/sq.m per cm of impregnating layer thickness, additional impregnation, i.e. consumption, from 1.5 to 2 l/sq.m for coating installation.
- In order to reduce consumption, asphalt concrete coatings containing activated powder are used. In this case, bitumen consumption is reduced by approximately 25%.
In addition to saving the bitumen component, there is a significant decrease in quality such as plasticity, and this circumstance directly contributes to increasing the degree of resistance of the resulting coating to deformation changes in the form of shears.
Scheme of asphalt concrete pavement installation.
Any asphalt surface is made using a hot bitumen mixture, crushed stone (gravel), sand and mineral powder. The technological order of operations includes the following stages:
- applying a primer mixture, a layer of which is 1 mm on the concrete surface;
- laying an asphalt concrete mixture (can be rigid or cast) and its subsequent compaction.
The construction of a pavement using asphalt concrete requires a mixture of rigid consistency and subsequent compaction using a mechanical roller. Manual compaction of cast asphalt concrete is permitted only when the volume of work to be done is not very large or when compaction is required in areas that are difficult to reach with a mechanical roller.
Table of adhesion of road bitumen to crushed stone surface.
Asphalt concrete, or rather its cast mixtures, is laid when constructing the pavement in strips no more than two meters wide, limited by slats that act as beacons when performing asphalt work, which will allow not to exceed the material consumption.
- It is necessary to level mixtures using a rule. It must be moved along beacons (slats), using further compaction with a roller equipped with an electric heater and weighing 70 kg;
- Completing the compaction of cast asphalt concrete is advisable if its mobility is eliminated under the influence of the roller;
- Each compacted layer, or rather its maximum thickness, cannot be more than 25 mm. Sometimes in hard to reach places rollers are used to compact the mixture;
- If there was a break in the work on laying the asphalt surface, then the edge of the previously compacted area warms up. The seams must be carefully compacted until they become invisible. Areas with defects (cracks, holes) must be cut down and covered with a hot mixture.
As for the cases when crushed stone is used for the coating, it is necessary to use parts of equal strength of natural origin.
Crushed stone, or rather its size, should correspond to a value from 25 to 75 millimeters. The main thing is not to exceed 0.7% of the thickness of the covering layer. On initial stage crushed stone (its layer) is processed using a wedge with a size of 15 to 25 millimeters, or pebbles no larger than 15 mm.
- Crushed stone is laid in layers of 80 to 200 mm. Do not forget that each layer must be leveled, and then compacted using a roller. When performing tamping operations, crushed stone must be treated with water. After the mobility of the crushed stone has completely disappeared and the marks from the roller have become invisible, compaction can be completed.
As noted above, crushed stone, or rather its layer, is covered with a wedge, then with small pebbles, and also with sand no larger than 5 millimeters. Having applied the above materials, the surface is moistened with water and compacted with a roller weighing 12 tons. Please note: If no marks remain after passing the roller, compaction can be completed.
In a similar way, a coating of crushed stone impregnated with bitumen is made. Before starting impregnation, the crushed stone must be dry. If it is wet, you need to dry it. The material consumption does not change, but this is the way it should be according to technology.
Most often, the grade of bitumen BN11 is used for impregnation. Impregnation is carried out by pouring hot bitumen three times in an even layer onto crushed stone (over the entire area).
- When spilled, bitumen should have a temperature of 150 to 170 degrees. After spilling for the first time, it is necessary to immediately sprinkle with a wedge. After the second and third layers of bitumen, small stones are scattered, maintaining a ratio of 1 cubic meter per 100 square meters of surface. Don't forget to distribute the stone evenly between the pieces of crushed stone;
- A coating made in this way (with impregnation) has good strength, roughness and can easily withstand traffic of about 1000 cars per day.
As a disadvantage it can be noted high consumption bitumen component and not always uniform distribution of the binder between parts of crushed stone. If bitumen is used in large quantities, shifts and wave-like bulges may appear.
And an insufficient amount affects the quality of cohesion of crushed stone and, as a result, contributes to the rapid destruction of the road surface. Therefore, it is advisable to follow the consumption recommended by experts.
Standard Requirements
Table of requirements for crushed stone and bitumen.
As is already known, a component such as crushed stone is used to construct the road surface. It is obtained by crushing rock. Depending on the construction method and type of road surface, one or the other is chosen.
I would like to note that when making a road surface using impregnation, lamellar-shaped grains can be contained in crushed stone, not exceeding 35%.
As for binding materials, the following options can be used for road surfaces:
- viscous road oil in accordance with GOST 22245-76;
- liquid road petroleum bitumen with slow and medium thickening speed (GOST 11955-74);
- road coal tar, corresponding to GOST 4641-74;
- other organic binders.
The choice of brand and type directly depends on what kind of coating is intended to be made, the purpose of the layer, the method of performing the work and other important factors.
Impregnation of crushed stone
If you are planning to build a house with basement And ground floor, then you cannot do without a waterproofing device. This is a very important stage in construction.
If you take care of installing high-quality waterproofing, you will avoid problems with high level groundwater and inadequate foundation strength.
Therefore, take our advice and take care of installing a waterproofing layer at the stage of building the foundation. In any case, by doing this you will only increase the service life of your building and get rid of dampness in the premises of the house.
What consumption is most appropriate was discussed above. Next, you can familiarize yourself with the technological procedure for carrying out waterproofing work.
- Additional protection of the foundation is carried out using bitumen. They pour crushed stone intended for the foundation layer. First, you need to pour crushed stone into the prepared foundation pit for the future basement;
- Experts recommend using larger crushed stone. Filling the remaining empty spaces is done by adding smaller pieces of crushed stone;
- A mandatory action when constructing a foundation is to compact the crushed stone; in the end, its height should be about 40 millimeters. Spilling is now possible.
The layer is poured with hot bitumen, resulting in an even more reliable seal. All voids not filled with small stones must be filled with a binder.
Such a spill will provide reliable protection from moisture. After finishing the impregnation of the crushed stone, it is necessary to fill it with a concrete mixture.
SECTION 2. CONSTRUCTION OF ROAD BASES AND COVERINGS
See technical data sheets for the device roadbed and road pavement (General part)
Technological map N 13
CONSTRUCTION OF CRUCCHED STONE COVERING (BASE) OF HIGHWAYS BY METHOD OF IMPREGNATION WITH BITUMEN
1 AREA OF USE
1.1. The technological map has been developed for the installation of a crushed stone covering (base) 20 cm thick and 9 m wide using the method of impregnation with viscous bitumen to a depth of 10 cm using a distributor of road building materials DS-54 (for the main fraction of crushed stone) and DS-49 (for subsequent fractions crushed stone).
To construct a coating (base) 20 cm thick, crushed stone fractions are used: 40-70 mm (main), 20-40 mm, 10-20 mm and 5-10 mm.
Crushed stone must meet the requirements of GOST 8267-93.
Bitumen must meet the requirements of GOST and GOST.
1.2. The design of the coating (base) is adopted in accordance with the album "Typical building construction, products and units" series 3.503-71/88 "Road pavements for highways for general use." Issue 0. Materials for design."
1.3. When installing a crushed stone coating using the impregnation method, perform following works: transportation and distribution of a layer of crushed stone; compaction of the crushed stone layer; pouring bitumen over the surface of the layer; distribution of crushed stone proppant fraction; compaction of the proppant fraction of crushed stone.
1.4. Work on the installation of crushed stone covering (base) using the impregnation method is carried out in dry weather at an air temperature of at least +5 °C.
1.5. In all cases of using a technological map, it is necessary to link it to local working conditions, taking into account the availability of road construction machines and mechanisms, clarifying the scope of work and calculating labor costs.
2. ORGANIZATION AND TECHNOLOGY OF WORK
2.1. Before installing a crushed stone covering (base) using the impregnation method, you must:
Ensure the readiness of the subgrade (or underlying layer of road pavement) in accordance with the requirements of current building codes and regulations;
Prepare temporary access roads for the delivery of materials to the work site;
Carry out alignment work to ensure compliance with the design thickness, width of the base (covering) and transverse slopes;
Provide drainage.
2.2. Crushed stone is delivered to the site by dump trucks in the volume necessary to install a structural layer of a given thickness, taking into account a compaction safety factor of 1.25.
Bitumen is transported to the filling site using an asphalt distributor, and by the time of distribution it is brought to the required temperature.
2.3. Work on the installation of crushed stone covering using the impregnation method (Fig. 1) is carried out using the in-line method on two grips, each 200 m long (Fig. 2).
Fig.1. Pavement design
Fig.2. Technological flow plan for the construction of crushed stone
coating layer (10 cm thick) using the method of impregnation with viscous bitumen
2.4. On the first takeover The following technological operations are performed:
Delivery of the main fraction of crushed stone (40-70 mm) for the construction of the base (covering) by KamAZ 55118 dump trucks;
Distribution of crushed stone of the main fraction with a universal distributor DS-54;
Compaction of a layer of crushed stone with a fraction of 40-70 mm.
With a total thickness of the crushed stone base (covering) using the impregnation method of 20 cm, the layer from the main crushed stone fraction should be taken taking into account a coefficient of 0.9 to the design thickness of the base (covering) and an increase in the volume of the crushed stone fraction by 1.25 times for its compaction.
Crushed stone is delivered to the laying site using a KamAZ-55118 dump truck and distributed with a universal distributor DS-54.
To ensure the evenness of the edges and the specified width of the coating (base), temporary stops are installed in the form of curbs, beams, etc. The height of the stops must correspond to the thickness of the layer.
The distributor, equipped with a mounted working body of the crushed stone paver, ensures the necessary evenness of the laid layer and preliminary compaction of the crushed stone with a vibrating plate. Before starting work, the valves of the distributor hopper must be located above the starting point for laying crushed stone. The distributor blade is installed in the working position, taking into account the thickness of the layer being laid and the safety factor for compaction (1.25).
When the distributor is in a stationary position, the dump truck drives onto special ramps and unloads crushed stone into the receiving hopper. After unloading and driving off the dump truck ramps, they begin distributing the material in strips 3 m wide.
As the distributor moves, the crushed stone flows to a plow-type blade, which distributes it evenly across the entire width of the laid strip, ensuring the specified layer thickness. When leaving the dump, the crushed stone is compacted by vibrating plates.
After spreading the crushed stone across the entire width of the base, it is prepared for rolling. Correct, if necessary, the edges of the laid layer, carefully align the mating strips of the coating (base).
Due to the fact that the crushed stone is pre-compacted by vibrating plates of the crushed stone paver, rolling with light rollers is excluded, and compaction of crushed stone is carried out with heavy rollers with smooth rollers DU-98 weighing 10.5 tons.
Rolling of crushed stone begins from the side of the road to the axis of the road, covering the previous track from the roller by 1/3 of its width in 5 passes along one track. After two or three passes of the roller, subsidence areas are eliminated, crushed stone is added, leveled and left for further compaction.
At the beginning of compaction, when creating the necessary rigidity of the crushed stone layer due to inter-jamming of crushed stone, the speed of the roller should be 1.5-2 km/h, at the end of compaction it can be increased to a maximum speed (6.5 km/h), at which productivity increases and the motor does not overload.
To ensure better compaction, crushed stone should be watered at air temperatures above 20 °C. The amount of water should be 8-10 l/m. In this case, bitumen should be poured only after the crushed stone has dried.
A sign of completed compaction is the absence of mobility of crushed stone, the cessation of wave formation in front of the roller and the absence of a trace from the roller. In this case, crushing of the crushed stone placed on the surface of the layer should occur (if compaction is insufficient, it is pressed into the layer).
2.5. On the second takeover The following technological operations are performed (Table 1):
Delivery of crushed stone proppant fractions by ZIL-MMZ dump truck;
Delivery and filling of viscous bitumen using an asphalt distributor SD-203;
Distribution of crushed stone proppant fractions with a stone fines distributor;
Compaction of the distributed crushed stone layer with heavy rollers.
Table 1
Technological sequence of processes with calculation of volumes of work and required resources
Source of justification
development of production standards (ENiR and calculations)
Description of work processes in the order of their technological sequence with calculation of work volumes
traitor
quality of work
number per shift
The need for machinery
* In the territory Russian Federation GOST R 12.3., SNiP, SNiP apply. - Database manufacturer's note.
2. SNiP. Occupational safety in construction. Part 1. General requirements.
3. TOI R. Standard instructions on labor protection for the skating rink operator.
4. TOI R. Standard instructions on labor protection for the operator of a watering machine.
5. Spelman safety during the operation of construction machines and small-scale mechanization equipment. - M.: Stroyizdat, 19 p.: ill.
Electronic document text
prepared by Kodeks JSC and verified against:
official publication
Technological maps for the device
ground and road pavement
/ Rosavtodor. - M., 2004
APPROVED by Glavdortekh (letter dated 05.26.87 N GPTU-1-2/332)
The initial stage of disruption of the smoothness of the roadway is single potholes. To prevent their development, timely ongoing (pothole) repair of road surfaces is necessary. Carrying out repair work is difficult in the cold, wet period of the year, when damage to coatings occurs and progresses most intensively. A method for pothole repair of coatings using the simplest means under adverse weather conditions is proposed.
Recommendations for repairs were developed taking into account copyright certificate N 834303 based on research conducted at the Rostov Civil Engineering Institute. The recommendations were confirmed during experimental production work and introduced into the practice of road repair in the DRSU of the production management of Rostovavtodor, the North Caucasus Highway and other organizations in the country.
The recommendations were developed in accordance with the research plan of the Ministry of Road Transport of the RSFSR on the topic SD-02-76 “Improving the technology and organization of work on the repair and maintenance of highways” in the development and addition of the “Technical Rules for the Repair and Maintenance of Highways” (VSN 24-75*) / Ministry of Road Transport of the RSFSR - M.: "Transport", 1976 in terms of organizing and performing routine repairs of road surfaces.
________________
*Here and further. “Methodological recommendations for the repair and maintenance of public roads” are in effect. - Note "CODE".
The recommendations were developed by Associate Professor, Candidate of Technical Sciences A.P. Matrosov. with the participation of engineers Shostenko N.G. and Zolotareva K.V.
1. GENERAL PROVISIONS
1. GENERAL PROVISIONS
1.1. Routine (pothole) repair of road surfaces is subject to areas of single destruction and deformation of the roadway: potholes, subsidence, breaks, spots, wide cracks, collapse of edges. In order to prevent intensive disruption of the evenness of coatings, routine repairs of damage and deformations should be carried out at an early stage of their development. Untimely (belated) routine repairs lead to an increase in labor and material costs required for repairs, shortens the service life of coatings, reduces the speed and increases the cost of road transportation, and negatively affects the provision of traffic convenience and safety.
1.2. Most of the destruction and deformation of road surfaces occurs in the cold, wet autumn-spring period of the year, when routine repair of pavements with heating or cutting down defective areas and filling the cuttings with asphalt concrete mixtures is difficult due to unfavorable weather conditions for the work and the preparation of repair materials.
1.3. The method proposed by these recommendations for routine (pothole) repair of coatings with crushed stone reverse impregnation bitumen is applicable for improved lightweight and permanent coatings and is advisable at low positive air temperatures in both dry and wet weather using the simplest means of mechanization and working equipment.
1.4. Repairs are mainly carried out on small-sized (up to 0.5-1.5 m) damage and deformations, mainly with steep edges, with a traffic intensity of less than 5-7 thousand cars per day. With greater traffic intensity, the proposed repair method should be considered as a temporary repair measure, followed, if necessary, by repeated repairs under favorable weather conditions using known methods provided for by the “Technical Rules for the Repair and Maintenance of Highways” (VSN 24-75), including using special road repair machines such as DE-5, DE-5A, MTRDT, MTRD, road repairman 5320, road master 4101, etc.
1.6.* Reverse impregnation of crushed stone with bitumen (from bottom to top, as opposed to impregnation from top to bottom) is based on the foaming effect that occurs when hot bitumen interacts with the cold, damp (natural humidity) surface of repair crushed stone and the coating being repaired. Foaming of bitumen is accompanied by partial displacement of moisture from the surface of the coating and mineral material, which helps ensure the adhesion of the binder material to them.
________________
*Numbering corresponds to the original. - Note "CODE".
1.7. Reverse impregnation allows the use of ordinary stone material, which is unsuitable for impregnation from top to bottom, where pure one-dimensional crushed stone is needed.
1.8. The service life of areas repaired by reverse impregnation depends on the materials used, the intensity and composition of traffic and exceeds 2-5 years. The cost of repairing coatings with crushed stone with reverse impregnation with bitumen is on average 1 ruble. by 1 m (Appendix 1).
2. MATERIALS USED
2.1. For repairing coatings with crushed stone with reverse impregnation binder material It is advisable to use petroleum road viscous bitumen: BND 130/200; BND 90/130. In the absence of bitumen, coal tar and resin are used as an exception (experience of Rostovavtodor).
The temperature of bitumen when pouring it onto the repaired coating in order to increase the intensity of foaming should be close to the upper limit of the operating temperature (180-200 ° C).
2.2. As a mineral material, crushed stone should be used, obtained by crushing massive rocks, boulder stones, coarse gravel and non-disintegrating metallurgical slags. The grade of crushed stone must be at least 600 in terms of crushability, in terms of wear in the shelf drum no less than I-IV, and in terms of frost resistance no less than Mr3 50.
2.3. Crushed stone can be one-dimensional with a fraction size of 5-15; 10-15; 15-20 mm. You can use crushed stone mixtures of optimal granulometric composition intended for porous asphalt concrete with a crushed stone size of no more than 20 mm. In the absence of these materials, in some cases it is allowed to use ordinary crushed stone, no more than 20 mm in size, containing dust and clay particles in an amount of less than 3% by weight. The crushed stone used does not need to be dried, but it should not be wet or contain free water.
2.4. If there is a shortage of high-quality mineral materials, as an exception, it is possible to use sand and gravel materials (the experience of Rostovavtodor).
2.5. To repair roads with a traffic intensity exceeding 7 thousand cars per day, it is advisable to use durable blackened crushed stone with a fraction size of 15-20 mm (experience of Sevkavavtorog).
3. MEANS OF MECHANIZATION AND TOOLS
3.1. Truck with a three-seater cabin or a special repair vehicle is equipped with a bitumen boiler-thermos, a hopper or compartment for mineral material, and a place for tools. Working equipment can be placed on a trailer attached to a transport vehicle. The bitumen boiler can be installed on a separate trailer.
3.2. The boiler, filled with hot bitumen at the base, is equipped with a gas or liquid fuel nozzle for heating the binder. Heating is possible using a dropper and a flame pipe mounted in the boiler (improvement proposal from the Salsky DRSU of Rostovavtodor). It is also possible to use an asphalt distributor.
3.3. A distribution hose with a nozzle for pouring bitumen, and in its absence, a distribution nozzle, is placed in a hot chamber built into the boiler tank.
3.4. The crushed stone compartment or hopper is installed so as to provide good access to the material.
3.5. Placed in the back of the car hand tool: scrapers, brooms, shovels, smoothers, tamper, lath, ruler-feel, as well as signal barriers (two 1.23" signs Men at work", enclosing a barrier with signs 3.24 "Maximum speed limit" and 4.22 "Avoiding obstacles" attached to it. To ensure fire safety, the car is equipped with an additional fire extinguisher, and for labor safety purposes - with an additional first aid kit.
4. TECHNOLOGY AND WORK ORGANIZATION
4.1. When repairing coatings with crushed stone with reverse impregnation of bitumen, the following technological operations are performed: cleaning the defective area from dust, dirt and free water; pouring bitumen heated to the upper limit of operating temperature; distribution of mineral material; additional pouring of bitumen and scattering of crushed stone (if necessary); compaction
4.2. The work is performed by a team of three people: the driver of the car and two road workers moving in the cab of the car.
4.3. The technological scheme of repair provides for a short-term stop of the link at the place to be repaired, indicated to the driver by the link worker with the obligatory installation of signaling barriers.
4.4. After preparing the equipment, materials and tools, the defective area is cleaned of dust, dirt and free water with a scraper and broom. Using a manual dispenser, or in its absence, a watering can, the first worker (link) pours hot bitumen onto the surface to be repaired at the rate of 1-1.2 l/m per 1 cm of unevenness depth. Pouring is carried out along the edge of a pothole or subsidence so that the bitumen flows into its deep part.
The second worker, immediately after pouring the bitumen with a shovel, fills the unevenness with crushed stone in an amount of 0.012 m/m per 1 cm of depth. Then the crushed stone is leveled (if necessary) with a trowel and compacted with a hand tamper. If the bitumen foam has not risen to the surface of the crushed stone, refill the bitumen at the rate of up to 0.5 l/m and fill thin layer crushed stone and compacted. Compaction is also possible with the wheel of a vehicle used during the work.
Technological map No. 2
Approximately the need for crushed stone per 200 m of foundation is determined by the formula
Q u = b h K y K p 200,
where Q m is the volume of crushed stone, m 3;
b - base width, m;
h - the conditional thickness of the base in a dense body is taken to be 2 cm less than the design thickness, m;
K y - safety factor for crushed stone compaction (1.25 - 1.30);
K p - loss coefficient of crushed stone during transportation and laying (1.03).
Q = 9.77*0.16*1.3*1.03*200 = 418.6m3
Table 9
| Process no. | Grip no. | Sources of production standards | Unit | Replaceable volume | Productivity per shift | Vehicles required to capture | Coef. machine use | Link of workers | ||
| By calculation | Accepted | |||||||||
| Calculation | Breakout work Transportation of crushed stone fr. 40 - 70 mm with a KamAZ-5320 dump truck at a distance of 6.31 km Laying crushed stone with a self-propelled distributor DS-54 Compaction of a crushed stone base with a DU-98 vibrating roller in 5 passes along 1 track First pouring of bitumen in a quantity of 5.75 l/m using an asphalt distributor SD-203 Transportation proppant material fr. 20-40 a/s ZIL-MMZ-4508-03 Distribution of proppant material with a stone fines distributor DS-49 Compaction with a self-propelled vibrating roller DU-98 in 4 passes along 1 track Second pouring of bitumen in a quantity of 3.45 l/m using an asphalt distributor SD- 203 Transportation of proppant material fr. 10-20 a/s ZIL-MMZ-4508-03 Distribution of proppant material with a fines distributor DS-49 Compaction with a self-propelled vibrating roller DU-98 in 4 passes along 1 track The third pouring of bitumen in a quantity of 2.3 l/m using an asphalt distributor SD -203 Transportation of Klints fr. 5-10 a/s ZIL-MMZ-4508-03 Distribution of proppant material with a stone fines distributor DS-49 Compaction with a self-propelled vibrating roller DU-98 in 3 passes along 1 track | m m 3 m 2 m 2 T m 3 m 3 m 2 t m 3 m 3 m 2 t m 3 m 3 m 2 | 418,6 10,7 20,4 20,4 6,4 20,4 20,4 4,3 18,5 18,5 | 34,7 40,6 40,6 40,6 | 12,05 6,9 0,41 0,31 0,5 0,23 0,34 0,18 0,5 0,23 0,34 0,12 0,46 0,21 0,25 | 1,01 0,99 0,41 0,31 0,5 0,23 0,34 0,18 0,5 0,23 0,34 0,12 0,46 0,21 0,25 | 2 work Machinist 4 grades - 1 Machinist 4 grades. - 1 Machinist 4 grades. - 1 Machinist 4 grades. - 1 Machinist 4 grades. - 1 Machinist 4 grades. - 1 Machinist 4 grades. - 1 Machinist 4 grades. - 1 Machinist 4 grades. - 1 Machinist 4 grades. - 1 Machinist 4 grades. - 1 Machinist 4 grades. - 1 Machinist 4 grades. – 1 Machinist 4 grades. - 1 |
Squad composition
Table 10
| Cars | Profession and rank of worker | Demand for machine shifts | Need for cars | Load factor | Number of workers |
| for capture | |||||
| Dump truck KamAZ-5320 | Driver IV category | 12.05 | 1.01 | ||
| Distributor DS-54 | Driver IV category | 6,9 | 0,99 | ||
| Roller DU-98 | Driver IV category | 1,34 | 0,34 | ||
| Asphalt distributor SD-203 | Driver IV category | 0,61 | 0,20 | ||
| a\c ZIL-MMZ-4508-03 | Driver IV category | 1,46 | 0,49 | ||
| Distributor DS-49 | Driver IV category | 0,67 | 0,22 | ||
| Road worker II category | |||||
| TOTAL: | 23,03 |
Technological map No. 3 Construction of a coating layer of porous hot-c/w asphalt concrete mixture
Table 11
| calc. | Cleaning the surface of the coating base from dust and dirt using a KO-304 (ZIL) polywash machine. | m² | 6872,73 | 0,25 | 0,25 | Water cat. WITH | ||||
| calc. | Delivery and filling of bitumen emulsion using a DS-142B (KAMAZ) asphalt distributor with a material filling rate of 0.0008 m 3 / m 2 | m² | 24391,6 | 0,07 | 0,07 | Water cat. WITH | ||||
| Marking work | m | 2 slaves 2nd time. | ||||||||
| calc. | Transportation of a/c mixture for the bottom layer of coating by KamAZ 55111 dump trucks over a distance of 2.49 km. | m³ | 472,73 | 43,09 | 10,97 | 1,0 | Water cat. WITH | |||
| calc. | Laying a mixture 7 cm thick using a DS-126A asphalt paver. | m³ | 132,664 | 472,73 | 0,28 | 0,28 | driver 6 times and 7 slaves | |||
| calc. | Raising the bottom layer of the coating with light smooth drum rollers DU-73 in 4 passes along the 1st track. | m³ | 132,664 | 0,21 | 0,21 | driver 5 times. | ||||
| calc. | Compaction of the bottom layer of pavement with heavy BOMAG BW 184 AD-2 rollers in 18 passes along the 1st track. | m³ | 132,664 | 196,27 | 0,68 | 0,68 | driver 6 times. |
1 - Cleaning the surface of the coating base from dust and dirt using a KO-304 (ZIL) polywash machine:
Sweeping width – 2.0 m;
Operating speed – V=20 km/h.
The productivity of this machine is calculated using the formula:
K in=0,75; K t=0,7;
n– number of passes along one trace (2);
t P– time spent on moving to an adjacent track (0.10 hours);
l PR– passage length (200 m);
A– width of track overlap (0.20 m).
Determine the cleaning area:
In i– width of the crushed stone layer, m;
L– flow rate, m/shift.
Where
tf
t pr
2 – Delivery and filling of bitumen emulsion using a DS-142B (KAMAZ) asphalt distributor with a material filling rate of 0.0008 m 3 / m 2:
We determine the performance of the asphalt distributor DS-142B (KAMAZ):
qa– load capacity, m 3 ;
L
tn
t p
V– filling rate, m3/m2;
K V
K T
We determine the number of cars/shifts using the formula:
We determine the machine utilization rate:
Where
tf– actual number of cars/shifts;
t pr– accepted number of cars/shifts.
3
4 – Transportation of a/c mixture for the bottom layer of coating by KamAZ 55111 dump trucks over a distance of 2.49 km:
We determine the performance of KamAZ 55111:
qa
L– soil transportation distance, km;
ρ – density a/b, t/m3;
υ – vehicle speed on a dirt road, km/h;
tn– vehicle loading time, h;
t p– vehicle unloading time, h;
K V– coefficient of internal time use (0.75);
K T– coefficient of transition from technical productivity to operational productivity (0.7).
We determine the number of cars/shifts using the formula:
We determine the machine utilization rate:
Where
tf– actual number of cars/shifts;
t pr– accepted number of cars/shifts.
5 – Laying a mixture 7 cm thick using an asphalt paver DS-126A:
Asphalt paver productivity: 130 t/h = 130 8 / 2.2 = 472.73 m 3 /shift.
We determine the number of cars/shifts using the formula:
We determine the machine utilization rate:
Where
tf– actual number of cars/shifts;
t pr– accepted number of cars/shifts.
6 – Treading of the bottom layer of coating with light smooth drum rollers DU-73 in 4 passes along one track:
Performance:
K in=0,75; K t=0,75;
n– number of passes along one trace (4);
t P
l PR– passage length (200 m);
A
b
h SL
V r- operating speed, (8 km/h).
We determine the number of cars/shifts using the formula:
We determine the machine utilization rate:
Where
tf– actual number of cars/shifts;
t pr– accepted number of cars/shifts.
7 – Compaction of the bottom layer of pavement with heavy rollers BOMAGBW 184 AD-2 in 18 passes along one track:
Performance:
K in=0,75; K t=0,75;
n– number of passes along one trace (18);
t P– time spent on moving to an adjacent track (0.005 hours);
l PR– passage length (200 m);
A– width of track overlap (0.20 m);
b– compaction width per pass, m;
h SL– thickness of the laid layer;
V r- operating speed, (11 km/h).
We determine the number of cars/shifts using the formula:
We determine the machine utilization rate:
Where
tf– actual number of cars/shifts;
t pr– accepted number of cars/shifts.
Squad composition
Table 12
| Cars | Profession and rank of worker | Demand for machine shifts | Need for cars | Load factor | Number of workers |
| for capture | |||||
| Watering machine KO-304 | Driver IV category | 0,25 | 0,25 | ||
| Asphalt distributor DS-142B | Driver IV category | 0,07 | 0,07 | ||
| a\c KamAZ 55111 | Driver IV category | 10,97 | 0,99 | ||
| Asphalt paver DS-126A | 0,28 | 0,28 | |||
| Roller DU-73 | Driver IV category | 0,21 | 0,21 | ||
| Heavy roller BOMAG bw 184 | Driver V category | 0,68 | 0,68 | ||
| TOTAL | 12,46 |
Technological map No. 4
Installation of a coating layer of dense hot m/z asphalt concrete mixture
Transportation of the asphalt concrete mixture is provided by a MAZ-510 dump truck, the performance of which is determined by the formula:
Where T- duration of the work shift, hour; T=8 hour
k- coefficient of intra-shift time use; k=0,85
g- load capacity of the machine, t; g=7 t
L- transportation range, km; L=4.6 km
V- average speed, km/h; V=20 km/h
t- downtime during loading, t=0.2 hour
P=72.1 t/shift
Table 13
| Process no. | Grip no. | Sources of production standards | Description and technological sequence processes. Machines used. | Unit | Replaceable volume | Productivity per shift | Vehicles required to capture | Coef. machine use | Link of workers | |
| By calculation | Accepted | |||||||||
| E-17-5 tab. 2 clause 3 calculation § E17-6 E17-7 clause 26 E17-7 clause 29 | Pouring bitumen emulsion with a consumption of 0.5 liters per 1 m 2 using a DS-82-1 asphalt distributor. Transportation of a fine-grained mixture a/sMAZ-510 at an average distance of 4.6 km with unloading into the hopper of an asphalt paver. Distribution of a fine-grained mixture in a layer of 10 using a DS-1 masphalt paver Rolling during operation of the paver - 5 passes on 1 track with a DU-50 roller (6 tons) Rolling with a DU-42A roller weighing over 10 tons with 20 passes, on 1 track Quality control of work | t t m 2 m 2 m 2 | 0,7 | 17,3 72,1 | 0,04 5,96 3,5 0,54 1,2 | 0,04 0.99 0,88 0,54 1,2 | Driver V p.-1 Room mash. IV p.-1 mash.IV p.-1 MashVI p.-1 A/concrete workers V p.-1 IV r.-1 III r.-2 Mash V p.-1 MashVI p.-1 2work |
Calculations for technological map
1. Pouring bitumen emulsion with a flow rate of 0.5 l per 1 m 2 using a DS-82-1 asphalt distributor:
At a filling rate of 0.5 l/m 2, the volume of material is 700 l = 0.7 t
P=8*1/0.46=17.3t/shift
m = 0.7/17.3= 0.04 cars
2. P=72.1 t/shift
m = 430 /72.1= 5.96 cars
3. Distribution of the fine-grained mixture in a layer of 10 using a spreader
P = 8*100/2=400 m 2 /shift
m = 1400/400= 3.5 cars
4. Rolling when the paver is working - 5 passes along 1 track with a roller
P = 8*100/0.31=2580 m 2 /shift
m = 1400/2580= 0.54 cars
5. Rolling with a DU-42A roller weighing over 10 tons with 20 passes along 1 track:
P = 8*100/0.72=1111 m 2 /shift
m = 1400/1111= 1.2 cars
6. Quality control of work
Squad composition
Table 14
| Cars | Profession and rank of worker | Demand for machine shifts | Need for cars | Load factor | Number of workers |
| for capture | |||||
| Asphalt distributor DS-82-1 | Driver V category | 0,04 | 0,04 | ||
| Assistant Driver IV category | |||||
| Dump truck MAZ-510 | Driver IV category | 5,96 | 0,99 | ||
| Asphalt paver DS-1 | Driver VI p.-1 | 3,5 | 0,88 | ||
| Roller DU-50 (6t) | Driver V category | 0,54 | 0,54 | ||
| Roller DU-42A (6t) | Driver VI category | 1,2 | 1,2 | ||
| TOTAL | 11,24 |
Technological map No. 5 for strengthening roadsides and planning work
Table 15
| Refilling roadsides with imported soil. h = 7 cm. | ||||||||||||||||||||||||||||||
| I | Marking work | m | 2 slaves 2nd time. | |||||||||||||||||||||||||||
| I | calc. | Transportation of soil by MAZ 5516 dump trucks over a distance of 4.14 km. | m³ | 66,78 | 51,81 | 1,29 | 0,65 | Water cat. WITH | ||||||||||||||||||||||
| I | E17-1 | Leveling and profiling of soil using a DZ-99 motor grader over the entire width. | m² | 5333,33 | 0,16 | 0,16 | driver 6 times. | |||||||||||||||||||||||
| I | E17-11 | Soil compaction with a DU-31A self-propelled roller on pneumatic tires with 6 passes along one track. | m² | 6153,85 | 0,14 | 0,14 | driver 6 times. | |||||||||||||||||||||||
| Refilling roadsides with crushed stone. h = 5 cm. | ||||||||||||||||||||||||||||||
| I | Marking work | m | 2 slaves 2nd time. | |||||||||||||||||||||||||||
| I | calc. | Transportation of crushed stone by MAZ 5516 dump trucks over a distance of 4.14 km. | m³ | 44,1 | 52,62 | 0,84 | 0,84 | Water cat. WITH | ||||||||||||||||||||||
| I | E17-1 | Leveling and profiling of crushed stone using a DZ-99 motor grader over the entire width. | m² | 5333,33 | 0,11 | 0,11 | driver 6 times. | |||||||||||||||||||||||
| I | E17-11 | Compaction of crushed stone with a self-propelled roller DU-31A on pneumatic tires with 6 passes along one track. | m² | 6153,85 | 0,1 | 0,1 | driver 6 times. | |||||||||||||||||||||||
| Planning work. | ||||||||||||||||||||||||||||||
| II | Marking work | m | 2 slaves 2nd time. | |||||||||||||||||||||||||||
| II | E2-1-39 | Leveling embankment slopes using a DZ-99 motor grader in 2 circular passes along the 1st track. | m² | 33333,3 | 0,14 | 0,14 | driver 6 times. | |||||||||||||||||||||||
| II | E2-1-5 | Covering embankment slopes plant layer 0.4 m thick using a DZ-9 bulldozer at a distance of up to 20 m. | m² | 6153,85 | 0,78 | 0,78 | driver 6 times. | |||||||||||||||||||||||
1 – Breaking work: a 200 m long catch is broken by 2 workers of the 2nd category.
2 – Transportation of soil by MAZ 5516 dump trucks over a distance of 4.14 km (the quarry is located at PK 15+00 at a distance of 1.5 km from the road):
qa– load capacity of a dump truck, t;
L– soil transportation distance, km;
ρ – soil density, t/m3;
υ – vehicle speed on a dirt road, km/h;
tn– vehicle loading time, h;
t p– vehicle unloading time, h;
K V– coefficient of internal time use (0.75);
K T– coefficient of transition from technical productivity to operational productivity (0.7).
We determine the number of cars/shifts using the formula:
We determine the machine utilization rate:
tf– actual number of cars/shifts;
t pr– accepted number of cars/shifts.
3 – Leveling and profiling of soil using a DZ-99 motor grader over the entire width:
P i– surface width, m;
L– flow rate, m/shift.
Where
T
N
N time– standard time according to EniR.
We determine the number of cars/shifts using the formula:
We determine the machine utilization rate:
Where
tf– actual number of cars/shifts;
t pr– accepted number of cars/shifts.
4 – Soil compaction with a DU-31A self-propelled roller on pneumatic tires with 6 passes along one track:
In i– width of the sand layer, m;
L– flow rate, m/shift.
T– shift duration, h;
N– unit of work volume for which the time standard is calculated;
N time– standard time according to EniR.
We determine the number of cars/shifts using the formula:
We determine the machine utilization rate:
Where
tf– actual number of cars/shifts;
t pr– accepted number of cars/shifts.
5 – Breaking work: a 200 m long catch is broken by 2 workers of the 2nd category.
6 – Transportation of crushed stone by MAZ 5516 dump trucks over a distance of 4.14 km (the quarry is located on PK 15+00 at a distance of 1.5 km from the road):
We determine the performance of MAZ 5516:
qa– load capacity of a dump truck, t;
L– soil transportation distance, km;
ρ – density of crushed stone, t/m3;
υ – vehicle speed on a dirt road, km/h;
tn– vehicle loading time, h;
t p– vehicle unloading time, h;
K V– coefficient of internal time use (0.75);
K T– coefficient of transition from technical productivity to operational productivity (0.7).
We determine the number of cars/shifts using the formula:
We determine the machine utilization rate:
Where
tf– actual number of cars/shifts;
t pr– accepted number of cars/shifts.
7 – Leveling and profiling of crushed stone using a DZ-99 motor grader over the entire width:
The surface area is determined by the formula:
P i– surface width, m;
L– flow rate, m/shift.
We determine the performance of the DZ-99 motor grader:
Where
T– shift duration, h;
N– unit of work volume for which the time standard is calculated;
N time– standard time according to EniR.
We determine the number of cars/shifts using the formula:
We determine the machine utilization rate:
Where
tf– actual number of cars/shifts;
t pr– accepted number of cars/shifts.
8 – Compaction of crushed stone with a self-propelled roller DU-31A on pneumatic tires with 6 passes along one track:
Determine the compaction area:
In i– width of the sand layer, m;
L– flow rate, m/shift.
We determine the performance of the DU-31A roller:
T– shift duration, h;
N– unit of work volume for which the time standard is calculated;
N time– standard time according to EniR.
We determine the number of cars/shifts using the formula:
We determine the machine utilization rate:
Where
tf– actual number of cars/shifts;
t pr– accepted number of cars/shifts.
9 – Breaking work: a 200 m long catch is broken by 2 workers of the 2nd category.
10 - Layout of embankment slopes using a DZ-99 motor grader in 2 circular passes along one track:
We determine the productivity of the DZ-99 brand motor grader:
T– shift duration, h;
N– unit of work volume for which the time standard is calculated;
N time– standard time according to EniR.
l slope= 6 m (conditionally accepted).
We determine the number of cars/shifts using the formula:
.
We determine the machine utilization rate:
Where
tf– actual number of cars/shifts;
t pr– accepted number of cars/shifts.
11 - Covering embankment slopes with a 0.4 m thick layer of vegetation using a DZ-9 bulldozer at a distance of up to 20 m:
We determine the performance of the DZ-9 bulldozer:
Where
T– shift duration, h;
N– unit of work volume for which the time standard is calculated;
N time– standard time according to EniR.
The surface area of the embankment slopes is determined by the formula:
l slope= 6 m (conditionally accepted).
We determine the number of cars/shifts using the formula:
.
We determine the machine utilization rate:
Where
tf– actual number of cars/shifts;
t pr– accepted number of cars/shifts.
Squad composition
Table 16
Final composition of the squad
Table 17
| Cars | Profession and rank of worker | Demand for machine shifts | Need for cars | Load factor | Number of workers | ||
| Dump truck KamAZ-5320 | Driver IV category | 25,6 | 0,98 | ||||
| A/grader DZ-99 | Machinist of the VI category | 0,53 | 0,53 | ||||
| Watering machine MD 433-03 | Driver IV category | 0,6 | 0,6 | ||||
| Smooth roller DU-96 | Driver V category | 1,2 | 1,2 | ||||
| Dump truck KamAZ-5320 | Driver IV category | 12.05 | 1.01 | ||||
| Distributor DS-54 | Driver IV category | 6,9 | 0,99 | ||||
| Roller DU-98 | Driver IV category | 1,34 | 0,34 | ||||
| Asphalt distributor SD-203 | Driver IV category | 0,61 | 0,20 | ||||
| a\c ZIL-MMZ-4508-03 | Driver IV category | 1,46 | 0,49 | ||||
| Distributor DS-49 | Driver IV category | 0,67 | 0,22 | ||||
| Road worker II category | |||||||
| Watering machine KO-304 | Driver IV category | 0,25 | 0,25 | ||||
| Asphalt distributor DS-142B | Driver IV category | 0,07 | 0,07 | ||||
| a\c KamAZ 55111 | Driver IV category | 10,97 | 0,99 | ||||
| Asphalt paver DS-126A | Machinist VI p.-1 And 7 workers | 0,28 | 0,28 | ||||
| Roller DU-73 | Driver IV category | 0,21 | 0,21 | ||||
| Heavy roller BOMAG bw 184 | Driver V category | 0,68 | 0,68 | ||||
| Watering machine KO-304 | Driver IV category | 0,25 | 0,25 | ||||
| Asphalt distributor DS-142B | Driver IV category | 0,07 | 0,07 | ||||
| a\c KamAZ 55111 | Driver IV category | 10,97 | 0,99 | ||||
| Asphalt paver DS-126A | Machinist VI p.-1 And 7 workers | 0,28 | 0,28 | ||||
| Roller DU-73 | Driver IV category | 0,21 | 0,21 | ||||
| Heavy roller BOMAG bw 184 | Driver V category | 0,68 | 0,68 | ||||
| Asphalt distributor DS-82-1 | Driver V category | 0,04 | 0,04 | ||||
| Assistant Driver IV category | |||||||
| Dump truck MAZ-510 | Driver IV category | 5,96 | 0,99 | ||||
| Asphalt paver DS-1 | Driver VI p.-1 | 3,5 | 0,88 | ||||
| Asphalt concrete workers V p.-1 IV r.-1 III r.-2 | |||||||
| Roller DU-50 (6t) | Driver V category | 0,54 | 0,54 | ||||
| Roller DU-42A (6t) | Driver VI category | 1,2 | 1,2 | ||||
| MAZ 5516 | Water cat. WITH | 2,13 | 0,71 | ||||
| Motor grader DZ-99 | Machinist 6 times | 0,41 | 0,14 | ||||
| Roller DU-31A | Machinist 6 times | 0,24 | 0,12 | ||||
| Bulldozer DZ-9 | Machinist 6 times | 0,78 | 0,78 | ||||
| TOTAL | 62,75 | ||||||
Determining the number of dump trucks for transporting diesel fuel to the highway
Table 18
| km | Carriage range | Performance | Calculation | Number of vehicles |
| Sand medium (1490 ) | ||||
| 9,5 | 40,32 | 1490/40,32 | ||
| 8,5 | 43,90 | 1490/43,90 | ||
| 7,5 | 48,50 | 1490/48,50 | ||
| 6,5 | 49,20 | 1490/49,20 | ||
| 5,5 | 50,13 | 1490/50,13 | ||
| 4,5 | 51,20 | 1490/51,20 | ||
| 4,5 | 51,20 | 1490/51,20 | ||
| 5,5 | 50,13 | 1490/50,13 | ||
| 6,5 | 49,20 | 1490/49,20 | ||
| 7,5 | 48,50 | 1490/48,50 | ||
| Crushed stone (488 ) | ||||
| 8,5 | 35,65 | 488/35,65 | ||
| 7,5 | 37,12 | 488/37,12 | ||
| 6,5 | 39,51 | 488/39,51 | ||
| 5,5 | 43,91 | 488/43,91 | ||
| 4,5 | 52,16 | 488/52,16 | ||
| 4,5 | 52,16 | 488/52,16 | ||
| 5,5 | 43,91 | 488/43,91 | ||
| 6,5 | 39,51 | 488/39,51 | ||
| 7,5 | 37,12 | 488/37,12 | ||
| 8,5 | 35,65 | 488/35,65 | ||
| K\Z asphalt concrete (170.6 ) | ||||
| 7,5 | 28,72 | 170,6/28,72 | ||
| 6,5 | 31,06 | 170,6/31,06 | ||
| 5,5 | 33,54 | 170,6/33,54 | ||
| 4,5 | 36,56 | 170,6/36,56 | ||
| 4,5 | 36,56 | 170,6/36,56 | ||
| 5,5 | 33,54 | 170,6/33,54 | ||
| 6,5 | 31,06 | 170,6/31,06 | ||
| 7,5 | 28,72 | 170,6/28,72 | ||
| 8,5 | 26.46 | 170,6/26,46 | ||
| 9,5 | 24.15 | 170,6/24,15 | ||
| M\Z asphalt concrete (128 ) | ||||
| 7,5 | 24,01 | 128/24,01 | ||
| 6,5 | 26,23 | 128/26,23 | ||
| 5,5 | 29,02 | 128/29,02 | ||
| 4,5 | 35,03 | 128/35,03 | ||
| 4,5 | 35,03 | 128/35,03 | ||
| 5,5 | 29,02 | 128/29,02 | ||
| 6,5 | 26,23 | 128/26,23 | ||
| 7,5 | 24,01 | 128/24,01 | ||
| 8,5 | 23,81 | 128/23,81 | ||
| 9,5 | 22,64 | 128/22,64 |
Section 6. Planning, finishing and strengthening works.
The planning and strengthening of roadsides must be carried out after the construction of the road surface. At the same time, all temporary entrances and exits should be eliminated.
Drainage ditches and ditches must be strengthened immediately as they are installed.
The planning and strengthening of slopes of high embankments and deep excavations (including the installation of drainages) should be carried out immediately after completion of their construction individual parts(tiers).
When strengthening slopes by sowing ladders over a layer vegetable soil It is necessary to loosen the slopes of excavations developed in dense clay soils before laying plant soil to a depth of 10-15 cm.
Hydroseeding of perennial grasses should be carried out on a pre-moistened surface of slopes or roadsides.
When strengthening slopes with prefabricated lattice structures, their installation must be done from the bottom up after installing a thrust concrete berm. Upon completion of installation, it is necessary to fill the cells with vegetable soil (followed by sowing herbs), stone materials or soil treated with a binder.
Strengthening slopes using geotextiles should be carried out in the following sequence: laying geotextile sheets by rolling rolls from top to bottom along the slope, overlapping the sheets by 10-20 cm and securing them within the edges; filling of vegetable soil with sowing of herbs; installation of a drainage layer and installation of prefabricated fastenings on flooded areas of slopes.
When using geotextiles and treating them with a binder, work should be performed in the following order: planning the surface of the slope to be strengthened; laying geotextile fabric with securing its edges with pins or powdering with a sand roller; watering the canvas with a binder, for example, bitumen emulsion; sanding.
The junction of geotextiles with adjacent prefabricated or monolithic concrete fastening elements must be carried out by placing the fabric under the element or gluing the geotextile with hot bitumen to the surface of the element.
When strengthening flooded slopes, cones, and dams with prefabricated slabs, a return filter or leveling layer material must first be laid. The slabs must be laid from bottom to top. IN winter period the prepared slope surface must be cleared of snow and ice.
When strengthening slopes with flexible filterless reinforced concrete block coverings, they should be laid on the slope from bottom to top, close to each other. In cases where the project provides for securing the blocks using anchor piles, the blocks should be laid from top to bottom. The clearance between adjacent blocks should not exceed 15 mm.
When strengthening slopes with cement concrete using the pneumatic spray method, it is first necessary to lay metal mesh and secure it with anchors. Spraying should be done from the bottom up followed by maintenance of the cement concrete.
When constructing roadsides, it is necessary to eliminate deformations of the roadbed over the entire area of the roadsides, add soil to the level established by the project, level and compact.
The technology for constructing roadside pavements made of monolithic and prefabricated cement concrete, asphalt concrete, bitumen-mineral mixture, black crushed stone, crushed stone (gravel), soil-crushed stone (soil and gravel) materials is similar to the technology for constructing bases and road surfaces from these materials, given in the relevant sections of these rules.
Monolithic concrete drainage trays should be arranged mechanically using attachments to the machine for laying reinforcement strips. The edge of the tray should not exceed the edge of the coating at the longitudinal joint.
Expansion joints when installing trays should be cut in freshly laid concrete using a metal lath; it is allowed to make joints in hardened concrete with a single-disc cutter.
Section 7. Road development
Design solutions for highways must ensure: organized, safe, convenient and comfortable movement of vehicles at design speeds; uniform traffic conditions; compliance with the principle of visual orientation of drivers; convenient and safe location of junctions and intersections; necessary adhesion of vehicle tires to the roadway surface; necessary arrangement of highways, including protective road structures; necessary buildings and structures of road and motor transport services, etc.
When designing plan elements, longitudinal and transverse road profiles according to standards, design solutions should be assessed in terms of speed, traffic safety and capacity, including during unfavorable periods of the year.
When designing roads, it is necessary to develop schemes for the placement of road signs, indicating the places and methods of their installation, and road marking schemes, including horizontal ones - for roads with permanent and lightweight pavements. The markings should be combined with the installation of road signs (especially in areas with prolonged snow cover). When developing layout diagrams for technical means of traffic management, GOST 23457-86 should be used.
To ensure traffic safety, installation of advertising on roads is not allowed.
Lightened coatings are recommended to be used to highlight pedestrian crossings (zebra crossings), bus stops, express lanes, additional lanes on slopes, lanes for car stops, roadways in tunnels and under overpasses, at railway crossings, small bridges and other areas where obstacles are difficult to see against the background of the road surface.
Stationary electric lighting on highways should be provided in areas within settlements, and if it is possible to use existing electrical distribution networks - also on large bridges, bus stops, intersections of roads of I and II categories with each other and with railways, on all connecting branches of intersection nodes and on approaches to them at a distance of at least 250 m, at roundabouts and on access roads industrial enterprises or their sections with an appropriate feasibility study.
If the distance between adjacent illuminated areas is less than 250 m, it is recommended to arrange continuous road lighting, eliminating the alternation of illuminated and unlit areas.
Outside populated areas, the average brightness of road sections, including large and medium-sized bridges, should be 0.8 cd/m2 on category I roads, 0.6 cd/m2 on category II roads, and on connecting branches within transport interchanges - 0.4 cd/m2.
The ratio of maximum to minimum brightness of the roadway surface should not exceed 3:1 on sections of roads of category I, 5:1 on roads of other categories.
The glare index of outdoor lighting installations should not exceed 150.
The average horizontal illumination of passages up to 60 m long under overpasses and bridges in the dark should be 15 lux, and the ratio of maximum to average illumination should not be more than 3:1.
Lighting of sections of highways within populated areas should be carried out in accordance with the requirements of SNiP II-4-79, and lighting of road tunnels - in accordance with the requirements of SNiP II-44-78.
Lighting installations for road and road intersections railways at one level must comply with the standards of artificial lighting regulated by the system of labor safety standards in railway transport.
Lamp supports on roads should, as a rule, be located behind the edge of the roadbed.
It is allowed to place supports on a dividing strip with a width of at least 5 m with the installation of fences.
Lighting and signal devices located on bridges over navigable waterways must not interfere with navigation of navigators and impair the visibility of navigable signal lights.
The lighting of highway sections should be turned on when the level of natural illumination decreases to 15-20 lux, and turned off when it increases to 10 lux.
At night, it is necessary to reduce the level of external lighting of long sections of roads (over 300 m in length) and approaches to bridges, tunnels and intersections of roads with roads and railways by turning off no more than half of the lamps. In this case, it is allowed to turn off two lamps in a row, as well as those located near a branch, an abutment, the top of a curve in a longitudinal profile with a radius of less than 300 m, a pedestrian crossing, a public transport stop, on a curve in the plan with a radius of less than 100 m.
Power supply to highway lighting installations should be carried out from the electrical distribution networks of the nearest populated areas or the networks of the nearest industrial enterprises.
The power supply to lighting installations at railway crossings should, as a rule, be carried out from the electrical networks of railways if these sections of the railway track are equipped with longitudinal power supply lines or electrical interlocking lines.
Management of outdoor lighting networks should be provided centralized remotely or use the capabilities of outdoor lighting control installations in nearby settlements or industrial enterprises.
Section 8. Set of measures operational control quality up to
RECEIVING AND PAYING THE MIXTURE
Related information.
