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 made of porous hot metal 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 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 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 with 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 the slopes of high embankments and deep excavations (including the installation of drainages) should be carried out immediately after the completion of the construction of their 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, dams with prefabricated slabs, material must first be laid reverse filter or leveling layer. 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 coverings The blocks should be laid on a 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 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 installed mechanized way 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, it should be cut in freshly laid concrete using a metal lath; it is allowed to make seams 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 layouts technical means organizations traffic 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.
Power supply for lighting installations railway crossings should, as a rule, be carried out from electrical networks railways, if these sections railway track equipped with longitudinal power supply lines or electrical blocking 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 for operational quality control of subsidiaries
RECEIVING AND PAYING THE MIXTURE
Related information.
Please tell me, maybe someone has come across... In the project "Dismantling and restoration of asphalt concrete pavement" the total area of coverage is indicated, as well as: 1) Crushed stone impregnated with bitumen - 30 cm 2) Asphalt - 12 cm In the technical part it is written that the volume of bitumen is determined according to the project, but this volume is not specified in the project. The contractor used almost 150 kg of bitumen per cube of crushed stone! Do I need to use this bitumen at all (as a Customer), and if so, how to correctly calculate the volume?
Why don’t you have a question about the thickness? crushed stone base and the coating itself? I can’t say for sure about the thickness crushed stone covering, and the thickness of the asphalt concrete pavement should be 5 cm for the first layer and 4 cm for the second. It seems that with such a contractor you will have to fully study SNiP.
That's for sure... which is essentially what I'm doing now... The fact is that the project itself was done by the same contractor... Can you tell me the SNiP number?
SNiP 2.05.02-85, SNiP 3.06.03-85.
THANK YOU!
I read SNiP, but still didn’t understand a lot... For my volume - 2710 m2 with a foundation made of crushed stone 30 cm thick, according to SNiP it turns out very high consumption bitumen (30 liters per 1 m2) Is it possible for me, as a Customer, to refuse bitumen altogether? Will this not disrupt the entire technology for constructing asphalt concrete pavements? Will there be any problems?
You decided to drown crushed stone in bitumen - 30 liters per 1 m2. You can refuse bitumen by replacing it with bitumen emulsion. Why do you need impregnation of crushed stones? bases with bitumen? What are you building? Bitumen is usually used as a primer material with a consumption of up to 3 liters per m2 for crushed stone. On roads of categories 3-4, we assume consumption at the rate of 0.9 tons per 1000 m2. What is the design rationale for impregnation?
I have a device utility networks(heating mains, water supply, sewerage) during the construction of a shopping center in a built-up part of the city... There is no justification in the project, it is only indicated: Dismantling and restoration of asphalt concrete pavement a) asphalt - 12 cm b) crushed stone impregnated with bitumen - 30 cm That's all. .. what to do?
To be honest, I am not a great expert in road construction and I know the technology of this matter superficially (the specialization is different). Therefore, I began to think like an estimator. No one will tell you this on the forum. Only a designer will tell you this, who has seen and studied the initial data for design - geology with all sorts of bullshit like "analysis of soil mechanics". Change project - serious decision and I think that it’s not worth taking responsibility. The project includes “Crushed stone impregnated with bitumen,” which means it needs to be implemented. However, if, and you, as a customer, doubt the correctness of this design solution, then I think you should contact a third organization that has a design license for an opinion on this issue. And only then, as a customer, make a decision - to change the project or not. Next. About bitumen consumption. In order to check whether there was a lot or little bitumen, I tried to rely on the price 27-06-024-6 + 27-06-024-7. We see that per 1000 m2 with a thickness of 30 cm, this tells us the quantity is 8.24 tons + 22 * 1.03 tons = 30.9 tons. This means that for 1 m2 - 31 kg. This means that the SNiP data is correct (you write 30 kg)? If we calculate the quantity per 1 m3, we get (see the same prices): 30.9 tons / (12.8 + 91.8 + 22 * 10.2) = 94 kg . Your contractor wrote 150 kg. It turns out that this is too much, the contractor got excited. I would ask for an explanation - perhaps there are some arguments that are not on the surface. This is also used to prepare the surface for laying asphalt. Another technological process. They will pour the mesh in thin streams - and that’s it. Pouring crushed stone is another thing. But whether or not to spill this crushed stone is, as I wrote above, a question for the designers.
To determine the bitumen consumption (at least the maximum), I would do it simpler... crushed stone 100% impregnated with bitumen is essentially asphalt concrete, right?))) density of a/concrete 2.5 t/m3 density of crushed stone 1.7 t/m3 bitumen consumption for pouring 2.5-1.7 = 0.8t/m3
so 150 kg is normal)))
No, besides crushed stone there is also all sorts of stuff (if I’m not mistaken, sand, chalk, additives, etc.) I’m too lazy to look. That is, I think it’s easy to make a mistake if you think like that. Although it's a good idea, it might be worth taking a closer look.
But seriously, you don’t need to soak crushed stone, 15-20cm is enough, and 8-10cm is enough for concrete, even if it’s a roadway
How much does 1 liter weigh? bitumen?
The design of the restored road pavement must correspond to the existing one. What did you understand? Crushed stone is impregnated with bitumen to strengthen the road surface, and yours is not weak. The 30 cm base is usually arranged in 2 layers. What is the point of impregnating the upper and lower layers with bitumen? In 14 years in road construction, I have never encountered this, and even with such bitumen consumption... If the bitumen consumption was not specified in the project, you can insist on using 27-06-024-6 + 27-06-024-7 with recorded bitumen consumption
Unfortunately I couldn't do it earlier. Here is a fragment on the restoration of the road surface, from which it follows that the thickness of the crushed stone is 0.2. There is no bitumen in the resources.
Guys, I thank you all from the bottom of my heart for your help!
Of course, you don’t have a road made of asphalt in this estimate))) But to the point: there is a so-called “black crushed stone”, it is this that is impregnated with such an amount of bitumen, but it’s too cool to use for your foundation!!! Take 20 cm of crushed stone, then pour bitumen over crushed stone 0.8 kg per m2, then the bottom layer of asphalt (porous) 5-6 cm, then pour 0.3 kg per m2 over the bottom layer of asphalt, the top dense layer (B-II ) 4-5 cm thick. This design will even withstand trucks!!! Good luck
This is a fragment of "Dismantling and restoration of asphalt concrete pavement" Then there is
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 necessary additional protection For the foundation, you can use materials such as bitumen and crushed stone. 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 uses, as the name suggests, are 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, it is poured (BND90/130) at a heating temperature of about 150 degrees, using an asphalt spreader over the entire width of the existing surface.
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. Seal manually cast asphalt concrete is permitted only when the volume of work to be done is not very large or areas that are difficult to reach with a mechanical roller are to be compacted.
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, we can note the high consumption of the bitumen component and the not always uniform distribution of the binder between parts of the crushed stone. If you use bitumen in large quantities, then shifts and wave-like protrusions 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%.
Concerning binding materials, then the following options can be used for the road surface:
- viscous road oil in accordance with GOST 22245-76;
- liquid road petroleum bitumen with slow and average speed thickening (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 a basement and ground floor, then you cannot do without a waterproofing device. This is very important stage in construction.
If you take care of installing high-quality waterproofing, you will avoid problems with high level groundwater and with 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.
Impregnation is a technological process for constructing or restoring an improved lightweight type of road surface through successive layer-by-layer spreading and compaction stone materials(crushed stone, gravel of various sizes) with declinging of the base layer and impregnation with organic binders. Depending on the thickness of the structural layer, impregnation is carried out to a depth of 4-10 cm. Impregnation with a depth of 4-7 cm is often called semi-impregnation.
Coatings using the impregnation method are made mainly from crushed stone of igneous rocks of a grade not lower than 800 or sedimentary and metamorphic grades of not lower than 600. For bases, crushed stone of a grade not lower than 600 is used. Crushed stone (gravel) must meet the requirements of GOST 8267-93 “Crushed stone and gravel from dense rocks breeds for construction work. Technical conditions".
For impregnation, crushed stone is used, divided into fractions, for example, 40-70, 20-40, 10-20 (or 15-20), 5-10 (or 3-10) mm. If the impregnation depth is less than 8 cm, the first fraction (40-70 mm) is not used. The last, finest fraction, intended for the protective layer, is not used when constructing foundations.
The volume of crushed stone of the main (first) fraction with a size of 40-70 mm or 20-40 mm should be determined taking into account a coefficient of 0.9 to the design thickness of the structural layer and an increase in this volume by 1.25 times for compaction. The volume of each subsequent fraction of crushed stone is taken equal to 0.9-1.2 m 3 per 100 m 2 of base or coating.
Viscous organic binders with a needle penetration depth of 90 to 200×0.1 mm or bitumen emulsions of classes EBK-2, EBK-3 and EBA-2 are used as binders for impregnation.
Binders used for impregnation must withstand tests for water resistance of the film according to amendment No. 2 to GOST 12801-98. If it is necessary to improve the adhesion of bitumen to the surface of crushed stone, appropriate surfactants are introduced into the bitumen.
The consumption of viscous binder and emulsion in terms of bitumen is taken equal to 1.0-1.1 l/m 2 for each centimeter of layer thickness. When using an emulsion, the concentration of bitumen in it is 50-55% when using limestone crushed stone and 55-60% when using granite crushed stone.
Coatings and bases using the impregnation method are installed mainly in the warm season in the absence of rain and the air temperature in spring and summer is not less than 5°C, in autumn not lower than 10°C. The sequence of work performed when constructing crushed stone coverings and bases using the impregnation (semi-impregnation) method is given in Table. 1 and 2.
Table 1
Sequence of work during the construction of coatings and bases with a thickness of 8-10 cm
| Sequence of work | Coating | Base |
| Distribution of the main fraction of crushed stone with a size of 40-70 mm, m 3 /100 m 2 | 9-11 | 9-11 |
| 5-6 | 5-7 | |
| Filling of binder, l/m 2 | 6-8 | 8-10 |
| Distribution of the proppant fraction of crushed stone with a size of 20-40 mm, m 3 /100 m 2 | 1-1,1 | 1,1-1,4 |
| Compaction with a roller, number of passes per track | 2-4 | 5-7 |
| Filling of binder, l/m 2 | 2-3 | - |
| Distribution of the second proppant fraction of crushed stone with a size of 10-20 mm (15-25 mm), m 3 / 100 m 2 | 1-1,1 | - |
| Compaction with a roller, number of passes per track | 3-4 | - |
| Filling of binder, l/m 2 | 1,5-2 | - |
| Distribution of the closing fraction of crushed stone with a size of 5(3)-10 or 5(3)-15 mm, m 3 /100 m 2 | 0,9-1,1 | - |
| Compaction with a roller, number of passes per track | 3-4 | - |
table 2
Sequence of work during the construction of coatings and bases with a thickness of 5-7 cm
| Sequence of work | Coating | Base |
| Distribution of the main fraction of crushed stone with a size of 20-40 mm, m 3 /100 m 2 | 5,5-8,0 | 5,5-8,0 |
| Compaction with a roller, number of passes per track | 4-5 | 5-7 |
| Filling of binder, l/m 2 | 5-7 | 5-7 |
| Distribution of crushed stone proppant fraction size 10-20 (15-20) mm, m 3 /100 m 2 | 0,9-1,1 | 1.0-1,2 |
| Compaction with a roller, number of passes per track | 3-4 | 5-7 |
| Filling of binder, l/m 2 | 1,5-2,0 | - |
| Distribution of the closing fraction of crushed stone with a size of 5 (3)-10 or 5 (3)-15 mm, m 3 /100 m 2 | 0,9-1,1 | - |
| Compaction with a roller, number of passes per track | 3-4 | - |
Crushed stone is distributed with a mechanical distributor, the binder is poured with asphalt distributors. In exceptional cases, a motor grader can be used to distribute the main fraction of crushed stone.
The length of the simultaneously processed area (length of the grip) is designated such that the entire cycle of work can be completed within one day, or at least the first proppant fraction of crushed stone can be distributed and compacted.
The main fraction of crushed stone is evenly distributed over the entire width of the roadway, maintaining the required evenness and transverse profile. In some cases, for example, if it is impossible to bypass the area under construction, it is permissible to construct the pavement alternately along the halves of the roadway.
The distributed crushed stone is first compacted with light rollers (5-6 tons) in 2-3 passes along one track, starting compaction from the edge of the roadway. Then compaction is continued with heavy rollers (10-12 tons). To avoid crushing, low-strength crushed stone (grade 600) is compacted only with light rollers weighing up to 6 tons. When compacting, care is taken to ensure that crushed stone does not crush.
The number of passes of the roller along one track is determined by test compaction. During compaction, the surface density and cross-section are constantly monitored using cross bars and templates. All irregularities must be eliminated at the very initial stage of compaction. Crushed stone is usually compacted without watering. When the air temperature is above 20°C, it is advisable to water low-strength crushed stone at a rate of 8-10 liters of water per 1 m2 of surface. After compaction of the main fraction, the binder is poured, while the emulsion can be poured over wet crushed stone, and bitumen - only after it has dried.
The temperature of the binder with a needle penetration depth of 130 to 200×0.1 mm should be 110-130°C; binder with a needle penetration depth of 90 to 130×0.1 mm should be heated to 130-150°C. Emulsions, as a rule, are used without heating, but at air temperatures below 10°C they should be used warm (at a temperature of 40-50°C).
The binder can be poured over the entire width of the roadway or along one half of it, which must be poured evenly, without gaps.
Before the spilled hot binder cools, the next fraction of crushed stone is scattered with a mechanical distributor to fill the pores between the crushed stones of the main fraction, without forming an independent layer. Mechanical distributors move over the scattered crushed stone.
After distribution, the crushed stone is compacted with rollers in 5-7 passes along one track when using one proppant fraction and in 3-4 passes when using two proppant fractions. Crushed stone of strong rocks is compacted with heavy rollers, and crushed stone of low strength is compacted first with light ones and then with heavy ones.
Having compacted the proppant fraction, a closing mat is placed on the coating. To do this, the binder is poured and before it cools, crushed stone of 5 (3)-10 or 5 (3)-15 mm in size is distributed and compacted with 3-4 passes of a roller weighing 6-8 tons. In the process of compacting the last fraction of crushed stone, it continues to be swept with hard brooms, filling the remaining pores. The coating surface after distribution and compaction of the last fraction of crushed stone should be dense.
When using bitumen emulsions as a binder, arrange protective layer on a coating made from the last, smallest fraction of crushed stone, and a coating layer should be installed on the prepared base after 3-5 days to ensure the evaporation of water from the underlying layers.
When distributing and compacting proppant and closing fractions, they continue to control the evenness and transverse profile of the surface, while simultaneously eliminating deviations from the established requirements. Evenness is assessed by the size of the gaps under the three-meter strip. Clearances under the rail should be no more than 10 mm.
During the filling of the binder, the asphalt distributor must move at a constant speed. When pouring the binder alternately along one and the other half of the roadway, it is necessary to ensure the correct mating of both halves. To do this, a strip of spilled binder at the inner edge 10-15 cm wide is not covered with crushed stone. When pouring the binder, crushed stone is scattered on the second half, including the remaining uncovered strip on the first half.
To avoid the appearance of unevenness due to excess binder, the transverse joints of adjacent sections should not overlap when pouring the binder. To do this, the end of the finished mating section is covered for 2-3 m with paper or roofing felt. The asphalt distributor must reach the set speed before approaching the closed end of the finished section. During the passage of the asphalt distributor through closed place open the distribution pipe nozzles. Binder consumption is adjusted in advance.
When constructing coatings and bases using the impregnation method, the quality of crushed stone and binding materials, their consumption rates, the temperature of the binders, and the quality of compaction are controlled. The degree of compaction of layers arranged by impregnation is checked by a test run of a roller weighing 10-13 tons; there should be no movement of crushed stone or the formation of waves in front of the roller drum.
After completion of the installation of coatings using the impregnation (semi-impregnation) method, the movement must be regulated for 20-25 days, ensuring uniform formation and compaction of the coating over the entire width; if necessary, compact the coating with rollers to create flat surface; sweep away rubble scattered by passing cars with a broom; sprinkle with fine crushed stone areas where there is an excess of binder.
During the formation of the coating, peeling of the coating, local loosening, delayed formation, and potholes may occur; such defects must be eliminated. Small potholes that appear during the formation of the coating are cleaned of dust and dirt, watered with bitumen or emulsion (0.8-1.2 l/m2), sprinkled with small crushed stone in the amount necessary to fill the potholes, and compacted.
