The most popular use of bitumen, in which crushed stone is impregnated with a binder, is the installation of asphalt pavement. Another application of this technology is the foundation waterproofing device.
There are two main types of bitumen: natural and artificially created oil.
If necessary additional protection foundation, you can use materials such as bitumen and crushed stone. Consistency (a product of oil refining) is different, liquid and solid. The rest of the nuances of its application and the necessary expense for the impregnation of crushed stone will be considered further.
Table of physical and mechanical properties of bitumen.
Before highlighting the question of what consumption is necessary for the impregnation of crushed stone, let's find out what bitumen is. This product is a substance of solid or resinous consistency. Need Types of UPVC Pipes? follow the link Types of PVC pipes
It consists of various complex mixtures of hydrocarbons and its derivatives. Most often, this is a combination of a hydrocarbon with sulfur, nitrogen and oxygen. It is impossible to identify all its components.
- This name in Latin means "mountain resin".
Bitumens are characterized by an amorphous structure; they do not have a certain degree of melting.
- Resistance to acid, alkaline, saline solutions of an aqueous nature 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 is such an indicator as hydrophobicity. In other words, they are not exposed to water, do not let it through, as they have a dense structure and zero porosity.
Scheme for the preparation of bitumen emulsions.
It is in connection with these qualities that they remain impervious to water and resistant to low temperatures. Due to these properties, bitumen is a fairly popular material in construction (roofing, waterproofing) and paving (for crushed stone). Using this impregnation, you will ensure reliable waterproofing of the 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 carried out most often by a quarry method (or mine), the further process of extracting bitumen from the rock is carried out using an organic solvent or by boiling out.
An artificial analogue (technical) is produced from the remains of oil refining products, the coal industry and shale, which have similar compositions to bitumen of natural origin.
The purpose is divided for construction, roofing and road purposes.
Characteristics
Characteristic table
All types have a special marking, which has the following decoding:
- For example, BNK - 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 regime at 25 degrees and a degree of load of 100 g (indicated in tenths of a millimeter);
- Such a type as construction is a combustible substance, in which the flash point is from 220 to 240 degrees, and the autoignition temperature is 368 degrees. Such bitumen is produced in the process of 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 works;
- Bitumen for roofing has a flash point of at least 240 degrees, and a self-ignition temperature of 300 degrees. Produced by the same method as the construction. Its application, in accordance with the name, is various roofing materials: glassine, ruberoid and others.
There is also such a view as a modified one. It differs from the usual improved, due to the addition of specialized additives (polymers), qualities.
Now let's look at such an indicator as consumption.
Table for assessing the adhesion of crushed stone and bitumen.
Bitumen consumption will also depend on the purpose for which bitumen is used. For example, when waterproofing with bitumen, it needs to be heated to a liquid consistency. The recommended application layer is from 1.5 to 2.5 millimeters, while the consumption will be from 1 to 1.5 kg per square meter.
- When making a road surface using bitumen, its bottling (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; consumption, from 1.5 to 2 l / sq.m for the coating device.
- In order to reduce consumption, asphalt concrete pavements containing activated powder are used. In this case, bitumen consumption is reduced by about 25%.
In addition to saving the bitumen component, there is a significant decrease in such quality as plasticity, and this circumstance directly contributes to an increase in the degree of stability of the resulting coating to deformation changes in the form of shear.
The device of asphalt concrete pavements
Scheme of the device of asphalt concrete pavements.
Any asphalt coating is made using a hot bituminous mixture, crushed stone (gravel), sand and mineral powder. The technological order of operations includes the following steps:
- applying a primer mixture, the layer of which is 1 mm on the concrete surface;
- laying an asphalt concrete mixture (it can be rigid or cast) and its subsequent compaction.
Asphalt concrete pavement requires a hard mix and subsequent compaction with a mechanical roller. Manual compaction of poured asphalt concrete is permitted only when the amount of work to be done is not very large or hard-to-reach places for a mechanical roller are to be compacted.
Table of adhesion of road bitumen to the surface of crushed stone.
Asphalt concrete, or rather its cast mixtures, are laid during the coating with 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 align mixtures using a rule. You need to move it along the beacons (rails), applying further compaction with a roller equipped with electric heater and weighing 70 kg;
- The end of tamping of cast asphalt concrete is expedient in case of elimination of its mobility under the influence of a roller;
- Each compacted layer, or rather its maximum thickness, cannot be more than 25 mm. Rollers are sometimes used to compact the mixture in hard-to-reach places;
- If there was a break in the work on the asphalt pavement, then the edge of the previously compacted area is heated. The seams must be carefully tamped until they become invisible. Areas with marriage (cracks, shells) are subject to cutting and smearing with a hot mixture.
As for the cases when crushed stone is used for the coating device, then it is necessary to use parts of natural origin that are identical in strength.
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. At the 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 from 80 to 200 mm. Do not forget that each of its layers must be trimmed, and then rammed with 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 traces of the roller have become invisible, compaction can be completed.
As noted above, crushed stone, or rather its layer, is covered with wedges, then with small pebbles, as well as sand no larger than 5 millimeters. After applying the above materials, the surface is moistened with water and rammed with a 12-tonne roller. Please note that if no marks remain after passing through the roller, compaction can be completed.
In a similar way, a coating of crushed stone impregnated in the form of bitumen is performed. Before impregnation, the gravel must be dry. If it is wet, it must be dried. In this case, the material consumption does not change, but this is how it should be according to technology.
Most often, the bitumen grade BN11 is used for impregnation. Impregnation is carried out by pouring hot bitumen in a uniform layer on crushed stone three times (over the entire area).
- Bitumen during the spill should have a temperature of 150 to 170 degrees. After spilling for the first time, it is necessary to immediately carry out the sprinkling with a wedge. After the second and third layers of bitumen, small stones are scattered in compliance with the ratio of 1 cubic meter per 100 square meters of surface. Do not forget about the even distribution of the stone between the pieces of rubble;
- The coating made in this way (with impregnation) has good strength, roughness and easily withstands traffic with an intensity of about 1000 cars per day.
As a disadvantage, one can note the high consumption of the bitumen component and the not always uniform distribution of the binder between the parts of the crushed stone. If bitumen is used in large quantities, then shifts and undulating 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 comply with the consumption recommended by experts.
Standard Requirements
Table of requirements for crushed stone and bitumen.
As already known, for the arrangement of the road surface, such a component as crushed stone is used. It is obtained by crushing rock. Depending on the method of construction and the type of road surface, one or another brand of crushed stone is chosen.
I would like to note that when making a road surface using impregnation, lamellar grains can be contained in crushed stone, not exceeding a value of 35%.
With regard to binders, the following options can be used for paving:
- viscous road oil in accordance with GOST 22245-76;
- liquid road oil bitumen with a slow and medium thickening rate (GOST 11955-74);
- road coal tar, corresponding to GOST 4641-74;
- other organic binders.
The choice of brand and type is directly dependent on what kind of coating is supposed to be done, the purpose of the layer, the method of performing work and other important factors.
crushed stone impregnation
If you are planning to build a house with a basement and a basement, then you cannot do without a waterproofing device. This is a very important stage in construction.
If you take care of the device of high-quality waterproofing, then in the future you will avoid problems with a high level ground water and inadequate foundation strength.
Therefore, take our advice and take care of the installation of a waterproofing layer at the stage of foundation construction. In any case, this will only increase the life of your building and get rid of dampness in the premises of the house.
About what consumption is most appropriate, it was said above. Next, you can get acquainted with the technological procedure for carrying out waterproofing work.
- Additional protection of the foundation is carried out using bitumen. They carry out the pouring of crushed stone intended for the foundation layer. First, you need to fill the crushed stone into the prepared pit of the future basement;
- Experts recommend using larger gravel. The filling of the remaining empty spaces is carried out by adding smaller parts of rubble;
- A mandatory action when building a foundation is to compact the rubble, as a result, its height should be about 40 millimeters. Now pouring is possible.
The layer is poured with hot bitumen, as a result of which an even more reliable seal is obtained. All voids not filled with small stones must be filled with an astringent.
Such a spill will provide reliable protection against moisture. After the impregnation of crushed stone is completed, it is necessary to fill it with concrete mix.
Technological map No. 2
Approximately the need for crushed stone per 200 m of base is determined by the formula
Q u \u003d b h K y K p 200,
where Q u - the volume of crushed stone, m 3;
b - base width, m;
h - conditional thickness of the base in a dense body is taken 2 cm less than the design one, 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 u \u003d 9.77 * 0.16 * 1.3 * 1.03 * 200 \u003d 418.6 m 3
Table 9
| process number | grip number | Sources of production rates | unit of measurement | Replaceable volume | Productivity per shift | Capturing cars required | Coef. use of machines | Link workers | ||
| By calculation | Received | |||||||||
| Payment | Marking work Transportation of crushed stone fr. 40 - 70 mm dump truck KAMAZ-5320 at a distance of 6.31 km Laying of crushed stone with a self-propelled spreader DS-54 Compaction of the crushed stone base with a vibratory roller DU-98 in 5 passes along 1 track proppant fr. 20-40 a / s ZIL-MMZ-4508-03 Distribution of propping material with a distributor of stone fines DS-49 Compaction with a self-propelled vibratory roller DU-98 in 4 passes along 1 track 203 Transportation of proppant fr. 10-20 a / s ZIL-MMZ-4508-03 Distribution of proppant with stone fines distributor DS-49 Compaction with a self-propelled vibratory roller DU-98 in 4 passes along 1 track -203 Transportation wedge fr. 5-10 a / s ZIL-MMZ-4508-03 Distribution of proppant material by the distributor of stone fines DS-49 Compaction by a self-propelled vibratory roller DU-98 for 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 4th grade - 1 Machinist 4 res. - 1 Machinist 4 res. - 1 Machinist 4 res. - 1 Machinist 4 res. - 1 Machinist 4 res. - 1 Machinist 4 res. - 1 Machinist 4 res. - 1 Machinist 4 res. - 1 Machinist 4 res. - 1 Machinist 4 res. - 1 Machinist 4 res. - 1 Machinist 4 res. – 1 Machinist 4 res. - one |
Squad Composition
Table 10
| Cars | Profession and rank of worker | The need for machine shifts | Need for cars | Load factor | Number of workers |
| to the grip | |||||
| Dump truck KAMAZ-5320 | Machinist IV category | 12.05 | 1.01 | ||
| Distributor DS-54 | Machinist IV category | 6,9 | 0,99 | ||
| Roller DU-98 | Machinist IV category | 1,34 | 0,34 | ||
| Asphalt distributor SD-203 | Machinist IV category | 0,61 | 0,20 | ||
| a\s ZIL-MMZ-4508-03 | Machinist IV category | 1,46 | 0,49 | ||
| Distributor DS-49 | Machinist IV category | 0,67 | 0,22 | ||
| Road worker II category | |||||
| TOTAL: | 23,03 |
Technological map No. 3 Construction of a layer of porous hot short-term asphalt concrete mix
Table 11
| calc. | Cleaning the surface of the base of the coating from dust and dirt with a KO-304 (ZIL) washing machine. | m² | 6872,73 | 0,25 | 0,25 | Water-l cat. FROM | ||||
| calc. | Transportation and bottling of bitumen emulsion by asphalt distributor DS-142B (KamAZ) with a material bottling rate equal to 0.0008 m 3 /m 2 | m² | 24391,6 | 0,07 | 0,07 | Water-l cat. FROM | ||||
| Marking work | m | 2 slaves 2nd time. | ||||||||
| calc. | Transportation of a mixture for the lower layer of coating by dump trucks KAMAZ 55111 to a distance of 2.49 km. | m³ | 472,73 | 43,09 | 10,97 | 1,0 | Water-l cat. FROM | |||
| calc. | Laying a mixture 7 cm thick with an asphalt paver DS-126A. | m³ | 132,664 | 472,73 | 0,28 | 0,28 | machinist 6 times and 7 slaves | |||
| calc. | Tucking the lower layer of the coating with light smooth-roller rollers DU-73 in 4 passes along the 1st track. | m³ | 132,664 | 0,21 | 0,21 | machinist 5 times. | ||||
| calc. | Compaction of the bottom layer of the pavement with heavy rollers BOMAG BW 184 AD-2 in 18 passes on the 1st track. | m³ | 132,664 | 196,27 | 0,68 | 0,68 | machinist 6 times. |
1 - Cleaning the surface of the base of the coating from dust and dirt with a KO-304 (ZIL) washing machine:
Sweeping width - 2.0 m;
Working speed – V=20 km/h.
The performance of this machine is calculated by the formula:
K in=0,75; K t=0,7;
n- the number of passes along one track (2);
t P- the time spent on the transition to the next trace (0.10 hours);
l PR– passage length (200 m);
but– track overlap width (0.20 m).
Determine the cleaning area:
In i- width of the crushed stone layer, m;
L– flow rate, m/shift.
where
t f
t pr
2 – Transportation and bottling of bitumen emulsion by asphalt distributor DS-142B (KamAZ) with a material bottling rate equal to 0.0008 m 3 /m 2:
We determine the performance of the asphalt distributor DS-142B (KamAZ):
q a- carrying capacity, m 3;
L
t n
tp
V- filling rate, m 3 / m 2;
K B
K T
We determine the number of cars / shifts according to the formula:
We determine the utilization rate of machines:
where
t f– actual number of machines/shifts;
t pr– accepted number of cars/shifts.
3
4 – Transportation of a mixture for the lower layer of coating by dump trucks KAMAZ 55111 to a distance of 2.49 km:
We determine the performance of KamAZ 55111:
q a
L– range of soil transportation, km;
ρ - density a / b, t / m 3;
υ is the speed of the car on a dirt road, km/h;
t n– vehicle loading time, h;
tp- time of unloading the car, h;
K B– internal time utilization factor (0.75);
K T- coefficient of transition from technical productivity to operational (0.7).
We determine the number of cars / shifts according to the formula:
We determine the utilization rate of machines:
where
t f– actual number of machines/shifts;
t pr– accepted number of cars/shifts.
5 – Laying a mixture with a thickness of 7 cm using a DS-126A asphalt paver:
Productivity of the asphalt paver: 130t/h = 130 8 / 2.2 = 472.73 m 3 /shift.
We determine the number of cars / shifts according to the formula:
We determine the utilization rate of machines:
where
t f– actual number of machines/shifts;
t pr– accepted number of cars/shifts.
6 – Tucking the bottom layer of the pavement with light smooth-roller rollers DU-73 in 4 passes along one track:
Performance:
K in=0,75; K t=0,75;
n- the number of passes along one track (4);
t P
l PR– passage length (200 m);
but
b
h SL
V p- working speed, (8 km/h).
We determine the number of cars / shifts according to the formula:
We determine the utilization rate of machines:
where
t f– actual number of machines/shifts;
t pr– accepted number of cars/shifts.
7 – Compaction of the bottom layer of the pavement with heavy rollers BOMAGBW 184 AD-2 in 18 passes on one track:
Performance:
K in=0,75; K t=0,75;
n- the number of passes along one track (18);
t P- the time spent on the transition to the next trace (0.005 hours);
l PR– passage length (200 m);
but– track overlap width (0.20 m);
b– compaction width in one pass, m;
h SL– thickness of the laid layer;
V p- working speed, (11 km/h).
We determine the number of cars / shifts according to the formula:
We determine the utilization rate of machines:
where
t f– actual number of machines/shifts;
t pr– accepted number of cars/shifts.
Squad Composition
Table 12
| Cars | Profession and rank of worker | The need for machine shifts | Need for cars | Load factor | Number of workers |
| to the grip | |||||
| Watering machine KO-304 | Machinist IV category | 0,25 | 0,25 | ||
| Asphalt distributor DS-142B | Machinist IV category | 0,07 | 0,07 | ||
| a/c KAMAZ 55111 | Machinist IV category | 10,97 | 0,99 | ||
| Asphalt paver DS-126A | 0,28 | 0,28 | |||
| Roller DU-73 | Machinist IV category | 0,21 | 0,21 | ||
| Heavy roller BOMAG bw 184 | Machinist V category | 0,68 | 0,68 | ||
| TOTAL | 12,46 |
Technological map No. 4
The device of a layer of a covering from dense hot m / z asphalt concrete mix
Transportation of the asphalt concrete mixture is provided by the MAZ-510 dump truck, the productivity of which is determined by the formula:
where T- duration of the work shift, hour; T=8 hour
k- coefficient of intra-shift use of time; k=0,85
g- carrying capacity of the machine, t; g=7 t
L- transportation distance, km; L=4.6 km
V- average speed, km/h; V=20 km/h
t- idle time under loading, t=0.2 hour
P=72.1 t/shift
Table 13
| process number | grip number | Sources of production rates | Description and technological sequence of processes. Applied machines. | unit of measurement | Replaceable volume | Productivity per shift | Capturing cars required | Coef. use of machines | Link workers | |
| By calculation | Received | |||||||||
| E-17-5 tab. 2 item 3 calculation § E17-6 E17-7 item 26 E17-7 item 29 | Pouring of bituminous emulsion with a flow rate of 0.5 l per 1 m 2 with a DS-82-1 asphalt distributor. Transportation of a fine-grained mixture of a / sMAZ-510 at an average distance of 4.6 km with unloading into an asphalt paver bunker. Distribution of a fine-grained mixture in a layer of 10 with a DS-1 screed paver Rolling during operation of the paver-5 passes in 1 track with a DU-50 roller (6t) Rolling with a DU-42A roller weighing over 10 tons with 20 passes, in 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 | Machinist V p.-1 mash. IV p.-1 machine IV p.-1 MashVI p.-1 A/concrete workers V p.-1 IV p.-1 III p.-2 Mash V p.-1 MashVI p.-1 2work |
Calculations to technological map
1. Pouring of bituminous emulsion with a flow rate of 0.5 l per 1 m 2 with an asphalt distributor DS-82-1:
With a filling rate of 0.5 l / m 2, the volume of material is 700 l \u003d 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 cm with a paver
P \u003d 8 * 100 / 2 \u003d 400 m 2 / shift
m = 1400/400= 3.5 cars
4. Rolling when the paver is working - 5 passes on 1 track with a roller
P \u003d 8 * 100 / 0.31 \u003d 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 \u003d 8 * 100 / 0.72 \u003d 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 | The need for machine shifts | Need for cars | Load factor | Number of workers |
| to the grip | |||||
| Asphalt distributor DS-82-1 | Machinist V category | 0,04 | 0,04 | ||
| Assistant Engineer IV category | |||||
| Dump truck MAZ-510 | Machinist IV category | 5,96 | 0,99 | ||
| Asphalt paver DS-1 | Machinist VI p.-1 | 3,5 | 0,88 | ||
| Roller DU-50 (6t) | Machinist V category | 0,54 | 0,54 | ||
| Roller DU-42A (6t) | Machinist of the VI category | 1,2 | 1,2 | ||
| TOTAL | 11,24 |
Technological map No. 5 for strengthening roadsides and planning work
Table 15
| Backfilling of roadsides with imported soil. h = 7 cm. | ||||||||||||||||||||||||||||||
| I | Marking work | m | 2 slaves 2nd time. | |||||||||||||||||||||||||||
| I | calc. | Transportation of soil by dump trucks MAZ 5516 at a distance of 4.14 km. | m³ | 66,78 | 51,81 | 1,29 | 0,65 | Water-l cat. FROM | ||||||||||||||||||||||
| I | E17-1 | Leveling and profiling the soil with a motor grader DZ-99 over the entire width. | m² | 5333,33 | 0,16 | 0,16 | machinist 6 times. | |||||||||||||||||||||||
| I | E17-11 | Soil compaction by a self-propelled roller DU-31A on pneumatic tires with 6 passes on one track. | m² | 6153,85 | 0,14 | 0,14 | machinist 6 times. | |||||||||||||||||||||||
| Filling the roadsides with gravel. h = 5 cm. | ||||||||||||||||||||||||||||||
| I | Marking work | m | 2 slaves 2nd time. | |||||||||||||||||||||||||||
| I | calc. | Transportation of crushed stone by dump trucks MAZ 5516 at a distance of 4.14 km. | m³ | 44,1 | 52,62 | 0,84 | 0,84 | Water-l cat. FROM | ||||||||||||||||||||||
| I | E17-1 | Leveling and profiling of crushed stone with a DZ-99 motor grader over the entire width. | m² | 5333,33 | 0,11 | 0,11 | machinist 6 times. | |||||||||||||||||||||||
| I | E17-11 | Compaction of gravel with a self-propelled roller DU-31A on pneumatic tires with 6 passes along one track. | m² | 6153,85 | 0,1 | 0,1 | machinist 6 times. | |||||||||||||||||||||||
| Planning work. | ||||||||||||||||||||||||||||||
| II | Marking work | m | 2 slaves 2nd time. | |||||||||||||||||||||||||||
| II | E2-1-39 | Leveling the slopes of the embankment with a motor grader DZ-99 for 2 circular passes along the 1st track. | m² | 33333,3 | 0,14 | 0,14 | machinist 6 times. | |||||||||||||||||||||||
| II | E2-1-5 | Covering the slopes of the embankment vegetative 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 | machinist 6 times. | |||||||||||||||||||||||
1 – Stakeout work: a 200 m long block is broken up by 2 workers of the 2nd category.
2 – Transportation of soil by dump trucks MAZ 5516 at a distance of 4.14 km (the quarry is located at PK 15 + 00 at a distance of 1.5 km from the road):
q a– load capacity of a dump truck, t;
L– range of soil transportation, km;
ρ - soil density, t / m 3;
υ is the speed of the car on a dirt road, km/h;
t n– vehicle loading time, h;
tp- time of unloading the car, h;
K B– internal time utilization factor (0.75);
K T- coefficient of transition from technical productivity to operational (0.7).
We determine the number of cars / shifts according to the formula:
We determine the utilization rate of machines:
t f– actual number of machines/shifts;
t pr– accepted number of cars/shifts.
3 - Leveling and profiling the soil with a DZ-99 motor grader over the entire width:
Pi– surface width, m;
L– flow rate, m/shift.
where
T
N
H vr- the norm of time according to ENiR.
We determine the number of cars / shifts according to the formula:
We determine the utilization rate of machines:
where
t f– actual number of machines/shifts;
t pr– accepted number of cars/shifts.
4 – Soil compaction by a self-propelled roller DU-31A on pneumatic tires with 6 passes along one track:
In i is the width of the sand layer, m;
L– flow rate, m/shift.
T– shift duration, h;
N- unit of the volume of work for which the norm of time is calculated;
H vr- the norm of time according to ENiR.
We determine the number of cars / shifts according to the formula:
We determine the utilization rate of machines:
where
t f– actual number of machines/shifts;
t pr– accepted number of cars/shifts.
5 – Stakeout work: a 200 m long block is broken up by 2 workers of the 2nd category.
6 – Transportation of crushed stone by dump trucks MAZ 5516 at a distance of 4.14 km (the quarry is located at PK 15 + 00 at a distance of 1.5 km from the road):
We determine the performance of MAZ 5516:
q a– load capacity of a dump truck, t;
L– range of soil transportation, km;
ρ - density of crushed stone, t / m 3;
υ is the speed of the car on a dirt road, km/h;
t n– vehicle loading time, h;
tp- time of unloading the car, h;
K B– internal time utilization factor (0.75);
K T- coefficient of transition from technical productivity to operational (0.7).
We determine the number of cars / shifts according to the formula:
We determine the utilization rate of machines:
where
t f– actual number of machines/shifts;
t pr– accepted number of cars/shifts.
7 – Leveling and profiling of crushed stone with a DZ-99 motor grader over the entire width:
The surface area is determined by the formula:
Pi– 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 the volume of work for which the norm of time is calculated;
H vr- the norm of time according to ENiR.
We determine the number of cars / shifts according to the formula:
We determine the utilization rate of machines:
where
t f– actual number of machines/shifts;
t pr– accepted number of cars/shifts.
8 – Compaction of gravel with a self-propelled roller DU-31A on pneumatic tires with 6 passes along one track:
Determine the seal area:
In i is the width of the sand layer, m;
L– flow rate, m/shift.
We determine the performance of the rink brand DU-31A:
T– shift duration, h;
N- unit of the volume of work for which the norm of time is calculated;
H vr- the norm of time according to ENiR.
We determine the number of cars / shifts according to the formula:
We determine the utilization rate of machines:
where
t f– actual number of machines/shifts;
t pr– accepted number of cars/shifts.
9 – Stakeout work: a 200 m long block is broken up by 2 workers of the 2nd category.
10 - Grading of the embankment slopes with a motor grader DZ-99 for 2 circular passes along one track:
We determine the performance of the grader DZ-99:
T– shift duration, h;
N- unit of the volume of work for which the norm of time is calculated;
H vr- the norm of time according to ENiR.
l slope= 6 m (conditionally accepted).
We determine the number of cars / shifts according to the formula:
.
We determine the utilization rate of machines:
where
t f– actual number of machines/shifts;
t pr– accepted number of cars/shifts.
11 - Covering the embankment slopes with a vegetative layer 0.4 m thick 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 the volume of work for which the norm of time is calculated;
H vr- the norm of time according to ENiR.
The surface area of the slopes of the embankment is determined by the formula:
l slope= 6 m (conditionally accepted).
We determine the number of cars / shifts according to the formula:
.
We determine the utilization rate of machines:
where
t f– actual number of machines/shifts;
t pr– accepted number of cars/shifts.
Squad Composition
Table 16
The final composition of the squad
Table 17
| Cars | Profession and rank of worker | The need for machine shifts | Need for cars | Load factor | Number of workers | ||
| Dump truck KAMAZ-5320 | Machinist IV category | 25,6 | 0,98 | ||||
| A/grader DZ-99 | VIP driver | 0,53 | 0,53 | ||||
| Watering machine MD 433-03 | Machinist IV category | 0,6 | 0,6 | ||||
| Smooth-roller roller DU-96 | Machinist V category | 1,2 | 1,2 | ||||
| Dump truck KAMAZ-5320 | Machinist IV category | 12.05 | 1.01 | ||||
| Distributor DS-54 | Machinist IV category | 6,9 | 0,99 | ||||
| Roller DU-98 | Machinist IV category | 1,34 | 0,34 | ||||
| Asphalt distributor SD-203 | Machinist IV category | 0,61 | 0,20 | ||||
| a\s ZIL-MMZ-4508-03 | Machinist IV category | 1,46 | 0,49 | ||||
| Distributor DS-49 | Machinist IV category | 0,67 | 0,22 | ||||
| Road worker II category | |||||||
| Watering machine KO-304 | Machinist IV category | 0,25 | 0,25 | ||||
| Asphalt distributor DS-142B | Machinist IV category | 0,07 | 0,07 | ||||
| a/c KAMAZ 55111 | Machinist IV category | 10,97 | 0,99 | ||||
| Asphalt paver DS-126A | Machinist VI p.-1 And 7 workers | 0,28 | 0,28 | ||||
| Roller DU-73 | Machinist IV category | 0,21 | 0,21 | ||||
| Heavy roller BOMAG bw 184 | Machinist V category | 0,68 | 0,68 | ||||
| Watering machine KO-304 | Machinist IV category | 0,25 | 0,25 | ||||
| Asphalt distributor DS-142B | Machinist IV category | 0,07 | 0,07 | ||||
| a/c KAMAZ 55111 | Machinist IV category | 10,97 | 0,99 | ||||
| Asphalt paver DS-126A | Machinist VI p.-1 And 7 workers | 0,28 | 0,28 | ||||
| Roller DU-73 | Machinist IV category | 0,21 | 0,21 | ||||
| Heavy roller BOMAG bw 184 | Machinist V category | 0,68 | 0,68 | ||||
| Asphalt distributor DS-82-1 | Machinist V category | 0,04 | 0,04 | ||||
| Assistant Engineer IV category | |||||||
| Dump truck MAZ-510 | Machinist IV category | 5,96 | 0,99 | ||||
| Asphalt paver DS-1 | Machinist VI p.-1 | 3,5 | 0,88 | ||||
| Asphalt concrete workers V p.-1 IV p.-1 III p.-2 | |||||||
| Roller DU-50 (6t) | Machinist V category | 0,54 | 0,54 | ||||
| Roller DU-42A (6t) | Machinist of the VI category | 1,2 | 1,2 | ||||
| MAZ 5516 | Water-l cat. FROM | 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 | ||||||
Determination of the number of dump trucks for transporting fuel and lubricants to the track
Table 18
| km | Carriage distance | Performance | Payment | 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 | ||
| Rubble (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 | ||
| R/B 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 installation of the pavement. At the same time, all temporary entrances and exits should be eliminated.
Drainage ditches and cuvettes must be strengthened as soon as they are installed.
The planning and strengthening of the slopes of high embankments and deep cuts (including the installation of drainage) should be carried out immediately after the completion of the construction of their individual parts (tiers).
When strengthening slopes by sowing ladders on a layer of vegetative soil, slopes of excavations developed in dense clay soils, loosen before laying the vegetable 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 performed from the bottom up after the installation of a persistent concrete berm. Upon completion of the installation, it is necessary to fill the cells with vegetable soil (with subsequent sowing of grasses), stone materials or soil treated with a binder.
Strengthening of slopes with the use of geotextiles should be carried out in the following sequence: laying geotextile sheets by rolling rolls from top to bottom along the slope with the sheets overlapping by 10-20 cm and fixing within the shoulders; dumping of vegetable soil with sowing of grasses; arrangement of a drainage layer and installation of a prefabricated mount on flooded areas of slopes.
When using geotextiles with its treatment with a binder, the work should be performed in the following order: laying out the surface of the slope to be strengthened; laying a geotextile sheet with fixing its edges with pins or powdering with a sand roller; watering the canvas with a binder, for example, bituminous emulsion; sanding.
The joint of geotextile with adjacent prefabricated or monolithic concrete fastening elements must be carried out by placing a web under the element or gluing the geotextile with hot bitumen to the surface of the element.
When reinforcing flooded slopes, cones, dams with prefabricated slabs, the material of the return filter or leveling layer must first be laid. Plates must be laid from the bottom up. IN winter period the prepared slope surface must be cleared of snow and ice.
When reinforcing slopes with flexible filter-free reinforced concrete pavements from blocks, they should be laid on the slope from the bottom up close to each other. In the case when the project provides for fixing the blocks with the help of anchor piles, the blocks should be laid from top to bottom. The gap between adjacent blocks should not exceed 15 mm.
When reinforcing slopes with cement concrete using the pneumatic spray method, it is first necessary to lay metal mesh and fix it with anchors. Spraying should be carried out from the bottom up, followed by care of the cement concrete.
When constructing roadsides, it is necessary to eliminate deformations of the subgrade over the entire area of roadsides, add soil to the level established by the project, plan and compact.
The technology for laying pavements made of monolithic and prefabricated cement concrete, asphalt concrete, bitumen-mineral mixture, black crushed stone, crushed stone (gravel), soil crushed stone (soil gravel) materials on roadsides is similar to the technology for making pavement bases and pavements from these materials, given in the relevant sections of these rules.
Monolithic concrete drainage trays should be arranged 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 arranging trays should be cut in freshly laid concrete using a metal lath; it is allowed to arrange joints in hardened concrete with a single-disk cutter.
Section 7. Construction of the road
Design solutions highways must ensure: organized, safe, convenient and comfortable movement of vehicles at design speeds; uniform driving conditions; observance of the principle of visual orientation of drivers; convenient and safe location of junctions and intersections; the necessary adhesion of car tires to the surface of the roadway; the necessary arrangement of roads, including protective road structures; necessary buildings and structures of road and motor transport services, etc.
When designing plan elements, longitudinal and transverse profiles of roads according to standards, it is necessary to evaluate design solutions in terms of speed, traffic safety and bandwidth, including during unfavorable periods of the year.
When designing roads, it is necessary to develop schemes for arranging road signs with designation of places and methods for their installation, and schemes for road markings, including horizontal ones for roads with capital and lightweight road pavements. The marking should be combined with the installation of road signs (especially in areas with long-term snow cover). When developing layouts technical means organizations traffic GOST 23457-86 should be used.
To ensure traffic safety, the installation of advertising on motor roads is not allowed.
Clarified coatings are recommended to be used to highlight pedestrian crossings (zebra type), bus stops, transitional speed lanes, additional lanes on lifts, lanes for car stops, roadways in tunnels and under overpasses, at railway crossings, small bridges and other areas where obstacles are hard to see against the road surface.
Stationary electric lighting on roads should be provided at sites within settlements, and if it is possible to use existing electrical distribution networks, also at large bridges, bus stops, intersections of roads of categories I and II with each other and with railways, at all connecting branches intersection nodes and at approaches to them at a distance of at least 250 m, at roundabouts and on access roads to 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 illumination of the road, excluding the alternation of illuminated and unlit sections.
Outside populated areas, the average brightness of road sections, including large and medium bridges, should be 0.8 cd / m 2 on category I roads, 0.6 cd / m 2 on category II roads, and on connecting branches within transport interchanges - 0.4 cd / m 2.
The ratio of the maximum brightness of the road surface to the minimum should not exceed 3:1 on road sections 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 at night should be 15 lux, and the ratio of maximum illumination to average should not exceed 3:1.
Lighting of sections of roads within settlements 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 at intersections of roads and railways at the same level must comply with the artificial lighting standards regulated by the system of labor safety standards in railway transport.
Lighting supports on roads should, as a rule, be located behind the edge of the subgrade.
It is allowed to place supports on a dividing strip with a width of at least 5 m with the installation of fences.
Light and light-signal devices located on bridges across navigable waterways should not interfere with navigators in orienting and impair the visibility of navigation signal lights.
Turning on the lighting of sections of roads should be done when the level of natural light is reduced to 15-20 lux, and turned off when it is increased to 10 lux.
At night, it should be planned to reduce the level of outdoor lighting of long sections of roads (more than 300 m long) and entrances 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, junction, 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 a plan with a radius of less than 100 m.
The power supply of lighting installations of highways should be carried out from the electrical distribution networks of the nearest settlements or networks of the nearest industrial enterprises.
The power supply of lighting installations of railway crossings should, as a rule, be carried out from electrical networks railways, if these sections of the railway track are equipped with longitudinal power supply lines or electric blocking lines.
The management of outdoor lighting networks should be provided by a centralized remote control or use the capabilities of outdoor lighting control installations in nearby settlements or industrial enterprises.
Section 8. A set of measures for operational quality control of DO
RECEPTION AND STAYING THE MIXTURE
Similar information.
So, in order, the information is confirmed by the test reports of the leading manufacturers of polystyrene concrete, I made a conclusion for myself and wrote at the end of the commentary. MOISTURE RESISTANCE and HYGROSCOPICITY This is the most important property of any building material, especially in areas with high humidity. The higher the moisture resistance of the material, the more durable, stable and warmer it is. Polystyrene concrete absorbs no more than 6% of moisture from the atmosphere, it can be in the open air for almost unlimited time. STRENGTH Due to the super strong cement-polystyrene matrix, polystyrene concrete has unique strength characteristics. This material is so durable that a fall from the height of a five-story building will not cause significant damage to the block. FIRE RESISTANCE Polystyrene concrete does not burn, it is able to withstand the enormous temperatures caused by fire, due to its unique thermal conductivity coefficient, it does not allow heat to penetrate deep into the wall. Flammability class NG. Fire resistance class EI180. DURABILITY The service life of a house made of polystyrene concrete is at least 100 years. Over the years, the strength of polystyrene concrete only increases. FROST RESISTANCE Tests for frost resistance and the amplitude of temperature fluctuations from + 75°С to - 30°С were carried out on 150 freeze-thaw cycles without loss of integrity and heat-insulating ability. THERMAL INSULATION It has long been recognized that polystyrene (styrofoam) is the best heat insulator in the world, it is even warmer than wood! A house made of polystyrene concrete does not require insulation: it is cool in summer and warm in winter. NOISE INSULATION Polystyrene concrete provides the best noise absorption rate, 18-20 cm dampens sound from 70 decibels. Consequently, in a house made of polystyrene concrete, there is special comfort: noise from the street and inside from adjoining rooms and bathrooms. ECONOMY The cost per square meter of a finished wall is cheaper than other materials. Due to the high level of heat retention, walls made of polystyrene concrete can be built 25% thinner than from alternative materials (aerated concrete and foam concrete) and 4 times thinner than brick. Savings on wall thickness lead to overall savings in the construction of the box (foundation, roof and walls) up to 50%. At the same time, the quality of the house will be even higher, and the house itself will be warmer. SEISMIC RESISTANCE Seismic resistance 9-12 points. Polystyrene concrete has not only compressive strength, but also the highest tensile and bending strength. Therefore, polystyrene concrete is considered the most reliable and earthquake-resistant material. LIGHTNESS A large-sized block 200x300x600 mm does not exceed a weight of 17 kg, which facilitates the work of a bricklayer and reduces the time for laying walls: it replaces 20 bricks in volume, and almost three times lighter in weight. ANTISEPTICITY The additive used in the manufacture of polystyrene concrete does not allow insects, rodents to start up in the walls, prevents the formation of mold and fungus that have a negative impact on health. VAPOR PERMEABILITY Polystyrene concrete walls “breathe” similarly to wood walls, and there is no danger of condensation and waterlogging for them. This provides a comfortable environment in houses made of polystyrene concrete. PLASTICITY Plasticity is the only material made of cellular concrete that makes it possible to produce window and door lintels, its bending strength is 50-60% of the compressive strength, for concrete this parameter is 9-11%. CRACK RESISTANCE Polystyrene concrete, due to its elasticity, is incredibly resistant to cracking. And this guarantees a long period of preservation of interior decoration and durability of the whole house. MANUFACTURING High speed of erection of wall structures due to the lightness and convenient geometry of the blocks. Easily sawn and chipped, the possibility of giving building material any geometric shape. ENVIRONMENTAL The International Building Code (IRC) classifies polystyrene as one of the most energy efficient and environmentally friendly insulation materials. Thus, polystyrene concrete has a lot of undeniable advantages over materials such as expanded clay concrete, autoclaved and non-autoclaved aerated concrete, foam concrete, wood concrete, etc. The disadvantages of polystyrene concrete appear only if its brand is chosen incorrectly and the technology of masonry and preparation for interior decoration. It can be said with absolute certainty that there is not a single significant advantage for materials such as aerated concrete and foam concrete over polystyrene concrete. At the same time, polystyrene concrete significantly surpasses them in key characteristics.
For insulation work, we recommend using this method to "insure" basement or basement floors, as well as road surfaces. To do this, you need to purchase bitumen and crushed stone. Further in the article we will tell you more about this technique and its nuances.
Technology Description
This work is carried out at the very first stage of the construction of the building. Let's take a closer look at all the operations:
Conditions for the operation
In accordance with SNiP 3.04.01-87 - "Finishing and insulation work":
- Temperature in the air from 5 ° C and above at the floor level and only after the laying of crushed stone;
- Impregnation with hot bitumen should be carried out by pouring over the entire area evenly in three layers;
- Consumption should be between 6 and 8 liters per square meter on the first layer, on the second and third layers - from 2.5 to 3 liters per square meter. The number of degrees of hot mountain resin varies from 150 to 170 degrees.
These two materials bonded together provide excellent waterproofing. Next, the concrete mixture is poured - the base of the room is formed. It is important to clearly calculate the consumption for 1m2 of crushed stone and carry out the process in strict accordance with GOST.
Consumption of bitumen for pouring crushed stone
In accordance with SNiP 3.06.03-85 - "Motorways", clause 10.17, bottling is carried out in the following ratio:
- on a crushed stone base - 0.8 l / m2;
- on the milled surface - 0.5 l/m2;
- between layers of asphalt concrete pavement - 0.3 l/m2.
APPROVED by Glavdortekh (letter N GPTU-1-2/332 dated 26.05.87)
The initial stage of violation of the evenness of the roadway are single potholes. To prevent their development, timely current (patching) repair of road surfaces is necessary. Repair work is difficult in the conditions of the cold wet period of the year, when the destruction of coatings occurs and progresses most intensively. A method for patching coatings by the simplest means under adverse weather conditions is proposed.
Recommendations for repairs were developed taking into account the author's certificate N 834303 based on research conducted at the Rostov Civil Engineering Institute. The recommendations were confirmed during the performance of pilot work and introduced into the practice of road repair in the DRSU of the production department of Rostovavtodor, the North Caucasian Highway and other organizations of the country.
The recommendations were developed in accordance with the research plan of the Minavtodor of the RSFSR on the topic SD-02-76 "Improving the technology and organization of work on the repair and maintenance of roads" in the development and addition to the "Technical rules for the repair and maintenance of roads" (VSN 24-75 *) / Minavtodor of the RSFSR - M.: "Transport", 1976 regarding the organization and implementation of the current repair of road surfaces.
________________
* Here and below. There are "Methodological recommendations for the repair and maintenance of public roads" . - Note "CODE".
The recommendations were developed by Associate Professor, Candidate of Technical Sciences Matrosov A.P. with the participation of engineers Shostenko N.G. and Zolotareva K.V.
1. GENERAL PROVISIONS
1. GENERAL PROVISIONS
1.1. Areas of single destruction and deformation of the roadway are subject to current (patching) repair of road surfaces: potholes, subsidence, breaches, secrecy, wide cracks, collapse of edges. In order to prevent intensive violation of the evenness of coatings, the current repair of destruction and deformation should be carried out at an early stage of their development. untimely (belated) Maintenance leads to an increase in the labor and material costs necessary for repair, reduces the service life of coatings, reduces the speed and increases the cost of road transport, and adversely affects the provision of convenience and traffic safety.
1.2. Most of the destruction and deformation of road surfaces occurs in the cold, wet autumn-spring period of the year, when the current repair of pavements with heating or cutting out defective areas and filling the cuttings with asphalt concrete mixtures is difficult due to adverse weather conditions for the production of work and the preparation of repair materials.
1.3. The method proposed by these recommendations for the current (pitting) repair of coatings with crushed stone with re-impregnation with bitumen is applicable to improved coatings of lightweight and capital types and is expedient at low positive air temperatures both in dry and wet weather using the simplest means of mechanization and working equipment.
1.4. Mainly small-sized (up to 0.5-1.5 m) destructions and deformations, mainly with steep edges, with a traffic intensity of less than 5-7 thousand cars per day, are subject to repair. With greater traffic intensity, the proposed repair method should be considered as a temporary repair measure, followed, if necessary, by repeated repair under favorable weather conditions using known methods provided for by the "Technical Rules for the Repair and Maintenance of Highways" (VSN 24-75), including with using special road repair machines such as DE-5, DE-5A, MTRDT, MTRD, road repairer 5320, road foreman 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 wet (natural moisture) surface of the repair crushed stone and the repaired coating. Foaming of bitumen is accompanied by a partial displacement of moisture from the surface of the coating and mineral material, which contributes to the adhesion of the binder material to them.
________________
* The numbering corresponds to the original. - Note "CODE".
1.7. Reverse impregnation allows the use of ordinary stone material, unsuitable for impregnation from top to bottom, where clean one-dimensional crushed stone is needed.
1.8. The service life of sections 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 rub. per 1 m (Appendix 1).
2. MATERIALS USED
2.1. For the repair of coatings with crushed stone with reverse impregnation with a binder, it is advisable to use oil road viscous bitumen: BND 130/200; BND 90/130. In the absence of bitumen, as an exception, coal tar and tar are used (the experience of Rostovavtodor).
The temperature of bitumen during its pouring 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 stone, coarse gravel and non-decaying metallurgical slags. The grade of crushed stone in terms of crushability should be at least 600, in terms of wear in the shelf drum not lower than I-IV, in terms of frost resistance not less than Mrz 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, designed for porous asphalt concrete with a crushed stone size of not more than 20 mm. In the absence of these materials, in some cases it is allowed to use ordinary crushed stone, no larger than 20 mm, with a content of 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, containing free water.
2.4. With 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. For the repair of roads with a traffic intensity exceeding 7 thousand vehicles per day, it is advisable to use durable blackened crushed stone with a fraction size of 15-20 mm (experiment of Sevkavavtodorogi).
3. MECHANIZATION AND LABOR TOOLS
3.1. A truck with a three-seat cab or a special repair vehicle is equipped with a bituminous thermos boiler, a bunker or compartment for mineral material, and a place for tools. Working equipment can be placed on a trailer 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 tube built into the boiler (rational proposal of the Salsky DRSU of Rostovavtodor). It is also possible to use a tarmacerator.
3.3. The distribution hose with a nozzle for pouring bitumen, and in its absence a distribution watering can, is placed in a hot chamber built into the boiler tank.
3.4. The crushed stone compartment or bin is installed so as to provide good access to the material.
3.5. Hand tools are placed in the body of the machine: scrapers, brooms, shovels, trowels, a rammer, a rail, a ruler-probe, as well as signal barriers (two signs 1.23 "Roadworks", a barrier with signs fixed on it 3.24 "Maximum speed limit" and 4.22 "Avoiding obstacles"). To ensure fire safety, the car is equipped with an additional fire extinguisher, and for the purposes of labor protection - with an additional first-aid kit.
4. TECHNOLOGY AND ORGANIZATION OF WORK
4.1. When repairing coatings with crushed stone impregnated with 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); seal.
4.2. The work is performed by a link consisting 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 being repaired, indicated to the driver by the link worker with the obligatory installation of signal fencing means.
4.4. After preparing the equipment, materials and tools, the defective area is cleaned of dust, dirt and free water with a scraper and a broom. By means of a manual distributor, and in its absence, a watering can, the first worker (link) pours hot bitumen onto the repaired surface at the rate of 1-1.2 l/m per 1 cm of the depth of unevenness. 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 the 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 manual rammer. If at the same time the bituminous foam has not risen to the surface of the crushed stone, the bitumen is re-bottled at the rate of up to 0.5 l / m, covered with a thin layer of crushed stone and compacted. Consolidation is also possible with the wheel of the vehicle used for the work.
