mojca turk-sustainable pavements for european nms

7/30/2019 Mojca Turk-Sustainable Pavements for European NMS

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Sustainable Pavements for

European New member States

2006 - 2009


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Summary

Objectives Consortium

Scope of the workandDeliverables

Conslusions

Dissemintion

NMS

CEEC

WEC

CoordinatorC

CC


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The standard of the road infrastructure differs throughout the European

Union member states. The present volume of heavy road transport

requires a sustainable road infrastructure immediately.

There is a constant need for new resistant pavement materials,

that should comply with the EU regulations.

Objectives


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The objective of the SPENS research project

is to develop appropriate tools and procedures

for the rapid and cost-effective rehabilitation and

maintenance of roadsespecially in the EU

New Member States.

Objectives


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During the three years (September 2006 August 2009)

we were searching for materials and technologies forroad pavement construction and rehabilitation that would:

- behave satisfactorily in a typical climate,

- have an acceptable environmental impact,

- be easy to incorporate

within existing technologies,

- be cost-effective and easy

to maintain,

taking into account theavailability of materials and

traditional construction techniques.

Objectives


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Consortium

Project start:09/2006

Duration:

3 years

Partners:

10, majority from NMS

Budget:

~ 3 mio (total cost)

Coordinator:

ZAG (Slovenia),

Mrs. Mojca Ravnikar Turk

Website:http://spens.fehrl.org


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WP No. Leader Affilia-tion Deputy Affilia-tion

WP 1Mojca

Ravnikar

Turk ZAG Ale nidari ZAG

WP 2 LszlGspr KTI Josef Stryk CDV

WP 3 Safwat Said VTI Ana Mladenovi ZAG

WP 4 MarjanTuar ZAG WojciechBakowski IBDiM

WP 5Manfred

Haider arsenalLennart

Folkesson VTI

WP 6 StevePhillips FEHRL AdewoleAdesyiun FEHRL

Consortium

NMS

CEEC

WEC

CoordinatorC

CC


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WP1Management

day to day management

WP 2

Road

assessment

and monitoring

WP 3

Improvement

of pavement

structure

WP 4

Evaluation of

meterials for

road upgrading

WP 5

Environmental

assessment

WP 6 Dissemenation and exploatation

Final symposium

2.1 Traffic load

equivalency

factors

2.2 Non -

destructive

testing

2.3 Decision

makingmethodology

3.1 Reinforcement

of pavements

3.2 Road construction

(recycled material)

3.3 Asphalt mixture

design

4.3 Upgrading of

aphalt macadam

4.2 High Modulus

Asphalt tests

4.1 Performance of

modified bitumen

5.1 Environmental

assessment of pavements

5.2 Role of road network

as source of noise

emission

Consortium


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Scope of the work and deliverables

Recommendations for traffic equivalency factors

Guidelines of a complex methodology for

non-destructive pavement measuring techniques

Guidelines on systematic decision making

methodology on the pavement rehabilitation

of low volume road

WP2 Road assessment and moni tor ingEUROPEAN COMMISSION

DG RESEARCH

SIXTH FRAMEWORK PROGRAMME

Sustainable Surface Transport

Sustainable Pavements for European New Member States

FINAL PLAN FOR USING AND DISSEMINATINGTHE KNOWLEDGE

Deliverable no. D14

Dissemination level Public

Work Package WP1 Task 1.1

Editor Mojca Ravnikar Turk

Authors Adewole Adesiyun, Ale nidari

S t a t u s ( F : f i n a l , D : d r a f t ) D r a f t v 2

F i le N a m e S P E N S - 0 1 - D 1 4 _ 1 2 M a r c h 0 9 . d o c

P r o j e c t C o n t r a c t N o . C o n t r a c t N o . 0 3 1 4 6 7 ( S T R E P , P r i o r i t y 1 . 6 . 2 )

P r o j e c t S t a r t D a t e a n d D u r a t i o n 0 1 S e p t e m b e r 2 0 0 6 , 3 6 m o n t h s


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Guidelines of a complex methodology for non-destructive pavement measuring

techniques

In EU member states there is a variety of apparatus in use today for non-destructive

pavement measuring techniques. There are five surface

parameters that are of major importance for pavement management systems:

longitudinal evenness

bearing capacity

skid resistance (in combination with macro texture)

surface defects transversal evenness (not covered in SPENS report)


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Bearing capacity

For measuring bearing capacity, usually Falling Weight Deflectometers are used

(more than 300 FWDs in use worldwide in 2001).

no European nor Internationalstandard for FWD measurements

well established calibration procedure for the FWD device itself, as well as

for harmonisation of different devices (COST 336 Falling Weight Deflectometer).

As shown in the harmonisation exercise in SPENS,

the results of the measurements itself were well comparable.


techniques


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Bearing capacity

The calculation of E-modulus was not part of the harmonisation and is not part ofCOST 336.

Important imput parameter is the layer thicknesses. As this is decisive for the

bearing capacity calculations, FWD measurements can be supported by Ground

Penetrating Radar measurements.

One drawback of the FWD method is that is gives just a point information.

Due to its static measurement, the travelling speed is low.

For network analysis, Traffic Speed Deflectometers have been introduced in Denmark

and Great Britain. These devices operate at speeds up to 80 km/h.


techniques


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Longi tudinal eveness

Static and quasi-static (Profilograph)measurement device are

widely used for acceptance tests on newly built roads throughout Europe.

Unfortunately, evenness defects of longer wavelengths (over 2 do 4m),cannot

be detected by these devices.


techniques

The high speed measurement devices

use laser sensors and/or accelerometers

to record a true profile. From this profile,

different indices can be calculated, with

the IRI (International Roughness Index)

as the most popular among them.


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Longi tudinal eveness

Harmonisation can rely on the use of a reference device that makes the judgement

of how good a device operates rather easy. The VTI Primal was used in the SPENS

harmonisation test.


techniques

.! For the accreditation for network

monitoring, not only the

measurement device itself should

be investigated. Equally important

is the computation of the indexes

from the measurement results.

Primerjava vrednosti IRI (20m) in posedkov nivelete ceste

0

1

2

3

4

5

6

7

8

9

6,400 6,500 6,600 6,700 6,800 6,900 7,000 7,100 7,200

stacionaa (km)

vrednostIRIza20m

odseke

-18

-16

-14

-12

-10

-8

-6

-4

-2

0

vertikalnipomiknivelete(cm)

november 2004

november 2008

mejna vrednost IRI

skrajna mejnavrednost IRI

posedki nivelete

ceste 2004-2008(cm)


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a freely rotating wheel is mounted at an angle of 20 to the direction oftravel of the vehicle. Fitted to the wheel is a smooth rubber tyre under aknown vertical load. The road surface immediately in front of the test wheelis wetted.

The resistance to sliding generates a sideways acting force. The ratio ofthis sideways-acting force to the vertical load on the wheel is averaged foreach measured 10 m and reported as SR (Scrim Readings).

Skid resistanceSCRIMTEX measuringdevice


techniques


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! Measurements should be done in the wheel track, not between the wheel tracks.The nearside wheel track should be chosen, which is the right wheel track incountries with right-hand traffic. Speed correction and correction of seasonal and

temperature influences may be necessary.! Reasonable intervals for network monitoring are 3 to 5 years.

Skid resistance


techniques


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Long-term performance of reinforced pavements

A methodology for testing and implementing selected recycled materials

and industrial by-products in road construction

Practical mix design model for asphalt mixture

WP3 Impact assessment of roads on the environment



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Steel waste

Lime

Steel furnance

Products -

reinforcement

Liquid slag

A methodology for testing and implementing selected recycled materials and

industrial by-products in road construction


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Wetting of hot slag Wetting of cold slag

(15 days)




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Agening of slag 30 days


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Crushing of slag Fractioning


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8/11 mm4/8 mm



h d l f d l l d l d l d


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Sustainable road construction test fieldslong-term behaviour (skid resistance) of the wearing course with slag

aggregate in typical climate

Type of road: regional built inJune 2007

Annual average daily traffic:4000

Width: 6 m Length: 300 m

Thickness of new asphalt layer:4 cm

Type of asphalt: AC 11 (asphaltconcrete)




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On one laneconventional natural aggregate(silicate 4/8 and 8/11 + carbonateaggregate 0/2 mm)

On the other laneslag aggregate(0/4, and 4/8 and 8/11 +carbonate aggregate 0/2 mm).



A h d l f d l l d l d l d


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Comparable skid resistance on both lanesOn the test field the skid resistance and texture were measured

(three times on each lane) in November 2007.

A h d l f i d i l i l d l d i l d


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The test field using steel slag aggregate showed

no problems reported by the contractor, either in the designing of the mix,its transport nor in the placing of the asphalt,

after six months the test field is stable, showing no signs of degradation,

skid resistance on the section constructed using natural aggregate, and the

section made using steel slag aggregate, were comparable.

The properly manufactured

steel slag can be a used

for sustainable

road construction



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industrial by-products in road constructionSustainable road construction test fields

long-term behaviour ofbuildning rubblein unbound layer

Type of road: regional, constructed in June 2007

Width: 6 m Length: 300 m

Thickness of unbound layer: 30 cm



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spreading of building rubblecrushed concrete

natural aggregate to be used

crushed concrete to be

used

Determination of long term behaviour

(bearing capacity, deterioration) of the

unbound layer


industrial by-products in road constructionlong-term behaviour of buildning rubble in unbound layer

A th d l f t ti d i l ti l t d l d t i l d


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industrial by-products in road constructionPlan of instrumentation

crushed concrete natural aggregate

crushed concrete natural aggregate

vertical deformation transducer

soil pressure gauge

TDR moisture probe

temperature probe

Legend:

EMBANKMENT

SUB BASE

116 115 114

ASPHALT

v v

v

T

T

UNBOUND LAYER

GRANULAR BASE LAYER

11 cm

20 cm

40 cm

80 cm

16cm

A th d l f t ti d i l ti l t d l d t i l d


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probes for

moisture

content

measure-

ments

Soil pressure

gauge

Vertical

deformation

probe





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industrial by-products in road constructionLaboratory tests

Basic: grading, Proctor test (maximum dry density, optimum moisture content),

Methylene blue

Advanced: Repeated load triaxial tests (RLT) - according to the French

standard procedure NF P98-235-1 at three different moisture contents

In-situ tests:

Moisture content and temperature of unbound layers were monitored



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0,000

0,020

0,040

0,060

0,080

0,100

0,120

0,140

0 0,5 1 1,5 2

t[s]

p[MPa

]

P_RC

P_NA



0,000

0,010

0,020

0,030

0,040

0,050

0,060

0,070

0,080

0 0,5 1 1,5 2

t[s]

L[mm]

L_RC

L_NA

In-situ tests:

Measurements of stress and deformation in unbound layer at each vehicle pass



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Results

Field data showed direct dependence of modulus of elasticity from

moisture content changes in unbound layer.

Crushed concrete exerts lower deformations and moisturesensitivity in same environmental conditions than compared natural

aggregate

No negative effects on environment from crushed concrete was

observed

Results of this study showed that crushed concrete can be good

replacement of the natural aggregate for construction of the

unbound layers.


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Laboratory and field implementation of high modulus asphalt concrete.

Requirements for HMAC mix design and pavement design.

Recommendations for modified binder usage in pavement

Guidelines for selection the most convenient upgrading systems based on

results of heavy vehicle simulator tests and cost-benefit analyses of field

trials

WP4 Evaluation of mater ials for road upgrading


Guidelines for selection the most convenient upgrading systems based on results


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Upgrading of roadstest fields in Draguova Type of road: local (in Draguova) constructed in November 2007 (asphalting)

Annual average daily traffic: very low

Type of road structures: aspahlt 6 different pavement structures

Width: 3,6 m Length: 6x50m=300 m

Thickness of unbound base layer:20cm of gravel

Thickness of unbound sub base layer:40-50cm of gravel

SubgradeCalyey silt with very low bearing capacity


of heavy vehicle simulator tests



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6 different pavement structures

Thickness of asphalt layer:6 to 13cm





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2 very weak pavement structures





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2 weak pavement structures





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2 similar - one reinforced pavement structure





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instrumentation in the base layer

f pg g y




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construction control

f pg g y


Repeated load triaxial tests

Dry density and moisture

Static deformation modulus



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asphalting works November 2007

f pg g y


testing April 2008



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Heavy Vehicle Symulator

Loading wheel: single ordouble

Loading range: 60kN and 100kN (up to

110 kN)

Maximal wheel velocity: 10-12km/h

Temperature chamber : 20C

(0-30C)Power supply: electricity (generator) or

diesel engine

Distance: 8m (6m with constant velocity)

Tire pressure: 800kPa

Capacity: 150 000 loadings per week

HVS dimensions: 23,0 x 3,8 x 4,0 m




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Guidel ines for the environmental assessment o f various pavement typesinclud ing recommendations to road authori t ies in New Member States

Activities were oriented towards two sources of road impact on the environment

- emissio n of part ic les,

- noise emiss ionsof typicalpavements

Various types of pavement commonly used in the EU New Member states were

assessed in laboratories and in-situ with regard to their influence on

traffic-generated surface wear of pavements and

generation (and characterization) of pavement-wear particles,

noise emission by the pavement / tyre interaction.

Its a fact that the tyre-surface-contact is the main source of road traffic noise atvehicle speeds above 30 km/h (passenger cars) to 50 km/h (trucks).

WP5 Impact assessment of roads on the environment


Guidelines for the environmental assessment of various pavement types


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In-situ-tests of acoustic pavement parameters and traffic noise emission situations using the

stat ist ical pass-by methodaccording to EN ISO 11819-1 (SPB method) were carried outin Czech Republic, Slovakia and Slovenia

andc lose prox imi ty m ethod measurementsaccording to ISO/CD 11819-2 (performed by

arsenal research from Austria)

.

including recommendations to road authorities in New Member States

Conclusions


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rehabilitation and maintenance of roads in the EU New Member StatesThe NMS issues have been addressed, typical (local) materials were usedfor testing.

Diversity of partners

Language was not an obstacle in communication

Little experience in EU projects

We learned fast

Close contacts, informal, day-to-day, quick exchange of experience

Comparison of laboratory test results (round robin test)

Conclusions

Conclusions


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Scope of the work

SPENS provides research into road assessment, materials forpavements and environmental impact

Research results are interesting also for expers from other states(Ukraine, EU-15)

the research has raised new issues,additional testing as well as

post constructional (long-term monitoring) are needed

Clustering with other EU project

past EU projects have been implemented,

!It is very important to share the experience gained not only withinSPENS but also within other (national etc) research projects.

Conclusions

Dissemination


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EUROPEAN COMMISSION

DG RESEARCH

SIXTH FRAMEWORK PROGRAMMESustainable Surface Transport

Sustainable Pavements for European New Member States

FINAL PLAN FOR USING AND DISSEMINATINGTHE KNOWLEDGE

Deliverable no. D14

Dissemination level Public

Work Package WP1 Task 1.1

Editor Mojca Ravnikar TurkAuthors Adewole Adesiyun, Ale nidari

S t a t u s ( F : f i n a l , D : d r a f t ) D r a f t v 2

F i l e N a m e S P E N S - 0 1 - D 1 4 _ 1 2 M a r c h 0 9 . d o c

P r o j e c t C o n t r a c t N o . C o n t r a c t N o . 0 3 1 4 6 7 ( S T R E P , P r i o r i t y 1 . 6 . 2 )

P r o j e c t S t a r t D a t e a n d D u r a t i o n 0 1 S e p t e m b e r 2 0 0 6 , 3 6 m o n t h s

ARCHES & SPENS

international seminar

Ljubljana, 27-28 August 2009

TRA, Transport Research

Arena 2010

Brussels, 07-10 June 2010

Dissemination

Dissemination


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Thank you for your attention

http://spens.fehrl.org

Dissemination

mojca turk-sustainable pavements for european nms

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