Pouring crushed stone with bitumen. Recommendations for the repair of road surfaces with crushed stone impregnated with bitumen. Consumption of bitumen for pouring crushed stone
bituminous emulsion. Processing, impregnation, primer. Price 11 rubles. m2. (EBA-2). Reinforcement of pavement layers. Modern eco-friendly material for road works.
Types of work and material | Unit measurements | price, rub. | Consumption of emulsion gr. on the m 2 |
Surface treatment with emulsion (EBA-2) | |||
Surface treatment of asphalt bases with anionic bituminous emulsion (EBA-2) | m 2 | ||
Treatment of concrete and crushed stone bases with anionic bituminous emulsion (EBA-2) | m 2 | ||
Treatment (strengthening) of pavement layers by impregnation with anionic bituminous emulsion (EBA-2) | m 2 | 1200 |
|
EBA-2 is an indispensable, modern and environmentally friendly material for the construction of roads and patching. The most common application of bituminous emulsion is foundation waterproofing, asphalt treatment, processing. Bituminous road emulsion is a low-viscosity liquid Brown color. Everyone knows that the pavement gains its final strength as the mixture cools. As an alternative solution, the bitumen is diluted with petroleum solvents (kerosene) until it becomes liquid, and the final strength of the material is only achieved when the solvent evaporates. In this case, bitumen emulsion provides an alternative approach in which the bitumen is liquefied by dispersion in water. 
Bituminous emulsions can be used with wet and cold stone materials, and due to this, the final process of "hardening" of the road material takes place, when the emulsion breaks down - returns to the continuous bituminous phase - water disappears. In other words, bitumen emulsion is used as a binder that provides comfortable conditions for processing. pavement. It is used for different types coatings: asphalt, crushed stone and concrete. Bitumen emulsion is divided into two types: anionic (EBA) and cationic (EBK). The main difference between the above types of emulsions lies in the interaction with the processed materials. 
Requires reliable waterproofing. Particular care must be taken to waterproof buildings with a basement and ground floor. After all ground water, which are under the surface of the earth, can penetrate into the basement. Constantly acting on the unprotected foundation of the structure, they will gradually destroy it.
To avoid this phenomenon and protect the basement and basement from moisture, a waterproofing method using bitumen is used. And it does not matter at what depth groundwater occurs. In any case, you need to protect the basement from water. For horizontal waterproofing of premises, waterproofing is carried out using crushed stone poured with bitumen,.
Bitumen is a hydrocarbon compound produced during the refining of petroleum. In fact, this is a waste of oil production. Bitumen can be liquid or solid. Solid bitumen must be heated in a special boiler before waterproofing.
Waterproofing technology
In the pit, which is prepared for the future basement, not very large crushed stone 20 40 mm. can be supplemented with fine gravel to fill the gaps between individual stones as much as possible. The crushed stone layer is carefully compacted to achieve the same thickness and uniform density. The layer thickness should be about 40 mm.
After that, a layer is shed with bitumen, which fills all the voids in the crushed stone layer. Bitumen strengthens the crushed stone and protects it from water penetration. Then, a cement screed is made on top of the crushed stone layer with bitumen. This technology of waterproofing has been around for a long time. As many years of experience show, this method of waterproofing is very reliable and effective.
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 | |||||||||
| Calculation | 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 stone fines distributor 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 propping material with a 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);
a– 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:
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);
a
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);
a– 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 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 more than 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 with a vegetation 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:
where
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 | 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 | ||
| 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 constructed.
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 vegetable soil, it is necessary to loosen the slopes of excavations developed in dense clay soils before laying 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 overlapping of the sheets 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. AT 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 spraying method, it is first necessary to lay a 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 shoulders, it is necessary to eliminate deformations subgrade over the entire area of roadsides, top up the 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 building pavement bases and pavements from these materials, given in the relevant sections of these rules.
Monolithic concrete drainage trays should be arranged in a 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 for roads should provide: 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 roads according to standards, design solutions should be evaluated in terms of speed, traffic safety and throughput, 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 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, at all connecting branches of intersections 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 areas.
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 standards artificial lighting 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.
Lighting and signaling devices located on bridges across navigable waterways should not interfere with navigators in orienting and impair the visibility of navigational 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 envisaged 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 the branch, junction, top of the curve in longitudinal profile with a radius of less than 300 m, a pedestrian crossing, a public transport stop, on a curve in plan with a radius of less than 100 m.
Power supply lighting installations roads 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 of nearby settlements or industrial enterprises.
Section 8. A set of measures for operational quality control of DO
RECEPTION AND STAYING THE MIXTURE
Similar information.
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 implemented in 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.
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* 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. The 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 method of repair should be considered as a temporary repair event, followed, if necessary, by repeated repairs under favorable weather conditions using known methods provided for " technical rules repair and maintenance of roads" (VSN 24-75), including the use of 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 effect of foaming that occurs when hot bitumen interacts with a cold wet (natural moisture) surface of 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.
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* 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 should be at least 600 in terms of crushability, not lower than I-IV in terms of wear in the shelf drum, and not less than Mrz 50 in terms of frost resistance.
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. Placed in the back of the car hand tool: scrapers, brooms, shovels, trowels, rammers, a rail, a ruler-probe, as well as signal fencing means (two signs 1.23 " Road works", enclosing the barrier with the signs 3.24 "Maximum speed limit" and 4.22 "Obstacle avoidance" fixed on it. To ensure fire safety, the car is equipped with an additional fire extinguisher, and for labor protection - with an additional first-aid kit.
4. TECHNOLOGY AND ORGANIZATION OF WORK
4.1. When repairing coatings with crushed stone with reverse impregnation 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.