Pothole repair of roads from transcom. Patching of the road surface: technology, methods, GOST
S. Dorokhin
A highway, like any engineering structure, is designed for a certain service life, during which it is exposed to the effects of transport and weather and climatic factors. The most unprotected element of the road is the asphalt concrete pavement.
Due to loads and overloads, pavement materials wear out and age. Wear and tear occurs for other reasons, for example, due to the initial low quality of materials, low-tech performance of road construction operations. A common technological error is insufficient compaction of the roadway, which eventually results in irregularities, deformations, peeling, chipping, cracks, chips, potholes, pits.
Practice has established that annually local maintenance of the coating is required for 2 ... 3% total area roads. When serious damages and defects reach 12...15%, it is generally accepted to repair all 100% of this area. Systematic "treatment" of the road surface is carried out different methods‚ means and materials, which together determine the quality, service life and cost, i.e. the effectiveness of repair work, the main purpose of which is to ensure the safe movement of vehicles on the road at the speed allowed by the Rules of the Road.
In Russia, road surface repairs are most often carried out with the onset of stable warm, not lower than +5 ° C, and dry weather, although the need for urgent unscheduled or emergency repairs occurs almost at any time of the year and under any weather conditions.
In the April issue of the magazine, it was about grouting as the first measure to prevent further destruction. Today we will talk about the elimination of road pits, potholes and chips, in other words, about patching.
The choice of technological method of patching must meet certain requirements or criteria. The sealing of the defect must be of high quality and correspond to the required indicators of density, strength, evenness and roughness of the main part of the coating. The repaired area as a result of properly carried out work will last a long time. To comply with the technological process of pavement repair, the presence or availability of the required materials, machines and installations is necessary. Depending on the weather conditions, a simple or complex repair method is chosen, but in any case, it must meet the efficiency criteria for the timely opening of traffic. And, of course, repairs should be low-cost.
In Russia, asphalt concrete is laid on most of the roads with an improved type of pavement (95 ... 96%), therefore, the main amount and the greatest variety of repair materials, machines, technologies and new developments relate specifically to asphalt concrete pavements.
The most affordable and common method of their repair is hot patching. asphalt mix because road services have a wide network of asphalt production plants and all the traditional raw materials (crushed stone, sand, mineral powder, bitumen) necessary for the preparation of the mixture.
When using hot technology, the quality of the pavement is very high, but this method of repair depends on weather conditions and the accuracy of the technology, including hard temperature regime. To a lesser extent, this effect affects the use of cold bituminous mixtures and materials based on liquid or liquefied bitumen and bitumen emulsions.
Russian road builders are slowly adopting alternative materials, especially those based on bituminous emulsions, although this group of technological repair methods is popular in many countries due to its simplicity and less stringent rules and requirements for weather conditions, high economy and a longer season for using such a coating.
When choosing between hot and cold technologies for repairing asphalt concrete pavements, it should be taken into account that the strength and water resistance of cold asphalt concrete prepared on liquid or liquefied bitumen are 2 ... 3 times lower than hot ones, and for this reason it is used mainly in the installation and repair of road surfaces of III...IV categories. Hot asphalt mixes and cast asphalt are mainly used in the repair of roads of I...II categories.
The third group includes repairs with the use of non-traditional and little-spread mixtures in the road industry based on bitumen, polymer, polymer-bitumen, cement and other special binders. They are used only in special cases, for example, during emergency repairs, repairing defects on cement concrete pavements, on bridge pavements, etc. The choice of the method of patching road pavements and bridge structures is the right and obligation of the customer and contractor. At the same time, the requirements, recommendations and results of new developments and practical experience should not be ignored, especially when preparing a defective place for repair. Properly performed preparatory work contributes to high quality patching, which means compliance with the requirements of GOST R 50597–93 and guarantees the full operation of the road surface for 3 ... 4 years or more (in some countries, patching is guaranteed for 5 years).
Preparation of the repaired coating site includes several operations:
1. marking the boundaries of repairing potholes with straight lines along and across the axis of the road with the capture of an undestroyed pavement layer of 3 ... 5 cm, while several closely spaced potholes are combined with one contour or map;
2. breaking and removing the cut material of the coating with a jackhammer with an appropriate tip. A hydraulic type jackhammer weighing usually 16 ... 20 kg is connected either to a special small-sized portable hydraulic station with an internal combustion engine (ICE) or to a hydraulic drive involved in the repair process of a self-propelled cold cutter, self-propelled vibratory roller or other machine.
In some cases, for such work, it is possible to use a pneumatic jackhammer with a power of 0.8 ... 1.0 kW with its connection to a compressor with an air flow rate of at least 0.5 m 3 / min and a pressure of at least 6 ... 7 atm;
3. preparation for the repair of narrow and long potholes with an area of more than 2 ... 3 m 2 or cracks with destroyed edges, for which it is advisable to use cold cutters, as well as cutting, cutting or cold milling of the material of the repaired coating site along the outlined contour to the entire depth of the pothole, but not less than the thickness of the coating layer, while side walls must be vertical. There are cold cutters different types: small-sized and compact self-propelled, trailed or mounted, cutting off defective coating material with a width of 200 ... 500 mm to a depth of 50 ... 150 mm. Usually per hour continuous work the cutter can pass 2300 m linear length. On large areas of the destroyed coating, it is possible to use larger cold cutters with a larger width of cut material (500...1000 mm) and a maximum depth of up to 200...250 mm. Some models of cold cutters are additionally equipped with a belt conveyor that feeds the cut material into the front loader bucket or body vehicle‚ which significantly reduces the amount of manual work;
4. cleaning the bottom and walls of the repair site from small pieces‚ crumbs‚ dust‚ dirt and moisture, for which auxiliary Johnston vacuum cleaner or brush machines are mainly used;
5. treatment of the bottom and walls with a thin layer of liquid (hot) or liquefied bitumen or bitumen-containing emulsion. Processing or priming the bottom and walls of a contoured pothole, cleaned of small pieces and dust, with a thin layer of liquid bitumen or bitumen emulsion (bitumen consumption 0.3 ... 0.5 l / m 2) can be performed using the means that are in available (mobile bitumen heater, bitumen boiler, asphalt distributor, road repairer, etc.). At the same time, it should be borne in mind that excessive lubrication with bitumen, as well as insufficient, reduces the quality of adhesion of the new coating layer to the old one. Very effective for lubricating a pothole are small-sized installations (5 hp) that pump bitumen emulsion into the spray nozzle of a hand fishing rod with a hose 3 ... 4 m long. There are also simpler units and installations with emulsion supply from a barrel manual pomp or a portable pump with an internal combustion engine. For small volumes of work and small potholes, priming with emulsion can be carried out from portable containers (10 ... 20 l) with spraying with compressed air according to the principle of a spray gun.
As mentioned above, for repairs it is better to use hot mix asphalt with an asphalt concrete plant, where it will be prepared with high quality and at the lowest cost. It is advisable to deliver the mixture with asphalt concrete to the place of repair by a vehicle equipped with a special thermos bunker that keeps the mixture hot for several hours. In some countries (Germany, Holland, Sweden, etc.) normative documents the obligatory use of thermally insulated containers (thermos bunkers) for the repair of road surfaces was legalized, since the laid mixture with a temperature below 110 ... 120 ° C is considered a marriage.
Usually, foreign-made thermal containers, depending on the size and needs, contain from 2 ... 2.5 to 8 ... 10 tons of hot mixture (volume 1.5 ... 6 m3) and keep its high temperature, including the account of small heating‚ during the whole working day. An example of such a most advanced domestic means of delivering a hot mixture with an efficient thermos bunker with a capacity of 4 m 3 (enough to seal about 80 ...
Machine for repairing roads with hot mix ED-105.1 is designed for mechanization of patching of roads with asphalt concrete and bitumen-mineral mixtures (elimination of patching, repair with cards) at a temperature environment not lower than +4 °C and in the absence of snow cover. The repair complex includes: a cabin for service personnel, a cabin for technological equipment, thermos bunker for asphalt concrete, bitumen boiler, compressor, equipment for obtaining a hot air jet (“Hot Dog” - licensed production), vibrating plate VS-134 (option), edge cutter CS-146 (option), airbrush, pneumatic drill, chipper a hammer. The drive of the hydraulic pump and compressor is carried out from the car engine through the power take-off. To move the material inside the hopper, augers are used, driven through a gearbox. Issuance of heated bitumen is carried out by a bitumen pump.
Previously, there were no such specialized vehicles in Russia. This repairer is equipped with all necessary materials‚ tools and fixtures (hot mix, bitumen for priming, hydraulic hammer, vibrating plate, etc.). Unfortunately, the bunkers of Russian sand spreaders often used for transporting the mixture cannot ensure the preservation of the heat of the mixture, especially in early cold spring or damp late autumn, which significantly reduces the quality and reduces the service life of pothole filling.
In those cases when the asphalt concrete plant does not work (late autumn, winter and early spring) or if the distance of transportation of the mixture with asphalt concrete is too long, it is recommended to use the recycling technology - secondary processing of asphalt concrete material in the form of pieces, scrap or milling products (crumb) by heating it and thorough mixing at the repair site in a special trailed or self-propelled machine - a recycler. Mixing of the loaded materials takes place gravitational way in a cylindrical drum equipped with blades and a special burner. The mass of one batch (capacity of the mixing drum), depending on the type and size of the recycler, ranges from 200 to 1600 kg. The preparation time for one batch after loading the material and heating the drum to the required temperature is 10 ... 20 minutes.
The recycler works most efficiently if it is loaded with fine asphalt concrete chips obtained by cold milling. To improve the properties of the mixture when loading crumbs or lumpy scrap, it is recommended to add solid or semi-solid bitumen in an amount of 1 ... 2% by weight. Portion or complete unloading of the hot mix from the recycler is carried out directly to the place being repaired or into a small-sized hand truck or loader bucket to supply the mix to the place of laying.
The economic efficiency and feasibility of using recycling technology is very high. In the presence of asphalt concrete chips or lumpy scrap at the site of filling potholes, the cost of patching can be reduced by 50 ...
Jet-injection cold technology for sealing potholes on road surfaces using bitumen emulsion is now one of the most advanced and progressive, despite the fact that in some European countries and in America it has been used for a long time and successfully. The essence of the technology is that all the necessary operations are performed by the working body of one machine (installation) of a self-propelled or trailed type.
Preparation of a pothole for repair actually comes down to its thorough cleaning of dust, debris and moisture by blowing with a high-speed air jet, washing and treating the surface of the pothole with a bitumen emulsion. Cutting, breaking or milling of asphalt concrete around a pothole can be omitted in this technology.
When filling a pothole, it is filled with fine gravel mixed with a bituminous emulsion. Due to the involvement and supply of crushed stone with an air jet, its laying in a pothole occurs with high speed‚ resulting in a good seal, virtually eliminating the need for additional use vibrating plates and vibrating rollers. Such units and machines provide for the exit of the repairman-machinist from the cab of the vehicle to perform patching at the rear of the car or trailer.
For patching by cold injection technology, it is recommended to use pure fine crushed stone of a fraction of 5 ... 10 (15) mm and a rapidly decomposing cationic (for acidic rocks, such as granite) or anionic (for basic rocks, such as limestone) bitumen emulsion 60% concentration. The consumption of emulsion for priming potholes and processing crushed stone in the mixing chamber of the machine can approximately be 3 ... 5% by weight of crushed stone (according to bitumen consumption - no more than 2 ... 3%).
The unit can be permanently mounted on a trailer or on a MAZ, KamAZ chassis. The main machine for patching by the method of pneumatic spraying for Russian road workers will be new model ED-205M offered by ZAO Kominvest-AKMT. The machine includes:
- base chassis, KAMAZ-55111, MAZ-533603-240, trailer;
- two-section bunker for two fractions of crushed stone: 5 ... 10 mm - 2.4 m 3, 10 ... 15 mm - 2.4 m 3;
- heated and insulated 1300 l emulsion tank with emulsion level control in the tank;
- water tank for 1000 l;
- blower for pneumatic supply of crushed stone of high productivity (from 13 to 24 m 3 / min);
- two augers for supplying crushed stone from the compartments of the bunker to the pipeline with adjustable speed of rotation of hydraulic motors;
- two diaphragm pumps for supplying emulsion and water with adjustable pressure;
- economical air-cooled diesel engine with a power of 38 kW (HATZ or Deutz) with smooth speed control from the operator's console;
- set of equipment with gas burner to heat up the emulsion. At the request of the customer, it is possible to install an autonomous diesel burner;
- compressor with flow rate of 510 l/min and pressure up to 12 atm;
- two pressure regulators with manometers for water and emulsion;
- lightweight boom with pneumatic lift for work within a radius of up to 8 m;
- control panel to control technological process pavement repair for one operator;
- a circular circulation system that prevents the emulsion from solidifying in pipelines at low temperatures;
- a system that allows flushing and blowing pipelines of emulsion residues, pumping the emulsion into the tank using its own diaphragm pump, washing the bottom of the pit with water from clay and dirt under pressure up to 8 atm, moistening and washing crushed stone before feeding it into the pipeline to improve adhesion;
- crushed stone supply pipeline with a diameter of 75 mm and a length of 4.5 m, wear-resistant, seven-layer, with two strands of steel cord;
- removable nozzle with separate supply of water and emulsion.
In conclusion, it is worth mentioning a few "buts" that can be described as the causes of the second Russian problem - bad roads. When carrying out repair work in rain and snow, when it is difficult or impossible to clean the pothole from moisture, dust and debris, the technology is violated, and therefore the service life of the repaired area is reduced - it rarely exceeds a couple of months.
It is necessary to separate methods and means of mechanization of repair depending on the stage of destruction and classification of roads. We must try to carry out repairs in the early stages, when only cracks appear. Contracting organizations should not be allowed to repair, which, exploiting cheap illegal and, as a result, unprofessional workforce, carry out repairs using artisanal methods: they transport hot asphalt mix by dump trucks and compactors, and distribute, level and compact it manually with shovels and rakes. Such patches look like "clumsy blotches" and do not last long.
13.4. Pothole repair of asphalt concrete and bituminous materials. The main methods of patching and technological operations
The task of patching is to restore the continuity, evenness, strength, grip and water resistance of the coating and ensure normative term refurbished site services. When patching, various methods, materials, machines and equipment are used. The choice of one or another method depends on the size, depth and number of potholes and other defects in the coating, the type of coating and the materials of its layers, available resources, weather conditions, requirements for the duration of repair work, etc.
The traditional method involves cutting the edges of the pothole into a rectangular shape, cleaning it from asphalt concrete scrap and dirt, priming the bottom and edges of the pothole, filling it with repair material and compacting it. To give the pothole a rectangular shape, small cold milling machines, circular saws, and punchers are used.
As a repair material, asphalt concrete mixtures that require compaction are mainly used, and from mechanization means - small-sized rollers and vibrorammers.
When working in conditions of increased moisture, potholes are dried before priming with compressed air (hot or cold), as well as using infrared burners. If the coating is repaired with small cards (up to 25 m 2), the entire area is heated; when repairing large maps - along the perimeter of the site.
After preparation, the pothole is filled with repair material, taking into account the margin for compaction. With a pothole depth of up to 5 cm, the mixture is laid in one layer, more than 5 cm - in two layers. Compaction is carried out from the edges to the middle of the repaired areas. When filling potholes deeper than 5 cm, a coarse-grained mixture is placed in the bottom layer and compacted. This method allows you to get high quality repair, but requires a significant number of operations. It is used in the repair of all types of coatings made of asphalt concrete and bitumen-mineral materials.
Small potholes up to 1.5-2 cm deep on an area of 1-2 m 2 or more are repaired by the method of surface treatment using crushed stone of fine fractions.
The repair method with heating the damaged pavement and reusing its material is based on the use of special equipment for heating the pavement - an asphalt heater. The method makes it possible to obtain a high quality repair, saves material, simplifies the technology of work, but has significant limitations due to weather conditions (wind and air temperature). It is applied at repair of all types of coverings from asphalt concrete and bituminous mixes.
The method of repair by filling potholes, pits and subsidence without cutting or heating the old pavement consists in filling these deformations and destructions with cold polymer-asphalt concrete mix, cold asphalt concrete, wet organo-mineral mix, etc. The method is simple to perform, allows you to work in cold weather with a wet and wet coating, but does not provide high quality and durability of the repaired coating. It is used when repairing pavements on roads with low traffic volumes or as a temporary, emergency measure on roads with high traffic volumes.
According to the type of repair material used, there are two groups of patching methods: cold and hot.
cold ways are based on the use of cold bituminous mineral mixtures, wet organic mineral mixtures (VOMS) or cold asphalt concrete as a repair material. They are mainly used for the repair of black gravel and cold asphalt concrete pavements on low-grade roads, as well as for urgent or temporary filling of potholes in more early dates on high grade roads.
Work on patching by this method begins in the spring, as a rule, at an air temperature of at least + 10 ° C. If necessary, cold mixtures can be used for patching and at lower temperatures (from +5°C to -5°C). In this case, before laying, cold black crushed stone or cold asphalt concrete mixture is heated to a temperature of 50-70 ° C, with the help of burners, the bottom and walls of potholes are heated until bitumen appears on their surface. In the absence of burners, the surface of the bottom and walls is coated with bitumen with a viscosity of 130/200 or 200/300, heated to a temperature of 140-150°C. After that, the repair material is laid and compacted.
The formation of the coating at the place of repair in a cold way occurs under the traffic for 20-40 days and depends on the properties of liquid bitumen or bitumen emulsion, type of mineral powder, weather conditions, traffic intensity and composition.
Cold asphalt concrete layers for patching are prepared using liquid medium thickening or slow thickening bitumen with a viscosity of 70/130, using the same technology as hot asphalt concrete mixtures, at a bitumen heating temperature of 80-90 ° C and a mixture temperature at the outlet of the mixer 90-120 °C. Mixtures can be stored in stacks up to 2 m high. In summer, they can be kept in open areas, in autumn and winter - in closed warehouses or under a canopy.
Repair work can be carried out at a lower air temperature, and repair material must be prepared in advance. The cost of work on this technology is lower than with the hot method. The main drawback is the relatively short service life of the repaired pavement on roads with the movement of heavy trucks and buses.
hot ways are based on the use of hot asphalt concrete mixtures as a repair material: fine-grained, coarse-grained and sandy mixtures, poured asphalt concrete, etc. The composition and properties of the asphalt concrete mixture used for repair should be similar to that of which the coating is made. The mixture is prepared according to the usual technology for the preparation of hot asphalt concrete. Hot methods are used in the repair of roads with asphalt concrete pavement. Works can be carried out at an air temperature of at least +10°C with a thawed base and a dry coating. When using a heater of the repaired coating, it is allowed to carry out repairs at an air temperature of at least +5°С. Hot patching methods provide higher quality and longer service life of the repaired pavement.
As a rule, all work on patching is carried out in early spring as soon as weather and surface conditions permit. In summer and autumn, potholes and pits are sealed immediately after they appear. Technology and organization of work in various ways have their own characteristics. However, for all methods of patching there are common technological operations that are performed in a certain sequence. All these operations can be divided into preparatory, main and final.
Preparatory work includes:
installation of fencing of work sites, road signs and lighting, if work is performed at night;
marking of places of repair (maps);
cutting, breaking or milling of damaged areas of the coating and cleaning of the removed material;
cleaning potholes from material residues, dust and dirt;
drying the bottom and walls of the pothole, if the repair is carried out in a hot way with a wet coating;
processing (priming) of the bottom and walls of the pothole with bitumen emulsion or bitumen.
The marking of repair sites (repair maps) is carried out using a stretched cord or chalk using a rail. The repair site is outlined by straight lines parallel and perpendicular to the axis of the road, giving the contour correct form and capturing an undamaged coating to a width of 3-5 cm. Several potholes located at a distance of up to 0.5 m from one another are combined into a common map.
Cutting, breaking or milling of the coating within the marked map is carried out for the thickness of the destroyed layer of the coating, but not less than 4 cm throughout the repair area. In this case, if the depth of the pothole has affected the lower layer of the coating, the thickness of the lower layer with the destroyed structure is loosened and removed.
It is very important to remove and remove the entire destroyed and weakened layer of asphalt concrete, capturing a strip of at least 3-5 cm wide from a strong, undestroyed asphalt concrete along the entire marked contour. These edge bands of the pothole cannot be left unremoved, since the solidity of the asphalt concrete is weakened here due to the formation of microcracks, loosening and chipping of individual gravel from the walls of the pothole (Fig. 13.10, a). Water collects in the pothole, which, under the dynamic influence of the wheels of cars, penetrates into the interlayer space and weakens the adhesion of the upper layer of asphalt concrete to the lower one. Therefore, if the weakened edges of the pothole are left, then after laying the repair material, after some time, the weakened edges may collapse, the newly laid material will lose its connection with the strong old material and the development of the pothole will begin.
Rice. 13.10. Cutting a pothole before laying the repair material: a - cutting weak spots; b- cutting the edges of the pothole after milling; 1 - weakened wall of the pothole; 2 - exfoliated part of the coating; 3 - destroyed part of the bottom of the pothole; 4 - chopped off or beveled wall of the pothole
The walls of the edges of the pothole after cutting should be vertical along the entire contour. The cutting and breaking of the coating can be carried out using a pneumatic jackhammer or scrap, a concrete breaker, a seam cutter and a ripper, or using a road milling machine.
When using a road milling machine to cut a pothole, rounded front and back walls of the pothole are formed, which must be cut with a circular saw or a jackhammer. Otherwise top part the laid layer of repair material at the interface with the old material will be very thin and will quickly collapse (Fig. 13.10, b).
The loosened material of the old pavement is manually removed from the pothole, and when using a road milling machine, the removed material (granulate) is fed into a dump truck by a loading conveyor and taken out. The cleaning of the map is carried out with the help of shovels, compressed air, and with a large area of the map - with the help of sweepers. Drying of the bottom and walls of the card is carried out as necessary by blowing with hot or cold air.
Treatment with a binder (priming) of the bottom and walls of potholes is carried out in the case of laying hot asphalt mixes as a repair material. This is necessary in order to ensure better adaptation of the old asphalt concrete material to the new one.
The bottom and walls of the cleaned card are treated with liquid medium-thickening bitumen with a viscosity of 40/70, heated to a temperature of 60-70°C with a flow rate of 0.5 l/m 2 or a bituminous emulsion with a flow rate of 0.8 l/m 2 . In the absence of means of mechanization, bitumen is heated in mobile bitumen boilers and distributed over the base using a watering can.
Filling the pothole with repair material can only be done after all preparatory work. The laying technology and the sequence of operations depend on the method and volume of work performed, as well as on the type of repair material. With small volumes of work and the absence of mechanization, the laying of repair material can be done manually.
The temperature of the hot mix asphalt delivered to the place of laying should be close to the temperature of preparation, but not lower than 110-120°C. It is most expedient to lay the mixture at such a temperature when it is easily processed, and during the laying process, waves and deformations are not formed during the passage of the rink. Depending on the type of mixture and its composition, such a temperature is considered: for a multi-gravel mixture - 140-160 ° C; for medium crushed stone mixture - 120-140 ° C; for low gravel mixture - 100-130°C.
Laying the mixture in the card is carried out in one layer at a cutting depth of up to 50 mm and in two layers at a depth of more than 50 mm. At the same time, a coarse-grained mixture with a crushed stone size of up to 40 mm can be laid in the lower layer, and in upper layer- only a fine-grained mixture with a fraction size of up to 20 mm.
The thickness of the laying layer in a loose body should be greater than the thickness of the layer in a dense body, taking into account the safety factor for compaction, which is taken: for hot asphalt mixes 1.25-1.30; for cold asphalt mixes 1.5-1.6; for wet organo-mineral mixtures 1.7-1.8, for crushed stone and gravel materials treated with a binder, 1.3-1.4.
When laying the repair material in a mechanized way, the mixture is fed from the thermos hopper through a rotary tray or a large-diameter flexible hose directly into the pothole and is evenly leveled over the entire area. The laying of asphalt concrete mixtures when embedding maps with an area of 10-20 m 2 can be carried out by an asphalt paver. In this case, the mixture is laid over the entire width of the map in one pass in order to avoid an additional longitudinal seam for conjugating the laying strips. The compaction of the asphalt concrete mixture laid in the bottom layer of the coating is carried out by pneumatic rammers, electric rammers or manual vibratory rollers in the direction from the edges to the middle.
The asphalt concrete mixture laid in the top layer, as well as the mixture laid in one layer with a pothole depth of up to 50 mm, is compacted with a self-propelled vibratory roller (first two passes along the track without vibration, and then two passes along the track with vibration) or light-type static smooth-roller rollers weighing 6-8 tons up to 6 passes along one track, and then heavy rollers with smooth rollers weighing 10-18 tons up to 15-18 passes along one track.
The compaction coefficient should be at least 0.98 for sandy and low-gravel asphalt concrete mixtures and 0.99 for medium- and high-gravel mixtures.
Compaction of hot asphalt mixes is started at the highest possible temperature at which deformations are not formed during the rolling process. Compaction should provide not only the required density, but also the evenness of the repair layer, as well as the location on the same level of the repaired coating with the old one. For better mating of the new coating with the old one and the formation of a single monolithic layer when laying hot mixes, the joint along the entire contour of the cutting is heated using a line of burners or an electric heater. The joints of potholes that protrude above the surface of the coating are eliminated by milling or grinding machines. The final work is the cleaning of the remaining repair waste with their loading into dump trucks and the removal of fences and road signs, the restoration of marking lines in the patching area.
The quality of the repair and the service life of the repaired coating depend primarily on compliance with the quality requirements for the performance of all technological operations (Fig. 13.11).
Rice. 13.11. The sequence of basic patching operations: a - correct; b- wrong; 1 - pothole before repair; 2 - cutting or cutting, cleaning and processing with a binder (priming); 3 - filling with repair material; 4 - seal; 5 - view of the repaired pothole
The most important requirements are:
repairs must be carried out at an air temperature not lower than that allowed for this repair material on a dry and clean surface;
when cutting down the old coating, weakened material should be removed from all areas of the pothole where there are cracks, breaks and spalling; the repair card must be cleaned and dried;
the shape of the repair map must be correct, the walls are sheer, and the bottom is even; the entire surface of the pothole must be treated with a binder;
repair material must be laid at the optimum temperature for this type of mixture; the layer thickness should be greater than the depth of the pothole, taking into account the margin for the compaction factor;
the repair material must be carefully leveled and compacted flush with the surface of the coating;
the formation of a layer of new material on the old coating at the edge of the map is not allowed to avoid shocks when a car runs over and the rapid destruction of the repaired area.
The result of a properly executed repair is the height of the laid layer after compaction, exactly equal to the depth of the pothole without unevenness; correct geometric shapes and invisible seams, optimal compaction of the laid material and its good connection with the material of the old pavement, long service life of the repaired pavement. The result of an incorrectly performed repair may be unevenness of the compacted material, when its surface is higher or lower than the surface of the coating, arbitrary map shapes in plan, insufficient compaction and poor connection of the repair material with the material of the old coating, the presence of protrusions and sags on the edges of the map, etc. Under the influence of transport and climatic factors, the areas of such repair are quickly destroyed.
Pothole repair of black crushed stone or gravel coatings. When repairing such pavements, simpler materials and repair methods can be used to reduce the cost of maintaining roads with black gravel and black gravel pavements. Most often, these methods are based on the use of cold bituminous mineral mixtures or materials treated with bitumen emulsion as a repair material. One such material is a mixture of organic binder (liquid bitumen or emulsion) with wet mineral material (crushed stone, sand or gravel-sand mixture), laid in a cold state. Cement or lime is used as an activator when using liquid bitumen or tar.
So, for example, to repair potholes up to 5 cm deep, they use repair mix in the composition: crushed stone 5-20 mm - 25%; sand - 68%; mineral powder - 5%; cement (lime) - 2%; liquid bitumen - in excess of 5% mass; water - about 4%.
The mixture is prepared in forced action mixers in the following sequence:
mineral materials are loaded into the mixer at natural humidity (crushed stone, sand, mineral powder, activator), mixed;
add the calculated amount of water and mix;
enter the organic binder, heated to a temperature of 60°C, and finally mix.
The amount of water introduced is adjusted depending on the intrinsic moisture content of the mineral materials.
During the preparation of the mixture, mineral materials are not heated or dried, which greatly simplifies the preparation technology and reduces the cost of the material. The mixture can be prepared ahead of time.
Before laying the mixture, the bottom and walls of the pothole are not primed with bitumen or emulsion, but moistened or washed with water. The laid mixture is compacted and movement is opened. The final formation of the layer occurs under the traffic.
Patching with the use of wet bituminous mineral mixtures can be carried out at a positive temperature not higher than +30°C and at a negative temperature not lower than -10°C in dry and damp weather.
Pothole repair of black gravel coatings by impregnation. As a repair material, crushed stone is used, pre-treated in a mixer with hot viscous bitumen in an amount of 1.5-2% by weight of crushed stone.
After marking the contour of the pothole, its edges are cut off, old coatings are scraped off and loosened material is removed, the bottom and walls of the pothole are treated with hot bitumen at a flow rate of 0.6 l / m 2. Then, black crushed stone with a fraction of 15-30 mm is laid and compacted with a manual rammer or vibratory roller; bitumen is poured with a flow rate of 4 l / m 2; lay the second layer of black crushed stone with fractions of 10-20 mm and compact it; crushed stone is treated with bitumen at a rate of 2 l/m 2 ; scatter stone screenings of fractions of 0-10 mm and compact with a pneumatic vibrating roller. Using the same technology, it is possible to carry out repairs by impregnation and using crushed stone not treated with bitumen. This increases the bitumen consumption: at the first spill - 5 l/m 2 , at the second - 3 l/m 2 . The distributed bitumen impregnates the layers of crushed stone to the full depth, as a result of which a single monolithic layer is formed. This is the essence of the impregnation method. For impregnation apply viscous bitumen 130/200 and 200/300 at a temperature of 140-160°C.
A simplified method of patching with impregnation of crushed stone with bitumen emulsion or liquid bitumen is widely used in France for patching small potholes on roads with low and medium traffic. Such potholes are called "chicken nest".
The repair technology consists of the following operations:
first, potholes or pits are manually covered with large-sized crushed stone - 10-14 or 14-25 mm;
then, as it is filled, small crushed stone of fractions of 4-6 or 6-10 mm is scattered until the road profile is completely restored;
binder is poured: bitumen emulsion or bitumen in a ratio of 1:10, i.e. one part binder per ten parts crushed stone by weight;
compaction is carried out manually using a vibrating plate.
The binder penetrates the crushed stone layer to the base, as a result of which a monolithic layer is formed. The final formation occurs under the action of moving cars.
In addition to direct impregnation for patching, the reverse impregnation method is used. In this case, bitumen with a viscosity of 90/130 or 130/200, heated to a temperature of 180-200°C, is poured onto the bottom of the prepared card. The thickness of the bitumen layer should be equal to 1/5 of the depth of the pothole. Immediately after the spill of hot bitumen, mineral material is poured: crushed stone of fractions 5-15; 10-15; 15-20 mm, ordinary crushed stone or gravel-sand mixture with a particle size of up to 20 mm. The mineral material is leveled and compacted with a rammer.
When the mineral material, which has natural moisture, interacts with hot bitumen, foaming occurs and the material is impregnated with bitumen from the bottom up. If the foam has not risen to the surface of the material, the binder is poured again at the rate of 0.5 l / m 2, covered with a thin layer of crushed stone and compacted.
With a pothole depth of up to 6 cm, all its fillings are performed in one layer. At a greater depth - filling is carried out in layers 5-6 cm thick. negative temperature air. However, the service life of the repaired sections in this case is reduced to 1-2 years.
Pothole repair using crushed stone treated with bituminous emulsion has a number of advantages: there is no need to heat the binder to prepare the mixture; can be laid at a positive ambient temperature, i.e. from the beginning of spring to the end of autumn; rapid disintegration of the cationic emulsion, which contributes to the formation of a repair layer; no edge trimming, material removal or priming.
To perform work, a repair vehicle is used, which includes: a base vehicle with a heat-insulated emulsion tank with a capacity of 1000 to 1500 liters; distribution device for emulsion (compressor, hose, nozzle); bunkers of crushed stone of fractions from 2-4 to 14-20. The cationic emulsion used must be fast disintegrating, contain 65% bitumen and be kept warm at temperatures between 30°C and 60°C. The surface to be treated must be clean and dry.
The technology for repairing deep pits over 50 mm of the "chicken's nest" type (French terminology) consists of the following operations: laying a layer of crushed stone of fraction 14-20; distribution of binder on a layer of crushed stone 14-20; laying the 2nd layer of crushed stone 10-14; spraying binder on a layer of crushed stone 10-14; laying the 3rd layer of crushed stone 6-10; spraying binder on a layer of crushed stone 6-10; laying the 4th layer of crushed stone 4-6; spraying binder on a layer of crushed stone 4-6; laying the 5th layer of crushed stone 2-4 and compaction.
It is important to ensure the correct dosing of the binder when spraying the emulsion over crushed stone. Crushed stone should only be covered with a binder film, but not drowned in it. The total consumption of the binder should not exceed the ratio binder: crushed stone = 1:10 by weight. The number of layers and the size of crushed stone fractions depends on the depth of the pothole. When repairing small potholes up to 10-15 mm deep, the repair is carried out in the following order: laying a layer of crushed stone 4-6; spraying binder on crushed stone 4-6; crushed stone distribution 2-4 and compaction.
These methods are applicable in the repair of black gravel and black gravel pavements on roads with low traffic volumes. The disadvantages of using such methods are that the presence of a layer of variable thickness can cause destruction of the edges of the patch, and the appearance of the patch repeats the outlines of the pothole.
Pothole repair of asphalt concrete pavements using an asphalt heater. The technology of work is greatly simplified in the case of patching with preliminary heating of the asphalt concrete pavement over the entire area of the map. For these purposes, a special self-propelled machine can be used - an asphalt heater, which allows you to heat the asphalt concrete pavement up to 100-200 ° C. The same machine is used for drying repaired areas in wet weather.
The heating mode consists of two periods: heating the coating surface to a temperature of 180°C and further more gradual heating of the coating over the entire width to a temperature of about 80°C in the lower part of the heated layer at a constant temperature on the coating surface. The heating mode is regulated by changing the gas flow rate and the height of the burners above the coating from 10 to 20 cm.
After heating, the asphalt concrete pavement is loosened with a rake to the entire depth of the pothole, a new hot asphalt concrete mixture is added to it from the thermos hopper, mixed with the old mixture, distributed over the entire width of the map with a layer 1.2-1.3 times greater than the depth, taking into account the compaction coefficient and compact from the edges to the middle of the repaired area with a manual vibratory roller or a self-propelled roller. The junctions of the old and new coatings are heated using a line of burners that are part of the asphalt heater. The line of burners is a mobile metal frame with infrared burners mounted on it, which are supplied with gas from cylinders along flexible hose. During the repair work, the temperature of the coating should be in the range of 130-150°C, and by the end of the compaction work - not lower than 100-140°C.
The use of an asphalt heater greatly simplifies the technology of patching and improves the quality of work.
The use of gas-fired asphalt heaters requires special attention and compliance with safety regulations. It is not allowed to operate gas burners at a wind speed of more than 6-8 m / s, when a gust of wind can extinguish the flame on part of the burners, and the gas from them will flow, concentrate in large quantities and may explode.
Asphalt heaters operating on liquid fuel or with electrical sources of infrared radiation are much safer.
Repair of asphalt concrete pavements with the use of special machines for patching or road repairers. The most effective and high-quality type of patching is the repair performed using special machines, which are called road repairers. Road repairers are used as a means of complex mechanization of road repair work, since they are used not only for patching road surfaces, but also for sealing cracks and filling joints.
The technological scheme of patching with the use of a road repairer includes the usual operations. If the repairer is equipped with a heater, the repair technology is greatly facilitated.
Simplified methods of patching (injection methods). In recent years, simplified methods of patching using special machines such as Savalco (Sweden), Rasko, Dyura Petcher, Blow Petcher, etc. have become more widespread. In Russia, similar machines are produced in the form of special trailed equipment. - sealer brand BCM-24 and UDN-1. Repair of potholes by injection is performed using a cationic emulsion. Cleaning the pothole for repair is carried out with a jet of compressed air or by suction; primer - heated to 60-75 ° C emulsion; filling - with blackened crushed stone in the process of injection. With this repair method, edge trimming can be omitted.
As a repair material, crushed stone of a fraction of 5-8 (10) mm and an emulsion of the EBK-2 type are used. A concentrated emulsion (60-70%) is used on bitumen BND 90/130 or 60/90 with an approximate consumption of 10-11% by weight of crushed stone. The surface of the repaired area is sprinkled with white gravel with a layer of one gravel. The traffic opens in 10-15 minutes. Works are carried out at an air temperature of at least +5 ° C, both on dry and wet surfaces.
Patch repair by injection is performed in the following order (Fig. 13.12):
Rice. 13.12. Pothole repairs according to a simplified technology: 1 - cleaning potholes by blowing with compressed air; 2 - priming with bituminous emulsion; 3 - filling with crushed stone treated with emulsion; 4 - applying a thin layer of raw gravel
the first stage - the place of the pit or patch is cleaned with a jet of air under pressure to remove pieces of asphalt concrete, water and debris;
the second stage - priming with a bitumen emulsion of the bottom, walls of the pothole and the surface of the asphalt concrete pavement adjacent to it. The emulsion flow is controlled by a control valve on the main nozzle. The emulsion enters the air stream from the spray ring. The temperature of the emulsion should be about 50°C;
the third stage is filling the pothole with repair material. The crushed stone is introduced into the air stream by means of a screw conveyor, then it enters the main mouthpiece, where it is covered with emulsion from the spray ring, and from it the processed material is thrown into the pothole at high speed, distributed in thin layers. Compaction occurs due to the forces resulting from the high speeds of the ejected material. The suspended flexible hose is controlled remotely by the operator;
the fourth stage is the application of a protective layer of dry, untreated crushed stone to the patch area. In this case, the valve on the main nozzle that controls the flow of the emulsion is turned off.
It should be noted that the exclusion of pre-cutting the edges of the pothole leads to the fact that in the marginal zone of the pothole there remains old asphalt concrete with a disturbed structure, which, as a rule, has reduced adhesion to the underlying layer. The service life of such a patch will be less than with traditional technology. In addition, patches have irregular shapes, which impairs the appearance of the coating.
Pothole repairs using cast asphalt mixes. A distinctive feature of cast asphalt mixes is that they are laid in a fluid state, as a result of which they easily fill potholes and do not require compaction. Fine-grained or sandy cast asphalt can be used for repairs at low air temperatures (down to -10°C). Most often, a sandy cast asphalt concrete mixture is used for repair work, consisting of natural or artificial quartz sand in an amount of 85% by weight, mineral powder - 15% and bitumen - 10-12%. For the preparation of cast asphalt, viscous refractory bitumen with a penetration of 40/60 is used. The mixture is prepared in mixing plants with forced action mixers at a mixing temperature of 220-240°C. Transportation of the mixture to the place of laying is carried out in special mobile boilers of the Kocher type or in thermos bunkers.
The delivered mixture at a temperature of 200-220°C is poured into the prepared pothole and easily leveled with wooden trowels. The easy-moving mixture fills all the irregularities, due to the high temperature it heats up the bottom and walls of the pothole, as a result of which a strong connection of the repair material from the side of the coating is achieved.
Since a fine-grained or sandy cast mixture creates a surface with increased slipperiness, measures must be taken to improve its grip. For this purpose, immediately after the mixture is distributed, black crushed stone 3-5 or 5-8 is scattered over it with a consumption of 5-8 kg / m 2 so that the crushed stone is evenly distributed in a layer of one crushed stone. After the mixture has cooled down to 80-100°C, crushed stone is rolled with a manual roller weighing 30-50 kg. When the mixture has cooled to ambient temperature, the excess gravel that has not sunk into the mixture is swept away and movement is opened.
Laying of cast asphalt mixes during patching can be done manually or with a special asphalt paver with a heating system. The advantage of this technology is that operations for priming the repair card and compacting the mixture are excluded, as well as the high strength of the repair layer and the reliability of the joints of the interface of new and old materials. The disadvantages are the need to use special mixers, heated mobile rollers and mixers or thermos bunkers, viscous refractory bitumen, as well as increased safety and labor protection requirements when working with a mixture that has a very high temperature.
In addition, poured asphalt during operation has a significantly greater strength and lower deformability compared to conventional asphalt concrete. Therefore, in the case when poured asphalt is repairing a coating of conventional asphalt concrete, after a few years this coating begins to collapse around the patch of poured asphalt, which is explained by the difference in the physical and mechanical properties of the old and new material. Molded asphalt is most often used for patching city roads and streets.
One of the ways to simplify the work technology and increase the construction season is the use of cold asphalt concrete mixtures based on polymer bitumen binder (PBV) as a repair material. These mixtures are prepared using a complex binder, which consists of bitumen with a viscosity of 60/90 in an amount of about 80% by weight of the binder, a polymer modifying additive in an amount of 5-6% and a solvent, for example diesel fuel, in the amount of 15% by weight of the binder. The binder is prepared by mixing the components at a temperature of 100-110°C.
Asphalt-concrete mix on PMB is prepared in mixers with forced mixing at a temperature of 50-60°C. The mixture consists of fine crushed stone fractions 3-10 in the amount of 85% by weight of the mineral material, screenings 0-3 in the amount of 15% and a binder in the amount of 3-4% of the total mass of the mineral material. The mixture is then stored in an open stack, where it can be stored for up to 2 years, or loaded into bags or barrels, in which it can be stored for several years, retaining its technological properties, including mobility, plasticity, lack of caking and high adhesive characteristics.
The repair technology using this mixture is extremely simple: the mixture from the body of a car or from the bunker of a road repairer is manually or using a hose fed into a pothole and leveled, after which traffic is opened, under the influence of which the road layer is formed. The whole process of repairing a pothole takes 2-4 minutes, since operations for marking the map, cutting and cleaning the pothole, as well as compacting with rollers or vibratory rollers are excluded. The adhesive properties of the mixture are also preserved when it is laid in potholes filled with water. Repair work can be carried out at negative air temperatures, the limit of which needs to be clarified. All this makes this method of patching very attractive for practical purposes.
However, it also has a number of significant drawbacks. First of all, there is a possibility of rapid destruction of the repaired pothole due to the fact that its weakened edges are not removed. When performing work in wet weather or if there is water in a pothole, part of the moisture can get into microcracks and pores of the old coating and freeze when the coating temperature drops below 0. In this case, the process of destruction of the zone of conjugation of new and old materials can be initiated. The second disadvantage of this method of repair is the preservation of the irregular external shape of the pothole after repair, which worsens the aesthetic perception of the road.
Availability a large number methods of patching makes it possible to choose the optimal one based on specific conditions, taking into account the condition of the road, the number and size of coating defects, the availability of materials and equipment, the timing of repairs and other circumstances.
In any case, it is necessary to strive to eliminate pitting at an early stage of its development. After patching, in many cases it is advisable to arrange a surface treatment or lay a protective layer, which will give a uniform appearance to the coating and prevent its destruction.
MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION
STATE ROAD SERVICE
(ROSAVTODOR)
CENTER
ORGANIZATION OF LABOR AND ECONOMIC
MANAGEMENT METHODS
(TSENTRORGTRUD)
COLLECTION OF CARDS
WORK PROCESSES FOR REPAIR AND
ROAD MAINTENANCE
Work process map
Pothole repair of asphalt concrete pavements
for pothole depths up to 50 mm
using machines ED-105
KTP-1.01-2001
Second edition, revised and enlarged.
(Issue 1)
Moscow, 2001
Cards labor processes designed to improve the organization of labor of workers involved in the repair and maintenance highways.
Maps define progressive work technology, rational use working time, technological sequence of work performance based on advanced techniques and methods of work.
Maps can be used in the development of organizational and technological documentation for the repair and maintenance of roads (PPR and others), work planning, as well as for educational purposes in the preparation of highly qualified workers.
A collection of maps of labor processes was prepared by engineers A.I. Anashko, E.V. Kuptsova,
T.V. Insurance.Responsible for the release of A.A. Morozov.
. Scope and effectiveness of the map
Note: The labor costs on the map include time for preparatory and final work - 5% and rest - 10%.
Using the methods and techniques of labor recommended by the map will increase output by 8%.
. Preparation and conditions for the execution of processes
3.3 . Overalls and footwear.
1 . Cotton semi-overalls 4
2 . Boots leather 4 pairs
3 . Canvas mittens 3 pairs
4 . Mittens combined 1 pair
5 . Tarpaulin knee pads 3 pairs
6 . Signal vest 3 pcs.
3.4 . The need for materials per 10 m 2 of the repaired area with a pothole depth of up to 50 mm: hot fine-grained asphalt concrete mixture ( GOST 9128-84 ) - 1.19 t; liquid bitumen - 5 l; diesel fuel.
4. Process technology and labor organization
4.1 . Works on patching of asphalt concrete pavements using ED-105 machines for the repair of asphalt concrete pavements are carried out in the following technological sequence:
Installation and removal of fences and transitions of workers at a distance of up to 50 m;
Breaking and cutting off the edges of the cover of the repaired hole with a jackhammer;
Cleaning pits from dust, dirt and debris;
Bitumen lubrication of the edges of the coating and base;
Laying and leveling of asphalt mix;
Rolling the mixture with a vibrating manual roller;
Bitumen heating with bitumen boiler maintenance;
Maintenance of the compressor and generator.
4.3 . Workplace organization scheme
M 1, A 1, A 2, A 3 - location of workers; 1 - inventory barrier; 2- road sign; 3- guide cones; 4 - potholes on the coating; 5 - road sign; 6 - road sign; 7 - black coating repair machine; 8 - map-cutting filled with asphalt concrete mixture. The arrow indicates the direction of movement of the link.
Scheme of arrangement of road signs at repair work(detour on the roadway).
Breaking and trimming the edges of the coverings of the repaired hole with a jackhammer
The article describes the technology of jet-injection repair of asphalt concrete pavement.
What is the jet-injection method, its advantages and disadvantages. When is it advisable to carry out patching using jet-injection technology.
The jet-injection technology (JIT) is used for minor patching, patching of shallow cracks and potholes, which makes it possible to level the surface of the roadway. The crack or pit is cleaned, if necessary, washed with a stream of water, followed by mandatory drying. After that, they are treated with a water-bitumen emulsion (WBE), covered with fine black gravel and impregnated with WBE, if necessary, treating the surface of the patch with fine white gravel.
Jet-injection technology for small patching, patching of shallow cracks and potholes.
Repair using SIT is used at air temperatures from + 40 to - 15 degrees. This allows you to carry out repairs at any time of the year. The coating repaired using this technology can withstand the average traffic flow of cars (no more than a thousand cars per hour). Not suitable for public roads because truck wheel pressure will quickly push through the patch. SIT is used to repair sidewalks, footpaths, parking lots in front of small shops.
The advantage of the technology is the low repair cost compared to traditional and injection methods. After all, this technology does not require cutting cards, does not require the preparation of a mixture and allows for very quick repairs.
Security measures
Safety measures during repairs according to the SIT are standard. Coordination with the traffic police of a temporary traffic pattern, installation of temporary signs, fencing of the work site with barriers. Mandatory daily medical examination of all workers, operators and drivers and inspection of equipment. It is necessary to ensure that a standard first aid kit is available at the work site.
Coordination with OATI is not required, because the road surface is not subjected to mechanical processing and excavation.
Coating preparation
To prepare the coating for repair, pits and cracks are blown with manual or mechanized blowers. After cleaning, it is necessary to treat the place of work with WBE. This will improve the adhesion of the patch to the base layer. It is optimal to use repair machines. In this case, there is no need for additional equipment. The remonter provides enough airflow to clean even dried-on dirt. Then, with the help of a repairer, the repair site is treated with WBE, covered with crushed stone, and treated with WBE.
Cleaning and treating a pit or crack before repair.
rubble laying
For SIT, purified crushed stone of hard rocks, with a fraction of 5-10 mm, is used. The quality of crushed stone must comply with GOST and SNiP. The use of larger gravel will result in a lower density and less strength of the repaired area. Before laying, crushed stone is treated with WBE, after which it is poured and leveled. Black crushed stone prepared at an asphalt concrete plant can be used. When using a repairer, crushed stone is processed by WBE in the process of supply to the place of repair.
Emulsion treatment
The laid and compacted black crushed stone is carefully shed with WBE. It is necessary that the emulsion completely soak the rubble at the repair site. In this case, the repaired coating will serve for many years. In some cases - sharp turns, descents, ascents, it is necessary, after emulsion treatment, to sprinkle the repair site with fine white gravel, with a fraction of 5-10 mm. This improves the adhesion of the patch to car wheels and pedestrians' shoes and is especially important in winter.
Seal
Despite the fact that most repair organizations do not use crushed stone compaction, the use of hand rollers and especially vibrating plates can improve the strength and reliability of the patch by 10-15%.
The use of hand rollers and vibrating plates for crushed stone compaction.
The most popular SIT machines (pit repairers)
- BETSEMA 24-3. Provides supply of two types of crushed stone, heating of WBE and its supply under pressure, air supply under pressure to clean the repair site. It has the ability to process crushed stone VBE inside. The crushed stone is supplied by a blower with an MMZ engine. Ideal for small repairs.
- HYDROG PATCHER PA-5000. A more powerful repairer that feeds crushed stone using a screw drive. It has two bunkers for crushed stone of various fractions, a bunker for WBE, an autonomous diesel engine, a diesel burner for heating WBE. It can be used as a trailer or mounted on a truck platform.
- MADROG MADPATCHER MPA. Provides processing of crushed stone and its pneumatic giving. It has an autonomous engine and a burner for heating the WBE. The price of a new unit starts from sixty thousand euros.
All SIT repair machines perform the same functions, differing only in price and design.
The use of jet-injection technology will reduce the cost of scheduled repairs by two to three times.
MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION
STATE ROAD SERVICE
(ROSAVTODOR)
CENTER
ORGANIZATION OF LABOR AND ECONOMIC
MANAGEMENT METHODS
(TSENTRORGTRUD)
COLLECTION OF CARDS
WORK PROCESSES FOR REPAIR AND
ROAD MAINTENANCE
Work process map
Pothole repair of asphalt concrete pavements
for pothole depths up to 50 mm
using machines ED-105
KTP-1.01-2001
Second edition, revised and enlarged.
(Issue 1)
Moscow, 2001
Labor process maps are designed to improve the organization of labor for workers involved in the repair and maintenance of roads.
The cards determine the progressive technology of work, the rational use of working time, the technological sequence of work based on advanced techniques and methods of work.
Maps can be used in the development of organizational and technological documentation for the repair and maintenance of roads (PPR and others), work planning, as well as for educational purposes in the preparation of highly qualified workers.
A collection of maps of labor processes was prepared by engineers A.I. Anashko, E.V. Kuptsova,
T.V. Insurance.Responsible for the release of A.A. Morozov.
. Scope and effectiveness of the map
Note: The labor costs on the map include time for preparatory and final work - 5% and rest - 10%.
Using the methods and techniques of labor recommended by the map will increase output by 8%.
. Preparation and conditions for the execution of processes
3.3 . Overalls and footwear.
1 . Cotton semi-overalls 4
2 . Boots leather 4 pairs
3 . Canvas mittens 3 pairs
4 . Mittens combined 1 pair
5 . Tarpaulin knee pads 3 pairs
6 . Signal vest 3 pcs.
3.4 . The need for materials per 10 m 2 of the repaired area with a pothole depth of up to 50 mm: hot fine-grained asphalt concrete mixture ( GOST 9128-84 ) - 1.19 t; liquid bitumen - 5 l; diesel fuel.
4. Process technology and labor organization
4.1 . Works on patching of asphalt concrete pavements using ED-105 machines for the repair of asphalt concrete pavements are carried out in the following technological sequence:
Installation and removal of fences and transitions of workers at a distance of up to 50 m;
Breaking and cutting off the edges of the cover of the repaired hole with a jackhammer;
Cleaning pits from dust, dirt and debris;
Bitumen lubrication of the edges of the coating and base;
Laying and leveling of asphalt mix;
Rolling the mixture with a vibrating manual roller;
Bitumen heating with bitumen boiler maintenance;
Maintenance of the compressor and generator.
4.3 . Workplace organization scheme
M 1, A 1, A 2, A 3 - location of workers; 1 - inventory barrier; 2 - road sign; 3- guide cones; 4 - potholes on the coating; 5 - road sign; 6 - road sign; 7 - black coating repair machine; 8 - map-cutting filled with asphalt concrete mixture. The arrow indicates the direction of movement of the link.
Scheme of placement of road signs during repair work (detour on the carriageway).
Breaking and trimming the edges of the coverings of the repaired hole with a jackhammer