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Sustainable Pavements for
European New member States
2006 - 2009
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Summary
Objectives Consortium
Scope of the workandDeliverables
Conslusions
Dissemintion
NMS
CEEC
WEC
CoordinatorC
CC
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The standard of the road infrastructure differs throughout the European
Union member states. The present volume of heavy road transport
requires a sustainable road infrastructure immediately.
There is a constant need for new resistant pavement materials,
that should comply with the EU regulations.
Objectives
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The objective of the SPENS research project
is to develop appropriate tools and procedures
for the rapid and cost-effective rehabilitation and
maintenance of roadsespecially in the EU
New Member States.
Objectives
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During the three years (September 2006 August 2009)
we were searching for materials and technologies forroad pavement construction and rehabilitation that would:
- behave satisfactorily in a typical climate,
- have an acceptable environmental impact,
- be easy to incorporate
within existing technologies,
- be cost-effective and easy
to maintain,
taking into account theavailability of materials and
traditional construction techniques.
Objectives
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Consortium
Project start:09/2006
Duration:
3 years
Partners:
10, majority from NMS
Budget:
~ 3 mio (total cost)
Coordinator:
ZAG (Slovenia),
Mrs. Mojca Ravnikar Turk
Website:http://spens.fehrl.org
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WP No. Leader Affilia-tion Deputy Affilia-tion
WP 1Mojca
Ravnikar
Turk ZAG Ale nidari ZAG
WP 2 LszlGspr KTI Josef Stryk CDV
WP 3 Safwat Said VTI Ana Mladenovi ZAG
WP 4 MarjanTuar ZAG WojciechBakowski IBDiM
WP 5Manfred
Haider arsenalLennart
Folkesson VTI
WP 6 StevePhillips FEHRL AdewoleAdesyiun FEHRL
Consortium
NMS
CEEC
WEC
CoordinatorC
CC
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WP1Management
day to day management
WP 2
Road
assessment
and monitoring
WP 3
Improvement
of pavement
structure
WP 4
Evaluation of
meterials for
road upgrading
WP 5
Environmental
assessment
WP 6 Dissemenation and exploatation
Final symposium
2.1 Traffic load
equivalency
factors
2.2 Non -
destructive
testing
2.3 Decision
makingmethodology
3.1 Reinforcement
of pavements
3.2 Road construction
(recycled material)
3.3 Asphalt mixture
design
4.3 Upgrading of
aphalt macadam
4.2 High Modulus
Asphalt tests
4.1 Performance of
modified bitumen
5.1 Environmental
assessment of pavements
5.2 Role of road network
as source of noise
emission
Consortium
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Scope of the work and deliverables
Recommendations for traffic equivalency factors
Guidelines of a complex methodology for
non-destructive pavement measuring techniques
Guidelines on systematic decision making
methodology on the pavement rehabilitation
of low volume road
WP2 Road assessment and moni tor ingEUROPEAN COMMISSION
DG RESEARCH
SIXTH FRAMEWORK PROGRAMME
Sustainable Surface Transport
Sustainable Pavements for European New Member States
FINAL PLAN FOR USING AND DISSEMINATINGTHE KNOWLEDGE
Deliverable no. D14
Dissemination level Public
Work Package WP1 Task 1.1
Editor Mojca Ravnikar Turk
Authors Adewole Adesiyun, Ale nidari
S t a t u s ( F : f i n a l , D : d r a f t ) D r a f t v 2
F i le N a m e S P E N S - 0 1 - D 1 4 _ 1 2 M a r c h 0 9 . d o c
P r o j e c t C o n t r a c t N o . C o n t r a c t N o . 0 3 1 4 6 7 ( S T R E P , P r i o r i t y 1 . 6 . 2 )
P r o j e c t S t a r t D a t e a n d D u r a t i o n 0 1 S e p t e m b e r 2 0 0 6 , 3 6 m o n t h s
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Guidelines of a complex methodology for non-destructive pavement measuring
techniques
In EU member states there is a variety of apparatus in use today for non-destructive
pavement measuring techniques. There are five surface
parameters that are of major importance for pavement management systems:
longitudinal evenness
bearing capacity
skid resistance (in combination with macro texture)
surface defects transversal evenness (not covered in SPENS report)
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Bearing capacity
For measuring bearing capacity, usually Falling Weight Deflectometers are used
(more than 300 FWDs in use worldwide in 2001).
no European nor Internationalstandard for FWD measurements
well established calibration procedure for the FWD device itself, as well as
for harmonisation of different devices (COST 336 Falling Weight Deflectometer).
As shown in the harmonisation exercise in SPENS,
the results of the measurements itself were well comparable.
Guidelines of a complex methodology for non-destructive pavement measuring
techniques
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Bearing capacity
The calculation of E-modulus was not part of the harmonisation and is not part ofCOST 336.
Important imput parameter is the layer thicknesses. As this is decisive for the
bearing capacity calculations, FWD measurements can be supported by Ground
Penetrating Radar measurements.
One drawback of the FWD method is that is gives just a point information.
Due to its static measurement, the travelling speed is low.
For network analysis, Traffic Speed Deflectometers have been introduced in Denmark
and Great Britain. These devices operate at speeds up to 80 km/h.
Guidelines of a complex methodology for non-destructive pavement measuring
techniques
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Longi tudinal eveness
Static and quasi-static (Profilograph)measurement device are
widely used for acceptance tests on newly built roads throughout Europe.
Unfortunately, evenness defects of longer wavelengths (over 2 do 4m),cannot
be detected by these devices.
Guidelines of a complex methodology for non-destructive pavement measuring
techniques
The high speed measurement devices
use laser sensors and/or accelerometers
to record a true profile. From this profile,
different indices can be calculated, with
the IRI (International Roughness Index)
as the most popular among them.
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Longi tudinal eveness
Harmonisation can rely on the use of a reference device that makes the judgement
of how good a device operates rather easy. The VTI Primal was used in the SPENS
harmonisation test.
Guidelines of a complex methodology for non-destructive pavement measuring
techniques
.! For the accreditation for network
monitoring, not only the
measurement device itself should
be investigated. Equally important
is the computation of the indexes
from the measurement results.
Primerjava vrednosti IRI (20m) in posedkov nivelete ceste
0
1
2
3
4
5
6
7
8
9
6,400 6,500 6,600 6,700 6,800 6,900 7,000 7,100 7,200
stacionaa (km)
vrednostIRIza20m
odseke
-18
-16
-14
-12
-10
-8
-6
-4
-2
0
vertikalnipomiknivelete(cm)
november 2004
november 2008
mejna vrednost IRI
skrajna mejnavrednost IRI
posedki nivelete
ceste 2004-2008(cm)
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a freely rotating wheel is mounted at an angle of 20 to the direction oftravel of the vehicle. Fitted to the wheel is a smooth rubber tyre under aknown vertical load. The road surface immediately in front of the test wheelis wetted.
The resistance to sliding generates a sideways acting force. The ratio ofthis sideways-acting force to the vertical load on the wheel is averaged foreach measured 10 m and reported as SR (Scrim Readings).
Skid resistanceSCRIMTEX measuringdevice
Guidelines of a complex methodology for non-destructive pavement measuring
techniques
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! Measurements should be done in the wheel track, not between the wheel tracks.The nearside wheel track should be chosen, which is the right wheel track incountries with right-hand traffic. Speed correction and correction of seasonal and
temperature influences may be necessary.! Reasonable intervals for network monitoring are 3 to 5 years.
Skid resistance
Guidelines of a complex methodology for non-destructive pavement measuring
techniques
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Long-term performance of reinforced pavements
A methodology for testing and implementing selected recycled materials
and industrial by-products in road construction
Practical mix design model for asphalt mixture
WP3 Impact assessment of roads on the environment
Scope of the work and deliverables
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Steel waste
Lime
Steel furnance
Products -
reinforcement
Liquid slag
A methodology for testing and implementing selected recycled materials and
industrial by-products in road construction
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Wetting of hot slag Wetting of cold slag
(15 days)
A methodology for testing and implementing selected recycled materials and
industrial by-products in road construction
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A methodology for testing and implementing selected recycled materials and
industrial by-products in road construction
Agening of slag 30 days
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A methodology for testing and implementing selected recycled materials and
industrial by-products in road construction
Crushing of slag Fractioning
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8/11 mm4/8 mm
A methodology for testing and implementing selected recycled materials and
industrial by-products in road construction
h d l f d l l d l d l d
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Sustainable road construction test fieldslong-term behaviour (skid resistance) of the wearing course with slag
aggregate in typical climate
Type of road: regional built inJune 2007
Annual average daily traffic:4000
Width: 6 m Length: 300 m
Thickness of new asphalt layer:4 cm
Type of asphalt: AC 11 (asphaltconcrete)
A methodology for testing and implementing selected recycled materials and
industrial by-products in road construction
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On one laneconventional natural aggregate(silicate 4/8 and 8/11 + carbonateaggregate 0/2 mm)
On the other laneslag aggregate(0/4, and 4/8 and 8/11 +carbonate aggregate 0/2 mm).
A methodology for testing and implementing selected recycled materials and
industrial by-products in road construction
A h d l f d l l d l d l d
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A methodology for testing and implementing selected recycled materials and
industrial by-products in road construction
Comparable skid resistance on both lanesOn the test field the skid resistance and texture were measured
(three times on each lane) in November 2007.
A h d l f i d i l i l d l d i l d
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A methodology for testing and implementing selected recycled materials and
industrial by-products in road construction
The test field using steel slag aggregate showed
no problems reported by the contractor, either in the designing of the mix,its transport nor in the placing of the asphalt,
after six months the test field is stable, showing no signs of degradation,
skid resistance on the section constructed using natural aggregate, and the
section made using steel slag aggregate, were comparable.
The properly manufactured
steel slag can be a used
for sustainable
road construction
A h d l f i d i l i l d l d i l d
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A methodology for testing and implementing selected recycled materials and
industrial by-products in road constructionSustainable road construction test fields
long-term behaviour ofbuildning rubblein unbound layer
Type of road: regional, constructed in June 2007
Width: 6 m Length: 300 m
Thickness of unbound layer: 30 cm
A h d l f i d i l i l d l d i l d
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spreading of building rubblecrushed concrete
natural aggregate to be used
crushed concrete to be
used
Determination of long term behaviour
(bearing capacity, deterioration) of the
unbound layer
A methodology for testing and implementing selected recycled materials and
industrial by-products in road constructionlong-term behaviour of buildning rubble in unbound layer
A th d l f t ti d i l ti l t d l d t i l d
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A methodology for testing and implementing selected recycled materials and
industrial by-products in road constructionPlan of instrumentation
crushed concrete natural aggregate
crushed concrete natural aggregate
vertical deformation transducer
soil pressure gauge
TDR moisture probe
temperature probe
Legend:
EMBANKMENT
SUB BASE
116 115 114
ASPHALT
v v
v
T
T
UNBOUND LAYER
GRANULAR BASE LAYER
11 cm
20 cm
40 cm
80 cm
16cm
A th d l f t ti d i l ti l t d l d t i l d
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probes for
moisture
content
measure-
ments
Soil pressure
gauge
Vertical
deformation
probe
A methodology for testing and implementing selected recycled materials and
industrial by-products in road construction
A methodology for testing and implementing selected recycled materials and
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A methodology for testing and implementing selected recycled materials and
industrial by-products in road constructionLaboratory tests
Basic: grading, Proctor test (maximum dry density, optimum moisture content),
Methylene blue
Advanced: Repeated load triaxial tests (RLT) - according to the French
standard procedure NF P98-235-1 at three different moisture contents
In-situ tests:
Moisture content and temperature of unbound layers were monitored
A methodology for testing and implementing selected recycled materials and
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0,000
0,020
0,040
0,060
0,080
0,100
0,120
0,140
0 0,5 1 1,5 2
t[s]
p[MPa
]
P_RC
P_NA
A methodology for testing and implementing selected recycled materials and
industrial by-products in road construction
0,000
0,010
0,020
0,030
0,040
0,050
0,060
0,070
0,080
0 0,5 1 1,5 2
t[s]
L[mm]
L_RC
L_NA
In-situ tests:
Measurements of stress and deformation in unbound layer at each vehicle pass
A methodology for testing and implementing selected recycled materials and
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A methodology for testing and implementing selected recycled materials and
industrial by-products in road construction
Results
Field data showed direct dependence of modulus of elasticity from
moisture content changes in unbound layer.
Crushed concrete exerts lower deformations and moisturesensitivity in same environmental conditions than compared natural
aggregate
No negative effects on environment from crushed concrete was
observed
Results of this study showed that crushed concrete can be good
replacement of the natural aggregate for construction of the
unbound layers.
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Laboratory and field implementation of high modulus asphalt concrete.
Requirements for HMAC mix design and pavement design.
Recommendations for modified binder usage in pavement
Guidelines for selection the most convenient upgrading systems based on
results of heavy vehicle simulator tests and cost-benefit analyses of field
trials
WP4 Evaluation of mater ials for road upgrading
Scope of the work and deliverables
Guidelines for selection the most convenient upgrading systems based on results
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Upgrading of roadstest fields in Draguova Type of road: local (in Draguova) constructed in November 2007 (asphalting)
Annual average daily traffic: very low
Type of road structures: aspahlt 6 different pavement structures
Width: 3,6 m Length: 6x50m=300 m
Thickness of unbound base layer:20cm of gravel
Thickness of unbound sub base layer:40-50cm of gravel
SubgradeCalyey silt with very low bearing capacity
Guidelines for selection the most convenient upgrading systems based on results
of heavy vehicle simulator tests
Guidelines for selection the most convenient upgrading systems based on results
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6 different pavement structures
Thickness of asphalt layer:6 to 13cm
Guidelines for selection the most convenient upgrading systems based on results
of heavy vehicle simulator tests
Guidelines for selection the most convenient upgrading systems based on results
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2 very weak pavement structures
Guidelines for selection the most convenient upgrading systems based on results
of heavy vehicle simulator tests
Guidelines for selection the most convenient upgrading systems based on results
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2 weak pavement structures
Guidelines for selection the most convenient upgrading systems based on results
of heavy vehicle simulator tests
Guidelines for selection the most convenient upgrading systems based on results
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2 similar - one reinforced pavement structure
Guidelines for selection the most convenient upgrading systems based on results
of heavy vehicle simulator tests
Guidelines for selection the most convenient upgrading systems based on results
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instrumentation in the base layer
f pg g y
of heavy vehicle simulator tests
Guidelines for selection the most convenient upgrading systems based on results
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construction control
f pg g y
of heavy vehicle simulator tests
Repeated load triaxial tests
Dry density and moisture
Static deformation modulus
Guidelines for selection the most convenient upgrading systems based on results
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asphalting works November 2007
f pg g y
of heavy vehicle simulator tests
testing April 2008
Guidelines for selection the most convenient upgrading systems based on results
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Heavy Vehicle Symulator
Loading wheel: single ordouble
Loading range: 60kN and 100kN (up to
110 kN)
Maximal wheel velocity: 10-12km/h
Temperature chamber : 20C
(0-30C)Power supply: electricity (generator) or
diesel engine
Distance: 8m (6m with constant velocity)
Tire pressure: 800kPa
Capacity: 150 000 loadings per week
HVS dimensions: 23,0 x 3,8 x 4,0 m
of heavy vehicle simulator tests
Scope of the work and deliverables
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Guidel ines for the environmental assessment o f various pavement typesinclud ing recommendations to road authori t ies in New Member States
Activities were oriented towards two sources of road impact on the environment
- emissio n of part ic les,
- noise emiss ionsof typicalpavements
Various types of pavement commonly used in the EU New Member states were
assessed in laboratories and in-situ with regard to their influence on
traffic-generated surface wear of pavements and
generation (and characterization) of pavement-wear particles,
noise emission by the pavement / tyre interaction.
Its a fact that the tyre-surface-contact is the main source of road traffic noise atvehicle speeds above 30 km/h (passenger cars) to 50 km/h (trucks).
WP5 Impact assessment of roads on the environment
Scope of the work and deliverables
Guidelines for the environmental assessment of various pavement types
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In-situ-tests of acoustic pavement parameters and traffic noise emission situations using the
stat ist ical pass-by methodaccording to EN ISO 11819-1 (SPB method) were carried outin Czech Republic, Slovakia and Slovenia
andc lose prox imi ty m ethod measurementsaccording to ISO/CD 11819-2 (performed by
arsenal research from Austria)
.
including recommendations to road authorities in New Member States
Conclusions
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rehabilitation and maintenance of roads in the EU New Member StatesThe NMS issues have been addressed, typical (local) materials were usedfor testing.
Diversity of partners
Language was not an obstacle in communication
Little experience in EU projects
We learned fast
Close contacts, informal, day-to-day, quick exchange of experience
Comparison of laboratory test results (round robin test)
Conclusions
Conclusions
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Scope of the work
SPENS provides research into road assessment, materials forpavements and environmental impact
Research results are interesting also for expers from other states(Ukraine, EU-15)
the research has raised new issues,additional testing as well as
post constructional (long-term monitoring) are needed
Clustering with other EU project
past EU projects have been implemented,
!It is very important to share the experience gained not only withinSPENS but also within other (national etc) research projects.
Conclusions
Dissemination
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EUROPEAN COMMISSION
DG RESEARCH
SIXTH FRAMEWORK PROGRAMMESustainable Surface Transport
Sustainable Pavements for European New Member States
FINAL PLAN FOR USING AND DISSEMINATINGTHE KNOWLEDGE
Deliverable no. D14
Dissemination level Public
Work Package WP1 Task 1.1
Editor Mojca Ravnikar TurkAuthors Adewole Adesiyun, Ale nidari
S t a t u s ( F : f i n a l , D : d r a f t ) D r a f t v 2
F i l e N a m e S P E N S - 0 1 - D 1 4 _ 1 2 M a r c h 0 9 . d o c
P r o j e c t C o n t r a c t N o . C o n t r a c t N o . 0 3 1 4 6 7 ( S T R E P , P r i o r i t y 1 . 6 . 2 )
P r o j e c t S t a r t D a t e a n d D u r a t i o n 0 1 S e p t e m b e r 2 0 0 6 , 3 6 m o n t h s
ARCHES & SPENS
international seminar
Ljubljana, 27-28 August 2009
TRA, Transport Research
Arena 2010
Brussels, 07-10 June 2010
Dissemination
Dissemination
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Thank you for your attention
http://spens.fehrl.org
Dissemination