Sustainable Pavements for European New member States

Summary Objectives Consortium Scope of the work and Deliverables Conslusions Dissemintion

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

The objective of the SPENS research project is to develop appropriate tools and procedures for the rapid and cost-effective rehabilitation and maintenance of roads especially in the EU New Member States. Objectives

During the three years (September 2006 – August 2009) we were searching for materials and technologies for road 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 the availability of materials and traditional construction techniques. Objectives

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:

WP No.Leader Affilia- tionDeputyAffilia-tion WP 1 Mojca Ravnikar TurkZAGAleš ŽnidaričZAG WP 2 László GáspárKTIJosef StrykCDV WP 3Safwat SaidVTIAna MladenovićZAG WP 4 Marjan TušarZAG Wojciech BańkowskiIBDiM WP 5 Manfred Haiderarsenal Lennart FolkessonVTI WP 6 Steve PhillipsFEHRL Adewole Adesyiun FEHRL Consortium

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 monitoring

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)

Bearing capacity For measuring bearing capacity, usually Falling Weight Deflectometers are used (more than 300 FWDs in use worldwide in 2001).  no European nor International standard 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

Bearing capacity  The calculation of E-modulus was not part of the harmonisation and is not part of COST 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

Longitudinal 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.

Longitudinal 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.

a freely rotating wheel is mounted at an angle of 20° to the direction of travel of the vehicle. Fitted to the wheel is a smooth rubber tyre under a known vertical load. The road surface immediately in front of the test wheel is wetted. The resistance to sliding generates a sideways acting force. The ratio of this sideways-acting force to the vertical load on the wheel is averaged for each measured 10 m and reported as SR (Scrim Readings). Skid resistance SCRIMTEX measuring device Guidelines of a complex methodology for non-destructive pavement measuring techniques

! ! 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 in countries 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. S kid resistance Guidelines of a complex methodology for non-destructive pavement measuring techniques

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

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

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

Agening of slag 30 days

A methodology for testing and implementing selected recycled materials and industrial by-products in road construction Crushing of slag Fractioning

8/11 mm 4/8 mm A methodology for testing and implementing selected recycled materials and industrial by-products in road construction

Sustainable road construction – test fields long-term behaviour (skid resistance) of the wearing course with slag aggregate in typical climate Type of road: regional built in June 2007 Annual average daily traffic: 4000 Width: 6 m Length: 300 m Thickness of new asphalt layer: 4 cm Type of asphalt: AC 11 (asphalt concrete) A methodology for testing and implementing selected recycled materials and industrial by-products in road construction

On one lane conventional natural aggregate (silicate 4/8 and 8/11 + carbonate aggregate 0/2 mm) On the other lane slag 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

Comparable skid resistance on both lanes On the test field the skid resistance and texture were measured (three times on each lane) in November 2007.

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 methodology for testing and implementing selected recycled materials and industrial by-products in road construction Sustainable road construction – test fields long-term behaviour of buildning rubble in unbound layer Type of road: regional, constructed in June 2007 Width: 6 m Length: 300 m Thickness of unbound layer: 30 cm

spreading of building rubble crushed 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 construction long-term behaviour of buildning rubble in unbound layer

A methodology for testing and implementing selected recycled materials and industrial by-products in road construction Plan of instrumentation

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

Laboratory 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 P 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 industrial by-products in road construction 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 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 moisture sensitivity 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.

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 materials for road upgrading Scope of the work and deliverables

Upgrading of roads – test fields in Dragučova Type of road: local (in Dragučova) 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 Subgrade Calyey silt with very low bearing capacity Guidelines for selection the most convenient upgrading systems based on results of heavy vehicle simulator tests

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

2 very weak pavement structures Guidelines for selection the most convenient upgrading systems based on results of heavy vehicle simulator tests

2 weak pavement structures Guidelines for selection the most convenient upgrading systems based on results of heavy vehicle simulator tests

2 similar - one reinforced pavement structure Guidelines for selection the most convenient upgrading systems based on results of heavy vehicle simulator tests

instrumentation in the base layer Guidelines for selection the most convenient upgrading systems based on results of heavy vehicle simulator tests

construction control Guidelines for selection the most convenient upgrading systems based on results of heavy vehicle simulator tests Repeated load triaxial tests Dry density and moisture Static deformation modulus

asphalting works – November 2007 Guidelines for selection the most convenient upgrading systems based on results of heavy vehicle simulator tests testing – April 2008

◦ Heavy Vehicle Symulator Loading wheel: single or double Loading range: 60kN and 100kN (up to 110 kN) Maximal wheel velocity: 10-12km/h Temperature chamber : 20˚C (0-30˚C) Power supply: electricity (generator) or diesel engine Distance: 8m (6m with constant velocity) Tire pressure: 800kPa Capacity: loadings per week HVS dimensions: 23,0 x 3,8 x 4,0 m Guidelines for selection the most convenient upgrading systems based on results of heavy vehicle simulator tests

Guidelines for the environmental assessment of various pavement types including recommendations to road authorities in New Member States Activities were oriented towards two sources of road impact on the environment - emission of particles, - noise emissions of typical pavements 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. It’s a fact that the tyre-surface-contact is the main source of road traffic noise at vehicle 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

In-situ-tests of acoustic pavement parameters and traffic noise emission situations using the statistical pass-by method according to EN ISO (SPB method) were carried out in Czech Republic, Slovakia and Slovenia and close proximity method measurements according to ISO/CD (performed by arsenal research from Austria). Guidelines for the environmental assessment of various pavement types including recommendations to road authorities in New Member States

  rehabilitation and maintenance of roads in the EU New Member States The NMS issues have been addressed, typical (local) materials were used for 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

  Scope of the work SPENS provides research into road assessment, materials for pavements 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 within SPENS but also within other (national etc) research projects. Conclusions

ARCHES & SPENS international seminar Ljubljana, August 2009 TRA, Transport Research Arena 2010 Brussels, June 2010 Dissemination

Thank you for your attention Dissemination