Potrzeby w zakresie utrzymania i remontow drog są w Polsce ogromne. Nasz kraj ma znaczne opoźnien... more Potrzeby w zakresie utrzymania i remontow drog są w Polsce ogromne. Nasz kraj ma znaczne opoźnienia i zaniedbania w tym zakresie w porownaniu ze ''starymi'' krajami Unii Europejskiej. Istniejące nawierzchnie w znacznej ich cześci są w zlym stanie, mają usterki funkcjonalne utrudniające ruch (koleiny, nierowności podluzne, niski wspolczynnik tarcia, spekania, wyboje, nadlamane krawedzie, wykruszenia powierzchni itp.). Wzrastające obciązenie ruchem przyspiesza degradacje nawierzchni, ktore w duzej cześci mają niewystarczającą nośnośc i trwalośc.
W artykule przedstawiono projektowanie i technologie przebudowy starej nawierzchni z betonu cemen... more W artykule przedstawiono projektowanie i technologie przebudowy starej nawierzchni z betonu cementowego drogi krajowej nr 22 na odcinku Chojnice - Tczew poprzez rozkruszanie na miejscu starych plyt betonowych (ang. rubblizing) i wbudowaniu nakladki asfaltowej. Technologie "rubblizingu" zaprojektowano po raz pierwszy w Polsce. Omowiono wady i zalety technologii rubblizingu, przedstawiono wydajnośc, jak i orientacyjne ceny jednostkowe. Pokazano proces obliczeniowy niezbednej nakladki asfaltowej dla spelnienia określonych wymagan prognozowanego ruchu.
This article presents the development process of designing and testing poroelastic pavement based... more This article presents the development process of designing and testing poroelastic pavement based on highly polymer-modified bitumen. Poroelastic wearing course was composed of mineral and rubber aggregate mixed with highly polymer-modified bitumen, in contrast to previous trials, during which polyurethane resins were mainly used as binder, which led to several serious technological problems concerning difficult production, insufficient bonding to the base layer, and unsatisfactory durability. The laboratory testing phase was aimed at finding the proper composition of the poroelastic mixture that would ensure required internal shear strength and proper bonding of the poroelastic layer with the base layer. After selecting several promising poroelastic mixture compositions, field test sections were constructed and tested in terms of noise reduction, rolling resistance and interlayer bonding. Despite the very good acoustic properties of the constructed poroelastic wearing course, it wa...
Tire/road noise is the dominant source of traffic noise. It depends both on the tire design and o... more Tire/road noise is the dominant source of traffic noise. It depends both on the tire design and on the characteristics of road pavements as well as on the vehicles' operating conditions. Due to the fact that conventional (pneumatic) car tires have almost reached the limits of their ability to further reduce their noisiness, it is widely believed that the additional reduction of tire noise will be possible mainly through modifications imposed to road pavements. Road surfaces that contain more than 20% of rubber aggregate and maintain an open (porous) structure are called Poroelastic Road Surfaces (PERS) and are usually made on the base of a polyurethane binder. These pavements exhibit a very positive effect on tire/road noise (up to 12 dB reduction compared to the SMA surface). Unfortunately, their durability is much worse than conventional pavements. Gdańsk University of Technology is implementing a project in which the polyurethane binder has been replaced with modified bitumen. The paper presents the first results obtained during the tests of these surfaces in terms of noise and fire risk.
Measures for the improvement of acoustic conditions in the vicinity of roads include the construc... more Measures for the improvement of acoustic conditions in the vicinity of roads include the construction of pavement structures with low-noise surfaces with optimal macrotexture and the highest possible sound absorption coefficient. Laboratory evaluation of acoustic properties of a designed asphalt mixture before its placement in the pavement is a good solution. Currently, the most popular method for the determination of the sound absorption coefficient of various construction materials under laboratory conditions is the Kundt’s tube test. Sound absorption coefficient can also be assessed based on field and laboratory measurements performed using a Spectronics ACUPAVE System. Other parameters characterising the acoustic properties of road pavement courses include air void content and water drainability or permeability. The article presents an analysis of results of sound absorption coefficient obtained using a Spectronics ACUPAVE System and water drainability and permeability of poroel...
The performance assessment of multi-layered pavements strongly depends on the mechanical behavior... more The performance assessment of multi-layered pavements strongly depends on the mechanical behavior of the interface between bituminous layers. So far, comprehensive studies have been carried out mainly using quasi-static laboratory tests focusing on the interlayer shear strength at failure. However, it is generally recognized that cyclic shear testing will lead to the determination of parameters which are more closely linked to the performance of pavements under traffic loading than the quasi-static shear tests. This paper outlines the research work that has been carried out within the Task Group 3 “Pavement multilayer system” of the RILEM TC 272-PIM. The activities focused on cyclic shear testing of interfaces in bituminous pavements involve an interlaboratory test with nine participating laboratories. The interface behavior was investigated through both direct shear and torque tests on double-layered specimens extracted from lab compacted slabs prepared by one of the laboratories. The different testing equipment and protocols used by the participating laboratories are presented, highlighting the variety of geometries, loading modes, and testing parameters.
IOP Conference Series: Materials Science and Engineering, 2017
The quality of interlayer bonding at the interfaces between the asphalt layers in flexible paveme... more The quality of interlayer bonding at the interfaces between the asphalt layers in flexible pavements affects the overall pavement performance. Lack or partial lack of interlayer bonding between asphalt layers can cause pavement's premature failures such as rutting, slippage of the wearing course, cracking or simply a reduction in the calculated fatigue life of the pavement structure. This paper shows the case studies of investigation of actual or potential premature failure of newly reconstructed and constructed pavements where low quality of interlayer bonding has a dominant meaning. In situ and laboratory tests were performed and followed by analytical calculation of pavement structure where thicknesses of layers and maximum shear strengths obtained from the tests were used. During the investigation it was found out that a low quality of tack coat as well as the same aggregate gradation in the bonded asphalt mixtures were the main reasons behind the weak quality of interlayer bonding. Partial interlayer bonding has a strong influence on reduction of calculated fatigue life of pavement. The summary of the paper includes recommendations on how to avoid the low quality of interlayer bonding of asphalt layers.
Abstract Nondestructive methods of road pavement diagnostics are an alternative to traditional ap... more Abstract Nondestructive methods of road pavement diagnostics are an alternative to traditional approach to pavement failure investigation. The article presents a detailed multidisciplinary inspection carried out using ground-penetrating radar (GPR), laser scanning technology and finite element method (FEM) calculations. It was done in order to assess the factors that contributed to occurrence of premature cracks of a bridge approach pavement. Assessments of permittivity values in the GPR method are dependent on two factors: thickness of successive layers and electromagnetic wave reflection in time. Electromagnetic field propagation in the pavement structure was also simulated using two numerical models: the first one reflected the undamaged pavement, while the second one included the defects next to the bridge joint. The comparison of the radargrams for both models enables identification of reflections and anomalies caused by the assumed defects. Nonhomogeneous compaction zones in the bridge approach pavement structure were detected by analysis of layer permittivity and anomalies observed in the in situ GPR maps. The GPR measurements were positively verified afterwards by values of air void content in the pavement layers, determined in standard invasive tests. Laser scanning technology was also used in the distressed area in order to assess its geometric changes. Results are presented in the form of contour plots depicting differences between the measured and the designed surfaces. The three-dimensional finite element (FE) model of the approach pavement was created to determine pavement deformation under moving load and stress state next to the bridge joint. The influence of insufficient support of the top asphalt layers on pavement response was investigated. The analysis of the cracks shows that some errors were made both during the design process and construction of the bridge approach pavement.
IOP Conference Series: Materials Science and Engineering, 2018
The article presents the possibility of using non-destructive methods of road pavement diagnostic... more The article presents the possibility of using non-destructive methods of road pavement diagnostics as an alternative to traditional means to assess the reasons for premature cracks adjacent to bridge objects. Two scanning methods were used: laser scanning to measure geometric surface deformation and ground penetrating radar (GPR) inspection to assess the road pavement condition. With the use of a laser scanner, an effective tool for road deformation assessment several approach pavement surfaces next to the bridges were scanned. As the result, a point cloud was obtained including spatial information about the pavement deformation. The data accuracy was about 3 mm, the deformations were presented in the form of deviation maps between the reference surface and the actual surface. Moreover characteristic pavement surface cross-sections were presented. The in situ measurements of the GPR method were performed and analysed in order to detect non-homogeneity in the density of structural layers of the pavement. Due to the analysis of the permittivity of individual layers, it was possible to detect non-homogeneity areas. The performed GPR measurements were verified by standard invasive tests carried out by drilling boreholes and taking cores from the pavement and testing the compaction and air voids content in asphalt layers.. As a result of the measurements made by both methods significant differences in layer compacting factor values were diagnosed. The factor was much smaller in the area directly next to the bridgehead and much larger in the zone located a few meters away. The research showed the occurrence of both design and erection errors as well as those related to the maintenance of engineering structures.
Potrzeby w zakresie utrzymania i remontow drog są w Polsce ogromne. Nasz kraj ma znaczne opoźnien... more Potrzeby w zakresie utrzymania i remontow drog są w Polsce ogromne. Nasz kraj ma znaczne opoźnienia i zaniedbania w tym zakresie w porownaniu ze ''starymi'' krajami Unii Europejskiej. Istniejące nawierzchnie w znacznej ich cześci są w zlym stanie, mają usterki funkcjonalne utrudniające ruch (koleiny, nierowności podluzne, niski wspolczynnik tarcia, spekania, wyboje, nadlamane krawedzie, wykruszenia powierzchni itp.). Wzrastające obciązenie ruchem przyspiesza degradacje nawierzchni, ktore w duzej cześci mają niewystarczającą nośnośc i trwalośc.
W artykule przedstawiono projektowanie i technologie przebudowy starej nawierzchni z betonu cemen... more W artykule przedstawiono projektowanie i technologie przebudowy starej nawierzchni z betonu cementowego drogi krajowej nr 22 na odcinku Chojnice - Tczew poprzez rozkruszanie na miejscu starych plyt betonowych (ang. rubblizing) i wbudowaniu nakladki asfaltowej. Technologie "rubblizingu" zaprojektowano po raz pierwszy w Polsce. Omowiono wady i zalety technologii rubblizingu, przedstawiono wydajnośc, jak i orientacyjne ceny jednostkowe. Pokazano proces obliczeniowy niezbednej nakladki asfaltowej dla spelnienia określonych wymagan prognozowanego ruchu.
This article presents the development process of designing and testing poroelastic pavement based... more This article presents the development process of designing and testing poroelastic pavement based on highly polymer-modified bitumen. Poroelastic wearing course was composed of mineral and rubber aggregate mixed with highly polymer-modified bitumen, in contrast to previous trials, during which polyurethane resins were mainly used as binder, which led to several serious technological problems concerning difficult production, insufficient bonding to the base layer, and unsatisfactory durability. The laboratory testing phase was aimed at finding the proper composition of the poroelastic mixture that would ensure required internal shear strength and proper bonding of the poroelastic layer with the base layer. After selecting several promising poroelastic mixture compositions, field test sections were constructed and tested in terms of noise reduction, rolling resistance and interlayer bonding. Despite the very good acoustic properties of the constructed poroelastic wearing course, it wa...
Tire/road noise is the dominant source of traffic noise. It depends both on the tire design and o... more Tire/road noise is the dominant source of traffic noise. It depends both on the tire design and on the characteristics of road pavements as well as on the vehicles' operating conditions. Due to the fact that conventional (pneumatic) car tires have almost reached the limits of their ability to further reduce their noisiness, it is widely believed that the additional reduction of tire noise will be possible mainly through modifications imposed to road pavements. Road surfaces that contain more than 20% of rubber aggregate and maintain an open (porous) structure are called Poroelastic Road Surfaces (PERS) and are usually made on the base of a polyurethane binder. These pavements exhibit a very positive effect on tire/road noise (up to 12 dB reduction compared to the SMA surface). Unfortunately, their durability is much worse than conventional pavements. Gdańsk University of Technology is implementing a project in which the polyurethane binder has been replaced with modified bitumen. The paper presents the first results obtained during the tests of these surfaces in terms of noise and fire risk.
Measures for the improvement of acoustic conditions in the vicinity of roads include the construc... more Measures for the improvement of acoustic conditions in the vicinity of roads include the construction of pavement structures with low-noise surfaces with optimal macrotexture and the highest possible sound absorption coefficient. Laboratory evaluation of acoustic properties of a designed asphalt mixture before its placement in the pavement is a good solution. Currently, the most popular method for the determination of the sound absorption coefficient of various construction materials under laboratory conditions is the Kundt’s tube test. Sound absorption coefficient can also be assessed based on field and laboratory measurements performed using a Spectronics ACUPAVE System. Other parameters characterising the acoustic properties of road pavement courses include air void content and water drainability or permeability. The article presents an analysis of results of sound absorption coefficient obtained using a Spectronics ACUPAVE System and water drainability and permeability of poroel...
The performance assessment of multi-layered pavements strongly depends on the mechanical behavior... more The performance assessment of multi-layered pavements strongly depends on the mechanical behavior of the interface between bituminous layers. So far, comprehensive studies have been carried out mainly using quasi-static laboratory tests focusing on the interlayer shear strength at failure. However, it is generally recognized that cyclic shear testing will lead to the determination of parameters which are more closely linked to the performance of pavements under traffic loading than the quasi-static shear tests. This paper outlines the research work that has been carried out within the Task Group 3 “Pavement multilayer system” of the RILEM TC 272-PIM. The activities focused on cyclic shear testing of interfaces in bituminous pavements involve an interlaboratory test with nine participating laboratories. The interface behavior was investigated through both direct shear and torque tests on double-layered specimens extracted from lab compacted slabs prepared by one of the laboratories. The different testing equipment and protocols used by the participating laboratories are presented, highlighting the variety of geometries, loading modes, and testing parameters.
IOP Conference Series: Materials Science and Engineering, 2017
The quality of interlayer bonding at the interfaces between the asphalt layers in flexible paveme... more The quality of interlayer bonding at the interfaces between the asphalt layers in flexible pavements affects the overall pavement performance. Lack or partial lack of interlayer bonding between asphalt layers can cause pavement's premature failures such as rutting, slippage of the wearing course, cracking or simply a reduction in the calculated fatigue life of the pavement structure. This paper shows the case studies of investigation of actual or potential premature failure of newly reconstructed and constructed pavements where low quality of interlayer bonding has a dominant meaning. In situ and laboratory tests were performed and followed by analytical calculation of pavement structure where thicknesses of layers and maximum shear strengths obtained from the tests were used. During the investigation it was found out that a low quality of tack coat as well as the same aggregate gradation in the bonded asphalt mixtures were the main reasons behind the weak quality of interlayer bonding. Partial interlayer bonding has a strong influence on reduction of calculated fatigue life of pavement. The summary of the paper includes recommendations on how to avoid the low quality of interlayer bonding of asphalt layers.
Abstract Nondestructive methods of road pavement diagnostics are an alternative to traditional ap... more Abstract Nondestructive methods of road pavement diagnostics are an alternative to traditional approach to pavement failure investigation. The article presents a detailed multidisciplinary inspection carried out using ground-penetrating radar (GPR), laser scanning technology and finite element method (FEM) calculations. It was done in order to assess the factors that contributed to occurrence of premature cracks of a bridge approach pavement. Assessments of permittivity values in the GPR method are dependent on two factors: thickness of successive layers and electromagnetic wave reflection in time. Electromagnetic field propagation in the pavement structure was also simulated using two numerical models: the first one reflected the undamaged pavement, while the second one included the defects next to the bridge joint. The comparison of the radargrams for both models enables identification of reflections and anomalies caused by the assumed defects. Nonhomogeneous compaction zones in the bridge approach pavement structure were detected by analysis of layer permittivity and anomalies observed in the in situ GPR maps. The GPR measurements were positively verified afterwards by values of air void content in the pavement layers, determined in standard invasive tests. Laser scanning technology was also used in the distressed area in order to assess its geometric changes. Results are presented in the form of contour plots depicting differences between the measured and the designed surfaces. The three-dimensional finite element (FE) model of the approach pavement was created to determine pavement deformation under moving load and stress state next to the bridge joint. The influence of insufficient support of the top asphalt layers on pavement response was investigated. The analysis of the cracks shows that some errors were made both during the design process and construction of the bridge approach pavement.
IOP Conference Series: Materials Science and Engineering, 2018
The article presents the possibility of using non-destructive methods of road pavement diagnostic... more The article presents the possibility of using non-destructive methods of road pavement diagnostics as an alternative to traditional means to assess the reasons for premature cracks adjacent to bridge objects. Two scanning methods were used: laser scanning to measure geometric surface deformation and ground penetrating radar (GPR) inspection to assess the road pavement condition. With the use of a laser scanner, an effective tool for road deformation assessment several approach pavement surfaces next to the bridges were scanned. As the result, a point cloud was obtained including spatial information about the pavement deformation. The data accuracy was about 3 mm, the deformations were presented in the form of deviation maps between the reference surface and the actual surface. Moreover characteristic pavement surface cross-sections were presented. The in situ measurements of the GPR method were performed and analysed in order to detect non-homogeneity in the density of structural layers of the pavement. Due to the analysis of the permittivity of individual layers, it was possible to detect non-homogeneity areas. The performed GPR measurements were verified by standard invasive tests carried out by drilling boreholes and taking cores from the pavement and testing the compaction and air voids content in asphalt layers.. As a result of the measurements made by both methods significant differences in layer compacting factor values were diagnosed. The factor was much smaller in the area directly next to the bridgehead and much larger in the zone located a few meters away. The research showed the occurrence of both design and erection errors as well as those related to the maintenance of engineering structures.
International Conference Current Issues of Civil and Environmental Engineering Lviv - Košice – Rzeszów CEE 2019: Proceedings of CEE 2019 pp 361-368, 2019
Currently in Poland, similarly as in the other EU countries, road bitumens are tested and classif... more Currently in Poland, similarly as in the other EU countries, road bitumens are tested and classified with regard to mainly the penetration value determined at the temperature of 25 °C. It should be noted that this classification is not correlated with the climatic conditions in which the bitumens are to serve in the road pavement. Towards the end of the last century a new system of bitumen grading was developed and implemented as part of the American Strategic Highway Research Program (SHRP). This paper presents the results of analyses concerning the determination of the temperatures at which bituminous binders serve in the Polish climatic conditions. A division of the area of Poland into climatic zones depending on the required performance grades (PGs) determined for bitumens on the basis of climatic data from meteorological stations for a period of minimum 20 years is presented. It is proposed to select bitumens depending on the climatic zone in Poland, taking into account the proper probability level which follows from the road class.
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Papers by Piotr Jaskuła