Revista
de la
Universidad
del Zulia
Fundada en 1947
por el Dr. Jesús Enrique Lossada
DEPÓSITO LEGAL ZU2020000153
ISSN 0041-8811
E-ISSN 2665-0428
Ciencias del
Agro,
Ingeniería
y Tecnología
Año 14 N° 39
Enero - Abril 2023
Tercera Época
Maracaibo-Venezuela
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DOI: http://dx.doi.org/10.46925//rdluz.39.17
313
Modeling of organizational and technological solutions for quality
management of the installation of the structural layers of asphalt
concrete
Elen Bilonda Tregubova*
Robert Avetisyan**
Ivan Doroshin***
Ruben Kazaryan****
ABSTRACT
Objective: The studies considered in the work on improving the certification system are relevant,
have novelty, contribute to the development of the certification system with the introduction of a
method that allows predicting the period between repairs of asphalt concrete pavements based on
standard indicators. Methods: The work was carried out using theoretical research methods that
allow characterizing the research model in order to create an image of the scheme being developed
with decreasing contradictions and determining its main direction of functioning. Results: The
necessity of the problem of efficiency criteria and limitations is substantiated to be reduced to a
system-target model based on the hierarchy of the structure of the transport system and the
corresponding modeling of the reconstructed system of transport support goals, the contradiction
between the needs of the practice of improving the certification system for the integrated use of the
transport system and the state of the scientific and methodological base for predicting the period
between repairs of asphalt concrete pavements. Conclusion: The considered method of
substantiating the economic efficiency of calculating the period between repairs of asphalt concrete
pavements will provide an opportunity to develop recommendations for its development in the
interests of strengthening economic and environmental safety.
KEY WORDS: Maintenance, building materials, road engineering, construction engineering,
technology.
*Moscow State University of Civil Engineering, 26 Yaroslavskoe shosse, Moscow, Russia. ORCID:
https://orcid.org/0000-0002-0955-0821. E-mail: lena.tregubova.99@inbox.ru
**Moscow State University of Civil Engineering, 26 Yaroslavskoe shosse, Moscow, Russia. ORCID:
https://orcid.org/0000-0002-0955-0821. E-mail: robert.avetisyan.98@mail.ru
***Moscow State University of Civil Engineering, 26 Yaroslavskoe shosse, Moscow, Russia. ORCID:
https://orcid.org/0000-0001-5554-3422. E-mail: ivandoroshin@rambler.ru
****Moscow State University of Civil Engineering, 26 Yaroslavskoe shosse, Moscow, Russia. ORCID:
https://orcid.org/0000-0003-0971-4301. E-mail: r.kazarian@mail.ru
Recibido: 12/09/2022 Aceptado: 08/11/2022
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Modelado de soluciones organizacionales y tecnológicas para la
gestión de calidad de la instalación de las capas estructurales de
concreto asfáltico
RESUMEN
Objetivo: Los estudios considerados en el trabajo de mejora del sistema de certificación son
relevantes, tienen novedad, contribuyen al desarrollo del sistema de certificación con la
introducción de un método que permite predecir el período entre reparaciones de pavimentos
de hormigón asfáltico en base a indicadores estándar. Métodos: El trabajo se llevó a cabo
utilizando métodos teóricos de investigación que permiten caracterizar el modelo de
investigación con el fin de crear una imagen del esquema que se desarrolla con la disminución de
las contradicciones y la determinación de su dirección principal de funcionamiento. Resultados:
Se fundamenta la necesidad de reducir el problema de criterios de eficiencia y limitaciones a un
modelo sistema-objetivo basado en la jerarquización de la estructura del sistema de transporte
y la correspondiente modelación del sistema reconstruido de objetivos de apoyo al transporte, la
contradicción entre las necesidades de la práctica de mejoramiento del sistema de certificación
para el uso integrado del sistema de transporte, y el estado de la base científica y metodológica
para la predicción del período entre reparaciones de pavimentos de concreto asfáltico.
Conclusión: El método considerado para fundamentar la eficiencia económica del cálculo del
período entre reparaciones de pavimentos de hormigón asfáltico brindará la oportunidad de
desarrollar recomendaciones para su desarrollo en aras de fortalecer la seguridad económica y
ambiental.
PALABRAS CLAVE: Mantenimiento, materiales de construcción, ingeniería vial, ingeniería de
la construcción, tecnología.
Introduction
One of the most important tasks in the construction and repair of pavements is the quality
of the material, and testing and control are the means of ensuring the quality and reliability of
asphalt concrete. A rational and logical combination of the regulatory framework and methods
for assessing the quality of materials, taking into account the conditions of their work in
pavement, will ensure the required level of reliability of pavement. Therefore, it is advisable to
consider the issue of quality management of the installation of asphalt concrete structural layers
of road pavement by increasing the regulatory effect of the certification system as a tool to ensure
it's quality. Each material has its own characteristics and scope, and only compliance with
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technical standards, technological regulations guarantees the safety quality of materials and
structures. This paper discusses the issue of increasing the regulatory action of the certification
system on the quality of construction of asphalt concrete structural layers of road surfaces by
moving from certification of materials and products to certification of structural layers and
objects with the development of a methodology for determining the period between repairs of
pavements for specific objects.
As a working hypothesis, an assessment of the quality of mixtures and material of
structural layers is used on the basis of the certification system and the current regulatory
framework in order to increase and determine the period between repairs. The hypothesis is
based on regulatory requirements, data approximation based on a regression curve for
normalized indicators. A theoretical assessment based on scientific and technical materials
revealed the influence of various factors on the quality of asphalt concrete mixtures and
materials. As a result, it was found that the certification system has a greater impact on the
quality of the material by increasing its homogeneity. On the basis of the identified factors, it
becomes necessary to theoretically improve the scheme of the certification system with the
development of methods in order to increase their regulating action when using it to predict the
period between repairs for specific construction projects and accumulate a database. The
reliability of the research results is ensured by the following:
1. materials for quality control of the preparation of the material of mixtures from the
asphalt concrete mixing plant (ACMP), selected by CJSC “SHOSSE”;
2. data on quality control from linear facilities: M-9 “Baltia” in the section from 18 to 84 km
during the pre-design survey of the existing road, JSC “SoyuzdorNII”; a bridge across the
Don River, surveyed by JSC “SoyuzdorNII”; mixtures from small linear objects, selected by
the employees of JSC “SoyuzdorNII” in the city of Moscow.
In the process of research, the formed database was processed by methods of
mathematical statistics based on regression analysis as follows: grouping of materials was
carried out; homogeneous groups were formed; physical and mechanical properties of mixtures
and materials based on statistical distribution were analyzed; graphs were built to determine
the quality of the material. The obtained results are partially disclosed in this paper. In
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subsequent works, the entire complex of the results of the research will be presented for
publication.
1. Methods
General scientific methods of systems analysis, logical and mathematical modeling,
systems theory, as well as methods of operations research and economic-mathematical methods,
economic-visual modeling, research methods of operations were used. The arrangement of
permanent access roads with asphalt-concrete pavement, which, after subsequent maintenance
and revision, remain at the facility under construction for subsequent operation, should be
arranged in stages, which makes it possible to make the adjoining temporary roads less
extended. This methodological technique makes it possible to significantly reduce the overall
labor intensity of work, the energy intensity of production and increase the level of labor
mechanization. The arrangement of asphalt concrete pavements of temporary and access roads
is in many respects similar to the arrangement of road pavements of streets, which, during the
preparatory period of construction, allows starting their temporary operation during the period
of zero-cycle work and the erection of overground building structures of a building or structure
at a construction site. The recommended professional approach allows the arrangement of roads
at a construction site to be carried out according to the approved design documentation agreed
with the participants in the construction, which has passed the examination and accepted by
the construction manager of the facility.
Analysis of the economic aspects of the problem of transport provision at a construction
site shows the insufficiency of work devoted to the study of the problem (with regard to
individual private parties) of the effectiveness of the use of an integrated road transport system.
There is a need to create a modern scientific and methodological base for assessing the
effectiveness (quality) of the integrated use of the arrangement of highways, in particular, road
surfaces for the use of temporary roads at the construction site at the level of model indicators
and the reconstructed hierarchy of the road transport system. The methodological basis of the
study is a probabilistic and statistical method for assessing the quality of materials, infographics,
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control of the preparation and use of road-building materials, analysis of the current certification
system and regulatory framework.
2. Results
The objective of the method is to improve the scheme of the certification system aimed at
creating a database for predicting the period between repairs of asphalt concrete pavements.
The method for calculating the period between repairs of asphalt concrete pavements
includes:
1. substantiation of the rational volume of samples from the standpoint of statistics to
obtain reliable results;
2. the principle of forming a database for each parameter obtained during testing and
examination of specific construction sites and ACMP (asphalt concrete mixing plant);
3. statistical methods of data processing;
4. substantiation and appointment of control time points in order to determine the period
between repairs;
5. calculation method based on the proposed method of time intervals.
We will calculate the weighed portion for making a sample according to the formula:
m
0
= π*(d/2)
2
*d*ρ
m
(1)
Conditional accepted density for fine-grained asphalt concrete – 2.44 g/cm
3
, standard
size test piece. Using formula 1, we obtain:
m
о
=3.14*(7.14/2)^2*7.14*2.44= 697.2 g
Let’s determine the mass of the sample mixture for the preparation of samples in the
laboratory in the amount of 24 pcs. according to formula 2 with the initial data:
sample geometry: height (h) – 71.4 mm;
average density of hot dense asphalt concrete for USP – 2.44 g/cm
3
(for a given design case).
m= 1.2*n*(S*h)* ρ
m
(2)
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where: m - mixture weight in kg;
n – the number of samples at the request of the standards (24 pcs.);
S – contact area of the sample, cm
2
;
h – sample height - 7.14 cm;
1.2 – mixture loss factor
ρ
m
– average density of asphalt concrete of the top layer - 2.44 g/cm
3
According to formula 2:
m=1.2*24*(3.14*(7.14/2)^2)*7.14*2.44= 20.08 kg
Let's calculate the volume of the mixture taken at the ACMP during its manufacture (for
this case). The initial accepted conditions: substantiation of the rational volume of samples on
the basis of the Telttomat plant with a capacity of 200 t/h with the top layer of the pavement 5
cm thick.
Calculation of the shift productivity of the plant at a rational plant productivity of 75%
of the maximum and 8-hour work shift:
М=P
0
*0.75*t (3)
where: М - plant productivity per shift, t;
P
0
- plant productivity per hour, t/hour;
0.75 - additional factor taking into account rational loading;
t - shift time, h.
According to formula 3:
М=200*0.75*8=1200 t
Determination of the area of asphalt concrete pavement arranged during the shift, taking
into account the initial data:
pavement width (b) – 7.5 m;
thickness of the structural layer (h
l
) – 0.05 m;
ρ
m
– average density of asphalt concrete of the top layer – 2.44 g/cm
3
.
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319
The area of the asphalt concrete pavement that will be laid per shift is calculated using
formula 2:
(4)
where: h
l
– layer thickness, 5 cm;
М – mass of the mixture produced by the ACMP per shift, t.
Using formula 4:
The results are presented in table 1.
Indicator name
Value
Changeable capacity of the Telttomat
plant (М), t
1200
Structural layer thickness (h), cm
5
Area laid per shift (S), m
2
24000
Number of samples taken according to
standards (n
s
), pcs
3
TABLE 1. Baseline indicators.
In accordance with the requirements of the current regulatory documents, the number of
test samples was counted (Table 2):
for sand mixture – 15 (18) pcs.;
for a fine-grained mixture – 24 pcs.;
for coarse-grained mixture – 12 pcs.
Let us determine the minimum allowable statistical volume of samples by the mass of the
sampled cores (according to formulas 5 - 9).
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The number of core samples taken (according to formula 5), pcs:
n
c
= S/ S
s
•n
s
, (5)
where: S – area laid per shift, m
2
S
s
– coring standards (S
s
), m
2
n
s
– the number of samples taken according to the standards (ns), pcs
The mass of the samples taken (according to formula 6), kg:
m
s
= n
c
• d2/4• π • ρ
m
•h,
(6)
where: n
c
– number of core samples (n
c
), pcs.;
d – core sample diameter, mm;
ρ
m
– average density of asphalt concrete of the upper layer in g/cm
3
(2.44);
h – structural layer thickness (h), cm.
Number of samples made from cores (according to formula 7), pcs.:
n
made
= m
s
/ m
о
(7)
where: m
s
– sample mass (ms), kg;
m
о
– calculated weight for making a sample (depending on the mixture), g.
The number of complete mixtures (according to formula 8), pcs.:
n
cm
= n
made
/ n
c
, (8)
where: n
made
– number of samples made from cores, pcs.;
n
c
– number of core samples taken, pcs.
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The number of parallel mixtures that can be formed when determining the sample mass
of the mixture for sample preparation in the laboratory for 24 pcs. Is determined by formula 9.
The results are presented in table 3.
Mixture name
Sand
Fine-
grained
Coarse-
grained
1
2
3
4
Sample diameter, mm
50.5
71.4
101.0
Approximate amount of mixture per
sample, g
220-240
640-670
1900-2000
Average density of material, g/cm
3
2.2
2.3
2.4
Number of samples by R0, pcs
3
3
-
Number of samples by R50, pcs
3
3
3
Number of samples by R20, pcs
3
3
3
Number of samples by R20 for K
v
,
pcs
3
3
3
Number of samples by R20 for K
vd
,
pcs
3
3
3
Number of samples by R
split
, pcs
3*
3
-
Number of samples by R50
axis
, pcs
No shear
testing
3
No shear
testing
Total number of samples for testing
in accordance with regulatory
requirements, pcs:
15 (18*)
24
12
Note:
*
samples are made at the request of the Customer
TABLE 2. Number of test samples in accordance with regulatory requirements.
Indicators
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(9)
where: m – mixture mass, kg.;
М
ACMP
– weight of the production rate of the plant taking into account the rational
productivity of the plant.
Core
sample
diameter
(d), mm
Weight of the production rate of
the ACMP taking into account the
rational productivity of the plant
(M
ACMP
), kg
Mixture
mass (m),
kg
Number of
parallel
mixtures (n
pm
),
pcs
150mm
51.7
2.6
100mm
23
20.08
1.15
80mm
14.7
0.7
TABLE 3. Number of parallel mixtures to form samples.
At n
pm
=2.6, we get two complete test mixtures and 0.6 – incomplete sample for further
set of mixture with additional samples.
At n
pm
=1.15, we get one complete test mixtures and 0.15 – incomplete sample for collection
of statistics or rejection.
At n
pm
=0.7– It is impossible to carry out a complete test on a given volume of cores,
therefore, it is required either to abandon the use of this size of cores, or to arrange a second
section and conduct a joint test (in 2 days).
According to the calculation results (formulas 2, 4), we obtain:
- production rate of the ACMP - 1200 t, which allows arranging an area of 24000 m
2
, 5 cm
thick;
- determination of the mass of the mixture sample for the preparation of samples in the
laboratory according to regulatory documents with a sample diameter of 71.4 mm, the mass of
the mixture is approximately 20 kg.
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The resulting table 4 shows that the amount of taken material does not provide complete
quality control:
- when sampling three cores from an area of 3000 m2 with a core diameter of 150 mm, the
shift area equal to 24000 m2, we have 3 parallel mixtures of 24 samples or one mixture under
the condition of testing 9 samples for each indicator, as well as 2 samples for rejection;
Coring standards
(S
s
), m
2
Number of controlled
shift areas
(n
sa
), pcs
Core sample diameter (d),
mm
Number of coring samples
taken
(n
c
), pcs
Sample mass
(m
s
), kg
Number of samples made
from cores
(n
made
), pcs
Number of complete
mixtures
(n
cm
), pcs
1
2
3
4
5
6
7
150
21.5
30
7
7500*
3.2
100
10
9.6
13
3 (0)
80
6.1
8
1 (-3)
150
51.7
74
3 (2)
3000*
8
100
24
23
32
1 (8)
80
14.7
21
0.8(-3)
150
17.2
24
3(0)
10000***
3.3
100
8
7.6
10
1 (2)
80
4.9
7
0.8 (-1)
TABLE 4. Substantiation of the rational volume of samples of the standard amount.
Note: * - until 2012, ** - current regulations, *** - suggested values for the number of samples
exceeding the requirement for testing the mixture
- when taking three cores from an area of 3000 m
2
with a core diameter of 100 mm, the shift
area equal to 24000 m
2
, we have 1 mixture of 24 samples and 8 samples for rejection or
increasing the number of samples according to the parameters of interest, bringing them to
5 pieces;
- when sampling three cores from an area of 3000 m
2
with a core diameter of 80 mm, the shift
area equal to 24000 m
2
, we have 0.8 mixture, i.e. 21 samples, although 24 samples are
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required, which indicates that it is not advisable to use this sample size for assessing the
quality of construction work.
Thus, at a core sampling rate of 7000 m
2
, 3000 m
2
and 10000 m
2
, the use of 80mm cores does
not ensure the rationality of quality control in terms of the number of samples produced or the
production rate of the ACMP, therefore it is advisable to designate the size of the optimal site
for quality control of asphalt concrete pavements, taking into account the requirements of
statistics, depending on standardized sampling requirements.
3. Discussion
The most important task of the construction and repair of road pavements is the quality
of the material and the choice of a system of requirements – the technology of preparation, laying
of mixtures and structural layers from them. On the basis of the conducted analytical studies
using the theoretical method of cognition in the form of a mathematical model, it is possible to
describe and explain the relationship between the values of the indicators of asphalt concrete.
Firstly, physical, mechanical and geometric indicators are combined into groups to identify
patterns of change in indicators, applying the method of statistical processing of data results
using mathematical techniques, quantitative calculated values, and secondly, in mathematical
modeling, such methods of mathematical statistics as the sample mean, regression and
correlation analysis, factor analysis, and graphical display of data trends are used. At the initial
stage, it is planned to enter the information into tables, which are assigned the corresponding
numbers.
The next step is to reduce the number of variables (data reduction) due to defects or
errors in production, then the minimum and maximum values are determined, as well as the
average values and the coefficient of variation for the selected group of indicators are found. To
visualize the dependencies, the data records must be summarized in graphs. Regression analysis
shows the dependence of the physical, mechanical and geometric indicators selected for the
study (sample population) from each other and determines the spread of the dependent variable.
The results are formed in graphical form - trend lines. Of the six existing types of trend
(exponential, linear, logarithmic, polynomial, power, linear filtration), the logarithmic
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approximation can most accurately describe the behavior of asphalt concrete indicators, since
these values of indicators initially grow or decrease rapidly, and then stabilize.
Statistics have a huge impact on the functioning, production growth, and also contributes
to the change in quality indicators. The basis for the development of the methodology is the
analytical data of testing materials on specific objects and a mathematical model in the form of
the dependence y=f(x). The resulting database is processed based on five temporary checkpoints:
The first one is the physical and mechanical data of testing asphalt concrete samples from
mixtures from ACMP;
The second is the physical and mechanical data of testing the material from mixtures from
the laying;
The third is the physical, mechanical and geometric data of testing cores (samples) from
the structural layer during the control of hidden works. It is required to recommend the size of
the core and the optimal area that provides a sufficient amount of material to obtain reliable
results;
Fourth - physical, mechanical and geometric test data of the structural layer during
acceptance work on the basis of an improved certification system with the issuance of a
certificate of conformity for an object or coating to prevent premature destruction of road
pavements;
Fifth - physical, mechanical and geometric data of the structural layer of non-rigid road
pavements after the warranty period to assess the degree of destruction of the existing pavement
and the prospects for its safe operation.
After the warranty period (3-6 years) of the operated road, the procedure for confirming
the certificate of conformity takes place, which includes an evenness indicator, track depth and
additional coefficients taking into account the increase in traffic intensity. The estimated time
interval is determined by approximation, taking into account regulatory requirements,
depending on the achievement of permissible normalized values. The interval between the
normalized value of the first and the last parameter is fixed, which makes it possible to assess
the dynamics of changes in the properties and parameters of the coating material. The limit time
value for each specific indicator is fixed along the trend line.
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The use of a logarithmic trend line ensures the accuracy of the approximation close to
unity. By the totality of these values associated with violation of regulatory requirements, the
inter-maintenance period is determined. As a result, the calculation base of the inter-
maintenance period methodology is formed (Fig. 1), in which the “core” is the traditional control
- incoming, operational, acceptance control using the certification system 3a; the time of the
warranty period is taken into account, in accordance with which the parameters of the
indicators are determined according to the regulatory framework and the significance of the
object is taken into account. Since the sampling of the mixture is a random sample control; the
first and second control points confirm the homogeneity and quality of the mixture material;
third, fourth and fifth points - coring should be performed at precisely set points, which will
eliminate the influence of the heterogeneity factor on the forecast of inter-maintenance period.
A new approach to strengthening the regulatory effect of the certification system on the
quality of the construction of asphalt concrete structural layers of road pavement consists in the
possibility of predicting the overhaul life of the constructed road section at the initial stages
when introducing a certification system for a structural layer or the entire road pavement
(Medvedev 2006, Radovskiy 2007, Krupin 2014, Nikolsky 2017, Brock et al 2020, Doroshin et al
2020, Kazaryan 2020).
The main conclusions of the proposed methodology for objectively obtaining quality
improvement results:
1. using the existing regulatory framework and certification system, it is advisable to assess
the quality of the structural layer material, and not asphalt mixtures;
2. the current domestic and foreign regulatory framework for assessing the quality of the
structural layer material requires development;
3. it is required to provide for a system of certified control of work, depending on the
complexity and importance of the object;
4. it is required to increase responsibility for the quality of work due to the interest of
construction organizations in order to increase the overhaul life for pavement of roads by
introducing a scoring system in order to obtain advantages when participating in a tender.
The results are described by a mathematical model in the form y(x)=a·ln(x)+b.
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FIGURE 1. Certification scheme of the proposed methodology for calculating the overhaul life
of a structural layer or the entire road surface
Conclusions
The problem of assessing the quality and choosing a system of requirements for the
preparation technology of any material in order to improve quality is one of the cardinal
problems. Each standard has its own characteristics and scope, and logical and professional
compliance with technical standards and technological regulations guarantees the quality of
materials and structures made from them. Quality management is based on such parameters as
metrological assurance, standardization and certification.
Incoming
control
Performing mixture design
Performing mixture design
Result
«-»
«+»
Commissioning and certification of the
object
Confirmation of the certificate
of conformity after the
warranty period
Forecasting the time interval
for inter-maintenance
operations
1
2
3
4
5
6
Control points
Assignable reference point
Mixture control at the ACP
Mixture control on the line
Control of hidden works
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328
A study of a large number of literary sources, which used the results of the influence of
various factors on the quality of asphalt concrete pavements, showed that controlled indicators
are not enough to ensure high-quality coverage, but the introduction of a certification system
improves quality by increasing the uniformity of physical and mechanical indicators, and also
largely depends on effectiveness of the control system. Due to the fact that the quality of asphalt
concrete pavements today does not meet the requirements of the traffic flow, it is necessary to
propose a method to improve the quality of the structural layers of asphalt concrete pavements.
The effectiveness of technical control can be increased by building a new quality control
system, which will be based on a system of conformity assessment according to standard
physical and mechanical indicators to predict the performance and ensure the durability of
coatings under the influence of loads from vehicles for a structural pavement or the entire
structure of a highway. The current acceptance control on the basis of the sampling method does
not have the required effect on the construction, but with its help, the level of quality of the
finished product is determined. The batch contains products manufactured under uniform
conditions, therefore, road construction products should be considered as a single linear
element.
Therefore, the research vectors, namely: aim- on the basis of existing linear and artificial
structures, to assess the regulatory impact of the certification system on the quality of structural
layers of asphalt concrete, object- the current certification system and factors affecting the quality
of asphalt concrete mixtures and structural pavement layers from them, subject- the regulatory
action of the certification system for road building materials, as well as operational and
acceptance control during the construction of highways, scientific novelty- the following were
proposed: a) a scheme for the formation of a database on objects and their structures for further
work in statistical research; b) a scheme of certification of the structural layer or the entire road
surface; c) a method for predicting the period between repairs for specific objects based on
strengthening the regulatory action of the certification system on the quality of the structure of
structural layers are considered in the article.
The proposed calculation method makes it possible to:
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329
1. Timely and efficiently select a method for strengthening or repairing pavements based on
the results of the application of a complex of technical control within the framework of
certification of an object.
2. Predict the period between repairs of road pavements without the occurrence of damage;
3. Determine the service life of pavements with asphalt concrete coating of different
thickness, composition and type of asphalt concrete.
4. Evaluate the homogeneity of the layers and determine the need for strengthening the
coatings without waiting for the appearance of cracks.
5. Accumulate a database for further statistical processing to determine the influence of
seasonal conditions of asphalt concrete laying on the period between repairs for each
climatic zone for road building.
The main provisions of the proposed method:
1. Taking into account the heterogeneity of the properties of both materials and technology
in the process of preparing and laying asphalt concrete mixtures, the quality of the pavement
is a priority task of a statistical nature.
2. The obtained data of physical, mechanical and geometric parameters with the joint use of
the certificate of conformity and technical control will show that the materials and methods
of construction of the highway meet or do not meet the established criteria and regulatory
requirements.
3. A solution to the problem of predicting the dynamics of changes in the coating structure
material using a quantitative assessment using regression analysis in the form of a
logarithmic trend line is proposed, ensuring the accuracy of the approximation within
acceptable limits at R2≥0.85 (Fig. 2).
4. The results of the method are described by a mathematical model in the form
y(x)=a·ln(x)+b. In this case, the forecast of the period between repairs will be based on the
obtained results of the initial materials and technological parameters of the already existing
technical control, but with the addition of a certification system of the structure or the
entire coating layer during acceptance control.
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A huge amount of factual material has been accumulated in the field of certification:
theoretical proposals and practical recommendations have been developed. However, this
system was not subject to reform for a long time. Therefore, the scientific task of developing
methods and models of the economic efficiency of the organization and technology for the
construction of access roads with asphalt concrete pavement during the preparatory period of
construction is being formed. Conventionally, the directions of development can be divided into
four sectors. First – takes into account the accumulated theoretical and practical experience
and the established laboratory base. Second – adopted optimized models and shapes of samples
of the test material. Third – the availability of research and ease of processing the results with
their sufficient reliability. Fourth – a new approach to assessing the quality of road building
materials, taking into account their operating conditions in a structure based on optimized
laboratory samples with an assessment of the anisotropic and wave characteristics of materials,
followed by the formation of a fundamentally new regulatory framework.
The problem of assessing the quality and choosing a system of requirements for the
technology of preparing any material in order to improve the quality is one of the cardinal tasks
of construction. Compliance with technical standards and technological regulations guarantees
the quality of materials and constructions. The method allows balancing the interests of
enterprises and citizens, transport organizations and enterprises with the interests of investors.
These interests are often contradictory and even opposite. In similar situations, a system of state
regulation is recommended for managing the joint activities of all participants in the
functioning of the unified road transport system (Medvedev 2006, Radovskiy 2007, Krupin
2014, Lyovin et al volume 1,2,3-2016, Nikolsky 2017, Brock et al 2020, Doroshin et al 2020,
Kazaryan 2020, Kazaryan et al 2020, Kazaryan 2021).
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FIGURE 2. Forecasting by logarithmic dependence using the example of water saturation
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limit normalized value W
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T
1594
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32
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Water saturation
(w),
%
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y = 0.2545ln(x) + 2.6284
R² = 0.9028
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