Russian conditions suitable for road construction technology using rubber particles undergoing treatment by high shear grinding was developed many years ago at the Institute of Chemical Physics. Semenov Russian Academy of Sciences and has been tested in practice. Together with the organizers of the experimental section of road tested correspondent STRF.ru Ignat Nightingale.
Highway M-10 Moscow — St. Petersburg causes thousands of drivers attack the nervous trembling. It's not about extortion and car inspector is not in terrible traffic jams around the capitals, and in the state of the roadway. It seems to be the busiest and, from the point of view of some Russian citizens, most important, the way the country should be exemplary eight-lane highways. But as long as it remains a dream.
Track in Tver on the bypass. At about the same — on the bridge over the Volga River and in several other places. Some drivers of cars trying to overtake her, because there is a risk of a "sit down" at the bottom
Repair of roads in the area of 250-km
"Have you seen a lot worse," — say, readers will be, unfortunately, right. But this article is dedicated to the asphalt, with which this can happen in the worst case in twenty years. The thing is recycled automobile tires, which is added into the pavement. Why car tires? And try to find another material that without loss of properties sustain heavy load in a huge range of temperatures for a considerable time.
Again I hear the skeptic: "I, too, was surprised. Americans add shredded tires in asphalt for more than a decade. " That's right. Moreover, the first attempts to get rid of used tires through, figuratively speaking, to turn them into the way, there have been a hundred years ago — but then not every car could boast rubber wheels — both in the U.S. and in Europe and in Russia. The first Americans have had some success in 1929, adding shredded tires in the rump to the bitumen, which is an astringent component. Technology has since improved, but the principle remains unchanged — in hot bitumen added quite large elastic rubber particles, the resulting mass is stirred, seeking the relative homogeneity. Major problems with this approach are two: the particles even when exposed to high temperatures remain sufficiently large fraction of a millimeter to several centimeters, which under load to heavy trucks and buses leads to decompaction coating. Secondly, it takes quite a significant change in technology mix asphalt, asphalt plants that most can not afford. However, in the U.S. there are fewer problems not only because of the lack of well-known Russian tradition, but also because in North America, a very different composition of the soil and the climate is different — much of the road there is the most suitable for asphalt climate zone.
Technology more suitable for Russian conditions, was developed many years ago at the Institute of Chemical Physics. Semenov Russian Academy of Sciences. The gist of it is that the rubber particles are processed by the original method of high shear grinding. The device called "rotary disperser" rubber particles while pulverizing with a size of several tens of nanometers are momentary heating and subsequent cooling. "New rubber", or more precisely, its division "Unicom", developed this technology to industrial scale and in 2004 launched a pilot production modifier "Unirem", which gives the road surface, the most remarkable properties. On peculiarities "Unirema" you can read the material STRF.ru correspondent Ivan Okhapkina. I will talk about the practical results of five years of operation of the road from Moscow to St. Petersburg, which a group of reporters last week demonstrated the CEO of "Unicom" Michael Lerner, the press service "Rosnano" and confirmed the specialists of the Moscow Automobile and Road Institute.
The choice of this site was largely dictated by its period of operation — five years. In addition, in this weather to the media with heavy cameras to work better in the air fresher Moscow, even if the procedure takes less than an hour.
The first phase of testing — sampling a small piece of cover. Next measured coefficient of friction and the depth gauge.
Felling of samples of asphalt. Bulgarian cutting into the cover to a depth of about 7 inches
Michael Lerner demonstrates a sample of asphalt. Below — the old layer of conventional asphalt where the heated disk grinder cleared rubble from the bitumen. Above — pyatisantimetrovym layer coating "Uniremom" where, despite the load, bitumen macadam remained, indicating that the deep penetration and resistance additive
Undergraduates and graduate students MADI measure the coefficient of friction. Paws meter under attack cargo riding on a wetted pavement, mimicking the course of wheels skidded on the wet road. Figure 0.51 is fully consistent with state standards (the scale ranges from 0.3 to 0.7). Note that the coefficient of friction is measured differently airport runways and other sliding trajectory, but there is a value in itself is suitable for all types of aircraft
Measuring the rut by rail with a precision level. Right close up — those 11 millimeters
Vladimir Borisov, Senior Lecturer, Department of Theoretical Mechanics, MADI, tells the story of a trolley for measuring the profile of the road. The device is designed to MADI and is equipped with two types of high-precision acceleration sensors and a laser level meter, and the design is such that, after two years of operation without any care laser lens is clean. Fluctuations carts are not dependent on fluctuations machine-tug, which can be any — of all on-board equipment is only a laptop with special software
Small hole, which remains in place sample collection is filled and does not cause drivers to worry about. After the Tver district road rut measurement result is impressive: five years after the passage millions of heavy trucks do not track gauge — rod and line showed 11 millimeters, and the eyes and not to see
it. For reference, on STATE allowable track is deepening in 20 millimeters. Here it is — the road! But …
Master can not save
The evening before the measurements, the company of journalists gathered around the campfire on the shore of Lake Valdai for an informal discussion, during which the representatives of the "Unikoma" and the corporation "RUSNANO", taking part in the financing of the project in terms of production, R &D and the development of training programs have been given a set of issues. The most important thing was, from my point of view, one: if the rubber modifiers and "Unirem", in particular, are so good, why are they not used everywhere? The answer lies not only in the more Radishchev described in these lands bureaucratic sloppiness. Another important reason — the 94-FZ, in which one of the main criteria for selecting a provider for state and municipal procurement is the purchase cost or production work, and the cost of operation has purchased a much smaller value. Value pavement with "Uniremom" 5 percent above normal, in operation, it is significantly cheaper and much longer than the asphalt without additives — developers promise to 35 years in some cases. In the competition situation is similar, with the only difference being that the technology "Unikoma" does not require any changes in the technology of asphalt — at one stage to fill the bitumen modifier, with no special equipment, it is enough to throw in the bin plastic bags — a film melts and additive is distributed as it should be stirred bitumen. This is a very important difference: "Unirem" can be used even on the smallest container type asphalt plants.
Do not be fooled by unforced poses — a two-hour discussion was extremely interesting and productive for all participants
Actually, private customers, which include some airports, the benefits of additives evaluated. But customers still need to comply with government requirements 94-FZ. And if you do them literally, it turns out the "number of Pobol at a price cheaper": asphalt is laid quickly, often in violation of the standards and good if large areas. Six months drivers enjoy excellent road, but it's worth come winter or summer, as history repeats itself: in the cold — cracks and buckling in hot weather — track. This situation is, paradoxically, everyone is happy — the officials' osvoyayut "(return unused funds to the state budget — it naihlopotneyshee) DRSU garages and loaded with work, and the masses of the people have something to complain about.
And global change, alas, not so close: on the broken federal highways it is limited to only the trial sites. It is the absence of problems with raw materials, as "excellent" conceivable passed the examinations, the current pilot plant and tranquility FAS (competitors at the "Unikoma" is). Despite the fact that recently the officially recommended include the use of this additive in the specification for road works.
Home snag, as always, the political will: until they accept the position at which at least for capital projects will take into account the total cost of ownership and service life — the roads will not be durable. However, it happens that positive changes are taking place on a private initiative. In the case of roads, too, can still rely not only on orders from above, but also on common sense "on the ground".