Installation 

Quality control of the current repair of asphalt concrete pavements. Possibility of carrying out repair of asphalt pavement by current repairs and payment by compulsory medical insurance. a) ground bed


Of the technological processes of current repair, the most common are patching technologies. In turn, the most popular methods include laying the following repair materials:
1) fine-grained asphalt concrete mixtures;
2) cast asphalt concrete;
3) emulsion-mineral mixtures.
patching consists of the following main operations:
- formation of a patching map, i.е. rectangular cutout of the AB coating using a milling cutter or a jackhammer;
- cleaning the map with compressed air using a compressor or pneumatic vacuum sweeper (if necessary, washing with water followed by drying with compressed air);
- priming of card surfaces with bitumen or bitumen emulsion;
- laying the AB mixture and filling the repaired card with a margin for compaction;
- compaction of the laid mixture with a vibrating plate or a vibrating roller.
To ensure the comprehensive mechanization of patching work using the specified repair materials, specialized machines or sets of machines and additional equipment are used that ensure the performance of all or some of the patching operations.
These machines are classified according to the type of repair work, the type of working equipment and its drive, as well as the method of movement. Table 8.1 presents options for sets of domestic machines and equipment for patching and repairing cracks.
For patching, hinged cutters based on a pneumatic wheeled tractor are used. They are divided according to the following main features:
1) by appointment- for cutting cracks and making a map;
2) by milling drum drive- with mechanical and hydraulic drive;
3) by drum type- with fixed and movable in the transverse direction;
4) by type of support device- with support rollers and sliding traverses.

Figure 8.1 shows the structural diagram of the cutter type "Amkodor 8047A". The cutter with a fixed drum 2 is attached using frame 3 to rear axle tractor MTZ-82. The drive of the working equipment is carried out from the power take-off shaft of the tractor through the bevel and cylindrical gearboxes. In the working position, the milling equipment rests on two support rollers 1, which increases the accuracy of technological operations. The position of the cutter (raise-lower) is controlled by two hydraulic cylinders 4. The machine is equipped with a water cooling system with forced water supply. Its productivity is up to 2000 m3 per shift with a milling width of 0.4 m.

Figures 8.2 and 8.3 show the structural and kinematic diagrams of such milling equipment (MA-03 type manufactured by Mosgormash), which is also installed on the MTZ tractor chassis. The milling drum 9 with the cutters 10 is attached with the support bracket 1 to the rear axle of the tractor (see figure 8.2).

The transfer of equipment from the transport (shown in the figure) to the working position is carried out using hydraulic cylinders 2 and a swivel bracket 3. Its drive includes a flange 12 mounted on the power take-off shaft of the tractor and a cardan shaft 11. Two support wheels 6 are installed on the traverses 5, which have the ability to move through screw gear 4 in a vertical plane relative to the drum.
The torque (see Figure 8.3) from the power take-off shaft 1 of the tractor through the cardan shaft 3, bevel gear 4, 5 and final drive 8 is transmitted to the spindle 7 and the milling drum with cutters 6.
Table 8.2 shows specifications hinged milling cutters of small size manufactured by Amkodor on the chassis of MTZ tractors. They are mainly used for patching AB coatings or for other small road works.

As can be seen from the table, some models have cutters with a transverse movement of the drum.
Figure 8.4 shows a structural diagram of the cutter of the Amkodor 8048 A model with a transverse movement of the working body. The milling drum 9 with the help of hydraulic cylinders 7 can be installed within the dimensions of the guides 10 without changing the position of the tractor, which significantly expands the technological capabilities of the cutter when developing a map for patching. In the working position, the machine rests on traverses 5, which ensures the accuracy of the map. The drive of rotation and movement of the drum is carried out from the hydraulic system of the tractor. At the same time, the drum rotation frequency can be adjusted in the range from 0 to 1800 rpm with a maximum torque of up to 2.4 kN * m.

When evaluating the main parameters of the cutter make traction and energy calculations, calculate the hydraulic system of the tractor, taking into account the presence of a cutter, and select hydraulic equipment to control the working bodies.
Traction calculation carried out on the basis of the analysis of the traction balance equation. The total resistance force includes the following resistances:
- milling of cold asphalt concrete
- movement of the tractor Wper.
Milling resistance (N) of cold asphalt concrete determined by the formula

Movement resistance tractor (H)

To overcome the resistance forces that arise during the operation of the machine, the condition must be satisfied

Knowing the power of the power plant, it is possible to determine the thrust force from the expression

The power of the power plant of the tractor is generally spent on the drive of the travel mechanism and the drive of the milling drum.
Power (kW) of the drive of the moving mechanism

Power (kW) cutter drive evaluated according to the formula

Machines for laying fine-grained AB mixtures work according to the method of "hot" restoration of coatings. They have different sets of additional equipment, as well as various working bodies that distribute the mixture (spreading disc, distribution cart with a tray or unloading auger).
The simplest in design is the combined road machine (KDM), shown in Figure 8.5, which allows you to implement only one repair operation - the distribution of the mixture using a spreading disc 6. It is a body 1 mounted on frame 3, which is attached to the vehicle chassis when help of stepladders. The material is transported from the body by a chain conveyor to the tailgate, which is equipped with a gate valve that regulates the flow of material. Then it falls on the spreading disc and is distributed over the treated surface. The drive of the conveyor and the spreading disc is carried out by hydraulic motors from the hydraulic system of the base chassis.
The body for the material does not have the possibility of heating, which leads to a rapid cooling of the AB mixture. In addition, the uneven supply of material using the disk requires the additional use of a hand tool to fill the card with a mixture. Therefore, machines of this type are mainly used for winter maintenance of roads (for spreading anti-icing materials), completing them with a snow plow.

The DE-5 and DE-5A vehicles, as well as the MTRD and MTRDT, mounted on a truck chassis, have more opportunities. They differ from each other by the type of drive (electric or pneumatic) of the additional working equipment, which allows most patching operations to be carried out.
Figure 8.6 shows the structural diagram of the DE-5A machine. It contains a hopper-thermos 1 for hot AB mix, equipped with a distribution cart 9 for material, containers for mineral powder 14 and bitumen emulsion 16, as well as gas equipment (gas cylinders 11 with a pressure regulator) with a block of infrared radiation burners 12. The transfer of the thermos hopper from the transport to the working position is carried out by a hydraulic drive. The DE-5A machine has a pneumatic drive of the working equipment (from the compressor). The drive 6 of the compressor 3 is carried out from the engine of the base chassis through the power take-off, gearbox, cardan and belt drives. A hydraulic pump is installed on the compressor drive gearbox, which ensures the operation of the hydraulic equipment of the machine.

The DE-5 model differs from the DE-5A model by the presence of an autonomous power generator set to drive the working equipment (compressor, electric vibratory roller, electric jackhammer). The drive of the working equipment is carried out from asynchronous three-phase electric motors with squirrel-cage rotors.
The design of these machines allows you to repair the coating in two ways:
- firstly, by the "hot" method - heating the repaired area to a temperature of 120-160 ° C with IR emitters, followed by mixing the heated mixture of the old coating with a portion of the new mixture from the hopper-thermos, leveling and rolling with a manual vibratory roller;
- secondly, by the "cold" method - by mechanically cutting out the old coating, cleaning the resulting map with compressed air and filling the pit with a new mixture from a thermos hopper, followed by compaction of the mixture with a manual roller.
The MTRDT and MTRD machines have approximately the same technological capabilities. Figure 8.7 shows a structural diagram of one of them. It is also equipped with a hopper-thermos 2 for hot AB mixture with a distribution trolley for the material, as well as a heated tank 8 for bitumen with a device for mixing it. In addition, the MTRDT machine is equipped with an electric generator 4 driven by the base chassis engine, which provides power to the working equipment (compressor, electric jackhammers, electric vibration rammer, electric vibration roller). The drive of the electric generator is carried out from the engine of the base chassis through the power take-off, cardan and V-belt transmissions.

Working equipment allows you to repair the AB coating in a "hot" way using an electric heater and an electric iron. Patching is carried out by cutting and heating the old pavement, cleaning the map from the cut asphalt concrete fragments with a manual scraper and compressed air, treating the pit with sprayed hot bitumen, laying a new AB mixture and compacting it, followed by soldering the new and old pavement along the contour of the map.
The MTRD machine has a compressor that supplies the working equipment with compressed air. In addition to these machines, in the CIS, ED-105.1 and ED-105.1A models for patching are produced, which differ in the type of base chassis and a set of working equipment. The design of both models includes a thermos hopper for hot AB mixture and a bitumen boiler, a compressor, a pneumatic tool (jackhammer) and a bitumen sprayer, as well as an additional cabin for transporting service personnel. To compact the laid mixture, the ED-105.1 model has a vibrating plate with an autonomous drive, and the ED-105.1 A model has a manual roller. The model ED-105.1 also includes an edge cutter.
Along with these machines, the country's road enterprises operate imported equipment, the technical characteristics of which are given in Table 8.3. The machines of leading manufacturers usually contain the previously mentioned set of main units and additional working equipment. For example, the TR-4 machine is mounted on the chassis of a truck with a carrying capacity of at least 10 tons. The drives of the main mechanisms and units are carried out from hydraulic systems, and the compressed air is supplied from the pneumatic system of the base chassis. Among the main units of the machine:
- hopper-thermos for AB mixture, having two heating systems (gas and electric) and equipped with a stirrer for mixing and auger for unloading the mixture:
- heated tank for bitumen emulsion with spray system;
- a device with a container for collecting crushed old asphalt concrete;
- hand burner to remove moisture and heat the edges of the card;
- hydraulically controlled lifting platform with a jackhammer for cutting out the edges of the card and a vibrating plate for compacting the laid mixture;
- manual sprayer with a nozzle for spraying bituminous emulsion for priming the surfaces of the pit.
An important problem is the processing of old asphalt concrete granulate, which is formed when cutting out maps of a repaired pit and milling a damaged pavement. For this, special equipment is produced, including small-sized recyclers, which are produced in our country and abroad. For example, the PM-107 asphalt concrete regeneration plant (manufactured by Beldortechnika) is mounted on a trolley trailed to a tractor or truck. It is equipped with a rotating heat-insulated container, in which the granulate is heated with the addition of bitumen and mineral material (crushed stone, screenings), as well as mixing the resulting mixture. The container has a loading hopper on one side, and an unloading window with a valve on the other, through which the prepared mixture is unloaded into a distribution trolley or directly into a repaired pit. The container is rotated by a hydraulic motor from a hydraulic pump driven by an autonomous engine. To heat the mixture, a burner operating on diesel fuel is installed in the front of the tank. APA-1 asphalt concrete processing units (Volkovysk Plant of Roofing and Construction and Finishing Machines) have a similar design scheme.
The main technical characteristics of domestic recyclers for the processing of asphalt granulate are shown in Table 8.4.

Machines for patching by laying poured asphalt concrete also work on the method of "hot" restoration of coatings.
For patching by laying poured asphalt concrete, thermos-mixers are used - heat-insulated heated bins equipped with mechanisms for mixing and unloading poured asphalt concrete mix. It is advisable to classify them according to the following criteria:
1) by size(m3) - small (≤ 4.5), medium (up to 9) and large (≥ 9) capacity;
2) according to the location of the mixer shaft- horizontal and vertical;
3) according to the type of mixer drive- with mechanical from an autonomous engine or hydromechanical from the hydraulic system of the base chassis;
4) according to the cyclical work- with continuous, batch and combined issuance of the mixture;
5) according to the shape of the container- trough-shaped and barrel-shaped.
They are mounted on a car chassis of the appropriate load capacity.
Road organizations of the country operate thermos mixers from various manufacturers. Their main technical characteristics are given in table 8.5.
A typical design of a thermos mixer (model ORD) is shown in Figure 8.8. The machine has a tank 4 insulated by a casing 3 with a mixer 5. The tank is heated through flame tubes 6, 7 by two automatic heaters 15 that run on liquid fuel. Hydromechanical drive 10 from an autonomous engine 13 provides reverse rotation of the mixer shaft 5. Changing the position of the container is carried out using two hydraulic cylinders of the lift 14. Due to the possibility of reversing the mixer during transportation, the mixing of the mixture is accompanied by its injection to the front wall, and during unloading - to the rear, where the hole is located for unloading, equipped with a gate valve.
The technological capabilities of thermos-mixers are significantly expanded in the presence of a combined system for dispensing the mixture both by batch and in-line methods. Such a system allows them to be used both for patching and for the overhaul of road surfaces. In a number of models of thermos mixers, a duplicated drive is provided, which significantly increases the reliability of the machine and allows you to choose the optimal mode of operation of the mixer, depending on the technological task. Some models, shown in Table 8.5, have a system of stepless regulation of the speed of the mixer shaft, which allows you to effectively mix organic and mineral binders with various materials, including those with mineral fillers, reclaimed asphalt granulate, rubber and polymer modifiers.

Machines for patching by laying emulsion-mineral mixtures implement the method of "cold" restoration of coatings. In the production of patching of roads by laying emulsion-mineral mixtures (EMS), the following are used:
- laying pre-prepared EMS;
- mechanized laying of EMS when mixing components in the working body of the machine.
For laying pre-cooked EMS(packaged or prepared directly at the work site) the following machines and equipment are used:
1) stationary or mobile installation for the preparation of the mixture;
2) a compressor with a set of jackhammers or a road mill for cutting the edges of the pit;
3) equipment for laying EMC in the pit;
4) a vibrating plate or a manual vibratory roller for compacting the EMC laid in the pit;
5) a vehicle for transporting EMS from the base to the work sites.
For mechanized installation of EMC(according to the second method) use the following technique:
1) compressor or road milling machine;
2) a machine for preparing, stacking and sealing EMC;
3) vibrating plate or vibrating roller.
Mechanized laying is carried out by pneumatic transportation, combination and distribution of EMC components (this type of laying is called the pneumatic spray method). Its essence lies in the fact that the combination of components is carried out in a machine during the transportation of bitumen emulsion with compressed air from a compressor at a pressure of up to 1 MPa. As a result, an emulsion cloud is formed in the spray nozzle of the working body of the machine, passing through which the crushed stone particles are enveloped in the emulsion. The processed particles at the outlet of the nozzle have a speed of up to 30 m/s, which ensures good compaction of the repair material in the pit.
Machines for mechanized laying of EMS combine several technological operations of patching. All main operations (preparation of the mixture, its laying in the repaired pit and compaction) are carried out by air flow. The working equipment of machines for mechanized laying of EMS includes bins for mineral materials (crushed stone of various fractions) and bitumen emulsion, a system for pneumatic supply of initial components (mineral materials and bitumen emulsion) to the laying area, their distribution and compaction.
The equipment of these machines can be classified according to the following main features:
1) according to the way the working equipment is located- mounted, trailed and semi-trailed;
2) blower drive- from an autonomous power plant or from the power take-off shaft of the base chassis;
3) according to the complete set of auxiliary equipment- with a device for cleaning crushed stone, with a system for modifying crushed stone, with a compaction device (vibration or pneumatic rammer, manual roller).
The main technical characteristics of machines and installations for patching by mechanized EMC laying are presented in Table 8.6. The designs of these machines differ in the sets of components and the location (mounted, trailed and semi-trailed) of the working equipment units. An example is the installation of the German company "Schafer", which includes a two-section bin for crushed stone mounted on a trailer chassis, separate tanks for water and bitumen emulsion, a diesel engine that drives the hydraulic system of augers for feeding crushed stone from the bunker to the crushed stone pipeline, a pneumatic system compressor and a blower. It creates an air flow, with the help of which the crushed stone is fed through the crushed stone pipeline to the working body (nozzle) and mixed with the bitumen emulsion supplied by the tank with a diaphragm pump. The resulting EMS is continuously placed in a repaired pit, previously cleaned with water from dirt and weeds.
The durability of asphalt concrete during patching increases significantly if the initial components are pre-activated before mixing. In particular, the treatment of crushed stone with anionic surfactants (surfactants) significantly increases the physical, mechanical and operational properties of EMS by enhancing the adhesive interaction between the mineral material and the binder.
The implementation of activation processes when mixing EMS components was carried out in the design of the device, which is aggregated with machines for patching. It is a paddle or screw feeder, in the body of which surfactant supply nozzles are mounted. The activation of mineral components in this device is carried out by mixing them with surfactants, followed by treatment with a binder.
Figure 8.9 shows a structural diagram of a universal patching machine equipped with an activation device. The machine consists of a metal structure that forms a bin for crushed stone 1, tanks for water 2 and bitumen emulsion 3. It can be installed on the chassis or in the back of a vehicle 4. An auger 5 is installed at the bottom of the bunker driven by a power plant 6. Crushed stone is fed by an auger from hopper into the receiving tray 7 and then by the air flow through the crushed stone pipeline 8 into the nozzle 9. The air flow is created by the blower driven from the power plant 6. At the same time, bitumen emulsion is supplied under pressure from the tank 3 through the pipeline 10 into the nozzle. In nozzle 9, crushed stone is mixed with bitumen emulsion. As a result, the mixture is continuously placed in the repaired pit and compacted in it. The machine provides for the possibility of cleaning the pit with water that enters it: from tank 2 through pipeline 11. The machine has an activation device 14, in which surfactant crushed stone is processed. The liquid activating agent is located in tank 12, connected by pipeline 15 to nozzles 13, through which it is sprayed, mixing with crushed stone in activator 14.

The drive of units and assemblies of the machine is carried out from an autonomous power plant or from the base chassis, which can be used as domestic MAZ-53373 or MAE-5337. In addition, a trailed chassis option is available, which is aggregated with a tractor of traction class 1.4. Mineral materials are loaded using auxiliary equipment, for example, an elevator or a hydraulic manipulator equipped with a grab.
The machine has advanced technological capabilities. It can also be used to distribute anti-icing materials (both liquid reagents and sand-salt mixtures) in winter period. To do this, instead of a nozzle, a spreading disc is installed, onto which a sand-salt mixture is fed from the bunker by a screw conveyor, and in the case of using liquid reagents, they are filled into the tanks of the machine and fed to the treated strip using pumps.
operational performance(m/h) machines for maintenance are determined by the formula

Total time to repair (s)

Auxiliary time

The time spent filling the bunker,

The number of fillings of the bunker with the mixture, necessary to carry out the work,

Means of small mechanization. The specifics of patching (small volumes and a large number of objects) determines the technological and economic need for the use of small-scale mechanization. Among them are cutters and joint fillers, vibrating plates and vibrorammers, as well as other small-sized equipment.
Seam cutters. In patching, seam cutters are used to cut out the edges of the repaired pits and cut cracks. It is advisable to classify them according to the following main features;
1) by motor power (kW)- light (up to 15), medium (up to 30) and heavy (up to 50);
2) by way of movement- manual and self-propelled;
3) according to the type of drive of the working body- with mechanical, hydraulic and electric drive;
4) by type of working body- with a cutting disc and with a thin cutter.
The main element of the seam saw is the working body - a cutting disc (or cutter), which is driven by a power plant - an internal combustion engine, an electric motor powered by a network (or from a stationary source) or a combined power plant (ICE - electric drive or ICE - hydraulic drive ).
For patching, mainly hand-operated cutters with a mechanical drive are used. Self-propelled machines are used for large-scale road works, including for cutting grooves of expansion joints in the CB coating.
Most simple design have mechanically driven seam cutters. Such a cutter (Figure 8.10) is a trolley, on the frame 1 of which an internal combustion engine 6 is installed, which drives through the transmission (clutch and V-belt drive 5) the cutting disc 3, the position of which is regulated by a manual lifting mechanism 8. The movement of the cutter when cutting the coating is performed by the operator manually . The cutting disc is set to the required cutting depth manually by mechanism 8. The disc is closed by a protective casing 4 with a tube through which water is supplied from tank 7 to cool the disc. Removal of dust and cutting products from the working area can be carried out with a vacuum cleaner, additionally mounted on the frame.

Two types are used as a working body in cutters cutting tool: first, diamond segment cutting discs(i.e., diamond-coated discs), which are combined in a package to provide the required crack gap width; secondly, cutters with the required width of the cutting edge of the teeth made of carbide materials or with a diamond coating.
In Belarus, seam cutters are manufactured by Beldortekhnika. They are also produced as plug-in adapters for universal power modules, for example, for the Polesie-30 power facility (manufactured by the GSKB of the Gomselmash association). Leading manufacturers of road equipment produce several sizes of floor saws, differing in the type and power of the engine, the diameter of the cutting disc and the depth of cut. Among them are Cedima, Stow and Breining (Germany), Dynapac and Partner (Sweden) and others.
When cutting material with cutters equipped with hard-alloy teeth, crushing and even pulling out of large grains of crushed stone from the edge of the crack being cut occurs, which is accompanied by a decrease in the strength characteristics of the coating in this zone. Therefore, it is advisable to use equipment with carbide tools when cutting cracks in asphalt concrete with a maximum aggregate size of not more than 10 mm. When cutting with a diamond tool, this problem does not arise, since in this case the crushed stone in the asphalt concrete is carefully cut.
Figure 8.11 shows a manual floor saw.

The speed of the working process of seam saws depends on the depth and width of cut, on the material being developed and is 30-200 m/h. If it is necessary to clean heavily contaminated cracks, disc brushes are used, which are installed instead of cutting discs.
Self-propelled floor saws have a hydraulic drive of the movement mechanism, which allows them to move in working mode at a speed of up to 480 m/h. The large mass provides them with a low level of vibration when working with carbide tools.
Calculation of seams includes the definition of basic parameters, power balance, etc.
The power (kW) expended on cutting the seam is determined by an empirical dependence that relates it to the dimensions of the groove being cut, as well as to the cutting speed:

You can check the correctness of the calculations of cutting power using the expression

The amount of coolant (l) is also estimated from the empirical dependence

Crack repair equipment. After milling and cleaning with a disc brush with a metal bristle, which is installed instead of a cutting disc on a seam saw, the crack should be prepared for subsequent filling with sealant, which includes drying and heating the seam.
For these preparatory operations, both specialized equipment and gas-flame welding, adapted for repair work, are used. Specialized equipment includes gas generators, which are equipped with a compressor, burner and cylinders with natural or other combustible gas. Through a controlled nozzle, they supply hot (200-300 °C) air into the crack cavity at a speed of 400-600 m/s. The result is not only cleaning and drying of the cavity of the crack itself, but also the removal of destroyed coating particles from the crack zone.
When using gas-flame installations, drying and heating of cracks is carried out by burners with an open flame, which leads to burnout of the binder and accelerated destruction of asphalt concrete in the crack zone.
The final operation to repair cracks is their sealing, which is carried out by special machines - joint fillers. It is advisable to classify them according to the following main features:
1) by drive type- self-propelled, trailed and manual;
2) according to the type of heating of the tank with sealant- heat transfer oil, combustible gas and diesel burner;
3) by the presence of a mixer- with horizontal and vertical shaft.
The pourer is a heated tank mounted on a frame equipped with wheels. The tank can be equipped with a mixer, as well as equipment (pump, communications, nozzle) for transporting the sealant to the crack. The sealant is loaded into the tank, heated to operating temperature, and pumped through a controlled nozzle into the prepared crack using a pump. The hydraulic drive of the mixer and the sealant supply pump from an autonomous power plant (internal combustion engine) through the hydraulic pump and hydraulic motor provides effective regulation of the sealant supply.
Figure 8.12 shows a structural diagram of a self-propelled joint filler, which is placed on a truck chassis. It is equipped with a pneumatic system with compressor 1; tank 2 for heating the sealant with nozzle 4 gas burner and communications; a sealant supply system, including a rotary rack 5 with a tubular beam, equipped with a pipeline 3; a drive for supplying air and sealant into the cavity of the seam. Cranes, pump and pipelines are also heated with hot gas. The compressor provides blowing and cleaning of the seam with compressed air, as well as its supply to the fuel injector. The compressor is driven from the vehicle engine through a power take-off gearbox. The heated sealant with the help of a pump through the pipeline and the nozzle enters the cavity of the seam. With the help of a turntable and a beam, the pipeline nozzle is moved along the seam to fill it.

After pouring, the crack is covered with a layer of sand or crushed stone of small fractions (5-10 mm) to create a protective rough wear layer, as well as to prevent bitumen from sweating. To perform surface treatment of cracks, there are manual crushed stone spreaders on pneumatic wheels, the main unit of which is a conical hopper with a damper to control the thickness of the spread material layer. The damper is controlled and the bunker is moved manually.
Table 8.8 shows the characteristics of some joint fillers.
Figure 8.13 shows a trailed joint filler manufactured by Beldortechnika. It is designed for heating and supplying bitumen-elastomer sealing mastics under pressure when performing work on sealing cracks, seams and waterproofing during repair and construction work on roads, airfield pavements, bridges, overpasses. It is equipped with two easily removable nozzles - for filling joints and for filling cracks.

Vibrating plates for sealing road materials are self-propelled equipment. They are equipped with centrifugal vibrators - unbalance shafts as vibration exciter. When such a shaft rotates, a centrifugal force of inertia develops. Its projection on the vertical axis is the driving (disturbing) force, under the influence of which the vibrations of the vibrator and the plate itself occur. Vibrating plates are classified according to the following main features:
1) by size- light (weighing 50-70), medium (70-110) and heavy (more than 110 kg);
2) according to the type of vibrator drive- mechanical, hydraulic, electrical and pneumatic;
3) according to the nature of vibrations of the vibrator- with non-directional (circular) and directional vibrations;
4) by the number of vibrator shafts- one- and two-shaft;
5) according to the method of working movement single-stroke (with a stroke only forward) and reversible (with a stroke forward - backward);
6) according to the degree of autonomy- independent equipment or additional equipment for recyclers.
The principle of operation of centrifugal debalais vibrators - single-shaft and two-shaft - is shown in Figure 8.14. The most significant difference between these vibrators is the nature of the action of the centrifugal force of inertia. For single-shaft vibrators, the centrifugal force has a constant value and a variable direction, while for two-shaft vibrators, the centrifugal force has a constant direction and a variable value. In this case, the driving force of the unbalance shaft changes in time from zero to the maximum (amplitude) value equal to the centrifugal force.
For a single-shaft vibrator (Figure 8.14, a), the centrifugal force Q1 remains constant during shaft rotation, but continuously changes direction, creating circular non-directional oscillations. Its driving force at each moment of time is equal to the projection onto the vertical axis of the centrifugal force. Accordingly, the single-shaft vibrator transmits non-directional vibrations to the vibrating plate, which, in turn, transmits the vibrations to the material to be compacted.

For a two-shaft vibrator (Figure 8.14, b), both shafts are interconnected (for example, by gears) and rotate in opposite directions with the same angular speed. Due to this, the vertical components of the centrifugal forces are always directed in one direction, which provides vertical directional vibrations that are transmitted to the plate and provide a more efficient compaction of the material. In this case, the horizontal components of these forces (Q1 sin φ) are mutually balanced.
When the unbalance shaft rotates, the centrifugal force is determined by the formula

The driving force of the unbalance shaft corresponds to the vertical projection of the centrifugal force. For one- and two-shaft vibrators, it has different values.
For a single-shaft vibrator of non-directional action, the projections of the centrifugal force on the coordinate axes

Thus, the driving force (i.e., Qy) of the single-shaft vibrator changes in magnitude as the shaft rotates, which reduces the sealing efficiency.
For a two-shaft directional vibrator, the projections of centrifugal forces on the x and y axes

Comparing formulas (8.16) and (8.17), it is easy to verify that the total driving force of a two-shaft vibrator is much greater than this parameter of a single-shaft vibrator.
The two-shaft vibrator is mounted on reversible vibrating plates. If the axis of the centers of the shafts is horizontal, the plate will work in place, making vertical vibrations under the action of the force Oy. If the axis of centers is set at an angle to the vertical, the plate will move in the direction of deviation of the axis of centers.
Table 8.9 shows the influence of the standard size of single-stroke and reversible vibratory plates on the thickness of the layers of AB mixtures they compact.

Table 8.10 compares the operational characteristics of vibrating plates and vibratory rollers depending on their main parameter - mass. As can be seen from the table, in terms of performance, the plates are significantly inferior to the rollers. Therefore, they are used for small volumes of road works, i.e. where high productivity is not required: firstly, during patching; secondly, when sealing trenches crossing the coating; thirdly, when compacting crushed stone and granulate, which are used to strengthen roadsides; fourthly, when compacting the lower and upper layers of pavement when widening the carriageway in places of short length (at interchanges, bus stops, etc.).

The vibrating plate (figure 8.15) is a working plate-pallet 1 with a vibrator 2, which is equipped with a sub-frame 4, an engine 5, a transmission 3, a suspension system 7 and a control mechanism 6. This figure shows circuit diagrams a single-pass plate with a non-directional vibrator (a) and a reversible plate with a directional vibrator (b).
The working movement (self-movement) of the single-stroke and reversible vibrating plates occurs as follows. A vibrating plate with a single-shaft vibrator can only move forward by installing a vibrator with an offset relative to the center of inertia of the plate (Figure 8.15, a). A vibrating plate with a two-shaft vibrator can work in place, as well as move forward or backward depending on the position of the axis of the centers of the unbalanced shafts (in the position shown in Figure 8.15, b, the plate moves to the left). The position of the axis of the centers is changed with the help of an adjusting rod (not shown in the figure). The turn and control of the movement of the plate is carried out using the handle 6.

mechanical drive The vibrator consists of an air-cooled internal combustion engine and a transmission (clutch and V-belt drive).
Hydraulic drive, which have heavy vibrating plates, includes an internal combustion engine, a hydraulic pump, a hydraulic motor, a hydraulic distributor, a tank for working fluid and communications.
Pneumatic drive contains a pneumatic motor, a pneumatic distributor and communications through which compressed air is supplied from the compressor unit.
Figure 8.16 shows the structural and kinematic diagrams of a self-advancing vibrating plate with a mechanical drive of a single-shaft vibrator. It contains the following assembly units: plate 1, vibrator 3, sub-frame 5, capstan 2 with pulley 15, motor 6 and clutch 32. The trough-shaped steel plate 1 is a sealing working body. In its front part there is a platform for fastening the capstan drive 2.
A vibrator 3 is installed on the plate, the body 19 of which is bolted to it. The main shaft of the vibrator 33 has four unbalances - 20, 21, 26 and 27.
The internal combustion engine 6 through the bevel gear 18, cardan gears 17 and 31, as well as through V-belts 16 and 29 drives the vibrator shaft 33. The average unbalances 21 and 26 rotate in the direction opposite to the direction of rotation of the extreme unbalances 20 and 27, thanks to the gear mechanism in the vibrator housing. With the initial location of the mass of unbalances exactly in the vertical plane (relative to the shaft 33), the plate oscillates only in the vertical direction. When the unbalances are displaced relative to the shaft 33 in terms of forward, backward and in different directions, the plate will move forward, backward or around the axis, respectively.

The operation of the vibrating plate is controlled manually through two gears using handwheels 23 and 24.
To damp vibrations and eliminate their impact on the engine, the frame 5 is equipped with an elastic suspension of a hinged structure, which has horizontal 7 and vertical shock absorbers 4 and 11.
Table 8.11 shows the main technical characteristics of the most common vibrating plates of various sizes.

Domestic enterprises have also launched the production of vibrating plates. For example, the machine-building enterprise Beldortekhnika produces two models of vibrating plates PV-1 and PV-2 (weighing 70 and 120 kg); The Mogilev plant "Strommashina" produces vibratory plates of the UV-04 model (weighing 233 kg) driven by a 4.4 kW engine; Gomel SKTB "Tekhnopribor" - light vibrating plates driven by a pneumatic motor.
Calculation of vibrating plates. The main characteristics of vibrating plates include gravity and working area dimensions, oscillation frequency and driving force, engine power and travel speed. As a rule, most of the indicators are chosen on the basis of experimental data.
The gravity of the vibrating plate is chosen according to the static pressure

The dimensions of the plate are associated with the thickness of the compacted layer. In particular, the relation

Based on experience, it is recommended to take

In addition, to estimate the mass (kg) of the vibrating plate, the expression is used

To check or determine some characteristics, you can use the well-known rule about the equality of the static moment of an unbalanced vibrator and the static moment of a vibrating plate when compacting a material of a given thickness.
Static moment (N*m) of unbalance shaft

Static moment (N*m) of vibrating plate

From the equality of these moments, we can determine geometric characteristics unbalance.
The greatest compaction effect is achieved in those cases when the frequency of the forcing vibrations of the plate corresponds to the frequency of natural vibrations of the compacted material.
In some cases, it is necessary to determine the speed of movement (m/min) of the vibrating plate. To do this, you can use the formula

For each material, the optimal frequency of unbalance and the speed of movement of the plate are selected experimentally. The maximum speed of self-movement of the plate corresponds to the angle φ = 45...50°.
The unbalance rotation frequency (rpm) can be determined using an empirical dependence through the thickness of the compacted layer (m):

Engine power plate is spent on its movement Ntrans, on the drive of the unbalance shaft Npr and on overcoming the friction forces Npc in its supports (bearings):

Power (W) spent on movement,

The total force of resistance to movement ΣW of the plate consists of the following components:
1) movement resistance(H) vibrating plates on the surface of the mixture

2) drag prism drawing(H) mixtures in front of the stove

3) inertial force resistance (N)

Power (N) spent on the drive of the unbalance shaft,

The calculated oscillation amplitude (hell) of the unbalanced shaft can be determined through the amplitude of plate oscillations necessary for compaction:

Power (N) expended to overcome friction forces vibrated in bearings, determined by the formula

Asphalting roads and other communications has always been very important in our lives. But sooner or later you can observe such a phenomenon as the wear of the roadway. Cracks, chips, potholes, and even pits may appear in the road surface, that is, in some places of various sections of the road, asphalt repair is required.

The technology for the production of pavement repair was developed and mastered a long time ago, but even today you can encounter cases of unfair repair work. However, this no longer applies to the technology itself, it simply becomes necessary to require the heads of repair teams to comply with all established standards.

Yes, the destruction of asphalt is a fairly common phenomenon even in highly developed countries, and not only here.

This happens despite the characteristics of strength, water resistance, frost resistance and similar parameters.

There comes a time when you still need to resort to asphalt repair. Asphalt - the material, in principle, is not very durable, moreover, it is affected by many different factors, which will be discussed below.

Asphalt features

Asphalt is also called asphalt concrete.. In principle, asphalt concrete is similar to concrete - it also consists of sand, crushed stone and binders. But unlike concrete, where the binder component is cement, in asphalt this component is bitumen created by processing petroleum products.

Asphalt is a very durable material, but, however, over time, various kinds of cracks, pits, and potholes appear in it.

Asphalt wear occurs due to a number of factors, and not only because of the relatively high pressure of vehicles on the road surface:

  • Weather and climatic conditions, of which frost is the most destructive;
  • In addition, ultraviolet, which eventually destroys bitumen, and even oil from cars adversely affects the road surface.

In general, these phenomena need to be fought. eliminates problems with the road surface, although a set of preventive measures must be applied.

Asphalt pavements are resurfaced every few years, and the various cracks in the pothole are treated with a special water-resistant sealant.

These sealants are essential in order to deal with various chemical attacks. And if the asphalt is already starting to crumble, then it is necessary to change the coating in this place entirely. If the cracks are more than 20 mm, then a special repair compound with the addition of sand can be used to seal them, this is necessary to create a more rigid content. Allow all components to dry after application.

Both cracks and pits and potholes have different sizes, therefore, to eliminate them, it is necessary to use a variety of technologies.

If various types of sealants can be used in small cracks, then the so-called “cold asphalt” is used to eliminate holes and potholes with a diameter larger than ordinary damage. This material has its own article numbers and data, which indicate rather high properties of cold asphalt. is made directly from the container by pouring the material onto the repaired surface and in full compliance with the technological process.

Also, factors such as improper asphalt paving technology affect the wear of the road surface.

The nuances of laying asphalt

In our country, unfortunately, this is not uncommon. The quality is greatly affected by the fact that asphalt paving takes place in a humid environment, although any builder should be aware that the ingress of moisture into the consistency of the material is not only undesirable, but also harmful. This is especially unfavorable when the moisture that has got inside the canvas freezes and destroys the internal integrity of the road surface, significantly worsening its characteristics.

And of course, when working in wet conditions, it is very difficult to achieve adhesion of the base and the asphalt itself.

Phenomena such as subsidence of soil under the roadway are very common, leading to its deformation in some areas. Often, the loads on the roadway exceed the maximum allowable according to the calculations of the properties of the material used.

A very bad impact on the quality of the road surface has a gust under the canvas ground water. In such cases, asphalt repair is carried out more thoroughly, often with a complete replacement of not only the asphalt pavement, but the entire foundation of the road. Such repairs turn into major repairs, when it is necessary to use a large amount of equipment and building materials.

When to overhaul asphalt

So, overhaul produce, if necessary, very serious solutions to the problems of the roadway. This repair includes two types of repair:

  • First- this is when the topmost layer is removed - asphalt and lining. The damaged area is again covered with sand, filled with various solutions, and then everything is again laid with bitumen. A completely new asphalt surface is being laid on top;
  • Second type of overhaul - this is when asphalt repair, in principle, does not make sense in case of large damage, and it remains only to prepare the laying of a new roadway, taking into account the need to comply with all required norms and rules.

But often it is not required, especially in cases where its construction was carried out in full compliance with all necessary standards. If the canvas is damaged, only current repairs are required, which only affect the condition of the asphalt. Asphalt maintenance is usually performed when it is necessary to correct minor flaws, patch up some small details, cover up cracks or eliminate relatively small potholes and holes.

Asphalt pothole repair is a type of current repair of asphalt concrete pavement. This method is associated with the reconstruction of sections of the roadway by replacing the pavement in these same sections.
This type of repair asphalt concrete pavement, as patching, allows you to eliminate various damage to the roadbed with an area of ​​​​up to 25 m², for example, potholes, single cracks, peeling of the site, waves on the road, asphalt subsidence and many others.
The technology of patching the pavement consists in rolling asphalt mixtures and involves following the following steps:

  • determination of the boundaries on which the repair will be carried out;
  • cutting out the coating in the required place of repair;
  • complete removal of the coating material;
  • application of asphalt mix;
  • compaction of the coating and its alignment.

When choosing the boundaries of the patching of asphalt pavements, it should be taken into account that the destruction on the base of the pavement under the defect of the canvas covers much larger frames than the actual destroyed zone. In general, the geometric dimensions of the "patch" should be in accordance with the zone of the destroyed state. Not less than 15 centimeters, the contour of the "patch" should overlap the destruction zone, and preferably even 20-30 centimeters.
Often the width of the "patch" is equated to the width of the lane (with extensive cracks, wide potholes, breaks, as well as other damage that takes up most of the lane), with smaller damage, this zone may be smaller than the zone of the lane, but more than 100 mm.

Places for repair make any contour, but without sharp corners, most often they rectangular shape which is more convenient for repair. In order to cut the coating at the repair site, it is necessary to use a jackhammer or joint cutter. If you use a jackhammer when processing the outer boundaries of the “patch”, practice shows that later these very boundaries are chipped. This has a very bad effect on the service life of the repaired coating.

If a seam cutter is used, then a jackhammer is used to break the coating and remove it from the "patch". Coating material is removed manually. Asphalt mixture is laid in ready-made patches. The compaction of such a mixture is carried out by a vibrocompactor.

Capital repairs of roads

Capital repair of roads is a whole range of works to fully restore and improve the performance of the road surface, subgrade, structures on the road, replacing old worn-out structures or parts with stronger and more durable ones. If necessary, the geometric parameters of the road are increased, here it is necessary to take into account the intensity of traffic on the road and the axle loads of vehicles within the limits that correspond to certain categories established for repair cases. The width of the subgrade does not change throughout the entire route. Today, the roads are very loaded, and, no matter how they are treated, repairs are needed in a timely manner.

Our climate in its own way affects the condition of the road surface. Cracks that appear on the coating are not at all an indicator bad work for road construction. To a large extent, the climate influences - snowy winters with thaws. That is, the destruction of roads is quite natural and inevitable.

The main objective of the road overhaul is to restore the transport and operational potential of the road to the level at which it will comply with the measures of safe traffic on it.
The criterion that it is already necessary to resort to a major overhaul of the road is the transport and operational condition of the poured asphalt, in which the strength parameter has dropped to the limit value.
Major repairs of the road, as well as during construction, must be carried out on all sections of this road, all structures and elements along the entire length of the asphalted area.
major overhaul, as road construction, is produced in full accordance with the specially developed and approved design and estimate documentation.

What are the rules, what is attributed to the overhaul, and what to the current one. Namely, is it possible to carry out the repair of an asphalt pavement with current repairs and with payment for compulsory medical insurance?

Answer

Repair of asphalt pavement at the expense of compulsory medical insurance is possible only as part of the current repair. If the repair of the coating is carried out as part of a major overhaul, then it is impossible to pay for repairs at the expense of compulsory medical insurance.


If an institution has several sources of funding and these costs are related to the activities of the institution for other CFAs, expenses should be made at the expense of different CFAs. Set the method of distribution of expenses in the accounting policy of the institution.

The institution determines which repair work relate to current, and which - to capital, since these issues are not regulated by accounting legislation.

The basis for determining the types of repairs should be the relevant documents developed by the technical services of organizations within the framework of the system of preventive maintenance. This is stated in the letter of the Ministry of Finance of Russia dated January 14, 2004 No. 16-00-14 / 10. To determine what type of repair work belongs to, you can be guided by the following documents:
Regulations on carrying out scheduled preventive maintenance of industrial buildings and structures MDS 13-14.2000, approved by the Decree of the USSR Gosstroy of December 29, 1973 No. 279;

Departmental building standards (VSN) No. 58-88 (P), approved by order of the State Committee for Architecture under the Gosstroy of the USSR dated November 23, 1988 No. 312;

letter of the Ministry of Finance of the USSR dated May 29, 1984 No. 80.

This is stated in the letters of the Ministry of Finance of Russia dated February 25, 2009 No. 03-03-06 / 1/87 and dated November 23, 2006 No. 03-03-04 / 1/797.

For example, in accordance with current legislation work on the elimination of ruts, subsidence and potholes by means of patching, as well as placers of small gravel screenings and sealing joints and cracks in cement-concrete pavements, are current repairs.

Installation of asphalt concrete pavement on roads with cement-concrete pavement, replacement of cement-concrete pavement with a new one, strengthening of asphalt pavement, reconstruction of crushed stone and gravel pavements, profiling of dirt roads is a major overhaul.

This conclusion follows from appendices No. 3 and No. 8 of the "Regulations on the conduct of scheduled preventive maintenance of industrial buildings and structures" dated December 29, 1973 No. 13-14.2000, 279. Thus, patching of asphalt pavement should be attributed to the current repair .

Rationale

From the resolution, regulation, methodological documentation of the Gosstroy of the USSR dated 12/29/1973 No. 13-14.2000, 279

MDS 13-14.2000 Regulation on scheduled preventive maintenance of industrial buildings and structures

A. Maintenance

3.4. The current repair of industrial buildings and structures includes work on the systematic and timely protection of parts of buildings and structures and engineering equipment against premature wear by taking preventive measures and eliminating minor damage and malfunctions.

LIST OF WORK CURRENT
REPAIR OF BUILDINGS AND STRUCTURES BY BUILDINGS

XIX. Car roads

1. Correction of roadsides with layout and compaction.

2. Cleaning of drainage ditches and ditches.

3. Elimination of ruts, subsidences and potholes by means of patching, as well as placers of fine crushed stone and sealing joints and cracks in cement-concrete coatings.

4. Straightening of individual side stones.

5. Replacement of road signs.

6. Repair of artificial structures to the extent accepted for railway structures.*

List of works on major repairs of buildings and structures

XIX. Car roads

a) ground bed

1. Treatment of subgrade in places of landslides, landslides, erosion and deeps.

2. Restoration of all drainage and drainage devices.

3. Restoration of all protective and fortifying structures of the subgrade.

4. Change individual structures artificial structures or replacing them with other structures, as well as a complete change of pipes and small bridges (if they are not independent inventory objects, but are part of the subgrade or road as a single inventory object).

b) Road clothes

1. Alignment and replacement of individual cement-concrete slabs.

2. Laying a leveling layer of asphalt concrete on the cement-concrete surface.

3. Installation of asphalt concrete pavement on roads with cement-concrete pavement.

4. Change of cement-concrete coating to a new one.

5. Strengthening the asphalt concrete pavement.

6. Reconstruction of crushed stone and gravel coatings.

7. Relocation of pavements.

8. Profiling of dirt roads.

c) Bridges, pipes

1. Partial re-laying of stone and brick supports (up to 20% of the total volume).

2. Repair of concrete supports (up to 15% of the total volume).

3. Change of damaged elements of wooden bridges, except for piles.

4. Change of wooden or reinforced concrete flooring, as well as replacement of wooden flooring with reinforced concrete.

5. Complete change or replacement of superstructures.

6. Relocation of pipe heads.

7. Change of elements of wooden, reinforced concrete or concrete pipes (up to 50% of the volume).

d) Sites for cars, road construction

and other machines, storage areas, as well as areas

grain receiving points

1. Repair and restoration of drainage structures (trays, ditches, etc.).

2. Relocation of cobblestone areas.

3. Reconstruction of crushed stone and gravel surfaces of sites.

4. Repair of concrete pads with laying a leveling layer of concrete.

5. Alignment and replacement of individual cement-concrete slabs.

6. Covering with asphalt concrete the sites listed in paragraphs 2 - 5.

Letter of the Ministry of Finance of Russia dated January 14, 2004 No. 16-00-14/10

On determining the type of repair of fixed assets

The Department of Accounting and Reporting Methodology informs that in preparing Guidelines on accounting fixed assets, approved by order of the Ministry of Finance of Russia dated October 13, 2003 No. 91n, in section 5 "Maintenance and restoration of fixed assets", definitions of types of repairs were excluded, incl. capital; since these issues are not regulated by accounting legislation. The basis for determining the types of repairs should be the relevant documents developed by the technical services of organizations within the framework of the system of preventive maintenance.

B. Overhaul

3.11. The overhaul of industrial buildings and structures includes such works in the course of which the worn-out structures and parts of buildings and structures are replaced or replaced with more durable and economical ones that improve the operational capabilities of the repaired facilities, with the exception of a complete change or replacement of the main structures, the service life of which in buildings and structures is the largest (stone and concrete foundations of buildings and structures, all types of building walls, all types of wall frames, pipes of underground networks, bridge supports, etc.).

FFOMS letter dated 06/06/2013 No. 4509/21-i

On the issues of spending the funds of compulsory medical insurance within the framework of basic program compulsory health insurance

The Federal Compulsory Medical Insurance Fund, in connection with the appeals of the territorial compulsory medical insurance funds on the issues of spending compulsory medical insurance funds within the framework of the basic program of compulsory medical insurance, reports the following.
According to part 7 of Article 35 of the Federal Law of November 29, 2010 No. 326-FZ "On Compulsory Medical Insurance in Russian Federation"(hereinafter referred to as the Federal Law) the structure of the tariff for paying for medical care under the basic program of compulsory medical insurance includes the cost of wages, accruals for wages, other payments, the purchase of medicines, Supplies, food. soft inventory, medical instruments, reagents and chemicals, other inventories, expenses for paying the cost of laboratory and instrumental studies conducted in other institutions (in the absence of a laboratory and diagnostic equipment in a medical organization), catering (in the absence of organized catering in a medical organization) , expenses for payment of communication services, transport services, utilities, works and services for the maintenance of property, expenses for rent for the use of property, payment software and other services, social security for employees of medical organizations established by the legislation of the Russian Federation, other expenses, expenses for the purchase of equipment worth up to one hundred thousand rubles per unit.
In accordance with Part 1 of Article 30 of the Federal Law, tariffs for payment for medical care are calculated in accordance with the methodology for calculating tariffs for payment for medical care approved by the authorized federal executive body as part of the rules for compulsory medical insurance, and include cost items established by the territorial program of compulsory medical insurance.
Medical organizations are obliged, in accordance with Clause 5, Part 2, Article 20 of the Federal Law, to use the funds of compulsory medical insurance received for medical care provided, in accordance with compulsory medical insurance programs.
When determining the appropriate areas for spending funds, one should be guided by the Guidelines on the procedure for applying the budget classification of the Russian Federation for 2013 and for the planning period of 2014 and 2015 (hereinafter referred to as the Guidelines), approved by order of the Ministry of Finance of the Russian Federation dated December 21, 2012 No. 171n. The classification of fixed assets included in depreciation groups, approved by the Decree of the Government of the Russian Federation of January 1, 2002 No. 1 (hereinafter referred to as the Classification of Fixed Assets) and the All-Russian Classifier of Fixed Assets 013-94, approved by the Decree of the State Standard of Russia of December 26, 1994 No. 359.

Overhaul costs are attributed to sub-article 225 "Works, services for the maintenance of property" of article 220 "Payment for works, services" of KOSGU and according to the letter of the Ministry of Health of the Russian Federation dated December 25, 2012 No. 11-9 / 10 / 2-5718 "On the formation and economic justification of the territorial program of state guarantees of free provision of medical care to citizens for 2013 and for the planning period of 2014 and 2015" are not included in the tariff for paying for medical care under the basic program of compulsory medical insurance.
Definition of the concept of overhaul of objects capital construction given in part 14 of article 1 of the Town Planning Code of the Russian Federation, approved by Federal Law No. 190-FZ of December 29, 2004 (with amendments and additions).

Expenses for current repairs are referred to sub-article 225 "Works, services for the maintenance of property" of article 220 "Payment for works, services" of KOSGU and are included in the tariff for paying for medical care under the basic program of compulsory medical insurance.

What expenses can be made at the expense of OMS funds

The structure of the tariff for paying for medical care in terms of the basic program includes the costs specified in part 7 of article 35 of the Law of November 29, 2010 No. 326-FZ. In particular, the tariff includes:

 Payroll and payroll expenses;

 purchase of medicines, consumables, food, soft inventory, medical instruments, reagents and chemicals;

 Expenses for paying the cost of laboratory and instrumental studies conducted in other institutions (in the absence of medical institution laboratories and diagnostic equipment);

 catering costs (in the absence of organized catering in a medical facility);

 acquisition of fixed assets (equipment, production and household inventory) worth up to 100,000 rubles.

In addition, other expenses may be included in the cost of medical care in accordance with the legislation on CHI. So, FFOMS in a letter dated June 6, 2013 No. 4509/21-i explained that other expenses may include:

 compensation to citizens for moral and physical harm in connection with the poor quality of medical care;

 payment of taxes, fines and penalties;

 social security of employees of medical institutions, etc.

26.03.2019

The requirements for the state of road coverage are clearly spelled out in the relevant regulatory documents (GOST R 50597-93, SNiP 2.07.01 and others). However, they do not take into account the rapid growth in the number of Vehicle and a corresponding increase in the load on the road surface. Along with the progress of technology, the number of materials and technologies for road repair is also growing.

In particular, patching of asphalt pavement is justified if the degree of damage allows it. Otherwise, major road repairs should be carried out. Only strict observance of technological conditions and requirements for such repairs provides strong "patches". Let's take a closer look at the technology.

Types of patching

The type of repair required in a particular case depends on the nature and extent of damage to the pavement, the operational load on the pavement (measured in the number of vehicles per day). The procedure is also divided into different kinds depending on the materials and technologies used:

  • Laying hot mix asphalt.
  • hot way asphalting.
  • Casting with a fluid mixture.
  • Jet-injection (injector) method.
  • Repair with infrared heating units.

Each of the methods has its own advantages and disadvantages and is used depending on a number of factors related to the characteristics of the damaged pavement, the climatic conditions of the region, and even the budget allocated for the work. Efficiency of work is not the last indicator that affects the choice of technology. For example, patching with poured asphalt in winter is unacceptable due to high humidity.

The preferred technology and material must meet a number of criteria:

  • Correspondence of the surface properties of the finished patch and the base coat.
  • Correspondence of the strength of the asphalt concrete mix to the operational loads on the repaired site.
  • Availability and accessibility of materials and technical means for repairs.
  • Material requirements for weather conditions during repairs.
  • Efficiency of resumption of traffic upon completion of work and overall speed of execution.
  • Economic features of a particular method of performing work.

New Asphalt Technologies – NovTecAs is a company engaged in road and road patching, asphalt laying and related activities in Moscow.

Technology features

The technologies of the methods mentioned above differ in some details, but there are a number of general requirements which govern the performance of any type of repair. First of all, it must be carried out under appropriate weather conditions: the air temperature is at least 5ºС and in the absence of precipitation.

The exception is hot asphalt mixes, which can be worked with at 0ºС, but only in the presence of special additives and with a layer thickness of more than 4 centimeters.

Preparatory work

Before pouring or laying the mixture, it is necessary to prepare the damaged area of ​​\u200b\u200bthe coating. Preparatory work includes:

  • Marking of repaired areas;
  • Cutting out potholes to the full depth of the pavement, capturing at least 3 cm of whole asphalt around the pit (some technologies involve reusing the cut material);
  • Mechanical cleaning of the cut out recess from moving particles (using pneumatic, hydraulic and mechanical devices for removing debris);
  • Impregnation of the walls and bottom of the recess with a special preparatory compound or bitumen (depending on the requirements of a particular technology).

Of course, the required amount and types of preparation depend entirely on the chosen method. For example, infrared repair is performed by heating the coating, does not require cutting a pothole.

Laying a section of a new coating

The appropriately prepared pavement is filled with asphalt concrete mixture according to the selected technology. The mixture is poured, poured or sprayed into the recess, and then leveled and compacted.

Road patching technology, which includes recycling, involves the introduction of crushed old pavement into a fresh mixture to reduce material costs. In the case of using the jet-injection method, all preparatory and basic processes are performed using one installation, but the method has its limitations.

After the repair is completed, the patch must become operational within a time period consistent with the characteristics of the material used.

Asphalting with hot mixes

Hot mix asphalt can be free-flowing or flowable. Laying the heated material ensures its increased adhesion to the base.

Asphalt for casting has a pasty consistency and fills the unevenness of the base under the influence of gravity. In addition, poured asphalt does not require mechanical compaction, since it acquires the necessary density during the cooling process. On the other hand, such asphalt softens during the hot season, which leads to the formation of ruts.

Loose hot sweep of bitumen with aggregate of a certain fraction and type (sand, crushed stone) have their own advantages. First of all, not expensive transportation. At the same time, the technology of laying loose hot mixes involves the use of vibrotamping hand-held units or massive rollers, which complicates technological process and increases the amount of time it takes to complete the task.

Stored cold mix asphalts differ in paving temperature and, to a large extent, composition. Modified bitumen and special additives expand the range of climatic conditions, allowing asphalting at temperatures down to -10ºС. Moreover, the packaged organo-mineral mixture:

  • Does not require special equipment (except for a gas burner for heating the surface);
  • Can fit into potholes without pre-cutting;
  • No special requirements for transportation;
  • Does not require special qualifications of the workforce.

On the other hand, the laid and compacted organo-mineral mixture is characterized by low shear resistance, which does not allow it to be laid in places where vehicles decelerate. The combination of price and quality of the material characterizes it as a means to quickly eliminate potholes when winter comes, that is, outside the traditional roadworks season and a means of preventing damage from increasing in winter.

The injection or jet-injection method is a special case of working with cold asphalt mixes. Appropriate installations (for example, UYAR-1 or foreign analogues) allow you to quickly repair small and medium damage to the road surface even without cutting. A single unit performs all the preparatory and main stages of the repair, and additional compaction is not required due to the application of the mixture under pressure.

There are several types of cold mix asphalt:

  1. With emulsion for immediate use. Mixtures of this type, as a rule, are used for repairs by the injection method. A portion of the prepared mixture is placed in the tank of the unit before the start of the shift.
  2. Emulsion mixtures with mineral additives.
  3. Packaged stored organic mixture. In packaged form, such a mixture can be stored for up to 8 months and retain its properties after breaking the packaging for up to two months.

There are other, highly specialized types of mixtures, but they are used much less frequently than those listed above.

Quality control

After the patching of the road surface is completed, visual and instrumental quality control (GOST 310515, SNiP 3.06.03 and others) of the patch is carried out according to the following parameters:

  • strength;
  • Coating thicknesses;
  • The presence of defects (drawdowns, etc.)
  • planes;
  • Coating roughness.

The results of the control are compared with regulatory documentation, and based on the comparison, the quality of work performance is determined.


Product type Name of product unit of measurement Price, rub
cold asphalt Cold asphalt 30 kg for orders over 1000 kg mesh. 350 rub.
cold asphalt Cold asphalt 30 kg for orders over 1000 kg mesh. 320 rub.