Scribd Logo
Hochladen

Willkommen bei Scribd!

  • Gravel Roads II

    Hochgeladen von

    Karoly Korcsmar
    8 Ansichten96 Seiten
    construction and maintenance of gravel roads

    Copyright

    © © All Rights Reserved

    Verfügbare Formate

    PDF oder online auf Scribd lesen

    Stufen Sie dieses Dokument als nützlich ein?

    Sind diese Inhalte unangemessen?

    Dieses Dokument melden
    construction and maintenance of gravel roads

    Copyright:

    © All Rights Reserved
    Als PDF herunterladen oder online auf Scribd lesen
    Markieren Sie unangemessene Inhalte
    8 Ansichten96 Seiten

    Gravel Roads II

    Hochgeladen von

    Karoly Korcsmar
    construction and maintenance of gravel roads

    Copyright:

    © All Rights Reserved
    Als PDF herunterladen oder online auf Scribd lesen
    Markieren Sie unangemessene Inhalte
    von 96
    Gravel Roads Part II Back to the Basics Local Technical Assistance Program Department of Civil Engineering Montana State University-Bozeman Bozeman, MT 2000 Foreward ‘The design stage of a gravel road is such a minor part ofthe overall process that maybe it shouldn't ‘be mentioned. What is design anyway? The factis, design entails not only drafting, surveying, materials, geomettics, safety, etc, but also includes how a road evolves and how its maintained. Design ofa gravel road is performed daily by the counties who enhance mterials and drainage facilities, and reshape the gravel road with each motor grader pass. This is why the well rained _grader operator is te designer as well s the expert of road maintenance. ‘The purpose of this manual is o assist beginning and experienced transportation providers in providing safe, long lasting local roads forthe traveling public. The State of Montana has ‘approximately 71,000 miles of roads. The Montana Department of Transportation maintains 8,100 miles, the cities maintain 2,500 miles, and counties and other agencies maiatain 60,000 miles. ‘Sevemty-six percent of Montana’s roads are unpaved. Its recognized that funds for the ‘construction, maintenance and operation of the local road system are limited. Therefore, this handbook is based onthe fact that proper road maintenance reduces costs while keeping the roads in ‘a safe, good condition for longer periods of time. “Local officials should be aware that the public presently is spending more cn county road accidents than they are on the roads themselves. In overall dollar terms about seventy million dollars are spent annually on accidents and only fifty million is spent on county roads. Thus, every operator should ‘know the importan: part he can play in eliminating accidents. Sometimes people within the same road department de not agree on procedures. This can be a problem because one of the basic ‘concepts of roadway safety is uniformity. The reason iti so important is that driver expectancy should be the sameon all roads. Publishing this handbook is directed toward that end. “To be a good operator, you must expend a lot of time and effort. You need io know your equipment, ‘your roads, proper operating procedures, the law, and the policies of your department. ‘Sum Giaafauciseo ‘Local Technical Assisance Program. Table of Contents ‘Chapter 1 - Drainage... 11 Highway Drainage 1.2 Road Base. 13 Crowning. 14 Ditches. 1.5 Culverts ‘Chapter 2 - Materials. 2.1 Introduction... 2.2 Provile-Cross Section. 23 Benet ofTesing Agsegue.. 24 Gradation. 2.5 Moisture Content. 2.6 Compactive Effort. 2.7 Vegetation... 2.8 Oversize Rock, 29 New Gravel 2.10 Cost Comparison Paved vs. Unpaved Roads ‘Chapter 3 - Proper Blading Techniques. 29 3.1 Ditching, es send 3.2 Two Pass Maintenance - Smoothing (Dragging) Gravel Roads nt 3.3 SixPass Blading - Reshaping Gravel Roads. nD 3.4. Inersections. 34 3.5 Bridges & Cattle Guards.. 34 316 Maintaining Super-Elevation on Curves. 34 37 Backsloping. 36 338 Filer Fabrics: Installation of Geotextles on Low Volume Roads. 36 ‘Chapter 4 - Equipment Operation. a 4.1 Wak-Around Check... 4l 42. Moldboards. 42 43 Safty. 46 Chapter § - Maintenance of Unpaved Roads-Near Wetlands. 48 $.1. Introduction. : 48 5.2 Factors Influencing Erosion St 53. Sedimentation, . 52 54 Types of Erosion 34 55 Subilization. 5 56 Sediment Control 7 66 5.7 Dust Control Practices. ‘Chapter 6 - Dust Control. (6.1 Road Dust Suppresses 62 Relative Effectiveness of Road Dust Suppressant ‘References... ‘Video Tape References. List of Figures & Tables Chapter 1 Figure 1.1, Water Cycle. Figure 1.2 Capillary Rise of Water ato Road Base. Figure 1.3 Moisture in Roadbase. Figure 14 Road Crowns. Table 1.1 Capacity of Stel Pipes... Figure 15 Improper Culver Installation, Figure 1.6 Proper Culvert Installation. Figure 1.7 Placement of Culvert on Natural Drainage. Figure 18 Proper Culvert Length Needed. Figure 19 Poor Culvert Placement Under Intersecting Road... Figure 10 Proper Culvert Placement Under Intersecting Road. Figure 1.11 Using Natural Stream Bed as Drainage Outfall igure .12 Culvert Bedding. a Figure 1.13 Trench Width. Chapter 2 Figure 2.1 Edge of Road Maintenance. 18 Figure 2.2 Uniform Mateia xeeewen _ 20 Table 2.1 Recommended Gradation for Gravel Road Surface Material 21 Figure 2.3 Moisture Content vs. Overall Density 2 Table 2.2 Quantity of New Gravel. 7 27 igure 2.4 Spreading of New Gravel Chapter 3 Figure 3.1. Marker Pass. igure 3.2 Bringing Material Shoulder to Centerline. Figure 33 Two-Pass Maintenance... Figure 34 Six-Pass Maintenance Shaping « Road ure 15 Superelevation on Curves... Figure 3.6 Backsloping... . Table 3.1 Characteristics of Geotextle Materials for a Roadbed, Table 3.2 Material Placed on Geotextiles... Chapter 4 Figure 4.1. Blade Pitch, Figure 4.2 Angle of Moldboard., Chapter 5 Figure 5.1 Regulations Flow Chart. Figure 5.2 Placement of Gravel Filler Becms. Figure 5.3 Suggested Size of Berms.. Figure 5.4 Cleaning Ditches Beneath a Cut. Figure 5.5 Use of Silt Fences... Figure 5.6 Placement of Silt Fence. Figure 5.7 Placement of Straw Bales Figure $8 Function of Straw Bales.. Figure 59 Cross Section of Water Steps Figure 5.10 Design of Drainage Outfalls. ‘Chapter 6 Table 6.1 ASTM, Tests of. Figure 6.1 Grain Size Distribution... Figute 62 Schematic Diagram of the Colorado State orecert ‘Dustometer Set Table 6.2 Average Daily Traffic Per Section. 7 7 Figure 63 Amount of Dust Collected. Table 6.3 Inches of Dust Estimated Per Yee... ‘Table 64 Tons of Aggregate Los. Table 6.5 Cost Per Mile to Maintain Test Sections... Figure 6.4 Cost of Maintenance vs. ADT... Table 6.6 Average Daily Traffic When Dust Treatment Becomes Feasible oe Chapter 1 Drainage A Highway Drainage thas oftenboen said thatthe thee most important aspects of road engineering are drainage, drainage and drainage. Without good surface and subsurface drainage, the best of materials even when accompanied by good construction ‘methods, willresult in aroad witha very short life. Wash boards and eventually clouds potholes, are the result of bases and ‘grads weakened by water. Water pools ‘on the road surface and wheelpath ruts filled with water create hydroplaning and skidding. toads, S Laetallt A Detailed Look at the Hydrologic Cycle ‘Water that ills to the ground inte formoF ‘rain, snow or ice goes through anatural ¢yeke flowing overland asunoor through the soilas ground water, Itmay eventually reach anarea where it wll evaporate nto the surface water atmosphere. The wate vapor willeondense ground water to frmdloudsand retunto the eathintbe {ormofprecptation. Tis cycle is shown in ‘igure 1.1, and is process that takes place Figure 1.1-Water Cycle continuously Problems Associated with Moisture Although necessary and desinble, the hydrologic cycle can create problems for ‘the road user, the road ofc and property overs near the roadways. Very ‘oflen roads and streets willdirupt the normal surface and subsurface flow of ‘water. This wll create drainage problems that must be solved by the road offical. With the help of nature, water wil sek ts own most efiient path of flow, the one of east resistance. The road or street oficial will often need to build drainage structures to force the fow along atemate and artificial paths. In providing alternate flow pathswe disrupt the natural flo, often creating problems ‘oferosion, siting and changes in the ground wate able that come ack to aunt slater (elena re “The precipitation associated with the hydrologic cycle can ereate some rather serious problems + Asafety hazard due to decreased visibility in heavy rain, + ‘Thepossibility ofhydroplaning due to standing water on the road surface. + Areductioninfietion between tire androad resulting in increased stopping distance, + Erosion problems due to excessive stream velocity + Reduction inthe strength of the road structure and accelerated BAR NATURAL DRAINAGE Figure 1,7 - Placement of Culvert on Natural Drainage In some locations where a steep drainage occurs, care should be taken to lengthen th culvert othe tow of fil, Placing culverts thatareoo short cancause ‘erosion and head cutting around pipes LENGTH LENGTH OF ROADBED OF <3 > CULVERT LENTH NEEDED Length of culvert equ the length of slope onthe ef ls the roadbed wid, plus the length of slope of the phe ‘Example: Ifthe length of lope is 6 feet on each side andthe rua wid is 24 fet dhe ength equals Soe Proper Culvert Length Needed “This Grawing shows how to estimate the proper length of culver tha isneeded to rmaicha drainage. Figure 1. (eterna iz WRONG «FLOW i <+— CULVERT — DITCH LINE + FLOW Figure 1.9- Poor Cuvert Placement Under intersecting Road, ‘The culvert shown sboveis place improperly. As wate exists this pipe water will erode the opposite bank. Ceranaerns fren RIGHT I ! <4— CULVERT DITCH LINE t FLOW Figure I. 10- Proper Culvert Placement Under Inersecting Road. "The proper length of pipe was selected for the following conditions. This installation will prevent erosion of opposite ditch, fetes Cerone) NATURAL STREAM BED CULVERT ys Figure 1.11 - Using Natural Seam Bed as Drainage Outfall, Culverts should be placed as close toa natural stream bed as possible, As water exis this pipe, erosions prevented by allowing water to flow in existing natural stream bed, (elena irom) TOTAL BED DEPTH, b, IN. CULVERT DEPTH, d PLYWOOD TEMPLATE ¥ festa BED DEPTH, b Figure 1.12- Culvert Beating “The use of bedding materia re from rocks, insures thatthe culvert wil remain strong and round while culver is being placed and for many year inthe futur. ees) Ge) ‘When trenching is needed to installa culver, a trench shouldbe wide enough to allow workers to compact materia placed around the pipe. Figure 1.13 Trench Width Proper drainage really isthe key to maintenance of roads. If wateris allowed to run off the roadway, out ofthe road base, and away from theroad prism, the road will remain in ood shape. seiner Prelate ain hae ee ee) oe arouiasaen Ne sriwilana cs stipe tremens. ee tli eb Wk fly i oad a rane: ue oa eleemarer [2roa Chapter 2 Materials 24 Introduction ‘Themotor grader operator designs and shapes the roadway with each ‘maintenance pass. The shape and composition ofthe roadway afects how the public drives. A more consistent surface ofthe roadway will encourage beter ving habits. ‘Whee! Paths: Four wheel paths instead ofjust two or three means thatthe center ofthe road wll receive half ofthe affc and hence wil lasttwice as long, When both directions of travel use the center whee! path the crown will rapidly deteriorate. The goal in maintenance this is to encourage the public to stay on there own side ofthe road. CCertertne: the operator must keep the center of the road inthe center ofthe roadway. Each final layout pass must be uniform and placed so thatthe driver willnot have to adjust ia diferent cente line frequen ‘Cross Slope: A consistent crown allows the driver to maintain position on the road without adjusting the stering whe! tothe new ross slope each time its ‘changed. A well-trained operator will maintain uniform cross slope and may choose to use a slopemeter to achieve this end, ‘Corsistent Edges: Edges must be parallel othe centerline and of uniform ‘elevation. Edge drop offs encourage the driver to migrate tothe center of the roadway. ‘Other factors: There are othe factors that affect driver performance. Improperly ‘maintained driveways, intersections large rocks, iigaion ditches, parked cas -windrows, ec. wil all cause the drive to shift toward centerline. (idea from ‘WE Heiden) ‘Clearzones: AASHTO Standards for Low Volume roads recommends that ten {eotclearzonebe established on each side ofthe road for safety. This allows ‘errant motorists to take corrective actions before impacting a fixed object. -Anather benefit ofthis practice is that drivers aren't intimidated by roadside ‘objects suchas tres, vegetation, utility poles fences, mailboxes etc. and stay on theirov side of the road, (eles 22 Profile-Cross Section ‘Why aren't our county roads in better shape? “The public and public officialsin some locations in Montana ask this question ‘with good reason. The only season some ofthese roads arein excellent shapes inthe dead of winter when they are frozen solid. This article is an atemptto explain whatis wrong, and surprisingly, some ofthe things the aveling publican dotohelp. ‘Many ofthe gravel roads in Montana were built ong ago.Some of them have ‘poor foundations that were not intended to carry today's tfc. Some of them have alignment problems creating safety hazards. The road surfaces on poorly aligned curves are extremely difficult to maintain, because te fst moving vehicles ‘tend to throw the gravel into the ditch. To have an understanding of whats going ‘on witha particular road, one hs tohave some idea of ow roads in general are built and maintained, ‘Tae composition and life of a gravel roads not overly complicated. Assume that \weare talking bout road that isin reasonably good share. Ithas at east the ‘minimum 60 foot required right-of-way. Ithas ditches on both sides that are adequate for drainage and snow removal, There ae no soft spots in the base. No irrigation waters allowed torun in the ditch, and the road has a proper graveled surface. ‘There should be four to six inches of surface material containing all sizes of ‘angular, not rounded, materia from small particles of clay tinder upto 3/4 inch stone. This material may be extremely difficult to find in some areas of Montana, ‘The surface layer locks together (not possible when using round stone) forming thick crust that helps support vehicles and sheds water. There should be crown, inthe road and no vegetation onthe roadway surface. This will allow watert0 run frely tothe ditch and not puddlein the roadway causing potholes. "Now if you have less than the above, you are probably ring ona very rough ‘oad, But don’ tlose heart. Despite the fact that counties have more miles of road ‘omainain than they have money for, they dohave plan for rehabilitating about twenty miles of wom out road year County officials are constantly working ‘with he publica many ways to economically improve the mad system, including establishing gavel pits and obtaining right of way. They monitor their budgets ‘closely to purchase the minimum equipment necessary fr road rehabilitation. “This includes grades, ump wucks, grid rollers, and water truck. ‘The bes time (or only time) toreshape a gravel roadis when ithas moisture int ‘The moisture helps bond the particles, aiding teir compaction into a dense mas, ‘The surface forms intoa thick crust that will epe rain. Once the dry weather comes and the road sets up, the road work i done forthe year (unless you have ‘water truck and want to workin dry weather). Attempts grading dry road elena Comey ‘euts the peaks int the valley of washboard. This looks nice and smooth, but ‘the nex veicle that passes kick the fines out again. In most cases you are better ‘off not grading adry road, ‘What can be done tohelp preserve reshaped road? Keep down the speed! Vehicles at high speeds unravel the very top ofthe road, Tis causes dust. Losing the dust (ines) allows the coarser stones to ‘become easily dislodged. Gravel roads lose about an inch of surface material ‘every year, Thisamounts to about $90 tons per mile. Dust isa safety hazard and 1 frecepinidten Si betsalm hope ay Pet seat ges Be is mGIaE 0 wine seeped on 58 “poinee wire sb (alO.008 ley baatianginks ah Bi ere NT B 0 Thy O82 er bes Lawaaa Paw x ‘smernelicsein seth ual evans sme Pale ee Ft turatseiean, aon rot foes Ace set gaps qysrtr elena ee) Chapter 3 Proper Blading Techniques 34 Ditching ‘The frst thing to do when cuting a ditch sto la outaline. This canbe marked ‘with stakes visible from the cab to assist with cutting itstraight. Whenyou are ready to start, angle the blade sharply and place the toe or leading edge ofthe blade behind the front wheel Sethe toe tight and raise the heel up (Figure 3.1). Drive the machine down the row of stakes taking a cutof 1” or 2" indepth. This iscalled a marker pass and will help to keep the ditch straight. Doms make this ceut so deep that you have trouble steering ine motor grader. (Don’t get greedy!) Figure 3.1- Marker Pass eens eel) ‘The next pass should be made withthe same setting, but place the font wheel in ‘the marker cut and puta load onthe machine. Again, do not take more than the ‘machine can handle, Put the motor grade in fist gear and donot gotoo fastin ‘case yout hidden rock. These setings will deliver the windrow under the grader and you will get beter traction because you are not on lose material. ‘The next pas, set the blade tight on both ends to deliver the material outside of the wheels, Nextset the machine straddling the windrow and carry the windrow away from the ditch bank. Always be sure 10 move the windrow before it becomes so large that itis awkward to handle. Ifthe ditch stil needs to be

    Das könnte Ihnen auch gefallen