20. kolokvij asfalti, bitumni in vozišča 20th Colloquium Asphalt, Bitumen and Pavements Elektronski zbornik referatov Proceedings Bled, november 2025 20. kolokvij o asfaltih in bitumnih 2 20. kolokvij asfalti, bitumni in vozišča je organiziral ZAS, Združenje asfalterjev Slovenije v sodelovanju z energetsko družbo Petrol, d.d. Referate je pregledal in uvrstil v program Programski in organizacijski odbor kolokvija Oblikovanje in računalniški prelom besedila: Branka Čulič Oblikovanje naslovnice: RM design d.o.o. Založnik ZAS, Združenje asfalterjev Slovenije Zanj: Slovenko Henigman Bled, november 2025 Kataložni zapis o publikaciji (CIP) pripravili v Narodni in univerzitetni knjižnici v Ljubljani COBISS.SI-ID 257008899 ISBN 978-961-93213-7-9 (PDF) Objavljeni prispevki so oblikovno poenoteni, niso pa lektorirani Za jezikovno in vsebinsko ustreznost posameznih prispevkov so odgovorni avtorji 20. kolokvij o asfaltih in bitumnih 3 KAZALO VSEBINE REFERATI SEKCIJA 1: Recikliranje, krožno gospodarstvo in osnovni materiali v asfaltu (agregati, bitumen, dodatki) ............................................................................................................... 14 Zvonko Cotič Primeri dobre prakse – viadukt Črni kal in cesta na Mangart ................................ 15 Marcus Spiegl, Sophie Stüwe Fizikalno-kemijska analiza 12 veziv 70/100 iz različnih virov .............................. 24 Anja Sörensen Eurobitume LCA 4.0 za bitumne ............................................................................. 33 REFERATI SEKCIJA 2: Zeleni prehod in digitalizacija ............................................................................... 40 Paul Schönauer Na poti do EPD-jev za asfaltne zmesi – zakaj, kaj in kako? ................................... 41 Marco Bokies Okoljske deklaracije izdelkov za asfalt – trenutni razvoj v Nemčiji ........................ 50 VABLJENA PREDAVANJA ............................................................................................................... 58 Matic Poznič, Andrej Zajec Stalna vlaganja kot temelj stabilnosti in razvoja AC omrežja ................................ 59 Juan Jose Potti Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije ................................................................................................................................ 71 Metod Di Batista Kaj se dogaja na slovenski prometni infrastrukturi? .............................................. 86 REFERATI SEKCIJA 3: Projektiranje, gradnja in vzdrževanje konstrukcij asfaltnih vozišč .......................... 91 Damijan Zore Zgoščevanje asfaltnih plasti ................................................................................... 92 Franc Pungerčič, Samo Gaberšek Površinske prevleke kot del krajinskih in okoljskih ureditev ................................ 102 Samir Irzayev Odklepanje celotnega potenciala RAP .................................................................. 111 REFERATI SEKCIJA 4: Proizvodnja asfaltnih zmesi, testiranje in oprema ................................................ 118 Dejan Hribar, Lidija Ržek Poskusna polja s toplimi asflati po postopku penjenega bitumna na odsekih AC 0043 in AC 0067 (Vransko – Blagovica): Način do boljše trajnosti in zmanjšanja ogljičnega odtisa ................................................................................................... 119 Matteo Fumagalli Dodatki za WMA in/ali izboljšanje vgradnje asfalta: tehnika za trajna asfaltna vozišča .................................................................................................................. 129 Klemen Šobak, Primož Pavšič Uporaba bitumna »PMB 45/80-65 LE« v proizvodnji toplih asfaltnih zmesi ......... 138 POKROVITELJI ............................................................................................................. 148 20. kolokvij o asfaltih in bitumnih 4 TABLE OF CONTENTS LECTURES – SECTION: Recycling, circular economy, and basic materials in asphalt (aggregates, bitumen, additives) ............................................................................................................... 14 Zvonko Cotič Good practice example –Črni Kal Viaduct and Mangart Road ................................ 15 Marcus Spiegl, Sophie Stüwe Physico-Chemical Analysis of 12 Unmodified 70/100 Binders from Different Sources ................................................................................................................... 24 Anja Sörensen Eurobitume LCA 4.0 for bitumen ............................................................................ 33 LECTURES – SECTION 2: Green transition and digitalizatio ....................................................................... 40 Paul Schönauer Paul On the road to EPDs for Asphalt Mixtures – Why, What and How? ....................... 41 Marco Bokies Environmental product declarations for asphalt – Current developments in Germany ................................................................................................................. 50 INVITED LECTURES ............................................................................................................... 58 Matic Poznič, Andrej Zajec Sustained Investment as a Key to a Stable and Evolving Motorway Network ....... 59 Juan Jose Potti Road condition, much more than comfort and safety: fuel consumption and emission .................................................................................................................. 71 Metod Di Batista How to solve the chaos on Slovenian roads?.......................................................... 86 LECTURES SECTION 3: Design, construction, and Maintenance of Asphalt Pavement Structures ............... 91 Damijan Zore Compaction of the asphalt layers ........................................................................... 92 Franc Pungerčič, Samo Gaberšek Surface coatings as part of landscape and environmental arrangements ........... 102 Samir Irzayev Unlocking the full potential of RAP........................................................................ 111 LECTURES SECTION 4: Manufacture of Asphalt mixtures, testing, and equipment ................................... 118 Dejan Hribar, Lidija Ržek Full-scale test of warm asphal tusing the foamed bitumen process on sections AC 0 043 and AC 0067 (Vransko – Blagovica): Toward improved durability and reduced carbon footprint..................................................................................................... 119 Matteo Fumagalli WMA and/or asphalt workability aid additives: a technique for durable asphalt pavement .............................................................................................................. 129 Klemen Šobak, Primož Pavšič Use of bitumen »PMB 45/8-65 LE« in the production of hot mix asphalt .............. 138 SPONSORS ............................................................................................................. 148 ________________________________________________________________________________________________________________ 20. kolokvij o asfaltih in bitumnih 5 ORGANIZACIJSKI ODBOR Slovenko Henigman, Sloman d.o.o. in ZAS Borut Gostič, Petrol d.d. Tadej Prevec, Petrol d.d. Barbara Šubic, Petrol d.d. Tadeja Horvat, ZAS Marjan Marolt, ZAS, MAPRI Proasfalt d.o.o. Borut Willenpart, BGR Inženiring d.o.o. Branka Čulić, DRI upravljanje investicij d.o.o. Robert Mihelčič, RM design d.o.o. Boris Moškon, BM Promedia Sara Pečenik Celestina, Sloman d.o.o. 20. kolokvij o asfaltih in bitumnih 6 REFERATI SEKCIJA 1: Recikliranje, krožno gospodarstvo in osnovni materiali v asfaltu (agregati, bitumen, dodatki) LECTURES – SECTION: Recycling, circular economy, and basic materials in asphalt (aggregates, bitumen, additives) 20. kolokvij o asfaltih in bitumnih 14 Primeri dobre prakse – viadukt Črni kal in cesta na Mangart Good practice example –Črni Kal Viaduct and Mangart Road Zvonko Cotič (Structum, d.o.o.) Povzetek: Primer Viadukta Črni Kal in Ceste na Mangart jasno potrjuje, da pravilna izbira bitumna ključno vpliva na dolgo življenjsko dobo asfaltnih vozišč. Na Viaduktu Črni Kal asfalt tudi po dvajsetih letih ohranja odlično stanje, kar je posledica kakovostnega polimernega bitumna, kakovostnih kamenih materialov, ustrezno proizvedenih asfaltnih zmesi in vgrajenih asfaltnih plasti ter večslojne asfaltne konstrukcije vozišča, ki presega običajne standarde. Rezultati preskusov potrjujejo visoko kakovost uporabljenega materiala in njegovo odpornost na obremenitve. Podobno se je na Cesti na Mangart izkazal bitumen B 160/220 (BIT 200), ki je kljub nižjemu deležu v zmesi omogočil, da asfalt po skoraj štirih desetletjih ostaja v zelo dobrem stanju. Mehkejši tip bitumna se je izkazal kot primerna izbira za gorske in celinske razmere ter za ceste z lažjo prometno obremenitvijo. Oba primera dobre prakse potrjujeta, da premišljena izbira bitumna pomembno prispeva k trajnosti, ekonomičnosti in kakovosti cestne infrastrukture. Abstract: The example of the Črni Kal Viaduct and the Mangart Road clearly confirms that the correct choice of bitumen has a crucial impact on the long service life of asphalt pavements. On the Črni Kal Viaduct, the asphalt surface remains in excellent condition even after twenty years, which is the result of high-quality polymer-modified bitumen, premium aggregates, properly produced asphalt mixtures and layers, as well as a multi-layer pavement structure that exceeds standard design requirements. Test results confirm the high quality of the materials used and their resistance to traffic and climatic loads. Similarly, on the Mangart Road, the B 160/220 (BIT 200) bitumen has proven to be an excellent choice. Despite its lower content in the mixture, the asphalt has remained in very good condition after almost four decades. The softer type of bitumen has proven to be well suited for mountainous and continental climates, as well as for roads with lighter traffic loads. Both examples of good practice demonstrate that a carefully selected bitumen type significantly contributes to the durability, cost-efficiency, and overall quality of road infrastructure. 1. Uvod prispevala k izjemni kakovosti in dolgotrajnosti asfaltnih površin.Med izstopajočimi primeri dobre prakse sta Kakovost in trajnost asfaltnih vozišč sta Viadukt Črni Kal in Cesta na Mangart. Pri ključna dejavnika za varno in učinkovito Viaduktu Črni Kal asfaltno vozišče tudi po delovanje cestne infrastrukture. Eden dvajsetih letih ostaja v odličnem stanju, izmed najpomembnejših elementov, ki kar je predvsem posledica uporabe vplivajo na obstojnost cestnih površin, je kakovostnega in primerno izbranega izbira ustreznega bitumna, saj ta določa polimer modificiranega bitumna. Podoben odpornost primer predstavlja Cesta na Mangart, kjer asfalta na temperaturne spremembe, prometne obremenitve in se je s premišljeno izbiro bitumna B staranje materiala. V Sloveniji imamo več 160/220 (BIT 200) dosegla visoka primerov, kjer je pravilna izbira bitumna odpornost na vremenske vplive, kljub 20. kolokvij o asfaltih in bitumnih 15 Z. Cotič; Primeri dobre prakse – viadukt Črni kal in cesta na Mangart zahtevnim gorskim razmeram tudi po 38 SCT d.d. in Primorje d.d., nadzor DDC letih uporabe. d.o.o.. Pričetek gradnje je bil septembra 2001, konec gradnje oziroma odprtje 2.0 VIADUKT ČRNI KAL odseka primorske avtoceste A1 Klanec - Ankaran in viadukta pa 23. septembra Viadukt Črni Kal je eden izmed največjih 2004. metrov dolga konstrukcija. Investitor horizontalnem radiju 800 m, v območju viadukta poteka niveleta v konstantnem gradnje je bila Družba za avtoceste v vzdolžnem padcu 2,7 %, prečni padec je Republiki Sloveniji (DARS), projektant metrov visoka, 27 metrov široka in 1.065 Viadukt Črni Kal prečka Osapsko dolino v slovenskih gradbenih objektov, saj je 95 Inženirski biro Po konstanten in znaša 5,25 %. nting d.o.o., izvajalca del Slika 1: Viadukt Črni Kal oktobra 2025, PLDP 30.000 od tega 2.700 tovornih vozil V letu 2005 je povprečni letni dnevni konstrukcije na Viaduktu Črni kal lahko promet na odseku Črni Kal-razcep Sermin ugotovimo, da je v odličnem stanju. znašal 17.724 vozil, od tega 1.218 tovornih nad 7 ton mase. Čez 10 let je odsek 2.1 Asfaltna voziščna konstrukcija prevozilo v povprečju 22.325 vozil na dan, od tega 1.603 tovornih. V letu 2023 Voziščno konstrukcijo predstavljata dve (zadnjem objavljenem štetju) pa je vzdolžno omejeni prednapeti betonski povprečni letni dnevni promet znašal škatli, voziščna plošča je široka 12,6 m. 30.953 vozil, od tega 2.706 tovornih. V Širina asfaltnega vozišča v eni smeri je 10,5 obdobju 2005-2023 se je torej promet m, površina asfaltnega vozišča na celotnem povečal za 74 odstotkov. viaduktu je 23.400 m2. Skladno z TSC – tehničnimi specifikacijami za ceste v Sloveniji asfaltne voziščne Asfaltna voziščna konstrukcija na konstrukcije projektiramo za dobo 20 let. Viaduktu Črni Kal je sestavljena iz (zgoraj Po 20 letih uporabe asfaltne voziščne proti spodaj): 20. kolokvij o asfaltih in bitumnih 16 Z. Cotič; Primeri dobre prakse – viadukt Črni kal in cesta na Mangart - Obrabno zaporni sloj: DBM 8s (silikat 2/4 in 4/8) v debelini 3,5 cm - Izravnalni (vezni) sloj: DBM 8 v povprečni debelini 3,5 cm - Zaščita hidroizolacije: DBM 8 v povprečni debelini 3,5 cm - Hidroizolacija: Biumenski hidroizolacijski trak - Betonska voziščna plošča Z začetkom intenzivne gradnje avtocest v obrabno zaporni sloj pa se je uporabljal Sloveniji je bila za obrabne plasti uvedena DBM 8s (karbonat 0/2, s – silikat 2/4 in nova asfaltna zmes DBM (drobir z 4/8). Za vse asfalte na viaduktu je bila bitumenskim mastiksom). Leta 1997 je zahteva za vezivo PmB III. Oznaka PmB III Združenje asfalterjev Slovenije pripravilo pomeni s polimeri modificiran bitumen, ki dopolnitev PTP za vezane obrabne in ima zahtevane lastnosti skladno s zaporne plasti – drobir z bitumenskim Posebnimi tehničnimi pogoji, spremembe mastiksom. Leta 2000 so bila za DBM in dopolnitve točka 3.1.9 Modificirana izdana dopolnila PTP, leta 2001 pa so za bitumenska veziva. DBM pripravljeni TSC 06.412:2001. 2.2.1 Polimerni bitumen Olexobit SMA Asfaltne zmesi za Viadukt Črni Kal so se proizvajale v Asfaltnem obratu Laže V letu 2004 je bil Olexobit SMA proizvod podjetja Primorja d.d.. Vgrajevalec podjetja BP Bitumen (British Petroleum) in asfaltnih plasti je bilo podjetje SCT d.d.. se je dobavljal iz rafinerije Vohburg v Notranja kontrola proizvodne asfaltnih Nemčiji. Po letu 2010 je BP svoj bitumenski zmesi je izvajala Enota Kontrole kakovosti oddelek v Evropi prodala podjetju Puma v sklopu podjetja Primorje d.d.. Notranjo Bitumen, ki danes nadaljuje proizvodnjo kontrolo vgrajenih plasti je izvajal Inštitut Olexobit proizvodov. Transporta razdalja IGMAT d.d.. Zunanjo kontrolo je izvajal od rafinerije do Asfaltnega obrata v Lažah ZAG -Zavod za gradbeništvo Slovenije. je bila 550 km. Bitumen Olexobit SMA se je uporabljal za vse tri asfaltne sloje na Na Viaduktu Črni kal je bilo vgrajenih Viaduktu Črni Kal. Dobavljenih je bilo 20 približno 6.000 ton asfaltnih zmesi (2.000 cisteren bitumna, ocenjena količina je cca, ton zmesi za zaščito hidroizolacije, 2.000 450 ton. ton zmesi za izravnavo in 2.000 ton zmesi za obrabnozaporno plast). Proizvajalec je navedel, da Olexobit SMA odgovarja tipu PmB III skladno s tabelo 1.0 2.2 Osnovni materiali za asfaltno zmes dopolnjenih Posebnih tehničnih pogojev. S DBM 8 in DBM 8s strani pooblaščene institucije Zavoda za gradbeništvo Slovenije je dobavitelj pridobil Podjetje Primorje d.d. je uporabljalo pri dokazilo o skladnosti in ustreznosti proizvodnji DBM naslednje osnovne proizvoda. Pred pričetkom uporabe je materiale in sicer: notranja kontrola proizvajalca asfaltnih - kameno moko (tuje polnilo); Laže zmesi za vsako dobavljeno cisterno (odpraševanje pri proizvodnji na preverila vrednost penetracije in drobilnici in separaciji v Lažah), zmehčišča. V preglednica 1 so prikazani - drobljeni pesek frakcije 0/2; Laže, rezultati originalnih bitumnov Olexobit - drobir frakcij 2/4, 4/8; Laže, za zaščito SMA na Viaduktu Črni Kal kot povprečne, hidroizolacije in za izravnalno plast najmanjše in največje vrednosti dvajsetih - drobir frakcij 2/4, 4/8; Bleiberg preskusov dobavljenega bitumna v (silikatnega porekla), za obdobju od 24.06.2004 do 07.09.2004. V obrabnozaporno plast, preglednici 1 so prikazani tudi rezultati - polimerni bitumen; Olexobit SMA (PmB penetracije in zmehčišča (P.K.) izvoznika tip III. proizvajalca BP, rafinerija BP, ki so bili prikazani na dobavnici pri Vohburg v Nemčiji). vsaki dobavi. Za zaščito hidroizolacije in izravnave se je uporabil DBM 8 (karbonatni agregat), za 20. kolokvij o asfaltih in bitumnih 17 Z. Cotič; Primeri dobre prakse – viadukt Črni kal in cesta na Mangart Preglednica 1: Rezultati originalnih bitumnov Olexobit SMA na Viaduktu Črni Kal Primorje rezultati Izvoznika Datum Olexobit SMA P.K. Penet. Indeks P.K. Penet. dobave vhodni bitumen °C mm/10 penet. °C mm/10 20 preskušancev povprečna vrednost 72,4 48,9 3,1 68,8 45,6 od 24.06.2024 min. vrednost 67,4 44,0 2,3 66,0 44,0 do 07.09.2024 max. vrednost 81,0 55,0 4,3 74,0 48,0 V preglednici 2 so prikazani rezultati temperatura zmesi pri odvzemu vzorca estrahiranega bitumna 26 preskusov zmesi pri vgrajevanju. Preskuse je opravila vgrajevane zmesi od 24.06.2024 do notranja kontrola Primorja d.d. 09.09.2024 kot povprečna, minimalna in maksimalna vrednost. Prikazana je tudi Preglednica 2: Rezultati estrahiranih bitumnov Olexobit SMA na Viaduktu Črni Kal Datum Olexobit SMA P.K. Penet. Indeks Temp. vgrajevanja estrahiran bitumen °C mm/10 penet. zmesi (°C) 26 preskušancev povprečna vrednost 74,0 36,9 2,7 155,7 od 24.06.2024 min. vrednost 67,4 33,0 1,8 135,0 do 09.09.2024 max. vrednost 80,5 41,0 3,6 170,0 Zunanje kontrolne preskuse penetracije, sile in energije pri raztegu. Rezultati so zmehčišča, pretrgališča, duktilnosti in prikazani v preglednici 3. Opis preskusov elastičnega povratka so opravili v je predstavil Marjan Tušar v referatu z Laboratoriju za asfalt na Zavodu za naslovom Določanje razteznih lastnosti gradbeništvo Slovenije in so prikazani v bitumnov na 5. Kolokviju o bitumnih leta preglednici 3. 2000. Poleg s PTP zahtevanimi kontrolnimi preskusi so na ZAG-u opravili še preskuse Preglednica 3: Rezultati zunanje kontrole ZAG originalnih bitumnov Olexobit SMA na Viaduktu Črni Kal Lastnosti Preiskava po Zahteva PTP Zahteva SIST Enote Originalni-vhodni bitumen PmB veziva standardu zap. št. 17 1035:2008 lab oznaka 67/04 69/04 78/04 92/04 PmB III PmB 45/80-65 datum odvzema 29.06.2004 6.07.2004 19.07.2004 16.08.2004 penetracija pri 25°C mm/10 JUS B.H8.612 45 49 47 50 40-70 45-80 zmehčišče po PK °C JUS B.H8.613 77,5 77,5 75 70 min. 70 min. 65 pretrgališče po Fraassu °C JUS B.H8.616 -12 -19 -16 max. –17 max. –18 duktilnost pri 25°C cm JUS B.H8.615 >117 110 96 91,5 min. 80 el. povratna def. pri 25°C % JUS B.H8.615 82 84 83 86,4 min. 70 min. 70 Sila pri raztegu pri 25°C N prEN 13589/1999 5,3 5,3 7,1 5,0 Ener. pri raztegu 2 pri 25°C J/cm prEN 13589/1999 4,58 4,19 4,85 3,53 min. 3 J min. 2 J Na sliki 2 so prikazane sile pri raztegu in površina pod krivuljo. Na sliki sila – energije pri raztegu vhodnih bitumnov raztezek vidimo, da je prva maksimalna Olexobit SMA na Viaduktu Črni Kal. Pri sila manjša od druge maksimalne sile kar preizkusu duktilnosti pri 25 °C so določili je zelo ugodno in kaže na odličen PmB. silo pri raztezanju in osnovi le-te izračunali potrebno energijo za pretrg. Energija je 20. kolokvij o asfaltih in bitumnih 18 Z. Cotič; Primeri dobre prakse – viadukt Črni kal in cesta na Mangart Slika 2: Sile pri raztegu originalnih bitumnov Olexobit SMA na Viaduktu Črni Kal 2.3 Asfaltne zmesi in asfaltne plasti izravnave. V preglednici 5 so prikazani rezultati (povprečne vrednosti) lastnosti Za zaščito hidroizolacije in izravnave se je asfaltnih zmesi in vgrajenih asfaltnih plasti uporabil DBM 8 (karbonatni agregat) z za obrabno zaporno plast DBM 8s. V obeh vezivom Olexobit SMA, za obrabno zaporni preglednicah so prikazane tudi predhodne sloj pa se je uporabljal DBM 8s z enakim sestave in zahteve posebnih tehničnih vezivom Olexobit SMA. pogojev iz leta 2000 in sedanje zahteve TSC iz leta 2009. Vsi rezultati posebej delež V preglednici 4 so prikazani rezultati bitumna, delež votlin, delež zapolnjenih (povprečne vrednosti) lastnosti votlin z bitumnom, stopnja zgoščenosti in proizvedenih asfaltnih zmesi in vgrajenih delež votlin v plasti so skladni z zahtevami. asfaltnih plasti za zaščito hidroizolacije in 20. kolokvij o asfaltih in bitumnih 19 Z. Cotič; Primeri dobre prakse – viadukt Črni kal in cesta na Mangart Preglednica 4: Rezultati lastnosti proizvedenih asfaltnih zmesi in vgrajenih asfaltnih plasti DBM za zaščito hidroizolacije in izravnav na Viaduktu Črni Kal VRSTA ZMESI: DBM 8 SMA BITUMEN LASTNOSTI PROIZVEDENE LASTNOSTI VGRAJENE PSAZ: DBM8-SMA-1 Olexobit ASFALTNE ZMESI ASFALTNE PLASTI PROIZVAJALEC: Primorje d.d. SMA Datum proizvodnje VGRAJEVALEC: SCT d.d. TEMP. CELOKUP. Nav. spec. Prostor. Delež Zapolnje. Prostor. Zgoščenost Delež in vgrajevanja VZORCA DELEŽ masa asf. masa celokup. votlin v masa celokup. Lokacija vgrajevanja BITUMENA zmesi asfalta votlin kam. mat. asfalta votlin °C % (m/m) Mg/m3 Mg/m3 % (V/V) % (V/V) Mg/m3 % % (V/V) PREDVIDENE VREDNOSTI (PSAZ) 6,8 2,434 2,360 3,0 83,9 1.7.2004 - 3.9.2024 Viadukt Črni kal - zaščita HI 157 6,9 2,430 2,329 4,1 79,1 2,311 99,2 4,9 30.8.2004 - 6.9.2004 Viadukt Črni kal - izravnava 158 6,9 2,430 2,332 4,0 79,6 2,326 99,7 4,3 ZAHTEVA: dopolnitev PTP zap.št.17: 2000 3,0 - 4,5 70 - 85 min. 97 3,0 - 6,0 ZAHTEVA: TSC 06.300/06.410:2009 Bmin.6,5 2,5 - 4,5 75 - 88 min. 97 1,5 - 7,5 Preglednica 5: Rezultati lastnosti proizvedenih asfaltnih zmesi in vgrajenih asfaltnih plasti DBM 8s na Viaduktu Črni Kal VRSTA ZMESI: DBM 8s SMA BITUMEN PSAZ: DBM8s-SMA-2 Olexobit ASFALTNE ZMESI LASTNOSTI PROIZVEDENE LASTNOSTI VGRAJENE ASFALTNE PLASTI Datum PROIZVAJALEC: Primorje d.d. SMA proizvodnje VGRAJEVALEC: SCT d.d. TEMP. CELOKUP. Nav. spec. Prostor. Delež Zapolnje. Prostor. Zgoščenost Delež in vgrajevanja VZORCA DELEŽ masa asf. masa celokup. votlin v masa celokup. Lokacija vgrajevanja BITUMENA zmesi asfalta votlin kam. mat. asfalta votlin °C % (m/m) Mg/m3 Mg/m3 % (V/V) % (V/V) Mg/m3 % % (V/V) PREDVIDENE VREDNOSTI (PSAZ) 6,7 2,577 2,484 3,6 81,9 7.9.2004 - Viadukt Črni kal - 9.9.2004 obrabnozaporna plast 157 6,7 2,589 2,476 4,4 78,7 2,447 98,8 5,5 ZAHTEVA: dopolnitev PTP zap.št.17: 2000 3,0 - 4,5 70 - 85 min. 97 3,0 - 6,0 ZAHTEVA: TSC 06.300/06.410:2009 Bmin.6,5 2,5 - 4,5 75 - 88 min. 97 1,5 - 7,5 Poleg dobrih rezultatov lahko poudarim asfaltirana ozka (širina asfalta je 2,5 m) tudi odlično sodelovanje vseh deležnikov cesta, ki premaga 980 metrov nadmorske med proizvodnjo in vgrajevanjem asfalta. višine in poteka skozi 5 v apnenčasto skalo Sodelovanje je temeljilo na velikem izklesanih predorov. osebnem zaupanju med vodilnimi inženirji notranje kontrole proizvodnje (Primorje), Panoramska cesta, ki so jo leta 1938 notranje kontrole vgrajevanja (IGMAT; zgradili italijanski vojaki, je bila po odsekih Sašo Ljubič) in zunanje kontrole (ZAG; večkrat asfaltirana, prvič leta 1987 so bili Marjan Tušar). asfaltirani krajši pododseki serpentin in strmin v skupni dolžini 5 km. Drugič je bila asfaltirana leta 1995 do odcepa za 3.0 CESTA NA MANGART Kočo na Mangartu, tretjič pa leta 2005 ko je bil asfaltiran 1,7 km dolg odsek pentlje Cesta na Mangart ali Mangartska cesta je na Mangartsko sedlo do višine 2,055 metrov. visokogorska cesta v Julijskih Alpah, ki se Mangartskega sedla na višini 2.055 metrov Vgrajevanje asfalta je izvajalo Cestno vzpenja od odcepa pod Predelom do in je tako najvišje ležeča cesta v Sloveniji. Podjetje Nova Gorica, asfalt je bil proizveden v asfaltnem obratu v Vrtojbi in Mangartska cesta je 12 kilometrov dolga prepeljan s kamioni na razdalji 100 km. 20. kolokvij o asfaltih in bitumnih 20 Z. Cotič; Primeri dobre prakse – viadukt Črni kal in cesta na Mangart Slika 3: Asfaltirana Mangartska cesta – pentlja na višini 2.055m v juliju 2025 3.1 Asfaltna voziščna konstrukcija - drobljeni pesek frakcije 0/4; Tolmin, Voziščno konstrukcijo sestavlja zgornja - drobir frakcij 4/8, 8/11 in 11/16; obrabno zaporna plast z oznako BNOP 16 Tolmin, (bituminizirana nosilno obrabna plast, - cestogradbeni bitumen; BIT 200 zrnavostne sestave 0/16 mm) v povprečni debelini 6 cm in tamponski drobljenec karbonatnega izvora v debelini do 20 cm. 3.2.1 Cestogradbeni bitumen Podlaga je v glavnem skala iz apnenca. Pri proizvodnji asfaltne zmesi BNOP 16 se V juniju 2025 sem opravil ogled asfaltne je za vse odseke Ceste na Mangart voziščne konstrukcije na celotni dolžini uporabljal vhodni bitumen BIT 200. Za ceste. Na asfaltni površini je opaziti manjše odsek vgrajen leta 1987 je bil proizvajalec število prečnih razpok in odprtih delovnih bitumna rafinerija INA Reka. stikov, ostalih poškodb v obliki mrežastih razpok, kolesnic, udarnih jam ni opaziti. V preglednici 6 so prikazane priporočene Asfaltna voziščna konstrukcija je glede na vrste cestogradbenih bitumnov za starost od 20 let do 38 let v zelo dobrem nosilnoobrabno plast glede na veljavne stanju. tehnične specifikacije. Takrat veljaven jugoslovanski standard JUS U.E9.021 iz 3.2 Osnovni materiali za asfaltno zmes leta 1986 je za asfaltno zmes za lahko in BNOP 16 zelo lahko prometno obremenitev BNHS 16 priporočal ali BIT 90 ali BIT 130 ali BIT Cestno podjetje Nova Gorica je pri 200. Prav enako je bilo predpisano v TSC proizvodnji BNOP 16 na asfaltnem obratu 06.310 iz leta 2001. V TSC 06.300-06.410 v Vrtojbi v letih 1987, 1995 in 2005 iz leta 2009 so v preglednici 2.2.1 uporabljalo naslednje osnovne materiale: priporočeni za uporabo naslednji bitumni - kameno moko; Tolmin 50/70 (BIT 60), 70/100 (BIT 90), 100/150 (odpraševanje pri proizvodnji na (BIT 130) in 160/220 (BIT 200). drobilnici in separaciji v Tolminu), 20. kolokvij o asfaltih in bitumnih 21 Z. Cotič; Primeri dobre prakse – viadukt Črni kal in cesta na Mangart Preglednica 6: Priporočene vrste cestogradbenih bitumnov za nosilno obrabno plast glede na veljavnost tehničnih specifikacij Vrsta cestogradbenega bitumna za (BNHS 16, BNOP 16, AC 16surf) Lastost bitumna 60 50/70 90 70/100 130 100/150 200 160/220 JUS U.E9.021/1986 X X X TSC 06.310/2001 x x x TSC 06.300-06.410/2009 x x x x V preglednici 7 so podane mejne vrednosti bitumne SIST EN 12591 v letu 2000. Kot lastnosti cestogradbenih bitumnov vidimo so mejne vrednosti za bitumen (penetracija, zmehčišče in pretrgališče) oznake BIT 200 zelo podobne mejnim skladno s standardom JUS vrednostim za bitumen 160/220. U.M3.010/1975, ki je veljal do sprejema slovenskega standarda za cestogradbene Preglednica 7: Mejne vrednosti lastnosti cestogradbenih bitumnov po JUS in SIST EN 12591 Vrsta cestogradbenega bitumna Lastost bitumna Enota 60 50/70 90 70/100 130 100/150 200 160/220 penetracija pri 25°C mm/10 50-70 50-70 80-100 70-100 120-150 100-150 160-210 160-220 zmehčišče po PK °C 49-55 46-54 45-51 43-51 41-46 39-47 37-43 35-43 pretrgališče po Fraassu °C -8 -8 -11 -10 -13 -12 -15 -15 3.3 Asfaltna zmes posledica nižje vsebnosti bitumna. Današnje zmesi z oznako AC 16 surf imajo Asfaltne zmesi BNOP 16 za Mangartsko delež bitumna za 0,5% višji. cesto so bile proizvedene na asfaltnem obratu Cestnega podjetja v Vrtojbi. V Pri letošnjem ogledu asfaltne površine ni preglednici 8 so predstavljeni rezultati bilo opaziti poškodb, kar bi pričakovali lastnosti proizvedene asfaltne zmesi z dne glede na starost asfaltne plasti in glede na 15.07.1987 in vgrajene na Cesto na slabše lastnosti. Dobro stanje asfalta Mangart v km 7,7. Prikazane so tudi pripisujem uporabi vhodnega bitumna BIT zahteve za asfaltno zmes različnih 200. Prednosti uporabe BIT 200 na Cesti standardov in specifikacij kot so si sledile na Mangart: pri daljšem transportu manjše do zadnje veljavnih. Ugotovljene vrednosti otrjevanje bitumna, boljša odpornost na zmesi iz leta 1987 odstopajo od vseh zahtev mraz in temperaturne spremembe, boljša standardov pri deležu celokupnih votlin in odpornost pri staranju in oksidaciji. deležu zapolnjenih votlin z bitumnom. Višji delež votlin in nižji delež zapolnjenosti je 20. kolokvij o asfaltih in bitumnih 22 Z. Cotič; Primeri dobre prakse – viadukt Črni kal in cesta na Mangart Preglednica 8: Rezultati lastnosti proizvedene asfaltne zmesi z dne 15.07.1987 VRSTA ZMESI: BNOP 16 BITUMEN LASTNOSTI PROIZVEDENE ASFALTNE ZMESI BIT 200 Datum PROIZVAJALEC: Cestno podjetje Nova Gorica proizvodnje VGRAJEVALEC: Cestno podjetje Nova Gorica CELOKUP. Nav. spec. Prostor. Delež Zapolnje. Stabil= Tečenje Togost in vgrajevanja DELEŽ masa asf. masa celokup. votlin v nost BITUMENA zmesi asfalta votlin kam. mat. Lokacija vgrajevanja % (m/m) Mg/m3 Mg/m3 % (V/V) % (V/V) kN mm kN/mm Cesta na Mangart - RT 902 odsek 1019 v km 15.07.1987 4,2 2,540 2,400 5,7 63,5 12,9 3,14 4,1 7,7 ZAHTEVA: JUS U.E9.021:1986 1,0 - 4,0 4,0 1,4 ZAHTEVA: PTP SCS:1989 1,0 - 3,5 75 - 82 6,0 2,5 - 4,5 ZAHTEVA: TSC 06.310:2001 1,0 - 4,0 ≥ 75 ≥ 4 ≥ 1,5 ZAHTEVA: SIST 1038-1:2008 1,5 - 5,0 75 - 89 4.0. ZAKLJUČEK 5.0. VIRI Asfaltno vozišče na Viaduktu Črni Kal po Posebni tehnični pogoji, Spremembe in 20 letih izkazuje odlično stanje kljub dopolnitve, Zap.št. 17, Dopolnitev: točka povečani prometni in klimatski 3.1.9 Modificirana bitumenska veziva, obremenitvi. Na hidroizolacijski trak so bili 2000 vgrajeni trije sloji asfalta v skupni debelini 10,5 cm, kar je več od običajnih 7 cm. D. Bohinc, M.Tušar, Določevanje razteznih Rezultati vhodnih in estrahiranih lastnosti bitumnov (Defining Expension bitumnov kot tudi proizvedenih in Properties of Bitumen). 5. Kolokvij o vgrajenih asfaltnih zmesi DBM (sedaj SMA) bitumnih, Gozd Martuljek, 2000 notranje in zunanje kontrole so skladni z tedanjimi in zdajšnjimi standardi in Posebni tehnični pogoji, Spremembe in tehničnimi pogoji. Rezultati v letu 2004 dopolnitve, Zap.št. 16, Dopolnitev: točka opravljenih preskusov Sile in energije pri 3.2.6 Vezane obrabne in zaporne plasti – raztezanju pri 25 °C na vhodnem bitumnu Drobir z bitumenskim mastiksom, 2000 Olexobit SMA so pokazali najvišje izmerjene vrednosti. Ugotavljamo, da je Z. Cotič, M.Čotar, Praktične izkušnje pri prav ta preskus najprimernejši za oceno uporabi DBM (SMA-Practical experiance). kakovosti polimernega bitumna. 9. Kolokvij o asfaltih in bitumnih, Kranjska Gora, 2004 Odsek Ceste na Mangart asfaltiran v letu 1987 je po 38 letih v zelo dobrem stanju TSC 06.300/06.410: 2009 Smernice in kljub nižjemu deležu bitumna. Dobro tehnični pogoji za graditev asfaltnih plasti stanje voziščne konstrukcije pripisujemo uporabi mehkejšega tipa vhodnega JUS U.E9.021:1986 Izrada gornjih nosećih bitumna BIT 200, sedanja oznaka slojeva od bitumeniziranog materiala po B160/220. Bitumen je dobavljiv, njegova vručem postupku, Tehnički uslovi trenutna cena je za 2,4% višja od cene največkrat uporabljenega bitumna B TSC 06.310: 2001 Vezane zgornje nosilne 70/100 za nosilno obrabno plast. Uporaba in nosilnoobrabne plasti z bitumenskimi cestogradbenega bitumna tipa B160/220 vezivi za nosilno obrabne plasti cest lahke in zelo lahke obremenitve v celinskem klimatskem SIST 1038-1: 2008 Bitumimizirane zmesi področju je priporočena, saj dokazano - Specifikacije materialov - 1. del: daljša življensko dobo asfalta. Bitumenski beton – Zahteve – Pravila za uporabo SIST EN 13108-1 20. kolokvij o asfaltih in bitumnih 23 Fizikalno-kemijska analiza 12 veziv 70/100 iz različnih virov Physico-Chemical Analysis of 12 Unmodified 70/100 Binders from Different Sources Marcus Spiegl (OMV Downstream GmbH); Sophie Stüwe; Johannes Mirwald; Bernhard Hofko (Institut of Transportation, TU Wien) Abstract: The diversity of bitumen has provided significant challenges in the bitumen research and its related industry. Due to the vast molecular diversity and complexity, not every bitumen from the same European specification classification behaves the same during its service life. To tackle this issue, this study presents a comprehensive physico-chemical characterization of 12 unmodified 70/100 bituminous binders originating from different crude oil sources and production routes. The binders were subjected to two different long-term ageing procedures — the standardized Pressure Ageing Vessel (PAV) test and an alternative ageing method, called Viennese Binder Ageing (VBA), which induces thermochemical ageing via the addition of reactive oxygen species, to evaluate the sensitivity of each binder towards different ageing factors. Beside conventional testing using softening point ring and ball and needle penetration, an absolute and relative chemo-mechanical correlation coupling Fourier Transform Infrared (FTIR) spectroscopy and the Dynamic Shear Rheometer (DSR) as utilized. The results reveal that the thermochemical approach from VBA induces significantly higher and more diverse LTA compared to the thermal ageing from the PAV. Binders subjected to non-standardized aging protocols such as the VBA, which intend to provide conditions closer to those found in the field, offer new insights into the diversity of binder aging within the same specification class. Furthermore, the proposed relative chemo-mechanical correlation provides a useful comparative framework for interpreting these differences and supports the selection of materials for enhanced pavement longevity. Keywords: bitumen, long-term ageing, rheology, FTIR spectroscopy, chemo-mechanical analysis. 1. Introduction Ageing significantly affects the durability Bitumen, a complex colloidal hydrocarbon pavements, primarily through oxidative and mechanical reliability of asphalt matrix derived from crude oil, is one of the processes that increase stiffness and materials brittleness of the binder. The widely most chemically and physically diverse used in infrastructure adopted and standardized Pressure Ageing construction. Its composition (typically a blend of polar aromatics, asphaltenes, and oxidative Vessel (PAV) method simulates long-term ageing under controlled saturates) strongly depends on the origin of temperature and pressure to predict long- applied during production, leading to term ageing binder performance. However, the crude source and the refining route this technique primarily accounts for substantial variability even among binders within the same specification class [1]. This temperatures and pressure and neglects oxygen diffusion under elevated molecular heterogeneity translates into additional factors from the atmosphere oxidation rates, and long-term durability that may enhance oxidation in real field divergent mechanical performance, environments, such as reactive oxygen under environmental ageing factors [2]. 20. kolokvij o asfaltih in bitumnih M. Spiegl; S. Stüwe; J. Mirwald; B. Hofko Fizikalno-kemijska analiza 12 veziv 70/100 iz različnih virov species (ROS) including ozone and nitrogen and the thermochemical VBA method, the oxides. study aims to provide a comparative framework for assessing binder-specific To address this gap, alternative laboratory ageing susceptibilities. Furthermore, by methods such as the Viennese Binder correlating chemical indices with Ageing (VBA) procedure have been rheological responses, this work developed to incorporate ROS into the establishes a relative chemo-mechanical ageing atmosphere, inducing correlation that quantifies ageing thermochemical oxidation to better susceptibility. This offers novel insights resemble field ageing. Studies employing into the interplay between chemical VBA highlight that binder composition composition and mechanical degradation strongly influences susceptibility to ROS- that govern long-term binder performance. induced oxidation, revealing differences not captured by conventional PAV testing 2. Materials and Methods [3, 4]. Furthermore, understanding binder- specific ageing characteristics which 2.1 Materials depend on different ageing inducing factors requires a multi-scale approach that 12 unmodified 70/100 binders were integrates both chemical and rheological selected and tested in this study. Most of analyses. the bitumen originated from different crude oil sources and potentially different crude Spectroscopic techniques such as Fourier- oil refinement procedures. They are labeled transform infrared (FTIR) spectroscopy as B1331 – B1344. B1332 and B1337 were enable the quantification of oxidation- removed from the sample pool (originally related chemical indices, notably carbonyl 14 binders) as they were similar as two of (C=O) and sulfoxide (S=O) groups, which the remaining 12 binders (which explains are sensitive markers of oxidative ageing in the gap in the binder labeling). bitumen [5]. These chemical transformations can be correlated to 2.2. Methods mechanical parameters obtained from dynamic shear rheometry (DSR), such as Laboratory Ageing Methods complex modulus and phase angle, thus establishing a chemo-mechanical Figure 1 shows an overview of the ageing correlation that links molecular alteration schedule for the 12 different binders. A to mechanical property change. Such total of two STA and LTA procedures were correlations have been shown to facilitate a applied. The first laboratory long-term more physically grounded interpretation of ageing (LTA) method was the standardized binder performance and ageing procedure using a combination of the susceptibility [6]. Rolling Thin Film Oven Test (RTFOT) for short-term ageing and the Pressure Ageing Against this background, the present study Vessel (PAV) test for long-term ageing. The systematically characterizes 12 unmodified RTFOT was performed according to the EN 70/100 bituminous binders from diverse 12607-1 (163°C for 75 minutes) [7], while crude origins and production routes using the PAV was conducted following the EN a combination of FTIR spectroscopy, DSR, 14679 [8] with a pressure of 2.1 MPa, a and conventional mechanical testing. By temperature of 100°C and an ageing applying both the standardized PAV ageing duration of 20 hours. 20. kolokvij o asfaltih in bitumnih 25 M. Spiegl; S. Stüwe; J. Mirwald; B. Hofko Fizikalno-kemijska analiza 12 veziv 70/100 iz različnih virov Figure 1: Overview of the ageing schedule for the 12 binders The second LTA procedure applied in this all experiments. After the ageing duration study was the thermochemical ageing of three days, the binder was removed from procedure known as the Viennese Binder the VBA cell and transferred into a Ageing (VBA) method. This method exposes preheated oven at 163 °C for five minutes, the binder to an atmosphere containing followed by homogenization and sample traces of reactive oxygen species (ROS) collection. such as ozone (O₃) and nitrogen oxides (NO ₓ) under elevated thermal conditions of Conventional Testing 80 °C. All 12 binders were subjected to Prior to VBA the unaged binder was short- conventional bitumen testing involving the term aged using the so-called “PreVBA” evaluation of the needle penetration method. In this procedure, 8 g of binder according to the EN 1426 [11] as well as the were placed in a metal container with a softening point ring and ball according to diameter of 14 cm, identical to that used in the EN 1427 [11]. The results for all 12 the Pressure Ageing Vessel (PAV) test. The binders are shown as bar diagrams in the container was then placed inside a results. ventilated oven maintained at 163 °C for a total of 65 minutes. After the first 15 minutes of heating, the container was Rheological Testing temporarily removed from the oven, and the binder surface was manually levelled to The rheological performance of all 12 achieve a uniform film thickness of binders was assessed using an Anton Paar approximately 0.5 mm. Subsequently, the MCR 302 Dynamic Shear Rheometer (DSR) sample was returned to the oven and the equipped with a 25 mm parallel-plate Short-Term geometry. The tests were performed in Ageing (STA) process continued for the remaining 50 minutes. accordance with EN 14770 [12], applying a Once this is finished, the sample is placed high-temperature frequency sweep in the VBA ageing cell and the ageing protocol. temperature was maintained at 80 °C for a duration of three days. During the VBA Measurements were carried out at process, compressed air is lead through an temperatures of 40, 46, 52, 58, 64, 70, 76, ozone generator at a flow rate of 50 L/min. and 82 °C. For each temperature, the Based on previous studies [9, 10] , this frequency was varied over the following leads to an ozone concentration of 4 g/m³ range: 0.1, 0.3, 1, 1.592, 3, 5, 8, 10, 20, and 25 ppm of NO 30, and 40 rad/s. To ensure ₓ , which was applied to reproducibility, two replicate tests were 20. kolokvij o asfaltih in bitumnih 26 M. Spiegl; S. Stüwe; J. Mirwald; B. Hofko Fizikalno-kemijska analiza 12 veziv 70/100 iz različnih virov performed for every sample, and the mean ageing due to changes in the materials values were used for data interpretation. polarity gradient [15, 16] ) The rheological results are used in the The FTIR ageing index was determined by relative chemo-mechanical correlation, summing the integrated areas of these which will be described later on. three regions. These indices were exclusively employed in the chemo- FTIR Spectroscopy mechanical correlation, where their absolute and relative values were For each spectroscopic measurement, compared to the corresponding changes in approximately 0.5 g of binder was taken stiffness (specific equations are presented from the storage container, placed on a in the respective section). metal spoon, and gently heated until reaching a liquid-like state. From the Chemo-Mechanical Correlation molten material, four small droplets were deposited on silicone-coated paper and The chemo-mechanical correlation (CMC) allowed to cool to room temperature prior establishes a link between the outcomes of to analysis. Overall, established rheological and spectroscopic analyses. procedures from the literature were This relationship provides insight into how followed, ensuring adequate variations in the chemical composition, homogenization and minimal thermal particularly in oxygen-containing exposure of the materials [13, 14]. functional groups, influence the mechanical performance of the binder Infrared spectra of all 12 binders were material [17]. In the first section of the acquired using a Bruker Alpha II FTIR results, the DSR results at 1.592 Hz and spectrometer, equipped with an attenuated 46 °C were used for the y-axis, while the total reflection (ATR) module featuring a FTIR ageing index (sum of all three diamond crystal and a DTGS detector. functional groups mentioned above) was Spectra were recorded over a wavenumber plotted on the x-axis. However, direct range of 4000–680 cm⁻¹, with a resolution comparison of absolute values may lead to of 4 cm⁻¹ and 24 scans per measurement. misleading interpretations, since some of Before each sample measurement, a these binders, even though they are within background spectrum of the clean ATR the same European specification class, can crystal was recorded. The sample was then start on different chemical and mechanical positioned on the crystal, and gentle levels. Thus, a relative representation of pressure was applied using the lever to both datasets was applied, as follows: ensure proper contact between the sample • DSR: |G*|aged/|G*|unaged and the crystal during the measurement. • FTIR: AIFTIRaged - AIFTIRunaged Each specimen was measured four times, The benefit of this second representation is yielding four spectra per sample. Since four that all the unaged states are put on the replicate specimens were prepared for each same level [9]. However, it should also be binder, a total of 16 spectra per bitumen noted that this representation requires were obtained. These spectra were data from the unaged binders, which might subsequently used to derive FTIR-based not always be available. ageing indices for use in the chemo- mechanical correlation. Regardless, for the rheological aspect, the imported into the OPUS software, where increase caused by the two different LTA min – max normalization was applied within methods. Consequently, each unaged the 2800 – 3200 cm ⁻ ¹ region. Normalized binder is assigned a rheological value of 1, For post-processing, all spectra were (G*) indicates the degree of stiffness ratio of aged to unaged complex modulus spectra were then subjected to full baseline whereas LTA-aged samples yield values integration across three specific spectral greater than 1, reflecting material ageing or regions: increase in stiffness. • Carbonyl band: 1660 – 1800 cm ⁻ ¹ • Sulfoxide band: 984–1079 cm ⁻¹ In the chemical evaluation, the FTIR ageing • Polarity-related region: 1330–1100 cm⁻¹ index of the aged binder—obtained through (known to increase in intensity with full-baseline integration—is subtracted 20. kolokvij o asfaltih in bitumnih 27 M. Spiegl; S. Stüwe; J. Mirwald; B. Hofko Fizikalno-kemijska analiza 12 veziv 70/100 iz različnih virov from that of the unaged binder. The displayed on the left, while the results from resulting difference quantifies the net the softening point ring and ball is shown spectral contribution attributable to ageing on the right. Looking at the results from the processes such as the formation of needle penetration, it can be seen that four increase in the respective absorbance. binders (1331, 1333, 1335 and 1341) are carbonyl and sulfoxide groups via an close to the 100 1/10 mm mark, while 3. Results and Discussion three binders (1334, 1340 and 1344) are close to the 80 1/10 mm mark. The 3.1 Conventional Tests remaining samples are all in between. For Figure 2 the softening point, an even smaller gap shows the results of the conventional testing of the 12 binders. The between the 12 binders is observable with results from the needle penetration are a temperature range of 47 – 52°C. Figure 2: Results from needle penetration (left) and softening point ring and ball (right) of all 12 investigated bitumen. 3.2 Standard Chemo-Mechanical and LTA using the RTFOT and PAV a very Correlation similar trend can be seen, with binder B1340 (dark green) and B1336 (pink) still Figure 3 shows the results of the standard sitting at a higher ageing level in terms of chemo-mechanical correlation. The left FTIR spectroscopy. However, on a side displays the results of the 12 unaged rheological level all binders are very close binders. Looking at the rheological level, it to each other. Thus, the question can be can be said that all 12 binders are on a raised whether this high level indicates a similar level in terms of stiffness, which is higher ageing state or ageing susceptibility. quite comprehensible, as they are all in the From the results in Figure 3 it is rather same European specification class. difficult to judge whether binder B1336 or However, some differences are observable B1340 experience more ageing compared on the chemical level, where binder B1343 to the rest of the binders. Thus, the relative (grey), B1340 (dark green) and B1336 chemo-mechanical correlation was (pink) have higher FTIR ageing indices than deployed. the rest of the binders. After laboratory STA 20. kolokvij o asfaltih in bitumnih 28 M. Spiegl; S. Stüwe; J. Mirwald; B. Hofko Fizikalno-kemijska analiza 12 veziv 70/100 iz različnih virov Figure 3: Chemo-mechanical correlation of the 12 unaged binders (left) and RTFOT+PAV aged binders (right). 3.3 Relative Chemo-Mechanical differences in ageing level can be observed. Correlation And again, identical to the absolute chemo- mechanical correlation, binder B1340 Figure 4 shows the results of the relative (dark green) and B1336 (pink) can be found chemo-mechanical correlation of the at the highest ageing level, being the RTFOT and PAV aged binders. It should be farthest away from the zero point, even noted that the unaged binders represent though their STA states are in the bulk of the reference point at the “zero position” all 12 binders. This indicates that these (rheological value of 1 and FTIR index of 0). two binders might be more ageing The RTFOT aged binders are all grouped up susceptible to thermal LTA. Other binders rather close, with only binder B1342 (blue) like B1338 (orange) or B1339 (dark red) are showing the highest FTIR ageing index closest to the zero point, indicating that after short-term ageing, while B1343 (gray) thermal ageing induces significantly less shows the highest rheological ageing level. ageing compared to the other binders, After subsequent LTA using the PAV, all especially in comparison to B1336 (pink) samples are again quite grouped. However, and B1340 (dark green). judging by the distance from the zero point, 20. kolokvij o asfaltih in bitumnih 29 M. Spiegl; S. Stüwe; J. Mirwald; B. Hofko Fizikalno-kemijska analiza 12 veziv 70/100 iz različnih virov Figure 4: Relative Chemo-mechanical correlation of the 12 RTFOT+PAV aged binders Figure 5 shows the results of the second short-term ageing using the PreVBA LTA method, where the binders were method is more scattered compared to the exposed to thermochemical ageing via the binders after RTFOT ageing in Figure 4. VBA method. The overall ageing level after Figure 5: Relative Chemo-mechanical correlation of the 12 VBA aged binders 20. kolokvij o asfaltih in bitumnih 30 M. Spiegl; S. Stüwe; J. Mirwald; B. Hofko Fizikalno-kemijska analiza 12 veziv 70/100 iz različnih virov Thus, it can be said that PreVBA induces Comparing the impact of pure thermal similar levels in terms of rheology but ageing to thermochemical ageing via the provides a slightly higher scattering of the VBA, a clear difference in terms of ageing binders in FTIR spectroscopy. Comparing level was observed. Overall, all binders the general LTA trends with the results were more severely aged by VBA, with one from pure thermal ageing in Figure 4, a binder showing a drastically higher aging clear difference can be observed. In level compared to the rest of the binders. general, all 12 binders are severely more However, similarly to thermal ageing, some aged during VBA compared to PAV. binders exhibited a lower ageing Furthermore, distinctive binders, like susceptibility towards reactive oxygen B1333 (bright green) show a significantly species, being located at a much lower higher ageing level in both rheology and overall ageing level compared to the rest of spectroscopy compared to the rest of the the binders. The results indicate that binders. On the other hand, B1335 thermochemical aging produces greater (turquoise) shows the lowest ageing level, variability, facilitating a clearer being in close proximity to the PAV aged differentiation between the aging binders. Thus, VBA is capable of susceptibility of the binders. highlighting significant differences in ageing susceptibility of various bitumen Overall, the establishment of a relative from the same specification class but chemo-mechanical correlation provided a different sources, which can significantly robust comparative framework for impact their LTA performance in the field. quantifying binder-specific ageing sensitivity and susceptibility towards 4. Conclusions different ageing inducing factors. This approach enhances the interpretive power This study conducted a physico-chemical of advanced mechanical testing and characterization of 12 unmodified 70/100 spectroscopy and can support more bituminous binders from different crude informed binder selection for improved origins and production routes to long-term pavement durability. investigate binder-specific ageing behavior. The conventional needle penetration and Acknowledgement softening point tests revealed only minor variations within the specification range, The financial support by the Austrian confirming their limited sensitivity to Federal Ministry for Digital and Economic compositional differences among binders. Affairs, the National Foundation for Research, Technology and Development The standard chemo-mechanical and the Christian Doppler Research correlation based on FTIR spectroscopy Association is gratefully acknowledged by and DSR analysis demonstrated that, the authors. Furthermore, the authors despite similar rheological behavior, would also like to express their gratitude to distinct chemical ageing differences exist the CD laboratories company partners BMI across the binders. Two binders exhibited Group, OMV Downstream GmbH and elevated chemical ageing indicators even Pittel + Brausewetter for their financial before long-term ageing, suggesting support compositional differences. References The application of the relative chemo- mechanical correlation proved more 1. Lesueur, D., The colloidal structure of sensitive in distinguishing binder-specific bitumen: Consequences on the rheology ageing susceptibilities. After PAV-induced and on the mechanisms of bitumen long-term ageing, two binders were located modification. Advances in Colloid and further away from the reference unaged Interface Science, 2009. 145(1-2): p. state, indicating greater susceptibility to 42–82. thermal oxidation. Conversely, some 2. Hu, Y., et al., State of the art: Multiscale binders appeared more resistant, showing evaluation of bitumen ageing lower deviation in both rheological and behaviour. Fuel, 2022. 326: p. chemical ageing parameters. 125045. 3. Mirwald, J., et al., Impact of reactive oxygen species on bitumen aging – The 20. kolokvij o asfaltih in bitumnih 31 M. Spiegl; S. Stüwe; J. Mirwald; B. Hofko Fizikalno-kemijska analiza 12 veziv 70/100 iz različnih virov Viennese binder aging method. 12. CEN, EN 14770: Bitumen and Construction and Building Materials, bituminous binders - Determination of 2020. 257: p. 119495. complex shear modulus and phase 4. Primerano, K., et al., Influence of angle - Dynamic Shear Rheometer selected reactive oxygen species on the (DSR). 2012: Brussels. long-term aging of bitumen. Materials 13. Mirwald, J., et al., Evaluating the and Structures, 2022. 55(5): p. 133. reproducibility and consistency of 5. Lamontagne, J., Comparison by different sample preparation Fourier transform infrared (FTIR) techniques used for ATR-FTIR spectroscopy of different ageing spectroscopy from the RILEM 295-FBB techniques: application to road TG1 round robin test. Materials and bitumens. Fuel, 2001. 80(4): p. 483– Structures, 2025. 58(8): p. 255. 488. 14. Mirwald, J., D. Nura, and B. Hofko, 6. Primerano, K., et al., Chemical and Recommendations for handling mechanical analysis of field and bitumen prior to FTIR spectroscopy. laboratory aged bitumen. Road Materials and Structures, 2022. 55(2): Materials and Pavement Design, 2023. p. 26. 24(sup1): p. 160–175. 15. Mirwald, J., et al., Investigating 7. CEN, EN 12607-1: Bitumen and bitumen long-term-ageing in the bituminous binders - Determination of laboratory by spectroscopic analysis of the resistance to hardening under the the SARA fractions. Construction and influence of heat and air - Part 1: Building Materials, 2020. 258: p. RTFOT method. 2015: Brussels. 119577. 8. CEN, EN 14769: Bitumen and 16. Mirwald, J., et al., Understanding bituminous binders - Accelerated long- bitumen ageing by investigation of its term ageing conditioning by a Pressure polarity fractions. Construction and Ageing Vessel (PAV). 2012: Brussels. Building Materials, 2020. 250: p. 9. Mirwald, J., et al., Evaluating the 118809. laboratory long-term ageing behaviour 17. Primerano, K., et al., Characterization of bio-binders. Construction and of long-term aged bitumen with FTIR Building Materials, 2025. 490: p. spectroscopy and multivariate analysis 142530. methods. Construction and Building 10. Li, B., et al., Characterizing the Materials, 2023. 409: p. 133956. diversity of PmB aging with application to pavements. Fuel, 2025. 400: p. 135803. 11. CEN, EN 1426: Bitumen and bituminous binders – Determination of needle penetration. 2016: Brussels. 20. kolokvij o asfaltih in bitumnih 32 Eurobitume LCA 4.0 za bitumne Eurobitume LCA 4.0 for bitumen Anja Sörensen (EUROBITUME) Life cycle Assessment for bitumen Scope and representativeness of the Reliable and representative environmental study data is needed to take account of the impact of road infrastructure construction Two categories of bitumen are considered: and maintenance operations on the provides stakeholders with a bitumen life obtained by vacuum distillation of a environment. To this end, Eurobitume - an average paving grade bitumen, production in Europe for more than 25 selection of crude oils in the refinery and cycle inventory representative of bitumen years. mainly used in road applications; - an average oxidised bitumen, produced The fourth bitumen life cycle inventory was in a refinery from the straight-run published in March 2025 [1]. The life cycle bitumen and an additional bitumen assessment (LCA) study was carried out by oxidation unit. This process involves Sphera in accordance with ISO passing an air stream through the 14040:2006 and ISO 14044:2006 bitumen at high temperatures to on the Eurobitume website. This report properties. Oxidised bitumen is mainly includes a synthesis of the third-party used for roofing and waterproofing. standards. The detailed report is available significantly modify its physical verification carried out by Solinnen in accordance with ISO 14071:2024. The scope covers the production of bitumen from ‘cradle to gate’, i.e. it takes The LCA 4.0 study (2025) replaces the Life into account the environmental impacts Cycle Inventory (LCI) published by associated with the extraction of crude oil, Eurobitume in 2020 (LCI 3.0) and updated its transport to a refinery, the distillation in 2022 (LCI 3.1). Two areas for (and possibly oxidation) processes and the improvement were identified in the third- storage of bitumen at the refinery (see party verification phase of the previous Figure 1). This scope corresponds to study: the first related to the choice of modules A1, A2 and A3 of standard EN crude oil database, and the second 15804+A2. concerned the potential use of more primary data. The LCA 4.0 responds to these two main comments. The study focuses on the environmental impacts associated with the production of one tonne of bitumen. The results can be used in other LCA studies of bitumen- based construction materials, for example to draw up an environmental product declaration (EPD) in accordance with standard EN 15804+A2 [2]. 20. kolokvij o asfaltih in bitumnih 33 'A. Sörensen Eurobitume LCA 4.0 za bitumne Figure 1. Simplified production process of bitumen and bituminous binders The study was based on data collection Crude oil production is also modelled using from 17 refineries operated by Eurobitume the Sphera MLC 2024.1 database. These members in Europe. The data collected and data represent the estimated impacts of included represents operations in 8 crude oil extraction in each country of countries in EU and UK, accounting for origin, taking into account the combination over 75% of Eurobitume members' of extraction technologies used bitumen production. (conventional or non-conventional, as well as onshore or offshore). The relative share Main modelling assumptions of countries from which crude oil is imported can vary over time. It has Modelling was carried out using Sphera FE therefore been assumed that the average LCA software, using primary data supplied feedstock mix weighted by bitumen by Eurobitume member refineries when production from the included refineries is a available. Data from the Sphera 2024.1 3-year average (from 2021 to 2023) in order MLC (Managed LCA Content) database [3] to reduce any fluctuations over time. was used primarily as secondary data to model extraction processes, feedstock In order to preserve the confidentiality of transport, energy supply from external information on the country of origin of sources (fuels and electricity), and crude oils, the weighted average has been electricity aggregated at the continental/regional generation from external sources. level in Figure 2. Figure 2. Evolution of the crude oil basket over the 2019-2023 period, weighted by bitumen output 20. kolokvij o asfaltih in bitumnih 34 'A. Sörensen Eurobitume LCA 4.0 za bitumne The environmental impact of crude oil LCA experts wishing to model bitumen- production varies significantly depending based products in LCA software. The on the country of origin. The main factors bitumen life cycle inventory is publicly influencing these variations relate to available in ILCD format (International Life venting, flaring and fugitives (VFF). The Cycle Data system) on the Eurobitume reference database used to model methane website via a simple request form emissions in Sphera MLC is the “Global (https://eurobitume.eu/lci_4-0_request/). Methane Tracker “ tool developed by the The ILCD format is a neutral format for International Energy Agency (IEA) [4]. structuring and exchanging LCA data, developed by the European Commission's The transport of crude oil from the country Joint Research Centre (JRC). Its aim is to of origin to the refinery is modelled using a promote the transparency, interoperability combination of pipelines and shipping. For and quality of LCA databases in Europe, by each of the crude oil blends from the structuring information in a rigorous different countries, a specific combination manner in accordance with common and the associated distances have been practices. established on the basis of the primary data collected. Based on the results of the life cycle inventory, various impact assessment Bitumen is obtained by successive methodologies can be used in the atmospheric and vacuum distillations at European context. As this study can be the refinery. The energy consumption of used as background information in the distillation process is calculated using Environmental Product Declarations the primary data collected from the (EPDs) for products containing bitumen, refineries and by applying an energy the impact assessment methods required allocation. for EPDs in accordance with EN 15804+A2:2019 [2] have been applied. EN The bitumen products are then stored in 15804+A2:2019 refers to the latest heated and insulated tanks in the available version of the Environmental refineries. This stage was also modelled Footprint (EF) impact assessment method, using primary data. which is currently EF 3.1. The characterisation factors in EF 3.1 are Other processes are taken into account at considered robust and relevant to the the refinery: European context, and are widely used and respected within the LCA practitioner - community. Electricity supply: a fraction of electricity consumption (around 34%) is combined heat and power plant. The (GWP) impact category is assessed on the basis of the current IPCC characterisation typically generated by an on-site In particular, the Global Warming Potential remainder (around 66%) comes from the respective national grid; Report (AR6) [4] for a 100-year period factors taken from the 6th Assessment - Steam and heat production: for the (GWP100). direct combustion of fuels in refinery units to produce heat or steam, CO2 The rest of this article focuses on the emissions have been calculated on the GWP100 (greenhouse gas emissions) basis of emission factors from the indicator, as it is commonly used by road IPCC's Sixth Assessment Report [5]. infrastructure stakeholders, and increasingly so in the context of public Life cycle inventory and impact procurement contracts. The study report indicators published by Eurobitume includes the results of the 38 indicators specified in The life cycle inventory (LCI) lists the (acidification, eutrophication, depletion of standard EN 15804+A2:2019 elementary flows into and out of the the ozone layer, depletion of resources, system: resources and emissions into the air, water and soil. As the full inventory bitumen production. water requirements, etc.) for each stage of comprises hundreds of flows, it is not presented in this article. It is intended for 20. kolokvij o asfaltih in bitumnih 35 'A. Sörensen Eurobitume LCA 4.0 za bitumne Greenhouse gas emissions consume a certain amount of energy, attributing approximately 86 kg CO2 eq./t The quantified results for greenhouse gas to the oxidation process. The GWP100 of emissions (GWP oxidised bitumen is therefore 616 kg CO2 100 ) are shown in Figure 3. The GWP eq./t of bitumen (+16% compared with 100 for bitumen is 530 kg CO 2 eq./t of bitumen. The air blowing units bitumen). required to produce the oxidised bitumen Figure 3. GWP100 for bitumen products The main process contributing to bitumen and 11% for oxidised bitumen. greenhouse gas emissions is the extraction Finally, storage accounts for around 6%. of crude oil used as feedstock supply for Methane (CH4) emissions account for 46% the refinery (accounting for 70% and 62% of bitumen's GHG emissions, while CO2 for road bitumen and oxidised bitumen, emissions account for 54% (see Figure 4) respectively). Transporting the crude oil to Methane emissions are mainly explained the refinery contributes a further 8% and by the contribution of crude oil extraction 7% for the respective products. (venting, flaring and fugitives). Atmospheric and vacuum distillation contribute 14% of the GWP100 for road Nitrous oxide (N2O) and other GHG emissions are negligible. Figure 4. Individual GHGs for bitumen’s GWP100 20. kolokvij o asfaltih in bitumnih 36 'A. Sörensen Eurobitume LCA 4.0 za bitumne Comparison with the previous study is shown in Figure. The GWP100 for bitumen in LCA 4.0 is 145% higher than the A comparison of the GWP reference value with infrastructure in LCI 100 indicator between LCI 3.1 (2022) and LCA 4.0 (2025) 3.1. Figure 5. Comparison of GWP100 between Eurobitume LCI 3.1 and LCA 4.0 The first factor explaining this discrepancy Sphera's MLC (Managed LCA Content) is the method used to model crude oil database [3], based on average crude oils production, which accounts for the by country of origin, whereas LCI 3.1 was majority of bitumen's environmental based on the IOGP database [6] referring to impacts (see Figure 6). The environmental crude oils averaged by region or continent. data used for crude oil is now taken from Figure 6. Comparison of the individual GHGs between LCI 3.1 and LCA 4.0 The quality of crude oil modelling has been crude oil production. The reference used improved by two factors: to assess these emissions in the Sphera - a better level of detail used to average MLC database is Global Methane the impact of crude oil by geographical Tracker developed by the International origin ; Energy Agency's (IEA) [4]. The variability - the method used to take into account of emissions associated with these venting, flaring and fugitives related to 20. kolokvij o asfaltih in bitumnih 37 'A. Sörensen Eurobitume LCA 4.0 za bitumne processes can be very significant from The impact of the crude oil mix cannot be one country to another. compared directly between LCI 3.1 and LCA 4.0, as the crude oil database used for The second factor with a significant the calculations is different in both studies. influence on the results is the average However, to better understand the impact crude oil mix. In LCA 4.0, this is calculated that possible changes in the average on the basis of crude oil supply data by composition of the feedstock supply could country of origin, collected and weighted have, a sensitivity analysis was carried out. for each refinery. As the share of countries The three-year average of the reference from which crude oil is imported can vary feedstock supply was compared with (a) a over time, a three-year average (2021- five-year average for 2019-2023 and (b) the 2023) has been used as the reference average mix for 2023 (see Figure ). The scenario for the feedstock supply mix. results are shown in Figure 7. Figure7. Impact of the time averaging on the GWP 100 indicator The time average has a significant impact multifunctionality by applying the on the GWP100 indicator, mainly due to the energy allocation method on the basis of substitution from 2022 onwards, of crude primary data collected for the 17 from the former Soviet Union (FSU) by refineries; crude from other regions. The carbon -LCI 3.1 used the sensible heat method: Union is not particularly high (it is in the this approach assumes that the fraction footprint of crude from the former Soviet middle of the spectrum), but it is mostly of crude oil corresponding to bitumen replaced by crudes with a lower carbon remains in the liquid phase and does intensity. not change state. It is therefore based on a simplified thermodynamic approach The five-year average is only very partially for estimating the energy required to representative of the last few years, during produce bitumen on the basis of its heat which crude oil from the former Soviet capacity. Union is no longer used in the average mix. The average mix for 2023 may not take The results of the sensitivity analysis are sufficient account of long-term variations. shown in Figure 8. As a result, the three-year average was considered to be a good balance and was adopted as the reference scenario. Finally, the change in the modelling of distillation processes in LCA 4.0 compared to LCI 3.1 is the third main factor: - The LCA 4.0 reference scenario addresses the issue of 20. kolokvij o asfaltih in bitumnih 38 'A. Sörensen Eurobitume LCA 4.0 za bitumne Figure 8. Sensitivity analysis on the GWP100 when the multifunctionality approach is varied The allocation method at the refinery has a very limited impact on the GWP100 of References bitumen: a reduction of 2% for the sensible heat method compared with the reference [1] Eurobitume, “The Eurobitume Life scenario based on energy allocation. Cycle Assessment 4.0 for bitumen”, However, for the distillation stage alone, ISBN: 978-2-39068-070-3 the difference represents around -40%. The [2] CEN, “EN 15804:2012+A2:2019 energy allocation method was chosen in Sustainability of construction works LCA 4.0 because primary data is available - Environmental product for the various refining processes. The declarations - Core rules for the robustness of the thermodynamic method product category of construction is not questioned, but it could be assessed products,” 2019 in greater detail in future studies. [3] Sphera, “Sphera Solutions Inc.: Conclusion Datasets - Life Cycle Assessment Search Life Cycle Assessment Datasets,” The results of the life cycle analysis of https://lcadatabase.sphera.com/ bitumen 4.0 constitute new reference data [4] IEA (International Energy Agency), in Europe. They can be imported into LCA “Global Methane Tracker - or eco-comparator software to assess and Documentation 2022 Version, compare the environmental footprint of https://www.iea.org/reports/global- bitumen-based road infrastructures. methane-tracker-2022,” https://www.iea.org/reports/global- Compared with other data available in the methane-tracker-2022 literature, they have the advantage of being [5] IPCC, “Sixth Assessment Report.” based on representative primary data [Online]. Available: collected from bitumen-producing https://www.ipcc.ch/assessment- refineries. report/ar6/ [6] IOGP (International Association of Oil The full study report, including all the & Gas Producers), “Environmental assumptions and results, is publicly performance indicators – 2019 data,” available. It is completed by a summary on 2020 the climate change indicator, commonly used by stakeholders, and a comparative analysis with the previous study. 20. kolokvij o asfaltih in bitumnih 39 REFERATI SEKCIJA 2: Zeleni prehod in digitalizacija LECTURES – SECTION 2: Green transition and digitalizatio 40 Na poti do EPD-jev za asfaltne zmesi – zakaj, kaj in kako? On the road to EPDs for Asphalt Mixtures – Why, What and How? Paul Schönauer; M.R. Gruber; B. Hofko (Institute of Transportation, TU Wien) Abstract The paper gives an overview on environmental assessment, life cycle assessment (LCA) and environmental product declarations (EPD). It provides information, why this will become relevant for asphalt mix producers and road agencies. Further, outcomes of a recent Austrian study will be presented that laid the groundwork for EPDs for the Austrian pavement industry. Relevant terms, like product category rules (PCR) are described and a tool is presented that empowers asphalt mix producers to create their EPD drafts easily and without the need of an additional expert for life cycle assessment and that is adaptable to any national PCR Keywords: Life Cycle Assessment (LCA), Environmental Product Declaration (EPD), Product Category Rule (PCR), asphalt mixture 1. Introduction lifetime and can be distinguished into 4 steps: Climate change is among the defining 1. Goal & scope; specifying studies challenges of our time. It denotes sustained purpose, defining functional or shifts in global temperatures and weather declared unit, defining system patterns, driven predominantly by human boundaries etc. activities - especially the combustion of 2. Life Cycle Inventory (LCI); Collecting fossil fuels and the extraction and use of and modelling all relevant inputs and non-renewable resources. The impacts are outputs for each process in the system far-reaching, including sea-level rise, more (materials, energy, emissions, waste) frequent and intense extreme weather, and 3. Life Cycle Impact Assessment (LCIA); widespread Assessing the environmental impacts ecological disruption. Mitigating the data collected from LCI by applying — or at least slowing — these changes require action across the entire environmental indicators e.g. Global value chain, from producers to consumers. Warming Potential (GWP) To target measures where they are most 4. Results & Discussion; Evaluating the effective and efficient, a harmonized results for completeness, sensitivity framework for assessing environmental and consistency impacts is essential, enabling robust comparison of alternatives. ISO standards are intended to apply to all construction products; consequently, their While there are standardized test LCA provisions are deliberately general. procedures and parameters for assessing This breadth leaves substantial room for the technical performance of construction interpretation and can impede products, there is a lack of specifications comparability. To improve consistency, for the ecological assessment of Environmental Product Declarations construction products. Life Cycle (EPDs) were introduced. EPDs are Type III Assessment (LCA) according to ISO 14040 environmental declarations under ISO [1] and ISO 14044 [2] is a methodology to 14025 [3] that disclose quantified, product- assess environmental impacts of a product, specific indicators derived from LCA and service or facility associated over its whole verified by a third party. 41 P. Schönauer; M.R. Gruber; B. Hofko Na poti do EPD-jev za asfaltne zmesi – zakaj,kaj in kako? A major difference between an EPD and a relation between EPD and LCA is conventional LCA is that in addition to the illustrated in Figure 1. By grouping requirements of ISO 14040/44 [1, 2], EPDs products with similar functions, PCRs must follow a product category rule (PCR) establish category-specific modeling defined by a program operator. For requirements across life-cycle stages (e.g. construction products specifically, these system boundaries, functional or declared PCR requirements are standardized by EN unit, environmental indicators etc.), 15804 [4], which provides the core rules to enabling more uniform assessment within ensure consistency and comparability. The a given product category. Figure 1: Relation between LCA and EPD For construction products in Europe, PCRs EN 15804 [4] distinguishes the life cycle must align with the core PCR (EN 15804 stages into four stages: product stage mutually recognized elsewhere. Because whereby these stages can be further distinguished into Modules, as presented there is often no single, harmonized in Figure . Additionally, it also considers complementary PCR (c-PCR) for a given the stage of benefits & loads (Module D) product group, EPDs covering the same beyond system boundaries, which does not product group can still differ across make part of the life cycle but is more an programs. operator. A PCR is formally valid within the (Module A4-A5), use stage (Module B1-B7) and end of life stage (Module C1-C4), issuing program, unless adopted or [4]) and are issued by an EPD program (Module A1-A3), construction process stage Consequently, direct comparability is only warranted when cycle. additional information of the entire life EPDs follow the same PCR version and consistent modeling assumptions. Figure 2: Life cycle stages according EN 15804 20. kolokvij o asfaltih in bitumnih 42 P. Schönauer; M.R. Gruber; B. Hofko Na poti do EPD-jev za asfaltne zmesi – zakaj,kaj in kako? To date, the cradle-to-gate approach - landfill; Module C3 waste processing; and limited to the product stage (Module A1 Module C4 final disposal of any – A3) unrecovered matter. Module D reports the — has predominated. Under EN 15804:2022 [4], the default scope now recycling potential of the given asphalt mix requires inclusion of the product stage, the design. end-of-life stage (Module C1–C4), and benefits and loads beyond the system Beyond the required life cycle stages, EN boundary (Module D), which are 15804 [4] also standardizes the highlighted in white in Figure 2. This environmental indicator that EPDs must applies equally to asphalt mixtures. report - moving the field beyond a focus on Module A1 covers raw-material supply, global warming potential (GWP) toward a including crude extraction and refining to broader suite (e.g., ozone depletion, bitumen; quarrying and processing of acidification, eutrophication, resource and aggregates and fillers; and preparation of water use, plus waste and output flows). reclaimed asphalt (RAP) and specified This expansion aligns with the recast additives. Module A2 covers transport of all Construction Products Regulation (CPR), required components of the asphalt Regulation (EU) 2024/3110 [5], which mixture from the manufacturer site to the requires manufacturers to declare operations to produce the asphalt mixture. in the Declaration of Performance and Conformity (DoPC) and permits CE At end of life, Module C1 comprises asphalt mix plant. Module A3 covers plant environmental-sustainability performance deconstruction/milling; marking. Table 1 lists the environmental Module C2 indicators that will be required under the transport of milled material to the CPR [5]. processing plant, asphalt mix plant or to Table 1: Required environmental indicators according to CPR [5] a) Climate change effects -total j) Photochemical ozone b) Climate change effects – fossil fuels k) Abiotic depletion – minerals, metals c) Climate change effects – biogenic l) Abiotic depletion – fossil fuels d) Climate change effects – land use m) Water use and land use change n) Particulate matter e) Ozone depletion o) Ionising radiation, human health f) Acidification potential p) Eco-toxicity, freshwater g) Eutrophication aquatic freshwater q) Human toxicity, cancer h) Eutrophication aquatic marine r) Human toxicity, non-cancer i) Eutrophication terrestrial s) Land use related impacts Alongside contracting authorities’ existing product specific LCA. Since this sequence interest in evaluating the environmental needs to be repeated for each asphalt mix impact of their projects based on design it is well-suited for a tool-based comparable life-cycle assessments, the implementation. Once the base data is obligation to declare the environmental verified, asphalt mix plant operators have performance of construction products, also the possibility to create an EPD at any time the interest of asphalt industry has been without the aid of LCA experts. growing simultaneously. The METAsphalt project, funded by The creation of product-specific EPDs can GESTRATA (Austrian asphalt pavement be costly and slow; asphalt mix plants association), laid the groundwork for manage numerous asphalt mix designs developing EPDs for asphalt mixtures in whose the Austrian pavement industry. The environmental profiles differ primarily in Module A1. To generate an project pursued two objectives: (1) to EPD, an LCA practitioner must first collect compile a harmonized, EN 15804–aligned and verify plant base data (e.g. production database covering the required life-cycle statistics, stages, with particular emphasis on the energy consumption and transport distances) before creating the energy consumption of the drying process 20. kolokvij o asfaltih in bitumnih 43 P. Schönauer; M.R. Gruber; B. Hofko Na poti do EPD-jev za asfaltne zmesi – zakaj,kaj in kako? in Module A3; and (2) to prepare the contractor was obtained. Other data that Austrian pavement industry to generate could not be collected on site was modeled plant-specific EPDs by collecting the by using own assumptions. Environmental necessary input data. To this end, a web- impacts were quantified by modelling with based tool was developed that enables background LCI data from ecoinvent v3.9.1 asphalt-mix plant operators to produce [6], while bitumen inventories were taken EPDs for individual asphalt mix designs from Eurobitume 2025 [7]. without external LCA expertise. This paper presents the life-cycle assessment (LCA) To illustrate the tool’s outputs, two results for two asphalt mixtures, calculated representative asphalt mixtures are with an EPD tool. In addition, module-level modelled, which are displayed in Table 2, parametric studies are conducted to and results are reported for Modules A1- illustrate how variations in selected A3, C1-C4, and D. The declared unit is one parameters influence the outcomes. metric tonof asphalt mixture. To clarity the influene of key inputs, a targeted 2. Methods parameter study is conducted. For ease of comparability, the presentation focuses on Extensive primary data are required for the EN 15804 [4] indicator global warming EPD compilation. In this study, primary potential - total (GWPtotal), while noting that data were gathered from three quarries, the tool calculates the full indicator set. four asphalt-mix plants, and two road- paving sites; additionally, the annual operational balance of a roadworks Table 2: Asphalt mix designs Amount [kg] Component Base layer, Surface layer, SMA 11 surf AC32 base PMB 45/80- 70/100 75 0/2 235 205 2/4 98 80 4/8 95 163 8/11 80 410 11/16 95 - 16/22 125 - 22/32 171 - Natural filler 23 15 Filler (dolomite) 38 44 Unmodified 40 - bitumen Polymer modified - 58 Bitumen Hydrated lime - 22 Fibers - 3 20. kolokvij o asfaltih in bitumnih 44 P. Schönauer; M.R. Gruber; B. Hofko Na poti do EPD-jev za asfaltne zmesi – zakaj,kaj in kako? 3. Results & Discussion down by the components used. It is apparent that bitumen accounts for the In the following chapter the LCA results of majority of GWP in Module A1. For the AC, a base layer and a surface layer, which are unmodified bitumen represents 84% of the presented in chapter 2 in Table 2, are total GWP, whereas for the SMA the presented. For clarity, the assessed life- polymer-modified bitumen (PmB) accounts cycle stages are presented as subsections. for 62%. This is due to the contribution of Stages with a minor contribution to the hydrated lime in the SMA mixture, which overall results are consolidated and not causes about 33% of the total GWP. In a treated in separate sections. direct comparison, the AC exhibits roughly 38 kg CO₂-eq per ton lower GWP than the Note that the results report only GWP. SMA. However, it should be noted that this Therefore, since technical performance and comparison does not consider the functional equivalence are not assessed, a performance of the two mixtures: an AC 32 conclusion can be drawn about which used as a base course in lower load classes, product is more sustainable. while an SMA 11 surface layer with PmB like-for-like comparison is not valid, and no base layer with unmodified bitumen is and hydrated lime is used in the highest 3.1 Raw material provision (Module A1) load classes. In Figure 3, the GWP for Module A1 is shown for the two asphalt mixtures broken Module A1: Base vs. Surface layer 70 ] 60 /t q. 50-e 2 40 CO 30 kg [ P 20 W G 10 0 Base layer Surface layer Mineral aggregates/ Natural filler Filler/ Hydrated lime Additives Bitumen Figure 3: Module A1 - raw material provision 3.2 Transport of the raw materials to the asphalt mix plant (Module A2) To illustrate the influence of transport distances, the transport distance for the aggregates was varied. The other transport distances are set constant. Table 3 lists the four considered transport scenarios. 20. kolokvij o asfaltih in bitumnih 45 P. Schönauer; M.R. Gruber; B. Hofko Na poti do EPD-jev za asfaltne zmesi – zakaj,kaj in kako? Table 3: Transport scenarios Module A2 Distance Aggregates Bitumen Additives Filler / / natural hydrated scenario filler lime 1 25 100 250 100 2 50 100 250 100 3 75 100 250 100 4 100 100 250 100 Figure 4 shows the GWP of the two asphalt environmental impacts. This is attributable mix designs as a function of transport to the high percentage share of aggregates distance. The results indicate that the in both asphalt mixtures. Consequently, aggregates have by far the greatest the transport-related impacts do not differ influence substantially between the two asphalt mix on the transport-related designs. Module A2: AC vs. SMA Scneario 1 e Scenario 2 nc Dista Scenario 3 Scenario 4 0 2 4 6 8 10 12 GWP [kg CO 2-eq./t] Base layer Surface layer Figure 4: Module A2 – transport 3.3 For all scenarios an average electricity Asphalt mixture production (Module A3) consumption of 6 kWh/t and an average diesel consumption of 0.08 L/t for For Module A3, which represents operating the wheel loaders are assumed. production stage of the asphalt mixture, an Additionally, also assumptions have been average dryer drum fuel consumption of 70 made to consider the environmental impact kWh per ton (kWh/t) of asphalt mixture is of the infrastructure needed for asphalt assumed. To illustrate the influence of the mixture production. Figure 5 presents the fuel’s environmental impacts, the following GWP of the individual fuel scenarios scenarios are considered: graphically. It is evident, first, that the • GWP depends primarily on the dryer Scenario 1: 100% heating oil • drum’s fuel consumption and, second, that Scenario 2: 50% heating oil and 50% natural gas using natural gas compared to heating oil • offers substantial savings potential. Scenario 3: 100% natural gas 20. kolokvij o asfaltih in bitumnih 46 P. Schönauer; M.R. Gruber; B. Hofko Na poti do EPD-jev za asfaltne zmesi – zakaj,kaj in kako? Modul A3: Impact of fuel source Scenario 1 on pti m su Scenario 2 on l c F Scenario 3 ue 0 5 10 15 20 25 30 GWP [kg CO 2-eq./t] Fuel consumption dryer drum Diesel Electricity Infrastructure Figure 5: Module A3 - asphalt mixture production If the dryer drum is operated exclusively on Modules A1–A2 for the substituted heating oil as the energy source, the - materials and their transport, the larger without reducing the energy demand of the the potential credit reported in Module D. drying process itself - substituting 50% of the heating oil with natural gas (on a lower- 3.5 Overview results (Module A1-A3 & heating-value basis) yields a 12% reduction C1-C4 without D) in GWP. If the dryer drum is operated entirely on natural gas, the saving Figure 6 consolidates the above-mentioned increases to 24%. Modules for the two asphalt mixtures. For raw material transport, distance scenario 2 was applied, in which the aggregate has a 3.4 End of life stage & recycling transport distance of 50 km; the transport potential (Module C1-C4 & D) distances for the remaining components It is assumed that both asphalt mix are given in Table 3. For manufacturing, designs are treated identically at end-of- scenario 2 was assumed, i.e., operation of life. Deconstruction (Module C1) is the dryer drum with 50% heating oil and assigned a GWP of 1.22 kg CO 50% natural gas. Under these ₂ -eq/t asphalt mixture. The recovered material is assumptions, the resulting GWP is then transported 40 km by diesel truck to approximately 61 kg CO₂-eq/t of AC and a processing plant (Module C2), adding approximately 99 kg CO₂-eq/t of SMA. 4.08 kg CO₂-eq/t. Processing (Module C3) contributes a further 0.42 kg CO₂-eq per ton. Because 100% of the material is reused, either as recycling asphalt pavement or mineral aggregate there is no disposal; therefore, Module C4 is equal to 0. Module D was determined from statistical data on the end uses of reclaimed (as- removed) asphalt, allocating shares to reuse in recycled asphalt pavement versus use as mineral aggregate. On this basis, the Module D GWP is -12.1 kg CO ₂-eq/t for AC and -19.2 kg CO₂-eq/t for SMA. In general, the higher the upstream GWP in 20. kolokvij o asfaltih in bitumnih 47 mag. M. Jurgele; B. Marinko Gospodarjenje z infrastrukturo na državnih cestah Modul A1-A3 & C1-C4 Surface layer Base layer 0,00 20,00 40,00 60,00 80,00 100,00 Base layer Surface layer A1 25,31 63,25 A2 5,50 5,80 A3 24,70 24,70 C1 1,22 1,22 C2 4,08 4,08 C3 0,42 0,42 C4 0,00 0,00 GWP [kg CO-eq./t] 2 Figure 6: Module A1-A3, C1-C4 (without D) – Overview LCA results It is evident that, for both asphalt mixtures, form a robust foundation for subsequent the product stage (Modules A1 building-level assessments. – A3) dominates the total GWP - 91% for AC and 94% for SMA - with Modules A1 and A3 as Looking ahead, issuing EPDs for all asphalt the principal contributors. For AC, these mix designs will become necessary. two Modules together account for about Consequently, it will be crucial that asphalt 82% of total GWP; for SMA, about 88%. The mix plant operators can create product higher total GWP of SMA is primarily driven specific EPDs themselves, on demand. by Module A1, which alone contributes Asphalt mix plants typically manage a large roughly 64%. Given economically realistic number of different asphalt mix designs transport distances, transport contributes and since the creation of EPDs is largely only a modest share. Nevertheless, it is not the same for each individual asphalt negligible: an additional 50 km of aggregate mixture, the workflow is inherently transport increases GWP by approximately repetitive. This loop-like process makes it 5 kg CO especially suitable for digitization: a ₂ -eq/t. dedicated tool can reuse verified base data (i.e. energy consumption), enforce 4. Conclusion consistent assumptions, and generate auditable EPDs quickly for any asphalt mix The design as needed. environmental performance of construction products is becoming central to design and procurement, with growing emphasis on whole-life-cycle assessment at the building level. Environmental Product Declarations (EPDs) are the predominant method for determining product impacts and are increasingly mandated. Following in accordance with Product Category Rules (PCRs) - which specify how the life-cycle assessment (LCA) must be conducted - EPDs provide transparent, comparable information and 13. kolokvij o asfaltih in bitumnih 48 P. Schönauer; M.R. Gruber; B. Hofko Na poti do EPD-jev za asfaltne zmesi – zakaj,kaj in kako? 5. References 5. Regulation (EU) 2024/3110 of the 1. ISO, European Parliament and of the Council ISO 14040:2006: Environmental Management - Life Cycle Assessment - of 27 November 2024 laying down Principles and Framework harmonised rules for the marketing of . 2020: Geneva. construction products and repealing 2. ISO, Regulation (EU) No 305/2011, in ISO 14044:2006: Environmental management - Life Cycle Assessment - Official Journal of the European Union. 2024, Publications Office of the Requirements and guidelines . 2020: 3. ISO, 6. Association, e., ecoinvent Database ISO 14025:2006: Environmental . Version 3.9.1 2022: Zurich, labels and declarations - Type III Geneva. European Union. 4. ASI, and procedures 7. Eurobitume, The Eurobitume Life Cycle . 2020: Geneva. . 2025, Assessment 4.0 for bitumen environmental declarations - Principles Switzerland. of construction works European Bitumen Association — Environmental Brussels, Belgium. ÖNORM EN 15804: Sustainability product declarations — Core rules for the product category of construction products. 2022, Austrian Standards International: Vienna, Austria. 20. kolokvij o asfaltih in bitumnih 49 Okoljske deklaracije izdelkov za asfalt – trenutni razvoj v Nemčiji Environmental product declarations for asphalt – Current developments in Germany Marco Bokies (Deutscher Asphaltverband e.V. DAV) drastically thematise climate change and 1. Introduction the conclusions to be drawn from it. The protest movements in Germany around, for Progressive climate change and the social example, fridays-for-future or the and political discussions surrounding it controversial actions of the so-called Last have led to a significant change in the Generation have - as controversial as they perception of industry, trade and have sometimes been - made up a consumption in recent decades. There is a considerable proportion of the reporting on broad international consensus that, in climate change and have characterised addition to adaptation strategies, global political events. warming must above all include measures to limit the rise in temperature. The climate In the course of the development described agreements concluded in the past and still above, the importance of so-called in force, to whose goals Germany has also sustainable management has also made a comprehensive commitment, focus increased. Whether industry, trade, on reducing greenhouse gas (GHG) agriculture or administration: in almost all emissions as far as possible. of these sectors, strategies have been and continue to be presented that emphasise The Paris Climate Agreement of 2015 and the particularly ‘sustainable’ activities of the UN Sustainable Development Goals, as the industry, company or administration. well as the European Green Deal of 2019, The protagonists almost always are examples of how these objectives are to understand this to mean measures that be transformed into a normative structure. appear above all ecologically sensible and In 2019, Germany also launched a national environmentally friendly. climate protection law, which sets out binding targets for reducing greenhouse However, the scientific understanding of gas emissions by the middle of the century. sustainability is more comprehensive: the Climate protection has become of so-called three-pillar model of paramount importance for political action, sustainability was already formulated in not least due to the decision of the Federal the 1990s and shows that economy, Constitutional Court in 2021, as the court ecology and social issues make equal emphasises that the fundamental rights of contributions to sustainable development. future generations are affected as a Despite this more comprehensive constitutionally required benchmark for approach, however, it must be recognised current environmental policy action. In that the sustainability debate, as soon as it recent years, public perception of the topic is translated into concrete legislative or has also been characterised by socio- executive action by the administration, is political movements that have managed to 20. kolokvij o asfaltih in bitumnih 50 M. Bokies Okoljske deklaracije izdelkov za asfalt – trenutni razvoj v Nemčiji conducted with a focus on the ecological specific use of binders and asphalt part - and specifically on CO2 reduction. granulate. The transport distances of the construction materials and raw materials It is therefore not surprising that to the mixing plants and construction sites awareness of ecological aspects has also also play a role. grown significantly in road construction in recent years. The reliable collection of data and the creation of a knowledge base for your own More and more contractors, authorities company is essential for this. With the and other interest groups are placing appropriate data basis, each type and greater emphasis on environmental grade of asphalt mix in road construction aspects when selecting products, for can then be closely examined and example, in order to fulfil the requirements analysed. Every raw material influences for sustainable construction. This is a the environmental impact of the end development that was already foreseeable product. in building construction and the erection of buildings and which is now also being fully When considering the most reflected in transport infrastructure and, environmentally friendly and resource- more specifically, in asphalt road efficient production of asphalt, it should construction. not be forgotten that durability also plays a significant role in the overall assessment of However, this raises the challenge of how sustainability. The longer the utilisation the (ecological) sustainability of phase of the asphalt road, the greater the construction products can be made savings effects in terms of environmental measurable and - in the question of indicators. In addition to the more selection decisions - comparable at all. environmental factors, the structural Some evaluation systems, which utilise, requirements therefore continue to form a among other things, incentives relevant to very important component for sustainable the award of contracts, take so-called development in asphalt road construction. environmental product declarations as a basis for this. Some of these evaluation Environmental Product Declarations systems have already become established (hereinafter referred to as EPDs) serve as in other European countries and are an instrument for visualising these described below. Environmental product significant environmental impacts. They declarations (EPDs) from manufacturers depict all phases of the product's life cycle for asphalt mix types and grades can form and also provide a view of the potential a reliable basis for carrying out a after the end of a building material's use. standardised ecological assessment. The EPD is a so-called Type III 2. Environmental Product Declarations environmental declaration that provides (EPD) and their significance for comprehensive information on the asphalt road construction environmental impact and technical properties of a product, in this case asphalt EPD assessment tool mix: asphalt mix. The centrepiece is the life cycle assessment, which considers the Sustainable construction with asphalt environmental impact over the entire life firstly requires that manufacturers and cycle of the product - from raw material users have an idea of the impact of the use extraction to disposal or reuse. An EPD of certain raw materials and fuels, the contains objective, verified data on various sources of supply and/or the production environmental impacts such as global processes used and the effects of the warming potential, acidification or 20. kolokvij o asfaltih in bitumnih 51 M. Bokies Okoljske deklaracije izdelkov za asfalt – trenutni razvoj v Nemčiji eutrophication. However, it does not assess on the individual environmental indicators. product quality, but is a reliable source of In their own terms, these pilot tenders are information for ecological assessment. The an interim solution until the establishment EPD is not a certificate, but a document of an assessment procedure in which EPDs reviewed by independent experts, which in play the central role. Other similar projects this respect stands for transparency and are being pursued in the federal states of facilitates the exchange of environmental Bavaria, Baden-Württemberg and Hesse. information between contractors, authorities and other stakeholders. While sustainability indicators are being used to some extent in the evaluation of Importance of environmental indicators in tenders in Germany, EPDs have long been regulations and tenders an integral part of tenders for asphalt roads in other European countries. The new EU Construction Products Regulation (CPR) emphasises the In the area of environmental product importance of taking various declarations (EPDs) for asphalt mixes, environmental criteria into account. In countries such as Norway and the addition to analysing CO2 emissions, the Netherlands are playing a pioneering role regulation also focuses on other within Europe. As early as 2017, Norway environmental characteristics in order to introduced a specific PCR Part B (‘PCR - enable a holistic and sustainable Part B for Asphalt’), which defines clear assessment. This development shows that requirements for the creation of EPDs for the CO2 factor alone is not sufficient to asphalt mixtures. The majority of contracts fully capture the environmental impact. awarded in Norway now include and Thanks to the integration of these evaluate the environmental information characteristics in the EPDs in accordance from the EPDs of individual national with international standards, the suppliers of asphalt mixes. environmental information to be provided from around 2030 as a result of the CPR The Netherlands has also made significant can already be recorded now. progress in this area. Compared to Norway, they have an even more precise and A key driver for the use of EPDs is a detailed PCR entitled ‘Product Category corresponding procurement practice that Rules voor bitumineuze materialen in considers environmental indicators as a verkeersdragers en waterwerken in key evaluation factor alongside price. For Nederland (’PCR Asfalt‘)’ . This regulation example, there are already projects in allows the environmental impact of asphalt Germany that aim to reduce CO2 products to be recorded accurately and emissions in road construction. In 2024, comparably and helps those involved in for example, the federal motorway road construction to make well-founded company Autobahn GmbH, Southwest decisions in the context of tendering branch, carried out a tender in which 70% procedures. The EPDs for asphalt are the of the price was based on the product price central starting point for the creation of an and 30% on the total CO2e emissions evaluation matrix (‘environmental cost during the production and transport of the index’), according to which a significant asphalt. part of the award decision must be orientated. For the calculation of CO2e emissions, special Excel tables were provided to Both countries are regarded as role models determine the emissions in detail. It can be in the European context when it comes to assumed that the projects will be adapted standardised Type III environmental to provide ever more detailed information declarations for asphalt products. They 20. kolokvij o asfaltih in bitumnih 52 M. Bokies Okoljske deklaracije izdelkov za asfalt – trenutni razvoj v Nemčiji successfully demonstrate how a structured The implementation of the consideration of and technically sound basis for EPDs can EPDs in the tendering process in Norway, be established in road construction. At the for example, has provided helpful insights same time, the PCR Part B enables into which life cycle processes have the scientifically based and fair decision- greatest influence on overall CO2 making in tenders and also offers an emissions: incentive to continuously optimise the environmental performance of asphalt products. Source: EBA – Norwegian Contractors Association The PCR as a basis for the creation of EPDs PCR - Part A ‘Calculation rules for the life for asphalt cycle assessment and requirements for the project report in accordance with EN 15804 This explains another terminology: So far, + A2:2019’ contains general specifications the future significance of EPDs for asphalt that apply to all product categories in the mix types and grades in German road construction industry. These include basic construction has been explained. But what specifications on the calculation methods is meant by the aforementioned PCR in this for the life cycle assessment (LCA) and context? requirements for the documentation of the life cycle assessment in the background A PCR (Product Category Rules) is a report (project report). collection of specific specifications and requirements that regulate the creation of PCR - Part B ‘Requirements for the EPD for a Type III environmental declaration for a asphalt’ is specifically tailored to the specific product group. ‘asphalt’ product group and supplements Part A. This document contains detailed Two PCR documents, Parts A and B, apply and product-specific specifications for the to the development of an EPD for asphalt preparation of the EPD. mix types and grades as part of the Environmental Product Declarations All current PCR documents are available programme of Institut Bauen und Umwelt after free registration on the IBU's EPD e.V. (IBU): 20. kolokvij o asfaltih in bitumnih 53 M. Bokies Okoljske deklaracije izdelkov za asfalt – trenutni razvoj v Nemčiji online platform at the following link: comparable PCR Part B for asphalt in order https://epd-online.com/. to meet international requirements and promote environmental sustainability in The PCR documents in turn are based on road construction. An important step was internationally recognised standards and taken in October 2024: The PCR Part B norms for environmental product ‘Requirements for the EPD for asphalt’ was declarations in order to ensure a reliable published on the platform of Institut Bauen and standardised basis for the creation of und Umwelt e.V.. The task now is to EPDs: consistently implement further measures such as integration into award procedures - DIN EN ISO 14025 ‘Environmental in order to enable Germany to play a labelling and declarations - Type III leading role in the European and global environmental declarations - Principles debate on sustainable construction in the and procedures’ specifies the long term. requirements for Type III environmental declarations, which include the EPD. In At the same time, intensive work is being contrast to Type I and Type II carried out at European level on a environmental labels, which evaluate standardised technical specification. The product quality, the EPD focuses on challenge here is that various countries providing quantified environmental have already introduced and established information without evaluating the their own PCRs. A European solution product itself. therefore requires these different national regulations to be taken into account and - DIN EN 15804 ‘Sustainability of integrated into a common framework - construction works - Environmental otherwise true harmonisation will be product declarations - Basic rules for difficult. the product category of construction products’ defines the principles for the A standardised methodology is almost preparation of EPDs for construction essential so that manufacturers, products and services and is regarded contractors, clients and other stakeholders as the core PCR. This standard ensures can evaluate and compare the that EPDs are created, checked and sustainability of different asphalt mixtures used in a standardised manner and take targeted measures to reduce their throughout Europe in order to enable a environmental impact. The developed PCR transparent and comparable Part B does not fully fulfil this requirement assessment of the environmental due to systemic-structural specifications of impacts of construction products. the Institute for Building and Environment (IBU). Unlike, for example, the - The standards DIN EN ISO 14040 aforementioned Dutch PCR Part B Asphalt, ‘Environmental management - Life cycle which contains very detailed specifications assessment - Principles and framework’ for creating an EPD for asphalt, the and DIN EN ISO 14044 ‘Environmental national PCR for asphalt is more of a rough management - Life cycle assessment - framework. The PCR - Part B Requirements and guidance’ form the ‘Requirements for the EPD for asphalt’ as basis for the preparation of the life cycle part of the IBU's EPD programme only assessment and ensure that the data is allows for limited specifications. This is collected in accordance with recognised mainly due to the fact that the PCR - Part international standards. B both determines the content of the EPDs and serves as a template within the IBU's Germany urgently needed to catch up in EPD online platform. This limits the this regard and first had to develop a comparability of different EPDs because 20. kolokvij o asfaltih in bitumnih 54 M. Bokies Okoljske deklaracije izdelkov za asfalt – trenutni razvoj v Nemčiji uniform standardisation of the data and the EPDs produced. It also defines formats is only possible to a limited extent. requirements for the quality of the primary In order to fulfil the task of comparability, data and the period under review. further accompanying specifications therefore had to be developed. The c-PCR was published in December 2024 as a supplementary set of rules of the Concretisation through the c-PCR ‘Product DAV for the preparation of EPDs and is group-specific rules for the uniform available at the following link: preparation of EPDs for asphalt’ https://www.asphalt.de/themen/umwelt /pcrs-fuer-asphaltmischgut/. The c-PCR ‘Product group-specific rules for the uniform preparation of EPDs for Institut Bauen und Umwelt e. V. (IBU) and asphalt’ contains these special EPD typifications specifications for the product category and serves as a supplementary guide to the The “Institut für Bauen und Umwelt e. V. general calculation rules, namely PCR - (IBU)” is an association dedicated to Part A ‘Calculation rules for the life cycle promoting the ecological dimension of assessment and requirements for the sustainability in the construction industry. project report in accordance with EN 15804 With more than 300 members from + A2:2019’ and PCR - Part B ‘Requirements companies and associations, the IBU is one for the EPD for asphalt’. The c-PCR was of the most important associations of developed by the Steinbeis Transfer Centre manufacturers in the building materials for Infrastructure Management in industry. Transport (IMV) in Karlsruhe on behalf of the German Asphalt Association (DAV). In cooperation with building and environmental authorities as well as The aim of this document is to create a international standardisation bodies, the standardised basis for the creation of EPDs IBU has established an EPD programme for asphalt mix types and grades in that primarily serves the transparent German road construction. Using a presentation of environmental information standardised methodology, on building products - including in the manufacturers, contractors, clients and form of environmental product other interest groups can evaluate and declarations. The Product Category Rules compare the sustainability of different (PCR) - both Part A and Part B - co- asphalt mixtures and take targeted developed and published by the IBU form measures to reduce the environmental the basis for the creation of these EPDs. impact of road construction production. IBU members can create EPDs for their For its part, the c-PCR is based on products on the basis of these rules, which internationally recognised norms and are then checked, validated and published standards, such as DIN EN ISO by independent verifiers. An independent 14040:2021-02 and DIN EN 15804:2022- expert council accompanies and monitors 03, and takes into account various phases this process on an ongoing basis. The of the life cycle of asphalt mixes - from raw German Asphalt Association has also been material extraction to reuse and further a member of the IBU since 2023. At both use. It specifies which processes in these national and international level, the IBU phases are to be included in the EPD. plays a key role as a programme operator for EPDs and their publication in the Essentially, the c-PCR defines which construction industry. In addition, the secondary data (e.g. raw materials, energy, Institute is actively involved in the fuels, transport, waste treatment) should international recognition of these be used in order to ensure comparability of declarations. In close cooperation with 20. kolokvij o asfaltih in bitumnih 55 M. Bokies Okoljske deklaracije izdelkov za asfalt – trenutni razvoj v Nemčiji other European and global EPD documented in a standardised and programme operators, the IBU is working comparable manner. The starting point for to strengthen the acceptance and creating an EPD is a life cycle assessment, application of EPDs in a cross-border for which the necessary primary data is context. collected directly at the asphalt mixing plant. This data can be collected either The following types of EPDs can be created internally within the company or by an under the IBU EPD programme: external service provider for life cycle assessments. - Specific EPD: Describes the environmental performance of a specific In addition to the primary data, secondary product from a single manufacturer or data defined in the c-PCR is also used for group of manufacturers. the LCA. These data sets facilitate and standardise the life cycle assessment, - Average EPD: Indicates the average making it comparable. Once the life cycle environmental performance of several assessment has been calculated, the data similar products or those from a obtained is transferred to the EPD common product class of a template. At the same time, a detailed manufacturer or group. background report is created. Once all the data is complete, the EPD can be submitted - Representative EPD: Documents the to the IBU for verification. environmental performance of a specific product that is demonstrably The submitted EPD is then assigned to an representative of several similar independent verifier who checks both the products from the same manufacturer EPD and the background report in group. accordance with the requirements of DIN EN ISO 14025, DIN EN 15804 and the IBU - Model EPD: Refers to the product of a programme guidelines. As part of this manufacturer or group that has the review, the completeness, plausibility and highest potential environmental impact consistency of the calculations and the within a product class (worst-case accuracy of the information are checked. scenario). If the material composition is largely identical, this product can be It should be emphasised that the verifiers used and declared as an example for all are not permitted to offer consultancy products in the class with a lower services. If the submitted EPD contains environmental impact. deficiencies, the verification process is cancelled. The duration of the verification The process of creating an EPD for asphalt process varies depending on the complexity products of the product, the quality of the submitted data and the necessary corrections, As already explained, the creation of an whereby several weeks should generally be EPD for asphalt products is based on PCR planned. Parts A and B, the c-PCR ‘Product group- specific rules for the standardised creation Once the verification has been successfully of EPDs for asphalt’ and the associated completed and the approval process has guidelines. These form the basis for the been carried out by the IBU, the EPD is creation of EPDs for different asphalt mix published both as a PDF document and as types and grades, which are comparable an XML dataset. The EPD is then valid for with each other. Each EPD is based on a maximum of five years before an update these guidelines to ensure that the is required. environmental impact of the products is 20. kolokvij o asfaltih in bitumnih 56 M. Bokies Okoljske deklaracije izdelkov za asfalt – trenutni razvoj v Nemčiji There are now a number of providers on the declarations in accordance with EN 15804 market that offer so-called pre-verified + A2 will play an important role in the software tools, which companies can use to presentation of the relevant environmental create EPDs more quickly and cost- indicators. The European Construction effectively. Products Regulation is already guiding this development. With the PCR Part B and c- 3. Conclusion/Outlook/Expectations PCR for asphalt now available, the prerequisites have been created for Developments in the consideration of companies to be able to create EPDs for sustainability aspects in road construction asphalt mixtures in future. point in a clear direction: they will become increasingly important and will be a At the same time, this means that the decisive factor in the commissioning of awarding of contracts will become more asphalt roads in the future. In particular, complex on both the client and contractor ecological benchmarks such as side. Advancing digitalisation and the environmental indicators will also become provision of corresponding online tools will an elementary part of the award also simplify the collection and preparation procedures in Germany, which is thus of life cycle assessment data. Corporate following the example of other European efficiency in the area of sustainability will countries. The environmental/climate therefore become an even stronger factor protection indicators will play the largest by supplementing the previous purely role within the functional part price-driven competition in awarding ‘sustainability’. Within this, the CO2 values contracts. On the government side, in turn, will occupy the most important position future investments will be increasingly due to the current focus on climate subject to the proviso of benefits in the protection, but will gradually be context of the relevant sustainability supplemented by other environmental aspects. indicators. Environmental product 20. kolokvij o asfaltih in bitumnih 57 VABLJENA PREDAVANJA INVITED LECTURES 58 Stalna vlaganja kot temelj stabilnosti in razvoja AC omrežja Sustained Investment as a Key to a Stable and Evolving Motorway Network Matic Poznič, Andrej Zajec; (DARS d.d. Slovenija) Povzetek Slovenija je zaradi svoje geografske lege del evropskih koridorjev, ki so temelj za pretok ljudi, blaga in storitev med zahodno, srednjo in jugovzhodno Evropo. Ravno zaradi te prometne vloge je kakovost in zanesjivost slovenskega avtocestnega omrel'ja izrednega pomena - ne le za domači promet, temveč tudi v širšem evropskem prostoru. V zadnjih desetletjihje Slovenija razvila obsežno in sodobno avtocestno mrežo. Za ohranjanje prometne varnosti, pretočnosti in funkcionalnosti zgrajenega omrežja so potrebna stalna vlaganja v obstoječe avtocestno omrežje. Zaradi naraščajočih prometnih obremenitev, zlasti tovornega prometa, in vplivov staranja konstrukcijskih elementov je stalno ter skrbno načrtovano izvajanje obnovitvenih del postalo ključen dejavnik ohranjanja zgrajenega omrežja, pri čemer se upošteva trajnostno upravljanje infrastrukture in prilagajanje na bodoče izzive. Modernizacija in širitev avtocestne mreže ne pripomore le k večji pretočnosti prometa, temveč tudi k manjši obremenitvi drugih prometnih poti, zmanjšuje negativne okoljske vplive ter prispeva k večji gospodarski rasti. V nadaljevanju članka bomo predstavili pomen stalnih obnovitvenih del kot ključnega elementa dolgoročnega upravljanja avtocest, izpostavili aktualne izzive pri načrtovanju in izvedbi obnovitvenih del ter prikazali dobre prakse in pristope, ki bodo v nadaljevanju omogočali posodobitev funkcionalnosti zgrajenega omrežja, kot odgovor na pričakovane povečane prometne obremenitve. Abstract Due to its geographical position, Slovenia forms part of European transport corridors that enable the movement of people, goods, and services between Western, Central, and South-Eastern Europe. Owing to this strategic transport role, the quality and reliability of Slovenia’s motorway network are of exceptional importance — not only for national mobility but also within the broader European transport system. Over the past decades, Slovenia has developed an extensive and modern motorway network. To ensure continuous traffic safety, efficiency, and functionality, ongoing investment in the existing motorway infrastructure is essential. Increasing traffic volumes, particularly heavy freight transport, together with the ageing of structural elements, have made systematic and carefully planned reconstruction works a key factor in maintaining the long-term performance and safety of the network, while also supporting the principles of sustainable infrastructure management and adaptation to future challenges. The modernization and expansion of the motorway network not only improve traffic flow but also helps to reduce use of alternative routes, mitigate environmental impacts, and contribute to overall economic growth. This paper presents the importance of continuous reconstruction activities as a fundamental component of long-term motorway asset management. It highlights current challenges in the planning and implementation of reconstruction works and showcases examples of good practice and innovative approaches that will support the future modernization and functional improvement of Slovenia’s motorway network in response to expected increases in traffic demand. 20. kolokvij o asfaltih in bitumnih Bled, 26. 11 - 28. 11. 2025 59 M. Poznič; A. Zajec Stalna vlaganja kot temelj stabilnosti in razvoja AC omrežja 1. Uvod elementov ter pripravi različnih scenarijev razvoja stanja infrastrukture v prihodnosti, S povečevanjem in staranjem avtocestnega pri čemer se upoštevajo različni robni (AC) omrežja ter hkratnim naraščanjem pogoji in možnosti prihodnjih vlaganj. prometnih obremenitev, zlasti težkega Modeli propadanja vključujejo osnovne tovornega prometa, se sorazmerno značilnosti zgrajene infrastrukture, povečuje tudi obseg potrebnih obnovi- kakovost vgrajenih materialov, obseg in tvenih del. Ker se vsa tovrstna dela izvajajo učinkovitost izvajanja rednega vzdrževanja pod prometnimi zaporami je nujno, da so ter predvidene prihodnje prometne skrbno načrtovana tako z vsebinskega kot obremenitve, ki bistveno vplivajo na hitrost tudi s časovnega vidika, da se zagotovi čim propadanja in zmanjševanja manjše motnje v prometu in optimalna funkcionalnosti infrastrukture. Takšno izvedba del. Vstopamo v obdobje, ko poslabšanje ne zahteva le sanacije obnovitvena dela ne predstavljajo več zgolj poškodovanih delov, temveč pogosto tudi sanacije poškodb in ohranjanja ustreznega funkcionalne nadgradnje, zlasti v obliki prometno tehničnega stanja povečanja prometnih zmogljivosti in infrastrukture, temveč postajajo ključni del prilagoditve infrastrukture novim modernizacije obstoječega omrežja. Z prometnim zahtevam. Nekoliko drugačen je načrtovanimi širitvami in prometno pristopi pri elektro strojni opremi cest, kjer tehničnimi posodobitvami se bo menjavo ali nadgradnjo opreme zahteva zagotavljala dolgoročna funkcionalnost tehnološki razvoj. avtocest tudi ob nadaljnjem povečevanju Družba DARS mora kot upravljavec prometnih obremenitev. avtocestnega omrežja uporabnikom Na večini odsekov, kjer je razširitev nujna, zagotavljati varno in udobno vožnjo ob optimalni porabi razpoložljivih sredstev za se potreba po širitvi ujema tudi s stanjem vzdrževanje in obnovo infrastrukture. infrastrukture, ki narekuje celovito Zmanjšanje obsega finančnih vlaganj v obnovo. Zato bodo pri izvedbi teh projektov obnove avtocestnega omrežja bi posodobljeni vsi bistveni elementi cestne neposredno vplivalo na nižjo raven storitev infrastrukture, vključno z zamenjavo ali za uporabnike, zmanjšano prometno rekonstrukcijo premostitvenih objektov, varnost in udobje vožnje, hkrati pa kjer bo to potrebno. Takšen celosten povzroča povečanje njihovih stroškov, saj pristop omogoča učinkovitejše načrtovanje, se zaradi nižjih voznih hitrosti podaljšuje večjo trajnost infrastrukture in dolgoročno potovalni čas, povečuje poraba goriva ter optimizacijo stroškov vzdrževanja . naraščajo stroški prevoza blaga. 2. Princip gospodarjenja z Cilj sistema gospodarjenja s cestno infrastrukturo infrastrukturo je določitev optimalnega scenarija vlaganj v obnove, ki zagotavlja minimalne skupne stroške tako S povečevanjem obsega obnovitvenih del upravljavca kot uporabnikov cestnega ter vse večji potrebi po racionalni porabi omrežja. leti pokazala nuja po vzpostavitvi celovitega Obseg infrastrukture v upravljanju DARS finančnih sredstev za obnove, se je že pred zahteva redna in znatna vlaganja v obnove, sistema za gospodarjenje z avtocestno vse z namenom ohranjanja ustreznega vozišč stanja, namena uporabe in razvoja. infrastrukturo. Ta zajema upravljanje z i, premostitvenimi objekti, predori, Trenutno ima DARS v upravljanju 1.240,5 sistemi za odvodnjavanje, protihrupnimi, km smernih vozišč odsekov, 172,7 km opornimi in podpornimi konstrukcijami, priključkov ter 41,2 km počivališč, varnostnimi in varovalnimi ograjami, servisnih in kamionskih cest, kar skupaj Največji napredek je bil do sedaj dosežen znaša 1.454,4 km smernih vozišč. Skupno cestno opremo ter obcestnim prostorom. je na AC omrežju 1.090 premostitvenih premostitveni objekti, kjer se za podporo objektov, 45 predorov v skupni dolžini 42,3 na področju gospodarjenja z vozišči in km, 35 pokritih vkopov v skupni dolžini 6,8 odločanju uporabljata namensko razvita km ter 378 geotehničnih objektov v skupni z infrastrukturo temelji na sistematič dolžini 40,0 km. Iz naslova obsega ekspertna sistema. Koncept gospodarjenja nem potrebnih vlaganj so pomembni tudi še spremljanju njenega stanja, oblikovanju nekateri drugi segmenti infrastrukture, modelov propadanja posameznih 20. kolokvij o asfaltih in bitumnih 60 M. Poznič; A. Zajec Stalna vlaganja kot temelj stabilnosti in razvoja AC omrežja DARS trenutno tako že upravlja s 171,2 km 3. Prometne obremenitve protihrupnih ograj v skupni površini 536.552 m2 in protihrupnimi nasipi v Ob upoštevanju podatkov daljšega dolžini 48,6 km. časovnega obdobja so prometne obremenitve na avtocestnem omrežju v Za obvladovanje tako obsežne cestne Sloveniji ves čas v porastu. Vzrokov za to je infrastrukture je nujna uporaba naprednih več: avtocesta je varna, zanesljiva in hitra GIS orodij, ki nam omogočajo optimalno prometna povezava; geografska lega pregledovanje in vključevanje vseh Slovenije oz. potek evropskih koridorjev čez elementov cestne infrastrukture v enotne njeno ozemlje generira tovorni in turistični projekte za izvedbo. DARS ima za te tranzitni promet; za slovenski prostor je potrebe razvito aplikacijo, ki omogoča zaradi poselitvene razdrobljenosti značilen učinkovito načrtovanje vseh potrebnih trend dnevnih delovnih migracij v večja vlaganj, kar je osnova za pripravo mesta, pri čemer najbolj izstopa Ljubljana. ključnega planskega dokumenta, ki izhaja Posledica je stalna rast skupnih prometnih iz stanja cestne infrastrukture in se letno obremenitev, dodatno skrb pa povzroča pripravlja po principu drsnega načrtovanja nenehna rast tovornega prometa, ki sledi za prihodnja tri leta. rasti slovenskega in evropskega gospodarstva. Graf 1: Povprečni dnevni letni promet na AC in HC v letih 2010-2024 Po podatkih z avtomatskih števcev prometa obremenitev na celotnem AC omrežju niso se je skupni promet v zadnjih 15 letih merodajni za načrtovanje ukrepov, kažejo povečal za 35 %, v istem obdobju tovorni le na splošen trend, ki na posameznih promet za 32 %, v zadnjih šestih letih pa za odsekih omrežja lahko bistveno odstopa. 11 %, oz. tovorni promet za 9 %. Rast Vse več je odsekov, kjer prometne osebnih in tovornih vozil je bila v tem obremenitve že dosegajo računsko ka- obdobju enakomerna, promet osebnih vozil paciteto štiripasovne avtoceste ter je v tem času naraščal v povprečju 2,3 % povzročajo vsakodnevne zastoje v obeh na leto, promet tovornih vozila pa 2,1 % na prometnih konicah, ki se tudi časovno leto. Izjema je obdobje v času razglašene daljšajo. Tako so na AC omrežju na pandemije koronavirusa, a že leta 2022 so območju Ljubljane že odseki, kjer prometne obremenitve presegle vrednosti iz povprečni letni dnevni promet presega leta 2019. Podatki o rasti prometnih 75.000 vozil, pri tem pa lahko delež težkih 20. kolokvij o asfaltih in bitumnih 61 M. Poznič; A. Zajec Stalna vlaganja kot temelj stabilnosti in razvoja AC omrežja tovornih vozil presega 10 %. Pričakovati je, omrežja prilagodimo najnovejšim da se bo v povprečju rast prometnih zahtevam. V teh primerih izvedemo obremenitev nadaljevala, stopnja rasti na razširitev odstavnega pasu, strukturno posameznem območju pa bo odvisna od že obnovimo voziščno konstrukcijo z dosežene zasičenosti s prometom, lokalnim namenom prevzema bodoči prometnih razvojem območji, ki generirajo promet ter obremenitev, vgradimo ustrezno prometno splošnim gospodarskim stanjem širše varnostno opremo, uredimo sredinski regije. ločilni pas v t.i. nezeleni izvedbi ter izvedemo vsa ostala potrebna dela, da bo Ker trenutnih in prihodnjih prometnih na vseh elementih ceste dosežena enaka obremenitev obstoječe avtocestno omrežje planska doba. ne more prenesti brez vse pogostejših Prometne obremenitve na posameznem logično vprašanje, kaj storiti, da se bodo odseku pa ključno vplivajo tudi na pristop motenj v prometnem toku, se postavi k izvedbi del. Cilj je, da se dela izvajajo pod razmere izboljšale oz. da bo tudi v zaporami, ki še vedno omogočajo zadostno uslug prepustnost odseka, da ne prihaja do prihodnje avtocesta nudila ustrezno raven uporabnikom in zagotavljala rednih daljših zastojev. Na odsekih z manj ukrepov za zagotavljanje ustrezne vozne prometa se lahko dela izvaja pod zaporo prometno varno odvijanje prometa. Poleg enega smernega vozišča, na nasprotnem površine v smislu pravočasnih izvajanj smernem vozišču pa se vzpostavi v vsako pristopiti smer po en prometni pas (tip zapore C1+1). obnovitvenih del je treba pravočasno tudi k načrtovanju V kolikor je na odseku izrazita jutranja in kapacitete, saj njihova realizacija zahteva popoldanska konica, se vzpostavi režim infrastrukturnih ukrepov za povečanje vožnje, ko sta dva prometna pasova v smer bistveno več časa za načrtovanje in povečanega prometa, v nasprotno smer pa izvedbo. je na voljo en prometni pas (tip zapore Trenutne C2+1 z obračanjem). V tem primeru ni in predvidene prometne obremenitve se upoštevajo tako pri izdelavi potrebnih dodatnih vlaganj v razširitve za scenarijev za defini potrebe zagotavljanja dovolj voznih pasov v ranje bodočih potreb, kot tudi na projektnem nivoju za detajlno času izvedbe del. načrtovanje obnovitvenih ukrepov in Na obremenjenih odsekih pa lahko ta cilj določitev tipa zapore, pod katero se bodo dosežemo le tako, da se v času izvajanja del dela odvijala. Če k temu dodamo še potrebo zagotovi enako število zožanih prometnih po povečanju kapacitete v primeru izredno pasov na območju gradbišča, kot jih je bilo visokih prometnih obremenitev, dobimo pred zaporo na odseku, ki se obnavlja. Ker nabor projektov z veliko koristjo za večina odsekov AC nima zadostnih širin, da uporabnike AC. Tak primer je celovita bi na eni polovici AC vzpostavili 4 zožane obnova na odsekih Domžale-Zadobrova in pasove, torej dva v vsako smer, imamo dve Kozarje- Vrhnika, kjer se bo ob možnosti. Ali dela izvajamo na način, da ob rekonstrukciji vozišča, ki je v zelo slabem gradbišču še vedno teče en prometni pas, stanju in nujno potrebno obnove, izvedla en pa se preusmeri na nasprotno smerno tudi širitev vozišča in s preureditvijo vozišče (tip zapore C2+1+1) ali pa odstavnega pasu v 3. prometni pas izrazito zagotovimo ustrezno širitev vozišča. DARS povečala kapaciteta ceste na obravnavanih je že leta 2016 sprejel lastne usmeritve, da odsekih. se v primeru rekonstrukcij zagotavlja Prometne obremenitve so po posameznih odstavni pas širine 3,5 m, kar poleg dviga AC odsekih zelo različne. Zato so tudi prometne varnosti v primeru ustavljanja obnovitvenih ukrepi temu prilagojeni. Na vozil, pomeni tudi dovolj asfaltnih površin odsekih z zmerno prometno obremenitvijo za izvedbo zapore s štirimi zožanimi pasovi se najbolj pogosto izvajajo ukrepi za (tip zapore C2+2) na enem smernem ureditev vozne površine, kar vključuje vozišču. Tako je v bodoče pri načrtovanju popravilo novih avtocest oz. gradnje 6 pasovnic poškodovani h asfaltov in nadgradnja z novo obrabno plastjo. To so v potrebno zagotoviti ustrezne širine, ki bodo večini novejši odseki, z zadostno debelino omogočale enako skupno število zožanih asfaltnih plasti ter kjer voziščna konstruk pasov na enem smernem vozišču. V - cija še ni v celoti strukturno iztrošena. V primeru načrtovanja razširitve južne nasprotnem primeru se izvede ukrep ljubljanske obvoznice je bil s tem namenom celovite obnove kjer obnovljene dele 20. kolokvij o asfaltih in bitumnih 62 M. Poznič; A. Zajec Stalna vlaganja kot temelj stabilnosti in razvoja AC omrežja zasnovan za 2 m širši prečni profil bodoče izvedbe del je vzrok, da se povečuje obseg 6 pasovnice v skupni širini 37 m. preostalih del v sklopu obnove odseka, pri čemer je osnovni namen izvedba obnove za Ravno potreba po dodatnih razširitvah za ohranjanje ustreznega stanja omrežja. potrebe zagotavljanja pretočnosti v času Slika 1: Predviden prečni profil bodoče šest pasovnice 4. Uvajanje novih tehnologij analiz testnih polj je DARS posredoval na Slovenski inštitut za standardizacijo (SIST) DARS je zavezan k trajnostnim načinom predlog za dopolnitev slovenskega izvajanja investicij, zato želi pri gradnji in standarda SIST 1038. Predlog je bil sprejet obnavljanju avtocest vpeljati trajnostne maja 2022, ko je bil standard dopolnjen v zelene tehnologije in postopke izvedbe del. točki 4.4 Ponovno uporabljen asfalt (asfaltni S tem namenom se v okviru obnovitvenih granulat). S sprejeto dopolnitvijo je omo- del v zadnjih letih vse več pozornosti gočena uporaba asfaltnega granulata v namenja uvajanju novih tehnologij. vseh vrstah asfaltnih zmesi, z izjemo Njihova učinkovitost in ustreznost se obrabnih plasti razredov A1 in A2. DARS je preverjata z izvedbo in spremljanjem dopustno določilo z vključevanjem v preskusnih polj ter z izvajanjem raz- vojno- razpisne pogoje za izvedbo del nadgradil v raziskovalnih nalog. Tako je bilo obvezno zahtevo, da nosilne in vezne preizkušenih več tehnoloških novosti na asfaltne plasti vsebujejo najmanj 15- področju asfalterstva, med drugim so bila odstotni delež dodanega rezkanca. izvedena preskusna polja z manj hrupnimi asfalti, asfalti z večjim deležem do S tem ukrepom je DARS pomembno danega rezkanca, asfalti s specialnimi bitumni ter prispeval k večji trajnostni naravnanosti v zadnjem obdobju tudi s t. i. toplimi obnove cestne infrastrukture, zmanjšanju asfalti. porabe naravnih surovin in znižanju ogljičnega odtisa pri proizvodnji asfaltnih Ena pomembnejših razvojnih smeri je širša zmesi. Uvedene spremembe predstavljajo ponovna uporaba asfaltnega rezkanca, kar pomemben korak k sistematični uvedbi je bilo v preteklosti omejeno zaradi krožnega gospodarstva v prakso gradnje in tehnične regulative, ki je ponovno uporabo vzdrževanja slovenskih cest. rezkanca dovoljevala zgolj v nosilnih Med tehnologije, ki prispevajo k znižanju asfaltnih plasteh. S tem namenom je bila ogljičnega odtisa, sodijo tudi t. i. topli izvedena razvojno-raziskovalna naloga, v asfalti. V Sloveniji smo v letu 2021 sprejeli okviru katere je izvajalec s preizkušanjem tehnično specifikacijo: »Zgornji ustroj cest - različnih deležev rezkanca in dodatkov za Tople asfaltne zmesi - TSPI - PGV.06.460: pomlajevanje analiziral lastnosti 2021«, z dne 29.4.2021. Tople asfalt ne proizvedenih asfaltnih zmesi. Na zmesi se od klasičnih ločijo s proizvodno avtocestnem odseku so bila nato izvedena tem peraturo, ki je za vsaj 20 st. C nižja od tudi preskusna polja, s katerimi so se običajne oziroma v temperaturnem preverjale lastnosti vgrajenih asfaltnih razponu med 100 do 150 st. C. plasti. Na podlagi rezultatov raziskave in 20. kolokvij o asfaltih in bitumnih 63 M. Poznič; A. Zajec Stalna vlaganja kot temelj stabilnosti in razvoja AC omrežja elaborat za izvedbo preskusnega polja na DARS je v letu 2023 podal splošno pobudo AC odseku v primernem obsegu. DARS za uporabo asfaltnih zmesi z nižjo zagotovi izvedbo dogovorjenega obsega proizvodno temperaturo. Namen pobude je, preiskav na preskusnem polju, nato se ob da izvajalci po eni od znanih tehnologij za upoštevanju predhodnih podatkov in izvedbo toplih asfaltnih zmesi izvedejo podatkov notranje kontrole kakovosti začetni tipski preskus, poskusno pripravil poročilo o izvedbi preskusnega proizvodnjo in poskusno vgrajevanje polja. Trenutno stanje aktivnosti na najbolj pogosto uporabljenih zmesi na AC. podlagi podane pobude je razvidno iz Na osnovi uspešno izvedene poskusne spodnje preglednice. proizvodnje in poskusnega vgrajevanja toplih asfaltov izvajalec pripravi tehnološki Testno polje Izpolnjeni pogoji Testno polje na Izvajalec Asfaltna zmes Tehnologija proizvodnje izven AC za AC AC AC 22 base B50/70 penjeni bitumen NE NE 1 AC 22 bin PmB modificiran bitumen LE NE NE SMA 11 PmB modificiran bitumen LE NE NE AC 22 base PmB modificiran bitumen LE DA DA 2 AC 22 bin PmB modificiran bitumen LE DA DA DA SMA 11 PmB modificiran bitumen LE DA DA DA AC 22 bin PmB kemijski dodatek DA DA 3 SMA 11 PmB kemijski dodatek DA DA AC 32 base B50/70 penjeni bitumen DA DA 4 AC 22 bin PmB penjeni bitumen DA DA DA SMA 11 PmB penjeni bitumen DA DA AC 32 base B50/70 modificiran bitumen LE DA DA DA 5 AC 22 bin PmB modificiran bitumen LE DA DA DA SMA 11 PmB modificiran bitumen LE DA DA DA AC 22 bin PmB kemijski dodatek DA DA DA 6 SMA 11 PmB kemijski dodatek DA DA DA AC 32 base PmB organski dodatek DA DA 7 AC 22 bin PmB organski dodatek DA DA SMA 11 PmB organski dodatek DA DA AC 32 base B50/70 penjeni bitumen DA DA 8 AC 22 bin PmB penjeni bitumen DA DA 9 SMA 11 PmB penjeni bitumen DA DA AC 32 base B50/70 penjeni bitumen DA NE 10 AC 22 bin PmB kemijski dodatek DA NE AC 22 base PmB modificiran bitumen LE DA DA 11 AC 22 bin PmB modificiran bitumen LE DA DA SMA 11 PmB modificiran bitumen LE DA DA SKUPAJ: 10 9 4 Preglednica 1: Stanje aktivnosti pri izvedbi preskusnih polj toplih asfaltov 20. kolokvij o asfaltih in bitumnih 64 M. Poznič; A. Zajec Stalna vlaganja kot temelj stabilnosti in razvoja AC omrežja Cilj pobude je vpeljava toplih asfaltov v (signalizacija, varnostne ograje ipd.) splošno uporabo v prihodnjih letih. praviloma zajete v investicijah obnove Razvidno je, da trenutne aktivnosti ne voziščnih konstrukcij ali premostitvenih zadoščajo, da bi bilo možno tople asfalte objektov. Samostojno se beležijo zgolj tiste vpeljati v splošno uporabo na AC že v letu investicije, katerih glavni namen je 2026, zato je potrebno aktivnosti pospešiti, izboljšanje prometne varnosti oziroma saj bo DARS tople asfalte pričel vključevati posodobitev prometne opreme. Podoben v javna naročila za izvedbo asfalterskih del. pristop velja tudi za področje elektro- Pri tem poudarjamo, da bo zahteva po strojne opreme, kjer se samostojne uporabi vsaj 15 % deleža dodanega investicije evidentirajo le v primerih, ko gre rezkanca veljala tudi v primeru proizvodnje za večje nadgradnje ali zamenjave toplih asfaltnih zmesi. sistemov. Ves čas so ločeno evidentirane naložbe v protihrupno zaščito, saj te Podobno velja tudi za druge asfaltne zmesi, predstavljajo izvedbo ukrepov iz za katere se pričakuje, da bodo v bodoče na Operativnih programov varstva pred podlagi preskusnih polj primerne za hrupom. Gre za specifična vlaganja, ki po splošno uporabo. Med temi so tople svoji naravi niso del obnavljanja ampak gre asfaltne zmesi s povečanim deležem za naložbe s področja varovanja okolja. uporabljenega rezkanca (>30 %) ter zmesi z uporabo specialnih bitumnov za namen Gradbene obnove AC vsebujejo investicije proizvodnje visoko zmogljivih asfaltnih na področju obnavljanja vozišč, cestnih plasti. objektov, geoteh- ničnih objektov, odvodnjavanja ter prometne opreme in 5. naprav. V prikazu je vključen tudi strošek Obseg vlaganj pridobivanja potrebne dokumentacije za V nadaljevanju je prikazan pregled vlaganj izvedbo del, strošek inženirja v vseh fazah v obstoječe AC v obdobju zadnjih petnajstih investicije ter strošek zapor, ki so potrebne let. Družba DARS vodi evidenco vlaganj za izvedbo del. V obdobju med 2010 in glede na prevladujočo vsebino posamezne 2024 je bilo izvedenih 603,13 mio EUR investicije, kar omogoča sistematično investicij, v povprečju 40,21 mio EUR na spremljanje strukture in namembnosti leto. V zadnjih petih letih je bilo povprečje finančnih sreds vlaganj na tem področju 63,23 mio EUR. tev. Pri tem je treba poudariti, da so posamezne vrste del vključene v širše investicijske sklope. Tako so na primer naložbe v prometno opremo Graf 2: Realizacija gradbene obnove AC v letih 2010-2014 Pri obnavljanju vozišč se spremlja tudi vozišč, ki še zagotavlja dolgoročno uporabo materialni kazalnik obsega obnovljenih zgrajenih AC. Kazalnik je bil v povprečju smernih vozišč v posameznem letu. DARS dosežen v zadnjih osmih letih, na spodnjem ima zadnja leta postavljen strateški cilj, da grafu pa je prikazano vsakoletni obseg, ki v povprečju obnavlja 55 km/leto, kar je smo ga za boljšo primerjavo povprečili za minimalen obseg izvajanja del na področju posamezno pet letno obdobje. 20. kolokvij o asfaltih in bitumnih 65 M. Poznič; A. Zajec Stalna vlaganja kot temelj stabilnosti in razvoja AC omrežja Graf 3: Kilometri obnovljenih smernih vozišč v letih 2010-2024 Podobno kot pri finančnem obsegu vlaganj finančne in materialne kazalnike. Potrebna se tudi v tem primeru v drugem sredstva za obnovo odsekov se bodo obravnavanem petletnem obdobju obseg dvignila tudi iz naslova povečanih vlaganja izvedenih obnov približno podvoji. V v premostitvene objekte. zadnjem petletnem obdobju je zaznati nekoliko manjši porast fizičnega obsega Poleg rednih investicij so bile v izvedb v primerjavi s finančnim obravnavanem obdobju izvedene tudi povečanjem. Takšen razkorak je predvsem izredne naložbe. Med takšne primere sodijo posledica dviga cen gradbenih materialov rušenje cestninskih postaj po uvedbi in storitev ter povečanih stroškov pri sistema DARSGO, rekonstrukcije obnovi preostalih elementov cestne priključkov v središču BTC ter v zadnjem infrastrukture, ki zahtevajo zahtevnejše obdobju tudi vlaganja na območju posege. V prikazanih podatkih o avtocestnih počivališč, katerih namen je obnovljenih kilometrih so zajeti vsi izvedeni izboljšanje funkcionalnosti, varnosti in ukrepi, ne glede na njihovo vrsto oziroma udobja uporabnikov ter povečevanje zahtevnost. Posledično razmerje med kapacitet parkirnih mest za tovorna vozila. vloženimi sredstvi in obsegom obnovljenih odsekov ni linearno, temveč je močno Vsem tovrstnim investicijam je skupno to, odvisno od strukture izvedenih del. Največji da se v veliki večini primerov izvajajo na učinek vloženih finančnih sredstev na podlagi Zakona o cestah (ZCes-2) in izboljšanje stanja vozišč predstavljajo Pravilnikom za izvedbo investicijskih preplastitve vozišč, medtem ko se pri vzdrževalnih del in vzdrževalnih del v javno ukrepu celovite obnove, pri katerih se korist na javnih cestah, za katere ni obnovljeni odseki ceste prilagodijo potrebno pridobiti gradbenega dovoljenja. najnovejšim tehničnim zahtevam in standardom, znaten delež vloženih Celoten obseg vlaganj v obstoječe AC sredstev nameni ostalim elementom cestne omrežje, ki vključuje gradbene obnove, infrastrukture. Pri tem je nezanemarljiv obnove elektro strojne opreme, naložbe v delež sredstev, ki je namenjen razširitvam zaščito pred hrupom ter izredne naložbe odstavnih pasov za potrebe vzpostavitve znaša v tem obdobju 860,47 mio EUR zadostnih zožanih pasov v času gradnje. investicij, v povprečju 57,36 mio EUR na Trenutno se tudi projekti za vzpostavitev 3. leto. V zadnjih petih letih je bilo povprečje prometnega pasu na štajerski in primorski vlaganj v obstoječe AC omrežje 82,77 mio vpadnici vodijo kot projekti obnov vozišč, EUR. zato bodo v prihodnje vključeni v enake 20. kolokvij o asfaltih in bitumnih 66 M. Poznič; A. Zajec Stalna vlaganja kot temelj stabilnosti in razvoja AC omrežja V naslednji tabeli je prikaz vlaganj v zadnjem 10 letnem obdobju, deljeno po vrsti spremljanih investicij. Realizacija v mio EUR 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 SKUPAJ Gradbena dela pri obnavljanju AC 29,29 27,97 36,32 41,56 51,57 56,36 62,13 44,16 86,13 67,38 502,87 Elektro-strojna dela in ITS 7,40 3,34 7,45 7,23 10,33 8,95 5,19 6,12 13,93 12,61 82,55 Izboljšanje prometne varnosti 1,46 2,49 2,82 1,59 3,37 1,15 2,50 0,31 2,02 5,00 22,71 Preureditev malih počivališč 0,08 0,12 0,02 6,43 4,46 0,82 11,93 Skupaj obnavljanje in naložbe 38,16 33,80 46,59 50,38 65,34 66,58 69,85 57,02 106,53 85,82 620,06 Izvedba PH ukrepov 13,51 0,88 0,22 1,80 5,29 0,46 0,47 0,30 4,89 3,22 31,05 Rušenje CP ob uvedbi DARSGO 0,07 0,18 0,28 14,11 24,62 5,20 1,71 0,25 46,41 Rekonstrukcija priključkov BTC 0,04 0,25 0,41 0,19 2,10 5,17 2,98 1,05 12,19 51,74 34,86 47,13 66,53 95,66 72,43 74,13 62,74 114,41 90,08 709,72 Skupaj investicije v obstoječe AC Preglednica 2: Prikaz vlaganj v obdobju v letih 2015-2024 Graf 4: Skupna vlaganja v AC omrežje v letih 2010-2024 6. Prihodnja vlaganja iz preteklih let. Na področju gradbenih del, povezanih z obnovo avtocest, je ocenjena Investicijski cikel vlaganj v obstoječe vrednost investicij približno 100 mio EUR, avtocestno omrežje se bo v prihodnjih letih skupno predvidena vlaganja v obstoječe AC neprekinjeno nadaljeval. Na podlagi omrežje pa bodo presegala 130 mio EUR. trenutnega stanja infrastrukture, njene starosti, povečanih prometnih obremenitev Trenutno je v izvajanju večje število ter potrebe po izboljšanju funkcionalnosti projektov obnov, s katerimi bo v prihodnjih in prometne varnosti je pričakovati letih izvedeno 84,6 kilometra smernih nadaljnjo rast obsega in vrednosti investicij vozišč. Poleg tega so v teku postopki v obnovo ter posodobitev avtocestnega javnega naročanja za dodatnih 53,6 sistema. kilometra smernih vozišč, kar potrjuje kontinuiran in dolgoročno načrtovan Na to že kaže predviden obseg realizacije v pristop k obnovi obstoječega omrežja. letu 2025, ki bo bistveno presegel vrednosti 20. kolokvij o asfaltih in bitumnih 67 M. Poznič; A. Zajec Stalna vlaganja kot temelj stabilnosti in razvoja AC omrežja V prihodnjem obdobju je pričakovati tudi v okviru vzdrževalnih del v javno korist finančne spodbude za projekte z dvojno oziroma kateri ukrepi se bodo lahko izvajali rabo. Ti projekti so posebej usmerjeni v na podlagi sprejetih prostorskih izvedbenih izboljšanje infrastrukture tako, da poleg aktov (državni prostorski načrt oz. občinski vsakodnevne prometne funkcionalnosti prostorski načrt). Iz elaborata izhaja, da je omogočajo tudi uporabo za posebne večino širitev mogoče izvesti v okviru obremenitve v primeru obrambnih potreb. VDJK, vendar pa je potrebna sprememba Pri tem bo osrednji poudarek na Občinskega prostorskega načrta Mestne premostitvenih objektih, kot so mostovi in občine Ljubljana. Ker je ravno v teku viadukti z omejeno nosilnostjo, ki bodo sprememba OPN MOL, so bile izdelane načrtovani ali rekonstruirani tako, da bodo strokovne podlage za obseg predhodne lahko prenesli povečano obtežbo, ne da bi pobude DARS za ureditev južne obvoznice bila ogrožena njihova stabilnost in in del vzhodne obvoznice ljubljanskega dolgoročna uporabnost. DARS v ta namen avtocestnega obroča. S sprejetjem skrbno spremlja razpoložljive evropske spremembe OPN MOL bo zagotovljena finančne instrumente ter možnosti prostorska podlaga za izvedbo celovite vključitve tovrstnih projektov v razširitve tega dela ljubljanskega obroča. sofinanciranje. Zaradi zahtevnosti razširitve dolenjskega avtocestnega kraka je bil za ta odsek Pomemben del prihodnjih vlaganj bo predlagan postopek sprejema DPN za namenjen tudi izvedbi protihrupnih ureditev dolenjskega kraka AC od razcepa ukrepov, saj se zaradi stalnega večanja Malence do priključka Grosuplje vzhod. prometnih obremenitev potrebe po zaščiti pred hrupom povečujejo. Na podlagi zad- Ne glede na to, da za del posegov širitve njega izvedenega monitoringa hrupa je bilo ljubljanskega obroča ne bo potrebno identificiranih 19 večjih območij, kjer je pridobiti gradbenega dovoljenja, pa bo potrebno pristopiti k izvedbi ukrepov za investicija zelo zahtevna iz razloga zmanjšanje vplivov cestnega prometa na omejenega prostora in zagotavljanja bivalno okolje. Večina teh odsekov se dodatnih nepremičnin za gradnjo, prostorsko prekriva z odseki, predvidenimi tehničnih pogojev gradnje na barjanskih za obnovo, zato je načrtovano, da se tleh in sočasnih vplivov na obstoječe protihrupni ukrepi izvedejo sočasno s vozišče, po katerem se bo ves čas moral celovito obnovo posameznih cestnih odvijati promet ter nenazadnje zaradi odsekov. Takšen pristop omogoča postopkov pridobivanja vseh drugih učinkovitejšo izvedbo, racionalnejšo potrebnih dovoljen, med katere sodi tudi porabo sredstev ter manjše obremenitve za pridobitev okoljevarstvenega soglasja za uporabnike cest. nameravan poseg. Največji izziv predstavljajo projekti, ki bodo namenjeni bistvenemu povečanju 7. Izzivi in tveganja pri vlaganju v kapacitete obstoječe avtoceste. Širitev cestno infrastrukturo ljubljanskega obroča je tema, ki se obravnava že več kot desetletje, ves čas podprta z ustreznimi napovedmi o rasti Za uspešno vlaganje v cestno prometa. DARS je v zadnjih letih na tem infrastrukturo je ključno celovito področju izvedel številne dodatne obvladovanje tveganj že v fazi načrtovanja aktivnosti. Za zahodno obvoznico je v teku ukrepov. Identificiranih je več izzivov in izdelava projektne dokumentacije za tveganj v povezavi z gospodarjenjem s izvedbo del ter pridobitev gradbenega cestno infrastrukturo in pripravo nabora dovoljenja. Gre za območje, za katerega je ukrepov. bil državni prostorski načrt že sprejet. Za preostala območja je bila izdelana -Nezanesljive napovedi življenjske dobe novelacija elaborata Prikaz rešitev na lahko privedejo do podcenjevanja zemljiškem katastru in preveritev možnosti potrebnih investicij za vzdrževanje ali njihove izvedbe v okviru vzdrževalnih del v prezgodnjega začetka potrebnih obnov, javno korist (VDJK), v katerem je bilo kar vodi v povečanje stroškov ali preverjeno, katere predvidene ukrepe za nezadostno vzdrževanje. širitev avtoceste na območju ljubljanskega - Nezanesljivost podatkov o trenutnem AC obroča in vpadnih AC je mogoče izvajati stanju infrastrukture oteži natančno 20. kolokvij o asfaltih in bitumnih 68 M. Poznič; A. Zajec Stalna vlaganja kot temelj stabilnosti in razvoja AC omrežja oceno potrebnih popravkov ali ki omogoča sprotno vključevanje novih nadgradenj, napačne ali nepopolne informacij, sprememb prometnih obreme- informacije o materialih, starosti, nitev ter podnebnih dejavnikov. Poleg tega stopnji obrabe ali prometnih redno podpiramo in vlagamo v raziskave o obremenitvah pa lahko privedejo do novih materialih, tehnologijah in gradbenih napačnih odločitev pri vlaganjih. postopkih, kar povečuje prilagodljivost in - Spremembe okolja in podnebja vplivajo trajnost infrastrukture v prihodnosti. na stanje cestne infrastrukture, saj lahko vremenske razmere, kot so Vse predstavljene načrtovane aktivnosti ekstremni dež, vročina ali zmrzal lahko ostanejo zgolj na ravni načrtov, če ne povzročijo drugačno obrabo cestišč in bodo zagotovljene zadostne kapacitete vseh mostov. Dolgoročne napovedi potrebnih resursov za njihovo učinkovito podnebnih sprememb so pogosto izvedbo. Za uspešno realizacijo investicij je negotove, kar otežuje oceno vpliva teh ključno, da so zagotovljeni ustrezni spremembe na vzdrževanje in kadrovski, tehnični, finančni in investicije. organizacijski pogoji, ki omogočajo - Spreminjajoče se prometne obremenitve pravočasno in kakovostno izvedbo otežujejo dolgoročne napovedi potrebnih projektov. prilagoditev infrastrukture. - Tehnološki napredek, kot so napredni DARS dodatno pozornost namenja temu, materiali, pametne ceste in sistemi za da bodo investicije načrtovane učinkovito avtomatizacijo prometa, lahko vplivajo in celovito, s standardiziranimi in na trajnost in potrebo po prilagoditvah preverjenimi tehničnimi rešitvami. Takšen obstoječe infrastrukture. Negotovo pa je pristop prispeva k večji ponovljivosti, napovedati, kdaj in kako bodo te krajšim časom izvedbe in zmanjšanju tehnologije postale široko dostopne in tveganj v fazi gradnje. Na strani gradbene uporabljene. in inženirske panoge pa je odgovornost, da - Kritična infrastruktura in nepredvideni vzpostavi in razvija napredne tehnološke dogodki, saj je cestna infrastruktura rešitve in inovativne pristope, ki bodo pogosto povezana z drugimi vrstami omogočali dodatno optimizacijo gradnje, infrastrukture, kot so električna zmanjšanje okoljskih vplivov in omrežja, vodovod in kanalizacija. učinkovitejšo rabo virov. Naravne nesreče ali drugi nepričakovani dogodki, lahko povzročijo nenadne Kljub temu ostaja eden največjih izzivov poškodbe cest ali drugih pomembnih zagotavljanje ustrezno usposobljenega objektov, ki niso zajeti v običajnih inženirskega ter tehničnega kadra, ki ima načrtih za vzdrževanje in obnovo. dovolj znanja in izkušenj za načrtovanje, - Pomanjkanje finančnih virov saj cestna vodenje in izvedbo zahtevnih infrastruktura zahteva velika finančna infrastrukturnih projektov. Dolgoročno bo vlaganja, tako za izgradnjo kot za redno zato potrebno vlagati tudi v izobraževanje, vzdrževanje. Finančne omejitve lahko prenos znanja in krepitev strokovnih povzročijo, da se vlaganja v kompetenc, kar bo omogočilo trajno infrastrukturo preloži ali zmanjšajo, kar ohranjanje in nadgradnjo trenutnih zmo- lahko povzroči poslabšanje stanja cest gljivosti slovenskega gradbenega sektorja in posledično dolgoročno večje stroške. Za učinkovito obvladovanje tveganj smo 8. Zaključek uvedli vrsto mehanizmov. Pri tem uporabljamo modele napovedovanja stanja infrastrukture, ki temeljijo na umetni Skupni imenovalec večine predvidenih inteligenci, strojnem učenju in naprednih projektov je zagotavljanje ustreznega statističnih metodah, kar omogoča stanja cestne infrastrukture ob natančnejše in zanesljivejše napovedi. Z pričakovani nadaljnji rasti prometnih zbiranjem in sprotno analizo podatkov o obremenitev. Obnovitvena dela ne stanju infrastrukture v realnem času pomenijo več zgolj sanacije dotrajanih prilagajamo dolgoročne napovedi ter posle- odsekov, temveč vključujejo tudi dično optimalno usmerjamo razpoložljiva tehnološko in funkcionalno nadgradnjo sredstva. Pomemben del sistema cestnih elementov, ki bodo lahko v predstavlja tudi fleksibilnost načrtovanja, prihodnje prevzeli večje prometne 20. kolokvij o asfaltih in bitumnih 69 M. Poznič; A. Zajec Stalna vlaganja kot temelj stabilnosti in razvoja AC omrežja obremenitve ter učinkoviteje naslovili ter prilagajanja potovalnim navadam sodobne izzive, med katerimi ima prebivalcev. V članku je predstavljen pomembno vlogo tudi trajnostna sistematičen pristop k stalnim vlaganjem v mobilnost. obstoječe avtocestno omrežje, vendar je treba poudariti, da ob predvidenem razvoju Ukrepi, ki jih DARS izvaja oziroma jih mobilnosti to samo po sebi ne bo načrtuje v bližnji prihodnosti, sledijo zadostovalo. Za dolgoročno učinkovitost bo principom trajnostne mobilnosti. Širitev potrebna tudi interdisciplinarna avtocestnih odsekov z dodatnimi voznimi nadgradnja celotne prometne pasovi sama po sebi ne pomeni spod- infrastrukture ter družbene prilagoditve, ki bujanja dodatnega lokalnega prometa. bodo prispevale k postopni spremembi Povečanje prometnih tokov se pojavi tradicionalnih načinov prevoza. predvsem takrat, ko uporabniki nimajo na voljo ustreznih alternativnih načinov Skupni cilj ostaja jasen - ustvariti mobilnosti. Z uvedbo učinkovitih ukrepov uravnotežen, učinkovit in okolju prijazen trajnostne mobilnosti izven avtocestnega prometni sistem, ki bo izboljšal kakovost omrežja bo mogoče trenutno predvidene življenja prebivalcev, zmanjšal vplive na infrastrukturne prilagoditve z manjšimi okolje ter omogočil trajnostno gospodarsko nadgradnjami prometne in cestne opreme rast. Za dosego tega cilja, pa bo potrebno v prihodnje uporabiti tudi za razvoj bolj ohraniti oz. še nadgraditi stalna vlaganja v trajnostnih prometnih rešitev. obstoječo infrastrukturo tudi v bodoče. Kakovostna in vzdrževana infrastruktura predstavlja temelj razvoja sodobne družbe 20. kolokvij o asfaltih in bitumnih 70 Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije Road condition, much more than comfort and safety: fuel consumption and emission Juan José Potti (Dr, Executive President of Asefma, Spain, jjpotti@asefma.com.es) Abstract Road transport generates over 20% of EU greenhouse gas emissions, and pavement condition has a strong impact on vehicle fuel efficiency. Poor road surfaces increase rolling resistance, fuel consumption, emissions, tire wear, and vehicle damage. Spain’s deteriorating road network illustrates these consequences clearly. Using connected vehicle data on Madrid’s M-50 highway, researchers measured conditions before and after pavement rehabilitation. Roughness (IRI) significantly decreased, improving comfort, safety, and energy performance. Fuel consumption and CO₂ emissions dropped by roughly 9–10% across rehabilitated sections. Annually, this equates to millions of liters of fuel and tens of thousands of tonnes of CO₂ saved. Economic benefits exceed €17 million per year in fuel savings alone. The study proposes a new CARES philosophy: Comfort, Safety, and reducing Emissions, Consumption, and Energy. Reframing maintenance as climate action can unlock funding, improve public communication, and accelerate decarbonization.. Key words. Pavement Rehabilitation, Fuel Consumption, CO₂ Emissions, Connected Vehicles, Road Roughness (IRI), Rolling Resistance, CARES Philosophy. 1. Introduction improving citizens' quality of life but also for ensuring economic competitiveness and Road transport represents one of the most environmental sustainability of significant contributors to greenhouse gas transportation systems. Well-maintained emissions in the European Union, road infrastructures enable smooth, safe, accounting for more than 20% of total and efficient circulation, minimizing both emissions. While considerable attention accident risk and vehicle energy has been devoted to developing cleaner consumption. fuels, improving engine efficiency, and promoting electric vehicles, the condition of Conversely, pavements in poor condition road infrastructure itself has received generate significant negative impacts: they comparatively less scrutiny as a factor increase fuel consumption, accelerate tire influencing environmental impact. wear, elevate pollutant emissions— However, emerging evidence suggests that particularly greenhouse gases (GHG)—and the quality of road pavements plays a can even cause structural damage to crucial role in determining vehicle fuel vehicles. These effects, beyond direct consumption and associated CO ₂ economic implications for users and emissions, presenting an often-overlooked operators, also represent a growing opportunity for environmental environmental burden and a reduction in improvement. the quality of public mobility services. The proper maintenance of road networks is fundamental not only for preserving and 20. kolokvij o asfaltih in bitumnih Bled, 26. 11 - 28. 11. 2025 71 J. J. Potti Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije In Spain, the state of road network International Road Maintenance Day conservation has progressively (IRMD), celebrated on the first Thursday of deteriorated over recent decades. April each year since 2017, to raise According to the 2020 report by the awareness about this reality and seek a Spanish Road Association (Asociación new vision for road maintenance Española de la Carretera), Spanish roads investments. are in a "deficient" state, very close to the kilometers of the national network presents Eight years have passed since the "very deficient" level. One in every thirteen parliamentary breakfast of November 18, significant damage on more than half of the 2016, when EAPA, EUPAVE, and FEHRL potholes, ruts, and longitudinal and presented their groundbreaking document pavement surface, with the presence of transverse cracks. highlighting the huge CO₂ savings offered by maintaining and upgrading roads. Now, with the availability of big data and This lack of conservation has caused a loss advanced analytics from connected of asset value of 36% on state roads and vehicles, we can accurately quantify the 38% on roads managed by Autonomous savings in emissions and energy that can Communities and Provincial Councils be achieved through improved road between 2001 and 2017. This progressive conditions. This new understanding degradation directly impacts road safety, demands a strategic shift in how we transport energy efficiency, and territorial approach, communicate, and advocate for competitiveness, while simultaneously road maintenance. If more than 20% of increasing maintenance costs and emissions generated in the European generating higher pollutant emissions. Union come from road transport, and if we can now accurately quantify how much energy and emissions we can save annually demonstrate to public managers the through proper road maintenance, isn't it The first Spanish institution to time to act and propose a new strategy to importance of proper road network maintenance—not only to guarantee roads? defend the need to properly maintain comfortable and safe driving but also to combat the transport sector's contribution to CO₂ emission levels—was the Spanish The present study, developed by the state- Association of Asphalt Mixture owned company SEITT in collaboration Manufacturers (ASEFMA). For more than with the Polytechnic University of Valencia ten years, alongside its European and the company XOUBA, takes as its counterpart EAPA (European Asphalt starting point the hypotheses launched by Pavement Association), ASEFMA has been these institutions to precisely demonstrate working to demonstrate how good their veracity. The study proceeds to pavement condition results in fuel savings measure real characteristics of the and, consequently, reduced pollutant pavement, user fleet, and emissions before emissions. and after carrying out comprehensive pavement rehabilitation works, in order to scientifically quantify the possible fuel Together, ASEFMA and EAPA, with the invaluable drive of Spanish president Juan greenhouse gas emissions. savings and their impact on reducing José Potti, developed the EMIPAV project (www.emipav.eu) as well as the 20. kolokvij o asfaltih in bitumnih 72 J. J. Potti Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije Fig. 1: Parlamentary breakfast 18/11/2016 to present the document: “Road pavement industries highlight huge CO2 savings offered by maintaining and upgrading roads” 2 CONTEXT: THE M-50 HIGHWAY approach and with data from connected vehicles, the effect of interventions on several factors: the surface condition of the The M-50 is a high-capacity highway that pavement, circulation speed, consumption, partially encircles the Spanish capital of Madrid, with a total length of 85 kilometers The M-50 study focuses specifically on and emissions associated with transport. and average daily traffic that, in some sections, exceeds 100,000 vehicles. This estimated annual average daily traffic 28.10 km of rehabilitated sections, with an infrastructure forms part of the network (AADT) of 115,000 vehicles in 2025. managed by the State Society for Land Transport Infrastructures (SEITT), a public company attached to the Ministry of Transport that operates more than 700 km 3 METHODOLOGY of toll roads (415 km) and motorways (285 km), after assuming in 2019 the The study was structured around a management of the operation of 9 toll roads comprehensive five-phase methodology previously managed by eight concession designed to isolate the effect of pavement companies that had entered bankruptcy condition on vehicle energy consumption proceedings in 2012. while minimizing the influence of external factors such as traffic congestion and Within the framework of its 2023-2027 meteorological conditions. This rigorous investment plan, SEITT contemplated an approach ensures that observed investment of 73 million euros in improving differences in vehicle performance can be the pavement of the M-50 highway. This attributed with greater certainty to road represented a perfect opportunity to infrastructure conditions. analyze, through a before-and-after 20. kolokvij o asfaltih in bitumnih 73 J. J. Potti Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije Fig. 2: Methodology used in the study behavior of rolling under real driving 3.1 Validation of Roughness Data conditions, auscultation equipment from Connected and Autonomous employs high-precision sensors under Vehicles controlled conditions. Despite this offset, Prior to developing the study, it was the coincidence in the evolution of values necessary to verify the validity of surface along the road axis validates the reliability roughness data provided by connected and of CAV data for analytical purposes, autonomous vehicles (CAVs), given that especially when the objective is to compare they constitute the basis for road relative differences rather than absolute segmentation and estimation of the impact values. Since this study focuses on of interventions. For this purpose, a direct evaluating the improvement in roughness comparison was carried out between the after rehabilitation interventions—that is, International Roughness Index (IRI) values on relative variations in IRI—the data derived from CAVs and those obtained provided by CAVs are considered through survey campaigns with specialized sufficiently valid and representative. equipment, specifically for the same observation dates (November 2023). 3.2 Determination of Vehicle Fleet Composition The comparison revealed that while CAV- derived values show a systematic offset Accurate characterization of the vehicle compared to traditional auscultation fleet circulating on the M-50 is essential for equipment, the evolution of values along properly weighting the energy and the road axis coincides remarkably well. environmental impact of rehabilitation This difference, already identified in interventions, given that each vehicle previous studies—including one developed typology presents differentiated by the authors of this work—is explained consumption and emission patterns. To by the different nature of the measurement achieve this characterization, traffic data methods: while CAVs capture the dynamic provided by the General Directorate of 20. kolokvij o asfaltih in bitumnih 74 J. J. Potti Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije Traffic (DGT) were used, obtained from and environmental label. After a process of traffic cameras installed in both directions filtering and classification, the distribution of circulation in the vicinity of kilometer of the vehicle fleet for weekdays was points PK 18+000 and PK 50+000. established, discarding minority categories. The data reveal that the fleet is These devices allowed detailed information (45%), gasoline passenger cars (30%), composed mainly of diesel passenger cars to be collected for each vehicle, including vehicle type, fuel type, year of registration, diesel buses (5%). diesel vans (12%), diesel trucks (8%), and Fig. 3: Evolution of the traffic during the week and vehicle fleet On holidays, as expected, a significant reduction was observed in the circulation 3.3 Data from Connected and of commercial vehicles (vans, trucks, and Autonomous Vehicles buses), while the proportion of passenger the two observation points, off-peak hours the use of data provided by connected and autonomous vehicles (CAVs), an emerging for weekdays were identified. These time source of information that allows slots hourly traffic intensity curves obtained at The second phase of the study is based on cars increased. Additionally, from the 13:00, and from 19:00 to 00:00 expanding the coverage and frequency of —from 00:00 to 07:00, from 10:00 to after analysis, since they allow isolating the infrastructures. These vehicles, equipped with sensors integrated by manufacturers effect of pavement condition without (OEM), such as accelerometers, speed congestion or other factors associated with selected as reference for the before-and- monitoring the state of road —were traffic volume interfering with fuel sensors, and positioning and mobile connectivity systems, continuously consumption. This approach ensures that generate relevant data for evaluating the observed differences in vehicle energy operational behavior of the road. performance can be attributed with greater certainty to road infrastructure conditions. 20. kolokvij o asfaltih in bitumnih 75 J. J. Potti Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije Unlike traditional auscultation or visual 3.4 Identification of Homogeneous inspection methods—which require Road Segments specific equipment, technical personnel, and deployment on the ground—the CAV- based approach offers a more efficient and The third methodological phase consists of less costly alternative for obtaining detailed segmenting the M-50 highway into information about the surface quality of the homogeneous sections, with the objective pavement. In this study, data from of ensuring that the conditions analyzed in November 2023 and 2024 have been used, each study unit are comparable and allow although precisely attributing the observed effects to for methodological conceptualization pavement condition. To achieve this, three and validation, additional data corresponding to other fundamental criteria were considered. months have also been utilized. First, information relating to the planning The main variables analyzed have been and execution of pavement rehabilitation circulation speed, fuel consumption, and activities provided by SEITT was surface incorporated. This allowed identifying and roughness. Speed and consumption have been provided by the delimiting the sections in which suppliers Webfleet and INRIX, which interventions were effectively executed deliver temporal records with a variable between November 2023 and November frequency depending on vehicle make and 2024, ensuring the consistency of the model, at intervals of several seconds. For before-and-after analysis. The second its part, information relating to pavement criterion considered was the vertical roughness has been supplied by NIRA alignment of the road, given that the Dynamics, based on the aggregated longitudinal inclination of the road analysis of data from vehicles that significantly influences the energy routinely circulate on the road network. In consumption of vehicles, especially in this heavy fleets. Likewise, the state of the sense, the supplier delivers information referring to road segments of surface condition of the pavement has been approximately 20 meters in length, included as a third criterion, represented generated from commercial cartographies by the pavement roughness values used by navigation applications. For the available for November 2023, that is, before development of this study, the values the execution of rehabilitation works. provided have been used to estimate roughness per hectometer of road in Given that roughness data present certain dm/hm. local variability associated with the measurement method and circulation The use of this type of data represents a environment, different moving average significant advantage over conventional sizes (500 meters, 1 kilometer, 2 methods, not only by reducing costs and kilometers, and 5 kilometers) were applied eliminating subjectivities but also by to smooth point oscillations and detect increasing the reliability of measurements. significant trend changes in pavement By having multiple observations generated quality. This technique allowed more by complete vehicle fleets in real robustly identifying the boundaries circulation, it is possible to characterize the between segments with clearly state of the road with greater precision, differentiated conditions. detect deterioration zones, and carry out continuous monitoring of pavement evolution without the need to instrument vehicles or deploy periodic survey campaigns. 20. kolokvij o asfaltih in bitumnih 76 J. J. Potti Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije Fig. 4: Identification of the homogeneous road segments As a result of the segmentation process, a and-after analysis of fuel consumption and total of 23 homogeneous sections were CO₂ emissions, with the objective of identified along the route of the M-50 in the quantifying the impact derived from increasing direction. Of these, seven pavement rehabilitation interventions. This sections were selected for the development analysis is developed exclusively on the of detailed analysis, corresponding to those seven homogeneous sections previously in which, as of November 2024, identified in which, as of November 2024, rehabilitation interventions had already pavement improvement works had already been completed. These sections represent a been completed. The comparison is made diverse sample in terms of layout and between data corresponding to November previous condition, which allows 2023 (previous situation) and November evaluating the impact of pavement 2024 (subsequent situation), thus improvements in different operational guaranteeing equivalent climatic contexts. conditions and avoiding seasonal biases. The seven analyzed sections vary in length The procedure begins with the calculation from 1.30 km to 9.90 km, with average of fuel consumption for each individual gradients ranging from -2.30% to 2.07%, vehicle. From the data provided by and initial roughness values (November connected vehicles, temporal records are 2023) between 1.07 and 2.53 dm/hm. This available of the amount of fuel consumed diversity ensures that the study captures between two consecutive measurement the impact of rehabilitation under various points, which allows estimating the average geometric and surface condition scenarios. consumption between them and, subsequently, per hectometer. Once 3.5 Before-After Comparative Study individual values are determined, data are aggregated to obtain the average consumption per hectometer for each The fourth and final methodological phase combination of vehicle type and fuel type. corresponds to the comparative before- 20. kolokvij o asfaltih in bitumnih 77 J. J. Potti Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije It should be noted that, in order to after the execution of pavement minimize the influence of congestion or rehabilitation interventions on the M-50 other factors external to pavement highway, specifically in the increasing condition, all calculations have been direction of circulation. performed exclusively with data corresponding to off-peak hours identified 4 Results: Before-After Analysis on weekdays. These time slots—from 00:00 19:00 to 00:00 The comparative analysis revealed to 07:00, from 10:00 to 13:00, and from conditions in free-flow regime, which significant improvements in road condition —represent circulation and a corresponding reduction in fuel the differences in consumption and consumption and CO₂ emissions across all allows attributing with greater certainty emissions seven rehabilitated sections. The results to road infrastructure demonstrate a clear correlation between conditions. reduced pavement roughness and improved vehicle energy efficiency, Based on the distribution of the M-50 providing compelling evidence for the vehicle fleet on weekdays, a typical vehicle environmental benefits of road or design vehicle is constructed, composed maintenance. of a weighted combination of diesel and buses (5%). This composition allows seven sections experienced substantial reductions in surface roughness. The performing a representative calculation of roughness improvements ranged from - the average traffic behavior on the road. cars (30%), light vans (12%), trucks (8%), The data show that after rehabilitation, all passenger cars (45%), gasoline passenger The average consumption per hectometer 0.05 dm/hm in section 7.1 to -1.06 dm/hm in section 8.3, with most sections showing of the design vehicle is calculated by reductions between -0.32 and -0.93 weighting the values obtained by vehicle dm/hm. type and fuel, according to their relative weight in the fleet. These improvements in pavement quality Subsequently, the fuel consumption of translated directly into measurable reductions in fuel consumption and each vehicle is converted into CO ₂ emissions. emissions using the conversion factors established by the Ministry for Ecological Transition and Demographic Challenge: Fuel consumption reductions were 2.64 kg CO₂/liter for diesel and 2.35 kg observed across all sections, with CO₂/liter for gasoline. From these decreases ranging from -2.72 ml/vehicle in conversions, individual emission per section 8.3 to -71.23 ml/vehicle in section hectometer is determined, which is 7.2. The magnitude of these reductions aggregated by vehicle type and, finally, varied depending on several factors, weighted to estimate the emissions of the including the initial pavement condition, design vehicle. the extent of roughness improvement, and the vertical alignment characteristics of This approach allows estimating, with high each section. Sections with steeper gradients generally showed greater spatial resolution and under real operating absolute reductions in fuel consumption, conditions, the average fuel consumption as the improved pavement condition and CO ₂ emissions in each of the analyzed reduced the additional energy required to sections, both before and after the overcome both rolling resistance and interventions. In this way, it is possible to gravitational forces. isolate the direct effect of surface roughness improvement on the energy and environmental performance of vehicles 20. kolokvij o asfaltih in bitumnih 78 J. J. Potti Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije 20. kolokvij o asfaltih in bitumnih 79 J. J. Potti Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije The corresponding reductions in CO ₂ a 50-50 directional split between the two emissions ranged from -0.008 kg directions of circulation, approximately CO₂/vehicle in section 8.3 to -0.188 kg 57,500 vehicles traverse the rehabilitated CO₂/vehicle in section 7.2. When these sections in the increasing direction each reductions are scaled up to account for the day. The weighted average reduction in fuel traffic volume on the M-50, the consumption across all seven sections is environmental impact becomes approximately 9-10%, which translates to substantial. With an average daily traffic of significant daily and annual savings. approximately 115,000 vehicles and assuming a 50-50 directional split, the The study estimates daily savings in the rehabilitated sections in the increasing rehabilitated sections of 16,206 liters of direction experience approximately 57,500 fuel and 43.75 tonnes of CO₂. When vehicle passages per day. extrapolated to an annual basis, these figures become even more impressive: An important finding from the analysis is approximately 6 million liters of fuel and the influence of vertical alignment on the nearly 16,000 tonnes of CO₂ saved per magnitude of benefits achieved. Sections year. In the specific calculation presented with greater average gradients, such as for the 28.10 km of rehabilitated road, the section 8.2 with a 2.07% gradient, showed annual savings amount to 11,830,380 particularly significant improvements. This liters of fuel and 31,280.5 tonnes of CO₂. can be explained by the fact that on inclined sections, vehicles operate at In monetary terms, these savings represent higher power outputs, and any reduction in substantial economic value. Using current rolling resistance due to improved fuel prices, the annual fuel savings are pavement condition has a proportionally valued at approximately €17.75 million. greater effect on fuel consumption. Additionally, using carbon pricing mechanisms, the CO₂ emission reductions represent a value of approximately €2.19 Average circulation speeds also increased million per year. These figures demonstrate following rehabilitation, with that pavement rehabilitation is not only an improvements ranging from 1.52 km/h to environmental imperative but also an 5.35 km/h. These speed increases reflect economically sound investment with not only the improved comfort and safety of measurable returns. the road surface but also the reduced energy losses that allow vehicles to It is important to note that these estimates maintain higher speeds with the same are conservative, as they only account for power output. The speed improvements the direct effects on fuel consumption and contribute to reduced travel times and emissions during vehicle operation. They improved traffic flow efficiency, adding do not include additional benefits such as economic benefits to the environmental reduced vehicle maintenance costs, gains. decreased tire wear, improved safety outcomes, reduced noise pollution, or the 5 Estimate of Savings and extended lifespan of the pavement itself Environmental Impact due to proper maintenance. When these additional factors are considered, the total The benefit-cost ratio of pavement comparative analysis revealed rehabilitation becomes even more significant improvements in road condition favorable. and a The quantification of savings resulting from the M-50 rehabilitation Furthermore, these savings are achieved project reveals impressive environmental without requiring any changes in vehicle and economic benefits. Based on the technology, driver behavior, or traffic before-and-after analysis of the seven patterns. They represent a passive rehabilitated sections totaling 28.10 km, improvement that benefits all road users and considering the traffic characteristics automatically, making pavement of the highway, the study projects rehabilitation one of the most cost-effective substantial annual savings in both fuel strategies for reducing transportation- consumption and CO ₂ emissions. related emissions. With an average annual daily traffic (AADT) of 115,000 vehicles in 2025 and assuming 20. kolokvij o asfaltih in bitumnih 80 J. J. Potti Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije Fig. 5: Before and after analysis environmental impact, Enhanced fuel and 6 Beyond Comfort and Safety: The energy efficiency consumption of vehicles. CARES Philosophy This new philosophy recognizes that road The findings of the M-50 case study maintenance is fundamentally about underscore a critical paradigm shift in how sustainability and climate action. Given we must think about and communicate the that more than 20% of emissions generated value of road maintenance. Traditionally, in the European Union come from road the primary arguments for road transport, and given that we can now maintenance have been centered around accurately quantify how much energy and Comfort and Safety (CS). While these emissions we can save annually through remain important considerations, they proper road maintenance, it is time to represent only a partial view of the true reframe the conversation around road value that well-maintained roads provide to infrastructure investment. society. The CARES philosophy has several The current data and analysis capabilities important implications: now available through connected vehicle technology allow us to quantify with precision the environmental and energy First, it aligns road maintenance with benefits of road maintenance. This national and European decarbonization demands an updated framework for goals. The European Union has committed defending the need to properly maintain to achieving climate neutrality by 2050, roads. The study proposes a new acronym with intermediate targets for 2030. and philosophy: CARES, which stands for Transportation is one of the most Comfort challenging sectors for decarbonization, as and Safety, Energy and operational it requires coordinated action across savings, Reduced multiple fronts. Pavement rehabilitation represents a readily available tool that can 20. kolokvij o asfaltih in bitumnih 81 J. J. Potti Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije contribute meaningfully to these goals "Pavement Rehabilitation of Highway X, without waiting for complete fleet Section Y-Z," projects should be titled: electrification or other long-term "Projects for the reduction of emissions and technological transitions. fuel/energy consumption of vehicles circulating between kilometer point xxx.xx and kilometer point yyy.yy." Second, it provides a more compelling and comprehensive justification for road maintenance investments. While comfort Each project should include in its and safety are important, they can documentation a quantification of the sometimes be perceived as subjective or expected reduction in emissions and fuel secondary concerns compared to other consumption based on estimated traffic budget priorities. In contrast, quantifiable and the proposed rehabilitation actions. reductions in fuel consumption and This quantification should be based on the emissions provide objective, measurable methodology demonstrated in the M-50 benefits that align with pressing societal study, using data from connected vehicles priorities around climate change and to establish baseline conditions and predict energy security. improvements. Third, it creates opportunities for new Project evaluation criteria should explicitly funding mechanisms and policy include environmental and energy benefits frameworks. If road rehabilitation projects alongside traditional factors like structural can be quantified in terms of their emission condition, safety, and traffic volume. This reduction potential, they may become ensures that the climate benefits of road eligible for climate finance, carbon credit maintenance are formally recognized in mechanisms, or other sustainability- decision-making processes. focused funding sources that would not traditionally be available for road 7.2. Communicating with Citizens maintenance. Fourth, it changes the conversation with Public communication about road maintenance must evolve to emphasize citizens and taxpayers. Rather than asking environmental benefits. The traditional for support for "road repairs," we can messaging from organizations like communicate about "projects to reduce ASEFMA — "reinforcing the road, emissions and fuel/energy consumption of consolidating the future" — should be vehicles." This reframing helps citizens updated to: "reducing emissions, understand that they are direct reinforcing the roads." beneficiaries of these investments through reduced fuel costs, in addition to the broader societal benefits of emission We should stop talking exclusively about reductions. "road rehabilitation projects" and instead refer to them as "emission and energy reduction projects" or "climate action 7 through road improvement." This linguistic Implementing the CARES Strategy shift is not merely semantic; it fundamentally reframes how citizens The CARES philosophy provides a perceive and value road maintenance practical implementation. The study Road construction signage presents an proposes several concrete actions for opportunity for direct communication with framework, but its true value lies in investments. putting this new approach into practice: drivers. Instead of generic messages about road works, signs could communicate: 7.1. Reframing Road Construction "You reduce here 6.9% of fuel consumption Projects and we reduce XX tons of GHG emissions." This makes the benefits tangible and Project titles and descriptions should be public support for road maintenance personal for each driver, helping build changed to reflect their environmental investments. benefits. Instead of generic titles like 20. kolokvij o asfaltih in bitumnih 82 J. J. Potti Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije Fig. 6: Communicating to the citizens, CARES philosophy 7.3. Creating Emissions Maps European decarbonization and energy- saving goals. This means: Road authorities should develop emissions • Including road rehabilitation in maps associated with their road networks. national climate action plans and These maps would identify not only the emission reduction strategies current emission levels associated with • Quantifying the contribution of road different road sections but also the maintenance to achieving climate potential emission reductions that could be targets achieved through rehabilitation. This • Coordinating road maintenance would create an "emissions reduction map" planning with energy policy and that could guide investment priorities and transportation decarbonization help target resources where they can initiatives achieve the greatest environmental benefit. • Establishing performance metrics that Such maps would also facilitate integration track emission reductions achieved with broader climate action plans and through infrastructure improvements allow road authorities to demonstrate their contribution to national and regional emission reduction targets. They could be 7.5. Developing New Funding updated regularly using data from Mechanisms connected vehicles, providing a dynamic tool for ongoing management and The quantifiable emission reductions from prioritization. road rehabilitation could open new funding opportunities. Potential mechanisms 7.4. Aligning with Decarbonization include: Goals • Climate finance instruments that Road maintenance strategies should be recognize infrastructure explicitly aligned with national and 20. kolokvij o asfaltih in bitumnih 83 J. J. Potti Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije improvements as climate mitigation condition but also geometric measures characteristics when allocating • maintenance resources. Carbon credit systems that allow road authorities to monetize emission reductions Communication must evolve. The • Green bonds specifically designated traditional framing of road maintenance for sustainable infrastructure around comfort and safety, while valid, is maintenance insufficient. The CESCE philosophy— • emphasizing Comfort and Safety, Reducing Public-private partnerships that share Emissions, Reducing Consumption and the economic value of fuel savings with investors comprehensive and compelling framework Energy consumption—provides a more 8 Conclusions and Recommendations investments. Based on these conclusions, for advocating for road maintenance the study offers the following This study provides compelling evidence recommendations: that preventative road maintenance is a powerful and cost- effective strategy for 1. Prioritize preventative maintenance as a reducing emissions and energy key strategy for achieving national and consumption in the transportation sector. European decarbonization and energy- The M-50 case study demonstrates that saving goals. Road authorities should pavement rehabilitation can achieve 9-10% develop systematic preventative reductions in fuel consumption and CO ₂ maintenance programs that maintain emissions, translating to annual savings of pavements in good condition rather approximately 6 million liters of fuel and than allowing deterioration and 16,000 tonnes of CO ₂ for just 28 km of performing reactive repairs. rehabilitated highway. 2. Adopt the CESCE philosophy as the guiding principle for defending and These findings lead to several important promoting road maintenance. All conclusions: communication, project documentation, and policy frameworks should Preventative road maintenance is a climate emphasize the environmental and action tool. Road rehabilitation should be energy benefits alongside traditional recognized as a legitimate and effective comfort and safety considerations. strategy for achieving decarbonization 3. Develop emissions reduction maps goals. Unlike many climate mitigation associated with road networks to measures that require long-term identify areas where maintenance can technological development or behavioral achieve the greatest environmental change, road maintenance delivers impact. These maps should be immediate, measurable benefits using integrated into climate action planning existing technology and infrastructure. The and used to guide investment benefits are substantial and quantifiable. prioritization. The M-50 study demonstrates that the 4. Rebrand road rehabilitation projects as environmental and economic benefits of "emission and energy reduction road rehabilitation can be precisely projects" in all official documentation, measured using data from connected public communication, and policy vehicles. This quantification capability discussions. This reframing helps align transforms road maintenance from a road maintenance with broader societal subjective necessity into an objective priorities and opens new funding investment with measurable returns. opportunities. 5. Implement direct communication with Vertical alignment matters. The study citizens through road signage and other found that sections with greater gradients channels to make the benefits of road showed larger absolute reductions in fuel maintenance tangible and personal. consumption following rehabilitation. This Messages like "You reduce here 6.9% of suggests that prioritization strategies fuel consumption" help build public should consider not only pavement support for maintenance investments. 20. kolokvij o asfaltih in bitumnih 84 J. J. Potti Stanje ceste, veliko bolj kot udobje in varnost – poraba goriva / energije in emisije 6. Establish systematic monitoring using emisiones de CO₂ y el consumo de connected vehicle data to continuously combustible de los vehículos. Caso de track pavement condition, fuel estudio de la autovía M-50. Rutas, consumption, and emissions across 204, 21-31. road networks. This provides the data foundation for evidence-based maintenance planning and performance INTERNET: measurement. 4. EMIPAV Project. Emissions in 7. Explore new funding mechanisms that Pavements. Available at: recognize and monetize the www.emipav.eu environmental benefits of road 5. 5. International Road Maintenance carbon credits, and green bonds. Day (IRMD). Celebrated annually on maintenance, including climate finance, the first Thursday of April since 2017. 8. Coordinate across policy domains to Available at: ensure that road maintenance http://roadmaintenanceday.org strategies are integrated with energy policy, climate action plans, and transportation decarbonization initiatives. The M-50 case study demonstrates that road condition is much more than a matter of comfort and safety—it is a critical factor in the environmental performance of the transportation system. By embracing the CESCE philosophy and implementing the recommendations outlined above, road authorities can transform road maintenance from a routine operational necessity into a powerful tool for climate action and sustainable development. 9. REFERENCES BOOKS and MONOGRAPHIES: 1. European Asphalt Pavement Association (EAPA), European Concrete Paving Association (EUPAVE), and Federation of European Highway Research Laboratories (FEHRL). (2016). Road pavement industries highlight huge CO₂ savings offered by maintaining and upgrading roads. 2. Asociación Española de la Carretera. (2020). Informe sobre el estado de conservación de la red viaria española. PROCEEDINGS OF ABSTRACTS AND PAPERS: 3. Arce Blanco, C., Llopis Castelló, D., & Valdecantos Álvarez, J. C. (2025). Impacto de las actividades de rehabilitación del pavimento sobre las 20. kolokvij o asfaltih in bitumnih 85 Kaj se dogaja na slovenski prometni infrastrukturi? How to solve the chaos on Slovenian roads? Metod Di Batista; (Slovenija) 1. Uvodne ugotovitve Kako bomo reagirali na ideologijo trajnostne mobilnosti, ki prepoveduje Tudi v letošnjem letu je značilnost širjenje avtocest in vlaganja v ceste? slovenske prometne infrastrukture zelo Kaj pomeni nepregledna organiziranost slab nivo uslug za slovenske državljane oz. prometnega resorja v sistemu državne davkoplačevalce, ki se odraža v: uprave? - zastojih na avtocestah, - zastojih in uničenih regionalnih in lokalnih cestah, - zamudah v železniškem prometu, - neurejenih voznih redih na ostalem javnem transportu, - veliki ekonomski škodi, - nezadovoljnih uporabnikih cest in železnic, - nezadovoljnih prebivalcih ob lokalnih cestah kamor vozniki iščejo obvoze iz - prenatrpanih avtocest in - ne nazadnje je vedno slabša mednarodna ocena naše prometne infrastrukture. V zvezi s tem se postavljajo naslednja vprašanja: Ali bodo te razmere kaj vplivale na predvolilno obdobje? S to neurejeno 2. Prometna strategija v zadnjih 15 letih situacijo je posredno ali neposredno prizadetih večina Slovencev in potencialnih Po zaključku uspešno izvedenega volivcev! avtocestnega programa so se povsem spremenile strateške usmeritve in Kje so vzroki? ukrepanja na slovenski prometni infrastrukturi. V ospredje so prišle Investicije na zanemarjenih železnicah in Kje so rešitve? ukrepi ideologije trajnostne mobilnosti. Predvsem slednja je prepovedovala Ali še vedno velja predvolilni slogan, da v vlaganja v ceste, predvsem v širitev Sloveniji ne bomo več vlagali v asfalt in avtocest in poudarjala preusmeritev na beton ampak le v mehke smeri razvoja? javni prevoz, kolesa in peš hojo! Na plodna tla je padla tudi usmeritev, da ne bomo več vlagali v asfalt in beton ampak 20. kolokvij o asfaltih in bitumnih Bled, 26. 11 - 28. 11. 2025 86 M. Di Batista Kaj se dogaja na slovenski prometni infrastrukturi? le v »mehke« smeri razvoja. To je bila tudi To ideološko predpostavko zavračam saj se posledica velike gospodarske krize, v kateri ljudje ne vozijo po avtocestah zato ker je to so nekateri odločujoči na infrastrukturnem fino in bo še bolj če bo več pasov. Ljudje področju poudarjali, da v Sloveniji ne bo uporabljajo avtoceste zaradi svojih več denarja za velike infrastrukturne poslovnih, znanstvenih, zdravstvenih, projekte! Zaradi takega razmišljanja, kulturnih, športnih, verskih, turističnih, najbolj odgovornih, tega časa, obdobja rekreacijskih in drugih potreb. Dve manjše gradbene aktivnosti, tudi nismo zagrizeni ideologinji trajnostne mobilnosti izkoristili za pripravo projektne in sta me pred leti v medijih podučili, da naj prostorske dokumentacije, kar nas še vse to ljudje počnejo v svojem lokalnem danes tepe! okolju in naj tako ne obremenjujejo avtocest!? Na zgornje ideološke in politične usmeritve je vseskozi odgovarjala prometna stroka, ki 3. Posledice ideologije trajnostne je že pred 15 leti opozarjala na nujnost mobilnosti širitve nekaterih odsekov avtocest v šest pasovnice. Zelo pomembna je časovna, ekonomska in okoljska komponenta ideologije trajnostne Razlogi za te strokovne usmeritve so zelo mobilnosti. Zadnje javno izrečene ocene enostavni. Promet narašča s približno odgovornih govorijo, da vsaj še 20 let enako stopnjo kot gospodarska rast. Zelo železnice ne bodo izpolnjevale zadostnih malo matematičnega znanja in enostavne pogojev za prevzem velikega dela prometa logike je potrebno, da je bilo že takrat iz cest. V tem času in v času vsaj 10 let, ki jasno, da bodo nekateri odseki avtocest smo jih izgubili z ne ukrepanjem, je nastala kapacitetno »pregoreli« in ne bodo več oz. bo nastala, zaradi zastojev na zagotavljali optimalne pretočnosti, v vse avtocestah: daljših časovnih obdobjih v letu. - Velika ekonomska škoda zaradi izgubljenega časa in potrošnje energije V tem času so nekateri izumljali »mehke« (pa še kaj), ki ukrepe s katerimi bi povečali pretočnost - jo nekateri ocenjujejo na vsaj 500 mio avtocest. To je bilo približno tako kot če bi EUR na leto – v 30 letih je to 15 mlrd želel s počasnim nalivanjem vode v EUR ali steklenico, vanjo naliti več tekočine kot je - vrednost ene jedrske centrale. Sam njen volumen!? ocenjujem, da je teh stroškov še več! - Velika ekološka škoda, ki nastaja z Predvsem v zadnjih letih so se zelo povečala izpusti v stoječih kolonah. Namesto, da bi uporabili kot argument vlaganja v železniško infrastrukturo, kar je zmanjšanje izpustov CO2, z bolj dobro, omejevala pa so se oz. tekočim prometom na šest prepovedovala vlaganja v širitev avtocest. pasovnicah, kar bi omogočilo Zelena in civilna gibanja so uporabljala privarčevati emisijske kupone, neke zahodne analize iz velikih urbanih trajnostniki aglomeracij, kjer so s širitvijo avtocest z - prepovedujejo tak ukrep! dodatnimi pasovi, dodatno pritegnili - Prometna varnost se je poslabšala, kar promet (inducirani promet), ki je ponovno je tudi posledica zastojev, živčnosti zapolnil dodatne pasove. Take enostavne voznikov, primerjave iz povsem drugih okolji, z - iskanje obvozov po neustreznih milijonskimi mesti so neprimerne za lokalnih cestah in ne vlaganj v ureditev majhno Slovenijo z razpršeno poselitvijo in cest. centri, ki ne generirajo velikega prometa. - Veliko je nezadovoljstvo prebivalcev Le milijonski centri upravičujejo npr. (volivcev) ob neustreznih cestah, podzemne železnice, hitre vlake itd. kamor se - preusmerja promet iz »pregorelih« Ideologija trajnostne mobilnosti temelji na avtocest. predpostavki, da če bodo na avtocesti dodatni pasovi, bodo pritegnili še več Slovenija je imela pred 15 leti veliko prometa in bodo tudi ti kmalu zapolnjeni. primerjalno prednost z zgrajenim 20. kolokvij o asfaltih in bitumnih 87 M. Di Batista Kaj se dogaja na slovenski prometni infrastrukturi? avtocestnim sistemom, kar so nam dejavnostih na cestah ter železnicah. Bila priznavali tudi v tujini. Danes pa je nadzornica v DRIju, predsednica vlade in mednarodne inštitucije ugotavljajo, da je večkrat ministrica, ki je pokrivala neustrezna prometna infrastruktura naša prometno infrastrukturo. V zadnjem slabost! obdobju pa se je povsem distancirala od Pri tako veliki škodi in slabšanju kvalitete strateških vprašanj!? življenja velikega dela Slovencev (da ne govorimo o vtisu na tujce) bi morali Velik vpliv na dogajanja zadnjih 15 let so postaviti vprašanje kdo je odgovoren za vse imeli večni uradniki iz prometnega to? ministrstva, ki so se preselili na MOPE in tam skrbijo za prometne strategije. Obstaja spisek preko 50 oseb, ki nosijo osebno odgovornost za stanje na prometni infrastrukturi v Sloveniji, v obdobju ko je le ta močno nazadovala. Velik vpliv na ta dogajanja pa so imela v vsem obdobju tudi ekološka in civilna gibanja, ki so prepovedovala vlaganja v ceste – posebno avtoceste, z ideologijo trajnostne mobilnosti. Kakšen absurd in »blef« je bila ta ideologija, kaže podatek iz medijev, da je vodila inštitut za trajnostno mobilnost upokojena medicinska sestra!? 4. Odgovornost za današnje stanje na cestah Močno so vplivali na razvoj prometne infrastrukture tudi akademiki iz nekaterih Objektivno so odgovorni vsi ministri, ki so drugih strok kot npr, geografi. Na žalost so pokrivali prometni resor v zadnjih 15 letih. pri tem uporabljali diskretizacijo prometne Velika je tudi odgovornost na predsednikih stroke, ki naj bi po njihovem mnenju vlad, ki so nastavljali ministre in strukturo povsem napačno razmišljala. Brez ministrstev. Danes je odgovorno za ustreznega prometnega znanja, ki zajema strategijo razvoja prometa v Sloveniji interdisciplinarno znanje na pripravi Ministrstvo za okolje podnebje in energijo strokovnih analiz, izračunov in načrtov, so (MOPE). Ministrstvo za infrastrukturo ne poučevali prometnike kako morajo pokriva vse infrastrukture (čeprav ima tako razmišljati in delati. Ljudje, ki verjetno v ime?) ampak le prometno in formalno nima življenju niso nikoli izdelali prometne nič s strateškim načrtovanjem, kar je zelo študije, tehnične zasnove prometnic, nenavadno. Imamo pa še Ministrstvo za ekonomske ter ekološke analize in naravne vire in prostor (MNP), ki pa skrbi prometno varnostne analize, so z za usklajevanje novih prometnic v ideološkimi argumenti trajnostne prostoru. Verjamem, da je koordinacija mobilnosti, izločili prometno stroko iz med njimi, za razvoj učinkovite prometne odločanja o razvoju prometne infrastrukture, zelo težka ob večnih infrastrukture. Na žalost so jim mediji uradnikih, ki prej zavirajo kot pospešujejo navdušeno sledili, na drugi strani pa se razvoj. škandalizirali zaradi razmer na cestah! V obdobju zadnjih 15 let so se zelo hitro Resorna ministrica zelo rada poudarja, da menjavali ministri in državni sekretarji se nikoli v Sloveniji niso vlagala v promet pristojni za prometno infrastrukturo. Tako tako velika finančna sredstva kot danes. To niti niso mogli pustiti posebnega je sicer dobro in pohvalno. Vprašanje pa je dolgoročnega pečata svojega dela. Izjema je ali so ta sredstva racionalno porabljena in sedanja ministrica za infrastrukturo, ki je predvsem ali so za prave namene. Lepo je, v veliki meri pokrivala kontinuiteto da bomo Slovenijo prepredli s kolesarskimi odločanja o prometnih strategijah in stezami. Dobro je, da bi ljudje čim več 20. kolokvij o asfaltih in bitumnih 88 M. Di Batista Kaj se dogaja na slovenski prometni infrastrukturi? pešačili oz. uporabljali javni transport. Odstavni pasovi so element prometne Toda ali so to res prve prioritete ob sedanjih varnosti. Zagotavljajo tako ustavljanje velikih, težko obvladljivih in dragih zastojih pokvarjenih vozil, ustavljanje v izredni na avtocestah in drugih državnih cestah? situaciji, boljši občutek pri vožnji zaradi Kolesarske steze uporablja nekaj % večje razdalje do stranske ovire, odlaganje državljanov (volivcev?!), na cestah pa so snega ob izrednih snežnih padavinah in ne posredno ali neposredno prizadeti skoraj nazadnje možnost uporabe ob zaporah pri vsi državljani. Ali je to pravično, ne glede, vzdrževanju in vzpostavljanju začasnih da je to v skladu z globalnim reševanjem obvozov za obe prometne smeri. svetovne podnebne krize in po diktatu zelenega prehoda v EU? Veljavni Pravilnik o projektiranju cest določa v svojem 7. členu, da imajo 5. Nivo uslug (Level of service) na naših Avtoceste obojestranski odstavni pas. avtocestah Odstavne niše namesto odstavnih pasov so dopustne pri Hitrih cestah. Kot mi je znano Mejne prometne obremenitve se strokovno veljavni pravilnik ni bil dopolnjen in tako sedanja rešitev šestpasovnic, brez določajo z nivojem uslug (angl. LOS, Level odstavnega pasu in z odstavnimi nišami, Of Service). Ti nivoji so razdeljeni v razrede na avtocestah ni skladna s tehnično od A do F, po katerih je omogočen na nivoju regulativo. A prost prometni tok, na nivoju F pa prisilni ali prekinjen prometni tok. Pravilnik o projektiranju cest nalaga da Res pa je, da zaradi različnih, predvsem morajo daljinske ceste zagotavljati na političnih, razlogov tudi nekateri drugi koncu planskega obdobja (20 let) nivo odseki avtocestnega križa nimajo uslug D. odstavnih pasov kot npr. Hrušica – Vrba in Pomurski krak. Oba odseka sta zato v Na nekaterih odsekih naših avtocest cest je prometno varnostnem in vzdrževalnem smislu problematična. Je pa to posledica pogosto nivo uslug E ali celo F. političnih varčevalnih pritiskov in ni dobro! Maksimalna kapaciteta je presežena ko nivo uslug preide v D! 6. Analize velikih izvedenih projektov Nivo uslug na avtocestah je pokazatelj, ki zagotavlja udobnost in varnost vožnje po Danes se dostikrat uporablja fraza, da ne the cestah. V okviru usmeritev ideologije bomo gledali nazaj in iskali napake ampak, trajnostne mobilnosti še nisem zasledil da moramo biti usmerjeni le naprej v nove kriterija, ki bi zagotavljal primeren nivo projekte in izzive. To se sicer lepo sliši. Se uslug in s tem skrb za udeležence prometa pa v tem skriva tudi prikrivanje krivcev za na avtocestah, ki jih posredno ali velike napake v upravljanju države. neposredno uporablja večina državljanov! Poleg tega bi morala urejena družba, na Kot kaže bomo, po dolgih letih blokade s koncu velikih projektov, narediti analizo strani okoljašev, širili nekatere najbolj izvajanja takega projekta. Na osnovi obremenjene odseke avtocest, s tretjim ugotovljenih negativnih izkušenj in dobrih pasom. Zaradi nerazumno dolgih praks pa bi imela dobra izhodišča in postopkov in nepripravljene usmeritve za še boljše izvajanje novih dokumentacije, se bo ta širitev izvedla na projektov. V nasprotnem primeru družba račun ukinjanja odstavnih pasov in z ne napreduje in se vedno znova vrača na izgradnjo odstavnih niš. To je pač izhod v izhodišče in na novo uči ter dela napake, ki sili in je bolje kot nič. Ob taki ureditvi pa bi so nepotrebne ter je neučinkovita! bilo dobro proučiti možnosti, da se morda na delih, kjer ni ovira ne pridobljeno Za največji uspešno zaključen projekt v zemljišče ali druge tehnične ovire, že v tej zgodovini nove države Slovenije, izgradnjo fazi zgradijo odstavni pasovi. Seveda slovenskih avtocest, oblastniki niso morajo biti ureditve takšne, da je naredili tovrstne analize, čeprav so bile zagotovljena prometna varnost! strokovne osnove pripravljene. Če bi bilo to narejeno bi bilo dosti manj presenečenj, 20. kolokvij o asfaltih in bitumnih 89 M. Di Batista Kaj se dogaja na slovenski prometni infrastrukturi? neučinkovitega dela in nenormalno dolgih Za velike projekte je treba določiti vodje rokov. projektov, ki bodo zadolženi za vse faze investicijskega procesa – planska faza, projektiranje, investicijska dokumentacija, 7. Zaključek in rešitve usklajevanje v prostoru, javno naročanje, nadzor nad gradnjo in spremljanje izvedenih del v garancijski dobi. In kje so rešitve? Inženiringi morajo biti organizirani Rešitve bi morali razdeliti v: projektno matrično s poudarkom na - strateške, kompetentnih vodjih projektov, z močnimi - sistemske in pooblastili in osebno odgovornostjo! - organizacijske. Postopek usklajevanja novih cest v Ideologijo trajnostne mobilnosti je potrebno prostoru morajo formalno voditi uradniki spremeniti v jasno strategijo urejanja na prostorskem ministrstvu, vodje prometa v Sloveniji, ki ne bo temeljila na projektov pa njihovo delo spremljajo in po ideologiji ampak na prometni stroki, potrebi usmerjajo ter reagirajo na zaplete ekonomiki in graditeljstvu. in zamude. Takoj je potrebno izdelati novo strategijo O največjih državnih projektih je potrebno razvoja cest s poudarkom na hitrem zagotoviti stalno (tedensko) informiranje ukrepanju za odpravo vse večjih zastojev predsednika vlade s kratkimi poročili o na avtocestah. Tako strategijo lahko napredovanju del. usposobljena, strokovna in kompetentna ekipa, z uporabo sodobnih informacijskih Vse kar sem navedel ni nič novega. To so orodji, izdela v zelo kratkem času nekaj stvari ki so bile pri nas in v tujini mesecev. preskušene na uspešno izvedenih velikih projektih! Pri tem bi morali biti bolj dolgoročno smeli in si postaviti cilj, da bomo imeli nekoč šest Dobro bi bilo, da bi tisti, ki odločajo o pasovne avtoceste, z odstavnimi pasovi, na slovenski prometni infrastrukturi, prebrali celotnem avtocestnem križu in s tem kakšno strokovno primerjalno analizo zagotovili primerno kvaliteto življenja vsem sedanjega delovanja na področju urejanja Slovencem! prometne infrastrukture in gradbeništva, v primerjavi s tovrstnim preteklim Izdelati je potrebno močan in jasen delovanjem. Takšne analize obstajajo! operativni plan (5 do 6 letni), ki bo temeljil na prioritetah in zagotovljenih finančnih Pogoj za uspešnost predlaganega pa so sredstvih. Tudi ta plan lahko sposobna strokovni kadri z bogatimi izkušnjami, ekipa izdela v zelo kratkem času. kompetencami in velikim strokovnim pogumom. Taki kadri so, vendar jih je Spremeniti potrebno najti tudi izven političnega je treba organizacijo upravljavcev državnih cest, ki bodo peskovnika! poskrbeli tako za strategije in sistemske ureditve, kot za operativno izvajanje Metod Di Batista srednjeročnih in letnih programov. Naloge centralno vodene. Član prve uprave DARSa zadolžen za morajo biti združene na enem mestu in tehnično pripravo in izvedbo in Uradniško miselnost in način dela (nič se inženiring podjetja v Sloveniji. 10 let glavni direktor DDC - največjega ne da in vse je predrago) je potrebno preseči z organizacijo kot je npr. DARS, ki mora biti zadolžena in odgovorna za optimalno odvijanje celotnega investicijskega procesa. 20. kolokvij o asfaltih in bitumnih 90 REFERATI SEKCIJA 3: Projektiranje, gradnja in vzdrževanje konstrukcij asfaltnih vozišč LECTURES SECTION 3: Design, construction, and Maintenance of Asphalt Pavement Structures 20. kolokvij o asfaltih in bitumnih Bled, 26. 11 - 28. 11. 2025 91 Zgoščevanje asfaltnih plasti Compaction of the asphalt layers Damijan Zore; (IGMAT d.d.) Povzetek: Človek uporablja asfalt (zmes kamnitih zrn, vezanih z bitumnom) že več kot sedem tisoč let in je eden od najpogosteje uporabljenih gradbenih materialov. Proizvodnja asfaltne zmesi je dovršena proizvodnja, ki večinoma zagotavlja ustrezne kakovostne karakteristike. Običajno povsod najdemo pomanjkljivosti in pri asfaltu je ena glavnih ta, da je proizvedena zmes podvržena ohlajevanju in temperaturni segregaciji. Plast s prenizko temperaturo pa ni več mogoče zgostiti. Da bi se temu v čim večji možni meri izognili, je treba poznati različne pogoje pri vgrajevanju in velikost njihovih vplivov na uspešnost zgoščevanja asfaltne plasti. Namen tega referata je: - predstaviti problematiko zgoščevanja asfaltne plasti, - zvišati nivo razumevanja zakonitosti obnašanja asfaltne plasti med zgoščevanjem, - prikazati, da se z ustreznim strokovnim pristopom in uvedbo ukrepov lahko doseže bistveno višjo učinkovitost zgoščevanja. Abstract: Asphalt (a mixture of stone grains bound with bitumen) has been used by man for over seven thousand years and is one of the most commonly used building materials. The production of asphalt mixture is a sophisticated production, which mostly ensures the appropriate quality characteristics. We usually find flaws everywhere and with asphalt one of the main ones is that the manufactured mixture is subject to cooling and temperature segregation. A layer with too low a temperature can no longer be thickened. In order to avoid this as much as possible, it is necessary to know the various installation conditions and the extent of their influence on the success of the asphalt layer compaction. The purpose of this article is to: - present the problem of thickening the asphalt layer, - increase the level of understanding of the legality of the behavior of the asphalt layer during compaction, - demonstrate that with an appropriate professional approach and the introduction of measures, a significantly higher efficiency of densification can be achieved. 1. Uvod vgradimo, s tem dobimo asfaltno plast. Lastnosti plasti morajo biti skladne z V asfaltnem obratu proizvedeno zmes zahtevami v Smernicah in tehničnih običajno vzorčimo iz kamiona, kupa ali pri pogojih za graditev asfaltnih plasti TSC polžih finišerja. Lastnosti zmesi morajo biti 06.300/06.410:2009. Poleg debeline, skladne z zahtevami v standardu SIST ravnosti in zlepljenosti je zelo pomembna 1038-1 (5 ali 7). Ko proizvedeno zmes tudi zgoščenost asfaltne plasti. 20. kolokvij o asfaltih in bitumnih 92 D. Zore Zgoščevanje asfaltnih plasti Zgoščevanje je zadnji korak v procesu − lastnosti zmesi; delež zračnih votlin, gradnje asfaltnega vozišča in v osnovi zrnavostna sestava, homogenost pomeni povečevanje prostorninske gostote mešanice, materiala, oziroma zmanjševanje vsebnosti − temperaturni dejavniki: zračnih votlin v plasti. − temperatura proizvedene asfaltne zmesi, Zgoščevanje (pri strojnem vgrajevanju) − okolica (temperatura zraka in hitrost lahko razdelimo v tri osnovne faze oziroma vetra), obdobja zgoščevanja: − podlaga (temperatura tal ali obstoječe asfaltne plasti), 1. zgoščevanje z vgrajevalno desko finišerja − stopnja temperaturne segregacije (predzgoščevanje; doseganje približno (nizka, srednja, visoka), 75 % zgoščenosti), − debelina plasti (od 25 do 140 mm), 2. obdelava s sredstvi za zgoščevanje − vgrajevalni stroj (finišer): (doseganje končne stopnje zgoščenosti vgrajevalna deska; enojni ali dvojni plasti z valjanjem), noži, nastavitev nožev, nastavitev − 3. zgoščevanje v kasnejšem obdobju, ko je vibracije, plast izpostavljena prometu. Vpliv − hitrost napredovanja stroja (cca. od 1 votline v plasti, tudi če je bila plast v fazi do 5 m/min), kontinuiranost, časi prometa do določene mere zmanjša zastojev, gradnje ustrezno zgoščena. − širina vgrajevanja (cca. od 1,5 do 15 2 m), Dejavniki in pogoji, ki vplivajo na − energija zgoščevanja: zgoščevanje asfaltnih plasti − vrsta, število in masa valjarjev, V nadaljevanju so navedeni dejavniki in vrsta − hitrost valjanja, število prehodov in pogoji, ki kakorkoli (posredno ali oscilacijska), vibracije (vertikalna, neposredno) vplivajo na uspešnost − lastnosti podlage (so odvisne tudi od zgoščevanja asfaltnih plasti: − kraja vgrajevanja): organizacija izvedbe del (predhodno − na avtocesti, v naselju na mostu ali načrtovanje): − viaduktu, − ravnovesje štirih faz asfaltiranja nizka). osebje (usposobljenost), − togost podlage (visoka, srednja, (proizvodnja, prevoz, vgrajevanje, zgoščevanje), − 3 Primeri slabe prakse proizvodnji obrat (zmogljivost, kapaciteta (t/h), oddaljenost od − soočamo z neustrezno zgoščenostjo. prevozna sredstva: Predstavljeni so trije primeri, kjer rezultati − gradbišča), V zadnjem obdobju se na terenu vse več (večja količina se počasneje zgoščenosti (odvzetih asfaltnih jeder) niso količina zmesi na tovornem vozilu ohlaja), dosegali zahteve. − oblika kesona (kvadratni ali polkrožni prerez), − vrsta kesona (običajni, potisni, izoliran ali toplotni zabojnik), − vrsta ponjave na kesonu (odprta ali zaprta), − mehanizacija (ustreznost, starost, vzdrževanje, oskrba z vodo in gorivom), − zapora vozišča, − asfaltna zmes: − vhodni materiali; bitumen, polnilo, zmes kamnitih zrn (drobljenec ali prodec), 20. kolokvij o asfaltih in bitumnih 93 D. Zore Zgoščevanje asfaltnih plasti 3.1 Plato za kamione Preglednica 1: Prikaz rezultatov preiskav zgoščenosti (levo vezna plast in desno obrabno zaporna asfaltna plast) 3.2 Kolesarska povezava Preglednica 2: Prikaz rezultatov preiskav zgoščenosti plasti (levo nosilna plast, desno obrabno–zaporna asfaltna plast) 3.3 Rekonstrukcija priključka na hitro cesto Preglednica 3: Prikaz rezultatov preiskav zgoščenosti obrabno–zaporne asfaltne plasti Pri vseh primerih rezultati (ali celo sta DARS in DRSI. Običajno je na vsakem povprečna vrednost rezultatov) niso gradbišču predvideno vzorčenje asfaltnih skladni z zahtevo. Nekatere vrednosti plasti. Namen tovrstnega vzorčenja je odstopajo celo od skrajne mejne zahteve. ugotavljanje debeline bitumenskega vozišča in ugotavljanje gostote 4. Delež neustrezno zgoščenih bitumenskih preizkušancev. asfaltnih jeder v letu 2024 (Igmat d.d.) Rezultati (statistike) so pokazali, da je bilo na programu DARS (v letu 2024) vzorčenih V inštitutu Igmat izvajamo kontrolo skupno 247 asfaltnih jeder, pri čemer 5 % kakovosti za različna podjetja, dva največja jeder ni dosegalo zahtevane zgoščenosti. Na programu DRSI je bilo vzorčenih skupno 20. kolokvij o asfaltih in bitumnih 94 D. Zore Zgoščevanje asfaltnih plasti 215 jeder in 19 % jeder ni dosegalo glavnih cest je običajno zelo kratka (cca. 1 ustrezne zgoščenosti. Vzrok za slabši do 2 km) in dela se večinoma izvajajo pri rezultat je tudi v načinu izvedbe del, kajti polovični zapori vozišča, kar predstavlja dolžina obnov odsekov regionalnih in povečano verjetnost za slabšo izvedbo del. Slika 1 in Slika 2: Delež neustrezno zgoščenih asfaltnih jeder na programu DARS in DRSI. Delež gradbišč z vsaj enim neustrezno zgoščena. Vzorčenje se je izvajalo izven zgoščenim jedrom (oziroma območjem) na območja spojev, jaškov, muld in koritnic, programu DRSI znaša 49 %. To pomeni, da kjer je že tako povečana verjetnost za je skoraj na vsakem drugem gradbišču slabšo zgoščenost. plast vsaj na enem območju neustrezno Slika 3: Delež gradbišč z vsaj enim neustrezno zgoščenim območjem na programu DRSI. 5 Zgostitev asfaltne plasti - temperatura plasti, pri katri se zmes zgošča (poglavje 5.1), Ustrezno zgoščena asfaltna plast zagotavlja - ustrezno zgoščevanje, (poglavje 5.2), odpornost plasti proti obremenitvam - dovolj toga podlaga, ki zagotavlja, da se prometa, preprečuje vdor vode in zraka, večina zgoščevalne energije prenese v oziroma poveča odpornost na vremenske asfaltno plast in ne v spodnje plasti (Evd vplive in je trajnejša. Neustrezno zgoščena > 45 Mpa). plast lahko povzroči zmanjšanje življenjske dobe tudi 5.1 Temperatura asfaltne plasti za 50 % in več (Bode, 2012). Visoka temperatura plasti (med 160 °C in Na doseganje ustreznih pogojev 140 °C) pomeni, da ima bitumen zelo nizko zgoščevanja vpliva zelo veliko dejavnikov viskoznost. Notranje trenje je zelo nizko in (glej poglavje 2), vendar so za ustrezno to omogoča najmanjši napor zgoščevanja, zgostitev plasti potrebni le trije osnovni zato lahko pride do prekomerne zgostitve pogoji: plasti. V ekstremnem primeru (odvisno tudi od lastnosti zmesi) se bitumen iztisne na površino in pojavijo se črni madeži 20. kolokvij o asfaltih in bitumnih 95 D. Zore Zgoščevanje asfaltnih plasti bitumna. Plast z visoko temperaturo ne Ko pade temperatura plasti pod 80 °C, smemo intenzivno zgoščevati, lahko se plast ni več primerna za zgoščevanje. Izvaja izvede en ali dva prehoda brez vibracije se glajenje oziroma zaglajevanje robov (predzgoščevanje). Če se pojavi narivanje (sledov) valjarja. Bitumen preide iz funkcije zmesi pred bandažo valja, je treba valjanje maziva v svojo primarno funkcijo veziva, za nekaj časa prekiniti, drugače bo prišlo kar bistveno poveča togost plasti. Ob do prečnih razpok ali tako imenovane nadaljnjem zgoščevanju se lahko pojavi pomarančne površine. V primeru več drobljenje zrn in rahljanje povezane prehodov po isti liniji ali ostrih zavojev se strukture plasti. običajno pojavi precejšen ugrez valja z bočnim izrivanjem zmesi. Valjar lahko tako močno zareže v svežo (prevročo) plast, da sled ostane tudi po koncu glajenja, kar je ena nedopustnih napak zgoščevanja. V primeru, če ni bočne opore (robnik), bo na robu plasti prišlo do precejšnjega izrivanja zmesi, kar si nikakor ne želimo. Na vroči površini se mora valjar ves čas gibati, ob (daljšem) zastoju se lahko pojavi vdolbina (odtis) valja, kar predstavlja neravnino. Ustrezna temperatura plasti (med 140 °C in 100 °C) zagotavlja uspešno zgoščevanje. Viskoznost bitumna oziroma ustrezno notranje trenje omogoča kamnitim zrnjem Slika 4:Vpliv temperature plasti na napor v asfaltni zmesi, da med seboj lažje zdrsijo zgoščevanja (Bomag, 2009) in se namestijo v čim bolj homogeno in zgoščeno strukturo plasti. V tej fazi se izvaja glavno zgoščevanje, to pomeni, da je treba izvesti ustrezno število prehodov 5.2 Zgoščevanje asfaltnih plasti glede na debelino plasti in maso valjarja. Pomembna je ustrezna izbira valjarja glede Za optimalno zgoščevanje so najbolj na debelino plasti. Ne sme biti prelahek ali primerni valjarji z dvema amplitudama in amplitudo in nižjo frekvenco, tanjše plasti dvema frekvencama. Valjarji novejše pretežak. Debelejše plasti se zgošča z večjo generacije zaznavajo togost in temperaturo hitrost valjarja dosega boljšo zgostitev plasti ter samodejno uravnavajo potrebno z nižjo amplitudo in večjo frekvenco. Nižja energijo zgoščevanja. Programska oprema plasti in obratno. Zmes z visokim deležem zbira in vrednoti podatke ter prilagaja okroglimi zrni. efektivno amplitudo vibracije. drobirja se težje zgošča, kot zmes z Če je bila s finišerjem dosežena visoka stopnja predzgostitve, z valjarji hitreje in lažje dosežemo ustrezno zgoščenost. Manj ustrezna temperatura plasti (med 100 °C in 80 °C) se običajno pojavi ob temperaturni segregaciji ali krajšem zastoju finišerja. Notranje trenje zmesi se bistveno poveča, za zgostitev je potrebno več energije, kar pomeni večjo intenziteto zgoščevanja, več prehodov ali/in večjo masa valjarja. Časovno okno zgoščevanja je bistveno zmanjšano, zato je treba prehode z valjarjem čimprej izvesti. V tej fazi je treba zaključiti z zgoščevanjem. 20. kolokvij o asfaltih in bitumnih 96 D. Zore Zgoščevanje asfaltnih plasti Preglednica 4: Tipične vrednosti za število vibracijskih prehodov (Bomag, 2009) Debelina asfaltne (tandem valjar) Število prehodov z vibracijo Vrsta vibracije plasti (cm) 4 tone 7 ton 10 ton 2 2 – 4 1 – 2 N 1 – 2 N N – nizka 4 amplituda 4 – 6 2 – 4 N 2 – 4 N 6 4 – 8 4 – 6 N 2 – 4 N 10 6 – 8 4 – 8 NV 4 – 6 NV V – visoka 14 amplituda 6 – 8 V 4 – 6 V Temperatura plasti > 100 °C. Hitrost valjarja od 3 do 6 km/h (od 50 do 100 m/min) Preglednica 5: Priporočene hitrosti valjanja (Bomag, 2009) Priporočene povprečne hitrosti valjanja (km/h) Predzgoščevanje 4 - 6 Statično, tandem Glavno zgoščevanje 3 - 5 Z vibracijo, tandem Glajenje 6 - 8 Statično, tandem Glavno zgoščevanje 4 - 8 Valjar s pnevmatikami Kasnejše valjanje 10 - 12 Valjar s pnevmatikami V zgornjih preglednicah so navedeni podatki kolikšno maso mora imeti valjar, 6. Ohlajevalna krivulja asfaltne koliko prehodov s kolikšno hitrostjo mora plasti in časovno okno opraviti, pri kateri temperaturi plasti, da bo zgoščevanja plast ustrezno zgoščena. Glede na lastnosti zmesi in temperaturne Dokaj pogosta oskrba valjarja z vodo pogoje okolja se da določiti ohlajevalno prekine dinamiko zgoščevanja. V tem času krivuljo plasti. Zgoščevanje je treba izvajati ga mora nadomestiti predhodno določen v t. i. časovnem oknu, glede na ohlajevalno valjar, ki nam pride prav tudi v primeru krivuljo. Stalno spreminjajoča se morebitne okvare. Stari asfalterski rek temperatura je glavni dejavnik, zaradi pravi: ՛՛En valjar ni noben valjar՛՛. V katerega je težko napovedati, kdaj začeti z primeru večjega števila valjarjev mora valjanjem in kdaj mora biti valjanje odgovorna oseba določiti razporeditev in končano. vloge valjarjev ter sosledje zamenjav (zaradi oskrbe z vodo, …), kar je treba spoštovati ves čas vgrajevanja. Slika 5: Ohlajevalna krivulja plasti in časovno okno 20. kolokvij o asfaltih in bitumnih 97 D. Zore Zgoščevanje asfaltnih plasti 6.1 Izračun časovnega okna s zgoščevanja (časovno okno) različnih V nadaljevanju so izračunani časi programom PaveCool debelin plasti pri različnih pogojih. Za izračun sta navedeni dve različni Programsko orodje PaveCool (MnDOT, temperaturi plasti za finišerjem. Vrednost 2024) je bilo razvito za pomoč izvajalcem 140 °C je najbolj (pogosta) primerna asfaltnih del, nadzornim organom in temperatura za začetek zgoščevanja in 100 tehnologom pri sprejemanju odločitev pri °C, ki je še zadnja možnost, da plast lahko izvajanja del. Uporabnik vnese uro, datum, ustrezno zgostimo. Najnižja dovoljena vrsto zmesi in podlage, hitrost vetra, temperatura plasti za vgrajevalnim strojem temperaturo asfaltne zmesi, podlage, za B 50/70 je 130 °C (RS MZI, 2009). zraka, količino oblačnosti in debelino plasti. Model toplotnega toka se uporablja Primer: za izračun, v kolikšnem času se temperatura površine plasti zniža do Vroče obdobje: temperatura zraka 30 °C, kritične vrednosti 80 °C. Če uporabnik temperatura podlage 40 °C, hitrost vetra 5 meni, da je na voljo premalo časa za km/h. zgoščevanje, lahko ta čas podaljša (na primer: povečanje debeline plasti ali Hladno obdobje: temperatura zraka 3 °C, temperature zmesi bo povečalo časovno temperatura podlage 1 °C, hitrost vetra 5 okno). km/h. Preglednica 6: Maksimalni časi zgoščevanja, v katerih je treba doseči končno stopnjo zgoščenosti plasti AC 22 base B50/70 AC 11 surf B50/70 A3 Čas zgoščevanja Čas zgoščevanja (min) A3 (min) 60 mm 40 mm Temperatura plasti Vroče Hladno Temperatura plasti Vroče Hladno (°C) obdobje obdobje (°C) obdobje obdobje 140 61 29 140 30 13 100 19 8 100 8 3 Čas za doseganje končne zgoščenosti plasti (z valjarji) v levi preglednici je lahko 61 min 7.1 Temperaturna segregacija ali samo 8 min. Čas za doseganje končne zgoščenosti plasti v desni preglednici je Proizvedena zmes se takoj po izpustu iz lahko 30 min ali samo 3 min. mešalnega bobna na tovorno vozilo začne To pomeni, da je treba glede na dane ohlajati. Poleg ohlajanja je med transportom podvržena tudi temperaturni pogoje, plast zgoščevati s popolnoma segregaciji, kajti na površini se bistveno različnim pristopom, kar pa v praksi ni v hitreje ohlaja kot v sredici. Magistrska navadi, oziroma kader ni usposobljen. naloga iz leta 2020 (Rošer, 2020) obravnava meritve temperature površine asfaltne zmesi na kamionu s termovizijsko 7. Vzroki za neustrezno zgoščeno kamero in meritve temperature asfaltne asfaltno plast plasti s termoskenerjem. Predstavljen je primer izvedbe asfalterskih del (poleti Razumevanje vplivov na zgoščevanje je 2019) v času najbolj ugodnih pomemben korak pri doseganju uspešnega temperaturnih pogojev. Temperatura zraka cilja. V poglavju 2 so navedeni dejavniki, ki je bila nad 30 °C ter podlage med 40 °C in kakorkoli vplivajo na uspešnost 50 °C. Transportna razdalja zmesi je zgoščevanja plasti. Obravnavanje vseh je znašala 21 km, čas vožnje 18 minut in vsi preobsežno, zato so v nadaljevanju tovornjaki so imeli ponjave. Ugotovljena predstavljeni le štirje. temperatura površine zmesi SMA 11 PmB 45/80-65 A1 na kamionu (na gradbišču) je 20. kolokvij o asfaltih in bitumnih 98 D. Zore Zgoščevanje asfaltnih plasti znašala 104 °C, kar predstavlja presenetljivo visoko stopnjo temperaturne segregacije in to se je posledično odražalo tudi v plasti za finišerjem. Debelina plasti je znašala 40 mm. Slika 6: Temperatura asfaltne plasti za finišerjem (levo rezultati, desno meritve s termoskenerjem); (Rošer, 2020) Kljub zelo ugodnim vremenskim pogojem temperature za cca. 37 °C). V takšnem so se ob menjavah tovornjakov (na primeru znaša temperatura plasti približno medsebojni razdalji od 20 do 30 m) 74 °C (111 °C - 37 °C), kar je manj od 80 pojavljala območja z visoko stopnjo °C in to pomeni, da se plast takoj za temperaturne segregacije (do 65 °C). Za finišerjem sploh ne da več zgostiti. lokacijo s temperaturo plasti 176 °C je bilo za zgoščevanje na voljo 46 minut 7.3 Ravnovesje štirih faz asfaltiranja (izračunan s programom PaveCool). Za znašal čas le 13 minut, kar predstavlja V obdobju načrtovanja izvedbe del je treba lokacijo s temperaturo plasti 111 °C pa je teoretično določiti in dejansko zagotoviti območje. ravnovesje štirih faz asfaltiranja veliko verjetnost za neustrezno zgoščeno (proizvodnja, prevoz, vgrajevanje in zgoščevanje). Uspešno ravnovesje 7.2 Čas ustavitve finišerja zagotavlja neprekinjeno vgrajevanje, pri čemer naj ne bi prišlo do visokih izgub Poleg segregiranih območij, ki so se temperatur v plasti za vgrajevalnim pojavila ob menjavah tovornjakov, je strojem. S tem je zagotovljen osnovni pogoj termoskener zaznal izgubo temperature za uspešno zgoščevanje in ravnost plasti. plasti ob vsaki ustavitvi finišerja (Rošer, 2020). Ob ustavitvi za 2 min, je zabeležil V primeru, da bo asfaltni obrat za izgubo temperature za 10 °C. Ob čakanju posamezno gradbišče vsako uro proizvedel na dostavo asfaltne zmesi ali drugih 100 ton zmesi, je treba glede na razdaljo in razlogov je bilo znižanje temperatur še značilnosti prometa zagotoviti dovolj večje. Čas ustavitve finišerja za 11 min in 8 prevoznih sredstev, da bo vsako uro na s, je povzročil znižanje temperature plasti gradbišče prispelo 100 ton zmesi. Finišer za finišerjem za 37,6 °C. mora glede na debelino in širino vgrajevanja zmes vgrajevati z ustrezno V nadaljevanju je predstavljen primer dveh hitrostjo, da bo na uro vgradil 100 ton. Za neugodnih vplivov hkrati. Temperaturna zgoščevanje pa mora biti na voljo dovolj segregacija, ki je večinoma prisotna pri ustreznih valjarjev, da bodo na uro zgostili prvem 100 ton zmesi oziroma plasti. Ravnovesje kipanju vsakega kamiona (ugotovljena temp. plasti 111 °C) in nato še je treba zagotavljati ves čas vgrajevanja. zastoj finišerja za 11 min (padec Ko pride do spremembe v eni fazi, je treba 20. kolokvij o asfaltih in bitumnih 99 D. Zore Zgoščevanje asfaltnih plasti korigirati tudi ostale faze, v nasprotnem (ažurno) prilagoditi dinamiko ali/in primeru lahko pride do zastojev in intenziteto zgoščevanja. drastičnih izgub temperature zmesi in/ali plasti. Trije najbolj pomembni pogoji zgoščevanja so: temperatura, temperatura in 7.4 Zamujeno časovno okno temperatura. 8. Ukrepi za izboljšanje Stalna dilema operaterja (ali operaterke) na valjarju je naslednja: - Ker je temperatura asfaltne plasti eden če prekmalu začnem z zgoščevanjem, obstaja ključnih kazalnikov kakovosti pri precejšnja verjetnost za nastanek razpok in neravnin, vgrajevanju, je pomembno, da se ta - lastnost stalno spremlja po celotni površini če prepozno začnem z zgoščevanjem, se bo plast preveč ohladila in je ne bom plasti, za finišerjem. Podobno kot kažejo moral zgostiti. prakse v tujini, bi morali tudi pri nas vpeljati meritve temperaturne segregacije, Vzrok za neustrezno zgoščeno asfaltno kar bi prispevalo k boljšemu poznavanju plast se velikokrat pojavi zaradi zamude pri tovrstnega problema in spodbudilo zgoščevanju, oziroma se zgošča plast s uporabo rešitev za njeno preprečevanje. prenizko temperaturo. Običajno operaterji Veljavna tehnična regulativa sploh ne nekoliko kasneje pričnejo z zgoščevanjem, predvideva ugotavljanja in vrednotenja da se izognejo razpokam v primeru temperaturne segregacije, zato jo je treba prevroče zmesi, kar je v določenem primeru dopolniti. (pri debelejši plasti in vročih pogojih) pravilno. Vendar tanjša plast in hladni Za oddaljena gradbišča je nujna uvedba pogoji uporabe vsaj treh ukrepov: zaprte ponjave, povzročijo nenaden padec temperature plasti in težava je tu. Operater kesona s potisno tehnologijo in na stroju mora poznati vpliv temperaturnih podajalnika, ki dokazano zmanjšujejo pogojev in biti pozoren na o stopnjo temperaturne segregacije. bnašanje zgoščevane plasti ter glede na izkušnje Slika 7: Ukrepi za preprečevanje temperaturne segregacije (Rošer, 2020) Globalno, po celi državi, se mora zagotoviti Ravnotežje štirih faz asfaltiranja je treba prevoz asfaltne zmesi na gradbišče iz organizirati in po najboljših močeh izvesti najbližjega (primernega) asfaltnega obrata. tako, da ima finišer stalno svežo dobavo Vsa podjetja bi morala podpisati skupno zmesi in se cel delovni potez ne ustavlja. S pogodbo o dobavi zmesi z najkrajšim čimer se izboljša tudi vzdolžno ravnost transportnim časom. Ta korak bi bistveno plasti. doprinesel k zmanjšanju ali celo odpravi temperaturne segregacije. Zaradi krajše Kar se tiče zgoščevanja asfaltne plasti, je razdalje se zmanjša število prevoznih marsikaj odvisno od znanja, marljivosti in sredstev, ogljični odtis, obremenjenost cest skrbnosti vodje izvedbe asfalterskih del in … delovodje, največ pa od operaterja na stroju. Operater na stroju se mora zanesti 20. kolokvij o asfaltih in bitumnih 100 D. Zore Zgoščevanje asfaltnih plasti na svoje oči, občutek in izkušnje ter v 10. Viri in literatura časovnem oknu ali še prej zgostiti plast. V primeru, da plast za finišerjem ne dosega Bode, T. A. 2012. An Analysis of the dovolj visoke temperature (kar ni redek Impacts of Temperature Segregation on Hot pojav), tudi najboljši valjar in najbolj Mix Asphalt. Magistrsko delo. Lincoln, usposobljen operater na stroju ne moreta Nebraska, University of Nebraska-Lincoln, zgostiti plasti. Faculty of The Graduate College: 90 str. https://digitalcommons.unl.edu/cgi/view Na žalost je tudi v asfalterstvu tako kot content.cgi?article=1009&context=constru povsod v življenju. Obstajajo sposobni ctiondiss, 2012. in obstajajo vozniki valjarjev, ki pri vožnji Bomag, Fayat group; Basic Principles of operaterji na valjarjih, ki obvladajo zadeve komaj sledijo liniji roba asfalta. Asphalt Compaction, GmbH, Hellerwald, D-56154 Boppard, 2009. 9. Zaključek MnDOT, program PaveCool, spletna stran - https://www.dot.state.mn.us/app/paveco Študije in izkušnje v asfalterstvu so ol, Minnesota Department of pokazale, da „klasično“ asfaltiranje ne Transportation, St. Paul, 2024. omogoča preprečevanja temperaturne Rošer, R., Temperaturna segregacija pri segregacije. Razumevanje časovnega okna vgradnji asfaltnih zmesi. Magistrsko delo. zgoščevanja je pri večini vpletenih akterjev Ljubljana, Univerza v Ljubljani, Fakulteta na zelo nizkem nivoju, zato je neustrezno za gradbeništvo in geodezijo, zgoščena asfaltna plast prepogost pojav. https://repozitorij.uni- Večinoma so predhodne faze relativno lj.si/Dokument.php?id=130239&lang=slv, uspešno izvedene, napake pa se pojavljajo 2020. pri zgoščevanju. Rošer, R., Temperaturna segregacija pri Dokler ne bo doseženo večje spoštovanje do vgradnji asfaltnih zmesi, 18. Kolokvij o temperature asfalta in večja strokovnost Asfaltih, bitumnih in voziščih, Bled, 2021. pri zgoščevanju, se bomo še naprej soočali z - RS MZI, Smernice in tehnični pogoji za neustrezno zgoščenimi asfaltnimi plastmi. To povzroča pogostejše obnove in graditev asfaltnih plasti, TSC 06.300 / zapore cest, kar vodi v nezadovoljstvo 06.410 : 2009, Ministrstvo za uporabnikov, infrastrukturo Republike Slovenije, višje stroške in večje obremenitve okolja. 2009. 20. kolokvij o asfaltih in bitumnih 101 Površinske prevleke kot del krajinskih in okoljskih ureditev Surface coatings as part of landscape and environmental arrangements Franc Pungerčič; Samo Gaberšek; (VIANOVA) parkih, kolesarskih in peš poteh, torej kot 1. UVOD del okolijskih ureditev. Površinske prevleke, o katerih govori ta Po kratki splošni predstavitvi površinskih prispevek, so v splošnem definirane v SIST prevlek bomo posebej poudarili ta poseben EN 12271:2007 – „Površinske prevleke – segment, ki ima svoje zahteve in zahteve“, in naših tehničnih specifikacijah značilnosti. TSC 06.417:2001 – „Vezane obrabne in zaporne plasti – Površinske prevleke“ 2. SPLOŠNO O POVRŠINSKIH (Direkcija republike Slovenije za ceste PREVLEKAH 2001). V splošnem gre za tanko plast, narejeno z Površinske prevleke se (v večini primerov) enim ali več zaporednimi pobrizgi uporabljajo kot zaključni/obrabni sloj bitumenskega veziva in posipom ter povozne / pohodne površine in s tem same uvaljanjem plasti neovitega ali delno po sebi lahko delno nadomeščajo ali pa ovitega drobirja na asfaltni, betonski ali dopolnjujejo plasti iz vročih asfaltnih nevezani nosilni podlagi. Površinska zmesi. prevleka je primerna za zagotovitev potrebnih lastnosti voznih - pohodnih Pred njimi ima ta tehnologija v okolijskem površin na novozgrajenih in obstoječih pogledu kar nekaj prednosti: površinah ali kot vzdrževalni ukrep na - je nizkotemperaturna, asfaltnih ali betonskih krovnih plasteh. - manjše debeline slojev – manjše porabe materialov in transportov, S površinsko prevleko: - vezivo in drobir se dostavita na - zaščitimo voziščno konstrukcijo pred gradbišče – ni vmesnega mešanja, prepuščanjem vode - vzdrževanje je enostavno, - zagotovimo ustrezne torne sposobnosti - manjši gradbeni odpadek, vozne površine - manjša obremenitev delovne sile (plini, - zatesnimo in zaščitimo krovno ali vročina). nosilno plast - utrdimo nevezano nosilno plast Govorimo torej o tehnologiji s precej manjšim ogljičnim odtisom od vročih, pa 3. MATERIAL tudi toplih asfaltnih zmesi, lahko bi jo imenovali kar »zelena tehnologija«. Zato je V tem prispevku zgolj povzemamo splošne ukrep v skladu z Uredbo o zelenem javnem lastnosti materialov s poudarkom na to tehnologijo možno uporabiti tudi kot naročanju. specifični uporabi. V celoti so navedene v regulativi iz točke 1. Njena značilnost je, da po vgradnji dobimo kamnita zrna izbrane granulacije in 3.1 Kamniti material vidno površino, ki jo sestavljajo zgolj barvnega odtenka naravnega kamna, kar daje površini naraven izgled. Kamniti material v površinski prevleki prenaša obremenitev na spodnje, nosilne Zato in zaradi svoje »zelenosti« je vedno bolj plasti, služi kot obrabna plast, ali, v prepoznana kot primerna za uporabo v primeru nosilne plasti iz drobljenca, utrjuje 20. kolokvij o asfaltih in bitumnih 102 F. Pungerčič; S. Gaberšek; Površinske prevleke kot del krajinskih in okoljskih ureditev površino. Da bi zadovoljivo opravljal vse klimatskih razmer, prometne obremenitve, naštete funkcije mora biti drobir trd, itd.. primerne oblike, odporen na zmrzal in imeti dobro afiniteto-adhezijo z bitumensko Možna je uporaba vročega bitumna ali pa emulzijo. bitumenske emulzije. Uporaba bitumenske emulzije ima več prednosti: - manjša poraba energije pri proizvodnji, skladiščenju in pobrizgu in s tem povezanimi škodljivimi izpusti - enostavnejša in bolj dostopna oprema za pobrizg, tudi zato bistveno cenejša izvedba - ni nevarnosti eksplozije, opeklin ali vdihavanja nevarnih snovi med nanosom (pobrizgom) Zato se v praksi vroč bitumen uporablja le, ko uporaba emulzije ni dovoljena (vodovarstvena področja – primer SAMI na Severni obvoznici v Ljubljani) ali ni Slika 1: primera kamnitega agregata praktična ali mogoča (prepočasen razpad, velik naklon površine). Kako se bo površinska prevleka obnašala pod prometno obtežbo je zelo povezano s Običajno se uporablja s polimeri kakovostjo kamnitega materiala. Ker je modificirana 70% kationska bitumenska debelina plasti površinske prevleke majhna emulzija (C 69 BP3), ki se z aditivi (lateks) (1-3 cm), so zahtevani kvalitetni kamniti lahko prilagodi specifični uporabi (večja materiali. Material mora prenesti vse viskoznost pri uporabi v naklonu…). fizikalno-mehanske in kemične vplive. Skladno z navedenimi TSC 06.417:2001 je Uporabljajo se kamnita zrna zgolj poraba kamnitega drobirja v odvisnosti od popolnoma drobljenih frakcij 2/4 mm, 4/8 sistema in velikosti frakcije cca 10-20 mm, 8/11 mm, 11/16 mm. kg/m2, poraba veziva pa 1,2 – 2,2 kg/m2. V praksi je poraba predvsem pri nevezani Najbolj zaželjena oblika zrn je kubična ali plasti kot podlagi večja, kar je tudi eden od tetraedrična, izogibati pa se je potrebno razlogov, da smo Tehničnemu odboru ploščatosti zrn. Pomembno je, da imamo predlagali postopek novelacije zastarele čim manj nadmernih in podmernih zrn. TSC. Škodljiva je prisotnost prašnih finih delcev, ki onemogočajo dobro omočenje oziroma 4 IZVEDBA ovitost zrna z vezivom. Zaradi tega se priporoča odpraševanje oz. pranje drobirja. V točki 4 v uvodu navedenih TSC so Izbira materiala je odvisna od namena definirani tipi površinskih prevlek. V uporabe, torej zahtevane kvalitete in grobem se razlikujejo v številu plasti (želene) frakcije. V primeru okolijskih drobljenca in pobrizgov veziva, te bomo ureditev, kjer obremenitve načeloma niso podrobneje omenili kasneje, pri primerih odločilne, pa večjo vlogo dobijo vizualne uporabe. Sama izvedba pa je v osnovi vsem lastnosti. enaka. 3.2 Vezivo V kolikor to dopušča objekt (dolžina, minimalna širina, ovire, drevje) površinsko Namen bitumenskega veziva pri površinski prevleko v celoti ali vsaj delno izvedemo prevleki je, da poveže plasti drobirja med strojno. seboj in podlago, ter vodotesno zapre vozišče. Izbira ustreznega veziva je odvisna od vrste in namena površinske prevleke, profila vozišča, vrste podlage, okolja, 20. kolokvij o asfaltih in bitumnih 103 F. Pungerčič; S. Gaberšek; Površinske prevleke kot del krajinskih in okoljskih ureditev 1 Čiščenje površine 3 posip drobljenca 5 Pavza vsaj teden dni 2 pobrizg z emulzijo 4 Valjanje 6 Sesanje viška zrn Slika 2: strojna izvedba površinske prevleke - shema Faza 1 je potrebna pred prvim slojem, faza Po izvedbi in utrditvi na površini ostanejo 6 opcijsko po zadnjem sloju. nevezana in izločena zrna, ki se jih lahko po tednu ali več strojno pomete. To je Kjer ni možna strojna izvedba, posamezne nujno potrebno pri voziščih zaradi faze nadomestimo z ročnim delom (pobrizg izletavanja izpod koles in poškodb vozil, pri z lanceto, ročni razvoz in razgrinjanje okoljskih ureditvah pa se lahko tudi pustijo drobirja…). zaradi vizualnega učinka. Površina se dokončno uvalja s prometom, če le-tega ni (pešpoti) jo bolj uvaljamo pri vgradnji. Slika 3: strojna izvedba površinske prevleke – pobrizg, posip, valjanje Hitrost razpada bitumenske emulzije je 5 UPORABA predvsem odvisna od temperature in vlage, kar pri relativno velikih količinah, 5.1 Obrabni sloj vozišč potrebnih pri površinskih prevlekah (tudi do 3 kg/m2 ene plasti), pomeni, da je izvedba del v praksi možna med mesecem S površinsko prevleko je možno majem in septembrom nadomestiti obrabni sloj asfalta. Pri nas se , v daljšem obdobju stabilnega vremena s temperaturami v praksi ukrep uporablja predvsem na podlage in zraka praviloma nad 20 º C ter, odsekih vozišč, kjer se ugotovi neustrezna ko ni padavin. Pri pobrizgih emulzije kot odpornost površine proti zdrsu. Zaradi vezivo med sloji asfalta je količina tipično le tankosti plasti (tipično cca 1 cm) niso 0,3 -0,5 kg/m2, zato tu vremenski pogoji potrebne višinske prilagoditve ostalih niso tako omejujoči. elementov cestišča, kot so jaški, ograje, robniki… S površinsko prevleko lahko tudi podaljšamo življenjsko dobo vozišču s »postaranim« asfaltom, če je le-to drugače v dobrem stanju. 20. kolokvij o asfaltih in bitumnih 104 F. Pungerčič; S. Gaberšek; Površinske prevleke kot del krajinskih in okoljskih ureditev Pod določenimi pogoji je možna tudi V ta namen uporabljamo enoplastno uporaba na betonskem vozišču. površinsko prevleko. Slika 4: Enoplastna površinska prevleka – pobrizg, posip, uvaljanje Slika 5: Enoplastna površinska prevleka Slika 6: Nahrapavljeno in sanirano betonsko 4/8 mm; R2-403/1076 Češnjica -Škofja Loka vozišče pred izvedbo protizdrsne prevleke; G1-11/1062 Koper-Dragonja 5.2 Zatesnitev veznega sloja asfalta – SAMI Gre za enoslojno površinsko prevleko, vgrajeno med vezni in obrabni sloj asfalta, poimenovano tudi SAMI (Stress Absorbing Membrane Interlayer Uporablja se: - pred vgradnjo drenažnega asfalta PA - kot zaščita podtalnice na vodovarstvenih območjih pred vgradnjo sloja SMA. V tem primeru se načeloma uporabi kot vezivo vroč bitumen. Slika 7: zaščita podtalnice na AC A1 odsek 0655 Unec – Postojna (vroč bitumen) 5.3 Utrditev nevezane nosilne površine Površinska prevleka se lahko izvede na nevezano nosilno podlago – tamponski sloj. Tako obdelane vozne površine zagotavljajo primerne lastnosti za prevzem predvidenih 20. kolokvij o asfaltih in bitumnih 105 F. Pungerčič; S. Gaberšek; Površinske prevleke kot del krajinskih in okoljskih ureditev obremenitev na novozgrajenih, kot tudi na Namen uporabe: obstoječih makadamskih površinah. - lažje in srednje obremenjene poti - kolesarske in pešpoti Zaradi majhne debeline površinske - zunanje ureditve ob objektih prevleke (1-3 cm, odvisno od izbrane vrste), - izjemoma tudi manjša manj je potrebno fini planum izvesti čim bolj obremenjena parkirišča za osebna vozila ravno (odstopanje pod 4 m merilno letvijo +-1cm), ter homogeno (brez segregacije tamponskega sloja!). Robne elemente 5.3.1 Vrste najpogosteje (robniki, granitne kocke, fasade objektov, uporabljenih površinskih ipd.), ter pokrove jaškov, ki bodo v stiku s prevlek na nevezani podlagi površinsko prevleko, se pred izvedbo zaščiti. 20. kolokvij o asfaltih in bitumnih 106 F. Pungerčič; S. Gaberšek; Površinske prevleke kot del krajinskih in okoljskih ureditev 5.3.2 Izbor vrste površinske Kolesarske, peš poti in zunanje ureditve prevleke in količina materialov Najpogosteje se uporabi dvoplastno površinsko prevleko s frakcijo drobirja od Voziščne konstrukcije za motorna vozila 4/8 mm do 2/4 mm za zaključno vrhnjo plast. Pri tem namenu je izbor odvisen tudi - za zelo lahko prometno obremenitev se od preferenc glede videza ali narave predvidi dvoplastno površinsko prevleko uporabe. in vgrajuje frakcije drobirja od 8/11 mm do 4/8 mm za zaključno vrhnjo plast. Vrste in postopki s potrebnimi količinami materialov so v TSC navedeni z - za lahko in srednjo prometno obremenitev informativnimi mejnimi vrednostmi. Skozi se izkušnje se je pokazalo, da so potrebne predvidi dvoplastno površinsko prevleko s predhodnim posipom s količine materialov pri izvedbi na nevezan zaporednimi sloji frakcij drobirja 11/16 nosilni sloj (poroznost, nevezanost) večje od mm, 8/11 mm ter 4/8 mm. Zaradi v TSC navedenih splošnih. To je tudi eden obrabe se tipično uporablja silikatni od razlogov za predlagano novelacijo TSC. kamniti drobir. Slika 8 – dvoplastna površinska prevleka s predhodnim posipom; R3-746, odsek 2407 Stari trg – Loški potok od km 2.020 do km 7.500 TSC 06.417:2001 IZKUSTVENA SPOZNANJA zmes kamnitih Bitumensko zmes kamnitih Bitumensko zrn vezivo zrn vezivo Vrsta površinske prevleke frakcija količina C 69 BP 3 frakcija količina C 69 BP 3 mm kg/m2 kg/m2 mm kg/m2 kg/m2 sendvič 8/11 11-16 8/11 13-17 4/8 4-8 1,8-2,2 4/8 15-20 2,5-3,2 dvoplastna 8/11 12-18 1,4-2,1 8/11 13-17 2,3-3,0 4/8 10-15 1,2-1,8 4/8 15-20 2,5-3,3 2/4 8-12 1,0-1,4 2/4 15-20 2,1-2,8 dvoplastna s 11/16 11/16 11-16 predhodnim 8/11 8/11 13-17 2,6-3,2 posipom 4/8 4/8 15-20 2,7-3,4 20. kolokvij o asfaltih in bitumnih 107 F. Pungerčič; S. Gaberšek; Površinske prevleke kot del krajinskih in okoljskih ureditev Vezivo sloju, če želimo uporabiti vse prednosti površinskih prevlek. V tem primeru je Kot že navedeno, se kot vezivo uporablja izbira sistema odvisna predvsem od kationska polimerna bitumenska emulzija pričakovanih obremenitev, običajna je C 69 BP 3-OB. Gre pa pri uporabi na uporaba dvoplastne površinske prevleke, nevezani nosilni plasti za določene lahko s predhodnim posipom. Debelina je specifike glede viskoznosti. Biti mora dovolj tako odvisna od izbire števila slojev in tekoča da penetrira v podlago NNP in se debeline zrn, in je med 1 in 3 cm. zrna drobirja dovolj omočijo, obenem pa mora biti toliko viskozna, da ne steče s Pogosto gre v teh primerih za manjše, površine v določenem prečnem in omejene površine nepravilnih oblik vzdolžnem padcu. To se z dodatki (lateks) oziroma ožje poti, zato se temu prilagajamo prilagaja v procesu proizvodnje. z ročno izvedbo posamezne faze del, ki je ni moč izvesti strojno (slika 9). 6 Površinska prevleka v sklopu Ker gre v teh primerih običajno le za lahke krajinske in okolijske ureditve obremenitve, in zato določene kvalitativne lastnosti niso tako pomembne, imamo več Zaradi svoje lastnosti, da so na površini možnosti, da se z izbiro vira in granulacije vidna zgolj kamnita zrna, je površinska materiala prilagodimo konkretnemu prevleka zelo primerna za utrditve tam, namenu uporabe ali želji naročnika. Za kjer je potreben naraven videz utrjene zaključni sloj je običajna uporaba frakcij pohodne površine. Zato, in pa tudi zaradi 4/8 za bolj hrapavo, ali 2/4 za bolj gladko prilagodljive izvedbe ter nizkega ogljičnega površino. Z izbiro ustreznega vira odtisa, se vedno bolj uveljavlja kot izbira v kamnitega materiala lahko v okviru parkovnih ureditvah, na kolesarskih poteh, naravnih možnosti tudi vplivamo na v naravnih parkih, spomeniških ureditvah. odtenek površine. Tu bomo podali nekaj primerov uporabe. Tako je na primer naročnik v Slovenski Izvedba prevleke je možna na asfaltni Bistrici s površinsko prevleko s svetlejšim podlagi, če želi naročnik zgolj poudariti drobirjem na večjem asfaltnem parkirišču videz površine, ali pa na tamponskem zmanjšal segrevanje površine (slika 10). Na slikah 11 in 12 lepo vidimo primerjavo uporabe drobirja različnih odtenkov sive Površinske prevleke se zelo dobro vklopijo v parkovne ureditve. So manj toge od asfaltov, zato so manj občutljive na deformacije zaradi korenin ali posedkov. 20. kolokvij o asfaltih in bitumnih 108 F. Pungerčič; S. Gaberšek; Površinske prevleke kot del krajinskih in okoljskih ureditev Uporabljajo se tudi za utrditev poti tam, kjer uporaba asfaltov ni dovoljena ali zaželena, kot na primer v krajinskem parku Sečoveljske soline. Krajinski arhitekti jo izberejo tudi za ureditev okolice spomenikov. 20. kolokvij o asfaltih in bitumnih 109 F. Pungerčič; S. Gaberšek; Površinske prevleke kot del krajinskih in okoljskih ureditev Je pa pri projektiranju in pričakovani 8 VIRI IN LITERATURA izvedbi potrebno upoštevati, da je gradnja zaradi potrebnega razpada veziva – - Tehnične specifikacije TSC mesece, kjer je pričakovati temperature zaporne plasti – Površinske prevleke“ o vsaj 20 C in suhe dneve. V praksi je tako v (Direkcija republike Slovenije za ceste emulzije v praksi časovno omejena na 06.417:2001 – „Vezane obrabne in celinski Sloveniji izvedba možna v obdobju 2001). med majem in septembrom, v Istri tudi - Productblatt Oberflachen, Vialit dlje. Austria GmbH, 2022 - Arhiv Vianova Slovenija d.o.o. 7 ZAKLJUČEK Tehnologija površinskih prevlek se razvija že desetletja, v nekaterih državah je tudi precej bolj zastopana, predvsem kot ukrep pri gradnji in vzdrževanju vozišč. Zaradi svojih lastnosti je pa tudi primerna za utrditve tam, kjer je želen ali potreben naraven videz pohodne površine. Krajinski arhitekti jo tako prepoznavajo kot rešitev v parkovnih ureditvah, na kolesarskih poteh, v naravnih parkih, spomeniških ureditvah. Zaradi naravnega videza je površinska prevleka za krajinsko ureditev sprejemljivejša od klasičnega asfaltiranja, površine obdelane s tem postopkom, lažje umestimo v naravno okolje. Zaradi bistveno manjših temperatur pri gradnji in količine ter načina uporabe potrebnih gradbenih materialov obremenjuje okolje bistveno manj kot klasični, in nizkotemperaturni asfalti. Tehnologijo je zato tudi moč uporabiti kot ukrep skladno z Uredbo o zelenem javnem naročanju. Ne gre za tehnologijo, ki je uporabna vedno in povsod, ima svoje slabosti, a s svojimi prednostmi je optimalna rešitev za marsikateri problem in bi si zaslužila več pozornosti. 20. kolokvij o asfaltih in bitumnih 110 Odklepanje celotnega potenciala RAP Unlocking the full potential of RAP Samir Irzayev (Rettenmaier & Söhne GmbH + CO KG); Boris Kalčič (INTERKABO HMBH) In times of rising cost pressure paired with So, for its further reuse RAP can be a growing concern for the environment, the recovered by breaking and lifting up layer high- quality recycling of reclaimed asphalt packages of asphalt in slabs (demolition (RAP) provides an ideal opportunity for asphalt) or by milling off layerwise to a compromises in terms ofquality or durability treatment of RAP at mixing plants takes place in form of crushing, granulating and of asphalt pavements. In order to achieve combining these two aspects without any certain thickness (milled asphalt). The the highest possible level of added value, sieving. Different RAP types are stored separately from each other and should be ideally, a higher percentage of RAP derived covered with foil. The addition of cold RAP from asphalt surface layer material with can be fulfilled batchwise or continuously, high-grade mineral aggregates and binders RAP can also be added hot after pre- should be re-used in new asphalt pavement. heating in parallel drums. The portion of added cold or hot RAP depends on local Asphalt recycling: recovery, treatment regulation. and addition of RAP In Germany, in order to analyse the RAP Whereas „recycling“ stands for the content, a defined number of samples is preparation and treatment of materials or taken from stockpiles, usually 5 samples products to something new, „reuse“ is from every 500 tons. The homogeneity is defined as a repeated use of materials or then determined by bitumen content (% by products for the same application purpose. weight), softening point ring and ball (°C) and particle fractions of filler, sand and coarse aggregates of >2mm (% by weight). Table 1: RAP content analysis Characteristic Particle fraction < Particle fraction Particle fraction > 2 Binder content Softening point 0,063 mm 0,063 mm bis 2 mm mm Ring-and-ball (TR&B> [°C] [M.-%] Sample no. 1 68,6 5,8 9,8 27,7 62,4 Sample no. 2 64,0 5,8 11,3 25,2 63,5 Sample no. 3 64,8 5,2 9,2 19,8 70,9 Sample no. 4 68,0 4,7 6,7 21,5 71,8 Sample no. 5 66,4 5,1 12,1 23,8 64,1 Mean value 66,4 5,3 9,8 23,6 66,5 Range 4,6 1,1 5,4 7,9 9,4 The maximum amount of RAP is based on its homogeneity and the technical setup of the mixing plant. However, the lowest value out of these 5 parameters determines the maximum RAP content (see Figure 1). 20. kolokvij o asfaltih in bitumnih 111 S. Irzayev, B. Kalčič Odklepanje celotnega potenciala RAP Figure 1: Determination of maximum RAP content Problem of bitumen aging Bitumen aging is primarily caused by heat, UV and oxidation, which all lead to increased stiffness and loss of adhesion, resulting in ravelling and thermal cracking in winter periods and, therefore, shortening the total service life of the asphalt pavement. The exposure to heat, air oxygen and UV changes the chemical composition of the bitumen, that is reducing its oily maltenes phase with remaining greater ratio of stiffer asphaltenes. The bitumen becomes over its lifetime brittle, less ductile and more susceptible to temperature variations. Figure 3: Cracking Figure 2: Ravelling 20. kolokvij o asfaltih in bitumnih 112 S. Irzayev, B. Kalčič Odklepanje celotnega potenciala RAP Asphalt aging occur in two stages: short- paving. Long-term aging occurs during term and long-term. Short-term aging is service life and depends mainly on the mainly caused by volatilization, oxidation, composition of asphalt as well as on and/or absorption of oily components and external influence such as oxygen from the happens during mixing, transport and atmosphere. Figure 4: Short-term and long-term aging of bitumen The bitumen aging can be simulated in lab soften, dilute or plasticize the aged conditions: in Pressure-Aging-Vessel (PAV) bitumen. for a long-term aging and during Rolling- Thin-Film-Oven-Test (RTFOT) for a short- Search for a new kind of real rejuvenator term aging. led us to the development of a new product VIATOP® plus RC, an effective Overcoming bitumen aging: real rejuvenator. By using VIATOP® plus RC, a rejuvenator vs. softening agents combination of cellulose fibers and higher dosage of RAP is possible at mixing plants with adequate technical setup The usage of a sustainable and effective without major investments. rejuvenator allows to solve the issue of bitumen aging. A real rejuvenator restores physical and rheological (viscoelastic) Comparative study on effect of various properties of an aged bitumen, reduces its additives overall viscosity, improves its relaxation, and should not lead to the accelerated In course of a comparative study performed ductility, cohesive and adhesive properties aging of a rejuvenated bitumen. by an independent laboratory, a total of six different additives, including the additive Softening agents such as flux oil, which are used in VIATOP® plus RC, were examined with regard to their rejuvenation effect. The frequently positioned as rejuvenators, can additives studied are shown in Figure 5. only lower the viscosity of an aged bitumen. They are unable to re-activate it, to eliminate or reduce its exposure to cracking and to maintain or improve its rutting resistance. Softening agents only 20. kolokvij o asfaltih in bitumnih 113 S. Irzayev, B. Kalčič Odklepanje celotnega potenciala RAP V1 (Additive 2.0) used in VIATOP® plus RC Figure 5: Additives for study In order to obtain a comparative basis for aging and testing to check the long-term assessment of their individual effect, the effectiveness of each additive. same road construction bitumen 50/70 was used for all variants and a constant quantity of 3% by weight of each additive The following indications were used to was applied. identify the aging stages: Rapeseed oil at the quantity of 3% by A0: fresh / “virgin“ condition, also after rejuvenation weight and soft road construction bitumen AI: after short-term aging (RTFOT) 160/220 at a rate of 30% by weight were AII: after short-term (RTFOT) and long- also used for direct comparison to six term aging (PAV) additives. AIII: after short-term (RTFOT) and twice long-term aging (PAV) Firstly, a testing of the physical (softening point ring and ball, needle penetration) and The testing procedure is shown as a flow rheological properties (complex shear chart in Figure 6: modulus and phase angle on Dynamic Shear Rheometer as well as behavior at low temperatures on Bending Beam Rheometer) was performed on a bitumen 50/70 in the “virgin” and aged (short-term aging RTFOT and long-term aging PAV) condition. Afterwards, the above-mentioned additives, rapeseed oil and bitumen 160/220 were added to the aged bitumen samples. In order to test the effectiveness of each additive on aged bitumen, physical and rheological properties of the samples were examined again. Then, the rejuvenated samples underwent repeated 20. kolokvij o asfaltih in bitumnih 114 S. Irzayev, B. Kalčič Odklepanje celotnega potenciala RAP Figure 6: Testing program For a better visualization and The following Figure 7 provides an example comparability of the results, the of the spider diagram for a fresh base parameters were plotted on spider bitumen 50/70 (A0) compared to its aged diagrams. The bitumen parameters were state (AII). Figure 8 compares the values subdivided into three basic temperature achieved by all rejuvenating additives, ranges: high (60°C), medium (20°C to 30°C) including the one used in VIATOP® plus and low (-10°C to -25°C). RC (V1). The results show the percentage, to which the physical and rheological properties of the aged base bitumen were restored after rejuvenation in relation to base bitumen 50/70 in the „virgin“ condition. They also indicate the effectiveness of an individual product within the specific temperature range based on the size of the colored area (larger colored area = higher effectiveness). 100% stands for a complete restoration of the value or even its improvement by the rejuvenating agent. 20. kolokvij o asfaltih in bitumnih 115 S. Irzayev, B. Kalčič Odklepanje celotnega potenciala RAP Figure 7: Fresh base bitumen 50/70 (A0) vs. aged base bitumen 50/70 (AII) V1 (Additive 2.0) used in VIATOP® plus RC Figure 8: Restoration of properties after rejuvenation 50/70 (AII) In order for a rejuvenator to be classified as lead to the highest restoration of the effective, it must restore the characteristic physical and rheological properties with values of the fresh bitumen over the entire the most uniform results over all three temperature range. The rejuvenator V1 temperature ranges. from VIATOP® plus RC and soft road construction bitumen 160/220 (V8), which is added at a rate of 30% by weight, both 20. kolokvij o asfaltih in bitumnih 116 S. Irzayev, B. Kalčič Odklepanje celotnega potenciala RAP Conclusion the aged bitumen, but re-activates it. In addition to the apparent rejuvenating The results of the study make it clear that effect, the study has proven that the it is not enough to simply assess the rejuvenator is able to prevent further aging bitumen parameters directly after the of the binder to a certain extent. addition of a rejuvenator. Rather it is necessary to also assess the properties of Using rejuvenators to improve the the rejuvenated bitumen after repeated performance of asphalt pavement is an aging as well. A rejuvenator can be effective and economic way of hot asphalt considered as sustainable and effective recycling. VIATOP® plus RC contains a only if it exhibits significantly better values real rejuvenator, allowing a higher dosage than the base bitumen at the comparable of RAP at mixing plants with adequate aging level. technical setup. In the pelletized form it is easy to handle with the available dosing By any means, a rejuvenator must not technology and it contains no hazardous accelerate the aging process of the bitumen substances. in a way, so that the original bitumen ® VIATOP plus RC is the solution, which (without rejuvenator) shows similar or combines economic and environmental better results after aging, compared to a aspects of asphalt production. rejuvenated bitumen of the same „aging status“. In this context, the terms sustainability and effectiveness of a Sources: rejuvenator play a major role. [1] „Effectiveness and Performance of The study demonstrated that the additive Rejuvenators, Part 3: Laboratory used in our product VIATOP® plus RC Tests“ by Dr.-Ing. Daniel Gogolin and provides a real rejuvenation effect on aged Tim Lümkemann, B.Sc. (asphalt, bitumen. It significantly improves its Volume 2/2019) physical and rheological properties. The additive does not simply soften or plasticize 20. kolokvij o asfaltih in bitumnih 117 REFERATI SEKCIJA 4: Proizvodnja asfaltnih zmesi, testiranje in oprema LECTURES SECTION 4: Manufacture of Asphalt mixtures, testing, and equipment 20. kolokvij o asfaltih in bitumnih 118 Poskusna polja s toplimi asflati po postopku penjenega bitumna na odsekih AC 0043 in AC 0067 (Vransko – Blagovica): Način do boljše trajnosti in zmanjšanja ogljičnega odtisa Full-scale test of warm asphal tusing the foamed bitumen process on sections AC 0043 and AC 0067 (Vransko – Blagovica): Toward improved durability and reduced carbon footprint Dejan Hribar, Boris Ronkalj (STRABAG laboratorij TPA) ; Lidija Ržek (ZAG) Povzetek Na odsekih AC 0043 in AC 0067 (Vransko – Blagovica) se je oktobra 2024 izvedlo primerjalno preskusno polje asfaltne zmesi AC 22 bin PmB 45/80-65 A1, A2, po klasičnem vročem postopku (oznaka vzorca HMA) ter po sodobnem toplem postopku z uporabo penjenega bitumna (oznaka vzorca WMA). Analize so pokazale, da topla asfaltna zmes (WMA) po postopku penjenega bitumna (z cca 30 °C nižjo temperaturo pri vgradnji) dosega enakovredne mehanske-fizikalne lastnosti kot klasična (HMA), pri čemer ključno razliko izkazuje WMA z manjšo otrdelostjo ekstrahiranega veziva. To potrjuje, da nižja temperatura vgradnje pozitivno vpliva na zmanjšanje staranja bitumenskega veziva ter prispeva k večji trajnosti voziščne konstrukcije in zmanjšanju ogličnega odtisa. Abstract In October 2024, on sections AC 0043 and AC 0067 (Vransko – Blagovica), a comparative trial was carried out using the AC 22 bin PmB 45/80-65 A1, A2 asphalt mixture. The mixture was applied both using the conventional hot process (HMA) and the modern warm process with foamed bitumen (WMA). The analyses showed that the warm asphalt mixture (WMA), applied at approximately 30 °C lower than the hot mix, achieves mechanical and physical properties equivalent to the conventional HMA. The main difference is that WMA exhibits lower stiffness of the extracted binder, indicating that the lower placement temperature helps reduce bitumen aging. This contributes to longer pavement life and a smaller carbon footprint. Uvod konvencionalnimi vročimi asfaltmi (ang. Hot Mix Asphalt, HMA) [2]. Takšen pristop V zadnjih desetletjih se cestogradnja sooča neposredno prispeva k nižji porabi energije, z naraščajočimi okoljskimi zahtevami, ki zmanjšanju emisij CO₂ ter izboljšanju jih narekujejo evropske in nacionalne delovnih pogojev zaradi manjše emisije politike. Evropski zeleni dogovor in hlapov in dima med vgradnjo [3]. Poleg tega strategija Fit for 55 predvidevata nižje temperature upočasnijo staranje zmanjšanje emisij toplogrednih plinov za veziva, kar lahko pozitivno vpliva na 55 % do leta 2030 ter dosego podnebne dolgoročno trajnost voziščne konstrukcije. nevtralnosti do leta 2050 [1]. V tem kontekstu imajo tehnologije toplih asfaltov Tehnologije WMA vključujejo več pristopov, ( ang. Warm Mix Asphalt, WMA) pomembno med katerimi so najpogostejši uporaba vlogo, saj omogočajo znižanje proizvodne in organskih dodatkov (npr. voski), kemičnih vgradne temperature asfaltnih zmesi za dodatkov ter penjenega bitumna. Organski približno 20–40 °C v primerjavi s dodatki znižujejo viskoznost veziva pri 20. kolokvij o asfaltih in bitumnih 119 D. Hribar; B. Ronkalj; L. Ržek Poskusna polja s toplimi asfalti po postopku penjenega bitumna: Način do boljše trajnosti in zmanjšanja ogljičnega odtisa nižjih temperaturah, kemični dodatki pa 1. Materiali in metode poleg izboljšane obdelovalnosti povečajo adhezijo med bitumnom in agregatom. Na avtocestnih odsekih AC 0043 in AC Penjeni bitumen, ki nastane z 0067 med Vranskim in Blagovico je bilo vbrizgavanjem majhne količine vode v izvedeno testno polje, kjer so se v vezni segreti bitumen, povzroči njegovo hitro plasti vgrajevali topli asfalti proizvedeni s prostorninsko razširitev in začasno tehnologijo penjenega bitumna. Na asfaltni zmanjšanje viskoznosti. S tem se olajša bazi Andraž sta bili proizvedeni dve asfaltni mešanje in omogoči enakomerno obdajanje zmesi tipa AC 22 bin PmB 45/80-65 A1, agregatnih zrn, tudi pri nižjih A2: tehnologija penjenega bitumna ena asfaltna zmes AC 22 bin PmB najpogosteje uporabljanih metod za dosego temperaturah [4]. V Evropi je prav • referenčna vroče pripravljena ciljev WMA, saj ne zahteva nujno dodatnih 45/80-65 A1, A2 (HMA) ter kemičnih sredstev in se lahko izvaja z • topla asfaltna zmes AC 22 bin PmB ustrezno prilagoditvijo obstoječe opreme v 45/80-65 A1, A2 NT (WMA), pri asfaltnih bazah. kateri je bil uporabljen penjeni bitumen. Transport in vgradnja tople asfaltne zmesi na poskusnem polju je potekala na enak način kot pri klasičnih vročih asfaltnih zmeseh (slika 2). Uporabljena je bila mehanizacija finišer Vogele 1800-3i in valjarji HAMM HD 80i k, HAMM 75 HD, HAMM 13 HD. Vezna asfaltna zmes se je na testnem polju vgrajevala na voznem pasu v širini 4 m in dolžini 430 m (200 m HMA in 230 m WMA). Projektirana debelina asfaltne zmesi je bila 90 mm. Slika 1: Koncept proizvodnje toplega asfalta z penjenem bitumna [2] Številne raziskave in testna polja so pokazali, da WMA, izdelan s penjenim bitumnom, dosega mehanske lastnosti, primerljive ali celo boljše od HMA. Med ključne prednosti sodijo lažja vgradnja pri nižjih temperaturah, možnost daljših transportnih ter možnost vgradnje v hladnejših vremenskih pogojih, kar povečuje operativno prilagodljivost gradbenih del [4], [5], [6]. V Sloveniji je uporaba WMA s penjenim Slika 2: Vgradnja toplega asfalta po bitumnom še vedno omejena. Doslej so se postopku penjenega bitumna topli asfalti vgrajevali predvsem v okviru [TPA, 2024] testnih polj, zato obstaja potreba po realnih prometnih in klimatskih razmerah. plasti so bile preiskane v laboratorijih ZAG in TPA. Vhodni s polimeri modificiran V tem prispevku so predstavljene praktične bitumen (PmB 45/580-65) in ponovno izkušnje s poskusnim poljem na slovenski njihovega dolgoročnega obnašanja v Obe proizvedeni zmesi in vgrajene asfaltne sistematičnem spremljanju in oceni avtocesti, kjer so bile izvedene asfaltne pridobljena bitumna iz tople in vroče asfaltne zmesi so bili preiskani po zmesi s penjenim bitumnom. postopkih standardnih empiričnih preiskav (temperatura zmehčišča po 20. kolokvij o asfaltih in bitumnih 120 D. Hribar; B. Ronkalj; L. Ržek Poskusna polja s toplimi asfalti po postopku penjenega bitumna: Način do boljše trajnosti in zmanjšanja ogljičnega odtisa prstanu in kroglici, penetracija, 2. Rezultati preiskav pretrgališče po Fraassu, duktilnost) v laboratoriju ZAG in TPA. Z omenenimi 3.1 Rezultati preiskav asfaltne zmesi Dodatno je bila z dinamičnim strižnim višji kot pri HMA, kar lahko kaže na učinkovitejše obvijanje agregata ali reometrom preiskana reologija bitumnov v enakomernejšo porazdelitev veziva. laboratoriju ZAG. fizikalno-mehanske lastnosti bitumnov. Topni delež veziva je bil pri WMA nekoliko preiskavami smo ugotavljali osnovne Največja gostota obeh zmesi je bila Asfaltni zmesi (WMA in HMA) sta bili praktično enaka, kar pomeni, da je skelet agregata primerljivo sesta vljen. Večja preiskani po zahtevah serije standardov razlika se kaže pri prostorninski gostoti in SIST EN 12697. Določene so bile sejalne vsebnosti zračnih votlin. WMA je imela krivulje, gostote asfaltnih zmesi višjo prostorninsko gostoto in nižjo (prostorninska in največja gostota asfalta), vsebnost zračnih votlin, kar nakazuje vsebnost zračnih votlin v zmesi in stopnja boljšo zgostljivost zmesi in potencialno zapolnjenosti votlin v kameni zmesi z manjšo prepustnost. Zapolnjenost votlin z vezivom. Za določitev mehanskih lastnosti vezivom (VFB) je bila pri WMA prav tako je bila asfaltnima mešanicama določena višja, kar pomeni, da je notranja struktura odpornost na utrujanje. zmesi gostejša, kar lahko prispeva k večji Na gradbišču je bilo med vgradnjo izvedeno odpornosti proti vplivom vode in zraka. Sejalni krivulji obeh zmesi sta med seboj spremljanje temperature asfaltne zmesi. Po primerjlivi. Vse preiskane vrednosti so bile vgradnji so bila iz obeh testnih odsekov znotraj zahtev standarda SIST 1038- odvzeta jedra, na katerih je bila določena 1:2009/AC103:2022 za vezno asfaltno zgoščenost in vsebnost zračnih votlin v zmes. plasti. Preiskana je bila tudi zlepljenost asfaltnih plasti po TSC 06.753:2006. Slika 3: Sejalni krivulji asfaltnih zmesi WMA in HMA Preglednica 1: Rezultati preiskav asfaltnih zmesi Zahteva HMA WMA WMA Lastnost Metoda preiskave Enota SIST 1038- TPA TPA ZAG 1:2022 SIST EN 12697-1: Topni delež veziva % (m/m) 3,7 3,9 4,1 2020 SIST EN 12697-5: Največja gostota asfalta Mg/m3 2,558 2,561 2,560 2019, tč.9.2 asfalta Mg/m3 2,414 2,434 2,450 Prostorninska gostota SIST EN 12697-6: 2020, tč.9.3 Vsebnost zračnih votlin SIST EN 12697-8: % (V/V) 5,6 5,0 4,3 4,0-7,0 (Va) 2019 Zapolnjenost votlin v KZ z SIST EN 12697-8: % (V/V) 60,8 65,1 69,8 55,0-77,0 vezivom (VFB) 2019 20. kolokvij o asfaltih in bitumnih 121 D. Hribar; B. Ronkalj; L. Ržek Poskusna polja s toplimi asfalti po postopku penjenega bitumna: Način do boljše trajnosti in zmanjšanja ogljičnega odtisa Za oceno odpornosti asfaltne zmesi na obremenitve. Na podlagi arhivskih ponavljajoče se obremenitve smo izvedli podatkov ZAG, ki vključujejo 21 vzorcev teste utrujanja po standardu SIST EN zmesi AC 22 bin PmB 45/80-65 (nekateri 12697-24:2018, dodatek D (4-točkovni vsebujejo tudi delež asfaltnega granulata upogibni test – 4PB-PR). Pri vsaki stopnji RA) znaša povprečna vrednost deformacije obremenjevanja (deformacija ε) se meri ε6 208 μm/m. Ugotovimo lahko, da število ciklov, potrebnih, da začetni modul rezultati obeh testiranih zmesi (zadnja dva togosti asfaltne zmesi pade na polovico. rezultata na sliki 4: HMA 191 μm/m in Eden izmed rezultatov preiskave je WMA 229 μm/m) niso bistveno odstopali izračunana vrednost deformacije ε6, ki jo od povprečja. asfaltna zmes prenese pri milijon ciklih Slika 4: Primerjava rezultatov utrujanja ε6 in deleža veziva v zmeseh AC 22 bin PmB 45/80- 65 testiranih na ZAG Na spodnji sliki je grafični prikaz izmerjenih vrednosti ciklov obremenitve in premica linearne regresije, določena na osnovi eksperimentalnih podatkov za vsako testirano zmes (HMA in WMA). Iz naklonov premice linearne regresije lahko vidimo, da pri enakem številu ciklov obremenitve WMA prenese večje deformacije. Pri enaki stopnji deformacije (224 μm/m) WMA zmes prenese precej več ciklov obremenitve (cca 1,2 milijona) v primerjavi s HMA (cca 474000) 20. kolokvij o asfaltih in bitumnih 122 D. Hribar; B. Ronkalj; L. Ržek Poskusna polja s toplimi asfalti po postopku penjenega bitumna: Način do boljše trajnosti in zmanjšanja ogljičnega odtisa Slika 5: Rezultati preiskave utrujanja 3.2 Rezultati preiskav bitumna lahko nižja temperatura vgradnje zmanjša stopnjo staranja veziva. Rezultati Rezultati osnvovnih preiskav bitumnov so podani v preglednici 2. Vrednosti rezultati pretrgališča po Fraassu izkazuje zmehčišča po PK se precej razlikujejo. Vsi jo penetracije ponovno pridobljenih bitumnov sta pričakovano nižji v primerjavi z odpornost bitumna proti krhkosti pri podobno vrednost, ki kažejo na dobro vhodnim bitumnom, kar kaže na njuno nizkih temperaturah. Rezultati preiskave otrdelost kot posledico staranja (proizvodnja in transport zmesi). Manjšo medsebojno primerljivi ter nakazujejo na elastičnosti vhodnega bitumna so visoki in otrdelost izkazuje bitumen, pridobljen iz dobro elastičnost bitumna. tople asfaltne zmesi (WMA), kar potrjuje, da Preglednica 2 Rezultati preiskav vhodnih in ponovno pridobljenih bitumnov PmB PmB45/80-eks Lastnost Metoda preiskave Enota 45/80- eks WMA 65 TPA 65 ZAG HMA 1/10 Penetracija pri 25 °C SIST EN 1426:2015 59 58 36 44 mm Zmehčišče po PK SIST EN 1427:2015 °C 83,5 70 70,8 80 Pretrgališče po Fraassu SIST EN 12593:2015 °C -19 -18 -17 -18 Elastična povratna SIST EN 13389:2018 % 95 92 / / deformacija Celoten raztezek SIST EN 13589:2018 mm / 444,89 462,28 485,33 (duktilnost) s∞ Maksimalna sila F∞, max SIST EN 13589:2018 N / 59,18 50,58 36,96 Celotna energija E'∞ SIST EN 13589:2018 J/cm2 / 14,23 10,86 11,34 E'0,4-E'0,2 SIST EN 13589:2018 J/cm2 / 6,58 4,40 4,78 Referenčna energija E's = 20. kolokvij o asfaltih in bitumnih 123 D. Hribar; B. Ronkalj; L. Ržek Poskusna polja s toplimi asfalti po postopku penjenega bitumna: Način do boljše trajnosti in zmanjšanja ogljičnega odtisa Slika 6: Odvisnost sile od pomika pri preiskavi duktilnosti vhodnega (T = 5°C) in ponovno pridobljenih bitumnov (T = 10°C) Pri duktilnosti je imel vhodni PmB 45/80- ter boljše razumevanje njegovega odziva pri 65 pri 5 °C raztezek približno 445 mm, pri realnih obremenitvah in temperaturah. 10 °C pa sta bila rezultata za ponovno pridobljen bitumen iz HMA 462 mm in iz Za karakterizacijo bitumna pri višjih WMA 485 mm. Vsi vzorci so pokazali visoko temperaturah je primerna metoda BTSV sposobnost raztezanja brez pretrga, pri (nem.Bitumen-Typisierungs-Schnell-Verfah čemer je WMA dosegel nekoliko boljše ren oz. ˝hitri tipizacijski test za bitumne˝ vrednosti, kar je smiselno zaradi nižjega SIST EN 17643:2022), ki so jo razvili v staranja pri nižjih temperaturah vgradnje. Nemčiji [8]. Dobljena temperatura TBTSV je Maksimalna sila je bila nižja pri WMA, kar pokazatelj zmehčanja, medtem ko fazni kot nakazuje na mehkejši material, medtem ko δ BTSV dodatno opiše viskoelastičnost so bile vrednosti celotne energije in bitumna. Ponovno pridobljena bitumna referenčne energije nekoliko višje pri WMA imata višje vrednosti kompleksnega kot pri HMA, kar potrjuje manjšo otrdelost modula G* kot vhodni bitumen, saj sta že in boljšo elastičnost. Svež polimerno bila podvržena staranju. Najvišje vrednosti modificirani bitumen (PmB 45/80-65) je ima ponovno pridobljen bitumen iz vroče pričakovano izkazal najvišje vrednosti asfaltne zmesi. Najnižje vrednosti faznega trdnosti in energije. kota skozi celo temperaturno področje izkazuje ponovno pridobljen bitumen iz Preiskava zmehčišča je zanesljiva pri HMA, kar potrjuje največjo stopnjo običajnih bitumnih, pri polimerno oksidacije pri tem bitumnu. modificiranih pa pogosto ne daje konsistentnih rezultatov [7]. Pri preiskavah duktilnosti pri 5 °C je težava visoka občutljivost na odstopanja temperature vodne kopeli, kar zmanjšuje ponovljivost. Poleg tega metoda ocenjuje obnašanje pri velikih deformacijah, ki so v praksi redke, medtem ko so lastnosti pri manjših deformacijah slabše raziskane. Zaradi navedenih omejitev v laboratoriju ZAG izvajamo tudi reološke preiskave z dinamičnim strižnim reometrom (DSR), ki omogočajo natančnejšo in ponovljivo oceno elastično-viskoznega obnašanja bitumna 20. kolokvij o asfaltih in bitumnih 124 D. Hribar; B. Ronkalj; L. Ržek Poskusna polja s toplimi asfalti po postopku penjenega bitumna: Način do boljše trajnosti in zmanjšanja ogljičnega odtisa Preglednica 3: Rezultati preiskave BTSV vhodnega in ponovno pridobljenih bitumnov PmB Lastnost Metoda preiskave Enota 45/80- eks eks 65 ZAG HMA WMA T pri G*=15 kPa SIST EN 17643:2022 °C 54,6 62,4 58,8 δ pri TG*=15 kPa SIST EN 17643:2022 ° 61,4 58,4 58 T pri G*/sinδ > 1000 kPa SIST EN 17643:2022 °C 83,2 / 88,6 δ pri G*/sinδ > 1000 kPa SIST EN 17643:2022 ° 72,3 / 71,3 T pri G*/sinδ > 2200 kPa SIST EN 17643:2022 °C 74,8 83,6 80,3 δ pri G*/sinδ > 2200 kPa SIST EN 17643:2022 ° 67,7 65,4 65,4 Slika 7: Določanje temperature in faznega kota pri enakovrednem strižnem modulu – preskus BTSV (SIST EN 17643:2022) Za oceno elastičnosti bitumna in v ameriškem standardu AASHTO [9], [10]), ugotavljanje potenciala tvorjenja kolesnic je bitumen pri 60 °C bolj podvržen pri visokih temperaturah smo izvedli nastajanju kolesnic pri cestah z veliko preskus lezenja (angl. Multiple-Stress prometno obremenitvijo. Rezultati nad Creep-Recovery Test – MSCRT). Preiskava mejno črto nakazujejo zadosten elastičen se skladno s standardom SIST EN odziv za bitumne modificirane z elastomeri. 16659:2016 izvaja pri temperaturi 60 °C, Parameter Jnr-diff, ki opredeljuje občutljivost tako da bitumen strižno obremenimo z bitumna na spremembo obremenitve, naj različnimi strižnimi obremenitvami in ne bi bil večji kot 75 % [10]. merimo elastični povratek 'RN' vzorca v neobremenjenem stanju oziroma delež nepovratne deformacije oziroma vrednost 'neobnovljive voljnosti' J nr, ki predstavlja lezenje oziroma nepovratno deformacijo. Zaželeno je, da ima bitumen čim večji delež povratka in da je hkrati nepovratna voljnost manjša od 0,5 kPa-1. Če je nepovratna voljnost večja od 0,5 kPa-1 in je delež povratka majhen (pod mejno črto – določena za kratkotrajno starane bitumne 20. kolokvij o asfaltih in bitumnih 125 D. Hribar; B. Ronkalj; L. Ržek Poskusna polja s toplimi asfalti po postopku penjenega bitumna: Način do boljše trajnosti in zmanjšanja ogljičnega odtisa Slika 8: Rezultati preiskave MSCRT po SIST EN 16659:2016 (levo) in mejne vrednosti po AASHTO (desno) Ugotovimo lahko, da se vsi preiskani Ponovno pridobljena bitumna (iz HMA in bitumni (vhodni PmB in ponovno WMA) izkazujeta pri večjih obremenitvah pridobljena bitumna) izkazujejo dobre (3,2 kPa) boljše rezultate kot vhodni PmB, rezultate. Ponovno pridobljena bitumna kar kaže na večjo elastičnost oziroma izkazujeta večjo vrednost deleža obnove, manjše trajne deformacije. Ponovno predvsem pri višji obremenitvi (3,2 kPa), pridobljeni bitumen iz HMA ima boljše kar lahko kaže na boljšo aktivacijo lastnosti (nižji Jnr-diff, manj občutljiv elastičnih polimerov. Manjša razlika Rdiff spremembo obremenitve) kot bitumen iz pri ponovno pridobljenih bitumnih WMA. nakazuje na njihovo večjo stabilnost. Preglednica 4: Rezultati preiskave MSCRT vhodnega in ponovno pridobljenih bitumnov Lastnost PmB 45/80-Metoda preiskave Enota 65 ZAG eks HMA eks WMA R0,1 kPa SIST EN 16659:2016 % 74,4 74,6 80,7 R3,2 kPa SIST EN 16659:2016 % 59,3 70,8 74,1 Rdiff SIST EN 16659:2016 % 20,4 5,1 8,2 Jnr 0,1 kPa SIST EN 16659:2016 kPa-1 0,197 0,074 0,082 Jnr 3,2 kPa SIST EN 16659:2016 kPa-1 0,340 0,088 0,118 Jnr-diff SIST EN 16659:2016 % 72,5 19,6 43,3 Povprečna vsebnost votlin je bila med 3.3 Rezultati laboratorijskih in terenskih preiskav asfaltnih plasti je imela WMA manjše razpršitve rezultatov, vgrajenima plastema primerljiva, pri čemer kar kaže na enakomerno zgostitev po Med vgrajevanjem asfaltnih plasti smo celotni površini. Povprečna debelina izvajali meritve temperature v finišerju vgrajenega sloja je bila pri WMA večja kot (preglednica 5). Na obeh testnih poljih so pri HMA, hkrati pa je bila tudi variabilnost bila odvzeta jedra, ki so bila nato preiskana debeline manjša, kar nakazuje na boljši v laboratoriju. Kljub občutno nižjim nadzor v procesu vgradnje (preglednica 6). temperaturam vgradnje pri WMA sta obe Na preiskanem mestu je bila pri WMA zmesi dosegli ustrezno stopnjo zgoščenosti. ugotovljena višja zlepljenost med plastmi. Povprečna stopnja zgoščenosti je bila nekoliko višja pri HMA, medtem ko je WMA izkazovala bolj enotne rezultate z nižjim standardnim odklonom. 20. kolokvij o asfaltih in bitumnih 126 D. Hribar; B. Ronkalj; L. Ržek Poskusna polja s toplimi asfalti po postopku penjenega bitumna: Način do boljše trajnosti in zmanjšanja ogljičnega odtisa Preglednica 5: Rezultati meritev temperature v finišerju Lastnost Enota HMA WMA Število meritev – 8 11 Povprečna temperatura °C 170,3 143,4 Najnižja temperatura °C 162 136 Najvišja temperatura °C 185 160 Razpon temperature °C 23 24 Preglednica 6: Rezultati meritev na jedrih Lastnost Metoda preiskave Enota HMA WMA Število jeder / 5 6 Povprečna zgoščenost SIST EN 12697-9:2004 % 101,3 100,4 Najmanjša zgoščenost SIST EN 12697-9:2004 % 100,6 99,5 Največja zgoščenost SIST EN 12697-9:2004 % 102,5 101,0 Standardna deviacija zgoščenosti SIST EN 12697-9:2004 % 0,76 0,53 Delež votlin SIST EN 12697-8:2019 % 4,4 4,3 Najmanjši delež votlin SIST EN 12697-8:2019 % 3,3 3,4 Največji delež votlin SIST EN 12697-8:2019 % 5,1 4,9 Standardna deviacija deleža votlin SIST EN 12697-8:2019 % 0,68 0,57 Projektirana debelina mm 90 90 Povprečna debelina SIST EN 12697-36:2022 mm 93,2 95,5 Minimalna debelina SIST EN 12697-36:2022 mm 86 92 Največja debelina SIST EN 12697-36:2022 mm 99 100 Standardna deviacija debeline SIST EN 12697-36:2022 mm 5,02 2,81 Specifična zljepljenost plasti (1 jedro) TSC 06.753:2006 N/mm2 0,81 0,98 4 povprečno debelino sloja. Na preiskanem Zaključek mestu je bila pri WMA ugotovljena tudi Rezultati izvedenih laboratorijskih in Spremljanje vgradnje je pokazalo, da so nekoliko boljša zlepljenost med plastmi. terenskih preiskav so pokazali, da tople bile temperature pri WMA v povprečju za asfaltne zmesi s penjenim bitumnom dosegajo primerljive ali celo nekoliko boljše predstavlja približno 25–30 °C nižje kot pri HMA, kar pomemben potencial za lastnosti v primerjavi s klasično vroče pripravljeno zmesjo. proizvodnji in vgradnji asfaltnih zmesi. zmanjšanje porabe energije in emisij pri Pri laboratorijskih preiskavah asfaltnih zmesi so bili rezulatati preiskav znotraj bitumna za proizvodnjo toplih asfaltov Rezultati kažejo, da je uporaba penjenega zahtev za proizvedeno asfaltno zmes. zanesljiva alternativa klasičnemu vročemu Bitumen, pridobljen iz WMA, je izkazal nekoliko boljšo duktilnost in manjšo kakovost zmesi in plasti ter prinaša postopku, saj zagotavlja enakovredno otrdelost, kar je skladno z nižjo stopnjo staranja zaradi nižjih temperatur vgradnje. trajnostnimi smernicami cestogradnje. okoljske in energetske koristi v skladu s Reološke preiskave so potrdile večjo elastičnost in manjšo otrdelost veziva v WMA. 1. Literatura Rezultati preiskav na jedrih potrjujejo ustrezno kakovost obeh izvedenih plasti. [1] „„Pripravljeni na 55“,“ Svet Evropske Povprečna stopnja zgoščenosti je bila pri unije, 17 3 2025. [Elektronski]. obeh zmesih ustrezna, pri čemer je WMA Available: pokazala manjšo variabilnost rezultatov, https://www.consilium.europa.eu/sl enakomernejšo zgostitev in večjo 20. kolokvij o asfaltih in bitumnih 127 D. Hribar; B. Ronkalj; L. Ržek Poskusna polja s toplimi asfalti po postopku penjenega bitumna: Način do boljše trajnosti in zmanjšanja ogljičnega odtisa /policies/fit-for-55/. [Poskus dostopa of polymer-modified asphalts: 14 7 2025]. Asphalt/polymer interactions and [2] principles of compatibility,“ Advances „Warm Mix Asphalt,“ European Asphalt Pavement Association , in Colloid and Interface Science, zv. [Elektronski]. 224, pp. 72-112, 2015. Available: https://eapa.org/warm-mix-asphalt/. [8] Test description for determining the [Poskus dostopa 2025 7 14]. deformation behaviour of bitumen and [3] bituminous binders using a Dynamic A. Milad, A. M. Babalghaith, A. Al- Sabaeei, A. Dulaimi, A. Ali, S. S. Shear Rheometer (DSR)– Part 4: Binder Reddy, M. Bilema in N. I. Yusoff, „A Fast Characterisation Test (BTSV) AL Comparative Review of Hot and Warm DSR-Prüfung (BTSV), Edition Mix 2017/Translation 2018. Asphalt Technologies from Environmental and Economic [9] AASHTO M320 Specification for Perspectives: Towards a Sustainable Performance-Graded Asphalt Binders, Asphalt Pavement,“ International 2005. Journal Environmental Research and [1 Guidance on the Use of the MSCR Test Public Health, 2022. 0] with the AASHTO M320 Specification [4] G. Cheraghian, A. C. Y. Falchetto, Z. Asphalt Institute, 2010. You, S. Chen, Y. S. Kim, J. Westerhoff, K. H. Moon in M. Wistuba , „Warm mix asphalt technology: An up to date review,“ Journal of Cleaner Production, zv. 268, 2020. [5] M. R. M. Hasan, Z. You in X. Yang, „A comprehensive review of theory, development, and implementation of warm mix asphalt using foaming techniques,“ Construction and Building Materials, zv. 152, pp. 115-133, 2017. [6] E. H. J. B. G. B. M. C. J. C. T. H. M. J. W. J. D. N. B. P. R. S. a. B. Y. John D’Angelo, „Warm-Mix asphalt: European Practice,“ The Federal Highway Administration, 2008. [7] G. Polacco , S. Filippi , F. Merusi in G. Stastna, „A review of the fundamentals 20. kolokvij o asfaltih in bitumnih 128 Dodatki za WMA in/ali izboljšanje vgradnje asfalta: tehnika za trajna asfaltna vozišča WMA and/or asphalt workability aid additives: a technique for durable asphalt pavement Matteo Fumagalli (ITERCHIMICA); Aleksandar Milojevic (Koridori Srbije); Luka Cuderman (GGD d.d.) Abstract When introduced for the first time, Warm Mix Asphalt (WMA) technology was mainly a tool for reducing the paving cost due to less energy consumption. However, as time went by, a variety of advantages were recognized with each different type of WMA technology driven by the analyses and actions required by the European Green Deal. Reducing the emission of CO2eq (during production and laying phase) and the air contaminants, enhancing the workability and/or final compaction of the asphalt paving materials, and allowing longer paving seasons in cold climate regions (ensuring the physical- mechanical performance of road pavements) are some of the practiced goals. In fact, in some cases, the chemical WMA additives are used without any production temperature changes and are considered as workability/compaction aid additives. These previously known as adjacent technical benefits, have become the main target of some projects. This paper focuses on chemical additives and represents some case projects laid in Serbia and Italy. In these projects, in addition to temperature reduction, the main target of using the additive was to enhance the workability/compactibility of the asphalt and consequently the volumetric properties of the asphalt, allowing to comply with the technical requirements of the projects. Regardless of the defined technical goals, the in-situ workability observations and laboratory tests’ results showed promising results on using chemical WMA additives for the defined technical targets. The results showed that the mixtures containing the WMA additive complied with the technical specifications' requirements. The presence of the additive allowed good workability/compactibility for the case study, where the material hauling distance was too far. In addition, during both the production and laying phase, significantly less fumes were observed for the WMA materials. Keywords Warm Mix Asphalt (WMA); Workability; Compaction; Chemical additives; Case projects 1. Introduction techniques allow different benefits within the tripartite principles of sustainability, The ever-increasing environmental challenges incorporating environmental, social, and have encouraged engineers to focus on economic aspects. Although among the techniques that support sustainability. Within introduced techniques asphalt recycling has the field of road pavements, which is known to been the most applied one, recently WMA be one of the largest consumers of materials, showed promising multiaspect results. sustainability has become a crucial criterion for their design and selection. As far as WMA production enables several technical, materials for asphalt pavements are functional, and environmental advantages, concerned, several technologies and additives such as reducing fuel consumption, fumes have recently gained attention, aiming at and air pollutants, which result in a safer enhancing environmental performance and workplace. According to the literature, sustainability of the final flexible pavements. although the release of Polycyclic Aromatic Asphalt re-using/recycling, recycled-based Hydrocarbon (PAH) in the asphalt fumes and additives, and Warm Mix Asphalt (WMA) emissions increases proportionally in the technologies are the most applied and material (especially when using Reclaimed investigated solutions. Each of the introduced Asphalt- RA), the high temperature is still the M. Fumagalli, A. Milojevic, L. Cuderman Dodatki za WMA in/ali za izboljšanje vgradnje asfalta: tehnika za trajna asfaltna vozišča main factor in the quantity of emissions [1]. There is a wide range of chemical agents Accordingly, technologies that allow to reduce available to be used as WMA chemical the temperature of asphalt production and additives. These additives are added to the laying have been considered as a sustainable asphalt binder to enhance aggregate coating, alternative for traditional Hot Mix Asphalt improve the adhesion of the binder, and (HMA). increase the workability of the asphalt mixture. In general, chemical additives do not In addition to the common understanding on significantly affect the asphalt binder WMA technology, thanks to recent rheological properties and accordingly the investigations, other aspects of WMA have overall performance of the asphalt mixture [9- been highlighted. Increasing the durability of 11]. In fact, the main target is to facilitate the asphalt due to less aging during the asphalt workability and compactibility of asphalt production and hauling [2, 3], enhancing the mixture, and therefore they are often called workability and compactibility of asphalt asphalt workability aid additives. materials with high viscosity, and extension of the asphalt paving seasons [4,5] are some of The main objective of this paper was to present the proven advantages. In fact, in this case, knowledge obtained through real-scale WMA the so-called WMA chemical additives can also projects that could provide insights for future be used for Hot Mix Asphalt (HMA) production, WMA projects. This paper deals with several enhancing the workability of the asphalt and projects where, instead of reducing the consequently obtaining higher density. production and compaction temperatures, the According to the literature, even a 1% increase WMA chemical additives were mainly used for in the density of an asphalt mixture will result enhancing the workability and compactibility in circa 10% higher durability [6]. As far as of the traditional HMA. In some cases, thanks durability is concerned, WMA mixtures to the presence of the additive, the asphalt generally exhibit excellent low-temperature laying continued even at low ambient performance and resistance to cracking [7]. In temperatures that are not normally possible. this context, research work showed superior crack resistance performance for the WMA 2. Materials compared to its HMA counterpart. The performance investigated via IDEAL-CT test The WMA and/or workability aid chemical showed higher CT index values for the additives used in the projects introduced in mixtures produced and laid containing a WMA this paper were of amino derivatives and chemical additive [8]. mixture of vegetal derivatives. Depending on the target production and compaction Various technologies can be categorized as temperatures, the dosage is determined WMA technologies based on their approach. according to the type of mixture and to the These techniques fall into three major presence and quantity of reclaimed asphalt. classifications: organic additives, chemical Table 1 summarizes some of the properties additives, and foaming technologies. The latter provided in the Technical Data Sheet (TDS) of can be further divided into water-based the two additives. technologies and water-bearing additives approach. Among all these technologies, WMA chemical additives have gained increased attention from both academia and industry. Table 1. Some of the given properties of the additives Property Vegetal derivative-base Unit Amino-based additive additive Physical state and colour — Yellow - dark brown Liquid Yellow - dark brown Liquid Density @25°c gr/cm3 0.95 - 1.05 0.85 - 0.95 Viscosity @25°C c.P. 150 - 250 20 - 70 Flash point °C > 105 > 190 Pour point °C < -5 < 5 Recommended dosage 0.2 - 0.5% on the weight of total % bitumen 0.07 - 0.11% on the weight of RA 20. kolokvij o asfaltih in bitumnih M. Fumagalli, A. Milojevic, L. Cuderman Dodatki za WMA in/ali za izboljšanje vgradnje asfalta: tehnika za trajna asfaltna vozišča 3. Case studies 3.1 Case I: Serbia The project profile is summarized as follows: use of a chemical Warm Mix Asphalt (WMA) Corridor The project illustrated in Figure 1 involved the • Location: Serbia, Pozarevac, Danube additive to produce a durable asphalt surfacing material incorporating a highly • Construction date: 19/11/2024 modified bitumen binder. The primary • Type of road: Expressway objective was to achieve optimal compaction • Type of asphalt: SMA 11 mm levels while significantly reducing both • Type and grade of the bitumen: 45-80/65 production and compaction temperatures. • Bitumen content: 5.9% This was particularly challenging due to the • Layer type: Surface course use of a hard, SBS polymer-modified bitumen • Layer thickness: 40 mm (PmB) binder and the low ambient • Additive: ITERLOW T - Amino-based of the WMA technology aimed to enhance additive temperatures during paving. The application workability and performance under these • Additive dosage: 0.3% (on the weight of the demanding conditions. bitumen) • WMA Production temperature: 140 ± 3°C • HMA Production temperature: 165 ± 3°C • Compaction temperature: Min avg. temperature 111,6°C after 6 passes • Ambient temperature: Min. avg. temperature -1°C Before the trial section construction, the bitumen properties with and without the chemical WMA additive were investigated. According to the results summarized in Table 2, it can be seen that the use of the chemical WMA additive did not significantly impact the original properties of the bitumen. Figure 1. Compaction of the laid asphalt at Technically, as a surfactant this was expected to be recorded. circa 0°C ambient temperature. Table 2. Binder-scale analysis of bitumen with and without the WMA chemical additive Test Control bitumen PmB PmB 45-80/65 + Unit Standard 45-80/65 WMA additive Penetration dmm SRPS EN 1426 58 60 Softening point °C SRPS EN 1427 71.5 70.2 Elastic recovery % SRPS EN 13398 88.2 88.9 Breaking point °C SRPS EN 12593 -20 -20 (Fraaß) Retain penetration ( dmm SRPS EN 12607-1 63.3 64.2 after RTFOT) Mass change (after % SRPS EN 12607-1 -0.03 -0.03 RTFOT) The quality of the produced asphalt mixture properties, the tests included volumetric and was investigated via both in-situ and mechanical properties of the mixtures laboratory analysis. As for the mixture collected form the job site and recompacted by 20. kolokvij o asfaltih in bitumnih M. Fumagalli, A. Milojevic, L. Cuderman Dodatki za WMA in/ali za izboljšanje vgradnje asfalta: tehnika za trajna asfaltna vozišča means of a Marshall hammer to manufacture can be said that the reheated and compacted the test specimens. mixture containing the chemical WMA additive complied with the defined thresholds Table 3 presents the obtained results and that the additive did not impact adversely compared with the requirements of the the mixtures’ final volumetric and technical specification of the project. By performance properties. comparing the obtained results with the requirements of the technical specification, it Table 3. Binder-scale analysis of bitumen with and without the WMA chemical additive Test Standard Unit Test result Specification Bitumen content 12697-1 % 6.0 5.9 ± 0.3 VA % 4.8 - VMA 12697-8 % 19 17 - 19 VFB % 74.6 70 - 88 Bulk density 12697-6 Kg/m3 2.409 - Maximum density 12697-5 Kg/m3 2.532 - Marshall Stability KN 11.7 Min. 8.0 12697-34 Marshall Flow mm 3.2 - In addition to laboratory testing, in-situ In addition to the level of compaction, to measurements were performed using a control the resistance to permanent portable digital device, which recorded the deformation, Wheel Tracking Device (WTD) volumetric properties of the asphalt after each according to SRPS EN 12697-22 was carried roller pass. The average production out. For this purpose, 200 mm (diameter) temperature for the HMA was 167°C, while the cores were extracted from the WMA section. WMA was produced at a reduced temperature The 40 mm (thickness) cores were then of 138°C. As shown in Figure 2, the average subjected to the 10000 load cycles at 60°C. compaction levels indicate that the use of the Figure 3 shows the deformation plot for the chemical WMA additive not only maintained specimen (ID: core II) and Table 4 represents compaction performance but actually led to a the obtained results compared with the slight improvement, despite the lower technical specification’s threshold. The production temperature. recorded results show that the introduction of the additive improved the workability and level of compaction of the mixture without compromising its resistance to permanent deformation, as the results of the cores from the site complied with the project's specification. Figure 2. In-situ compactibility of WMA (containing additive) vs. HMA 20. kolokvij o asfaltih in bitumnih M. Fumagalli, A. Milojevic, L. Cuderman Dodatki za WMA in/ali za izboljšanje vgradnje asfalta: tehnika za trajna asfaltna vozišča Figure 3. Rut depth vs. Number of load cycles for specimen (core III) Table 4. WTD test rutting resistance results Test parameter Specimen Specification Unit threshold I II III Rut Depth mm 1.74 1.54 1.64 - Proportional Rut Depth % 4.24 3.88 4.06 Max. 5.0 (PRDair) Wheel Tracking Slope mm/103 0.034 0.030 0.032 - (WTSair) but also prioritized minimizing fumes and 3.2. Case II: Slovenia emissions to ensure a safer and more environmentally friendly working The project focused on developing a low- environment. Figure 4 shows the laying and temperature asphalt surfacing material with a construction of the asphalt pavement. As can high reclaimed asphalt (RA) content by be seen, the application of the WMA technique simultaneously applying a chemical warm mix significantly reduced the emission of fumes asphalt (WMA) additive and a rejuvenator. and ultrafine particles compared to traditional Since the pavement was intended for use in a hot mix asphalt (HMA) laying and compaction. tunnel roadway, the project not only aimed to enhance workability at reduced temperatures Figure 4. Produced WMA during laying and compaction in the tunnel 20. kolokvij o asfaltih in bitumnih M. Fumagalli, A. Milojevic, L. Cuderman Dodatki za WMA in/ali za izboljšanje vgradnje asfalta: tehnika za trajna asfaltna vozišča This resulted in a safer and healthier working • WMA additive dosage: 0.3% (on the wt. of environment for the construction team. The total binder) project’s profile and the materials used are • Rejuvenator dosage: 3.5% (on the wt. of elaborated in the following list: total binder) • Location: AC Karavanke-tunnel • Production temperature: 140 °C • Construction date: 02/2025 • Compaction temperature: 120 - 130 °C • Type of road: Highway tunnel To ensure the quality of the produced material • Type of asphalt: AC 16 surf and its compliance with specification • Type and grade of the bitumen: 70/100 requirements, post-production analysis was • conducted at both the binder and mixture Optimum design bitumen content: 5.2% • levels. In the first phase, the bituminous Layer type: Surface course binder was extracted from the installed • Reclaimed Asphalt - RA content: 50% asphalt mixture and tested. Table 5 presents • Layer thickness: 50 mm the results, which are compared with the EN • standard specifications for control 50/70 Additive: ITERLOW T - Amino-based additive bitumen. Table 5. Extracted binder analysis results Test SIST EN Extracted Control Bitumen Unit Standard bitumen* 50/70 range Penetration dmm 1426 54.6 50 - 70 Softening point °C 1427 50.0 46 - 54 *the values are the average of minimum 3 samples In addition to binder analysis, asphalt mixture both the site and lab- compacted samples meet the testing was performed on both site-collected specified requirements. Despite the high reclaimed materials and specimens cored from the completed asphalt (RA) content and the use of lower pavement. Table 6 summarizes the results in production temperatures, the volumetric analysis comparison with the project specifications. For confirms adequate compaction, an essential factor laboratory analysis, the collected asphalt was for ensuring pavement durability. reheated at 145°C and compacted using a 2x50 Marshall hammer blow. The results indicate that Table 6. Extracted binder analysis results Test SIST EN Specs: Core Specs: TSC Unit Standard Lab results SIST 1038-1 results* 03.310/410:2009 Bulk density kg/m3 12697-6 2475 - 2445 - Maximum density kg/ m3 12697-5 2559 - - - Level of % - - - 98.8 > 96 compaction Air voids (V) % 3.3 1.5 - 5.0 4.0 1 - 9 Voids in Mineral % 12698 15.7 - - Aggregate (VMA) Voids filled with % 79.1 75 - 89 - bitumen (VFA) Thickness mm - - - 61 50 - 80 *the values are the average of 4 cores 20. kolokvij o asfaltih in bitumnih M. Fumagalli, A. Milojevic, L. Cuderman Dodatki za WMA in/ali za izboljšanje vgradnje asfalta: tehnika za trajna asfaltna vozišča 3.2 Case III: Italy are technically known as workability aid additives. In the project shown in Figure 5, the As it was mentioned, chemical additives are chemical additive was used for enabling the often used in HMA mixtures to enhance the required level of compaction after circa 4 workability and compactibility of mixtures hours. In this project, considering the distance containing high-viscosity asphalt binders or to between the asphalt plant and the job site, the allow traditional asphalt mixtures to be laid HMA materials arrived with reduced and compacted efficiently after long-distance temperatures at 130°C. transportation. Consequently, these additives Figure 5. The material during discharging and laying Prior to the construction of the project, the The project’s profile is detailed in the following produced material was tested in the laboratory list. and the results were compared with the requirements of the technical specifications of • Location: Santu Lussurgiu (OR), Sardinia, the project, namely the Italian Anas Italy specification [12]. The test plan included both • volumetric and mechanical properties Construction date: 14/03/2025 • summarized in Table 7. Based on the obtained Type of road: intercity collector roads results, it can be seen that the added • Type of asphalt: dense-graded asphalt workability aid additive did not compromise concrete the volumetric and performance properties, • Type and grade of the bitumen: paving and the obtained results complied with the grade PEN 50-70 requirements of the technical specifications of • the project. As an important parameter, it can Bitumen content: 5.4% (by the wight of be observed that the additive did not affect the the mix) modulus of the mixture, ensuring that it is not • Layer type: surface course (type A; ANAS subject to permanent deformation. This was specifications) expected, as previously mentioned, according • to the literature and the mechanism of action Reclaimed Asphalt - RA content: 30% of the chemical additives. The chemical • Layer thickness: 4 cm additives, as surfactant, shall amend the • Additive: ITERWARM RAP - Vegetal workability during laying and improve derivative-base additive compaction during the process. • Additive dosage: 0.11% on the weight of the RA • Production temperature: 170 °C • Compaction temperature: 130 °C 20. kolokvij o asfaltih in bitumnih M. Fumagalli, A. Milojevic, L. Cuderman Dodatki za WMA in/ali za izboljšanje vgradnje asfalta: tehnika za trajna asfaltna vozišča Table 7. Summary of material laboratory analysis Test parameter Standard Unit Test result Specification Theoretical Maximum Specific EN 12697-5 kg/m3 2414 — Gravity (Gmm) Bulk Specific Gravity (Gmb) EN 12697-6 kg/m3 2342 — Air void @ N1 EN 12697-8 % 12.3 11 - 15 Air void @ N2 EN 12697-8 % 3.0 3.0 - 6.0 Air void @ N3 EN 12697-8 % 1.7 > 2.0 EN 12697-23 MPa 1.70 0.71 - 1.95 Indirect Tensile Strength (ITS) @25°C Indirect Tensile Stiffness EN 12697-26 MPa 7460 — Modulus (ITSM) @20°C 4. Conclusion • Sustainable construction: combining WMA technology with the chemical additive offers This study explores the different functions for a sustainable approach to road chemical workability aid additives producing construction, environmental preservation, both Warm Mix Asphalt (WMA) and Hot Mix and pavement performance. revealed several key benefits of using chemical the results obtained in the presented projects, incorporating chemical additives into either WMA. Some of the main functions and benefits WMA or HMA is a promising solution for are detailed as follows: and field findings from these test sections In summary, according to the literature and Asphalt (HMA) paving projects. Laboratory achieving both technical and environmental • Lowering the production temperature: the objectives in asphalt pavement construction. chemical additives allowed for a significant reduction in the asphalt production temperature, leading to energy savings and Acknowledgements reduced environmental impact. The authors would like to thank all individuals Furthermore, they reduce the impacts on from: ITERCHIMICA S.p.A., HSH Chemie, the workforce due to heat and fumes. GORENJSKA GRADBENA DRUŽBA, GEMAX • Enhancing the workability of the asphalt AD and RAS INŽENJERING, each for their mixtures: WMA mixtures with the chemical contribution to carry out this project and the additive showed improved workability drafting of the paper. during construction. In one test section, the additive facilitated better compaction, resulting in higher pavement performance even at lower compaction temperatures. References • Improving the durability of the asphalt [1] Raymond, o. et. Al., (2021). Occupational mixtures: as lowering the production Exposure during Asphalt Paving Comparison temperature leads to less oxidative aging of phase, it has been shown in the literature Health, 2021, 1-12 that WMA can enable durable asphalt http://dx.doi.org/10.1093/annweh/wxaa12 pavement. 9 asphalt mixtures during the production Experiments. Annals of Work Exposures and of Hot and Warm Mix Asphalt in Field 20. kolokvij o asfaltih in bitumnih M. Fumagalli, A. Milojevic, L. Cuderman Dodatki za WMA in/ali za izboljšanje vgradnje asfalta: tehnika za trajna asfaltna vozišča [2] Diab, A., Sangiorgi, C., Ghabchi, R., [8] Bueche, N., Probst, S., Eskandarsefat, S., Zaman, M., Wahaballa, A.M., (2016). Warm (2024). Warm mix asphalt containing Mix Asphalt (WMA) technologies: benefits and reclaimed asphalt pavement: A drawbacks-a literature review. In: 4th Chinese case study in Switzerland. European Workshop on Functional Pavement Infrastructures. Design. https://doi.org/10.3390/infrastructures905 https://www.researchgate.net/publication/3 0079 09537669 Warm Mix Asphalt WMA [9] Covarrubias, P. L., Galaviz-Gonz'alez, J. technologies Be nefits and drawbacks-a R., Cueva, D. A., Aguilar, S. C., (2019). Impact literature review of addition of greasy diamide on the [3] Perkins, S.W., (2009). Synthesis of warm- rheological-mechanical properties of warm- mix asphalt paving strategies for use in mix asphalt, Constr. Build. Mater. (211). Montana highway construction. Final project https://doi.org/10.1016/j.conbuildmat.2019 report. Western Transportation Institute, .03.149 Montana State University, Bozeman, MT, USA [10] Cheraghian, G., Falchetto, A.C. You, , Z., [4] Manolis, S., Decoo, T., Lum, P., Greco, M., Chen, S., Kim, Y.S., Westerhoff, J., Moon, K. (2008). Cold weather paving using warm mix H., Wistuba, M.P., (2020). Warm mix asphalt asphalt technology. In Proceedings of the technology: an up to date review, J. Clean. 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FHWA-HIF-20-003, Federal Highway IT.PRL.05.21 - Rev.3.0, 2021 Pavimentazioni Administration. stradali (In Italian) [7] Alizadeh, M., Hajikarimi, P., Moghadas Nejad, F.,(2025). Advancing asphalt mixture sustainability: A review of WMA-RAP integration, Results in Engineering (25) https://doi.org/10.1016Ai.rineng.2024.1036 78 20. kolokvij o asfaltih in bitumnih Uporaba bitumna »PMB 45/80-65 LE« v proizvodnji toplih asfaltnih zmesi Use of bitumen »PMB 45/8-65 LE« in the production of hot mix asphalt Klemen Šobak (Trgograd) ; Primož Pavšič, Lidija Ržek (ZAG) Povzetek V zadnjem času topli asfalti vse bolj pridobivajo na pomenu tudi v slovenski gradbeni praksi. Številna podjetja so že zagnala roizvodnjo toplih asfaltnih zmesi in izvedla poskusna vgrajevanja, nekatera pa so tehnologijo že vključila v redno proizvodnjo. Pri tem uporabljajo različne pristope, najpogosteje postopke s kemijskimi dodatki ali postopke penjenja z vbrizgavanjem vode. Kot tehnološko zanimiva novost se v zadnjem času na trgu uveljavlja posebna vrsta polimerno modificiranega bitumna z oznako LE (PmB 45/80-65 LE). Gre za predpripravljen bitumen z dodatkom, ki omogoča proizvodnjo asfaltov pri nižjih temperaturah. Bitumen je certificiran skladno s standardom SIST EN 14023:2010 in se uporablja enako kot klasična veziva, brez potrebe po spremembah proizvodnega procesa. Tako proizvedene tople asfaltne zmesi je mogoče certificirati v okviru harmoniziranega področja. Raziskave so pokazale, da dodatek v bitumnu PmB 45/80-65 LE ne vpliva na viskoznost in torej ne gre za bitumen z znižano viskoznostjo. Omogoča pa proizvodnjo pri nižjih temperaturah ter zagotavlja kakovost zmesi, ki je povsem primerljiva z vročimi asfaltmi. V prispevku so predstavljene lastnosti asfaltne zmesi in vgrajene plasti SMA 11, ki jo je podjetje TRGOGRAD proizvedlo z uporabo bitumna PmB 45/80-65 LE, ter primerjava z vročo asfaltno zmesjo SMA 11 45/80-65 A2 (pripravljene z uporabo »običajnega« PmB45/80-65), vgrajeno na istem odseku. Abstract: In recent times, warm mix asphalt has become increasingly important in Slovenian construction practise. Many companies have already started producing warm mix asphalt and have prepared trial sections, while some have already incorporated warm mix technology into their regular production. Slovenian manufacturers are pursuing various approaches in the production of warm mix, whereby chemical additives or foaming processes with water injection are predominant. A special type of polymer-modified bitumen with the LE label (PmB 45/80-65 LE) is being launched on the market as a technologically interesting innovation. This is a prefabricated bitumen with an additive that enables asphalt to be produced at lower temperatures. The bitumen is certified in accordance with the SIST EN 14023:2010 standard and is used in the same way as a traditional binder, without the need for any changes to the production process. The warm asphalt mixtures produced in this way can be certified within the harmonised scope. Research has shown that the additive in the bitumen PmB 45/80-65 LE has no influence on the viscosity and is therefore not a bitumen with reduced viscosity. However, it enables production at lower temperatures and ensures the quality of the mixture, which is comparable to hot asphalts. The paper presents the properties of the produced warm asphalt mix and constructed layer of SMA 11 using bitumen PmB 45/80-65 LE, by the company TRGOGRAD, and a comparison with the properties of the hot asphalt mix SMA 11 45/80-65 A2 (prepared with “regular” PmB45/80- 65), installed on the same road section. 19. kolokvij asfalti, bitumni in vozišča 138 K. Šobak; P. Pavšič; L. Ržek Uporaba bitumna »PMB 45/80-65 le« v proizvodnji toplih asfaltnih zmesi 1. UVOD Kot tehnološko zanimiva novost se v zadnjem času na trgu uveljavlja posebna V zadnjem času topli asfalti vse bolj vrsta polimerno modificiranega bitumna z pridobivajo na pomenu tudi v slovenski oznako LE (PmB 45/80-65 LE). Gre za gradbeni praksi. Številna podjetja so že pred-pripravljen bitumen z dodatkom, ki zagnala proizvodnjo toplih asfaltnih zmesi omogoča proizvodnjo asfaltov pri nižjih in izvedla poskusna vgrajevanja, nekatera temperaturah. Po podatkih proizvajalca je pa so tehnologijo že vključila v redno takšen bitumen dodatno modificiran z proizvodnjo. Pri tem uporabljajo različne organskim dodatkom, ki omogoča pristope, najpogosteje postopke s proizvodnjo asfaltnih zmesi pri nižjih kemijskimi dodatki ali postopke penjenja z temperaturah. Iz navedenega bi sicer lahko vbrizgavanjem vode. Čeprav je v Sloveniji sklepali, da gre za bitumen z znižano zgodovinsko gledano največ izkušenj z viskoznostjo, pri čemer pa je ta bitumen uporabo organskih dodatkov - voskov za tudi certificiran skladno s standardom proizvodnjo toplih asfaltov, pa se ti v redni SIST EN 14023:2010 in se lahko uporablja proizvodnji uveljavljajo počasneje. Delno je v okviru harmoniziranega področja manjša uporaba voskov v redni proizvodnji certificiranja kontrole proizvodnje asfaltnih toplih asfaltov lahko tudi posledica zmesi. Po navedbah proizvajalca v postopkov certificiranja, saj je v primeru bitumnih z oznako LE niso uporabljeni uporabe dodatkov, ki znižujejo viskoznost dodatki za znižanje viskoznosti, temveč naj oziroma uporabe pred-pripravljenih bi dodatek deloval kot površinsko aktivno bitumnov z znižano viskoznostjo sredstvo za zmanjšanje površinske certificiranje kontrole proizvodnje potrebno napetosti na stiku agregata in veziva, točna izvesti po drugačni certifikacijski shemi, vrsta dodatka pa ni znana in predstavlja izvesti dodatne preiskave in pridobiti drug poslovno skrivnost proizvajalca (A. Pocek, certifikat, kot je to v primeru osebna komunikacija, 27.9.2024). harmoniziranega področja certificiranja. V Uporaba takšnega bitumna je povsem večini primerov proizvodnje toplih asfaltov enaka uporabi klasičnih bitumenskih veziv je potrebna tudi modifikacija proizvodne pri proizvodnji vročih asfaltnih zmesi in za opreme, ali s sistemi za dodajanje trdnih ali proizvodnjo toplih asfaltov ne zahteva tekočih dodatkov, ali pa s sistemom za posebnih prilagoditev na asfaltnem obratu, penjenje. Nekateri asfaltni obrati so sicer že razen nižje proizvodne temperature. od same postavitve opremljeni z vsaj enim dodatnim sistemom, vendar pa jih večina V primeru, da dobavitelj dodatkov ali pred- potrebuje nadgradnjo. pripravljenih bitumnov z dodatkom poda le generalno navedbo, da gre za organski Proizvodnja toplih asfaltov poteka pri nižjih dodatek, ne navede pa načina delovanja temperaturah kot klasične vroče asfaltne dodatka, se lahko kaj kmalu znajdemo v zmesi, pri čemer se za znižanje proizvodne dvoumni situaciji, saj je iz splošne temperature uporablja različne dodatke in razdelitve dodatkov razumeti, da le ta tehnike, ki spremenijo viskoznostne vpliva na znižanje viskoznosti veziva, kar karakteristike veziva, izboljšajo obvijanje pa ni nujno res. Zavedati se moramo, da kamenega agregat z vezivom oziroma gre pri nekaterih kemijskih dodatkih tudi spremenijo mehanizme zgoščanja takšnih za organske spojine (npr. fosfatni estri, asfaltnih zmesi (Pavšič, 2022; Wang in dr., derivati maščobnih alkoholov, organski 2022; Šobak in dr., 2024). V primeru amini, …), torej neke vrste organske uporabe kemijskih dodatkov, ki delujejo dodatke, ki pa večinoma ne vplivajo na kot površinsko aktivne snovi, se zmanjša spremembo viskoznosti veziva (Caputo, et površinska napetost na stiku agregata in al., 2020; HS Chemie, 2022; CECA, 2025; veziva, s čimer je možna ustrezna obvitost KAO1, 2025; KAO2, 2025), zaradi česar agregata in zgoščanje asfaltne zmesi že pri tudi asfaltnih zmesi proizvedenih z nižjih temperaturah, sam kemijski dodatek uporabo teh dodatkov ne smemo pa praviloma ne vpliva na spremembo obravnavati kot tople asfalte, pri katerih je temperaturne odvisnosti viskoznosti veziva bilo uporabljeno vezivo z znižano (Periera in dr., 2018; Pavšič, 2022; Šobak viskoznostjo. Vsekakor je ob pomanjkanju in dr., 2024). točnih podatkov o uporabljenem dodatku nujno preveriti tudi vpliv spremembe temperature na viskoznost takšnega veziva 20. kolokvij o asfaltih in bitumnih 139 K. Šobak; P. Pavšič; L. Ržek Uporaba bitumna »PMB 45/80-65 LE« v proizvodnji toplih asfaltnih zmesi oziroma preveriti ali v temperaturnem Priprava preskušancev je potekala z območju 70 – 150 °C zaznamo fazni prehod udarnim zgoščevalnikom (po Marshallu) in na podlagi tega ustrezno opredeliti skladno s SIST EN 12697-30:2019. Vročo proizvedeni topli asfalt, kot NT – oznaka asfaltno zmes smo zgoščali pri temperaturi asfalta, ki pomeni nizko temperaturo 165 °C, za toplo asfaltno zmes pa smo in/ali kot NV - oznaka veziva z znižano temperaturo zgoščanja določili po metodi viskoznostjo (TSPI-PGV.06.460, 2021). analogije na osnovi vsebnosti votlin (Silva in dr., 2010; Oliveira in dr., 2012; Oliveira Še bolj kot sama opredelitev vrste toplega in dr., 2013; Liu in dr., 2023; Šobak in dr., asfalta, pa so pomembne njegove lastnosti 2024) in je znašala 150 °C. v primerjavi z istovrstno vročo asfaltno zmesjo, kot tudi lastnosti vgrajene asfaltne Obema asfaltnima zmesema so bile plasti, kar nam lahko da vpogled tudi v določene osnovne lastnosti, in sicer samo trajnost takšnega toplega asfalta. zrnavostna sestava (SIST EN 12697-2, 2025), vsebnost topnega bitumna (SIST EN 2. Raziskave in razprava 12697-1, 2020), gostota preskušancev (SIST EN 12697-6, 2020), največja gostota 2.1 Metodologija asfaltne zmesi (SIST EN 12697-5, 2019) in vsebnost prostih votlin ter votlin Vhodnemu bitumnu (PmB 45/80-65 LE za 8, 2019). zapolnjenih z bitumnom (SIST EN 12697-topli in PmB 45/80-65 za vroči asfalt) so bile določene osnovne mehanske lastnosti, Poleg osnovnih lastnosti je smo in sicer, penetracija (SIST EN 1426, 2015), proizvedenima asfaltnima zmesema določili točka zmehčišča (SIST EN 1427, 2015), tudi odtekanje veziva (SIST EN 12697-18, pretrgališče po Fraassu (SIST EN 12593, 2017), občutljivost na vodo (SIST EN 2015) in elas tični povratek (SIST EN 12697-12, 2018) in odpornost proti 13398, 2018), kot tudi reološke lastnosti z trajnemu preoblikovanju (SIST EN 12697-dinamičnim strižnim reometrom, določanje 22, 2024). faznega kota pri enakovrednem strižnem modulu - DSR (SIST EN 17643, 2022). Za Po vgradnji obeh asfaltnih plasti na opredelitev ali gre pri uporabi veziva PmB območju priključka Dragomer (Slika 1 in 45/80-65 LE za vezivo z zn ižano 2), je bila določena gostota, zgoščenost in viskoznostjo, pa je bila izvedena tudi vsebnost votlin vgrajenih plasti z določitev faznega prehoda v območju 70 – elektromagnetno sondo (Pavšič et al., 2012) 150 °C, skladno s postopkom podanim v in z odvzemom vzorcev vrtin (SIST EN TSPI-PGV.06.460:2021. 12697-27, 2017), pr i čemer je bila določena zmesi z uporabo bitumna PmB 45/80-65 vizualna razlika v emisijah plinov ob LE je bila pripravljena asfaltna zmes SMA vgradnji, kjer so ob vgradnji vroče zmesi 11 PmB 45/80-65 A2 NT, pri kateri je bil SMA 11 PmB 45/80-65 A2 (HMA Za opredelitev lastnosti toplih asfaltnih 12697-36, 2022). Na slikah 1 in 2 je opazna tudi debelina vgrajene plasti (SIST EN je bila vgrajena na avtocestnem priključku jih pri vgradnji tople zmesi SMA 11 PmB Dragomer na A C A1 Šentilj -Srmin, odsek 45/80-65 A2, NT (WMA – warm mix 0052/0652 Brezovica-Vrhnika. Za asphalt) ni videti. uporabljen bitumen PmB 45/80-65 LE in asphalt) opazne meglice dimnih plinov, ki – hot mix primerjavo lastnosti je bila preiskana in vgrajena na istem delovišču tudi istovrstna vroča asfaltna zmes SMA 11 PmB 45/80- 65 A2. Pri obeh asfaltnih zmeseh so bile uporabljene iste frakcije kamenih zmesi, polnila in dodatka celuloznih vlaken, v enakih količinah, prav tako pa je enak tudi delež uporabljenega bitumna, tako da bi bila zagotovljena čim bolj enaka sestava obeh asfaltnih zmesi in s tem čim boljša primerljivost. Proizvodnja vroče asfaltne zmesi je potekala pri temperaturi 170 °C, tople zmesi pa pri temperaturi 150 °C. 20. kolokvij o asfaltih in bitumnih 140 K. Šobak; P. Pavšič; L. Ržek Uporaba bitumna »PMB 45/80-65 LE« v proizvodnji toplih asfaltnih zmesi Slika 8: Vgradnja SMA 11 PmB 45/80-65 A2 Slika 2: Vgradnja SMA 11 PmB 45/80-65 (HMA) A2, NT (WMA) primerjalne vroče asfaltne zmesi SMA 11 2.2 Rezultati in razprava PmB 45/80-65 A2, pa bitumen PmB 2.2.1 Bitumensko vezivo Asvanyolaj 45/80-65 Starfalt OMV Hungaria Kft. Preiskane lastnosti uporabljenih vhodnih bitumnov so podane Za pripravo tople asfaltne zmesi SMA 11 v preglednici 1 in na sliki 3, določitev PmB 45/80-65 A2, NT je bil uporabljen faznega prehoda skladno s TSPI- bitumen PmB 45/80-65 LE Starfalt OMV PGV.06.460:2021, pa je prikazana na sliki Hungaria Asvanyolaj Kft., za pripravo 4. Preglednica 1: Lastnosti vhodnih bitumnov Zahteve Lastnost Metoda Enota Rezultat (SIST 1035, 2008) PmB 45/80-65 PmB 45/80-65 LE Penetracija pri 25 SIST EN 1/10 mm 60 60 45 - 80 °C 1426 SIST EN Zmehčišče po PK °C 78,0 79,8 ≥ 65 1427 Pretrgališče po SIST EN °C -18 -18 ≤-18 Fraassu 12593 Elastični povratek SIST EN % 92 95 ≥80 pri 25 °C 13398 DSR - SIST EN - 17643 T pri G*=15 kPa °C 53,6 54,6 δ pri TG*=15 kPa ° 63,2 59,1 Rezultati preiskav mehanskih lastnosti osnovnega bitumna PmB 45/80-65 in kažejo, da se bitumen PmB 45/80-65 LE v ustreza zahtevam podanim v SIST 1035. svojih lastnostih ne razlikuje bistveno od 20. kolokvij o asfaltih in bitumnih 141 K. Šobak; P. Pavšič; L. Ržek Uporaba bitumna »PMB 45/80-65 LE« v proizvodnji toplih asfaltnih zmesi Slika 3: Odvisnost kompleksnega strižnega modula in faznega kota od temperature pri preiskavi DSR Slika 4: Določitev temperature faznega prehoda Analiza rezultatov DSR je pokazala, da sta osnovni PmB 45/80-65, brez bistvenih temperaturi, pri katerih je G* = 15 kPa, za razlik, ki bi vplivale na njegovo praktično obe vezivi zelo podobni (53,6 °C pri LE in uporabnost. Pri preiskavi faznega prehoda 54,6 °C pri osnovnem PmB). Pri teh v območju 70 – 150 °C, skladno s temperaturah pa je fazni kot nekoliko višji postopkom TSPI-PGV.06.460:2021, za LE (63,2° proti 59,1°), kar kaže, da ima značilnega faznega prehoda ni bilo zaznati. vezivo LE v tem območju nekoliko večji Obe vezivi sta izkazali podobno delež viskoznega odziva znotraj temperaturno odvisnost viskoznosti in kompleksnega strižnega modula, kar strižne napetosti, brez nagle spremembe, ki pomeni nekoliko manj elastično obnašanje. bi nakazovala na uporabo dodatka za Skupno to potrjuje, da PmB 45/80-65 LE znižanje viskoznosti. ohranja primerljive reološke lastnosti kot 20. kolokvij o asfaltih in bitumnih 142 K. Šobak; P. Pavšič; L. Ržek Uporaba bitumna »PMB 45/80-65 LE« v proizvodnji toplih asfaltnih zmesi Rezultat tako potrjuje navedbe Za obe proizvedeni zmesi so bile opravljene proizvajalca, da pri pripravi bitumna PmB osnove preiskave kakovosti in odpornost 45/80-65 LE ni uporabljen dodatek, ki bi na trajne deformacije oziroma odpornost vplival na znižanje viskoznosti in torej ne na nastanek kolesnic. gre za vezivo, ki bi ga morali označiti z oznako NV (TSPI-PGV.06.460, 2021). Rezultati preiskav, ki podajajo karakteristike primerjanih asfaltnih zmesi, 2.2.2 Lastnosti proizvedenih asfaltnih so podani v preglednici 2 in na sliki 5. zmesi Glede na osnovne lastnosti sta preiskovani Da bi lahko primerjali lastnosti proizveden asfaltni zmesi primerljivi. Obe zmesi vroče in tople asfaltne zmesi, je bila za obe ustrezata zahtevam podanim v SIST 1038- asfaltni 5 (SIST 1038-5, 2008) za ceste s težko in zmesi pripravljena enaka proizvodna zelo težko prometno obremenitvijo. Topla receptura, z razliko v uporabljenem bitumnu in temperaturi zmes je nekoliko bolj grobo zrnata, z proizvodnje. Topla asfaltna zmes je bila malenkostno višjo vsebnostjo prostih pripravljena z uporabo bitumna PmB votlin. Vsebnost veziva je pri obeh zmeseh 45/80- enaka. Pri topli zmesi je opaženo nekoliko 65 LE, primerjalna vroča pa z bitumnom PmB 45/80-65 iz istega vira. nižje odtekanje veziva, občutljivost na vodo Proizvodnja tople asfaltne zmesi je potekala pa je pri obeh zmeseh enaka. Kot nekoliko pri temperaturi 150 boljša se pri topli asfaltni zmesi s PmB ° C medtem, ko je bila proizvodna temperatura primerjalne vroče 45/80-65 LE kaže odpornost na trajno zmesi 170 problikovanje oziroma tvorjenje kolesnic, ° C. kar kaže na primerljivo ali pa celo lahko nakazuje večjo trajnost takšnih zmesi (Caputo et al., 2020; Liu et al., 2023). Preglednica 2: Lastnosti obravnavanih asfaltnih zmesi SMA 11 SMA 11 PmB 45/80-65 A2, PmB 45/80-65 Parameter Metoda Enota NT A2 (WMA) (HMA) SIST EN Delež topnega veziva % 6,0 6,0 12697-1 Največja gostota asfaltne SIST EN 3 Mg/m 2,638 2,636 zmesi 12697-5 Gostota kamenega materiala računsko Mg/m3 2,931 2,928 Gostota asfaltne zmesi SIST EN 3 Mg/m 2,538 2,546 12697-6 SIST EN Vsebnost prostih votlin % 3,8 3,4 12697-8 Zapolnjenost votlin z SIST EN % 79,8 81,3 bitumnom 12697-8 SIST EN Odtekanje veziva % 0,2 0,4 12697-18 SIST EN Občutljivost na vodo % 97,6 97,6 12697-12 Odpornost proti trajnemu preoblikovanju SIST EN - PRDair 12697-22 % 4,0 5,1 - WTSair mm/1000 0,040 0,070 20. kolokvij o asfaltih in bitumnih 143 K. Šobak; P. Pavšič; L. Ržek Uporaba bitumna »PMB 45/80-65 LE« v proizvodnji toplih asfaltnih zmesi Slika 5: Zrnavostna sestava preiskovanih asfaltnih zmesi Po vgradnji so bile preverjene osnovne 2.2.3 Lastnosti vgrajenih asfaltnih lastnosti vgrajenih plasti, in sicer gostota plasti plasti, zgoščenost plasti in vsebnost prostih votlin v zmesi z elektromagnetno Vgrajevanje obeh asfaltnih zmesi je sondo in s preiskavami odvzetih vzorcev potekalo pri izgradnji priključka Dragomer vrtin. Na odvzetih vzorcih vrtin je bila na AC A1, odsek 0052/0652 Brezovica- določena tudi debelina vgrajene plasti. Za Vrhnika, pri čemer je bila za obe asfaltni določitve gostote asfaltnih plasti z zmesi uporabljena enaka mehanizacija. elektromagnetno sondo, je bila za vsako Vgradnja vroče asfaltne zmesi je potekala asfaltno plast uporabljena umeritvena pri temperaturi 165 - 170 premica, določena na osnovi meritev in ° C, medtem ko je bila temperatura vgradnje pri topli asfaltni rezultatov odvzetih vzorcev vrtin na zmesi 145 - 150 obravnavanem odseku, za vsako asfaltno °C. Režim vgradnje (nastavitve na asfaltnem razdelilniku, plast ločeno. vzorec valjanja in število prehodov) je bil pri obeh asfaltnih plasteh enak. Rezultati izvedeni preiskav so v obliki statističnih podatkov podani v preglednicah 3 in 4. Preglednica 3: Lastnosti vgrajenih plasti z meritvami z elektromagnetno sondo Statistični parameter SMA 11 PmB 45/80-65 A2, NT SMA 11 PmB 45/80-65 A2 Gostota Zgoščenost Vseb.votlin Gostota Zgoščenost Vseb.votlin (Mg/m3) (%) (%) (Mg/m3) (%) (%) Število preiskav n 20 20 20 52 52 52 Povprečna vrednost X 2513,7 99,0 4,71 2542,5 99,9 3,55 Standardni odklon s 22,54 0,89 0,854 26,76 1,05 1,015 Največja vrednost Xmax 2551,5 100,5 6,05 2596,9 102,0 5,24 Najmanjša vrednost Xmin 2478,4 97,7 3,28 2497,8 98,1 1,48 Razpon R 73,08 2,88 2,770 99,08 3,89 3,759 20. kolokvij o asfaltih in bitumnih 144 K. Šobak; P. Pavšič; L. Ržek Uporaba bitumna »PMB 45/80-65 LE« v proizvodnji toplih asfaltnih zmesi Preglednica 4: Lastnosti vgrajenih plasti s preiskavami vzorcev vrtin Statistični parameter SMA 11 PmB 45/80-65 A2, NT SMA 11 PmB 45/80-65 A2 Deb. Gostota Zgošč. Vseb.vot. Deb. Gostota Zgošč. Vseb.vot. (mm) (Mg/m3) (%) (%) (mm) (Mg/m3) (%) (%) Št. preiskav n 6 6 6 6 9 9 9 9 Povp. vred. X 40,0 2500,3 98,5 5,22 41,4 2515,8 98,8 4,56 Stand. odklon s 0,97 19,31 0,76 0,732 3,16 24,07 0,95 0,913 Najv. vred. Xmax 41,0 2522,0 99,4 6,22 48,0 2551,0 100,2 6,15 Najm. vred. Xmin 38,5 2474,0 97,5 4,40 38,7 2474,0 97,2 3,22 Razpon R 2,5 48,00 1,89 1,820 9,30 77,00 3,02 2,921 Rezultati izvedenih preiskav kažejo, da je pripravljenem bitumnu lahko vsebnost votlin (zahteva 1,5 – 7,5 %) in obravnavamo kot kemijski dodatek, toplo zgoščenost (zahteva ≥ 97 %) v povprečju pri asfaltno zmes proizvedeno z njegovo obeh plasteh v mejah, ki jih predpisuje uporabo, pa označujemo z dodatno oznako tehnična specifikacija za vgrajevanje NT (TSPI-PGV.06.460, 2021). Vsekakor je asfaltnih plasti (TSC 06.300/06.410, ob pomanjkanju točnih podatkov o 2009). Pri obeh plasteh so ustrezne tudi uporabljenem dodatku v pred- minimalne izmerjene vrednosti zgoščenosti pripravljenem bitumenskem vezivu nujno in vsebnosti votlin. Povprečna debelina pri preveriti tudi vpliv spremembe temperature obeh plasteh ustreza projektni zahtevi 4 na viskoznost takšnega veziva oziroma cm, opaženo pa je minimalno odstopanje preveriti ali v temperaturnem območju 70 – najmanjše vrednosti izmerjene debeline pri 150 °C zaznamo fazni prehod in na podlagi obeh vgrajenih plasteh. tega ustrezno opredeliti proizvedeni topli asfalt, kot NT in/ali NV (TSPI-PGV.06.460, Osnovne lastnosti obeh vgrajenih plasti so 2021). tako primerljive, je pa homogenost vgrajene plasti SMA 11 PmB 45/80-65 A2, NT Primerjava lastnosti proizvedene in nekoliko boljša, saj sta tako standardni vgrajene asfaltne zmesi SMA 11 PmB odklon, kot tudi razpon izvedenih meritev 45/80-65 A2, NT pripravljene z uporabo pri vgrajeni plasti tople zmesi manjša. To pred-pripravljenega veziva PmB 45/80-65 lahko nakazuje na nekoliko lažje LE z istovrstno vročo asfaltno zmesjo SMA vgrajevanje in zmanjšane vplive 11 PmB 45/80-65 A2 je pokazala, da so temperaturne segregacije pri vgradnji tople lastnosti asfaltnih zmesi in plasti asfaltne zmesi proizvedene z bitumnom primerljive. Asfaltna zmes z uporabo PmB PmB 45/80-65 LE. 45/80-65 LE izkazuje celo nekoliko boljšo odpornost na tvorjenje kolesnic, v vgrajeni 3 Zaključek plasti pa nekoliko boljšo homogenost. Bitumensko vezivo z oznako PmB 45/80- Rezultati izvedenih raziskav kažejo, da 65 LE, je polimerno modificirano vezivo bitumensko vezivo PmB 45/80-65 LE certificirano v skladu s SIST EN lahko učinkovito uporabimo pri proizvodnji 14023:2010, z dodatkom, ki omogoča toplih asfaltnih zmesi, pri čemer na proizvodnjo asfaltnih zmesi pri nižjih asfaltnem obratu niso potrebne tehnične proizvodnih prilagoditve proizvodnje. Tako proizvedene temperaturah. Lastnosti veziva PmB 45/80-65 LE so skladne z in vgrajene tople asfaltne zmesi izkazujejo zahtevami SIST 1035:2008. Lastnosti, primerljive lastnosti z istovrstnimi vročimi določene v okviru reoloških preiskav in v asfaltnimi zmesmi, pri čemer nekateri okviru določitve faznega prehoda, so rezultati nakazujejo celo možnost za pokazale, da PmB 45/80-65 LE ne vsebuje izboljšano trajnost asfaltne plasti organskih pripravljene z vezivom PmB 45/80-65 LE, dodatkov za znižanje viskoznosti, saj pričakovani fazni prehod ni kar pa bi bilo v nadaljevanju potrebno bil zaznan. Dodatek v ta preveriti in potrditi z dodatnimi kšnem pred- raziskavami in dolgoročnim spremljanjem 20. kolokvij o asfaltih in bitumnih 145 K. Šobak; P. Pavšič; L. Ržek Uporaba bitumna »PMB 45/80-65 LE« v proizvodnji toplih asfaltnih zmesi v realnih pogojih, pod vplivi vremenskih in 35, 693–700. prometnih obremenitev. https://doi.org/10.1016/j.conbuildmat .2012.04.141. 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Use of a warmmix asphalt za standardizacijo. additive to reduce the production - SIST EN 12593:2015. Bitumen in temperatures and to improve the bitumenska veziva - Določanje performance of asphalt rubber pretrgališča po Fraassu, Ljubljana: mixtures. Journal of Cleaner Slovenski inštitut za standardizacijo. Production, 41, 15 – 22. - SIST EN 12697-1:2020. Bitumenske https://doi.org/10.1016/j.jclepro.2012 zmesi - Preskusne metode - 1. del: Topni .09.047. delež veziva, Ljubljana: Slovenski - Oliveira, J. R. M., Silva, H. M. R. D., inštitut za standardizacijo. Abreu, L. P. F., Gonzalez-Leon, J. A., - SIST EN 12697-12:2018. Bitumenske 2012. The role of a surfactant based zmesi - Preskusne metode - 12. del: additive on the production of recycled Ugotavljanje občutljivosti bitumenskih warm mix asphalts - less is more. Construction and Building Materials, 20. kolokvij o asfaltih in bitumnih 146 K. Šobak; P. Pavšič; L. Ržek Uporaba bitumna »PMB 45/80-65 LE« v proizvodnji toplih asfaltnih zmesi preskušancev za vodo, Ljubljana: bitumnov, Ljubljana: Slovenski inštitut Slovenski inštitut za standardizacijo. za standardizacijo. - SIST EN 12697-18:2017. Bitumenske - SIST EN 14023:2010. Bitumen in zmesi - Preskusne metode - 18. del: bitumenska veziva - Okvirna Odtekanje veziva, Ljubljana: Slovenski specifikacija za bitumne, modificirane s inštitut za standardizacijo. polimeri, Ljubljana: Slovesnki inštitut - SIST EN 12697-2:2025. Bitumenske za standardizacijo. zmesi - Preskusne metode - 2. del: - SIST EN 1426:2015. Bitumen in Ugotavljanje zrnavosti, Ljubljana: bitumenska veziva - Določanje Slovenski inštitut za standardizacijo. penetracije z iglo, Ljubljana: Slovenski - SIST EN 12697-22:20120+A1:2024. inštitut za standardizacijo. Bitumenske zmesi - Preskusne metode - - SIST EN 1427:2015. Bitumen in 22. del: Preskus nastajanja kolesnic bitumenska veziva - Določanje (vključuje dopolnilo A1), Ljubljana: zmehčišča - Metoda prstana in kroglice, Slovenski inštitut za standardizacijo. Ljubljana: Slovenski inštitut za - SIST EN 12697-27:2017. Bitumenske standardizacijo. zmesi - Preskusne metode - 27. del: - SIST EN 17643:2022. Bitumen in Vzorčenje, Ljubljana: Slovenski inštitut bitumenska veziva - Določanje za standardizacijo. temperature in faznega kota pri - SIST EN 12697-30:2019. Bitumenske enakovrednem strižnem modulu z zmesi - Preskusne metode - 30. del: dinamičnim strižnim reometrom (DSR) - Priprava preskušancev z udarnim Preskus BTSV, Ljubljana: Slovenski zgoščevalnikom, Ljubljana: Slovenski inštitut za standardizacijo. inštitut za standardizacijo. - Šobak, K., Pavšič, P., 2024. Vpliv - SIST EN 12697-36:2022. Bitumenske kemijskega dodatka za proizvodnjo zmesi - Preskusne metode - 36. del: toplih asfaltov na laboratorijsko Ugotavljanje debeline bitumenskega referenčno temperaturo vozišča, Ljubljana: Slovenski inštitut za zgoščanja.Zbornik. 16. slovenski standardizacijo. kongres o prometu in prometni - SIST EN 12697-5:2019. Bitumenske infrastrukturi. Portorož, DRC - zmesi - Preskusne metode - 5. del: Združenje za promet in prometno Ugotavljanje največje gostote, Ljubljana: infrastrukturo Slovenije d.o.o. Slovenski inštitut za standardizacijo. - TSC 06.300/06.410:2009. Smernice in - SIST EN 12697-6:2020. Bitumenske tehnični pogoji za graditev asfaltnih zmesi - Preskusne metode - 6. del: plasti. Republika Slovenija, Ministrstvo Ugotavljanje prostorninske gostote za promet. bitumenskih preskušancev, Ljubljana: - TSPI-PGV.06.460:2021. Zgornji ustroj Slovenski inštitut za standardizacijo. cest - Tople asfaltne zmesi, Ljubljana: - SIST EN 12697-8:2019. Bitumenske Republika Slovenija, Ministrstvo za zmesi - Preskusne metode - 8. del: infrastrukturo. bitumenskih preskušancih, Ljubljana: - Wang, X., Li, G., Li, J., 2022. Study on Ugotavljanje značilnosti votlin v the Compaction Temperature of Warm Slovenski inštitut za standardizacijo. Mix Asphalt Mixture Based on Different - SIST EN 13398:2018. Bitumen in bitumenska Test Equipment. World Journal of veziva - Določevanje Applied Physics, 7(3), 43-47. doi: elastičnega povratka modificiranih 10.11648/j.wjap.20220703.12. 20. kolokvij o asfaltih in bitumnih 147 POKROVITELJI SPONSORS 20. kolokvij o asfaltih in bitumnih