Highway Engineering

Introduction
Interlocking Concrete Block Pavement (ICBP) has replaced the conventional concreting technique that required the use of traditional bricks and asphalt on the surface of the road. The traditional method was cumbersome as it required skill and accuracy to maintain the thickness of the road in addition to constant supervision by the site engineer. The roads had to be closed for hours as time was consumed in laying and mixing works. This problem was noticed by the higher authorities and the implementation of concrete blocks was recommended for ease of work.

The shape of such blocks varies as well as in size aspects because the design of these blocks constantly evolved during the years. The interlocking between the blocks was not good initially but as time went on, the design was modified so as to provide perfect interlocking. Interlocking is required to be perfect while laying as sand or other impurities might penetrate the gaps leaving the blocks isolated from the nearby blocks. This would result in breaking of the pattern and eventually the blocks would come out of the place. Hence, the works need to be precise on the field and is to be well monitored by the site engineers.

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Introduction
Raised pavement markers are reflectors on roads provided for safety purposes. These can be made up of ceramic, plastic, fibre, metal, concrete, glass, steel, etc. of various shapes and sizes. There are also non-reflector raised pavement markers like that of ceramic but these have disadvantages as they are not effective during night time. Nowadays, such reflectors have in-built light in them that emit lights which keep on blinking at night for safety purposes. Some other names for specific types of raised pavement markers include convex vibration lines, Botts’ dots, delineators, cat’s eyes, road studs, or road turtle.

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Asphalt will deteriorate almost quickly, causing road distresses to appear, regardless of how well a road is designed. Traffic, dampness, and a lack of preventive maintenance treatment are all factors that speed up the deterioration of a road. Depending on the method used, mending a pothole on the road might be simple or complex. In some circumstances, dumping a mixture into a pothole, compacting it with a shovel, and turning away is a simple procedure. In other cases, pulverizing the pothole and laying down new pavement may be necessary. The sort of asphalt repair procedure required is determined by the nature and severity of the damages to an asphalt road. It is important to note that the longer it is taken to repair damaged asphalt, the worse the damage will become. Extensive damage is also more expensive since it necessitates more difficult repair methods, including removal, replacement, or resurfacing. As a general guideline, it is essential to inspect asphalt road for damage once a week or once a month, depending on how much traffic it receives. Parking lots with a lot of traffic will undoubtedly require more upkeep than those with less traffic. Thus, it is necessary to implement procedures as per the hole sizes along with their nature.
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By
GUTTA.GURUKRISHNA

Abstract
The evolution of innovative printing techniques in the three-dimensional world goes on. Before we reported about the amazing rapid prototyping revolution, about printers that are able to print complete buildings and about the inkjet printer for streets. Now there is also the road printer. The Tiger Stone brick printer makes road construction as easy as laying laminate flooring. BLDGBLOG considers the invention of the Dutch company to be a real “road printer”.

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By
G.H V SAI SIMHA ¹
1. Graduate Student, Department of Civil Engineering, K L University, Vaddeswaram, Guntur.

ABSTRACT
Harm in adaptable asphalts happen because of the development of overwhelming vehicles and change in climatic conditions. The primary parameters that cause the damage of the asphalt layer are fatigue
cracking and rutting. Cracking can be prevented by maintaining specified temperature during the process of preparation of mix to laying of bituminous mixes. In this way, to keep the rutting, the groove safe blends like Stone lattice black-top also called STONE MATRIX ASPHALT (SMA) must be utilized as a part of the bituminous layers. In this undertaking SMA is chosen to check its execution in all viewpoints, for example, stability (kg), deformation (mm), , volume of voids in mineral aggregates(VMA), with the expansion of fillers. The utilization of mechanical by-items utilized as fillers enhances the building properties of STONE MATRIX ASPHALT (SMA) mixtures. The expanded solidness because of the expansion of the filler is spoken to by an expansion in the softening point, viscosity, stability, and resilient modulus, and also abatement in entrance or decrease in penetration. In this venture the distinctive fillers like glass powder, magnetite (iron pellets), cement kiln dust, and filler fly fiery debris or filler fly ash have been utilized. All out 12 sets of test examples were set up by utilizing distinctive sorts of filler having diverse sum in the mixture. The Marshall properties got for the fillers uncover that, flyash remains filler, examples have been found to display higher stability contrasted with glass powder, cement kiln dust, magnetite. What’s more, magnetite filler indicated least deformation at 6 % bitumen content and the rate of air voids were observed to be diminished with the expansion of bitumen substance.

Keywords: stone matrix asphalt, filler, stability, deformation, Cement kiln dust, magnetite, glass powder, fly ash

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