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Günümüzde önemli çevre sorunlarına neden olan kömür kaynaklı atık yüksek fırın cürufunun (YFC) inşaat sektöründe, özellikle şehir içi yollarda, havaalanı pistlerinde, otopark sahalarında, terminallerde ve beton üretiminde puzolan malzeme olarak kullanılması ve bertaraf edilmesi konusu son zamanlarda önemli bir hale gelmiştir. Bu çalışmada, atık YFC ile stabilize edilmiş taşıma gücü zayıf killi bir zeminin rijit yol üstyapı kaplama kalınlığı ve maliyetine etkileri araştırılmıştır. Bu amaçla kil zemine ağırlıkça %0, 5, 10, 15 ve 20 oranlarında atık YFC ilave edilerek stabilize karışım numuneleri hazırlanmıştır. Saf ve stabilize numuneler standart proktor, serbest basınç ve kaliforniya taşıma oranı (CBR) deneylerine tabi tutularak fiziksel ve mekanik özellikleri belirlenmiştir. Deneyler neticesinde, en yüksek dayanımın elde edildiği stabilize karışım numunesinin YFC oranı (%20 YFC) tespit edilmiştir. Bu oran dikkate alınarak, AASHTO 1993 yöntemi ile saf ve YFC katkılı kil zemin üzerine inşa edilecek rijit üstyapı tabaka kalınlıkları ve maliyetlerinin hesabı yapılmıştır. Çalışmada, saf ve %20 YFC katkılı killi zeminler için kaplama kalınlıkları ve maliyetleri karşılaştırılarak, beton yol kaplamalarının ekonomik değerlendirmesi yapılmıştır. Bu amaçla çalışmada, farklı eşdeğer tek dingil yük tekerrür sayıları (proje trafiği, W8,2), 75x106, 100x106, 125x106 ve 150x106 alınarak saf kil zemin için rijit üstyapı kalınlıkları sırasıyla 31,90 cm, 33,35 cm, 34,54 cm ve 35,53 cm; %20 YFC katkılı killi zemin için ise sırasıyla 28,83 cm, 30,38 cm, 31,55 cm ve 32,56 cm olarak belirlenmiştir. Kabul edilen trafik değerleri için elde edilen bu kalınlıklara göre 1000 m uzunluğunda ve 20 m genişliğindeki bir yolun %20 YFC katkılı killi zemin için rijit üstyapı maliyetinin saf killi zemine kıyasla sırasıyla %9,63, %8,91, %8,68 ve %8,36 daha ekonomik olduğu tespit edilmiştir.
Currently, the issue of the use and removal of high-powered coal waste (YFC), which causes significant environmental problems, has recently become important in the construction sector, especially in urban roads, airport trails, parking spaces, terminals and concrete production. In this study, the impact on the thickness and cost of the rotating rotating of a weak locked soil with stabilized transport power with waste YFC has been studied. For this purpose, stabilized mixture samples are prepared by adding waste YFC at a weight of 0, 5, 10, 15 and 20 percent. The pure and stabilized samples have the physical and mechanical characteristics determined by keeping them under the standard proctor, free pressure and California transportation rate (CBR) tests. As a result of the trials, the YFC ratio of the stabilized mixture sample (20% YFC) in which the highest resistance was obtained was identified. Given this ratio, the AASHTO 1993 method has been accounted for the thickness and cost of the rope layer that will be built on a pure and YFC-contributed brick floor. The study compared the coating thickness and cost for pure and 20% YFC-contributed coated soil, a economic assessment of concrete road coating was made. For this purpose, the different equivalent number of single-dangle load wheels (project traffic, W8,2), 75x106, 100x106, 125x106 and 150x106 were taken, with the thickness of the roof of roof for the pure roof floor respectively 31,90 cm, 33,35 cm, 34,54 cm and 35,53 cm; and for the 20% YFC contributed roof floor respectively 28,83 cm, 30,38 cm, 31,55 cm and 32,56 cm. According to these thicknesses obtained for accepted traffic values, a road with a length of 1000 m and a width of 20 m has been found to be more economical than the cost of the roofing of a roofing floor with a contribution of 20% YFC, respectively, 9.63, 8.91, 8.68 and 8.36 per cent.
The use and disposal of coal-sourced blast furnace slag (BFS), which causes significant environmental problems today, as a pozzolan material in the construction industry, especially in urban roads, airport runways, parking lots, terminals and concrete production, has recently become important. In this study, the effects of a clay-bearing soil stabilized with waste BFS on rigid road pavement covering thickness and cost were investigated. For this purpose, stabilized mixture samples were prepared by adding 0, 5, 10, 15 and 20% waste BFS to the clay soil. Pure and stabilized samples were subjected to standard proctor, unconfined compression and california bearing ratio (CBR) tests to determine their physical and mechanical properties. As a result of the experiments, the BFS ratio (20% BFS) of the stabilized mixture sample with the highest strength was determined. Taking into account his ratio, the thickness and costs of the rigid pavement layer to be constructed on pure and BFS-added clay soil were calculated with the AASHTO 1993 method. In the study, the economical evaluation of concrete road pavements was made by comparing the pavement thickness and cost for the pure and the clay soils with 20% BFS. In the study, different equivalent single axle load repetition numbers (project traffic, W8,2), 75x106, 100x106, 125x106 and 150x106, rigid pavement thicknesses for pure clay soil 31.90 cm, 33.35 cm, 34.54 cm and 35.53 respectively cm; for clayey soils with 20% BFS added, it was determined as 28.83 cm, 30.38 cm, 31.55 cm and 32.56 cm respectively. According to these thicknesses obtained for the accepted traffic values, compared to the pure clay soil of the rigid pavement cost for 20% BFS additive clay soil of a 1000 m long and 20 m wide road. 9,63%, 8,91%, 8,68% and 8,36%, respectively, have been found to be more economical.
Alan : Fen Bilimleri ve Matematik; Mühendislik
Dergi Türü : Uluslararası
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