The characteristics of the muddy material carried by

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ECOTERRA - Journal of Environmental Research and Protection
The characteristics of the muddy material carried by
forestry/agriculture tires on the public road
Constantin A. Bratu, Valentina Ciobanu, Catalina Antoniade Roman
Depart ment of Forest Management and Engineering, Forest Management and Land
Measurement, Faculty of Silviculture and Forest Engineering, Transilvania University of
Braşov, Braşov, Romania. Corresponding author: C. A. Bratu,
alexandrubratu11@yahoo.com
Abstract. Traffic safety in the area of intersections between forest roads and public roads (with modern
superstructure) is influenced by the characteristics of the muddy material carried by the forest-vehicle
tires to the surface of the public road. This is due to the rifts shaped as relatively big prominences,
displayed by the forest vehicle tires. In this way, the muddy material is taken from the surface of the
forest roads and is “carried” on national or county roads. The mud layer deposited on modern roads is a
real danger to the vehicles travelling at legal speed. On the other hand, the sediments of dirt and mud (a
lot of debris) trucked onto a national road by a forest vehicle are dangerous pollutants of water and air.
So, forest vehicle tires can carry onto highway surface: petroleum products, metals, chemicals,
pesticides, organic products and bacteria. They can cause or aggravate a variety of respiratory diseases:
asthma, emphysema or lung cancer. This paper sets out to present in what way the quantity of muddy
material carried by forestry vehicles is influenced by the humidity, by the quantity of levigable parts, by
the humus content of the road material on the carriageway surface of the forestry roads and by travelling
velocity in the junction area between forestry road – national road.
Key Words: mud, forest road, public road, vehicle, humidity, humus content.
Introduction. According to the research report European Commission DG for Mobility
and Transport Unit C.4 – Road Safety (2014) in the year 2013, Romania was the
European Union country with the highest number of people dead in road accidents
(Figure 1).
Figure 1. Fatalities by million inhabitants. Evolution 2010-2013
(European Commission/Directorate General Energy and Transport, 2014).
Romania’s Traffic Code, 2015, Chapter VII, art. 102, stipulates the following: “There
constitute offences and are therefore punishable by a fine, set [...]: 26) to enter the
modernized public roads w ith a vehicle that carries mud on its wheels or body, which
deposits on the carriageway, or f rom which fall [...]endangering therefore the traffic
safety” (http://www.codulrutier.ro/codul_rutier_raspunderea_contraventionala_2.php).
In 2014, we researched the current situation as regards the geometry of the
intersections between forestry road – national/European road, at Braşov county level.
The research conclusions have shown that this type of intersections do not possess the
structural elements necessary for removing, f rom the tire surface, the mud or other road
and organic materials (wood scraps, leafs, etc.) (Bratu et al 2015).
In
Romania,
most
intersections between forestry/agricultural road
–
national/European road present major def iciencies in terms of the adherence of the
www.ec oterra- online.ro
2015 , Volume 12 , Iss ue 3
135
surface afferent to the national/European asphalt road. These deficiencies are more
pronounced during the year’s rainy period and they are mostly owed to the mud carried
by the tires of the forestry/agricultural vehicles on the tread of the national/European
road.
Likew ise, it is worth mentioning that, in the literature, in terms of Romania’s
forest-road design, there are provided no elements in order to design the solutions for
removing the mud from the forestry-vehicle tire surface.
Therefore, the forestry-vehicle drivers are “condemned” to judicially infringe the
legislation in force, endangering thereby both their safety and the safety of the drivers
circulating on the national/European road.
Given the aforementioned situation, this paper sets out to present in what way the
quantity of muddy material carried by forestry vehicles is influenced by the humidity, by
the quantity of levigable parts, by the humus content of the road material on the
carriageway surface and by travelling velocity in the junction area between forestry road
– national road.
The sediments of dirt and mud (a lots of debris) trucked onto a national road by a
forest vehicle are dangerous pollutants of water and air. So, forest vehicle tires can carry
onto highway surface: petroleum products, metals, chemicals, pesticides, organic
products and bacteria. They can cause or aggravate a variety of respiratory diseases:
asthma, emphysema or lung cancer (http://dnr.mo.gov/env/wpp/wpcp-guide/docs/wpcpguide.pdf; http://www.psr.org/assets/pdfs/air-pollution-effects-respiratory.pdf).
Material a nd Method. In Romania’s literature, as well as in the international literature,
there were identified no methods by means of which the quantity of muddy material
carried by the tires of the vehicles that transit thorough an intersection forest road –
national road, should be measured.
Therefore, this research submits the author’s own method by which the quantity of
mud carried by the vehicle tires, can be determined.
The stages of this method are the following:
- technical preparation of the vehicle, with a view to making the tests;
- establishing and acquiring the materials and means necessary for making the
vehicle tests;
- sampling the road material from the carriageway surface of the forestry roads;
- determining, in an authorized road laboratory, the following characteristics of the
sampled road material: humidity (W%), quantity of levigable parts (FM%) and humus
content;
- performing the auto tests.
Technical preparation of the vehicle, with a view to ma king the tests. In a first
phase of this stage, there have been acquired new tires of the type DUNLOP 195/50R15
82H Sport Bluresponse – for summer (Figure 2). In the following phase, the acquired tires
were attached to the experimental vehicle of the brand Volkswagen, 9N ABSBNMX01 POLO
(Figures 3 and 4).
Figure 2. Tires used for performing the auto tests.
136
Figure 3. Test vehicle.
Figure 4. Geometrical characteristics of the test vehicle (adaptation after www.psr.org).
The tires were attached in an authorized auto service. Likewise, the motor vehicle was
subjected to authorized technical controls of auto-maintenance, following which the vehicle
was found to comply with the road requirements in force.
According to the vehicle technical book, the unloaded vehicle weight (+ 90% fuel in
the tank) is 1 085 kg. We mention that, at the beginning of the tests, the amount of fuel
(diesel fuel) in the tank was empowered 90% - cca. 45 litres (approx. 38.02 kg at the
temperature of 15ºC – according to EN ISO 3675; EN ISO 12185). The only further load
recorded during the tests was the driver’s weight, amounting to 95.60 kg.
Establishing and acquiring the materials and means. The materials used during the
tests were the following: oily (waxed) chalk, 2 x flat strip rubberized with textile
reinforcement, plastic bags, sodium hydroxide, wooden stakes etc. (Figure 5).
Figure 5. Used materials.
137
The means necessary for performing the tests consisted in the following: tape line, highaccuracy weigher KEREN HTS, Version 2.4 (Figure 6), technical balance, thermoregulation
oven, exicator, containers with lid, sieve of 8 mm, measuring cylinder of 500 c m3 , white
enamelled tin pots, metallic rod.
Figure 6. Weigher KEREN HTS, version 2.4.
It is also worth mentioning that the weigher operates in compliance with the European
Directives (2006/95/EC – Low Voltage Directive; 2004/18/EC – EMC Directive; 2006/42/EC
Machine directive; 90/384/EEC Non-automatic Weighing Instruments Directive), the
International Standards (EN 60950-1: 2006; EN 61326-1: 1997 +A1:1998 + A2:2001
(Class B); EN 13155:1988 (2); EN 45501) and it has the clearance certificate No. T6778
(Kern & Sohn GmbH 2010).
Sampling the road material from the carriage way surface of the forestry roads.
The road material was sampled at the carriageway level of three forestry roads that
intersect national/European roads at Braşov county level (Figure 7, Table 1).
Table 1
Localisation and identification of the studied intersections (Bratu et al 2015)
No.
crt.
1
Intersecting roads
National Roads
(Public Roads)
Forest Roads
DN13
Detaching
Position
Name
Name
direction
kilometer
D155
DN1A
km
left
(FE013)
163+800
Other details
Symbol
mud
Geometric shape
Picture
Mud1
2
DN73A
km
3+400
right
D108
(FE044)
Mud2
3
DN73A
km
4+200
left
D107
(FE048)
Mud3
Given that all three forestry roads present a single lane, the surface afferent to the roadmaterial sampling is reckoned to be limited by the w idth of the forestry-vehicle and by
the length of the tire DUNLOP (~ 2.00 ml) of the motor vehicle for the auto test. The
length was established from the edge of the carriageway afferent to the public road.
138
Figure 7. Identification of the intersections forest road –national road – Brasov County
(http://www.qreferat.com/referate/biologie/LUCRARE- DE-LICENTA-BIOLOGIEEV238.php).
Determining, in an authorized road laboratory, the following cha racteristics of the
sampled road material: humidity (W%), quantity of levigable parts (FM%) and
humus content (organic materia l). The road material was sampled in compliance with
the Quarter-Cone Method (Nicoara 1998). The humidity (W%) was determined in
compliance with STAS 466-08 (Iliescu & Pop 2011) (Figure 8).
Figure 8. Determination of the humidity specific to the sampled roadmaterial.
Homologated road laboratory.
The determination of the levigable parts (FM%) was achieved according to STAS 4606-80
(Iliescu & Pop 2011) (Figure 9). This determination was reckoned useful as the fine clay
situated on the surface of the carriageway displays a high level of adherence, both on the
surface of the tire and on the asphalt surface of the public road.
Figures 9. Levigable-part determination. Homologated road laboratory.
139
The determination of the humus content (Figure 10) was effectuated in compliance with
STAS 4606-80-RO and SR 662–2002- RO. This determination is of a qualitative type
(colorimetry). This determination dwells on the colour reaction of the humic acids in the
roadmaterial sample within a solution of 3% sodium hydroxide (NaOH) (Iliescu & Pop
2011).
Figure 10. Humus-content determination. Homologated road laboratory.
Performing the auto tests. The auto tests were effectuated on the track no. 3 in the
patrimony of S.C. Tektron S.R.L. Braşov (the former C.E.T. Braşov) (Figure 11). The
track has maximum 300 meters in length; as well as 2.50 meters in carriage width; and
the road structure consists in ballast foundation - 20 cm, and road concrete slabs of the
brand BcR 3.5.
Figure 11. Track no. 3 CET Braşov (left - top view; right - perspective).
The preparatory stages, which were made previously to the auto tests, consisted in:
surface perimetering; placement of the identification panels for the testing activity
(Figure 12); carriageway-surface cleansing; route measuring, marking (F igure 13) and
picketing w ith tape line, oily chalk and wooden stakes; establishment of the start
threshold; placement of the rubberized f lat strips of 2.5 meters in length; instalment of
the weigher Kern HTS.
140
Figure 12. Identification panel of the auto test.
Figure 13. Road-surface marking.
The auto test involves several phases:
- to lay the road material on the surface of the two rubberized flat strips, w hich
will create a parallelepiped with the dimensions of 0.35m x 2.00 m x 0.02m (Figure 14);
- to determine the value afferent to the initial weight of the rubberized flat strip
and of the material sample:
Gi = Grub + G’m [kg]
(1)
where: Grub – weight of the rubberized flat strip [kg];
G’m – initial weight of the roadmaterial sample [kg].
- passage of the test motor-vehicle tires over the deposited road material. Several
passages will be made, at various constant travelling velocities (5 km/h, 20 km/h, 40
km/h, 60 km/h) (Figure 15). Likew ise, during the passage over the road material, the
procedure Stop & Go was also achieved. This type of transiting was approached, due to
its being the most frequently encountered while steering from a forestry road to a
national road. In this way, the vehicle approaches the deposited material at a constant
speed of 40 km/h (the speed for which a main forestry road has been designed
(Ministerul Mediului şi al Pădurilor 2011)). At the moment the front-axle tires penetrate
the deposited material, the driver suddenly slows down, until the motor vehicle stops.
After its slow ing dow n, the motor vehicle is subjected to a suddenly accelerated
departure;
- to determine the weight of the rubberized flat strip and of the road material left
on the surface of the rubberized flat strip (Figure 16):
Gf = G rub + G’’m [kg]
(2)
where: G’’m – weight of the soil sample remained on the flat-strip surface [kg].
In the case of each soil sample and at each passage from the relations (1) and
(2), the quantity (Gdif) of muddy material carried by the test motor vehicle, is
determined:
Gdif = Gi – Gf [kg]
(3)
141
Figure 14. Laying the road material (Mud1, Mud3).
Figure 15. Sample Mud3 after the passage of the motor vehicle (20km/h).
Figure 16. Transiting the sample Mud1 (5 km/h).
Results and Discussion
Results obtained in the laboratory. For each roadmaterial sample (Mud1, Mud2, Mud
3), the following physical characteristics were determined: humidity (W%), levigable
parts (LM%) and humus content. The results are illustrated in Table 2.
142
Table 2
Results of the laboratory determinations
Road material
Humidity W [%]
Leached material LM [%]
Humus content [colouring]
Mud1
Mud2
Mud3
21.02
15.76
15.26
36.48
27.37
25.86
Dark reddish - brown
Dark brown
Light reddish - brown
In compliance with SR 662/2002 - RO, the maximum permissible value of the levigable
parts in an aggregate to be used in the field of road constructions is 0.3% [13]. The
relatively high values of the levigable parts registered in the composition of the samples
are mostly due to the pumping phenomenon of the forestry-road structure. In this way,
the pumping phenomenon, corroborated w ith the excessive humidity (according to Table
2, Figure 17) and the increase in the traffic tonnage have led to the injection of the fine
clay particles from the road-bed level, on the carriageway surface. This phenomenon
results in the degradation of the road structure and in the diminution of the adherenc e
tire – carriageway surface.
Figure 17. Results obtained in the laboratory Mud1, Mud2, Mud3 - graphical comparison.
Likew ise, in compliance with SR 662/2002 - RO, in the case of the road materials, the
colour of the solutions obtained in determining the humus content, must fall into the
range colourless – intense yellow (Asociatia de Standardizare din Romania 2002). As one
can see, in Table 2, the colouring of the solutions reveals that the three road structures
also consists in organic materials. This large amount may be owed both to the pumping
phenomenon and to the loss of the wooden material (chips, branches, sawdust, etc.)
from the forest-exploitation phase. A third cause of the large humus amount in the road
structures is the fall or the wind-sweeping of the tree leafs on the carriageway surface.
Results of the auto-test. After the test motor-vehicle having transited through the
roadmaterial samples, the weights displayed in Table 3 were recorded.
Table 3
Results of the auto tests
Speed
[km/h]
5
20
40
60
Stop&Go
Gi
23.70
20.40
24.20
23.70
24.60
Mud1
Gf
20.45
17.70
21.95
22.40
15.90
G dif
3.25
2.70
2.25
1.30
8.70
Gi
20.6
26.80
25.90
26.70
25.10
143
Mud2
Gf
19.35
25.90
25.05
25.95
18.60
G dif
1.25
0.90
0.85
0.75
6.50
Gi
20.40
19.70
21.05
21.65
17.95
Mud2
Gf
19.35
18.90
20.35
21.00
11.65
G dif
1.05
0.80
0.70
0.65
6.30
In F igure 18 one can see that the values of the roadmaterial remained on the surface of
the rubberized flat strip, regardless of the travelling velocity, has the following decreasing
order:
G dif Mud1 > G dif Mud2 > G dif Mud1
(4)
In F igure 19, here it is highlighted how the amount of mud, carried by the tires of the
motor vehicles that transit through an intersection between forest road – national road,
decreases with the rise in travelling velocity. Thus, during the procedure Stop&Go, the
quantity of mud carried by the motor vehicle tires seems to be maximal.
Figure 18. The variance of weight remained road material, G dif [kg] (I).
Figure 19. The variance of weight remained road material, G dif [kg] (II).
Correlation of results. The general purpose of this paper is to emphasize the variance
of the mud quantity, during the passage of a motor vehicle through a n intersection, in
the direction forest road (unmodernized road structure) – national road (modernized
structure) depending on the following factors: travelling velocity of the motor vehicle,
humidity, content in levigable parts and humus of the road material in the forest-road
structure.
The analysis of the F igure 20 supports the statement that the value of the mud
quantity carried by the tires is on the increase, with the rise in humidity and clay quantity
within the composition of the forest road material. No relation was found between the
variance of the carried mud quantity and the organic-material (humus) quantity in the
road material.
144
Figure 20. Leached material PL[%], humidity W[%] and weight remained road material, G dif [kg].
Conclusions. The value of the muddy- material quantity, carried by the motor vehicle
tires and body, during their transit through an intersection of the type forest road –
national road, depends on the following factors:
- decreases with the rise in travelling velocity of the motor vehicle;
- increases with the rise in humidity in the composition of the forest road
material;
- increases with the rise in clay quantity in the composition of the forest road
material.
The quantity of organic material in the composition of the road material does not
seem to influence the variance of the carried- mud quantity.
In this type of road intersections, the maximu m quantity of carried mud is
accumulated through the procedure Stop & Go.
Given that this procedure is most frequently encountered, when steering from a
forest road to a national road (the driver of the forestry vehicle slows down close to the
public road; brakes car; assures himself/herself; speeds up, when accessing the public
road). So, in Romania, one can state that this type of intersections is a diminishing factor
for the road-safety quotient, both for the forestry driver and for the driver circulating on
the public road.
Acknowle dgements. This paper is supported by the Sectoral Operational Programme
Human Resources Development (SOP HRD), ID 134378 financed from the European Social
Found and by the Romanian Government.
Re fere nces
Asociatia de Standardizare din Romania, 2002 Bucureşti, Lucrări de drumuri. Agregate
naturale de balastieră. Conditii Tehnice de Calitate, SR – 662/2002, pp. 11, 7 [in
Romanian].
Bratu C. A., Ciobanu V., Apafaianu A., Boghian V., 2015 Influence of the geometrical
elements on the road traffic safety in the intersections forest road – national road,
in the county of Brasov, Romania. Proceedings of the Biennial International
Symposium Forest and Sustainable Development, Brasov, Transilvania University
Press, pp. 235–244.
Codul Rutier Romania, Cap. VII – [Răspundere contraventională]. Available at:
http://www.codulrutier.ro/codul_rutier_raspunderea_contraventionala_2.php.
Accessed: March, 2015 [in Romanian].
European Commission DG for Mobility and Transport Unit C.4 – Road Safety, 2014 Road
Safety
Vademecum.
Available
at:
http://ec.europa.eu/transport/road_safety/pdf/vademecum_2014.pdf.
Accessed:
September, 2014.
145
European Commission/Directorate General Energy and Transport, 2014 Fatalities by
population
evolution
2010-2013,
Available
at:
http://ec.europa.eu/transport/road_safety/pdf/observatory/historical_evol_popul.pd
f. Accessed September, 2014.
Iliescu M., Pop M., 2011 [Îndrumător pentru lucrările de laborator de drumuri]. Cluj –
Napoca: U.T. PRESS, pp. 28., pp. 13 – 14, pp. 10 [in Romanian].
Kern & Sohn GmbH, 2010 Technical book: Operating Instructions Electronic crane scale.
pp. 13
Ministerul Mediului şi al Pădurilor, 2011 [Normativ privind proiectarea drumurilor
forestiere] PD – 003 – 11, pp. 5 [in Romanian].
Nicoara L., Asociatia Profesională de Drumuri şi Poduri din Romania, 1998 [Îndrumător
pentru laboratoarele de drumuri]. Timişoara, Inedit Press, pp. 42–43 [in Romanian].
*** EN ISO 3675.
*** EN ISO 12185.
*** Missouri Depart ment of Natural Resources, Protecting Water Quality. Available at:
http://dnr.mo.gov/env/w pp/wpcp-guide/docs/wpcp-guide.pdf. Accessed: March,
2015.
*** [Evaluarea calitativă a componentei de mac ro-nervertebrate din perimetrul regiunii
Predelus
–
Bran,
Judetul
Braşov].
Available
at:
http://www.qreferat.com/referate/biologie/LUCRARE- DE-LICENTA-BIOLOGIEEV238.php. Accessed: March, 2015 [in Romanian].
*** Physicians for social responsibility, how air pollution contributes to lung disease.
Available at: http://www.psr.org/assets/pdfs/air-pollution-effects-respiratory.pdf.
Accessed: March, 2015.
Received: 29 July 2015. Accepted: 28 September 2015. Published online: 31 October 2015.
Authors:
Constantin Alexandru Bratu, Department of Forest Management and Engineering, Forest Management and Land
Measurement, Faculty of Silviculture and Forest Engineering, Transilvania University of Braşov, Romania,
e-mail: alexandrubratu11@yoahoo.com
Valentina Ciobanu, Department of Forest Management and Engineering, Forest Management and Land
Measurement, Faculty of Silviculture and Forest Engineering, Transilvania University of Braşov, Romania,
Catalina Antoniade Roman, Department of Forest Management and Engineering, Forest Management and Land
Measurement, Faculty of Silviculture and Forest Engineering, Transilvania University of Braşov, Romania
This is an open-access article distributed under the terms of the Creative Commons Attribution License, which
permits unrestricted use, distribution and reproduction in any medium, provided the original author and source
are credited.
How to cite this article:
Bratu C. A., Ciobanu V., Antoniade Roman C., 2015 The characteristics of the muddy material carried by
forestry/agriculture tires on the public road. Ecoterra 12(3):135-146.
146

The characteristics of the muddy material carried by

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