IMPORTANCIA DE LA REGULARIDAD SUPERFICIAL (IRI) EN LA CONSTRUCCION DE PAVIMENTOS AFALTICOS EN CALIENTE
2011
Ing. Paul Lavaud Director Internacional Internacional para Latinoamérica Latinoamérica y El Caribe ROADTEC, INC. Celular: +51 998095676
[email protected] [email protected] www.roadtec.com 0
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IMPORTANCIA DE LA REGULARIDAD SUPERFICIAL (IRI) EN LA CONSTRUCCION DE PAVIMENTOS AFALTICOS EN CALIENTE 1.INTRODUCCIÓN
Según estudios económicos una de las maneras de incrementar el bienestar de nuestra población fuera de las grandes ciudades es con vías de comunicación, de tal forma que se puedan integrar económicamente al sacar sus productos al mercado y al recibir turismo. Por otro lado las grandes ciudades con mayor número de habitantes y autos requieren de mejores vías para llegar más rápido a su centro de labores y estudios. Los pavimentos asfálticos son una solución económica y sostenible para la construcción de vías, ya que el tráfico se puede abrir según el avance diario de obra y luego se pueden reciclar permanentemente. Las carreteras se diseñan usualmente para una vida útil de 10 a 20 años. Sin embargo, muchas de ellas están fallando prematuramente apareciendo agrietamiento, huecos y ahuellamiento, debido, principalmente, a los métodos constructivos. Estas fallas prematuras hacen que se gasten innecesariamente millones de dólares en mantenimiento cada año. El éxito en construir un pavimento de calidad no es solo dado por un buen diseño y preparación de mezcla de asfalto en caliente con buenos materiales, también es de suma importancia una correcta colocación y compactación de la mezcla, lo cual finalmente nos dará la medida de Indice de Rugosidad Internacional (IRI) inicial. Es muy importante que los ingenieros de diseño, personal que labora en las plantas de asfalto, operadores de máquinas y supervisores de obra, comprendan las variables relevantes durante la construcción de los pavimentos asfálticos que van a incidir en su rendimiento (vida útil y costos de mantenimiento vial) y confort de los usuarios. Las dos variables más importantes en la calidad de un pavimento asfáltico son la regularidad ( o rugosidad) superficial, medida actualmente como IRI y la densidad uniforme. Según estudios reconocidos en los últimos 15 años el IRI que se obtiene durante la construcción de un pavimento influye en: -
El IRI y el Índice de Servicio (PSI) durante la vida útil del Pavimento El costo de mantenimiento vial, los costos de mantenimiento se reducen considerablemente en pavimentos con un IRI inicial de 1,2 mt/km
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-
Las vibraciones percibidas por los conductores y pasajeros lo cual afecta la percepción del confort de los usuarios según las condiciones del pavimento El nivel de ruido dentro y fuera de los autos Los accidentes de tránsito, hay un incremento de accidentes de 1,6 veces más cuando el IRI pasa de 1,56 m/km a un rango de 1,61 a 3,20 m/km La resistencia al rodamiento de un pavimento. Este se incrementa con respecto a la regularidad en un ratio de 3 a 6% de acuerdo a cuerdo al incremento por unidad de IRI El Consumo de Combustible. Para una operación constante de velocidad, el consumo de combustible se incrementa de 0,6 a 2,5% por cada unidad de IRI Los costos de operación de los autos. Estos se incrementan en un 3% para vehículos y 5,5% para camiones por cada unidad de IRI
El IRI de servicio es el resultado del IRI inicial, que va aumentando con la aparición de ondulaciones, ahuellamiento y grietas. La densidad no uniforme afecta prematuramente la vida útil de los pavimentos con la aparición de grietas y ahuellamiento. La mezcla de asfalto en caliente tiene un 94% de piedra triturada de distintos tamaños y un 6% de de asfalto. asfalto. Cuando se realizan realizan los los diseños diseños se establece un porcentaje de agregado según su tamaño en la mezcla, las piedras más pequeñas llenan los vacios que quedan entre las piedras más grandes, el asfalto cubre las piedras y las une. Esto no tiene nada nuevo para mucha gente dentro de la industria, sin embargo, durante el transporte de la mezcla de asfalto en caliente desde la planta de asfalto hasta la obra, debido al movimiento del camión, las piedras gruesas se separan de las pequeñas generándose una segregación de agregados durante la colocación. Las piedras gruesas gruesas que se juntan, sin presencia de piedras más pequeñas tendrán muchos vacios y los agregados de menor tamaño tendrán un mayor porcentaje de asfalto, en ambos casos se reducirá las propiedades estructurales de la mezcla. Por otro lado la mezcla en caliente se enfría durante el transporte por los contornos de la tolva de los camiones y en la parte superior. superior. Las zonas con mezcla fría son más difíciles difíciles de compactar. Para la misma cantidad de golpes en la compactación a distintas temperaturas se obtienen diferentes porcentajes de vacios y por lo tanto vida útil. Tanto la segregación física como térmica no permiten obtener densidades uniformes. Actualmente en los EE.UU, las especificaciones no exigen una densidad mínima, se exige cumplir con rango de densidad de compactación, c ompactación, fuera de la cual existen penalidades. Es de suma importancia fomentar y especificar correctos procedimientos constructivos como
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2. IMPORTANCIA DE UN BAJO IRI EN LA CONSTRUCCION DE CARRETERAS 2.1 Definición de de Índice de Servicio (PSI) Las pruebas a caminos que realizó la AASHO de 1,962 permitió la creación del Ratio de Serviciabilidad Presente, PSR por sus siglas en inglés, Present Serviceability Rating, siendo una percepción del confort al manejar sobre ciertas condiciones de un pavimento. PSR 5-4 4-3 3-2 2-1 1-0
CONDICION Muy buena Buena Regular Pobre Muy Pobre
Cuadro 1. PSR (Present Serviciability Rating) Luego surgió el PSI, por sus siglas en Inglés Present Service Index, el cual consistía en tomar mediciones en las condiciones del pavimento, como grietas, ahuellamiento y la regularidad superficial y a través de una fórmula obtener la condición del pavimento entre un valor del 0 al 5 y otorgarle una calificación similar a la del PSR. Cálculo de PSI
2 0.5 PSI = 5,03-1,91Log(1+SV)-1,38(RD)-0,01(C+ 5,03 -1,91Log(1+SV)-1,38(RD)-0,01(C+P) P)
SV: Varianza de la pendiente longitudinal x 10 (pulg.²/ pie), representa la regularidad del pavimento medida con perfilómetro C: Superficie agrietada (pie² /1000 pie²) P: Area bacheada (pie² /1000 pie²) RD: Ahuellamiento promedio (pulg) Actualmente, la variable más representativa para determinar el estado de una carretera es la regularidad superficial o llamada también rugosidad superficial. En algunos países el término rugosidad es sinónimo de fricción; mientras que en otros es de regularidad, en el presente trabajo el término término rugosidad se refiere a regularidad. La regularidad de un pavimento está determinada por las ondulaciones longitudinales en las huellas de los neumáticos con respecto a una línea de referencia. El tipo de ondulaciones longitudinales están determinadas por la longitud de onda ()ג. Ver figura 1.
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Figura 1. Longitud de Onda y Amplitud Las ondulaciones en la huella de rodadura en la superficie de un pavimento se dividen en: Superficie Microtextura Macrotextura Megatextura Rugosidad
Rango de Frecuencia Longitud de Onda Número de Ondas (ciclo/m ) < 0,5 mm > 2000 0,5 – 50 mm 20 - 2000 50 – 500 mm 2 - 20 0,5 – 50 m 0,02 - 2
Cuadro 2. Especificaciones de rango de frecuencia según características de la superficie según PIARC. 1990 Fuente: Road surface characteristics and conditions: effects on road users. ARRB Transport Research Australia . ARR Report 314 (Año 1998) Existen actualmente perfilómetros inerciales con sensores de laser y ultrasonido que permiten tomar lecturas para macrotexturas, nuestro análisis se enfocará más por las ondulaciones mayores a 50 mm, es decir, megatextura y rugosidad, ya que son las que producen vibraciones en los vehículos, debido a que afectan el comportamiento de los neumáticos y suspensión. La microtextura y macrotextura esta más ligado a estudios de fricción. Lo importante de analizar son las secciones que producen problemas con el confort de manejo, las microtexturas e inclinaciones por pendiente no son de mayor interés para el análisis de la rugosidad, esta información debe ser filtrada durante du rante la obtención del IRI. Una megatextura constante usualmente es producida durante la construcción, como por ejemplo en los cambios de camión y cambio de velocidad de operación de la pavimentadora En zonas aisladas se deben a agrietamientos, juntas y parches principalmente. Como veremos más adelante el tipo de longitud de onda y la velocidad de los automóviles
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2.2 Índice de Rugosidad (o Regularidad) Internacional (IRI) Actualmente la regularidad superficial de un pavimento se mide por medio del Indice de Rugosidad (o Regularidad) Internacional, más conocido como IRI. El IRI fue concebido como una unidad universal para medir la rugosidad rugosidad de un pavimento, pavimento, cuyas medidas se dan en m./km. o pulg./milla. Esta unidad se determinó por un estudio del Banco Mundial realizado en Brasil en 1982. Este sistema funciona por medio de un modelo matemático que interpreta el comportamiento de un vehículo según el perfil longitudinal de un pavimento. Este sistema hace posible que distintos distintos equipos de medición puedan brindar los mismos valores por medio de correlaciones y calibraciones. Antes de explicar la interpretación del modelo “Cuarto de coche” o “Quarter Car” recomendable repasar el sistema de suspensión de un auto. Ver figura 2.
es
Por medio de los neumáticos se transmite los efectos de la capa de rodadura (input) a la suspensión. Los amortiguadores están colocados sobre el mismo eje donde se colocan los neumáticos. Todo el peso (masa) adicional adicional del vehículo está apoyado apoyado sobre el sistema de suspensión formado por amortiguadores y resortes. Lo que nosotros sentimos (output) (output) son las vibraciones transmitidas por el asiento y el timón. Estos efectos se transmitirán en una aceleración vertical vertical y por medio de la velocidad velocidad del vehículo y la longitud de onda de las irregularidades en una frecuencia.
Figura 2. Sistema de suspensión formado por amortiguadores y resortes
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El IRI se calcula en 4 pasos: Paso 1. Se convierte el perfil del pavimento en una inclinación (ΔY/ ΔX)
Paso 2. Luego se aplica un promedio móvil para una longitud de 250 mm (similar a la huella de un neumático sobre el suelo Paso 3. Se hace una simulación del “Cuarto de Coche”
Paso 4. Se acumula un valor promedio rectificado. Se estima el IRI IRI para longitudes de onda que se llamaran secciones que “ suavizan” el IRI.
El modelo “Cuarto de Coche” representa una esquina del vehículo, el cual predice la respuesta de un neumático y el sistema de suspensión a un perfil, con el peso soportado por la suspensión. El IRI es más sensible para longitud de ondas de 1 a 30 mts. con puntos máximos a los 2,30 y 15,78 mts. Ver figura 3.
n ó i s n e p s u S e d a t s e u p s e R
Masa con Suspensión (M) Resorte (Ks) Amortiguador (Cs)
Masa sin Suspensión (m) Neumático (Kt) Pavimento Frecuencia
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En la Figura 4 se muestra el rango aproximado de IRI para distintos tipos de caminos. IRI m/km 16
Uso Normal km/hr
Desprendimiento de agregados y depresiones profundas 14 50
12
10
Desprendimientos superficiales y depres depresión ión profund profunda a
11 10
60
8 8.0 6
4
Depresiones Frecuentes Menores
Impe Imperf rfec ecci cion ones es Superficie
80
6,0
3,5 4,0
100
3,5 2
2.0 2,5 1,5
0 A er er op op ue ue rt rt os os A ut ut op op is is ta tas
N ue ue vo vo s Pa vi vimen to tos
V ie ie jo jo s P av avi me me nt nt os os
V ia ia s s in in P av avi me me nt nt os os
P av av im im e en n to to s Da ña ña do do s
V ia ia s s in in p av av im ime nt nt o n i man te te ni nimi en en to to
Figura 4. Escala de un pavimento según el e l Índice de Regularidad Internacional (IRI) Aunque es importante mencionar que a mayor tránsito y velocidad de los autos se requiere menores niveles de IRI por el impacto que tiene en el costo de mantenimiento vial y de los autos. Ver figura 5.
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Cabe mencionar que en muchos países de Latinoamérica se exigen un IRI de 2,0 m/km para obras nuevas y 3,5 m/km como IRI aceptable de servicio. Como demostraremos en el presente trabajo la tendencia es a bajar los niveles de IRI exigidos tanto para la recepción de obras como para para el umbral en el Índice de servicio. servicio. Como referencia el umbral de servicio IRI en México es actualmente de 2,8 m/km. Existe una fórmula muy usada que relaciona el IRI con el PSR donde: -0,26 (IRI)
PSR=5e Correlación reportada en 1992 en Illinois por Al-Omari y Darter ( 1992), con una correlación R²=0,73 Donde:
PSI = Índice de Servicio IRI = Índice de Rugosidad Internacional
Por lo tanto, usando la fórmula anteriormente mencionada podemos establecer un índice de servicio similar al establecido por AASHO para evaluar la condición de un pavimento, pero considerando el Índice de Rugosidad Internacional (IRI) PSR 5-4 4-3 3-2 2-1 1-0
IRI 0,0 – 1,0 1,0 – 1,9 1,9 - 3,5 3,5 - 6,4 6,4 - 16
CONDICION Muy Buena Buena Regular Mala Muy Mala
Cuadro 3. Condiciones de un pavimento según el IRI
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Eso significa que una vía debe estar entre un PSI de 2 (IRI 3,50 m/km) a 3,0 (IRI 2,00 m/km) para que sea aceptada. Construcción Inicial
Rehabilitación o Mantenimiento
Rango mínimo aceptable de PSI Normalmente usado
Tráfico Tráfico ( Ejes equivalentes o Tiempo)
Figura 6. Rango de PSI aceptable según estudio de 1960 A continuación se detalla la ecuación de AASHTO 1993 para pavimento flexible donde el diferencial de los Índice de Servicio (PSI) inicial y final es considerada.
W18= Número de cargas de ejes simples equivalente de 18 kips (80kn) calculadas conforme
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En las especificaciones de Guía de diseño AASHTO 1993, normalmente se diseñan los pavimentos con un Índice de Servicio Servicio PSI inicial de 4,2 a 4,5, siendo el PSI final de 2,0 a 2,5. Para carreteras se recomienda un PSI final de 2,5 es decir un IRI de 2,68 m/km. Según la correlación anteriormente mencionada entre PSR e IRI, corresponde para un PSI inicial de 4,2 un IRI de 0,65 m/km. m/km. Sin embargo, muchos proyectos diseñados según AASHTO 1993 utilizan un PSI inicial de 4,2, mientras que el IRI inicial solicitado en las especificaciones de construcción es de 2 m/km, debiendo ser 0,65 m/km. INDICE DE SERVICIO INICIAL INDICE DE SERVICIO FINAL
PSI 4,5 4,2 2,5 2,0
IRI (m/km) 0,40 0,65 2,68 3,38
Cuadro 5. Relación PSI e IRI 2.3 Cómo influye el IRI con respecto al confort y la seguridad de los usuarios El estudio realizado por AASTO en 1960 permitió conocer la interpretación de diferentes condiciones del estado de las carreteras por un panel de usuarios. Actualmente, la calificación de los usuarios a las condiciones de una carretera o camino se puede explicar principalmente por: 2.3.1 Los pasajeros de los vehículos perciben la irregularidad de la superficie del pavimento como vibraciones. vibraciones. Los ingenieros que construyen autos miden la aceleración de los asientos para evaluar el rendimiento de la suspensión. La masa del vehículo es separada de las ruedas por la suspensión del vehículo. Este diseño
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RESPUESTA AL IRI
SALTO DEL EJE DEL VEHICULO 10 -12 Hz
REBOTE DE LA MASA DEL VEHICULO (1 - 2 Hz) Hz)
LONGITUD DE ONDA
Figura 7. Longitud de Onda y Respuesta al IRI
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2.3.2 El Ruido producido por el Auto Auto sobre el pavimento Existen una serie de normas que regulan los ruidos permitidos según el lugar y rango de horas (diurno o nocturno). De manera informativa informativa se presente un cuadro con respecto al peso de los Vehículos . Peso Bruto de <3000 3.000 – 10.000 > 10.000 Vehículo (kg) Límite máximo 79 81 84 permisible en dB (A) Cuadro 6. Ruidos permitidos a 15mts. 15mts. Según peso de Vehículo Fuente: Programa de las Naciones Unidas para el Medio Ambiente El umbral del dolor se considera 140 140 dB. Actualmente existen instrumentos económicos de medición de ruido donde se puede verificar el ruido según las condiciones del pavimento. El ruido fatiga a los conductores y causan molestias a los pasajeros. El ruido dependerá de la velocidad de los autos y la longitud de onda de las irregularidades. La irregularidad de las superficies de rodadura causan ruido tanto dentro del auto como a su alrededor. Mientras la longitud de onda sea más similar a la medida de longitud de contacto
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La conclusiones fueron que cuando se incrementaba incrementaba el IRI de 1,56 mts/km a un rango de 1,61 a 3,20 mts/km mts/km la frecuencia de accidentes se incrementaba en 1,65 veces. Según el modelo los accidentes se incrementaban en 1,41 veces cuando el PSI de deteriora una unidad. 2.4 LAS VIAS CON MENOR REGULARIDAD INICIAL CUESTAN MENOS MANTENERLAS Y DURAN MAS
A fines de 1988, Michael S. Janoff, Janoff, estudió el efecto de la regularidad inicial sobre el rendimiento del pavimento a largo plazo. El Sr. Janoff presentó los resultados de sus hallazgos en la reunión anual de la NAPA que se celebró en enero de 1990, luego de recolectar datos de 400 diferentes secciones de carreteras y su comportamiento en 10 años, en su publicación titulada “The Effect Of Increased Pavement Smoothness On Long Ter m Pavement Performance & Annual Pavement Maintenance Cost”.
Los principales resultados de los estudios del Sr. Janoff son los siguientes: 1) Los pavimentos con una menor regularidad inicial tienen niveles más bajos de regularidad en los 10 años siguientes a la la construcción.
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Figura 9: Regularidad Inicial vs. Costo de Mantenimiento Fuente: http://books.nap.edu/openbook.php?record_id=6337&page=41 3) Los pavimentos con una menor regularidad inicial tienen menores niveles de agrietamiento durante los 10 años posteriores a la construcción. Los estudios fueron conducidos por el Estado de Arizona usando el medidor de Mays para
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2.5 TENDENCIAS DEL IRI
2.5.1 Umbral del Nivel de Servicio Actualmente la Federal Highway Administration (FHWA) califica el estado de las carreteras según en nivel del IRI, ver cuadro 8. : PSI
IRI m/km
CONDICION
3,38
Menor a 1,49
Buena
Mayor a 1,49 y menor a 2,68
Aceptable
Mayor a 2,68
No Aceptable
2,50
Cuadro 8 FHWA Smoothness Fuente: http://www.fhwa.dot.gov/pavement/smoothness/index.cfm En EE.UU. la FHWA vio oportuno aumentar para el 2008 los kilómetros de vías de la NHS (National Highway system) transitadas por vehículos con una buena calidad de manejo (IRI menores a 1,49 mts/km) a un 58,5% e incrementar el porcentaje de kilómetros de vías
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M/KM
1,79
1,59
1,43
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multiplicado por la longitud de cada sección y la suma será dividida por la longitud total de todas las secciones. Se pueden hallar las especificaciones de índice de regularidad inicial de las distintas Direcciones de Transito de los Estados Unidos en la siguiente página web: Pavement Smoothness Smoothness Index Relationships, Final Final Report. Publicación No- FHWA-RD-02057, 2002 http://www.tfhrc.gov/pavement/ltpp/reports/02057/02057.htm En el Cuadro 10 se puede ver que la Secretaría de Transportes de México tiene escala de pagos por regularidad inicial incluyendo bonos y penalidades. En EE.UU. prácticamente las penalidades se inician con regularidades mayores a 1,2 mts/km (IRI).
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En un estudio llamado WesTrack se comprobó que al reducir la la rugosidad en un 10% se reducía el consumo de combustible de camiones en un 4,5%. En la figura 11 se muestra un estudio similar realizado realizado por el National Center for Asphalt Technology (NCAT).
and Roughness vs Time EconomíaFuel de Economy Combustible vs Rugosidad y Fecha 5.1 5 4.9 4.8 g 4.7 p 4.6 m4.5 4.4 4.3
1.00 1.02 1.04 1.06 1.08 1.10 1.12 1.14 1.16
) m k / m ( I R I
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Este aparato mide y graba, automáticamente, en la memoria de un microordenador incorporado, la diferencia de cotas entre puntos separados secuencialmente a 250 mm, pivotando alternativamente alrededor de sus dos patas de apoyo. Los datos registrados se utilizan mediante un programa especial preparado al efecto, para la obtención del Índice de Regularidad Internacional (IRI). El empleo del equipo es manual y operable solo por una persona.
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2.7.2. Mediciones de control Se recomienda usar los perfilométros inerciales, los cuales se instalan en vehículos para poder recorrer velocidades de 80 km/hr y procesar la información información según el modelo de “cuarto de coche”. Aunque estos sistemas son costosos, son muy eficientes. Son equipos de alto rendimiento, que basados en dispositivos como los acelerómetros, producen medidas automáticas y de alta calidad del perfil del camino. Los más extendidos son los perfilómetros láser, que disponen de dispositivos láser para obtener la medición del perfil, y que combinados con acelerómetros, permiten obtener medidas de altísima precisión a velocidades estándar de circulación (80-100 Km/h).
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3. EL AUMENTO DEL IRI TAMBIEN SE DEBE A LA DENSIDAD NO UNIFORME DEL PAVIMENTO OBTENIDO DURANTE SU CONSTRUCCION. LA SEGREGACIÓN DE TEMPERATURA Y AGREGADOS AGREGADOS NO PERMITE OBTENER UNA DENSIDAD UNIFORME.
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3/8" HMA APA Fatigue Results Mezcla en Caliente 3/8” Resultados de Fatiga APA
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mezclas convencionales. También es importante contar con pavimentadoras que no produzcan segregación central. No se produce solamente una segregación física, como se puede comprobar en la figura 7 también aparece segregación se gregación térmica.
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pavimento. Es importante importante que el operador mantenga mantenga una velocidad constante de la pavimentadora. Figura 19.
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