Mechanistic Analysis of Top-Down Cracks in Asphalt Pavements

Svasdisant, Tunwin; Schorsch, Michael; Baladi, Gilbert Y.; Pinyosunun, Suwanna

doi:10.3141/1809-15

Cited by 62 publications

(38 citation statements)

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“…Some considerations regarding the simulation: n Along with the concrete slab, it was chosen to simulate only the base layer. When simulating with or without the granular subbase layer, it was observed that the effect on the deflections was negligible; n The resilience modulus of the asphalt concrete base was based on the analyses of two studies that indicate a relatively high modulus to asphalt layers isolated (between two layers) because it is less exposed to thermal variations than the surface layer [15] [16]; n The values concerning the slab-base friction were set at 10 each, just to not let them null; again, in the simulations it was observed that a three-value variation on a scale of 1 to 100 does not cause significant changes in the deflection; n Regarding the slab thermal gradients, the temperature during the FWD test was 20 ° C on a very cloudy day. According to the equations developed during a thermal research in São Paulo, the thermal gradient between top and bottom should be of 7° [17].…”

Section: The Everfe Softwarementioning

confidence: 99%

Experimental continuously reinforced concrete pavement parameterization using nondestructive methods

Salles

Balbo

2016

Rev. IBRACON Estrut. Mater.

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ResumoFour continuously reinforced concrete pavement (CRCP) sections were built at the University of São Paulo campus in order to analyze the pavement performance in a tropical environment. The sections short length coupled with particular project aspects made the experimental CRCP cracking be different from the traditional CRCP one. After three years of construction, a series of nondestructive testing were performed -Falling Weight Deflectometer (FWD) loadings -to verify and to parameterize the pavement structural condition based on two main properties: the elasticity modulus of concrete (E) and the modulus of subgrade reaction (k). These properties estimation was obtained through the matching process between real and EverFE simulated basins with the load at the slab center, between two consecutive cracks. The backcalculation results show that the lack of anchorage at the sections end decreases the E and k values and that the longitudinal reinforcement percentage provides additional stiffness to the pavement. Additionally, FWD loadings tangential to the cracks allowed the load transfer efficiency (LTE) estimation determination across cracks. The LTE resulted in values above 90 % for all cracks.Keywords: concrete pavement, consitnuous reinforcement, deflections, backcalculation, load transfer efficiency.Quatro seções experimentais de pavimento de concreto continuamente armado (PCCA) foram construídas no campus da Universidade de São Paulo com a finalidade de analisar o desempenho deste tipo de pavimento em clima tropical. A curta extensão das seções aliada a aspectos específicos de projeto fizeram com que o PCCA experimental apresentasse um padrão de fissuração bastante distinto dos PCCA tradicionais. Passados três anos da construção, realizou-se uma série de testes não destrutivos -aplicações de Falling Weight Deflectometer (FWD) -para verificar e parametrizar a condição estrutural do pavimento com base em dois fatores principais: o módulo de elasticidade do concreto (E) e o módulo de reação do subleito (k). A estimativa das propriedades foi obtida através da equiparação de bacias reais com bacias simuladas pelo programa EverFE para a carga aplicada no meio da placa formada por duas fissuras. Os resultados da retroanálise mostram que a falta de ancoragem no final das placas diminui os valores de E e k e que a porcentagem de armadura proporciona um adicional de rigidez ao pavimento. Adicionalmente, aplicações de carga tangenciais às fissuras possibilitaram a determinação da eficiência de transferência de carga (LTE) entre fissuras. A LTE resultou em valores acima de 90% para todas as fissuras.Palavras-chave: pavimento de concreto, armadura contínua, deflexões, retroanálise, eficiência de transferência de carga. L. S. SALLES a

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Section: The Everfe Softwarementioning

confidence: 99%

Experimental continuously reinforced concrete pavement parameterization using nondestructive methods

Salles

Balbo

2016

Rev. IBRACON Estrut. Mater.

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“…For a single runway exit, the probability of aircraft passing over the cracked section given by Equation 10 simplifies to that of Equation 6. From the data in Tables 1 and 2, the probabilities λ m that the cracks at locations of y equal to 500 m, 1,000 m, and 1,750 m, respectively, are affected by the landings are computed to be 0.6333, 1, and 1, respectively.…”

Section: Analysis Of Failure Riskmentioning

confidence: 99%

Incorporating Risk of Failure into Maintenance Management of Cracks in Runway Pavements

Pasindu

Fwa

2010

Transportation Research Record

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priorities of cracks. For instance, cracks of similar dimensions but in different locations (in either longitudinal or transverse direction, or both) of the runway could have different implications to aircraft operations and logically should have different priorities for maintenance. Therefore, there is a need for further refinement to the conventional approach for prioritizing pavement cracks for runway maintenance management.In response to the above-mentioned need for improvement, this paper proposes to incorporate the concept of failure risk into the maintenance planning for runway pavement cracks. It is common practice to seal all cracks immediately upon detection to slow further deterioration. Thereafter, a decision is still necessary concerning the follow-up structural-related maintenance action, such as partial-depth or full-depth patching. A methodology is presented in this study to compute the structural failure risks of individual cracks, while taking into consideration the dimensions and characteristics of cracks (including depth), as well as the frequency of landings and takeoffs by aircraft type and statistical distributions of their wheel loadings during landings and takeoffs, touchdown points, and lateral wanders. The failure risk of each crack is analyzed by using a theoretically sound mechanistic approach by means of the finite element method. With Miner's rule (5), failure risk is expressed on a scale of positive real values, and it can be directly used for assignment of maintenance priority. The detailed steps of the proposed methodology are described in this paper, and a numerical example is presented to demonstrate application of the methodology. METHODOLOGY FOR FAILURE RISK EVALUATION Calculation of Failure RiskIn this paper, the presentation focuses on cracks in asphalt pavements. However, the methodology is also applicable to concrete pavements. The evaluation of failure risk begins from typical maintenance survey records of pavement condition with which visible cracks in pavement surface have been identified. At each cracked pavement section, the effective thickness becomes less than the full-layer thickness. The cracked pavement could fail from one of the following two mechanisms under repeated actions of aircraft loadings: the crack continues to propagate top-down (6, 7 ), or the bottom strain becomes excessive and a bottom-up crack forms and propagates upward (8,9).The crack-related information needed for structural analysis, such as crack dimensions of width, length, and location, is typically found in condition survey records. Depth is the most difficult one to mea-To ensure safe runway operations and make the best use of maintenance funds, cracks in runway pavements should be repaired according to severity and maintenance needs. In traditional pavement maintenance management, priority of crack repair is determined by crack width, length, density, extent, and sometimes location. However, this basis for prioritization is not entirely satisfactory because it does not consider aircraft ...

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“…Pavement research engineers have made significant efforts to obtain a better understanding of cracking mechanisms in pavements, with most studies focusing on crack initiation (Alkaissi and Khafagy, 2009;Gajewski and Sadowski, 2014) and crack propagation (Svasdisant et al, 2002;Wang et al, 2003) in pavements. Casey et al (2012) investigated the stress intensity factors of mode one and mode two cracking at the tip of a short crack and their influence on the continued propagation of cracks further into the pavement.…”

Section: Introductionmentioning

confidence: 99%

Analytical method for evaluating top-down cracking in pavements

Gao¹

2016

Proceedings of the Institution of Civil Engineers - Transport

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Top-down cracking is a type of cracking that significantly impacts traffic safety and comfort and reduces a pavement's service life. Here, a cement concrete pavement containing a top-down crack is investigated under traffic load using a theoretical analysis method. In order to simplify the problem, the cement concrete pavement is modelled as an elastic plate on a Winkler foundation. Fourier transform methods and a dislocation density function are used to determine the stress intensity factors of a crack tip. A parametric study is conducted to isolate the effects of crack length, pavement stiffness and distance between the crack and the edge of a vehicle wheel. The results of the study show that crack length and load position significantly affect the stress intensity factors. However, stress intensity factors are less affected by the elastic modulus of the pavement material.

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Mechanistic Analysis of Top-Down Cracks in Asphalt Pavements

Cited by 62 publications

References 4 publications

Experimental continuously reinforced concrete pavement parameterization using nondestructive methods

Experimental continuously reinforced concrete pavement parameterization using nondestructive methods

Incorporating Risk of Failure into Maintenance Management of Cracks in Runway Pavements

Analytical method for evaluating top-down cracking in pavements

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