The paper presents studies of different ways of finishing the top surface of concrete pavements. The authors carried out investigations on selected concrete pavement stretches of motorways and expressways in Poland and analysed the variation in roughness and texture depending on the type of pavement structure and base, the temperature, the type of surface finish and the in-service time. It has been found that the construction technology and the type of pavement structure have a bearing on roughness while the top surface finish technology has an effect on texture. The highest pavement smoothness values were measured on the jointless continuously reinforced pavements. It is shown that the texture index considerably depends on the pavement service time. No effect of temperature on the investigated parameters was observed.
{"title":"Influence of the construction technology on the texture and roughness of concrete pavements","authors":"P. Mackiewicz, A. Szydło, B. Krawczyk","doi":"10.7409/RABDIM.018.007","DOIUrl":"https://doi.org/10.7409/RABDIM.018.007","url":null,"abstract":"The paper presents studies of different ways of finishing the top surface of concrete pavements. The authors carried out investigations on selected concrete pavement stretches of motorways and expressways in Poland and analysed the variation in roughness and texture depending on the type of pavement structure and base, the temperature, the type of surface finish and the in-service time. It has been found that the construction technology and the type of pavement structure have a bearing on roughness while the top surface finish technology has an effect on texture. The highest pavement smoothness values were measured on the jointless continuously reinforced pavements. It is shown that the texture index considerably depends on the pavement service time. No effect of temperature on the investigated parameters was observed.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"207 1","pages":"111-126"},"PeriodicalIF":0.5,"publicationDate":"2018-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"77806998","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The aim of the conducted research was to assess the effectiveness of the applied solutions for reducing traffic noise, using the tramline in Bydgoszcz (the largest new tramline in Poland in the last 25 years) as an example. The research of traffic noise was carried out during both the execution of the investment in 2014 and the assembly of noise barriers in 2015, as well as after launching tram traffic in 2016. Measurements of the intensity and type structure of road traffic were made. The results of on-site measurements were compared to the standard permissible values of traffic noise and also to guidelines about the scale of traffic noise nuisance, which were developed by the National Institute of Hygiene. The effectiveness of the used acoustic barriers and their impact on the acoustic comfort for users of the road environment, mainly residents of multi-family buildings, were verified. Based on the carried out measurements, a high efficiency of the applied acoustic barriers, which caused a reduction of sound level by approximately 10 dB(A) was proved.
{"title":"Assessment of the traffic noise reduction when using tramway screening","authors":"Karolina Pietrzak, Z. Tokarski, K. Kowalski","doi":"10.7409//RABDIM.018.008","DOIUrl":"https://doi.org/10.7409//RABDIM.018.008","url":null,"abstract":"The aim of the conducted research was to assess the effectiveness of the applied solutions for reducing traffic noise, using the tramline in Bydgoszcz (the largest new tramline in Poland in the last 25 years) as an example. The research of traffic noise was carried out during both the execution of the investment in 2014 and the assembly of noise barriers in 2015, as well as after launching tram traffic in 2016. Measurements of the intensity and type structure of road traffic were made. The results of on-site measurements were compared to the standard permissible values of traffic noise and also to guidelines about the scale of traffic noise nuisance, which were developed by the National Institute of Hygiene. The effectiveness of the used acoustic barriers and their impact on the acoustic comfort for users of the road environment, mainly residents of multi-family buildings, were verified. Based on the carried out measurements, a high efficiency of the applied acoustic barriers, which caused a reduction of sound level by approximately 10 dB(A) was proved.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"30 1","pages":"127-139"},"PeriodicalIF":0.5,"publicationDate":"2018-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86667156","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Soil bearing capacity and compactness testing by rigid plates is commonly used during ground investigations and work quality control on most sites where enclosed and right-of-way structures are being built. Typically, the VSS (static plate bearing) test apparatus is used for this purpose. In recent years LFG falling weight deflectometers (dynamic plate load tests) have been increasingly used on building sites. This paper presents the theoretical bases relating to load testing by rigid plates. Several numerical calculations were made for selected soils, presenting the load distribution, corresponding to the range of the above tests in the subgrade. The type and state of soil as well as the applied load values have been confirmed to have a decisive bearing influence on the load action range. The assumption of the constant measuring range for static plate bearing tests (amounting to about 2-3 plate diameters) and for dynamic plate load tests has not been proved by the numerical calculations based on the theory of rigid foundations.
{"title":"Determination of load action ranges in static and dynamic tests of subgrades by applying rigid plates","authors":"Szymon Węgliński","doi":"10.7409/RABDIM.018.005","DOIUrl":"https://doi.org/10.7409/RABDIM.018.005","url":null,"abstract":"Soil bearing capacity and compactness testing by rigid plates is commonly used during ground investigations and work quality control on most sites where enclosed and right-of-way structures are being built. Typically, the VSS (static plate bearing) test apparatus is used for this purpose. In recent years LFG falling weight deflectometers (dynamic plate load tests) have been increasingly used on building sites. This paper presents the theoretical bases relating to load testing by rigid plates. Several numerical calculations were made for selected soils, presenting the load distribution, corresponding to the range of the above tests in the subgrade. The type and state of soil as well as the applied load values have been confirmed to have a decisive bearing influence on the load action range. The assumption of the constant measuring range for static plate bearing tests (amounting to about 2-3 plate diameters) and for dynamic plate load tests has not been proved by the numerical calculations based on the theory of rigid foundations.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"15 1","pages":"73-88"},"PeriodicalIF":0.5,"publicationDate":"2018-03-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87743544","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
W artykule przedstawiono i omowiono modele sluzące do określania modulu sztywności mieszanek mineralno-asfaltowych. Przedstawiono oryginalne wzory zaczerpniete z artykulow źrodlowych oraz alternatywne postacie wzorow po ich dostosowaniu do jednostek ukladu SI. Omowiono metody laboratoryjne oznaczania modulu sztywności wraz z podaniem, w jaki sposob oznacza sie te wielkośc dla danego modelu. Przedstawiono takze wszystkie dane wejściowe potrzebne do określenia modulu sztywności za pomocą wybranych modeli oraz podstawowe informacje dotyczące przygotowania probek do oznaczania tej wielkości metodami laboratoryjnymi. Zwrocono uwage, jakie bledy mozna popelnic przy korzystaniu z modeli analityczno-empirycznych. Dokonano rowniez porownania wartości modulow sztywności obliczonych na podstawie modeli analityczno-empirycznych z opisanymi w literaturze wynikami badan eksperymentalnych.
{"title":"Review of analytical-empirical methods for determining stiffness moduli of asphalt mixtures","authors":"M. Słowik, Mikołaj Bartkowiak","doi":"10.7409/RABDIM.018.001","DOIUrl":"https://doi.org/10.7409/RABDIM.018.001","url":null,"abstract":"W artykule przedstawiono i omowiono modele sluzące do określania modulu sztywności mieszanek mineralno-asfaltowych. Przedstawiono oryginalne wzory zaczerpniete z artykulow źrodlowych oraz alternatywne postacie wzorow po ich dostosowaniu do jednostek ukladu SI. Omowiono metody laboratoryjne oznaczania modulu sztywności wraz z podaniem, w jaki sposob oznacza sie te wielkośc dla danego modelu. Przedstawiono takze wszystkie dane wejściowe potrzebne do określenia modulu sztywności za pomocą wybranych modeli oraz podstawowe informacje dotyczące przygotowania probek do oznaczania tej wielkości metodami laboratoryjnymi. Zwrocono uwage, jakie bledy mozna popelnic przy korzystaniu z modeli analityczno-empirycznych. Dokonano rowniez porownania wartości modulow sztywności obliczonych na podstawie modeli analityczno-empirycznych z opisanymi w literaturze wynikami badan eksperymentalnych.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"8 11 1","pages":"5-22"},"PeriodicalIF":0.5,"publicationDate":"2018-03-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"78149222","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
K. Cábová, P. Ryjáček, Ondřej Hráský, L. Kolpaský, Jan Vůjtěch
Przedmiotem artykulu są badania pozarowe wyrobow z kompozytu FRP (polimeru zbrojonego wloknem szklanym), zabudowanych na wiadukcie kolejowym o konstrukcji stalowej. Na obiekcie o konstrukcji zbudowanej z dwoch glownych dźwigarow stalowych o rozpietości 9,9 m z torowiskiem na podkladach drewnianych zabudowano cztery rozne rodzaje plyt pomostowych z kompozytu FRP w obrebie podkladow i na wspornikach oraz systemy balustrad. Badane wyroby z FRP mialy rozne ksztalty geometryczne oraz klase reakcji na ogien. Na podstawie wynikow badan pozarowych stwierdzono mozliwośc wykorzystania w przewidzianym zastosowaniu wylącznie elementow kratowych bez obudowy lub z obudową jednostronną lub dwustronną. Wykluczono elementy z zebrami usztywniającymi biegnącymi prostopadle do osi podkladow, gdyz mogą sprzyjac przenoszeniu ognia na kolejne podklady. Wyklucza to mozliwośc ich stosowania na podkladach. Z uwagi na bezpieczenstwo pozarowe nie ma zadnych ograniczen dotyczących ksztaltu elementow balustrad mostowych. Dobrą charakterystyke odporności ogniowej wykazaly nawet profile o klasie C reakcji na ogien, co oznacza brak konieczności stosowania krat ognioodpornych z osnową z zywicy fenolowej. Na podstawie przeprowadzonych badan stwierdzono i zarekomendowano przydatnośc elementow z kompozytow FRP jako alternatywe dla konwencjonalnych materialow stalowych wykorzystywanych w remontach kolejowych obiektow mostowych.
{"title":"Fire test of FRP members applied for the renovation of a steel railway bridge","authors":"K. Cábová, P. Ryjáček, Ondřej Hráský, L. Kolpaský, Jan Vůjtěch","doi":"10.7409/RABDIM.018.002","DOIUrl":"https://doi.org/10.7409/RABDIM.018.002","url":null,"abstract":"Przedmiotem artykulu są badania pozarowe wyrobow z kompozytu FRP (polimeru zbrojonego wloknem szklanym), zabudowanych na wiadukcie kolejowym o konstrukcji stalowej. Na obiekcie o konstrukcji zbudowanej z dwoch glownych dźwigarow stalowych o rozpietości 9,9 m z torowiskiem na podkladach drewnianych zabudowano cztery rozne rodzaje plyt pomostowych z kompozytu FRP w obrebie podkladow i na wspornikach oraz systemy balustrad. Badane wyroby z FRP mialy rozne ksztalty geometryczne oraz klase reakcji na ogien. Na podstawie wynikow badan pozarowych stwierdzono mozliwośc wykorzystania w przewidzianym zastosowaniu wylącznie elementow kratowych bez obudowy lub z obudową jednostronną lub dwustronną. Wykluczono elementy z zebrami usztywniającymi biegnącymi prostopadle do osi podkladow, gdyz mogą sprzyjac przenoszeniu ognia na kolejne podklady. Wyklucza to mozliwośc ich stosowania na podkladach. Z uwagi na bezpieczenstwo pozarowe nie ma zadnych ograniczen dotyczących ksztaltu elementow balustrad mostowych. Dobrą charakterystyke odporności ogniowej wykazaly nawet profile o klasie C reakcji na ogien, co oznacza brak konieczności stosowania krat ognioodpornych z osnową z zywicy fenolowej. Na podstawie przeprowadzonych badan stwierdzono i zarekomendowano przydatnośc elementow z kompozytow FRP jako alternatywe dla konwencjonalnych materialow stalowych wykorzystywanych w remontach kolejowych obiektow mostowych.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"48 1","pages":"23-38"},"PeriodicalIF":0.5,"publicationDate":"2018-03-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"83975792","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The paper deals with monitoring the current condition of flexible road pavement involving GPR technology. The methodology of using GPR is formed on remote measurements of thickness and permeability of pavement structural layers. After primary processing of GPR data they are interpreted by means of the developed algorithms and software. Then these data are used to build models of road section deterioration. Dynamic adaptive models are proposed in order to solve the problem of predicting the condition of individual local pavement segments. The mathematical apparatus of dynamic adaptive model of pavement deterioration was based not only on accounting the values of the explanatory variables at fixed times, but also on the rate and character of change of these variables. A comparative analysis carried out and the performance of the proposed models on the example of road sections of the Kharkiv region of Ukraine is shown.
{"title":"Pavement deterioration model based on GPR datasets","authors":"A. Batrakova, D. Batrakov, M. Antyufeyeva","doi":"10.7409/RABDIM.018.004","DOIUrl":"https://doi.org/10.7409/RABDIM.018.004","url":null,"abstract":"The paper deals with monitoring the current condition of flexible road pavement involving GPR technology. The methodology of using GPR is formed on remote measurements of thickness and permeability of pavement structural layers. After primary processing of GPR data they are interpreted by means of the developed algorithms and software. Then these data are used to build models of road section deterioration. Dynamic adaptive models are proposed in order to solve the problem of predicting the condition of individual local pavement segments. The mathematical apparatus of dynamic adaptive model of pavement deterioration was based not only on accounting the values of the explanatory variables at fixed times, but also on the rate and character of change of these variables. A comparative analysis carried out and the performance of the proposed models on the example of road sections of the Kharkiv region of Ukraine is shown.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"5 1","pages":"55-71"},"PeriodicalIF":0.5,"publicationDate":"2018-03-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"85162505","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
B. Krawczyk, A. Szydło, P. Mackiewicz, Dariusz Dobrucki
The paper presents research on the possibility of utilizing materials recycled from concrete pavements through crushing them in crushers and re-incorporating into pavement courses. From the economic and technical points of view crushed concrete waste can be an alternative source of aggregates, replacing natural aggregates. Crushed concrete was tested with regard to the current requirements which aggregates applied in layers made of unbound and cement bound mixtures must meet. Concrete rubble is shown to be suitable a material for re-incorporation into pavement road surface courses and limitations on the use of such materials are indicated.
{"title":"Suitability of aggregate recycled from concrete pavements for layers made of unbound and cement bound mixtures","authors":"B. Krawczyk, A. Szydło, P. Mackiewicz, Dariusz Dobrucki","doi":"10.7409/RABDIM.018.003","DOIUrl":"https://doi.org/10.7409/RABDIM.018.003","url":null,"abstract":"The paper presents research on the possibility of utilizing materials recycled from concrete pavements through crushing them in crushers and re-incorporating into pavement courses. From the economic and technical points of view crushed concrete waste can be an alternative source of aggregates, replacing natural aggregates. Crushed concrete was tested with regard to the current requirements which aggregates applied in layers made of unbound and cement bound mixtures must meet. Concrete rubble is shown to be suitable a material for re-incorporation into pavement road surface courses and limitations on the use of such materials are indicated.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"14 1","pages":"39-53"},"PeriodicalIF":0.5,"publicationDate":"2018-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"83034695","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The paper presents the evaluation of skid resistance of pavements in their early life on the basis of macrotexture and microtexture changes determined with the Circular Texture Meter (CTM) and the Dynamic Friction Tester (DFT). Tests were performed on two test pavement sections made from exposed aggregate concrete on S8 expressway located in Poland. The relevant parameters, namely the Mean Profile Depth MPD and the friction coefficient DFT 20 were measured after two and six weeks from pavement construction and then after three and sixteen months of traffic loads. No changes to the macrotexture were observed in these periods. However, significant changes were observed in the microtexture. The lowest values of DFT 20 were determined two weeks from paving, indicating the effect of increased slipperiness just after placement. This lower initial friction coefficient DFT 20 can be attributed to the presence of curing agent residue. Such residues are gradually removed from the pavement surface by weathering and trafficking and then the value of DFT 20 stabilizes and stays constant at a certain level. The coefficient of friction decreased by ca. 20% in the period between the third and the sixteenth month of trafficking. Finally, the results of evaluation were compared with the classification system developed in the U.S., based on the International Friction Index IFI .
{"title":"Evaluation of skid resistance of exposed aggregate concrete pavement in the initial exploitation period","authors":"M. Wasilewska, W. Gardziejczyk, Pawel Gierasimiuk","doi":"10.7409/RABDIM.017.019","DOIUrl":"https://doi.org/10.7409/RABDIM.017.019","url":null,"abstract":"The paper presents the evaluation of skid resistance of pavements in their early life on the basis of macrotexture and microtexture changes determined with the Circular Texture Meter (CTM) and the Dynamic Friction Tester (DFT). Tests were performed on two test pavement sections made from exposed aggregate concrete on S8 expressway located in Poland. The relevant parameters, namely the Mean Profile Depth MPD and the friction coefficient DFT 20 were measured after two and six weeks from pavement construction and then after three and sixteen months of traffic loads. No changes to the macrotexture were observed in these periods. However, significant changes were observed in the microtexture. The lowest values of DFT 20 were determined two weeks from paving, indicating the effect of increased slipperiness just after placement. This lower initial friction coefficient DFT 20 can be attributed to the presence of curing agent residue. Such residues are gradually removed from the pavement surface by weathering and trafficking and then the value of DFT 20 stabilizes and stays constant at a certain level. The coefficient of friction decreased by ca. 20% in the period between the third and the sixteenth month of trafficking. Finally, the results of evaluation were compared with the classification system developed in the U.S., based on the International Friction Index IFI .","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"19 1","pages":"301-314"},"PeriodicalIF":0.5,"publicationDate":"2017-12-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"76646094","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The durability of typical reinforced concrete bridge deck slabs is several times shorter than the durability of the main girders or other basic elements of bridges. This is due to ever-increasing traffic loads and the aggressiveness of the environment, which is intensified by the need for winter maintenance of bridges. Over the past several years, numerous technological, material and construction solutions have been developed in order to extend the technical life of the deck slabs of bridge structures. These include, among others, the use of lightweight concrete and also reinforcements made of composite bars. By combining these two materials into lightweight concrete slabs that are reinforced with GFRP composites, it is possible to obtain a synergy of high strength and durability of GFRP composite and also a reduction of the self-weight of a bridge. The paper presents an overview of the applications of lightweight concrete and GFRP composite bars in the deck slabs of bridge structures. Limited research on this constructional solution, which was completed with its first national implementation on a road bridge, was also presented. Moreover, the directions of further studies, which are necessary to develop the design principles that would enable wider use of this type of bridge deck slabs, were also provided.
{"title":"Lightweight concrete bridge deck slabs reinforced with GFRP composite bars","authors":"A. Wiater, T. Siwowski","doi":"10.7409/RABDIM.017.018","DOIUrl":"https://doi.org/10.7409/RABDIM.017.018","url":null,"abstract":"The durability of typical reinforced concrete bridge deck slabs is several times shorter than the durability of the main girders or other basic elements of bridges. This is due to ever-increasing traffic loads and the aggressiveness of the environment, which is intensified by the need for winter maintenance of bridges. Over the past several years, numerous technological, material and construction solutions have been developed in order to extend the technical life of the deck slabs of bridge structures. These include, among others, the use of lightweight concrete and also reinforcements made of composite bars. By combining these two materials into lightweight concrete slabs that are reinforced with GFRP composites, it is possible to obtain a synergy of high strength and durability of GFRP composite and also a reduction of the self-weight of a bridge. The paper presents an overview of the applications of lightweight concrete and GFRP composite bars in the deck slabs of bridge structures. Limited research on this constructional solution, which was completed with its first national implementation on a road bridge, was also presented. Moreover, the directions of further studies, which are necessary to develop the design principles that would enable wider use of this type of bridge deck slabs, were also provided.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"27 1","pages":"279-293"},"PeriodicalIF":0.5,"publicationDate":"2017-12-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"82274252","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The paper presents three methods for defining a finite cylindrical-type domain for finite element analysis of an elastic multi-layered half-space subjected to a rotationally symmetric vertical load distributed over a circular area, thus providing a mechanistic model of a flexible road pavement. For three sets of boundary conditions the methods ensure the consistency between the maximum deflection and the exact calculated value for a multi-layered half-space with compromising the accuracy of the key strain values. The first case uses standard support conditions at the finite element model boundaries – fixed in the direction perpendicular to that plane and sliding in the tangential direction. The other two cases use half-infinite elements – at the base and at the side wall of the domain. The first method, as an additional benefit, enables determining the exact value of the maximum deflection of pavement that can be used in the second and in the third of the described methods.
{"title":"Defining the domain and boundary conditions for finite element model of flexible road pavement","authors":"R. Nagórski, P. Tutka, M. Złotowska","doi":"10.7409/RABDIM.017.017","DOIUrl":"https://doi.org/10.7409/RABDIM.017.017","url":null,"abstract":"The paper presents three methods for defining a finite cylindrical-type domain for finite element analysis of an elastic multi-layered half-space subjected to a rotationally symmetric vertical load distributed over a circular area, thus providing a mechanistic model of a flexible road pavement. For three sets of boundary conditions the methods ensure the consistency between the maximum deflection and the exact calculated value for a multi-layered half-space with compromising the accuracy of the key strain values. The first case uses standard support conditions at the finite element model boundaries – fixed in the direction perpendicular to that plane and sliding in the tangential direction. The other two cases use half-infinite elements – at the base and at the side wall of the domain. The first method, as an additional benefit, enables determining the exact value of the maximum deflection of pavement that can be used in the second and in the third of the described methods.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"7 1","pages":"265-277"},"PeriodicalIF":0.5,"publicationDate":"2017-12-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87301389","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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