Pub Date : 2020-03-17DOI: 10.7250/bjrbe.2020-15.468
Shuo Yang, Yang Zhang, O. Kaya, H. Ceylan, Sunghwan Kim
Widened slabs, widely employed in many US states in concrete pavements, have suffered from unexpected longitudinal cracks. These cracks suddenly appeared within 0.60 m to 1.20 m from widened slab edges and could be detrimental to the long-term pavement performance. The primary objective of this study was to identify possible causes for such longitudinal cracking observed on widened concrete pavements. Both field investigation and Finite Element Analysis were performed. Degrees of curling and warping were measured using a Terrestrial Laser Scanner. Concrete cores were also extracted to achieve a better understanding of how the cracking had developed. Field survey and numerical simulation results indicate that such longitudinal cracks could be primarily caused by a combination of excessive traffic loads, a high degree of curling and warping, inadequate support from underlying layers, pavement ageing, and skewed joints. It was also found that 4.30 m widened slabs coupled with tied Portland Cement Concrete shoulders outperformed others in terms of producing less cracking, even when they had experienced higher levels of truck traffic. The sites constructed in late afternoons also showed significantly less longitudinal cracks.
{"title":"Investigation of Longitudinal Cracking in Widened Concrete Pavements","authors":"Shuo Yang, Yang Zhang, O. Kaya, H. Ceylan, Sunghwan Kim","doi":"10.7250/bjrbe.2020-15.468","DOIUrl":"https://doi.org/10.7250/bjrbe.2020-15.468","url":null,"abstract":"Widened slabs, widely employed in many US states in concrete pavements, have suffered from unexpected longitudinal cracks. These cracks suddenly appeared within 0.60 m to 1.20 m from widened slab edges and could be detrimental to the long-term pavement performance. The primary objective of this study was to identify possible causes for such longitudinal cracking observed on widened concrete pavements. Both field investigation and Finite Element Analysis were performed. Degrees of curling and warping were measured using a Terrestrial Laser Scanner. Concrete cores were also extracted to achieve a better understanding of how the cracking had developed. Field survey and numerical simulation results indicate that such longitudinal cracks could be primarily caused by a combination of excessive traffic loads, a high degree of curling and warping, inadequate support from underlying layers, pavement ageing, and skewed joints. It was also found that 4.30 m widened slabs coupled with tied Portland Cement Concrete shoulders outperformed others in terms of producing less cracking, even when they had experienced higher levels of truck traffic. The sites constructed in late afternoons also showed significantly less longitudinal cracks.","PeriodicalId":55402,"journal":{"name":"Baltic Journal of Road and Bridge Engineering","volume":"15 1","pages":"211-231"},"PeriodicalIF":1.1,"publicationDate":"2020-03-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49286523","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-03-17DOI: 10.7250/bjrbe.2020-15.463
T. Echaveguren, Cristián Henríquez, Gustavo JIMÉNEZ-RAMOS
The operating speed profile models adopt acceleration and deceleration as constant values obtained from kinematic models, assuming that the operating speeds between two consecutive sections are not spatially correlated. Existent research shows that acceleration and deceleration in horizontal reverse curves (HRC) depend on the tangent length and curve radii. In this paper, accelerations/decelerations-geometry models for light cars are proposed. The models are based on the data obtained in-field with a 10 Hz GPS under favourable traffic, weather, and pavement condition to isolate the effect of road geometry over the speed changes. The models were calibrated using the 95th percentile of acceleration probability density function (pdf) obtained section to section in the HRC. It was found that the acceleration and deceleration pdf follow the Burr distribution. Therefore, a Box–Cox transformation is needed to properly calibrate acceleration-geometry models. The models obtained confirmed that accelerations and decelerations depend on the radius of entrance and departure curves of the HRC. The results contribute to better understanding of the acceleration/deceleration patterns of light cars and to enhancing operating speed models in the HRC.
{"title":"Longitudinal Acceleration Models for Horizontal Reverse Curves of Two-Lane Rural Roads","authors":"T. Echaveguren, Cristián Henríquez, Gustavo JIMÉNEZ-RAMOS","doi":"10.7250/bjrbe.2020-15.463","DOIUrl":"https://doi.org/10.7250/bjrbe.2020-15.463","url":null,"abstract":"The operating speed profile models adopt acceleration and deceleration as constant values obtained from kinematic models, assuming that the operating speeds between two consecutive sections are not spatially correlated. Existent research shows that acceleration and deceleration in horizontal reverse curves (HRC) depend on the tangent length and curve radii. In this paper, accelerations/decelerations-geometry models for light cars are proposed. The models are based on the data obtained in-field with a 10 Hz GPS under favourable traffic, weather, and pavement condition to isolate the effect of road geometry over the speed changes. The models were calibrated using the 95th percentile of acceleration probability density function (pdf) obtained section to section in the HRC. It was found that the acceleration and deceleration pdf follow the Burr distribution. Therefore, a Box–Cox transformation is needed to properly calibrate acceleration-geometry models. The models obtained confirmed that accelerations and decelerations depend on the radius of entrance and departure curves of the HRC. The results contribute to better understanding of the acceleration/deceleration patterns of light cars and to enhancing operating speed models in the HRC.","PeriodicalId":55402,"journal":{"name":"Baltic Journal of Road and Bridge Engineering","volume":"15 1","pages":"103-125"},"PeriodicalIF":1.1,"publicationDate":"2020-03-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43913180","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-03-17DOI: 10.7250/bjrbe.2020-15.461
M. Pańtak
This paper concerns the issue of the dynamic impact of people running on footbridges with particular with attention to various footstrike patterns occurring during the running (i.e. heel strike pattern and forefoot strike pattern). The results of a series of laboratory tests of vertical ground reaction force (VGRF) measurements generated by running people are presented along with the characteristics of the VGRF curves. Based on the results of the tests, a new proposal for a dynamic load model generated by people classified as heel strike runners has been developed, and corrections of the input parameters of two load models proposed by other authors have been performed. Moreover, the VGRF modelling technique using the Gaussian functions is presented along with a set of equations describing the variability of the Gaussian function parameters as a function of the frequency of running. The presented methods of the VGRF modelling allow increasing the accuracy of determining the VGRF values and, consequently, increasing the accuracy of dynamic analyses of footbridges subjected to dynamic loads generated by people running.
{"title":"Vertical Dynamic Loads on Footbridges Generated by People Running","authors":"M. Pańtak","doi":"10.7250/bjrbe.2020-15.461","DOIUrl":"https://doi.org/10.7250/bjrbe.2020-15.461","url":null,"abstract":"This paper concerns the issue of the dynamic impact of people running on footbridges with particular with attention to various footstrike patterns occurring during the running (i.e. heel strike pattern and forefoot strike pattern). The results of a series of laboratory tests of vertical ground reaction force (VGRF) measurements generated by running people are presented along with the characteristics of the VGRF curves. Based on the results of the tests, a new proposal for a dynamic load model generated by people classified as heel strike runners has been developed, and corrections of the input parameters of two load models proposed by other authors have been performed. Moreover, the VGRF modelling technique using the Gaussian functions is presented along with a set of equations describing the variability of the Gaussian function parameters as a function of the frequency of running. The presented methods of the VGRF modelling allow increasing the accuracy of determining the VGRF values and, consequently, increasing the accuracy of dynamic analyses of footbridges subjected to dynamic loads generated by people running.","PeriodicalId":55402,"journal":{"name":"Baltic Journal of Road and Bridge Engineering","volume":"15 1","pages":"47-75"},"PeriodicalIF":1.1,"publicationDate":"2020-03-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43948375","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-03-17DOI: 10.7250/bjrbe.2020-15.465
Vilma Jasiūnienė, D. Čygas
However, for several decades, Europe has been witnessing demographic ageing. As a result of these changes, a more significant number of elderly road users will be involved in future traffic, and therefore safe mobility management of the older will become an increasingly important issue. Various physical, sensory, and cognitive constraints affecting elderly road users lead to a rise in the likelihood of an accident, which, due to the increased physical vulnerability, cause more serious consequences of road accidents. The findings reported by the authors of an in-depth analysis of accidents for four years have demonstrated that the risk of road fatalities for elderly road users is by one fifth more significant than the average of all age groups, and the pedestrian plays the most critical role in road traffic. To adequately compensate for the observed age-related physiological changes, the authors discuss actions and road safety measures to ensure appropriate conditions for older pedestrians on the streets.
{"title":"Analysis of Older Pedestrian Accidents: A Case Study of Lithuania","authors":"Vilma Jasiūnienė, D. Čygas","doi":"10.7250/bjrbe.2020-15.465","DOIUrl":"https://doi.org/10.7250/bjrbe.2020-15.465","url":null,"abstract":"However, for several decades, Europe has been witnessing demographic ageing. As a result of these changes, a more significant number of elderly road users will be involved in future traffic, and therefore safe mobility management of the older will become an increasingly important issue. Various physical, sensory, and cognitive constraints affecting elderly road users lead to a rise in the likelihood of an accident, which, due to the increased physical vulnerability, cause more serious consequences of road accidents. The findings reported by the authors of an in-depth analysis of accidents for four years have demonstrated that the risk of road fatalities for elderly road users is by one fifth more significant than the average of all age groups, and the pedestrian plays the most critical role in road traffic. To adequately compensate for the observed age-related physiological changes, the authors discuss actions and road safety measures to ensure appropriate conditions for older pedestrians on the streets.","PeriodicalId":55402,"journal":{"name":"Baltic Journal of Road and Bridge Engineering","volume":"15 1","pages":"147-160"},"PeriodicalIF":1.1,"publicationDate":"2020-03-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49022832","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-03-17DOI: 10.7250/bjrbe.2020-15.459
Shahin Lale Arefi, A. Gholizad
Damage detection of bridge structures during their operating lifetime is essential. In this paper, two approaches, All Degrees of Freedom and Reduction of the Degrees of Freedom methods, are used to detect the damages in structures. The first method considers All Degrees of Freedom of the structure and the second method, Reduction of the Degrees of Freedom. Since the sensors are installed only on a few degrees of freedom, the responses are available for some of them. The Degrees of Freedom must be reduced and System Equivalent Reduction Expansion Process method is one of the most efficient ways to solve the problem. This research aimed to identify the damage of structures using the Modal Strain Energy method by reducing the structural degree of freedom. Two standard examples are used and the results compared to different damage cases to examine the efficiency of the mentioned method. The results illustrated the proper performance of the Reduction of the Degrees of Freedom method to identify the damage in truss structures. By increasing the number of modes, Reduction of the Degrees of Freedom method detects considerably more accurate the damaged elements, especially when the noise is considered. Also, based on the outcomes to identify damaged elements, it is possible to consider more modes instead of more sensors.
{"title":"Damage Detection of Truss Structures by Reduction of Degrees of Freedom Using the Serep Method","authors":"Shahin Lale Arefi, A. Gholizad","doi":"10.7250/bjrbe.2020-15.459","DOIUrl":"https://doi.org/10.7250/bjrbe.2020-15.459","url":null,"abstract":"Damage detection of bridge structures during their operating lifetime is essential. In this paper, two approaches, All Degrees of Freedom and Reduction of the Degrees of Freedom methods, are used to detect the damages in structures. The first method considers All Degrees of Freedom of the structure and the second method, Reduction of the Degrees of Freedom. Since the sensors are installed only on a few degrees of freedom, the responses are available for some of them. The Degrees of Freedom must be reduced and System Equivalent Reduction Expansion Process method is one of the most efficient ways to solve the problem. This research aimed to identify the damage of structures using the Modal Strain Energy method by reducing the structural degree of freedom. Two standard examples are used and the results compared to different damage cases to examine the efficiency of the mentioned method. The results illustrated the proper performance of the Reduction of the Degrees of Freedom method to identify the damage in truss structures. By increasing the number of modes, Reduction of the Degrees of Freedom method detects considerably more accurate the damaged elements, especially when the noise is considered. Also, based on the outcomes to identify damaged elements, it is possible to consider more modes instead of more sensors.","PeriodicalId":55402,"journal":{"name":"Baltic Journal of Road and Bridge Engineering","volume":"15 1","pages":"1-25"},"PeriodicalIF":1.1,"publicationDate":"2020-03-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44114988","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-03-17DOI: 10.7250/bjrbe.2020-15.467
Gaoxin Wang, You-liang Ding
The friction-type bolted joint transfers the internal forces in the structural members by interface friction, but noticeable seasonal temperature and bolt fracture cause the redistribution of interface friction and threaten the joint safety. Therefore, this study carried out finite element analysis on the interface friction considering the influence of seasonal temperature and bolt fracture. Through finite element analysis, the simulation of interface friction under seasonal temperature revealed the distribution of temperature induced interface friction in different areas and locations. Further simulation of fractured bolts revealed the influence of quantity and location of fractured bolts on the redistribution of interface friction. Finally, the interface frictions in the bolted joint were evaluated using limit state equations. The results showed that: 1) the quantity and location of fractured bolts cause obvious redistribution of interface friction in the bolt-fractured areas; 2) the quantity and location of fractured bolts have slight effect on the total interface friction in the whole splice plate; 3) the reduced interface friction in the bolt-fractured areas was transferred to the areas without bolt fracture, producing little change in the total interface friction; 4) all the splice plates had abundant safety margin after analysis of their limit state equations.
{"title":"The Interface Friction in The Friction-Type Bolted Joint of Steel Truss Bridge: Case Study","authors":"Gaoxin Wang, You-liang Ding","doi":"10.7250/bjrbe.2020-15.467","DOIUrl":"https://doi.org/10.7250/bjrbe.2020-15.467","url":null,"abstract":"The friction-type bolted joint transfers the internal forces in the structural members by interface friction, but noticeable seasonal temperature and bolt fracture cause the redistribution of interface friction and threaten the joint safety. Therefore, this study carried out finite element analysis on the interface friction considering the influence of seasonal temperature and bolt fracture. Through finite element analysis, the simulation of interface friction under seasonal temperature revealed the distribution of temperature induced interface friction in different areas and locations. Further simulation of fractured bolts revealed the influence of quantity and location of fractured bolts on the redistribution of interface friction. Finally, the interface frictions in the bolted joint were evaluated using limit state equations. The results showed that: 1) the quantity and location of fractured bolts cause obvious redistribution of interface friction in the bolt-fractured areas; 2) the quantity and location of fractured bolts have slight effect on the total interface friction in the whole splice plate; 3) the reduced interface friction in the bolt-fractured areas was transferred to the areas without bolt fracture, producing little change in the total interface friction; 4) all the splice plates had abundant safety margin after analysis of their limit state equations.","PeriodicalId":55402,"journal":{"name":"Baltic Journal of Road and Bridge Engineering","volume":"15 1","pages":"187-210"},"PeriodicalIF":1.1,"publicationDate":"2020-03-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48181910","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-03-17DOI: 10.7250/bjrbe.2020-15.462
D. Ciampa, S. Olita
The paper proposes the use of the Bloss curve (also known as biparametric or bi-hyperclothoid) as a braking curve in the exit lanes of road intersections. The main international standards continue using the clohoid as the principal transitional geometric element, even though the limits of its use in driving regimes with non-uniform speeds are known. The proposal to use the Bloss curve is aimed at overcoming these limitations and opening a debate on the possible need to codify, even in the international standards, the use of more suitable alternative braking curves. In this context, a kinematic study was conducted by comparing the main parameters of the motion (lateral jerk, lateral acceleration, steering speed) between the Bloss curve and more traditional curves, such as clothoid and Generalized Cornu Spirals (GCS). Nine case studies were conducted, each case was characterized considering the type of transition curve used (clothoid, GCS and Bloss curve) and radius R of the exit curve (R = 60 m, 80 m, 100 m). The numerical values assumed by the kinematic variables along the transition curves were “locally” calculated, i.e. “pointby- point”, to take into account the non-uniform motion regime. The results obtained, limited to the cases studied, show that the Bloss curve better meets the kinematic conditions of the vehicle motion in non-uniform driving regimes. Therefore, the Bloss curve can be considered as a braking curve in the design of road intersections and be a candidate for further investigation to assess any additional benefits in terms of comfort, driving safety and visual perception of the geometric element.
本文提出了在道路交叉口出口车道使用blloss曲线(也称为双参数曲线或双超线曲线)作为制动曲线。主要的国际标准继续使用clocloid作为主要的过渡几何元素，尽管它在非均匀速度的驾驶制度中使用的限制是已知的。使用布洛斯曲线的建议旨在克服这些限制，并就可能需要编纂，甚至在国际标准中，使用更合适的替代制动曲线展开辩论。在此背景下，通过比较blloss曲线和更传统的曲线(如clodroid和Generalized Cornu Spirals, GCS)之间的运动主要参数(侧向加速度、侧向加速度、转向速度)，进行了运动学研究。对9个案例进行了研究，每个案例都考虑了所使用的过渡曲线类型(clothoid, GCS和Bloss曲线)和出口曲线的半径R (R = 60 m, 80 m, 100 m)。考虑到非均匀运动状态，运动学变量沿过渡曲线的数值是“局部”计算的，即“逐点”计算。研究结果表明，在非均匀工况下，blloss曲线较好地满足了车辆运动的运动学条件。因此，可以将loss曲线视为道路交叉口设计中的制动曲线，并作为进一步研究的候选曲线，以评估几何元素在舒适性，驾驶安全性和视觉感知方面的任何额外好处。
{"title":"The Use of Bloss Curve in The Exit Lanes of Road Intersections","authors":"D. Ciampa, S. Olita","doi":"10.7250/bjrbe.2020-15.462","DOIUrl":"https://doi.org/10.7250/bjrbe.2020-15.462","url":null,"abstract":"The paper proposes the use of the Bloss curve (also known as biparametric or bi-hyperclothoid) as a braking curve in the exit lanes of road intersections. The main international standards continue using the clohoid as the principal transitional geometric element, even though the limits of its use in driving regimes with non-uniform speeds are known. The proposal to use the Bloss curve is aimed at overcoming these limitations and opening a debate on the possible need to codify, even in the international standards, the use of more suitable alternative braking curves. In this context, a kinematic study was conducted by comparing the main parameters of the motion (lateral jerk, lateral acceleration, steering speed) between the Bloss curve and more traditional curves, such as clothoid and Generalized Cornu Spirals (GCS). Nine case studies were conducted, each case was characterized considering the type of transition curve used (clothoid, GCS and Bloss curve) and radius R of the exit curve (R = 60 m, 80 m, 100 m). The numerical values assumed by the kinematic variables along the transition curves were “locally” calculated, i.e. “pointby- point”, to take into account the non-uniform motion regime. The results obtained, limited to the cases studied, show that the Bloss curve better meets the kinematic conditions of the vehicle motion in non-uniform driving regimes. Therefore, the Bloss curve can be considered as a braking curve in the design of road intersections and be a candidate for further investigation to assess any additional benefits in terms of comfort, driving safety and visual perception of the geometric element.","PeriodicalId":55402,"journal":{"name":"Baltic Journal of Road and Bridge Engineering","volume":"15 1","pages":"76-102"},"PeriodicalIF":1.1,"publicationDate":"2020-03-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46503071","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-12-27DOI: 10.7250/bjrbe.2019-14.458
G. Zou, Xiao-ning Zhang, C. Wu
Mastic asphalt is a type of pavement material that has good fluidity and is self-levelling at construction temperature for the bridge deck. There are highly accurate methods and indexes for evaluating fluidity and high-temperature deformation resistance for mastic asphalt-design and construction-control systems. The fatigue cracking is one of the main failure forms of bridge deck pavement. Therefore, the method used to evaluate the fatigue properties of pavement materials is also essential. The anti-deformation capability of the mastic asphalt must be increased, that results in poor fatigue performance and consequent failure of the bridge deck pavement to avoid the rutting of bridge deck pavement. In this study, a simple method is put forward for evaluating mastic asphalt fatigue performance. Impact toughness is defined as the area under the load-displacement curve of a three-point bending beam specimen under impact load to evaluate the fatigue performance of mastic asphalt. The four-point bending beam fatigue test is used to verify the rationality of the impact toughness test method. The results showed that there is a good correlation between the impacts toughness index of mastic asphalt produced under different mixing conditions and the accumulative dissipative energy and fatigue life demonstrated by the four-point bending beam test. Therefore, to evaluate the fatigue performance of mastic asphalt by impact toughness test. Fatigue performance and rut resistance are two ways to evaluate road performance of asphalt mixtures, but they are mutually restrictive. The results show that impact toughness and dynamic stability are inversely correlated. As the impact toughness increases, dynamic stability decreases. Therefore, balancing the fatigue performance and high-temperature rutting resistance of mastic asphalt in the design and quality control is very important.
{"title":"Experimental Method of Fatigue Performance of Mastic Asphalt for Bridge Deck Pavement","authors":"G. Zou, Xiao-ning Zhang, C. Wu","doi":"10.7250/bjrbe.2019-14.458","DOIUrl":"https://doi.org/10.7250/bjrbe.2019-14.458","url":null,"abstract":"Mastic asphalt is a type of pavement material that has good fluidity and is self-levelling at construction temperature for the bridge deck. There are highly accurate methods and indexes for evaluating fluidity and high-temperature deformation resistance for mastic asphalt-design and construction-control systems. The fatigue cracking is one of the main failure forms of bridge deck pavement. Therefore, the method used to evaluate the fatigue properties of pavement materials is also essential. The anti-deformation capability of the mastic asphalt must be increased, that results in poor fatigue performance and consequent failure of the bridge deck pavement to avoid the rutting of bridge deck pavement. In this study, a simple method is put forward for evaluating mastic asphalt fatigue performance. Impact toughness is defined as the area under the load-displacement curve of a three-point bending beam specimen under impact load to evaluate the fatigue performance of mastic asphalt. The four-point bending beam fatigue test is used to verify the rationality of the impact toughness test method. The results showed that there is a good correlation between the impacts toughness index of mastic asphalt produced under different mixing conditions and the accumulative dissipative energy and fatigue life demonstrated by the four-point bending beam test. Therefore, to evaluate the fatigue performance of mastic asphalt by impact toughness test. Fatigue performance and rut resistance are two ways to evaluate road performance of asphalt mixtures, but they are mutually restrictive. The results show that impact toughness and dynamic stability are inversely correlated. As the impact toughness increases, dynamic stability decreases. Therefore, balancing the fatigue performance and high-temperature rutting resistance of mastic asphalt in the design and quality control is very important.","PeriodicalId":55402,"journal":{"name":"Baltic Journal of Road and Bridge Engineering","volume":"14 1","pages":"568-586"},"PeriodicalIF":1.1,"publicationDate":"2019-12-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46221972","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-12-27DOI: 10.7250/bjrbe.2019-14.457
Hiram Arellano, R. Gómez, D. Tolentino
The influence of the stiffness of piers, pylons and deck in the behaviour of multi-span cable-stayed bridges under alternate live loads is analysed. The variation of these parameters is discussed considering both a harp cable system and a fan cable system. Different types of connections between pier-pylon and deck are also considered. Based on the behaviour of a three-span cable-stayed bridge, the variation of pier-pylon stiffness and deck stiffness was analysed. A similar state of stress and deflections was obtained for both a three-span and a multi-span cable-stayed bridge. The study shows that the harp type system presents advantages compared to fan type in terms of its behaviour under alternate live loads considering the same values of deck stiffness and pier-pylon stiffness. It is demonstrated that the resistant mechanism of multi-span cable- stayed bridges is provided by the pier-pylon element.
{"title":"Parametric Analysis of Multi-Span Cable-Stayed Bridges Under Alternate Loads","authors":"Hiram Arellano, R. Gómez, D. Tolentino","doi":"10.7250/bjrbe.2019-14.457","DOIUrl":"https://doi.org/10.7250/bjrbe.2019-14.457","url":null,"abstract":"The influence of the stiffness of piers, pylons and deck in the behaviour of multi-span cable-stayed bridges under alternate live loads is analysed. The variation of these parameters is discussed considering both a harp cable system and a fan cable system. Different types of connections between pier-pylon and deck are also considered. Based on the behaviour of a three-span cable-stayed bridge, the variation of pier-pylon stiffness and deck stiffness was analysed. A similar state of stress and deflections was obtained for both a three-span and a multi-span cable-stayed bridge. The study shows that the harp type system presents advantages compared to fan type in terms of its behaviour under alternate live loads considering the same values of deck stiffness and pier-pylon stiffness. It is demonstrated that the resistant mechanism of multi-span cable- stayed bridges is provided by the pier-pylon element.","PeriodicalId":55402,"journal":{"name":"Baltic Journal of Road and Bridge Engineering","volume":"14 1","pages":"543-567"},"PeriodicalIF":1.1,"publicationDate":"2019-12-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46761914","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-12-27DOI: 10.7250/bjrbe.2019-14.453
L. Trykoz, S. Kamchatnaya, O. Pustovoitova, A. Atynian, O. Saiapin
The composition material for waterproofing of the railway infrastructure objects, in particular, culvert pipes is suggested in the article. The waterproof composition contains an acrylic polymer and a filler. The comparison of the composition properties with two kinds of the fillers (silica sand and Portland cement) is carried out. The following properties are defined – water absorption, corrosion stability, stability in an aggressive environment, frost resistance to evaluating the suitability of the proposed composition for waterproofing. These properties are determined for three batches: an acrylic polymer without a filler, an acrylic polymer with silica sand, and an acrylic polymer with Portland cement. The test results show that the composition with silica sand possesses the best waterproofing properties. Wherein the quantity of silica sand is 1.5 mass parts to the quantity of polymer. Compared to the non-filled acrylic polymer the offered composition is characterised less water absorption, more significant corrosion stability and stability in an aggressive environment, better frost resistance. The mix with Portland cement shows a bit worse results at a higher cost of the material in whole.
{"title":"Effective Waterproofing of Railway Culvert Pipes","authors":"L. Trykoz, S. Kamchatnaya, O. Pustovoitova, A. Atynian, O. Saiapin","doi":"10.7250/bjrbe.2019-14.453","DOIUrl":"https://doi.org/10.7250/bjrbe.2019-14.453","url":null,"abstract":"The composition material for waterproofing of the railway infrastructure objects, in particular, culvert pipes is suggested in the article. The waterproof composition contains an acrylic polymer and a filler. The comparison of the composition properties with two kinds of the fillers (silica sand and Portland cement) is carried out. The following properties are defined – water absorption, corrosion stability, stability in an aggressive environment, frost resistance to evaluating the suitability of the proposed composition for waterproofing. These properties are determined for three batches: an acrylic polymer without a filler, an acrylic polymer with silica sand, and an acrylic polymer with Portland cement. The test results show that the composition with silica sand possesses the best waterproofing properties. Wherein the quantity of silica sand is 1.5 mass parts to the quantity of polymer. Compared to the non-filled acrylic polymer the offered composition is characterised less water absorption, more significant corrosion stability and stability in an aggressive environment, better frost resistance. The mix with Portland cement shows a bit worse results at a higher cost of the material in whole.","PeriodicalId":55402,"journal":{"name":"Baltic Journal of Road and Bridge Engineering","volume":"14 1","pages":"473-483"},"PeriodicalIF":1.1,"publicationDate":"2019-12-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46812652","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
京公网安备 11010802042870号
京ICP备2023020795号-1
扫码关注我们
求助内容：
应助结果提醒方式：