New Laboratory-Based Mechanistic–Empirical Model for Faulting in Jointed Concrete Pavement

Jung, Youjin; Zollinger, Dan G

doi:10.3141/2226-07

Cited by 23 publications

(11 citation statements)

References 2 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…A mechanistic-empirical erosion model is shown in Equation 5 based on a newly developed erodibility test method with the Hamburg wheel-tracking device (9)(10)(11). Mechanically induced horizontal shear stresses develop on the subbase surface as a function of the up-and-down slab movement that is simulated by deflection of a stiff plate.…”

Section: Subbase Erosion Modelmentioning

confidence: 99%

Improved Mechanistic–Empirical Continuously Reinforced Concrete Pavement Design Approach with Modified Punchout Model

Jung

Zollinger

Ehsanul

2012

Transportation Research Record: Journal of the Transportation R

Self Cite

View full text Add to dashboard Cite

The Mechanistic–Empirical Pavement Design Guide (MEPDG) makes available a mechanistic–empirical punchout prediction tool based on a comprehensive analysis of many design factors in continuously reinforced concrete (CRC) pavement. The punchout model is based on the idea that accumulated fatigue damage induces longitudinal cracking between two narrowly placed transverse cracks as a result of repeated loading, diminished load transfer, loss of support, and environmental stresses. Most factors are considered directly in the punchout prediction except those related to subbase support. For instance, stiffer support conditions reduce deflection, with smaller interfacial shear stresses than subbase shear strength as a result, and thus lower erosion. However, the MEPDG predicts a higher rate of punchouts with increasing k-value because a punchout is assumed to be analogous to longitudinal fatigue cracking. The unfortunate consequence of this assumption is that the predicted rate of punchout might increase as a result of greater curling and warping stresses because of stiffer sublayers or higher k-value situations. The probability of erosion was included to counteract this effect on punchout predictions. A modified mechanistic–empirical CRC pavement design approach is described in terms of a modified punchout model, subbase erosion model, and an enhanced traffic equivalency model. The modified design approach includes expressions for fatigue distress similar to those in the MEPDG. The design also considers partial-depth punchout distress as part of the assessment of punchout distress.

show abstract

Section: Subbase Erosion Modelmentioning

confidence: 99%

Improved Mechanistic–Empirical Continuously Reinforced Concrete Pavement Design Approach with Modified Punchout Model

Jung

Zollinger

Ehsanul

2012

Transportation Research Record: Journal of the Transportation R

Self Cite

View full text Add to dashboard Cite

show abstract

“…Pumping involves the transportation of abraded and loosened material from beneath a slab, typically voiding the slab support in the vicinity of a joint. Erosion of the slab support can often lead to high deflection and possibly other types of distress that shorten the life of the pavement (2,5,7). Infiltration of moisture into a pavement joint may also increase the potential for pavement blowup distress.…”

Section: Role Of Joint Sealant In Infiltration Diversionmentioning

confidence: 99%

Experimental Study on the Design and Behavior of Concrete Pavement Joint Sealants

Kim

Zollinger

Lee

2021

Transportation Research Record: Journal of the Transportation R

View full text Add to dashboard Cite

Joints in concrete pavement are intended to provide freedom of movement in a concrete slab relative to the volumetric effects. Changes such as this can occur owing to drying shrinkage, temperature changes, and moisture differences that develop within the slab. A key reason to seal the rigid pavement joints is to prevent, or at least reduce, the amount of water from rainfall events infiltrating the pavement structure, which can ultimately contribute to subbase erosion, loss of support, and the build-up of a fine, incompressible material on the face of the joint. The strength of the joint sealant bond and stress of the interface between the sealant and the face of the joint reservoir play important roles in joint sealant failure. Thus, in this research, experimental coupling tests were conducted to investigate the geometric characteristics of the sealant/joint reservoir design. The stress–strain relationship on the interface was investigated according to its geometry, both with regard to the shape factor (SF) and the degree of curvature (DoC). The SF and DoC were evaluated through a tensile test of the joint sealant based on these geometric characteristics. Also discussed are the shape factors (SFs) of the joint sealant currently being recommended, the SF most appropriate for a narrow-width joint, and the surface finish of the joint sealant. Based on this study, the effects of sealant geometries (i.e., SF and DoC) should be considered during design and installation. Also, further research into more realistic SFs for narrow-width joints and self-leveling sealants is recommended.

show abstract

“…Other researchers studied this topic; for instance, Jung and Zollinger [ 23 ] proposed a new laboratory-based Mechanistic-Empirical Model for faulting in jointed concrete pavement.…”

Section: Introductionmentioning

confidence: 99%

Use of Terrestrial Laser Scanner for Rigid Airport Pavement Management

Barbarella

D’Amico

Blasiis

et al. 2017

Sensors

View full text Add to dashboard Cite

The evaluation of the structural efficiency of airport infrastructures is a complex task. Faulting is one of the most important indicators of rigid pavement performance. The aim of our study is to provide a new method for faulting detection and computation on jointed concrete pavements. Nowadays, the assessment of faulting is performed with the use of laborious and time-consuming measurements that strongly hinder aircraft traffic. We proposed a field procedure for Terrestrial Laser Scanner data acquisition and a computation flow chart in order to identify and quantify the fault size at each joint of apron slabs. The total point cloud has been used to compute the least square plane fitting those points. The best-fit plane for each slab has been computed too. The attitude of each slab plane with respect to both the adjacent ones and the apron reference plane has been determined by the normal vectors to the surfaces. Faulting has been evaluated as the difference in elevation between the slab planes along chosen sections. For a more accurate evaluation of the faulting value, we have then considered a few strips of data covering rectangular areas of different sizes across the joints. The accuracy of the estimated quantities has been computed too.

show abstract

New Laboratory-Based Mechanistic–Empirical Model for Faulting in Jointed Concrete Pavement

Cited by 23 publications

References 2 publications

Improved Mechanistic–Empirical Continuously Reinforced Concrete Pavement Design Approach with Modified Punchout Model

Improved Mechanistic–Empirical Continuously Reinforced Concrete Pavement Design Approach with Modified Punchout Model

Experimental Study on the Design and Behavior of Concrete Pavement Joint Sealants

Use of Terrestrial Laser Scanner for Rigid Airport Pavement Management

Contact Info

Product

Resources

About