Available via license: CC BY 4.0
Content may be subject to copyright.
Diagnostic assessment of an impact of static and
dynamic vehicle loads on covering of roadway
Elena Kurakina1 *, Sergej Evtyukov1, and Jaroslav Rajczyk2
1Saint Petersburg State University of Architecture and Civil Engineering, 190005 Saint Petersburg,
Russia
2Czestochowa University of Technology, 42-201 Czestochowa, Poland
Abstract. The article presents diagnostic possibilities for testing covering
of roadway through dynamic and static loading units. The article presents
features, advantages and principal characteristics of the equipment: die unit,
Dina-3M, UDN-NK, Dynatest unit. The main parameters of the dynamic
impact units. The article also presents results of tests by dynamic and static
loading, defines «flexural bowls», elastic module and the coefficients of
reduction of the elastic modulus to the static modulus.
1 Introduction
Need of conducting diagnostic testing by determination of defects of road carpet, road
deflections, modules of elasticity is caused by definition of residual resource of road carpet
of the highway.
Existence of track, deflections of road carpet, change of its state in use promotes growth
of accident rate. Periodic control and assessment of technical condition of the operated road
carpets – indispensable condition for ensuring operating state and capacity of roads. Thereby
the main objective – assessment of condition of road carpet and definition of residual life
cycle of road carpet is caused.
2 Material and methods
One of the main factors of highway transport safety is the interaction of vehicles (V) with the
highway surface. At present it is urgent to investigate the premature destruction of covering
of roadway layers and its causes. During the operation covering of roadway undergoes
transfigurations from the loads of moving vehicles, weather and climatic conditions, as a
result of which a stress-strain state appears in it layers. By the time of exposure static loads
have a longer period during which deformations reach their peak of development. The
dynamic nature of the impact is short-lived, and the range of its intensity depends on
transport-operational conditions (traffic intensity, vehicle class, axle loads, speed, and total
vehicle mass) [1, 3, 7, 10-12]. From the impact of vehicle traffic in covering of roadway
appears vertical and horizontal stresses, decaying with depth due to the strength and material
* Corresponding author: elvl_86@mail.ru
© The Authors, published by EDP Sciences. This is an open access article distributed under the terms of the Creative Commons
Attribution License 4.0 (http://creativecommons.org/licenses/by/4.0/).
MATEC Web of Conferences 334, 01014 (2021) https://doi.org/10.1051/matecconf/202133401014
ITMTS 2020
characteristics of the layers. All of this, as well as temperature effects, highway moistening
and drying also cause stresses, tensile strains, shears, compression and torsion, which reduces
the strength covering of roadway characteristics (Figure 1).
a) b)
а) "Flexural bowl" for rigid and non-rigid types of covering of roadway in 3D format; b) deformed
state of covering of roadway: 1 - stretching zone; 2 - flexural bowl; 3 - zone of roadway compression;
4 - cracks in covering of roadway; 5 - cut surface of covering of roadway; 6 - covering of roadway
deformation; 7 - the direction of the soil outburst; 8 - direction of soil compression; 9 - compaction of
soil in the covering of roadway; 10 - ground pressure transmission area
Fig. 1. Impact of the car wheel on covering of roadway.
3 Theory
Strength characteristics of covering of roadway depends on the "flexural bowl", that is, the
maximum allowable deflection value, as well as it depends on the amount of applied load
during the period of weakening of covering of roadway [2, 4, 5]. During the operation of the
highway, all deformations firstly proceed in a latent form, so it is difficult to recognize and
anticipate their development. Thus, there is a need to monitor the parameters of the strength
of covering of roadway.
Determination of covering of roadway strength is possible by using static and dynamic
loading. The essence is to assess the covering of roadway bearing capacity and determine the
index of the elasticity of general modulus. Stamp unit of static impact is a loading plate (metal
disc) with a cylindrical support in the center and a load device with a hydraulic pump and a
vehicle counterweight (figure 2).
a) b)
a) general view; b) schematic diagram: 1 - centering pin with rotary head of hydraulic cylinder, 2 -
handle for plate transfer, 3 - tunnel for measurement, tolerance for measurements +/- 0,2 mm
Fig. 2. Load plate for static testing.
2
MATEC Web of Conferences 334, 01014 (2021) https://doi.org/10.1051/matecconf/202133401014
ITMTS 2020
characteristics of the layers. All of this, as well as temperature effects, highway moistening
and drying also cause stresses, tensile strains, shears, compression and torsion, which reduces
the strength covering of roadway characteristics (Figure 1).
a) b)
а) "Flexural bowl" for rigid and non-rigid types of covering of roadway in 3D format; b) deformed
state of covering of roadway: 1 - stretching zone; 2 - flexural bowl; 3 - zone of roadway compression;
4 - cracks in covering of roadway; 5 - cut surface of covering of roadway; 6 - covering of roadway
deformation; 7 - the direction of the soil outburst; 8 - direction of soil compression; 9 - compaction of
soil in the covering of roadway; 10 - ground pressure transmission area
Fig. 1. Impact of the car wheel on covering of roadway.
3 Theory
Strength characteristics of covering of roadway depends on the "flexural bowl", that is, the
maximum allowable deflection value, as well as it depends on the amount of applied load
during the period of weakening of covering of roadway [2, 4, 5]. During the operation of the
highway, all deformations firstly proceed in a latent form, so it is difficult to recognize and
anticipate their development. Thus, there is a need to monitor the parameters of the strength
of covering of roadway.
Determination of covering of roadway strength is possible by using static and dynamic
loading. The essence is to assess the covering of roadway bearing capacity and determine the
index of the elasticity of general modulus. Stamp unit of static impact is a loading plate (metal
disc) with a cylindrical support in the center and a load device with a hydraulic pump and a
vehicle counterweight (figure 2).
a) b)
a) general view; b) schematic diagram: 1 - centering pin with rotary head of hydraulic cylinder, 2 -
handle for plate transfer, 3 - tunnel for measurement, tolerance for measurements +/- 0,2 mm
Fig. 2. Load plate for static testing.
A special feature of the measurements is the obtaining of measurements by a stamping
unit with the determination of the loading plate sedimentation depending on the applied or
removed load, on which a graph is plotted (with polynomial curves of the general
deformation in the case of primary loading, and unloading and elastic deformation under the
secondary loading (ODM 218.5.007-2016 "Methodical recommendations for determining the
modulus of elasticity by a static stamp ").
Dynamic loading units got an extensive use for estimating the modulus of elasticity (E).
It can function as trailers to mobile laboratories or to other vehicles, they are operated in
Finland, Denmark, Sweden and the USA. Holland, Sweden and Denmark use dynamic
loading units of Phoenix and Kuab brands, also Russia use complex Dynatest. Test units of
foreign practice such as Dynatest 8000 FWD (measurement by deflection analysis of weight
deflected), 8000 VMD (deflectometer installs in a camper van or а minibus); 8081 HWD
(measurement of elastic vibrations under the influence of a large weight load) satisfies the
required conditions. The conditions: amplitude and duration of effort are identical to the
impact of a heavy moving wheel load and high accuracy of deformation measurements [1, 2,
4, 6, 11, 12,13]. General technical characteristics with the main components of the complex
and the test results are shown in Figure 3.
a)
b)
Fig. 3. Dynatest dynamic loading unit.
3
MATEC Web of Conferences 334, 01014 (2021) https://doi.org/10.1051/matecconf/202133401014
ITMTS 2020
Using of automated measuring, analytical and control engineering support and equipment
(deflectometer with software) on site allows determining the level of deformation caused by
a controlled load with the highest accuracy, inaccessible to other existing methods. In Russian
practice the diagnosis and assessment of highways state and the determination of the modulus
of elasticity (E) were carried out by Dina-3M, UDN-NK (acting with dynamic loads) and the
special instrument - a longspan lever-type deflectometer acting under static loading.
Comparative characteristics of the dynamic impact unit’s parameters are presented in Table
1.
Table 1. The main parameters of the dynamic impact units.
Type of
dynamic
impact units
Parameter
Height of load
drop, cm
Load
weight, kg
contact
interaction time,
s
Diameter of
the stamp,
cm
Pulse
impacts
Dina-3М
51
160
0,03
33
sinusoidal
UDK-3
till 150
40
0,03
34
Triangular
Dynatest FWD
45
235
0,03
33
Half-Sinusoidal
An analysis of technical characteristics of the selected for comparison equipment made it
possible to identify the possibility of determining the modulus of elasticity. The advantages
of the Dynatest unit are the high accuracy of simulating the applied load on the covering of
roadway from the moving vehicle wheel, and ability to determine for a short period of time
the parameters: covering of roadway state; layerwise (and in layers) definition of a structure
modulus of elasticity; the bearing capacity of covering of roadway and the expected residual
life of the top layer; modeling of "weak" sections of roadways that affect the likelihood of
road accidents.
4 Results
The main advantage of Dynatest dynamic impact unit is that during the correlation process
the impact on the values of peak loads and elastic vibrations from possible undesirable
components of high frequency in the load cycle can be minimized. The Dynatest unit
monitors the temperature on the surface of roadway, in the upper layers and the surrounding
environment [4, 8, 9].
Tests using the dynamic and static loading method were carried out in the territory of St.
Petersburg and the Leningrad Region, taking into account ODM 218.5.007-2016.
"Methodical recommendations for determining the modulus of elasticity by static stamp".
The results of covering of roadway elastic deflection are presented in the form of a graph
(Figure 4). Temperature during the testing in the upper layers of 19.8 ÷ 22.6 ° C, on the
surface of 20.7 ÷ 26.7 ° C, air 18.8 ÷ 22.7 ° C.
Simultaneous application of static and dynamic loading methods provides for
presentation of results to the form according to ONE 218.1.052-2002 "Evaluation of the
strength of non-rigid covering of roadways", MODN 2-2001 "Design of non-rigid covering
of roadways:
21
( ),
fD
l Xl X= ⋅+
(1)
where X1 and X2 are the empirical coefficients of the regressional dependence; lf - the actual
deflection of the structure at the distinctive section, corresponding to the permissible
percentage of the deformed coating surface (design reliability of covering of roadway) under
static loading by the design load; lD - the same that tested by setting a short-term unit.
4
MATEC Web of Conferences 334, 01014 (2021) https://doi.org/10.1051/matecconf/202133401014
ITMTS 2020
Using of automated measuring, analytical and control engineering support and equipment
(deflectometer with software) on site allows determining the level of deformation caused by
a controlled load with the highest accuracy, inaccessible to other existing methods. In Russian
practice the diagnosis and assessment of highways state and the determination of the modulus
of elasticity (E) were carried out by Dina-3M, UDN-NK (acting with dynamic loads) and the
special instrument - a longspan lever-type deflectometer acting under static loading.
Comparative characteristics of the dynamic impact unit’s parameters are presented in Table
1.
Table 1. The main parameters of the dynamic impact units.
Type of
dynamic
impact units
Parameter
Height of load
drop, cm
Load
weight, kg
contact
interaction time,
s
Diameter of
the stamp,
cm
Pulse
impacts
Dina-3М
51
160
0,03
33
sinusoidal
UDK-3
till 150
40
0,03
34
Triangular
Dynatest FWD
45
235
0,03
33
Half-Sinusoidal
An analysis of technical characteristics of the selected for comparison equipment made it
possible to identify the possibility of determining the modulus of elasticity. The advantages
of the Dynatest unit are the high accuracy of simulating the applied load on the covering of
roadway from the moving vehicle wheel, and ability to determine for a short period of time
the parameters: covering of roadway state; layerwise (and in layers) definition of a structure
modulus of elasticity; the bearing capacity of covering of roadway and the expected residual
life of the top layer; modeling of "weak" sections of roadways that affect the likelihood of
road accidents.
4 Results
The main advantage of Dynatest dynamic impact unit is that during the correlation process
the impact on the values of peak loads and elastic vibrations from possible undesirable
components of high frequency in the load cycle can be minimized. The Dynatest unit
monitors the temperature on the surface of roadway, in the upper layers and the surrounding
environment [4, 8, 9].
Tests using the dynamic and static loading method were carried out in the territory of St.
Petersburg and the Leningrad Region, taking into account ODM 218.5.007-2016.
"Methodical recommendations for determining the modulus of elasticity by static stamp".
The results of covering of roadway elastic deflection are presented in the form of a graph
(Figure 4). Temperature during the testing in the upper layers of 19.8 ÷ 22.6 ° C, on the
surface of 20.7 ÷ 26.7 ° C, air 18.8 ÷ 22.7 ° C.
Simultaneous application of static and dynamic loading methods provides for
presentation of results to the form according to ONE 218.1.052-2002 "Evaluation of the
strength of non-rigid covering of roadways", MODN 2-2001 "Design of non-rigid covering
of roadways:
21
( ),
fD
l Xl X= ⋅+
(1)
where X1 and X2 are the empirical coefficients of the regressional dependence; lf - the actual
deflection of the structure at the distinctive section, corresponding to the permissible
percentage of the deformed coating surface (design reliability of covering of roadway) under
static loading by the design load; lD - the same that tested by setting a short-term unit.
a) - deflection of covering of roadway under static load by a die unit; b) - deflection of covering of
roadway under the dynamic load by Dynatest unit
Fig. 4. Tests results of dynamic and static loading.
Taking into account the formula 1 and the test results, we obtain the output data for
determining the reduction coefficient of the elastic modulus (E) from the dynamic to static,
at the same time taking into account ODM 218.3.072 – 2016 "Methodical recommendations
for determining the remaining service life of non-rigid covering of roadway bearing capacity
and elasticity modules of structural layers (Table 2).
Table 2. Reduction of the dynamic module to the static module.
Total modulus of elasticity, Etotal, MPa
Coefficient of
reduction of general
elastic moduli, Xi= Ed
/ Est
root-mean-
square error
Dynamic modulus of
elasticity, Ed
Modulus of elasticity
in static tests, Est
Crushed stone, crushed stone-sandy layers
206,6
261,0
0,79
0,0081
216,3
246,0
0,88
0,0000
210,5
213,0
0,98
0,01
Xср
0,88
Mean square deviation
0,06
Mean square deviation, %
5,82
light-weight type, bituminous concrete
501,3
327,0
1,53
0,0064
500,5
336,0
1,49
0,0144
522,3
365,0
1,43
0,0324
535,8
266,0
2,01
1,96
Xmean
1,61
Mean square deviation
1,14
Mean square deviation, %
3,44
Fundamental type, bituminous concrete
598,2
345,0
1,73
0,0031
632,2
336,0
1,88
0,0084
693,6
345,0
2,01
0,0486
691,3
399,0
1,73
0,0033
623,8
355,0
1,76
0,0011
623,3
399,0
1,56
0,0518
633,8
345,0
1,84
0,0022
Xmean
1,79
Mean square deviation
0,13
Mean square deviation, %
7,28
5
MATEC Web of Conferences 334, 01014 (2021) https://doi.org/10.1051/matecconf/202133401014
ITMTS 2020
The results of the calculations shows the ratio of dynamic modules to static ones as «1»
on crushed stone and crushed stone-sandy layers; as «1,6» on light-weight asphalt-concrete
cover and almost twice high on fundamental type of layers.
5 Discussion
The carried-out diagnostic assessment of impact of static and dynamic loads on road clothes
allows to draw conclusion on relevance of use of the modern equipment which choice is
proved by safety of carrying out technological measuring processes; convenience, speed of
receiving and information processing; high possibility of the analysis of all range of the
studied parameters.
By results of deflektometralny probe it is possible to define degree of risk of emergence
of the road accidents, assessment of traffic safety and development of effective actions for
drop of accident rate on "weak" sections of highways by means of assessment of deformation
tension of constructive layers of road clothes, definition of the module of elasticity.
6 Conclusion
The diagnostic assessment of an impact of static and dynamic loads on covering of roadway
allows us to conclude that the use of modern equipment is urgent, the choice of which is
justified by the safety of conducting technological measurement processes; by convenience,
by speed of receiving and processing information; by high possibility of analyzing the entire
spectrum of the investigated parameters. When tested with static load the deflection is greater
than with the dynamic one, because the static load degree of impact is longer in time. With
short-term action of dynamic loads we obtain a larger value of the modulus of elasticity,
which characterizes the ability to elastic deformation when applying loads.
References
1. S. Evtiukov, E. Kurakina, V. Lukinskiy, A. Ushakov, Methods of accident
reconstruction and investigation given the parameters of vehicle condition and road
environmen, Transportation Research Procedia, 20, Pages 185-192 (2017)
2. E.V. Kurakina, S. Evtyukov, Research of coupling characteristics of road covering at
road accident autotechnical examination, Bulletin of Civil Engineers, 5 (52), P. 216-
223 (2015)
3. E.V. Kurakina, A diagnostic study of road elements on the road accident sites with
nondestructive testing, Bulletin of Civil Engineers, 6 (59). P.231-237 (2016)
4. Ulrich Brannolte, Pavel Pribyl, Valentin Silyanov, Simulation of Regional Mortality
Rate in Road Accidents, Transportation Research Procedia, 20, Pages 112-124 (2017)
5. V.N. Dobromirov, S.S.Evtyukov, E.V. Kurakina, Improvements in the methods of road
safety assessing on high-speed roads, The journal «Transport and Technological Cars»,
1(56), P.94-101 (2017)
6. E.V. Kurakina, On the deviation of the normative characteristics of the highway
indicators (on the example of the emergency-dangerous sections of the Leningrad
Region roads, Modern problems of science and education, 2, (2014).
7. Ja. Rajczyk, M. Rajczyk, S Evtiukov, Dispersion of Kinetic Energy for Traffic Safety,
Transportation Research Procedia, 20 (1), P. 536–534 (2017)
6
MATEC Web of Conferences 334, 01014 (2021) https://doi.org/10.1051/matecconf/202133401014
ITMTS 2020
The results of the calculations shows the ratio of dynamic modules to static ones as «1»
on crushed stone and crushed stone-sandy layers; as «1,6» on light-weight asphalt-concrete
cover and almost twice high on fundamental type of layers.
5 Discussion
The carried-out diagnostic assessment of impact of static and dynamic loads on road clothes
allows to draw conclusion on relevance of use of the modern equipment which choice is
proved by safety of carrying out technological measuring processes; convenience, speed of
receiving and information processing; high possibility of the analysis of all range of the
studied parameters.
By results of deflektometralny probe it is possible to define degree of risk of emergence
of the road accidents, assessment of traffic safety and development of effective actions for
drop of accident rate on "weak" sections of highways by means of assessment of deformation
tension of constructive layers of road clothes, definition of the module of elasticity.
6 Conclusion
The diagnostic assessment of an impact of static and dynamic loads on covering of roadway
allows us to conclude that the use of modern equipment is urgent, the choice of which is
justified by the safety of conducting technological measurement processes; by convenience,
by speed of receiving and processing information; by high possibility of analyzing the entire
spectrum of the investigated parameters. When tested with static load the deflection is greater
than with the dynamic one, because the static load degree of impact is longer in time. With
short-term action of dynamic loads we obtain a larger value of the modulus of elasticity,
which characterizes the ability to elastic deformation when applying loads.
References
1. S. Evtiukov, E. Kurakina, V. Lukinskiy, A. Ushakov, Methods of accident
reconstruction and investigation given the parameters of vehicle condition and road
environmen, Transportation Research Procedia, 20, Pages 185-192 (2017)
2. E.V. Kurakina, S. Evtyukov, Research of coupling characteristics of road covering at
road accident autotechnical examination, Bulletin of Civil Engineers, 5 (52), P. 216-
223 (2015)
3. E.V. Kurakina, A diagnostic study of road elements on the road accident sites with
nondestructive testing, Bulletin of Civil Engineers, 6 (59). P.231-237 (2016)
4. Ulrich Brannolte, Pavel Pribyl, Valentin Silyanov, Simulation of Regional Mortality
Rate in Road Accidents, Transportation Research Procedia, 20, Pages 112-124 (2017)
5. V.N. Dobromirov, S.S.Evtyukov, E.V. Kurakina, Improvements in the methods of road
safety assessing on high-speed roads, The journal «Transport and Technological Cars»,
1(56), P.94-101 (2017)
6. E.V. Kurakina, On the deviation of the normative characteristics of the highway
indicators (on the example of the emergency-dangerous sections of the Leningrad
Region roads, Modern problems of science and education, 2, (2014).
7. Ja. Rajczyk, M. Rajczyk, S Evtiukov, Dispersion of Kinetic Energy for Traffic Safety,
Transportation Research Procedia, 20 (1), P. 536–534 (2017)
8. V.N. Dobromirov, S.S. Evtyukov, report of research work "Scientific substantiation of
the reconstruction process of traffic accidents by results of aerial photography", St.
Petersburg, Russia, (2016).
9. S.A. Evtyukov, E.V. Kurakina, report of research work "Scientific and methodological
support of а road and transport research by nondestructive method", St. Petersburg,
Russia (2016).
10. S.A. Evtyukov, E.V. Kurakina, Improvement of the algorithm of auto technical
expertise in the reconstruction of an car accident, taking into account the technical
condition of the vehicle and the road, Materials of the 11th international conference
"Organization and safety of traffic in large cities", P.518-527 (2014)
11. Targeted federal programme «Improving road safety in 2013-2020 years».
12. A Federal Traffic Safety Act of 10.12.1995 N 196-FZ (current version, 2016).
13. Pavel Pribyl, Alexander Novikov, Victoria Vasileva, Andrei Katunin, ITS Control of
Highways Capacity, Transportation Research Procedia, 20, Pages 468-473 (2017)
7
MATEC Web of Conferences 334, 01014 (2021) https://doi.org/10.1051/matecconf/202133401014
ITMTS 2020
