Numerical Study on the Surface Depression of the … Numerical Study on the Surface Depression of the Concrete Runway Pavement under Impact Load Saima Ali, Xuemei Liu, Sabrina Fawzia

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Numerical Study on the Surface Depression of the

Concrete Runway Pavement under Impact Load

Saima Ali, Xuemei Liu, Sabrina Fawzia School of Civil Engineering and Built Environment

Queensland University of Technology, Brisbane, Australia

International Journal of Research in Civil Engineering, Architecture & Design

Volume 4, Issue 1, January-March, 2016, pp. 08-19

ISSN Online: 2347-2855, Print: 2347-8284, DOA: 15022016

© IASTER 2016, www.iaster.com

ABSTRACT

Airport runway pavement always subjected to huge impact loading due to the hard landing of aircraft

on the pavement surface. Therefore runway pavements should have sufficient impact resistance

capability to avoid damage causing by hard impact like surface deflection in downward or

penetration since the repair works is cumbersome within the operating condition of airport and also

increases the service life cost of the pavement structure. Several research works have been carried

out on airport runway pavement to measure the present condition of pavement and also to predict

future performance of it. However, most of the works are confined by pavement response under

moving aircraft loading. Nevertheless, no comprehensive research work is yet conducted to identify

the controlling factors which might have significant effect in changing the common pavements

damage like surface penetration depth under impact of aircraft. Therefore, a 3DFE study is

conducted to determine some effective factors in controlling the top surface penetration depth of

runway pavement. Among the exterior factors, mass of the impactor, velocity of the impactor, impact

angle and boundary conditions are selected and as interior factors, thickness of the runway pavement,

compressive strength and density of materials used in the runway pavement are selected.

Keyword: Surface Depression, Fracture Energy, Impact Angle, Compressive Strength, Strain Rate Effect.

I. INTRODUCTION

Airport runway pavement always encounters large impact loading during the landing of heavy

aircraft. Exceptionally large and heavy aircrafts have also been introduced to fulfill the travel demand

thatcould exert heavy impact force on runway pavement. The consequence of such impact causes

penetration or depression at certain adjacent region of the top surface layer of runway pavement. The

extent of damage can vary with factors such as the weight of aircraft, velocity of aircraft, landing

angle of aircraft, and also factors including material property and thickness of the runway pavement.

Extensive research works have been carried out to investigate the deterioration of runway pavement

and to propose solutionsmainly for such pavement under moving aircraft load. Kim and Tutumluer [1]

conducted a finite element (FE) study to explore the multiple wheel load interaction effects on the

flexible runway pavement instead of single wheel load condition under moving aircraft load. In

addition, Su et al. [2] investigated the significance of using recycled asphalt concrete in the surface

layer of airport runway pavement. A full scale laboratory program with wheel tracking test and 3-

point bending test was carried out and the properties of recycled asphalt concrete for short term and

long term ageing were tested and compared with the original asphalt concrete. Al-Qadi et al. [3]

carried out a rigorous in situ test program at Cagliari-Elmas airport in Italy to investigate the stresses

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and strains of flexible runway pavement under moving aircraft load. In addition, Khanna et al. [4]

used impulse response (IR) method to provide an authentic measure of present and future state of

pavement and the data was recorded at 81 general aviation airport in Oklahoma. Besides,

Gopalakrishnan and Thompson [5] investigated the effects of full scale heavy aircraft loading on the

unbound aggregate and fine grained subgrade layer in field condition.Moreover, Kim and Buttler [6]

conducted study to predict the crack propagation in airport pavement under the combined effect of

aircraft landing forces and thermal conditions. In addition, Rufino et al. [7] conducted a rigorous

experimental investigation on at Denver International Airport to investigate the phenomenon of slab-

base interaction and to measure strain on runway pavement under wheel load of aircrafts. Again, Yan

et al. [8] investigated the interlayer bond condition of double layer airport pavement by using splitting

tensile test with double layer beam arrangement. Besides, Taheri et al. [9] investigated dynamic

interaction between moving aircraft B-727 and concrete pavement. A general algorithm was

developed which was based on structural impedance approach and utilized influence functions.

Besides, few studies are also conducted on delamination analysis for runway pavement. For instances,

Hoegh et al. [10] suggested the use of ultrasonic tomography device for a pavement section as well as

new and old asphalt layers and Maser and Sande [11] recommend ground penetrating radar in airfield

condition to detect the category and intensity of delamination. Moropoulou et al. [12] suggested the

use of infrared thermography technique to locate delamination in airport pavement. A few number of

research works were also conducted to study the effect of impact loading. Kuo et al. [13] studied the

effect of inclined impact loading caused by hard landings of heavy aircraft in developing fatigue

cracks on runway pavement. Besides, Buonsanti and Leonardi [14] developed a 3D model to

determine the contact stress at flexible runway pavement when the aircraft hit the pavement with

heavy impact. However, no rigorous study is yet conducted to understand the influential factors which

could cause surface damage like penetration in runway pavement under hard impacts of aircrafts.The

identification of significant factors accelerating the surface depression is the preliminary crucial steps

which can lead to a successful design of runway pavement with minimum maintenance.

Evaluating the different parameters’ influence on the infrastructures the dynamic response under impact

through full scale tests is often beyond the affordability. Numerical simulation is normally adopted to

predict the dynamic response of the infrastructure subjected to impact loadings with varied parameters.

Therefore, a comprehensive numericalstudy is conducted to determine the significant influential

parameters responsible for top surface penetration depth of runway pavement.This study starts with the

validation of the numerical model on concrete pavement with experimental investigation from Wu [15].

To conduct this, a 3D FE model is developed using ABAQUS 6.13-3. After the validation, a rigorous

parametric study is conducted to evaluate the effect of different parameters on the performance of

runway pavement under impact loading especially on the surface penetration depth of runway pavement.

And those parameters includeimpact velocity, impactor mass, angle of impact, thickness of pavement,

and compressive strength of materials used in runway pavement.

II. FE MODELLING

i) General

In this study, a 3D FE model is built in the ABAQUS/Explicit to validate the impact test conducted by

Wu [15]. The model is composed of 275 mm thick concrete slab over subgrade.The subgrade is 600

mm thick and composed of sand. The concrete specimen is 900 mm × 900 mm in dimension and the

dimension of the underneath subgrade is 1m × 1 m (Figure 1). To resist the uplift of the two parallel

sides of the concrete slab, two textile belts are used near the edges over top surface of concrete slab.

Hemispherical drop mass is used to apply the impact load at the mid-point of the top surface of



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concrete slab. The diameter of the drop mass is 100 mm and the length of the drop mass is 1.292 m.

The impact velocity applied by the drop mass is 5.133 m/s. The material properties used in the

analysis of FE model are given in Tables 1- 3.

Table 1: Mechanical Properties of Concrete Slab

Parameters Value Young’s modulus, E (GPa) 33

Poisson’s ratio, ʋ 0.2

Density, ρ (Kg/m³) 2400

Compressive strength, fc (MPa) 54

Tensile strength, ft (MPa) 2.7

Table 2: Mechanical Properties of Subgrade

Parameters Geocell Reinforced Sand Sand Young’s modulus, E (MPa) 103.5 40

Poisson’s ratio, ʋ 0.3 0.3

Density, ρ (Kg/m³) 1600 1600

Friction angle, β 40º 40º

Cohesion, c (KPa) 89 13.8

Table 3: Mechanical Properties of Drop Mass/ Impactor and Textile Belt

Parameters Impactor Textile belt Young’s modulus, E (GPa) 207 2.1

Poisson’s ratio, ʋ 0.3 0.3

Density, ρ (Kg/m³) 118000 1000

Yield strength, fy (MPa) 500 80

Tangent modulus _ 39000

Erosion strain _ 0.006

Figure 1: Experimental Set Up of Concrete Pavement with Subgrade [15]

i) Element Selection and Material Modeling

a) Concrete Slab

The concrete slab is modeled with 8-node linear brick elements (C3D8R) with reduced integration

and hourglass control. Concrete slab was considered as isotropic and concrete damage plasticity

model available in ABAQUS/Explicit is used to simulate the elasto-plastic behaviour of concrete slab.

The properties used for concrete slab is given in Table 1. The elastic parameters are selected

according to Wu [15] and plastic parameters are considered by following Fujita and Ishimaru [16] and

also standard values of ABAQUS/6.13-3. Typical concrete compressive stress-strain curve for

275 mm thick

Concrete Slab



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specified strength of concrete slab is used to get the yield stress and the corresponding crushing or

inelastic strain values under uniaxial compressive loading. Similarly, concrete tensile strength curve

as given in Ozbolt et al. [17] is used to get the yield stress and the corresponding cracking strain

values. However, dynamic impact load usually imposes high strain on materials and thereby the

consideration of strain rate effect is essential. Preliminary FE analysis is conducted on concrete slab

under specified impact loading to determine the strain at which the concrete slab undergoes and

following it the strain rate effect is applied accordingly by using dynamic increase factor (DIF) curve.

b) Subgrade

The subgrade is also modeled with 8-node linear brick elements (C3D8R) with reduced integration

and hourglass control. The elasto-plastic behaviour of subgrade soil is simulated by using Drucker-

Prager plasticity model. The properties used for geocell reinforced and normal subgrade sand is given

in Table 2. The dilation of soil is not considered in the FE model. The elastic parameters are used

according to Wu [15] and plastic parameters are selected by following Wu [15], Mijangos and Kelly

[18] and also Houlsby [19].

c) Impactor/Drop mass and Textile Belt

The impactor is modelled by using 10-node modified second order elements (C3D10M) with reduced

integration and hourglass control due to greater stiffness of this element and also to adjust with the shape

of the hemispherical head of the impactor. The mechanical properties of impactor are used as given in

Wu [15]. However, textile belt is included in FE model on the edge of top surface of concrete as

described in experimental set up of Wu [15]. 4-node quadrilateral membrane elements (M3D4R) with

reduced integration and hourglass control is used to model textile belt.. The plastic-kinematic model is

also adopted to simulate the bi-linear behaviour of textile belt. The plastic option of ABAQUS/6.13-3 is

selected and kinematic hardening is used to implement the plastic-kinematic model of textile belt. The

detail properties of cylindrical shaped hemispherical impactor and textile belt as used byWu [15] are

given in Table 3. The plastic properties are collected from Carvelli et al. [20].

d) FE meshing and Contact Modelling

The selection of proper mesh size of FE model is important for accurate analysis results and more

importantly for high strain

loading. For overall model,

small mesh size is selected for

better result. Comparatively

finer mesh size is selected for

concrete slab compared to the

subgrade since concrete slab is

directly subjected to impact

load. The mesh size is found as

suitable when 5 mm mesh size

is adopted for concrete slab and

8 mm mesh size adopted for

subgrade. The mesh size

selected for the textile belt is 10

mm. Figure 2 shows the FE

meshing distinctly.

Figure 2: FE Meshing in a Single Layer Pavement Specimen



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General contact algorithm is used to define the

interaction of hemispherical impactor and single

layer concrete pavement. The contact surfaces of

concrete slab and subgrade is tied up and surface

to surface interaction is defined between

concrete slab and subgrade. Hard contact

formula is used to define normal stress

behaviour and penalty frictional formulation is

used to define tangential stress behaviour at

contact surfaces for both general and surface to

surface contact approach. Similar modelling

strategy is also adopted for the interaction of

textile belt and concrete slab. However, dynamic

friction co-efficient value of 0.45 is used at

interaction of adjacent surfaces since under

impact loading the usual friction co-efficient

remain within 0.4-0.55. For general contact

interaction friction coefficient is adopted as 0.6

which is the averagefriction coefficient value of

concrete of steel. Degradation is defined in terms

of stiffness and element removal once failure is

achieved is turned on by using section control.

The symmetric FE model of single layer

concrete pavement is illustrated in Figure 3.

Figure 3: Symmetric FE Model of the Concrete Pavement

e) Boundary Conditions and Loadings

The fixed support condition is applied on two sides and the bottom of the sand. Symmetric support

condition is provided on other two sides of sand and also on two sides of composite pavement. The

other two sides of composite pavement are not restrained. Two vertical faces of the quarter of drop

mass or impactor are also provided symmetric boundary condition. The other vertical sides of the

impactor are restrained against lateral movement. The total surface of the impactor is assigned an

impact velocity of 5.133 m/s by this impactor to simulate the real test condition. The impact velocity

is applied by using predefined velocity option which is available in ABAQUS/Explicit.

ii) Validation of FE Model

The impact simulation results obtained from

the FE models developed above are validated

with the impact tests performed on concrete

runway pavement by Wu [15]. In [15], the

maximum vertical deflections were

determined at three specific points on the top

surface of the runway pavementas shown in

Figure 4. Therefore, the maximum vertical

deflections at these three points were used to

validate the symmetric FE model.

Figure 4: Points to Determine Maximum Vertical

Downward Deflections on Concrete Top Surface [15]



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The maximum downward deflections measured from the impact test and obtained from FE analysis at

these three specified points of the runway pavement subjected to single impact load at an impact

velocity of 5.133 m/s are compared and listed in Table 4.A good agreement is found between the

experimental and FE models. As shown in Table 4, the FE result over the experimental result is found

to be 1.01, 0.91 and 0.9 with the coefficient of variation of 0.007, 0.067 and 0.07 at the location of P1,

P2 and P3 respectively. In the FE analysis failure of concrete slab is governed by penetration at the

region of the application of impact loading which is found to be the same as the observations from the

experimental test from [15]. Figure 5 shows the failure modes in the symmetric FE model and also in

the test specimen of [15].

5(A) Experimental Test [15] 5(B) FE Analysis

Figure 5: Failure Mode of Concrete Pavement

Hence, in terms of the maximum downward deflections and the failure pattern, it could be concluded

that the numerical model predicts that behavior of the concrete pavement very well, and this validated

numerical model, therefore, is used for parametric study as described below.

Table 4: The Maximum Vertical Deflections of Concrete Slab Under Impact Load

Location Maximum

Deflection in FE

Analysis (mm)

Maximum Deflection in

Experimental Investigation

of Jun [15] (mm)

FE Result/

Experimental

Result

Coefficient of

Variation

(COV)

P1 26.34 26.07 1.01 0.007

P2 24.6 27.06 0.91 0.067

P3 25.32 27.98 0.9 0.070

III. PARAMETRIC STUDY

Parametric study is herein conducted to evaluate the effects of different parameters on the response of

concrete pavement under impact loading.More importantly, the parametric study is conducted to

understand the significance of different parameters in influencing the surface penetration depth of the

concrete pavements. And the selected parameters include impact velocity, impact mass, angle of

impact, thickness of concrete slab, strength of concrete slab, density of concrete used in the concrete

slab and boundary condition.

a) Effect of Impact Velocity

The impact velocity of the impactor is selected as 4 m/s, 5 m/s and 6 m/s for concrete pavement with

constant impact mass density of 118000 kg/m³ to investigate the influence of impact velocity on the

surface penetration depthconcrete pavement under impact load. Figure 6 shows the variation of top

surface penetration depth of concrete pavement with different impact velocities.



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Figure 6: Effect of Impact Velocity on the Surface Penetration Depth of Concrete Pavement

Figure 6 shows that top surface penetration depth of concrete slab increases with the increase of

impact velocity within the selected range. A nearly linear relationship is found between deflection and

impact velocity by looking at the trend of the graph. The initial slope of the penetration versus impact

velocity graph is steeper compare to the next slope which implies that the effect of impact velocity in

surface penetration depthwould be decreasedwith the further increased impact velocity. In average,the

top surface penetration depth increases of about 32% for the concrete slab within the selected ranges

of impact velocities and thereby the effect of impact velocity on accelerating surface deflection can be

considered as significant.

b) Effect of Impact Mass Density

The impact mass density of the impactor is selected as 108000 kg/m³, 118000 kg/m³, and 128000

kg/m³ for concrete pavement with a constant impact velocity of 5.133 m/s to study the effect of the

impact mass density on the behavior of concrete pavement. Figure 7 illustrates the variation of the

surface penetration depth depth of concrete pavement with different impact mass densities.

Figure 7: Effect of the Impact Mass Density on the Surface Penetration Depth of Concrete Pavement

Figure 7 shows the increase in the surface deflection of concrete pavement with the increase of the

mass density of the impactor. The increase in the surface penetration depthfrom the first point

(108000 kg/m³) to the second point (118000 kg/m³)at the first stage is 15% higher than that at the

second stage, from the second point (118000 kg/m³) to the third point (128000 kg/m³). The effect of

selected ranges of mass densities on the surface penetration depth of the concrete slab can be

considered as significant since 22% increase in deflection is observedwith the impact mass density

increased from 108000 kg/m³ to 118000 kg/m³, and 16% observed with the impact mass density

increased from 118000 kg/m³ to 128000 kg/m³. In sum,the impact mass density can have significant

influence on the surface penetration depth of the concrete slab with an average increase in deflection

at about 16% with the impact mass density increase at 10000 kg/m3of the impactor.



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c) Effect of Impact Angle

Three different impact angles of the impactor were selected as 30, 60, and 90 (vertical) degrees for

investigation. A constant impact velocity of 5.133 m/s and impact mass of 118000 kg/m³ are used to

study the influence of impact angle on the surface penetration depthof the concrete pavement.

Figure 8: Effect of Impact Angle on the Surface Penetration Depth of Concrete Pavement

Figure 8 shows the variation of the top surface penetration depth of concrete slab with changing

impact angles.The increase in impact angle also tends to increase the top surface penetration depth of

concrete pavement. A change in impact angle from 30 to 60 degrees increasedthe surface penetration

depth of concrete slab at about 77% whereas an increase in impact angle from 60 to 90 degrees

resulted in an increase of surface penetration depth at about 38%. Therefore, the effect of impact angle

in increasing the top surface penetration depth of concrete slab can be considered as very significant

with anincrease in penetration depth at 38% and 77%, for the impact angle varying from 60 to 90

degrees, and 30 to 60 degrees, respectively.

d) Effect of Slab Thickness

Different thicknesses of the concrete slab were also selected at 250, 275, and 310 mm to study the

significance of slab thickness on the behavior of concrete pavement under impact loading. Thecompressive

strength of concrete was kept at a constant value, 54 MPa.Figure 9 shows the variation of the surface

penetration depth of the concrete pavement with different thicknesses of the concrete slab.

Figure 9: Effect of Slab Thickness on the Surface Penetration Depth of the Concrete Pavement

The surface penetration depth of the concrete slab decreases with the increase of slab thickness within

the selected values as shown in Figure 9. About 17% reduction in surface penetration depthwas

observed with the slab thickness increased from 250 mm to 275 mm and 30% reduction observedwith

the thickness increased from 275 mm to 300 mm. Thereby the slab thickness can also significantly

influencethe surface penetration of the concrete slab under impact load.



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e) Effect of Compressive Strength of Concrete

Four different strength values were selected as the compressive strength of the concrete which were30,

40, 54, and 90MPa for the concrete pavement to study the effect of compressive strength of concrete on

the behavior of concrete pavement under impact loading. The concrete slab had a thickness of 275 mm

for all models. Figure 10 shows the variation of top surface penetration depth of the concrete pavement

with the increase of the compressive strength of the concrete from 30 to 90 MPa.

Figure 10: Effect of Compressive Strength of Concrete on the

Surface Penetration Depth of the Concrete Pavement

Figure 10 shows that the increase in the compressive strength of concrete increases top surface

penetration depth of concrete slab up to certain strength and then reduces with the utilization of high

strength concrete. A sharp rise in deflection (about 34%) is observed when the compressive strength

of concrete was varied from 30 MPa to 40 MPa whereas a gradual increase is observed when the

strength was changed from 40 MPa to 54 MPa. The brittle nature of concrete became prominent with

the increase of the concrete compressive strength which might have effect on the extent of the surface

penetration. With a further increase of the concrete compressive strength, 39% reduction in deflection

is observed when the compressive strength of concrete increased from 54 MPa to 90 MPa. High

strength concrete of 90 MPa can significantly increase the fracture energy [15],

whichcanconsequently reduce the damage area ofthe surface concrete [15] and therebysurface

deflection of the concrete slab under impact load can be reduced.

f) Effect of Concrete Density

The density of the concrete used in the concrete pavementwas selected as 1800 kg/m³, 2100 kg/m³,

and 2400 kg/m³ with a constant concrete slab thickness at 275 mm and compressive strength of

concrete at 54 MPa to study the effects of concrete density on regulating the surface depression of the

concrete pavement under impact load. Figure 11shows the variation of top surface penetration depth

of the concrete pavement with the changed density of concrete.

Figure 11 Effect of Density of Concrete on the Surface Penetration Depth of the Concrete Pavement



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Figure 11 shows that the increase in the density of concrete to a density between 2100 to 2200 kg/m³

could reduce thesurface penetration depth of the concrete slab up to certain level and after that, with

the further increase of the concrete density, the top surface deflection is increased. About 22%

reduction in deflection was observed when the density of concretewas increased from 1800 kg/m³ to

2100 kg/m³. And about 8% increase in deflection was obtained with the concrete density increased

from 2100 kg/m³ to 2400 kg/m³. Therefore, an optimum concrete density may be selected to help to

reduce the surface deflection of the concrete slab under impact load. For normal strength concrete

with a density larger than 2100 kg/m³, lower density is preferred. While for lightweight concrete

(LWC) normally with a density lower than 2100 kg/m³, LWC with higher density is desirable in

regards to improve the performance of the concrete slab under impact load.

g) Effect of Boundary Condition

Different boundary conditions of the concrete slab were also considered to investigate their influence

on the surface deflection of the concrete pavement. Three different boundary conditions were

considered here including free, laterally restrained,, and fixed. Figure 12 shows the variation of top

surface penetration depth of the concrete pavement with different boundary conditions.

Figure 12: Effect of Boundary Conditions on Top Surface Penetration Depth of Concrete Pavement

Figure 12 shows that the highest deflection of the concrete slab occurs when the lateral sides of the slab

remain free and deflection tends to decrease with increased lateral restraints. A sharp fall in deflection

(about 55%) compared to free edge condition can be obtained when the concrete slab was restrained in

two lateral direction. Moreover, 99% reduction in deflection compared to free edge condition was

attained as both translational and rotational movement of the concrete slab wasrestrained. Therefore, the

boundary conditions have significantly high effect on controlling the surface penetration and should be

carefully considered when designing concrete pavement subjected to impact load.

IV. CONCLUSIONS

Finite element model was established by using ABAQUS and validated with experimental results on

concrete pavement slab under impact load. After validation, parametric studies were conducted to

evaluate a series of parameters in regards to their influence on the surface penetration of the concrete

pavement under impact load. Those parameters include mass of the impactor, velocity of the

impactor, impact angle, boundary conditions, thickness of the runway pavement, compressive strength

and density of the materials used in the runway pavement. Based on the analysis, few conclusions can

be drawn:

Condition of concrete sides

Top

Surf

ace

Pen

etra

tion

(m

m)



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For both selected pavement, the impact velocity has significant influence on the surface

depression.

The effect of impact mass density on top surface depression of the advanced multi-layer

composite pavement is negligible whereas slight effects were found for the concrete

pavement.

The impact angle has significant influence on the deflection of top surface for both types of

runway pavement. In average, change of impact angle from 30 to 60 degrees causes an

increase in surface penetration of runway pavement of about 78% whereas an increase in

impact angle from 60 to 90 degrees results in a rise of surface penetration of about 42%.

The top surface penetration of concrete slab decreases with the increase of slab thickness of

runway pavement. In average, the surface penetration can be reduced by 1% with 1 mm

increase in slab thickness.

The increase in the compressive strength of concrete up to the normal strength concrete range

(30 MPa to 50 MPa) tends to increase the surface penetration moderately. Again, the

utilization of sufficient high strength concrete is found to be useful in reducing the surface

depression.

Moreover, selection of optimum density of concrete is helpful in reducing the surface

depression of concrete pavement.

Besides, the surface penetration of runway pavement can be reduced by restraining the sides

of concrete pavement.

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Documents

Numerical Study on the Surface Depression of the … Numerical Study on the Surface Depression of the Concrete Runway Pavement under Impact Load Saima Ali, Xuemei Liu, Sabrina Fawzia