The onset of cracking therefore accelerates the processes of deterioration of the road. ![]() strength and stiffness) and if severe can cause water infiltration into the subbase and subgrade, potentially leading to more serious structural failure. Cracking causes a loss of structural capacity (i.e. The urban character of the area limited the possibility of the movement of Leica Stream C due to the large size of the instrument, however, it created the opportunity for additional analyses, including the accuracy of different location variants around high-rise buildings or the agreement of the amplitude distribution at the intersection of perpendicular profiles.Ī critical assessment criterion for road condition assessment is the amount and severity of cracking. The obtained results provided the basis for the confrontation of the material collected in urban conditions with the available cartographic data in terms of the possibility of verifying the actual location of underground utilities. The standard algorithms developed for the dedicated software were used for post-processing of the coordinates and filtration of echograms, while the vectorization was done manually. Methodology optimization was also an important aspect of the discussed issue, i.e., the effect of dynamic changes in motion trajectory on the positioning accuracy of echograms and their vectorization products was also examined. The significant results of the test measurement were presented the idea of which was to determine the achievable accuracy depending on the georeferencing method using a GNSS (Global Navigation Satellite System) receiver, also supported by time synchronization PPS (Pulse Per Second) and a total station. ![]() This publication aims to discuss the results of GPR measurements carried out using the multi-channel Leica Stream C GPR (IDS GeoRadar Srl, Pisa, Italy). One of the most important aspects of data acquisition systems, including GPR, is the appropriate methodology and accuracy of the geoposition. The acquisition of data along several profiles simultaneously allows time to be saved and quasi-continuous information to be collected about the subsurface situation. The wide range of applications of the GPR method has been provided by the use of advanced technological solutions by equipment manufacturers, including multi-channel units. Finally, the GPR data are processed using the conventional amplitude ratio test to study the evolution of the echoes coming from the debonded areas.ĭue to the capabilities of non-destructive testing of inaccessible objects, GPR (Ground Penetrating Radar) is used in geology, archeology, forensics and increasingly also in engineering tasks. ![]() ![]() At the end of the GPR experiments, several trenches were cut at various sections to get the ground truth of the pavement structure. The second stage of experiments was conducted in 2019 and continued until the pavement surface demonstrated a strong degradation, which was observed at 800 K loadings. During this stage, the pavement structure presented no clear degradation. The first stage of the experiments took place in 2012–2013 and lasted up to 300 K loadings. The data were collected in two stages covering the entire life cycle of the pavement structure using four GPR systems: An air-coupled ultra-wideband GPR (SF-GPR), two wideband 2D ground coupled GPRs (a SIR-4000 with a 1.5 GHz antenna and a 2.6 GHz-StructureScan from GSSI manufacturer), and a wideband 3D GPR (from 3D-radar manufacturer). Thirteen artificial defect sections composed of three types of defects (Tack-free, Geotextile, and Sand-based) were embedded during the construction phase between the top and the base layers. The paper gives an overview of a ground penetrating radar (GPR) experiment to survey debonding areas within pavement structure during accelerated pavement tests (APT) conducted on the university Gustave Eiffel’s fatigue carrousel.
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