“Investigation of Structural Distresses within Flexible Pavements at Network Level through FWD Deflection

Basin Parameters”

Falling weight deflectometer, Deflection bowl parameter, Yokohama National University, Student Member, M. J. Abadin
Pavement distress, Interface debonding Yokohama National University, Regular Member, K. Hayano

1. Introduction
Falling Weight Deflectometer (FWD) is a non-destructive (40 kN load on 150 mm radius plate)
test widely used for evaluating and assessment of remaining
life of flexible pavement. The load-deflection back-
calculation analysis of FWD is developed to understand the
structural behaviour of pavement which is popularly used in
AC layer, New Overlay h1=35 - 40mm
different highway agencies and it requires specialist
Schematic is
expertise. So, application of deflection bowl parameter AC layer, Existing Layer h2=35 - 40mm
not in scale
(DBP) could be one of the overcoming alternatives [1]. The
Base (Granular Aggregate Base) h3=300mm
pavement structure in generally assumed as bonded and
continuous of among different layers, but real scenario is Subbase (Granular Aggregate Subbase) h4=250mm
complex. The remaining pavement life could be reduced
from 20-80% for interface bond failure. However, the Improved Subgrade (Compacted Sandy Layer) h5=220mm
material characteristics, construction qualities and layer
contact condition under traffic load, temperature, moisture Subgrade (Natural Soil)
and other external environmental factors could result the Figure 1: Pavement structure of N2 and FWD sensor positions
interfacial bonding condition completely continuous to slip
[2]. National Highways of Bangladesh have been severely
suffering from various distresses along with interface de-
bonding which is evidenced in different investigations.
Optimization of maintenance and rehabilitation cost, rational
evaluation of the structure condition of in-service road is
prior necessity. This study aims to check the applicability of
readily available DBP benchmarks and necessary
modification for pavement of National highways namely N2.
2. Fundamentals of DBPs Benchmarking
Horak et al (1987) developed a benchmark methodology of
DBPs of FWD data for comparative evaluation of the
structural condition of flexible pavement consists of five
layers with cemented subbase in South Africa [1]. FWD
under 40kN dropped weight represents the one half of a Figure 2: FWD deflection basin of N2 (sample)
standard 80kN axle load of a truck. The deflection bowls
caused by this load are measured at discrete offsets (Figure >400
Severe AC layer & top of base
1) representing symmetric half of the deflection bowl in the Modified Benchmark for severe AC layer & top of base
>300
longitudinal direction of the road (Figure 2).
Severe Subbase
Table 1: Deflection Bowl Parameters (DBPs) [1] >200

Parameters Formula Severe Subgrade

>100
Surface
SCI = 𝐷0 − 𝐷300
Curvature Index
Base Damage
BDI = 𝐷300 − 𝐷600
Index
Base Curvature Figure 3: Deflection Basin Parameters for N2 left lane
BCI = 𝐷600 − 𝐷900
index
>400
Radius of 𝐷 Severe AC layer & top of base
RoC = 𝐿2 / [2𝐷0 (1 − 200)] Modified Benchmark for severe AC layer & top of base
Curvature 𝐷0 >300

Area Upper 𝐴𝑈𝑃𝑃 >200 Severe Subbase

Pavement Profile 5𝐷0 − 2𝐷300 − 2𝐷600 − 𝐷900
=
2 >100 Severe Subgrade

Shape factors 𝐷0 − 𝐷600

𝐹1 =
𝐷300
𝐷300 − 𝐷900
𝐹2 =
𝐷600 Figure 4: Deflection Basin Parameters for N2 right lane
Area indices 𝐷0 + 𝐷300
𝐴𝑙1 =
2𝐷0
𝐷300 + 𝐷600
𝐴𝑙2 =
2𝐷0
The SCI, BDI and BCI have been found to correlate very well
with the structural response of AC & top of base, subbase and Modified Benchmark for
subgrade layers respectively and additional DBP, RoC and severe AC layer & top of base

AUPP could identify the condition of AC layer and top of base >1100

(Table 1). The benchmarks of DBPs are presented in Table 2.

>800
Table 2: Classical Benchmarks under 40 kN load Severe AC layer & top of base

Condition SCI BDI BCI RoC AUPP

(µm) (µm) (µm) (m) (µm)
Severe >400 >200 >100 <50 >800
Warning 200- 100- 50- 50- 400- Figure 5: AUPP value of surveyed section of N2
400 200 100 100 800
Sound <200 <100 <50 >100 <400
Guo et al (2016) found the relationship between deflection
basin index SCI/BCI and F1/F2 to pavement interfacial
< 50
condition for semi-rigid base pavement [3]. Severe AC layer & top of base
3. Field Survey
There are various surveys conducted on N2 road namely laser
crack measurement survey (LCMS) to quantify distress, FWD
test to analysis DBPs, core cutting to observe thickness of AC Figure 6: RoC value of surveyed section of N2
layer, crack pattern and interface condition, and dynamic cone 200%
penetration (DCP) test to realize base condition etc. 180%
4. Result & Discussion 160%
LCMS data summarized that N2 road surface is distressed by 140%
alligator cracks of 32.5% and 19.3% in left and right lane. 120%
CBR Value, %

Figure 2 shows that deflection of FWD is higher for cracked 100%

surface and de-bonded condition. The BCI value or subgrade 80%
condition varies from sound to warning, BDI or subbase is in 60%
warning to severe condition but SCI or upper layer in sound 40%
to warning which are shown in Figure 3-4. These imply, the 20%
origin of distress is largely in the subbase. But Figure 5-6 0%
show that most of AUPP and RoC value are in warning to Cracked surface Cracked surface Cracked surface Un-cracked
surface
Un-cracked
surface
Un-cracked
surface
severe condition. Moreover, average CBR value of base is N2 – Left lane N2 – Left lane N2 – Right lane N2 – Left lane N2 – Left lane N2 – Right lane

higher in case of cracked surface might be due to moisture Figure 7: CBR value of base layer of N2 by DCP test
penetration (Figure 7). So, SCI and AUPP benchmark for
severe condition create confusion about origin of distress. If
SCI and AUPP benchmark modified to 300µm and 1100µm,
all investigations result matched together. Regression
equations in Figure 8 from GAMES analysis shows that the
ratio of F1/AI2, AI1/ AI2, SCI/BDI and SCI/BCI all have good
correlation with slip rate of AC layer. 53.33% coring samples
identified as different level of de-bonding in AC layer
interface and the cumulative frequency analysis refers that AC
layer debonding could be confirmed if F1/AI2 and SCI/BCI
value exceed 3.2 and 3.9 respectively (Figure 9).
5. Conclusion
This study identified that the classical benchmarks could be
Figure 8: Correlation of DBP ratio with AC layer slip
utilized by modifying upper limit of SCI and AUPP for
rate
granular base and subbase consisting pavement. Modification
is logical because benchmark was formulated for cemented
subbase pavement which required higher value for presenting
severe condition. Besides, DB index F1/AI2 & SCI/BCI could
be used to identify interfacial bond condition of AC layer.
6. Reference
[1] E. Horak, A. Hefer, S. Emery, and J. Maina, “Flexible road
pavement structural condition benchmark methodology
incorporating structural condition indices derived from
Falling Weight Deflectometer deflection bowls,” p. 14, 2015.
[2] C. Guo, F. Wang, and Y. Zhong, “Assessing
pavement interfacial bonding condition,” Construction
and Building Materials, vol. 124, pp. 85–94, Oct. 2016. Figure 9: Cum. distribution of F1/AI2 & SCI/BCI for
Surveyed Road N2

Investigation of Structural Distresses Yokohama National University, Student Member, M. J. Abadin

within Flexible Pavements at Network Yokohama National University, Regular Member, K. Hayano
Level through FWD Deflection Basin Parameters