MODIFICATION OF TEMPERATURE CORRECTION FACTOR IN FWD … · Keywords: Falling weight deflectometer,...
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International Journal of Civil Engineering and Technology (IJCIET)
Volume 10, Issue 03, March 2019, pp. 2397-2409, Article ID: IJCIET_10_03_240
Available online at http://www.iaeme.com/ijciet/issues.asp?JType=IJCIET&VType=10&IType=03
ISSN Print: 0976-6308 and ISSN Online: 0976-6316
© IAEME Publication Scopus Indexed
MODIFICATION OF TEMPERATURE
CORRECTION FACTOR IN FWD BASED ON
FIELD EXPERIENCE IN INDIAN CONTEXT
Kevin Garasia
PG Student,Department of Civil Engineering, Parul Institute of Engineering and Technology,
Parul University, Vadodara, India
Jayesh Juremalani
Asst. Professor, Department of Civil Engineering,
Parul Institute of Engineering and Technology, Parul University, Vadodara, India
ABSTRACT
Recently flexible pavements are evaluated by Falling Weight Deflectometer
(FWD) instead of Benkelbeam method because of several advantages. Now pavement
temperature is one of the most important parameters that influence the Falling Weight
Deflectometer (FWD) measurements. Since there is a huge temperature variation in
Vadodara City, Gujarat, India, it is necessary to study the temperature effect on the
FWD measurements. In this paper, temperature correction factor is modified based
on the field results. Five different sites are selected. The readings are taken at
temperature 35° C and 45° C. Some other tests like road condition survey and test pit
methods are used to know the thickness of the pavement. The field results are
compared with the calculated values of the elastic moduli. Comparisons show that
surface and base layer are mostly affected by the temperature variation but the sub
grade layer is not much affected.
Keywords: Falling weight deflectometer, flexible pavement, temperature correction
factor
Cite this Article: Kevin Garasia and Jayesh Juremalani, Modification of Temperature
Correction Factor in Fwd Based on Field Experience in Indian Context. International
Journal of Civil Engineering and Technology, 10(3), 2019, pp. 2397-2409
http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=10&IType=03
1. INTRODUCTION
Country economic growth and development Transportation are playing a lead role. The road
transport is the oldest and most widely mode of transport. Country infrastructure pavements
are key elements, which is to promote transportation activities, economic activities and to
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improve the standard of living. By the maintenance and rehabilitation activities, life of the
structure is improved. So, the capacity of the vehicle pass at the pavement is improved, at the
low cost.
Benkelman Beam Deflection (BBD) is replaced with Falling Weight Deflectometer
(FWD) nowadays. In the FWD the weight is constant at all the point and blows are fix so it is
comparatively easy to operate and fewer persons are required. The falling weight
deflectometer (FWD) has been broadly used to evaluate the structural capacity of flexible
pavement for routine pavement design, rehabilitation strategy selection, and other pavement
management activities. By analyzing FWD data, resilient modulus of pavement subgrade,
layer coefficients, and some other parameters can be calculated. Generally, FWD
measurement is carried out in a wide range of temperature conditions. However, the
measured FWD deflection is significantly influenced by various factors such as temperature,
pavement thickness, drop load, etc. Therefore, it is necessary to correct the FWD deflection
data on the basis of a reference temperature. Then the corrected FWD deflection can be used
to estimate pavement layer properties.
A number of software such as ELMOD, EVERCALC, BISDEF, NUS-BACK, MICK-
BACK, MODULUS, PADAL, etc. are available for the backcalculation of pavement layer
moduli from deflections measured using FWD. KGPBACK, a specific version of BACKGA
program, which was developed for the research scheme R-81 (2003) of the Ministry of Road
Transport and Highways, is recommended in these guidelines for backcalculation.
KGPBACK is a Genetic Algorithm based model for backcalculation of layer moduli.
Because of this Genetic Algorithms (GA) have become popular to solve complex problems.
1.1. General Description of FWD
During FWD testing a load pulse is achieved by dropping a constant mass with rubber buffers
through a particular height into a loading platen. The load is usually transmitted to the
pavement via a 150mm diameter loading plate. The loading plate has a rubber mat attached to
the contact face and should preferably be segmented to ensure good contact with the road
surface. An example of a segmented loading plate is shown in figure 1. A load cell placed
between the platen and the loading plate measures the peak load. The resulting vertical
deflection of the pavement is recorded by a number of geophones, which are located on a
radial axis from the loading plate. One of the deflection sensors is located directly under the
load as shown in Figure. A typical FWD test set-up is shown diagrammatically in the Figure
1.
Figure: 1 Typical FWD test set-up
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1.2. Segmented FWD load plate
Figure 2 shows diagrammatic view of FWD
Figure: 2 Diagrammatic Representation of FWD
1.3. Load Pulse
As stated earlier the load pulse is achieved by dropping a constant mass into a loading platen
via rubber buffers. Differences in manufactures design have resulted in veering pulse shapes
for the same peak load. However, most FWD's have a load rise time from start of the pulse to
peak of between 5 and 30 milliseconds and have a load pulse width of between 20 and 60
milliseconds. The shape of the load pulse is intended to be similar to that produced by a
moving wheel load. Figure 3 shows a typical longitudinal strain profile for a wheel moving at
100 km/h on a rolled asphalt road base. Figure 4 shows a typical deflection profile for an
FWD load plate.
Figure 3 Typical longitudinal strain profile for a wheel moving (100 km/h)
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Figure 4 Typical deflection profile for an FWD load plate
1.4. Choice of Test Lane, Test Load
The location of the FWD test will usually be governed by the information, which is required
from the FWD survey. In many cases, the tests will be carried out in the inner wheel track of
the slow lane (if applicable). The reason for this choice is that this is often the first location to
show distress signs on a road pavement. Tests can also be carried out between the wheel track
for Comparison purposes and to ascertain the residual life of the relatively untracked
pavement.
FWD survey on two-way single carriageway roads can be carried out in one direction or
alternatively in both directions using "staggered" locations as shown in the Figure 5.
It is generally recommended that at least three loading cycles, excluding a small drop for
settling the load plate, should be made at each location as shown in Figure 5.
It is generally recommended that at least three loading cycles, excluding a small drop for
settling the load plate, should be made at each location. The first drop is usually omitted from
calculations. A drop sequence of four drops ranging from 27kN to 50kN approximately
allows data analysis to be carried out at either the 40 or 50kN load level as required. Each
drop sequence takes approximately one minute or less.
Figure 5: two-way single carriageway roads
1.5. PAVEMENT TEMPERATURE
In general, FWD measurements can be carried out over a wide range of surface temperatures.
The range for testing flexible pavements should be 10 to 30°C and 45°C. Bituminous bound
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material behaves in a visco-elastic manner under load and therefore stiffness is temperature
dependent. The temperature of the bituminous material must, therefore, be measured at the
time of the test and corrected if necessary, to a reference temperature. Ideally, FWD testing
should be carried out at a temperature, which is as close as possible to the reference
temperature. It is not necessary to carry out temperature measurements on thin bituminous
pavements such as surfaced dressed granular roads as the thickness of bituminous material is
such that it would not have any significant effect on the overall pavement structure.
The temperature of the bituminous material is measured by first drilling a hole in the
bituminous layer and inserting a temperature probe into this hole. Holes for temperature
measured should be pre-drilled at least ten minutes before recording the temperature in order
that the heat generated by drilling has time to dissipate. A drop of glycerol or similar fluid
can be used to ensure good thermal contact between the temperature probe and the
bituminous material.
This procedure takes approximately 15 minutes and should be carried out at least every 4
hours during testing. The stiffness of the bituminous bound layers depends on both the test
temperature and the loading time. The loading time will be constant for a given FWD device.
However, in order to compare deflection/ layer module, they should be normalized to a
standard temperature. This will usually be the design temperature for the country or region.
The stiffness moduli of the various layers can be calculated from the measured deflection and
the bituminous bound layer stiffness then normalized. There are a number of normalization
methods available, some of which are contained within the backcalculation package. An
example of three such temperature stiffness relationships is shown as per IRC:115.
2. LITERATURE REVIEW
Dar-Hao Chen they conducted falling weight deflectometer (FWD) tests at three sites. The
tests were conducted at regular intervals for 2 to 3 consecutivedays per location and also done
during different seasons inorder that the widest possible range of temperatures could be
obtained.The influence of cracks on temperature correction was also investigated. It was
founded that only the W1 and W2 deflections are significantlyaffected by temperature. W3
through W7 deflections remainedalmost constant at various temperatures. The same trend
was observedfor all pavements used in this study.
Bin Zhang studied about the effect of temperature on the pavement. He conducted a
Falling Weight Deflectometer (FWD) measurement. They covered the different state of New
Mexico and for that, they are collecting the data of the different state of the New Mexico
Department of Transportation (NMDOT). Based on the data, two specific temperature
correction models for FWD deflection were developed. So, they have considered some data
as an independent variable like pavement temperature, FWD drop load, AC layer thickness
and the depth of layer temperature measurement. The developed model has done some of the
errors.
3. STUDY AREA DETAILS.
Survey is conducted on 5 roads near to Vadodara city. Road length is 3 to 6 km. so more data
is collected. The weather is hot during March to July, when the average maximum is 40° C,
and the average minimum is 23° C.
Five Sites are as below
(1) Sevasi – canal Road (2) Sevasi – Sindhrot Road (3) Ambada Road (4) Canal Road,
Channi (5) Vishwamitri road
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4. DATA COLLECTION
4.1. Preliminary Studies:
To starting the deflection studies, it is essential to carry out preliminary studies consisting of
the following operations. Historical data of study area location like a map, annual rainfall,
temperature and traffic condition data, etc. Visual inspection of road stretches and
demarcation of the road into sub-stretches based on pavement surface condition. Marking of
deflection observation points along the selected wheel paths. Existing highway pavements
structural details by test pit.
4.2. Marking of the Deflection Observation Points
The deflection observations points are marked at a transverse distance of 500 m from the
starting point because road condition is good. Points are marked at both the outer wheel path
of the lane.
4.3. Road Condition Survey
Figure: 6 Road condition view
The visual inspection is taken at all the sites. Sevasi canal road data is shown in Table 1.
It is concluded from the inspection that road condition is good. To know the thickness of road
layer, test pit method is used. Table 2 shows the thickness of the road.
Table 1: Road condition survey data of Sevasi – canal road
Location Condition of Road Spacing(m) for test
points
0.250 RHS Good 500
0.750 LHS Good 500
1.250 RHS Good 500
1.750 LHS Good 500
2.250 RHS Good 500
2.750 LHS Good 500
3.250 RHS Good 500
3.750 LHS Good 500
4.250 RHS Good 500
4.750 LHS Good 500
5.250 RHS Good 500
5.750 LHS Good 500
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By the using test pit method, GSB (Granular sub base) and BT (Bituminous Thickness)
layers thickness were found.
Bituminous Layer
Granular Layer (Sub Base/ Base Layer)
Subgrade Layer
4.3. Crush Thickness
Table 2: Road crush thickness of Sevasi – canal road
Sr No
Existing Crust
Observed Chainage
km.
At Road Edge Bituminous Layer Granular Layer
Mm Mm
1 0.250 At Road Edge – RHS 130 290
2 0.750 At Road Edge – LHS 120 380
3 1.250 At Road Edge – RHS 120 360
4 1.750 At Road Edge – LHS 120 300
5 2.250 At Road Edge – RHS 120 390
6 2.750 At Road Edge – LHS 120 340
7 3.250 At Road Edge – RHS 120 380
8 3.750 At Road Edge – LHS 150 270
9 4.250 At Road Edge – RHS 140 350
10 4.750 At Road Edge – LHS 120 310
11 5.250 At Road Edge – RHS 130 310
12 5.750 At Road Edge – LHS 120 360
4.4. Falling Weight Deflect meters of data analysis
The FWD test data is collected from different load drops at each test point primarily consist
of peak load, peak deflections at different radial locations. Average value of load
anddeflections are calculated from the three drop test data collected at a given location.
The data is conducted at two different temperature one is at 35° C and second is at 45° C.
Sevasi – canal road data at
35° C shown in Table 3 and it is modified at 45° C with the formula
λ = temperature correction factor
T1 = temperature at survey conducted
T2 = temperature at required condition
data shown in Table 4. For same site test is conducted again at 45° C. The data are shown
in Table 5. For the other four sites the Elastic Moduli of three-layer surface, base and subbase
are presented in Table 6.
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Table:3 - Sevasi – canal road data at 35°C
Locatio
n
Poi
nts
Te
mp
Fo
rce
Measured deflections (µm) Elastic Moduli
[Mpa]
D1
(0)
D2
(300)
D3
(450)
D4
(600)
D5
(900)
D6
(1200
)
D7
(1500
)
Surf
ace
Ba
se
Subg
rade
0.2
50
R
H
S
1 34.
4
41.
41 463 239 152 87 32 18 13 293
39
3 86.7
0.7
50
L
H
S
5 34.
4
40.
50 354 175 106 63 29 21 21
159
8
39
6 86.6
1.2
50
R
H
S
10 34.
4
39.
61 388 209 130 77 43 30 24
110
6
39
6 86.6
1.7
50
L
H
S
15 35.
2
40.
64 361 197 89 82 45 30 24
160
8
39
6 86.6
2.2
50
R
H
S
20 35.
2
40.
72 528 266 169 116 66 49 34 215
32
0 86.7
2.7
50
L
H
S
25 35.
2
40.
11 378 230 152 103 58 48 33
111
7
39
6 86.7
3.2
50
R
H
S
30 35.
2
41.
90 383 220 147 103 61 45 32
105
2
39
6 86.7
3.7
50
L
H
S
35 36.
9
39.
40 720 474 325 218 111 69 52 745 73 71.4
4.2
50
R
H
S
40 36.
9
41.
22 268 185 130 89 48 31 26
160
7
39
6 86.7
4.7
50
L
H
S
45 36.
9
39.
55 459 261 170 115 62 45 34 439
33
8 86.7
5.2
50
R
H
S
50 36.
9
40.
58 309 188 130 97 62 45 32
160
8
39
6 86.7
5.7
50
L
H
S
55 36.
4
41.
15 278 179 127 91 51 35 26
160
8
39
6 86.7
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Table:4 - Elastic Moduli Converted at 45° C (Calculated)
Elastic Moduli [Mpa] at 45
Surface Base Subgrade
479 643 142
2615 648 142
1810 648 142
2631 648 142
352 524 142
1828 648 142
1721 648 142
1219 119 117
2629 648 142
718 553 142
2631 648 142
2631 648 142
Table:5 - Sevasi – canal road data at 45°C (Actual)
Location Point
s
Tem
p
Forc
e
Measured deflections (µm) Elastic Moduli
[Mpa]
D1
(0)
D2
(300)
D3
(450)
D4
(600)
D5
(900)
D6
(1200)
D7
(1500)
Surfac
e
Bas
e
Subgrad
e
0.25
0
RH
S 1 43.6
41.4
1 467 240 155 88 35 19 14 484 649 143
0.75
0
LH
S 5 43.6
40.5
0 360 177 108 65 30 22 22 2641 654 143
1.25
0
RH
S 10 43.6
39.6
1 390 213 134 79 42 31 24 1828 654 143
1.75
0
LH
S 15 44.2
40.6
4 360 204 91 85 48 31 24 2657 654 143
2.25
0
RH
S 20 44.2
40.7
2 530 270 172 119 67 52 35 355 529 143
2.75
0
LH
S 25 44.2
40.1
1 382 229 155 108 60 50 34 1846 654 143
3.25
0
RH
S 30 44.9
41.9
0 386 216 151 108 65 48 35 1738 654 143
3.75
0
LH
S 35 44.9
39.4
0 723 478 327 221 119 71 54 1231 121 118
4.25
0
RH
S 40 44.9
41.2
2 265 188 132 92 50 34 30 2656 654 143
4.75
0
LH
S 45 44.9
39.5
5 468 262 172 119 65 48 36 725 559 143
5.25
0
RH
S 50 45.2
40.5
8 312 190 135 102 63 48 34 2657 654 143
5.75
0
LH
S 55 45.2
41.1
5 281 181 130 101 54 39 27 2657 654 143
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Table:6 - OTHER FOUR SITE ELASTIC MODULI [MPA]DATA
SURFACE ACTUAL BASE ACTUAL SUBGRADE ACTUAL
SITE
2
SITE
3
SITE
4
SITE
5
SITE
2
SITE
3
SITE
4
SITE
5
SITE
2
SITE
3
SITE
4
SITE
5
371 1608 631 219 205 396 323 396 86.7 86.7 86.7 86.7
215 264 403 729 300 396 227 396 86.7 86.7 86.7 86.7
232 1608 526 332 324 396 169 370 86.7 86.7 86.7 86.7
247 379 482 372 396 73 120 246 86.4 86.7 86.7 86.7
244 499 920 433 361 394 75 338 86.7 86.7 86.7 86.7
217 517 624 1276 346 395 165 396 86.7 86.7 86.7 86.7
214 1161 214 454 251 396 396 396 86.7 86.7 86.7 86.7
406 216 481
140 218 381
86.7 86.7 86.7
463 214
324 302
86.7 86.7
489 214
73 331
86.6 86.7
335 247
232 396
86.6 86.7
1608 261
396 189
86.7 86.6
1584 557
396 396
86.7 86.7
1522 253
396 166
86.7 86.7
319
388
86.7
5. ANALYSIS OF CALCULATED AND ACTUAL DATA TAKEN AT 45°
C
Chart 1: Comparison between Calculated and actual Elastic Moduli at Sevasi – Sindhrot Road
0 100 200 300 400 500 600 700
1
2
3
4
5
6
7
Elastic Moduli [ Mpa]
No
. of
read
ing
Sevasi – Sindhrot Road
Actual Elastic Moduli at 45°C Calculated Elastic Moduli at 45°C
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Chart 2: Comparison between Calculated and actual Elastic Moduli at Amboda Road
Chart 3: Comparison between Calculated and actual Elastic Moduli at Canal Road, Channi
Chart 4: Comparison between Calculated and actual Elastic Moduli at Vishwamitri Road
0 500 1000 1500 2000 2500 3000
1
3
5
7
9
11
13
Elastic Moduli [ Mpa]
No
. of
read
ing
Ambada Road
Actual Elastic Moduli at 45°C Calculated Elastic Moduli at 45°C
0 200 400 600 800 1000 1200 1400 1600 1800
1
3
5
7
9
11
13
15
Elastic Moduli [ Mpa]
No
. of
read
ing
Canal Road, Channi
Actual Elastic Moduli at 45°C Calculated Elastic Moduli at 45°C
0 500 1000 1500 2000 2500
1
2
3
4
5
6
7
8
Elastic Moduli [ Mpa]
No
. of
read
ing
Vishwamitri Road
Actual Elastic Moduli at 45°C Calculated Elastic Moduli at 45°C
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Chart 1, 2, 3 & 4 show the comparison between Calculated Elastic Moduli at 45°C and
Actual Elastic Moduli at 45°C. X axis shows elastic moduli of actual and calculated data and
y axis shows number of readings taken. As per charts we shown that actual elastic moduli are
high compare to the calculated elastic moduli.
6. CONCLUSION
From the present study, it can be seen that elastic moduli vary with the temperature. The data
is collected are at two different temperature that is 35° C and 45° C respectively for which
elastic moduli is calculated and compared in the study. From the study it is found that elastic
moduli are more for surface and base layer; no significant change is seen on the subgrade
layer. Five different sites were evaluated at both the temperature and depending on its
temperature correction factor is modified. FWD can be used very easily and more reliable
values are obtained rather than using other methods. Based on the field study different sites of
Vadodara city was visited and formula is modified as below
The applicability of above formula is subject to verification.
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