A Study on FWD Deflection Bowl Parameter

To Assess Structural Condition of Flexible Pavement

Ujjval J. Solanki1, Prof.(Dr.) P.J. Gundaliya2, Prof. M.D. Barasara3
1
Research Scholar, School of Engg. and Technology, R.K. University, Rajkot, INDIA,
2
Professor, Department of Civil Engg.,L.D. College of Engineering, Ahmedabad, INDIA
3
Prof. M.D. Barasara, Head, Civil Engg Deptt, Darshan Institute of Engg. and Technology-Rajkot, INDIA

Abstract
The Falling weight deflectometer (FWD) is used for structural evaluation of flexible pavement layers. The
magnitude of the load, duration and area of loading is so adjusted that it corresponds to the effect of loading due
to standard axle on in-service pavement. The FWD study outcomes is deflections at radial distance about
0,300,600,900,1200,1500 and 1800.
The objectives of the study are condition assessment of in service pavement using FWD deflections without
backcalculation for modulus value of different layer. Varying age and different location within country the flexible
pavement is evaluated using FWD. Based on deflections different deflection bowl parameters are calculated, three
significant divisions for preliminary structural maintenance is classified as need overlay, need to observe and no
need of overlay.
Key words: Structural Evaluation, Backcalculation, Falling Weight Deflectometer FWD
1.0 Introduction

Use of Falling Weight Deflectometer (FWD) for the evaluation of pavements is gaining popularity in many
countries, as it is possible to simulate the magnitude and duration of load applied by a fast moving vehicle on
highways using this equipment. In falling weight deflectometer (FWD) test an impulsive load is applied on the
road surface. The magnitude of the load, duration and area of loading is so adjusted that it corresponds to the
effect of loading due to standard axle on in-service pavement. The instantaneous deflections of the road surface
is measured at a number of points at different distances radially outward from the center of the falling weight.
Thus, the shape of deflection bowl is obtained. Information on structural health condition can be extracted from
analysis by back calculation of the FWD data. The backcalculation process need expertise, complete
understanding of pavement layer performance and field experience to assess the pavement condition. The
backcalculation process need estimation of moduli range for all the three layers of pavement again it needs correct
judgment. The process of backcalculation require field experience for the input of range of modulus of elasticity
of bituminous, granular and subgrade layer, and its required number of trial to find such optimal moduli with the
observed FWD deflection on the field. The use of these deflection bowl parameters were in effect promoted as a
first order structural analysis of pavements or as de facto benchmark method to structurally evaluate flexible
pavements and associated pavement layers Benchmarking is also a valuable screening option when analyses are
done with a pavement management system (PMS) at network level.

2.0 Objectives
(i) Condition assessment of the existing in service pavement includes distresses, age, treatment done up to date,
layer thicknesses.
(ii) FWD deflection study on different age and location in India.
(iii) To calculate different deflection bowl parameter.
(iv) To assign preliminary benchmarking value to know structural condition of in service flexible pavement.

3.0 Literature review

HORAK, E and EMERY, S J (2006)

A semi-mechanistic, semi-empirical analysis technique has been developed in South Africa in terms of which
deflection bowl parameters, measured with the FWD, are used in a relative benchmarking methodology in
conjunction with standardized visual survey methodology to give guidance on individual layer strengths and
pinpoint rehabilitation needs. This benchmark methodology enables the determination of the relative structural
condition of the pavement over length and in depth without the requirement for detailed as-built data. A further
correlation study with calculated surface moduli and deflection bowl parameters was presented.
Richard N. Stubstad Consulpav LTPP ( Long term pavement performance) Data Analysis(2002)
This study used only very simple, straightforward methods of analyzing the FWD load deflection data. These
methods included the calculation of the "composite" modulus, or apparent stiffness, of the materials under each
layer interface for unbound material tests, and an approximate calculation of the stiffness of a single bound layer
for the bound layer tests. The stiffness of any bound layer was derived through a simple formula, using the
composite modulus, E and the "AREA" of the deflection basin. AREA is similar to a basin shape factor or
curvature index of the FWD’s deflection basin out to a distance of 3 feet (~0.9 m). The research confirms that
these values represent reasonably well the material properties and their variations, in terms of modulus or stiffness,
along the pavement sections studied.

EMILE HORAK (2008)

A semi-mechanistic, semi-empirical analysis technique has been developed in South Africa in terms of which
deflection bowl parameters, measured with the FWD, are used in a relative benchmarking methodology in
conjunction with standardized visual survey methodology to give guidance on individual layer strengths and
pinpoint rehabilitation needs. This benchmark methodology enables the determination of the relative structural
condition of the pavement over length and in depth without the requirement. Based on study the pavement
condition is identified as sound, warning and severe for different benchmarking value for different deflection bowl
parameter and also incorporate the traffic range in terms of msa.for detailed as-built data.

Emile Horak, Arno Hefer, James Maina and Steve Emery (2010)
The origin of the empirical structural number (SN) method is from the American Association of State Highway
Officials (AASHO) road tests in the late 1950’s. The SN method is described as an index methodology and has
found use and application world-wide through the AASHTO design guide. In the study adjusted Structural number
(SNP) can be derived from FWD deflection bowl information as an approximation of the SNP values normally
derived from detailed material and layer thickness information. SNP is calculated from deflection value and
Structural condition index (SCI) is calculated from deflection bowl parameter. A large database of South African
flexible pavements was used to correlate successfully the SNPNZ with SNPeff not only for granular pavements,
but also for asphalt base and cemented base pavements. The good correlation is testimony to the value of better
utilization of the full deflection bowl with inherent structural response information.

The above study carried out at South Africa, America and New Zealand they have some preliminary
benchmarking values based on deflection bowl parameter, and used for maintenance treatment decision. The same
should have in our country. There is need to make such data base of structural evaluation of flexible pavement
using FWD deflection in the country so some unified deflection based parameter can be fixed for decision of
maintenance treatment.

4.0 Deflection bowl parameter

Deflection bowl parameters are calculated from the measured FWD deflections, Dr, at geophones positioned at
various offsets, r in mm from center of loading. In the study typical FWD geophone set up is spaced at zero (D 0)
(under the center of the FWD loading plate, which itself has a diameter of 300mm), 200mm (D200), 300mm (D300),
600mm (D600), 900mm (D900), 1200mm (D1200), 1500mm (D1500),1800mm (D1800) resulting from dropped weights
such as 40kN (0.56 MPa contact stress) are measured at these offsets.
In the deflection bowl parameters following inputs are considered besides deflection at r offsets.
𝜇 = Poisson’s ratio considered 0.4, a = Radius of loading plate 150 mm, 𝜎0 = Contact pressure 0.56 MPa.
The twelve deflection bowl parameter is calculated as shown in Table -1. All the parameter is indicates the
structural condition of pavement layer and its significance is given in Table-1. These parameters are suggested in
south Africa and New Zealand.

Table-1 Deflection bowl parameter, its significance and formula

Sr. No Parameter Id Full Name Significance of parameter Formula

First - deflection under Indication of structural strength of all
1 D0 First deflection
Load – in micron layers
Indication of the structural condition of
Radius of Curvature D300
2 RoC surfacing and base condition (L=300 RoC= L2 / [2D0 (1 − )]
In mm D0
mm)
Equivalent Modulus in Characterizing the condition of all the 2(1 − μ2 )a σ0
3 Eeq Eeq =
MPa layers of pavement D0
 Area under pavement Characterizing condition of the 5D0 + 2D300 + 2D600 + D900
4 AUPP AUPP =
performance pavement upper layer D0
D0 + D300
5 AL1 Area Indices Characterizing condition of upper layer Al1 =
2D0
D300 + D600
6 AL2 Area Indices Characterizing condition of middle layer Al2 =
2D0
D600 + D900
7 AL3 Area Indices Characterizing condition of middle layer Al3 =
2D0
D900 + D1200
8 AL4 Area Indices Characterizing condition of lower layer Al4 =
2D0
Modulus of Elasticity (1 − μ2 )a2 σ0
9 E600 at 600 mm from center Characterizing subgrade layer E0r =
in MPa r ∗ D600
Surface curvature
10 SCI Characterizing the pavement layers 𝐷0 − 𝐷300
Index in micron
Middle layer Index in Characterizing the condition of the base
11 MLI 𝐷300 − 𝐷600
micron layer
Lower layer Index in Characterizing the condition of the
12 LLI 𝐷1200 − 𝐷1500
micron subgrade
Based on observed deflection value, deflection bowl parameter is calculated as shown in Table-3. These
parameters are average in kilometer observation.

5.0 Study area

The FWD study is carried out in three different stretch of highway. First and second study stretch is located at
Punjab and third is located near Hyderabad.
The first study area is located in the State Punjab, District: Sangrur, Mansa & Bathinda. The work contract Type-
Output & Performance Based Road Contract- (OPRC) which is first in India and supported by the World Bank.
The study area as showed in Figure-1 and 2. It is located in the three districts bathinda, mansa and sangrur. The
study stretch is ODR-9, the section is S4, length is 20.00 Km Mansa to Talwadi sabo. In Punjab study the FWD
application is carried out two times on same 20 km road at 200 mt interval, first study on heavily distressed road
and second study on same road but with newly prepared road as BC+DBM+WMM+ GSB after six month of
construction. The subgrade soil is fine silty sand.

Figure 1 Punjab study area-S4 Road Figure 2 Pavement Evaluation using FWD

The second study area is located in the state of Punjab The project road comprises section of NH-15 starts from
Existing Km 131.00 of NH-15 and terminates at existing Km. 157.00 of NH-15 having total length of 26.00 km.
It is is situated in Amritsar and Tarn Taran Districts in the state of Punjab. Pavement condition is fair to good. No
major undulations or depressions was observed, minor localized cracking observed. The FWD deflection is
observed at 125 mt interval on right hand and left hand side considering visually good condition of pavement. The
subgrade soil type is silty clay- ML
The third study stretch is located near hyderabad at adone to mahav. FWD study road length is 30 km and visually
good condition very small fine cracks no rut observed. The FWD deflection is observed at 500 mt interval
considering visually good condition of pavement. The subgrade soil type is silty sand, SM and SM-SC.
The details of road name, month of evaluation, length, pavement composition, condition and purpose of
evaluation is tabulated in Table-2.
Table-2 Details of study area
Study Sr. Month of Length Purpose of
Road name Pavement composition Type of pavement
area No evaluation of Road Evaluation
45mm thick BT + 150 to
Punjab -S4 20.00 Old distressed- thin Design for
01 Jan-2013 300 mm thick sub base and
ODR Km. bituminous pavement overlay
base = 195 to 345 mm
1 BC+DBM+WMM+GSB
Punjab -S4 20.00 Thick New To check
02 Jan-2015 50 + 75+ 250 + 200 =625
ODR Km. bituminous pavement remaining life
mm
Amritsar- Harike
26.00 150 (BC+DBM) +500 Thick bituminous To identify the
2 03 road-NH-15 July-2015
Km (WBM+GSB) =650 mm pavement need of overlay
(RHS +LHS)
Adone
3 to Mahav Near 30.00 BC+DBM+WBM Thick bituminous To identify the
04 Feb-2016
Hyderabad-SH Km 50+100+150=300 mm pavement need of overlay
(RHS + LHS)

6.0 Data collection and analysis

6.1 Condition assessment

All the three study stretch condition survey has been carried out as per IRC: 115 at an interval of 100 m. It
revealed the extent of potholes, cracking, patching, rut depth which have been classified based on the percentage
area of distress the condition of the study stretch is as shown in Table-3.

Table 3 Condition assessment

Study Length of Classification

Sr. No Road name Pavement Condition
area Road
Heavily distressed road, more than 20%
01 Old Road at Punjab -S4-ODR 20.00 Km. area cracked and average rut depth Poor
1 greater than 20 mm
New Road at Punjab -S4- Good
02 20.00 Km. No crack, No rut
ODR
Existing Road -Adone to Isolated crack observed about 1.3 km
2 03 Mahav Near Hyderabad (RHS 30.00 Km length out of total. Rut depth less than Good to Fair
+ LHS)- SH 10 mm
No major Undulations or depressions.
Amritsar- Harike road-NH-15
3 04 26.00 Km No major distress observed. Minor Good to fair
( RHS + LHS)
localized cracking

6.2 FWD Study and calculation of deflection bowl parameter

FWD deflection study is carried out using Dynatest 8000 model FWD. The deflection value observed at
0,200,300,450,600,900,1200,1500 and 1800. All the deflections are normalized at 40 kN. In old and New Punjab
road the observation is taken at 200 mt interval. In Adone-mahav road the FWD observation is taken at 500 mt
interval as per visual condition of pavement and consultant instruction. The deflection observation is taken at the
pavement temperature range of 25° C to 45°C in all the three study stretch. The deflection bowl parameters are
calculated at each point of observation as per formula given in Table 2. For simplification the calculated deflection
bowl parameter are averaged for each kilometer and all are averaged as a whole. The calculated average deflection
bowl parameters are tabulated in Table 4.

Table 4 Average Deflection Bowl Parameter

Sr. Name of Road Average value of total length
No D0 RoC Eeq AUPP Al1 Al2 Al3 Al4 E600 SCI MLI LLI
in in in in In In In
Micron mm MPa MPa micron micron micron
1 Old Road at
529 196173 268 6.6 0.75 0.36 0.19 0.14 145 243 138 19.79
Punjab –ODR
2 New Road at
326 555696 484 7.41 0.84 0.54 0.31 0.18 154 100 99 13.63
Punjab-ODR
3 Adone-Mahav
452 302379 374 6.7 0.78 0.42 0.21 0.12 191 196 135 12.22
RHS Road-SH
4 Adone-Mahav
454 263016 400 6.69 0.78 0.42 0.22 0.13 202 193 137 12.47
LHS Road-SH
5 Amritsar-
Harike Road 452 302379 374 6.70 0.78 0.42 0.21 0.12 192 197 136 12.2
RHS– NH
6 Amritsar-
Harike Road 454 263016 401 6.69 0.78 0.42 0.22 0.13 202 194 138 12.5
LHS-NH
6.3 Moduli calculation using FWD deflection ( Backcalculation)

All the three study stretch is evaluated using FWD, deflection readings obtained at 0,300,600,900,1200,1500 and
1800 mm. Using these deflection readings at each location moduli values are back calculated with the help of
KGP-BACK software, developed by IIT-Kharagpur it is available with IRC: 115. The deflection observation is
taken at the pavement temperature range of 25° C to 45°C in all the three study stretch. The calculated moduli is
not corrected for temperature correction.

Table 5 Range of Back calculated moduli value of in-service flexible pavement layers

Range ( Minimum to maximum) of Back calculated moduli value of in-

Study Sr.
Road name service flexible pavement layers
area No
Bituminous layer Base + Sub base Subgrade
01 Old Road at Punjab -S4-ODR 600 to 2000 MPa 100 to 350 MPa 80 to 250 MPa
1
02 New Road at Punjab -S4-ODR 1500 to 3000 MPa 150 to 450 MPa 100 to 300 MPa
Existing Road -Adone to Mahav Near
03 1000 to 2500 MPa 150 to 450 MPa 66 to 300 Mpa
Hyderabad -RHS
2 Existing Road -Adone to Mahav Near
04 1000 to 2500 MPa 150 to 450 MPa 66 to 300 Mpa
Hyderabad -LHS
05 Amritsar- Harike road-NH-15 -RHS 1000 to 2200 MPa 130 to 360 MPa 60 to 80 MPa
3
06 Amritsar- Harike road-NH-15- LHS) 1000 to 2200 MPa 130 to 360 MPa 60 to 80 MPa

Study area 1
The old pavement before overlay moduli value is as shown in Table -5.
The pavement composition in old pavement is thin bituminous layer thickness 25 to 50 mm thick so it does not
contribute any structural strength but time being consolidated takes place and its backcalculated moduli available
in the range of 600 to 2000 MPa. It is high in some spots compared to its visual condition, normally for old thin
pavement it should be in the range of 600 to 1000 MPa. The granular layer moduli is in the range of 100 to 350
MPa. this same range is also considered for new pavement. The backcalculated granular layer moduli is good and
it is also consolidated over a period of time. The backcalculated moduli of subgrade are in the range of 80 to 250
MPa. Though it is higher due to silty sandy soil in the subgrade layer which is also consolidated over a period of
time, normally it is considered in the range of 20 to 100 MPa as suggested in IRC: 115-2014.

In new road at Punjab which is widened from 5 mt 10mt including 1.5 mt width of paved shoulder on both the
side the FWD study is carried out on newly prepared widened road after six month of construction. The pavement
composition in new pavement is thick bituminous layer; thickness is 125 mm. It is newly constructed pavement
with Bituminous concrete (BC) and dense bituminous macadam (DBM) it is evaluated after 6 month of pavement
construction so moduli value is not so changed. The backcalculated moduli of bituminous layer is available in
the range of 1500 to 3000 MPa. The granular layer moduli is available in the range of 150 to 450 MPa and subgrade
layer moduli is in the range of 100 to 300 MPa. This moduli value is generally adopted during thickness design
process of flexible pavement layers, so the condition of pavement is as it is. The back calculated moduli values
are as shown in Table -5.
Study area 2
The adoni to mahav road near Hyderabad 30 Km road is thick bituminous layer. Pavement crust composition as
shown in Table -2. length is 26.0 Km. Pavement condition is fair to good majority length is in good condition. It
is evaluated using FWD in both direction right and left hand side. The back calculated moduli of bituminous layer
is available in the range of 1000 to 2500 MPa, granular layer moduli is available in the range of 150 to 450 MPa
and subgrade layer moduli is available in the range of 66 to 300 MPa. The moduli value shows the structural
condition of pavement layers are good in both direction. The back calculated moduli values are as shown in Table
-5.

Study area 3
The Amritsar –Harike road 26 Km road is also thick bituminous layer. Pavement crust composition as shown in
table 2. Pavement condition is good to fair. It is evaluated using FWD in both direction right and left hand side.
The back calculated moduli of bituminous layer is available in the range of 1000 to 2200 MPa, granular layer
moduli is available in the range of 130 to 360 MPa and subgrade layer moduli is available in the range of 60 to
80 MPa. The moduli value shows the structural condition of pavement layers are good in both direction. The back
calculated moduli values are as shown in Table -5.

6.4 Comparison of deflection bowl parameter

This average deflection bowl parameters as shown in Table 2 are compared with each road as shown in below
figures.

6.4.1 Comparison of D0, RoC and Eeq.

D0- Deflection in Micron RoC-Radius of Curvature in mm Equivalent Modulus in

MPa
600000
600 555696 600
530

484
500000
455
454
454
452

500 500
RoC-Radius of curvature in mm

401
401
Equivalent Modulus in MPa
D0-Deflection in micron

374

374
400 400000 400
327

302379

302379
263016

263016
300

268
300000 300
196173

200
200000 200

100
100
100000

0
0
Old Road at Punjab 0
New Road at Punjab Old Road at Punjab Old Road at Punjab
Adone-Mahav RHS Road New Road at Punjab New Road at Punjab
Adone-Mahav RHS Road Adone-Mahav RHS Road
Adone-Mahav LHS Road
Adone-Mahav LHS Road Adone-Mahav LHS Road
Amritsar RHS
Amritsar RHS Amritsar RHS
Amritsar LHS Amritsar LHS
Amritsar LHS

Figure 3 D0- First deflection under load Figure 4 RoC – Radius of curvature Figure 5 Eeq -Equivalent Modulus

As shown in Figure 3 the old Punjab road in which pavement layer condition is poor shows higher deflection and
new road shows very lesser deflection though the FWD evaluation is after six month of construction. In adone –
mahav road and Amritsar road shows the deflection lower than Punjab old road but higher than Punjab new road.
It shows the overall structural condition of pavement layers.
As shown in Figure 4 the old Punjab road in which condition is poor shows lower RoC radius of curvature and
new road shows very high RoC as its condition is very good. In adone –mahav road and Amritsar road shows the
RoC higher than Punjab old road but lower than Punjab new road.
As shown in Figure 5 the old Punjab road in which condition is poor shows lower Equivalent Modulus Eeq and
new road shows very high Eeq as pavement condition is very good. In adone –mahav road and Amritsar road it
shows the Eeq higher than Punjab old road but lower than Punjab new road.
First deflection-D0, radius of curvature -RoC and equivalent modulus -Eeq shows good correlation with structural
condition of pavement layers.
6.4.2 Comparison of AUPP, AL1 and AL2.
AUPP-Area under pavement Area Indices-AL1 Area Indices-AL2

7.41
7.60 performance 0.86

0.84

0.54
0.6
7.40 0.84
AUPP-Area under pavement performance

0.5

0.42
0.42
7.20

Area Indices-AL 2
0.82

0.36
7.00

0.78
0.4

0.78
0.8

0.78
0.78
Area Indices-AL1
6.70
6.70
6.69

6.69
6.60

6.80
0.78 0.3

0.22
0.21
6.60

0.75
0.76
6.40 0.2
0.74
6.20
0.72 0.1
6.00
Old Road at Punjab 0.7 0
New Road at Punjab
Old Road at Punjab Old Road at Punjab
Adone-Mahav RHS Road
New Road at Punjab New Road at Punjab
Adone-Mahav LHS Road Adone-Mahav RHS Road Adone-Mahav RHS Road
Amritsar RHS Adone-Mahav LHS Road Adone-Mahav LHS Road
Amritsar LHS Amritsar RHS
Amritsar RHS
Amritsar LHS
Figure 6 Area under pavement performance Figure 7 Area indices-1 Figure 8 Area Indices-2

As shown in Figure 6 the old Punjab road in which layer condition is poor shows lower Area under pavement
performance (AUPP) , New road shows higher AUPP –pavement layer condition is very good in adone –mahav
road and Amritsar road it shows the AUPP lower than Punjab new road but higher than Punjab old road.
As shown in Figure 7 the old Punjab road in which upper bituminous layer condition is poor shows lower Area
Indices-1 ( Al1) and new road shows high Al1 as its upper bituminous layer condition is very good. In adone –
mahav road and Amritsar road shows the Al1 higher than Punjab old road but lower than Punjab new road.
As shown in Figure 8 the old Punjab road in which middle layer condition is not so poor shows moderate area
indices-2 ( Al2) and new road shows high Al2 as pavement middle granular condition is very good. In adone –
mahav road it shows the Al2 lower than Punjab old road, in Amritsar road it is lower than Punjab new road but
higher than Punjab old road.
AUPP,Al1 and Al2 values are lower and though it is nearer to each other so clear classification is not possible.
6.4.3 Comparison of AL3 and AL4 and E600

Area Indices-AL 3 Area Indices-AL 4 E600 - Modulus at 600 mm

0.18

0.2
250
0.31

0.35
202
202
192

192
0.14

0.3 200
0.13
Area Indices-AL 3

0.13

0.15
E600 - Modulus at 600 mm

155
0.12

0.12
Area Indices-AL 4

146
0.22

0.22
0.21

0.25
0.21
0.19

150
0.2 0.1
100
0.15

0.1 0.05 50
0.05
0
0 0 Old Road at Punjab
Old Road at Punjab Old Road at Punjab
New Road at Punjab New Road at Punjab
New Road at Punjab
Adone-Mahav RHS Road Adone-Mahav RHS Road
Adone-Mahav RHS Road
Adone-Mahav LHS Road Adone-Mahav LHS Road Adone-Mahav LHS Road
Amritsar RHS Amritsar RHS Amritsar RHS
Amritsar LHS Amritsar LHS Amritsar LHS

Figure 9 Area Indices AL-3 Figure 10 Area Indices AL- 4 Figure 11 E600 Modulus value at 600 mm
As shown in Figure 9 the value of Al3 is nearer to each other as it shows the condition of lower layer ( subgrade)
though the condition of subgrade in all the three roads are good so the values are neare to eaxh other.
As shown in Figure 10 the old Punjab road in which condition is poor shows lower Area Indices-4 ( Al4) and
new road shows high Al4 as its condition is very good. In adone –mahav road it shows the Al4 lower than Punjab
old road and also lower than Punjab new road. It does not shows the correlation with pavement condition
As shown in Figure 11 the old Punjab road in which condition is poor shows Modulus of elasticity at 600 from
center of loading E600 lower and new road shows high E600 as pavement condition is very good but there is no
significant difference is observe. In adone –mahav and Amritsar road shows the E600 higher than Punjab new
road. Approximately E600 indicates the moduli value nearer to subgrade as we assume the average thickness of
pavement is 600 mm from top.

6.4.4 Comparison of SCI, MLI and LLI

As shown in Figure 12 the old Punjab road in which structural condition of upper bituminous layer as it represent
the condition of surface course is poor shows higher surface curvature index (SCI) and new road shows very low
SCI as its condition is very good. In adone –mahav and Amritsar road it shows the SCI lower than Punjab old
road but lower than Punjab new road
As shown in Figure 13 the old Punjab road in which condition is poor shows higher Middle layer index -MLI as
it represent the condition of middle granular layer and new road shows lower- MLI as its condition is very good.
In adone –mahav and Amritsar road it does not shows correlation with middle layer condition as it is nearer to old
Punjab road.
As shown in Figure 14 the old Punjab road in which lower layer condition is not so poor shows Lower layer Index-
LLI value higher, New road at Punjab shows lower LLI as pavement condition is very good. In adone–mahav
and Amritsar road it shows LLI lower than Punjab old road and new road. It does not show the clear correlation
with lower layer condition of pavement.

Surface curvature Index Middle layer Index Lower layer Index

275
243

160 25.0
250
139

138

138
136

136

19.8

225 140
197
197

194
194

20.0
200 120
Lower layer Index in micron
Surface curvature Index in micron

Base layer Index in micron

99

13.6

175
12.5
12.5
12.2
12.2

100 15.0
150
125 80
101

10.0
100 60
75 5.0
40
50
25 20
0.0
0 0
Old Road at Punjab
Old Road at Punjab New Road at Punjab
Old Road at Punjab
New Road at Punjab Adone-Mahav RHS Road
New Road at Punjab
Adone-Mahav RHS Road Adone-Mahav LHS Road
Adone-Mahav RHS Road
Amritsar RHS
Adone-Mahav LHS Road Adone-Mahav LHS Road Amritsar LHS
Amritsar RHS Amritsar RHS
Amritsar LHS Amritsar LHS

Figure 12 Surface curvature index Figure 13 Middle layer index Figure 14 Lower layer index
6.5 Preliminary Benchmarking Value for different deflection bowl parameter

The tentative benchmark value is suggested for preliminary structural analysis tool. These values are rounded
for simplification only as shown in Table 6.

Table-6 Tentative Benchmark value for structural maintenance of highway

Recommended rounding value for bench marking
Sr. Parameter
Significance of parameter Need Need to observe and identify such patch No need of
No Id
overlay for preventive maintenance overlay
Indication of structural strength of
1 D0 >530 >450 <330
all layers
Indication of the structural
2 RoC condition of surfacing and base <200000 >260000 >560000
condition (L=300 m)
Characterizing the structural
3 Eeq condition of all the layers of <270 <370 >480
pavement
Characterizing condition of the
4 AUPP <6.6 >6.7 >7.4
pavement upper layer
Characterizing condition of upper
5 AL1 <0.75 >0.78 >0.84
layer
Characterizing condition of
6 AL2 <0.36 >0.42 >0.54
middle layer
Characterizing condition of <0.19
7 AL3 >0.21 >0.31
middle layer
Characterizing condition of lower
8 AL4 <0.14 >0.12 >0.18
layer
9 E600 Characterizing subgrade layer <145 <370 >190
Characterizing the pavement
10 SCI >240 >190 <100
layers
Characterizing the condition of
11 MLI >139 >136 <99
the base layer
Characterizing the condition of
12 LLI >20 >12 <14
the subgrade

7.0 Conclusion

The benchmarking methodology can be used at both project and network level as a preliminary structural analysis
tool. Among these twelve parameter D0, RoC, Eeq shows very good correlation with pavement layer condition.
The area indices calculated does not shows significant correlation with pavement layer condition so it can not
suggest as benchmark value. The moduli value calculated at 600 mm from center (E 600) of loading which shows
the higher moduli for subgrade as normally used in the range of 20 to 100 MPa. The benchmark value of SCI and
MLI shows good correlation with pavement condition. It can also used to identify the homogeneous section of
pavement. The LLI value does not show the clear correlation with lower layer condition of pavement.
This benchmarking value can be used along with back calculation of moduli of different layer and one can
compare the analysis. This is the outcome of very limited data of deflections so after availing large data of FWD
form different part of country some recommendation value can be suggested.

8.0 Acknowledgements

The author would like to thank Patel Infra Structure Rajkot, Infinite Civil solution-Ahmedabad, Department of
Civil Engineering, Darshan Institute of Engineering and Technology-Rajkot and R.K University-Rajkot for the
necessary facilities provided to carry out my Ph.D research work.

9.0 References

B. B Pandey and K. S.Reddy, (2003) : Research report on Structural Evaluation of pavements in Eastern India
using Falling weight deflectometer Road research scheme (R-81), IIT Kharagpur.

EMILE HORAK (2008): Benchmarking the structural condition of flexible pavements with deflection bowl
parameters Journal of the South African Institution of Civil Engineering Volume 50 Number 2.

Emile Horak, Arno Hefer, James Maina and Steve Emery (2014): Structural number determined with the falling
weight deflectometer and used as benchmark methodology. IEEE Proceedings Hong Kong.
Emile Horak, Stephen Emery, James Maina (2015): Review of Falling Weight Deflectometer Deflection
Benchmark Analysis on Roads and Airfields, 11th Conference on Asphalt Pavements for southern Africa CAPSA.

HORAK, E and EMERY, S J (2006): Falling Weight Deflectometer Bowl Parameters as Analysis Tool for
Pavement Structural Evaluations. 22nd ARRB Conference, Canberra

IRC:115(2014) :Guidelines for Structural Evaluation and Strengtheneing of Flexible pavement using Falling
weight deflectometer.

Ott Talvik, Andrus Aavik (2009) “ Use FWD deflection basin parameter (SCI,BDI,BCI) for pavement condition
assessment” The Baltic journal of road and Bridge Engineering 4(4): 196-202

R. Srinivasa Kumar (2011) :Text book of Pavement Evaluation and Maintenance management Highway” pp 299-
357.

Richard N, Stubstad Consulpav LTPP ( Long term pavement performance) Data Analysis(2002): Feasibility of
Using FWD Deflection Data to Characterize Pavement Construction Quality Prepared for: National Cooperative
Highway Research Program Transportation Research Board of the National Academies, Ventura, California.