Professional Documents
Culture Documents
GUIDELINES
FOR
STRUCTURAL EVALUATION
AND
STRENGTHENING OF FLEXIBLE
ROAD PAVEMENTS USING
FALLING WEIGHT DEFLECTOMETER (FWD)
TECHNIQUE
INDIAN
ROADS CONGRESS
2014
IRC:115-2014
GUIDELINES
FOR
STRUCTURAL EVALUATION
AND
STRENGTHENING OF FLEXIBLE
ROAD PAVEMENTS USING
FALLING WEIGHT DEFLECTOMETER (FWD)
TECHNIQUE
Published by:
INDIAN
ROADS CONGRESS
Kama
Koti
Marg,
New
Delhi-11 0
022
January, 2014
Price
(Plus Packing
^ 300/-
& Postage)
IRC:115-2014
First
Published
(All
January, 2014
Rights Reserved.
translated or transmitted in
shall
be reproduced,
1000 Copies
IRC:115-2014
Contents
Page No
Personnel of the Highways Specifications & Standards Committee
&
ii
Introduction
Scope
Principle of
Falling
Analysis of Data
14
18
Overlay Design
21
References
24
FWD
Weight Deflectometer
Appendix
Collection
for Identifying
of Uniform
FWD
Appendix
II
Appendix
III
Proforma
for
KGPBACK
26
Sections
for
27
28
Design Example
31
Homogeneous Sections
34
2014
IRC:115-2014
19**^
July, 2013)
Kandasamy, C.
(Convenor)
Ministry of
Bhavan,
&
New
Delhi
Patankar, V.L.
(Co-Convenor)
Kumar, Manoj
(Member-Secretary)
New
Delhi
Members
Basu,
SB.
MORTH, New
Bongirwar, P.L.
Advisor, L
Bose,
Head,
Dr. Sunil
Duhsaka, Vanlal
&
FPC
T,
Mumbai
Divn.
Chief Engineer,
Gangopadhyay,
Dr. S.
Director, Central
CRRI
PWD
(Retd.),
Faridabad
Road Research
DG(RD) & AS
Jain, R.K.
Jain, N.S.
Professor
&
(Retd.),
Delhi
PWD,
MORTH, New
Civil
Sonipat
Delhi
Kumar, Ashok
Kurian, Jose
Chief Engineer,
Kumar, Mahesh
Engineer-in-Chief, Haryana
Kumar, Satander
Ex-Scientist,
Chaman
Delhi
Engg., Deptt. of
Lai,
New
Institute,
MORTH, New
Gupta, D.P.
Delhi
MORTH, New
DTTDC
CRRI,
New
Ltd.,
New
Delhi
Delhi
Delhi
PWD, Chandigarh
Delhi
Manchanda, R.K.
Intercontinental Consultants
New
and Technocrats
Delhi.
Marwah, S.K.
Pandey, R.K.
Pateriya, Dr.
I.K.
Pvt. Ltd.,
MORTH, New
MORTH, New
Delhi
Delhi
New
Delhi
IRC:115-2014
23.
Pradhan, B.C.
24.
Prasad, D.N.
25.
Rao,
26.
Reddy, K. Siva
P.J.
RCD, Patna
Road &
Building Deptt.
Hyderabad
27.
Representative of
28.
Sarkar, Dr.
BRO
RK.
DG,
HQ DGBR, New
GMR
29.
CEO
30.
Sharma, M.R
Member (Technical),
India, New Delhi
31.
Sharma, S.C.
DG(RD) & AS
(Retd.),
32.
Sinha, A.V.
DG(RD) & SS
(Retd.)
33.
Singh, B.N.
Member
New
34.
Singh, Nirmal
35.
Vasava, S.B.
Jit
DG
(Highways),
Yadav,
Dr. V.K.
Highways
New
Delhi
Limited, Bangalore
MORTH, New
MORTH New
(Projects), National
Delhi
Delhi
Highways Authority
of India,
Delhi
(RD) &
SS
Chief Engineer
Roads &
36.
Delhi-110 010
(Retd.),
MORTH, New
& Addl.
Secretary (Panchayat)
Building Dept.,
Delhi
Gandhinagar
DGBR, New
Delhi
MORTH, New
Delhi
Corresponding Members
1.
Bhattacharya, C.C.
2.
Das,
3.
Dr.
Animesh
DG(RD) & AS
(Retd.)
14'^
Bangalore-560 070.
4.
Momin, S.S.
5.
Pandey,
Advisor,
Prof. B.B.
Ex-Officio
Mumbai
NT Kharagpur, Kharagpur
Members
1.
Kandasamy, C.
2.
Director General
ii
New
Delhi
IRC:115-2014
INTRODUCTION
The initial draft on "Guidelines for Structural Evaluation and Strengthening of Flexible
Road Pavements using Falling Weight Deflectometer (FWD) Technique" prepared by
Prof. K. Sudhakar Reddy, Member, Flexible Pavement Committee (H-2). The Committee
deliberated on the draft in a series of meetings. The H-2 Committee finally, approved the draft
document in its meeting held on 16^^ March, 2013. The Highways Specifications & Standards
Committee (HSS) approved the draft document in its meeting held on 19'^ July, 2013. The
Executive Committee in its meeting held on 31^* July, 2013 approved the same document
for placing
before the Council. The Council in its meeting held at New Delhi on 11'^ and
12*^ August, 2013 approved the draft "Guidelines for Structural Evaluation and Strengthening
of Flexible Road Pavements using Falling Weight Deflectometer (FWD) Technique" for
it
publishing.
The
back-calculation software
CD
pavement
layers
NT,
Kharagpur
is
back
for
available
in
the
The Composition
of H-2
Committee
is
as given below:
Convenor
A.V. Sinha
Bose
Dr. Sunil
Co-Convenor
Member
S.K. Nirmal
Secretary
Members
Arun Kumar Sharma
K.
B.R. Tyagi
N.S. Jain
B.S. Singia
PL. Bongirwar
Chaman
Prabhat Krishna
Lai
Chandan Basu
Col. R.S.
R.K. Jain
Bhanwala
R.K.
Animesh Das
Dr. B.B.
Dr. K.
Pandey
D.K. Pachauri
Dr.
Sitaramanjaneyulu
Pandey
Sudhakar Reddy
Rep. of DG(BR)
(Brig. R.S.
(Dr.
Rep. of
NRRDA (Dr.
Dr.
PK. Jain
S.B.
Basu
Dr.
Rajeev Mullick
S.C.
Sharma
Vanlal
Duhsaka
Sharma)
A.A. Gupta)
I.K.
Pateriya)
IRC:115-2014
Corresponding Members
C.C. Bhattacharya
Dr.
C.E.G Justo
Dr.
S.S.Seehra
Prof. A.
^
Veeraragavan
Prof. Prithvi
Singh Kandhal
Shri Satander
Ex-Officio
Shri C.
Director General
.
&
Shankar Prasad
Structural evaluation of
(Road Development)
Special Secretary,
President,
1.1
Kumar
Members
Kandasamy
Shri Vishnu
Jha
MoRT&H
and
IRC
pavements involves
pavement and measuring its response in terms of stress, strain or deflection. Benkelman
beam has been among the earliest equipment used for measuring deflection and structural
evaluation of pavements. In this technique, a static load is applied to the pavement surface
and rebound deflections are measured at one or more locations. Measurement of deflection
under a static load does not simulate the loading conditions produced in pavements by a
moving vehicle. The evaluation of pavements by such methods is labour-intensive and, in
general, time consuming. The existing guidelines for strengthening of flexible pavements
using Benkelman beam technique are contained in IRC:81 and were developed based on the
findings of the Research Scheme R-6 of Ministry of Road Transport and Highways carried
out during 1984 to 1990.
One
traffic
is
is
always a concern.
Finally, this
necessary
for
it
is
On account
of these
separate set of guidelines, especially for high performing well designed pavements.
developments have taken place during the past few decades in terms
of the equipment and the analytical tools adopted for structural evaluation of pavements.
Impulse loading equipment commonly known as Falling Weight Deflectometer (FWD) have
been developed, which closely simulates the duration and amplitude of the load pulses
1.3
Significant
IRC:115-2014
produced by moving wheel loads. Analytical tools to backcalculate the elastic properties
of the existing pavement have been developed over the years. One such backcalculation
software has been developed by the Transportation Engineering Division of NT Kharagpur
(Reddy, 2003) under the Ministry's Research Scheme R-81. Using the elastic properties of
the existing
pavement
layers, the
in
IRC:37-2012.
SCOPE
These guidelines are meant for evaluating the structural condition of in-service
flexible road pavements using deflection data from Falling Weight Deflectometer as well as
other pavement data as inputs to a backcalculation model for determining the elastic moduli
of pavement layers, and, thereafter, using these moduli as inputs to a pavement design
model for estimating the overlay requirement. The backcalculation software used in these
guidelines is the one developed as a result of the research carried out under MoRTH Research
study (R-81, 2003) "Structural Evaluation of Pavements using Falling Weight Deflectometer"
and other studies conducted by the Transportation Engineering Section of NT Kharagpur
(R-81, 2003; Kumar, 2001; Reddy, 2003; Uday Kumar, 2011). The pavement design mode!
used in these guidelines is the one prescribed in IRC:37-2012.
2.1
2.2
2.3
to
life
of
an existing
in-situ
These guidelines may require revision from time-to-time based on future experience
and developments in the field. Towards this end,
is suggested to all the organizations
using the guidelines to keep a detailed record of periodical measurements (both before and
after strengthening), type and thickness of overlay provided, performance, traffic, climatic
condition, etc. and provide feedback to the Indian Roads Congress for further revision.
2.4
it
FWD
3.1
the factors influencing the performance such as subgrade strength, thickness and quality of
Among
layers,
etc.
is
it
simulates, to a large
IRC:115-2014
it
The
3.3
techniques, such as backcalculation technique, to estimate the elastic moduli of the pavement
layers.
layers
(iii)
are, in turn,
(ii)
used
for
(i)
if
any and
life
(iv)
of in-service
pavement
evaluation of different
4 FALLING
4.1
WEIGHT DEFLECTOMETER
Falling
transient load
is
measured. The working principle of a typical FWD is illustrated in Fig. 1. DO, D1, etc.,
mentioned in Fig. 1 are surface deflections measured at different radial distances. Impulse
load is applied by means of a falling mass, which is allowed to drop vertically on a system of
springs placed over a circular loading plate. The deflected shape of the pavement surface is
measured using displacement sensors which are placed at different radial distances starting
with the center of the load plate. Trailer mounted as well as vehicle mounted FWD models
are available commercially. The working principle of all these FWD models is essentially the
same. A mass of weights is dropped from a pre-determined height onto a series of springs/
buffers placed on top of a loading plate. The corresponding peak load and peak vertical
surface deflections at different radial locations are measured and recorded.
is
Falling
j
Mass
Deflection Sensors
Di
D?
02!
D3
d4
.DSf
Working Principle of
Falling
Weight Deflectometer
IRC:115-2014
4.2
Different
acquisition system.
mm
300 or 450
(FWD)
4.3
diameter.
is
recommended.
A falling mass
4.4
range of 100
models use
to
600
falling
mass
in
mm
bituminous pavements
set of a
mm
mm
rubber pad of 5
plate for
In
is
the range of
40 kN
80 kN standard axle
maximum
fall in
the
to
in
is
(+/-
200
to
700
kg.
The
peak load
target
to the load
to
be applied on
load.
(central) deflection
the deflection transducer. Similarly, the load can be increased to produce deflection of atleast
pits that
subgrade
is stiff
will
If it
is
not be required.
If
pm
or from coring or
4.5
on the
The stiffness of bituminous layers and hence the response of a pavement depends
pulse shape of the applied load (COST 336, 2005). Most FWDs have a load rise time
the interval of 20
ms
to
is
in
maintained
approximately equal to the time needed to traverse the length of a tyre imprint at a speed of
is in
Sufficient
number
for evaluation
should be
used
to
adequately capture
shape of deflection bowl. Six to nine velocity transducers (geophones) are generally
adequate for measuring surface deflections of flexible pavements. Deflection sensors are
placed on the surface of pavement at different radial direction aligned in the longitudinal
direction. The deflection transducers used should have a reading resolution of atleast 1 pm and
the
IRC:115-2014
should be accurate to
(number and
flexible
mm
(iii)
0,
radial distances
6 sensors at
0,
FWDs
FWD
The date
0,
mm
commonly used
for
0,
mm
radial distances
mm
and
radial distances
(iv)
6 sensors at
radial distances.
FWD
in
cell(s)
the
FWD
should be calibrated
in
cell.
structural evaluation of
4.7.2
7 sensors at
of load plate)
Static calibration
4.7.1
The
(i)
Calibration of the
essential that
;-
7 sensors at
(ii)
is
radial distances
4.7
It
+/-
Load
be
earlier than
The readings
cell
readings.
of
repeatability
FWD
this test,
4.7.3
.-
may
5 percent of the
The standard
mean
in
load
may be done
in
a project.
the transducers,
IRC:115-2014
General
5.1
The
characteristics.
Historical Data
5.2
Historical data
and
in
following:
i)
Initial
criteria
ii)
is
iv)
Internal
v)
'As constructed'
vi)
vii)
viii)
Maintenance and
ix)
the existing
an overlay
iii)
different
if
pavement
details
rehabilitation data
maintenance and
rehabilitation
measures undertaken
in
the past
volume
spectrum data
x)
Past
xi)
traffic
5.3.1
Pavement
measurement and
observations supplemented by measurements for estimation of
in
the pavement.
It
may be
IRC:115-2014
causes of distress using condition survey and other investigations such as coring, test pits
and laboratory testing before conducting extensive deflection measurements using falling
weight deflecto meter.
layers,
FWD
caused by
may
If
stripping
in
of
much
The
information collected
in
in
in
FWD
5.3.2
help. Rutting
pavement
measurements.
performance
for the
for overlay
design purpose
The
5.3.3
make up
pavement
its
be
traffic,
etc.
will
will
some of which
and
functional loss.
5.3.4
traffic
type.
i)
Distress type
Severity of distress
iii)
Extent of distress
iv)
Location of distress
5.3.5
1.
performance
is
given
Table
performance
in
straight
edge
in
criteria
given
in
sub-section of selected length (50 m). Similarly, cracking and other distresses should be
traffic
in
Clause
5.3.4.
will
be useful
for
IRC:115-2014
selecting the sampling size for different portions of carriageway for conducting deflection
measurements.
separately for each lane and shoulder based on the corresponding distress maps.
As
5.3.6
is
it
at frequent intervals,
minimum
of
km
it
be preferable
will
except
in
if
in
and
km
Pavement Sections
Pavement Condition
Classification
mm
AND
paved surface
average
rut
width
in
area of
total
paved surface
less than
mm
3.0 mm
5%
area of
total
5 to
20%
kept at a
constructability.
Table
Good
is
measurement
AND/OR
average
rut
width
in
depth between 10 to 20
mm
Wide interconnected cracking
(include area of patching
Poor
of
and raveling
Deflection
5.4.1
measured
of
in
5 to
paved area
paved surface
20%
OR
AND/OR
area
cracking
average
rut
Measurement
5.4
The sample
of
in this)
mm width
statistical principles.
Sample
measurements are
to
be made can be
(i) if
the variation
in
the
mean
deflections
is
expected
to
n = (z * CV)2/(ME2)
...(1)
where,
n
sample size
normalized
statistical
CV
expressed
as percentage
ME
recommended
It
is
that
IRC:115-2014
percent margin of
the
error,
minimum sample
"fair"
will
be 4, 1 5, 33. It may be noted that sample size requirement can be different for individual lanes
as the condition is likely to be different. However, it is recommended that for a uniform section
for the
Different
Type of Carriageway
Scheme
Maximum
Single-lane two-way
Two-lane two-way
single carriageway
Four-lane single
Good
60
130
500
i)
60
130
500
i)
30
65
250
60
130
500
120
260
500
30
65
250
60
130
500
120
260
500
of outer
lanes
ii)
iii)
i)
carriageway
(in
line of
of
paved
of outer
lanes
(Measurement
carriageway)
Fair
i)
carriageway
scheme given
Poor
ii)
for
each
of
inner lane
iii)
(in
line of
case of widening
10
paved
projects)^
IRC:115-2014
in
i)
each
direction
ii)
(Measurement
scheme given
for
each
iii)
250
more
60
130
500
paved
120
260
500
of
line of
case of widening
(in
projects)^
The spacings given in the table are with the assumption that the length of uniform
section is 1.0 km. The actual spacing to be adopted can be obtained by multiplying
the spacing given
in
Deflections
2)
form part
5.4.4
65
shoulder
1)
30
carriageway)
Notes
paths of
for deflection
the
if
same
are proposed to
in
the data
sheets used for recording the deflection data. The scheme of wheel paths and sample size
selected for
measurement
performance (good,
poor).
5.4.5
the road.
fair,
If
the
:-
:-
at 0.6
outer lane
ii)
iii)
.0
:-
at
0.75
in
each
direction
:-
:-
:-
at 4.0
lane
ii)
in
each
direction 4.2
from the
direction 4.2
from the
in
each
ii)
position of lane
in
for
each
test point.
11
IRC:115-2014
iii)
iv)
measurement spacing
v)
time of test
vi)
air temperature,
at a
depth of 40
vii)
drop number
viii)
peak values
ix)
whole time
points of
x)
in
the lane
mm
of load
and deflections
history of load
for
for
one
of the test
(number
and
of sensors
radial
5.4.7
Steps
for
measuring deflection at a
test point
i)
Mark the
ii)
iii)
test point
The loading
The exact
test point.
plate should
be
in
FWD
pavement surface.
pavement surface. If a
is
v)
vi)
for
that
producing a target
kN
load.
drop need
not be recorded
vii)
Raise the mass and drop. Record load and deflection data
into the
computer
through data acquisition system. While peak load and peak deflections at
viii)
Repeat step
vii
atleast
12
history of
IRC:115-2014
ix)
x)
If,
during steps
vii
move
to
location
xi)
Record
xii)
air
interval
(optional)
if
non-contact temperature
xiii)
xiv)
Proforma
for recording
pavement
deflection data
is
given as Appendix-il.
5.5
5.5.1
Pavement
in-service
in turn,
to the estimation of
pavement. Hence,
it
is
remaining
life
is
of the
thicknesses from different sources. Layer thicknesses can be obtained from historical data,
pits
As
it
difficult to
measure the
test pits
all
Samples
which can be examined for
layer thicknesses.
tested
in
5.5.3
It
is
recommended
that 0.6
x 0.6
test pits
be excavated
at
.0
km
interval or
13
IRC:115-2014
of layers encountered, description of layer materials including signs of distress, defects,
layer thicknesses, interface conditions should be recorded. After collecting necessary data
they should be
pits
filled
'
...(2)
where,
5.5.5
E subgrade
^
^
DCP
Since
is
it
generally
difficult to
excavate test
pits in
suggested
on the inner lanes and at
it
is
that cores
5.5.6
The
of
FWD
test.
6
6.1
ANALYSIS OF DATA
The
FWD
to the deflection
data are
Average values
(ii)
:- (i)
of load
at a given location.
14
of the sensors.
IRC:115-2014
The
6.1.2
as explained
in
Clause
4.4.
Identification of
6.2
40 kN
Homogeneous Sub-sections
it
the purpose of structural design primarily based on deflection bowl parameters and other
relevant information.
6.2.2
identification of
homogeneous
sections
is
generally
of the
inches or mils
in
:-
many
in literature for
empirically estimating
moduli of layers.
6.2.3
is
statistical
is
in
in
many highway
Z,=
'f,ixi-k~x)
...(3)
/=i
for
all
k =
1,
n,
i=ii
where x =
(1/n)
^{xi)
to negative
location),
15
IRC:115-2014
homogeneous
in
sections. However,
trend to be significant
a delineator there.
Homogeneous
6.2.4
such as SCI, traffic, subgrade strength, etc. Delineation carried out based on different
parameters will yield a number of sub-sections. No sub-section should be shorter than
1.0 km in length and each subsection should have atleast twelve deflection test locations. If
a subsection has only one or two test points,
it
is
need
in
6.3
6.3.1
Measured surface
of localized
in
each sub-
40 kN, alongwith
other inputs such as radial distances at which deflections are measured, layer thicknesses,
Poisson's ratio values of different layers, applied peak load and loading plate radius, are
used
KGPBACK,
pavement and
which
is
for
a specific version of
BACKGA program
Details of
KGPBACK
are given
in
recommended
is
in
of the Ministry
Appendix-Ill.
6.4
6.4.1
in
identified
Hence
survey
standard temperature
FWD
will
have
to
be corrected. For
pavement temperature
is
recommended
as 35C.
6.4.2
E = ^E,,
...(4)
where,
X,
temperature correction
factor, is
1-0.238 In
7;
1-0.238 In
T2
given as
where.
16
IRC:115-2014
= backcalculated modulus (MPa) at temperature
E-^^
E^2 ~ backcalculated
at
temperature
(C)
The above
trends
modulus (MPa)
(C)
of
factor
to
25
to
40C. The
mm) and
6.4.3
In
000
temperature
is
less than
20C
for
it
to
be applied
for
in this
case.
6.5
6.5.1
layers.
soil,
The extent
to
these guidelines,
period
when
it
is
the subgrade
6.5.2
Where
will
subgrade
in
the
It
is
is,
same
at
its
weakest
measurements during
conducted on
of
intended that the pavement layer moduli values should pertain to the
recession of monsoon.
this period.
affected
is
different
highways
in
in
FWD
these guidelines.
studies
Until
data
regarding the seasonal variation of backcalculated granular and subgrade moduli are available
it
recommended
is
developed
in
R-81
value of subgrade layer from the modulus value backcalculated from deflections collected
summer
respectively. Equations 6
)0-7688_28.9
= 3.351* (E ,
E sub_mon
,
sub_win'
...
(6)
'
^
= 0.8554* (E sub_sum'
E sub_mon
)- 8.461
,
,
...
(7)
'
^
where,
= subgrade
modulus
E sub_mon
^
^
^sub
win
~ subgrade modulus
in
in
monsoon (MPa)
^
winter (MPa)
17
'
IRC:115-2014
= Subgrade
modulus
E sub_sum
^
^
in
summer (MPa)
'
by equations 8 and
9.
)2 + 0.9584* (E
E gran_Mon =- 0.0003 *(E gran_Sum'
)- 32.989
^
^
gran_Sum'
^
...(8)
'
\
where,
~ QraHular layor modulus
^gran mon
E gran_win = granular
.
C3
layer
J
E gran_sum = granular
z>
modulus
in
in
monsoon (MPa)
winter (MPa)
/
\
summer (MPa)
/
General
7.1
7.1.1
for
layer
j
modulus
in
Traffic, in
on actual data. Otherwise, the design traffic may be calculated as per the procedure given
in IRC:37 and Clause 7.4 below. For the purpose of structural design of pavements, only
the number of commercial vehicles of laden weight of 3 tonnes or more will be considered.
The traffic is considered in both directions in the case of two lane road and in the direction
of heavier traffic in the case of multi lane divided highways. To obtain a realistic estimate of
design traffic due consideration should be given to the existing traffic, possible changes in
road network and land-use of the area served, the probable growth of traffic and design life.
Estimate of the initial daily average traffic flow for any road should normally be based on
7-day 24-hours classified traffic counts. However, in exceptional cases where this information
is
7.2
Traffic
An estimate
may be
used.
Growth Rate
a)
b)
in traffic
growth.
in
IRC
guidelines
If
is
not available or
if it
is
less than
Design
Life
The design
of the
life
is
pavement
defined
is
in
necessary.
It
is
recommended
18
that design
life
of overlay should
be
IRC:115-2014
in
Computation of Design
7.4.1
The design
(in
for a shorter
any case.
7.4
axles
may be designed
traffic is
Traffic
considered
maximum
in
traffic) to
life
of the road.
N=
365x[(l + r)"-l]
^ ^
-xAxDxF
,
...(10)
where,
terms of
Initial traffic in
of
The
million
standard axles,
the design
in
msa
in
terms of number
Lane
Vehicle
Damage
Design
life in
traffic in
in
Clause 7.4.2)
Factor (VDF)
years
is
in
decimal (eg
A=P(1+r)^
...(11)
where,
Number
of
Number
of years
between the
last
last
count
construction
7.4.2
Distribution of
assessment
commercial
traffic
i)
of the distribution of
commercial
traffic
m width)
19
IRC:115-2014
roads and to allow for this concentration of wheel load repetitions, the design
should be based on total number of commercial vehicles in both directions.
ii)
in
the design
both directions.
traffic in
If
vehicle
number of commercial
one direction is higher,
recommended.
of the total
damage factor
VDF
is
in
iii)
in
of the total
number of commercial
both directions.
iv)
The design
of dual
be based on
Where
there
is
may be assumed
traffic in
each
direction
way two
to
lane roads,
Where
traffic
width.
damage
7.4.3
Vehicle
7.4.3.1
'
factor
is
commercial vehicles of different axle loads to equivalent number of standard axle load
(80 kN) repetitions. It gives the equivalent number of standard axles per commercial vehicle.
The
vehicle
damage
factor
is
traffic
type of commodities carried, time of the year, terrain, road condition and degree of
enforcement. The
AASHO axle
number of standard
may be used
on an existing road pavement, the vehicle damage factor should be arrived at carefully by
using the relevant available data or carrying out specific axle load surveys depending upon
importance of the project. Minimum sample size to be considered for collecting axle load
data is given in Table 3. Axle load survey should be carried out without any bias for loaded
20
IRC:115-2014
or unloaded vehicles.
in
On some
traffic. In
sections, there
such
may be
situations, the
VDF
purpose of design. Each direction can have different overlay thickness for divided
carriageways depending upon the loading pattern. The Spectrum of axle loads should be
determined separately for single, tandem, tridem and multi axle loads.
for the
Number
Commercial
Vehicles per day
Minimum Percentage
of
Commercial
Traffic to
to
6000
>6000
7.4.3.2
Equations 12
to
be Surveyed
20%
15%
10%
<3000
3000
of
for single
axle with a single wheel on both sides, single axle with dual wheel sets on both sides,
tandem
axle load in
65
^
^
(12)
)
axle load in
(13)
80
t
^
axle load in
(14)
148
t
^
axle load in
(15)
t
7.4.3.3
Where
sufficient information
on axle loads
is
Volume in Terms of
Commercial Vehicles Per Day
VDF
224
Values
Terrain
Initial Traffic
Rolling/Plain
Hilly
0-150
1.5
0.5
150-1500
3.5
1.5
4.5
2.5
damage
OVERLAY DESIGN
The structural condition of the pavement can be assessed in different v/ays. One
such method is the assessment of remaining life which is obtained by estimating the traffic
8.1
21
IRC:115-2014
loads that the pavement
was
Any method
8.2
initially
of remaining
life
compared
Performance
8.3
The
to
It
for
estimation
is,
will
have
its
limitations
and the
results
with other indicators of the structural condition such as surface distress data, test
pit
designed
check whether
all
Criteria
for critical
FWD
used
strains which are indicators of pavement performance
deflection data are
terms of
rutting
Fatigue
in
bituminous layer
reliability is
= 0.711
10-04
given as Equation 16
X [1/j389
10,854
...(16)
[1/MJ
where.
fatigue
life in
maximum
MR
8.3.2
Resilient
modulus
of bituminous mix,
N =
based on
layer;
MPa
Rutting in subgrade
8.4
bottom of bituminous
is
given by Equation 17
5337
(17)
FWD
i)
highways
evaluation.
Measurement of surface
in-service pavement using
deflections
FWD
22
of
homogeneous
section
of
the
IRC:115-2014
ii)
iii)
iv)
will
be done
bituminous layers
All
will
be part of granular
layer.
remaining
its
layer
may be
life
is
being evaluated
cemented
v)
vi)
monsoon
vii)
to
correspond
to post-
Selection of
5'*^
percentile
modulus
5%
(1
of the values
will
be less than
this
Analysis of the in-service pavement using linear elastic layer theory with the
critical
field
and
(b) Vertical
Compressive
ix)
and subgrade
life
rutting
of the
performance
The
criteria
adopted
IRC:37-2012
step viii will be
in
used to estimate the remaining lives from fatigue and rutting consideration.
Remaining life of the pavement will be the shortest of the lives obtained from
bituminous layer fatigue, subgrade rutting and cemented base fatigue (in
case of pavements with cemented base) criteria.
x)
trial
have
be evaluated.
The modulus value of the bituminous overlay material may be selected
as per the guidelines given in IRC:37-2012. Design overlay thickness can
material has to be selected
and the
critical
strains
to
be selected by
trial
in
23
2014
design
traffic
Appendix-IV
level considered.
typical
AASHTO
ASTM D
design example
is
is
design approach.
presented
in
format for
given as Appendix-V.
REFERENCES
(1993),"AASHTO Guide
for
for
COST
Deb Kalyanmoy
India,
New
of Falling
Delhi
Fwa, TF., Tan, C.Y., Chan, W.T (1997), "Back Calculation Analysis of Pavement
Layer Moduli Using Genetic Algorithms", Transportation Research Record, 1570,
1997, pp. 134-142
Goldberg, David E. (2000), "Genetic Algorithms
in
for the
Delhi
IRC:81-1997, "Guidelines
for
Delhi
New
Delhi
Scheme
in
Eastern
Pavements
Government
of India
24
IRC:115-2014
Reddy, K. Sudhakar (1993), "Analytical Evaluation of Flexible Pavements", Ph.D
Thesis (Unpublished) Indian Institute of Technology, Kharagpur,1993.
Reddy, M.A. (2003), "Evaluation of In-Service Flexible Pavement Layer Moduli"
Ph.D Thesis (unpublished) submitted to IIT Kharagpur
Reddy, M.A., Sudhakar Reddy,
Parameters
K.
for Backcalculation of
Pavement Engineering,
Vol
"Falling
5.
Pavement
of
GA
25
to IIT
of Bituminous
Kharagpur.
IRC:115-2014
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26
IRC:115-2014
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IRC:115-2014
Appendix-Ill
(Refer Clause 6.3.1)
one or more moduli. Most of the traditional methods follow iterative approaches
in which the moduli are varied in each step and the computed and measured deflections
are compared. The iterations continue till satisfactory matching between the known and
computed deflections is attained. The methods differ mostly in the techniques used for the
successive selection of new set of modulus values. Other non-traditional techniques such as
artificial neural networks and genetic algorithms have also been used for backcalculation.
estimation of
KGPBACK,
BACKGA program,
111.
GA
is
a specific version of
It
maintains a
it
111.4
The population
is initially
the population
is
calculated.
in
more
its
fitness
each generation. In
crossover operation, two chromosome strings are randomly selected and their portions are
exchanged with a probability P^ to form new individual. The crossover point about which the
strings are exchanged is also selected randomly. In mutation operation, each bit in the string
is flipped according to the probability P^, which is usually very small.
value. Thus, individuals with higher fitness contribute
offsprings
in
Crossover and mutation operations on the mating pool generate offsprings. Fitness
values are calculated for these offspring values. Ail these operations carried out sequentially
111.
28
IRC:115-2014
to
till
the
obtained
111.
in
different generations
Backcalculation using
is
run
will
stipulated.
till
The
is
attained or
stored.
GAsdoes
domain bounds of the layer moduli (range of moduli) are required. Length of chromosome
used to represent the variable is based on the required accuracy of backcalculated values. A
chromosome length of '10' for each layer modulus is generally adequate.
GA
The
squares of the
for
OBJ
...
The
final
111.8
Salient Features of
111.8.1
KGPBACK
uses
different generations
in
KGPBACK
recommended
is
(III.1)
pavements
in its
It
is
that the
data, cores or
GPR.
pit
number
of layers multiplied by
In
0,
KGPBACK,
with
the length of
is
string
of length "10".
GA parameters
It
is
important that
following
GA parameters
29
layer
IRC:115-2014
Population Size
60
Maximum Number
60
of Generations
Crossover Probability
0.74
Mutation Probability
0.10
of the condition of bituminous layers, climatic conditions prevailing at the time of deflection
DCP
tests
recommended
of moduli are
and
for
KGPBACK.
Subgrade Modulus
i)
ii)
If
no information
is
CBR
20
100
to
MPa
an estimate of
in-situ
of
following expression.
Esu.ade(MPa) = (1-uTP/(3.14*r*w)
...
(III.2)
where,
P=
total
load (N) which can be calculated from applied load and radius of
1500 mm
= average of surface deflections measured
1800 mm (if available) radial distances.
at
mm and
The subgrade modulus estimated from the above methods can be used
narrow the range of moduli to be used in the backcalculation process
which can improve the accuracy of the remaining backcalculated moduli.
Experience of backcalculation of subgrade modulus from deflection bowls
to
it
MPa
100 to 500
750
MPa
to
3000
MPa
Bituminous Layer
400
MPa
to 1500
MPa
in
30
IRC:115-2014
Appendix-IV
(Refer Clause 8.4)
DESIGN EXAMPLE
measurements were made using FWD on a national highway in the month of
January. Based on the deflection data and other parameters such as subgrade strength and
pavement layer thicknesses different homogeneous sections have identified. This example
presents the steps involved in the assessment of the in-service pavement and for design
of bituminous overlay for a particular homogeneous section. The following data have been
collected for the homogeneous section.
Deflection
SI.
Existing
170 mm.
Design
Deflections
Traffic
= 100
575 mm.
msa
No
Normalised Deflection
at a Radial
Distance (mm) of
Pavement
Temperature
300
600
900
1200
1500
1800
1)
0.481
0.294
0.216
0.163
0.134
0.107
0.080
35
2)
0.478
0.317
0.231
0.186
0.156
0.130
0.106
35
3)
0.481
0.340
0.242
0.201
0.170
0.139
0.105
36
4)
0.500
0.321
0.233
0.198
0.151
0.130
0.093
36
5)
0.477
0.324
0.240
0.190
0.159
0.138
0.109
36
6)
0.485
0.319
0.230
0.194
0.152
0.141
0.101
37
7)
0.473
0.315
0.229
0.191
0.149
0.131
0.097
37
8)
0.460
0.301
0.223
0.188
0.151
0.130
0.093
38
9)
0.480
0.365
0.251
0.190
0.170
0.152
0.108
38
10)
0.487
0.327
0.245
0.187
0.161
0.148
0.102
38
(C)
Single
Wheel Load
40000
b)
0.56
c)
(N)
(for this
in
FWD
example)
Radial distances
300
(geophone configuration used
31
in
the example)
IRC:115-2014
d)
0.481
0.294
0.216
starting
0.163
0.134
0.107
0.080
e)
575
170
Poisson's
f)
g)
ratio
Suggested Poisson's
ratio
for
See
values are
0.5
0.4
example are
:-
Bituminous layer
750
to
3000
Granular Layer
100
to
500
Subgrade
As mentioned below
:-
0.4
.2,
III.
MPa
MPa
for
44.4, 46.5
.2,
:-
MPa.
57.2 to 83.4;
46.9 to 68.3; 44.4 to 64.7; 49.1 to 71.6; 45.3 to 66.1; 46.6 to 67.9; 48.8 to
71.2; 49.1 to 71.6; 42.7 to 62.2; and 44.6 to 65.1 respectively.
No
SI.
No
test
points
of
the
Bit
GB
Sub
Bit
GB
Sub
1)
1214.1
197.4
70.8
6)
991.9
250.1
57.2
2)
1022.7
254.8
57.3
7)
1040.3
252.4
60.6
3)
1458.2
214.6
55.0
8)
1313.0
245.5
60.1
1295.5
195.4
60.6
9)
1669.4
200.5
53.7
1240.5
245.1
55.4
10)
1247.1
229.4
56.1
for
35C using equations 4 and 5 and granular layers and subgrade moduli
in
respectively.
No
SI.
No
GB
Sub
6)
1085.2
217.1
46.3
46.4
7)
1138.2
219.0
49.7
186.9
44.1
8)
1504.4
213.3
49.2
1354.5
169.9
49.7
9)
1912.8
174.5
42.7
1297.0
213.0
44.5
10)
1428.9
199.7
45.2
Bit
GB
Sub
1)
1214.1
171.7
59.7
2)
1022.7
221.0
3)
1524.7
4)
5)
32
IRC:115-2014
Selecting 15*^ Percentile moduli for the purpose of design, the design moduli
of in-service layers are
:-
MPa
The in-service three layer pavement system has been analysed with the
above corrected moduli values. Standard dual wheel load of 20 kN on each
wheel has been considered for analysis. Contact pressure of 0.56 MPa,
spacing between dual wheels of 310
mm,
The combination
maximum
of existing
208.3
mm
95
subgrade
vertical
VG-30
strain. Elastic
modulus value
of
BC
The
strain at the
bottom of
total
subgrade
Layer thicknesses considered are
Elastic Moduli
Poisson's
used are
ratio
:-
:-
95, 170,
575
values used
in
analysis are
:-
mm
MPa
The
fatigue
life
33
pavement
will
IRC:115-2014
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O
O
I
CD
O
*
cn
Bituminous
Layer
CO
Q.
Granular
CJ3
Layer
(X>
o o O
Q.
O
C O q
= ?L 0
o o
s ^ 0
"D
CD
Subgrade
03
Q.
Q.
Z3
03
CO
o0
73
0
3
03
CO
34
IRC
in
its
to this
periodical,