Condition Assessment of Existing Pavement and Future Maintenance Requirements

CONDITION ASSESSMENT OF EXISTING
PAVEMENT AND FUTURE MAINTENANCE

REQUIREMENTS
Page 1 of 42
Location
Kotwa To Muzaffarpur NH-28
Name of Client
Ceinsys Tech Limited.
Submitted By
Shree Balaji Test House Pvt. Ltd.
(ISO-9001-2008 Certified & Govt Approved Laboratory)
Work/Laboratory
FCA-560 Near Water Tank Chawala Colony,
Ballabgarh Faridabad.(Haryana) .
Tele: - 9212774833
Email: - sbthagra@rediffmail.com
Work Order No.
CEINSYS/INDENT/WSS/17-18/00078, DT:-22.01.2018
REPORT NO: - SBTH/XXXX/03/18, Date: - 22.03.2018
Page 2 of 42
1. General
Pavements are layered structure comprising of combination of materials to carry traffic in a given
climate over the existing soil conditions for a specified time interval. These materials, their
associated properties, and their interactions determine properties of there sultant pavement.
Therefore, a good understanding of these materials, how they are characterized, and how they
perform is fundamental for understanding pavement behaviour and deterioration. As part of soils
and materials investigations report preparation, soil sand materials investigation was conducted.
Also, analysis of subgrade soil properties along the project corridoras well as investigation on
sources of available construction materials from quarries/crushers for the proposed construction
works was carried out.
The schedule of testing covered the gamut of investigations in lights of Terms of Reference (TOR)
includes the following.
Investigation for Road Works: The investigations are carried out to assess the suitability (strength
characteristics)of the existing sub-grade soil along the proposed project corridor for assessment
pavement composition for the partial reconstruction & new construction based on good quality of
soil and materials available at reasonable cost.
Investigation for Construction Materials: To ascertain the suitability and availability of quarry
materials within a reasonable haulage for construction of sub-base, base and top layers
(bituminous/concrete) of the designed pavement.
2. Field Investigation – Sampling and Testing

As mentioned earlier, Field tests were conducted and samples of soil / construction materials were
collected from subgrade of existing road and pavement layers and stone metal / sand quarries. Table
8-8 presents the sampling criteria, tests and testing procedures adopted for various field and
laboratory tests.
i. Investigations on Subgrade of Existing Pavement
3. Sub grade Strength Test Pits
The Subgrade investigations were carried out to know the strength properties of the existing soil.
Visual inspection of the existing pavement condition was carried out prior to commencement of
sub-grade investigation work. The general testing scheme of existing road will indicate testing of at
least three subgrade soil samples for each homogeneous road segment or three samples for each soil
type encountered, whichever is more. It was ensured to dig subgrade strength test pits at every
Page 3 of 42
5.0km (or) lesson the project alignment, even though same soil strata encountered on lengthy
homogeneous sections, while collecting samples. The various in-situtests conducted and laboratory
tests included in the testing program on soil samples along the alignment as per the project
requirements are summarized in Table 1.1 .The pavement composition details (pavement course,
materialtype, and thickness) are also recorded at every test pit.
Discussion on the tests conducted and results obtained are carried out in the following sections.
4. Field Test and Result

Field tests were conducted as per the project requirement to determine the subgrade characteristic
sand strength. The field testing for subgrade soil include
 Dynamic Cone Penetration (DCP)test for determining DCP-CBR at each test pit
Testing Criteria
S. Type of Standard Code
Sampling Criteria
No. Soil Description of Test Applicable
Sample
Existing Subgrade and Pavement Materials
Pavement Thickness of all layer

i) for every 5.0km (or) less a
Composition long the alignment.
Test Pits
Existing Existing bituminous layers’ Gradation
iii) Bituminous material was collected from
Layers the excavated pits and using Bitumen extraction ASTM–D 2172
core cutting machine
Table 1-1: Site Sampling and Testing Criteria

(a)Dynamic Cone Penetration Test
Dynamic Cone Penetration (DCP) tests were conducted at subgrade strength test pit locations to
assess in-situ California Bearing Ratio(CBR) on existing alignment soil, which will be below sub-
grade level. The CBR value was calculated based on different soil layers encountered. The slope
change in the graph(Penetration vs Number of Blows) indicates the interface of two layers of
different penetration resistance. From the graph, thickness of layer and slope (penetration
mm/blow)were calculated.ThefollowingIRC:37-2012 equation has been used to calculate the layer
DCP-CBR value for each layer:
Page 4 of 42
Log10CBR = 2.465 – 1.12 log10N
Dynamic Cone Penetration test results showing penetration of cone in cm and number of blows at
each pit are plotted; DCP-CBR is calculated and given in Annexure 8. The summary is included in
Table 1-1.
The field investigation photographs is presented in Figure 1-1 and the graphical representation of
DCP-CBR is presented in Figure 1-2.
Figure 1-1 : Photographs showing Field Investigations
Page 5 of 42
Table 1-2 : Illustrative Summary of DCP-CBR
Average DCPT Equivalent

SL. NO. CHAINAGE NO. SIDE
CBR (%)
1 506+000 RHS 11.31
2 500+000 RHS 11.50
3 494+000 RHS 13.68
4 490+000 RHS 15.57
5 486+000 RHS 9.94
6 480+000 RHS 16.10
7 475+000 LHS 10.51
8 470+000 RHS 10.88
9 465+000 LHS 22.24
10 460+000 RHS 17.18
11 455+000 LHS 12.44
12 450+000 RHS 9.87
13 445+000 LHS 8.75
14 440+000 RHS 7.19
Figure 1-2 : Curve of DCP-CBR
Page 6 of 42
8.7.1.1. Laboratory Tests and Results
The laboratory testing for sub grade includes:
 Characterization (Grain size, Atterberg limits and free Swell Index) at each of the subgrade
strength test pit
 Laboratory moisture-density characteristics
 4-day soaked CBR test
About 50kg of soil sample was collected in damp proof bag (s) from each test pit from each sub
grade strength test pit for testing purposes. The details like location /chainage & other
identification marks were recorded for the sample bags and double packed with care so that no
damage would occur while transporting to the laboratory for conducting the tests as indicated in
Table 8-8.
a) Soil Classification and Distribution

The laboratory test results of sub grade strength test pits are furnished in Annexure 8.The
illustrative summary of sub grade soil class and properties like Clay and Silt content , Liquid Limit
(LL), Plasticity Index (PI) and Free Swelling Index (FSI) is furnished in Below Figure respectively.
Figure 8-10: Illustrative Summary of Clay and Silt content
Page 7 of 42
Figure 8-31: Illustrative Summary of Liquid Limit
Figure 8-31: Illustrative Summary of FSI
Page 8 of 42
Figure 8-22: Illustrative Summary of Plasticity Index
Observations and Conclusions :
The percentile distribution of soil classification ,LL, PI and FSI is presented in pie and bar charts as
above. The presented values are self-explanatory and the discussion will follow as below.
 shows that subsoil is generally consistent throughout the Project Stretch and is
predominantly Silty Clay soils. Because of this soil type, LL is ranging between 28 % -35 %,
and these values are within the limit as per MoRTH 5th Revision Specifications (<50%).
 The obtained maximum PI of the sub grade soils is 11.4 and the degree of free swell is
20%.
 All the measured PI and FSI values are also within the acceptable limits as per MoRTH 5th
Revision Specifications, of 25% and 50% respectively.
b) Laboratory California Bearing Ratio (CBR) Test
Laboratory CBR tests were carried out on the collected samples as per IS:2720 (Part-16). All the
collected samples were casted at optimum moisture content (OMC) for determination of 4 days
soaked CBR and the details of CBR at every test location are furnished in Annexure 8.
The illustrative summary of 4 days soaked CBR is presented at Below Figure.
Page 9 of 42
Figure 8-33: Illustrative Summary of 4 days soaked CBR Observations and Conclusions
SUMMARY OF SUBGRADE SOIL

% of % of % of Silt Proctor Test Atterberg's Limit AT 97 %
FSI
SL. No LOCAION SIDE Gravel Sand & Clay MDD OMC LIQUID LIMIT SHOAKED CBR Remarks
PL PLASIC INDEX
[%] [%] [%] [%] [gm/cc] [%] [%] [%] [%] [%]
1 506+000 R/S 1.60 34.80 63.60 20.00 1.832 10.90 34.60 23.20 11.40 8.80
2 500+000 R/S 2.80 45.20 52.00 12.50 1.884 9.10 29.80 20.50 9.30 12.10
3 494+000 R/S 3.70 49.80 46.50 12.50 1.892 8.80 30.20 21.20 9.00 12.30
4 490+000 R/S 3.30 43.40 53.30 12.50 1.874 9.60 31.60 21.70 9.90 11.40
5 486+000 R/S 2.70 42.60 54.70 12.50 1.871 9.80 31.90 21.90 10.00 11.20
6 480+000 R/S 2.20 36.80 61.00 17.50 1.854 10.60 33.80 22.50 11.30 9.90
7 475+000 L/S 1.10 40.60 58.30 15.00 1.856 10.40 32.50 21.80 10.70 10.10
8 470+000 R/S 1.80 38.70 59.50 15.00 1.838 10.60 34.40 23.10 11.30 9.20
9 465+000 L/S 2.90 40.90 56.20 15.00 1.869 9.90 31.20 21.40 9.80 10.80
10 460+000 R/S 4.20 50.00 45.80 12.50 1.904 8.40 28.20 20.20 8.00 12.80
11 455+000 L/S 2.30 36.20 61.50 17.50 1.836 10.70 34.10 22.90 11.20 9.10
12 450+000 R/S 3.20 44.20 52.60 12.50 1.881 9.40 30.30 21.40 8.90 11.90
13 445+000 L/S 2.50 38.60 58.90 15.00 1.859 10.30 33.30 22.20 11.10 10.30
14 440+000 R/S 1.90 37.60 60.50 17.50 1.852 10.70 33.30 22.70 10.60 9.60
Figure 8-33: Illustrative Summary of all test results
Page 10 of 42
 The Figure 8-33 shows that the 4-days soaked CBR and are ranging from 8.8 % to 12.8 %
with an average value of 10.68 %.
The below table provides a summary of the soil classification and properties of the soil
encountered along the alignment.
Soil Property Value

Range of LL (%) 28 to 35
Range of PI 8 to 11.4
Free Swell Index (%) 12.50 to 17.50
MDD (g/cc) 1.83 to 1.91
4-DaysSoakedCBR(%) 8.8 to 12.8
Table 8-1: Summary of Subgrade Soil Properties
Page 11 of 42
Figure 1-3 : Photographs showing thickness
Table 1-3: Summary of Pavement Composition
Pavement Composition (mm)

Location Side Total
S. No.
(km.) (LHS/RHS) BC DBM WMM GSB Thickness
1 506+000 RHS 70 110 220 290 690

2 500+000 RHS 96 150 270 310 826
3 494+000 RHS 119 159 250 290 818
4 490+000 RHS 90 169 268 320 847
5 486+000 RHS 70 176 249 349 844
6 480+000 RHS 74 180 270 320 844
7 475+000 LHS 70 130 249 300 749
8 470+000 RHS 65 90 270 320 745
9 465+000 LHS 65 90 270 320 745
10 460+000 RHS 50 79 250 290 669
11 455+000 LHS 54 89 260 304 707
12 450+000 RHS 70 94 240 300 704
13 445+000 LHS 90 100 239 290 719
14 440+000 RHS 74 90 230 276 670
Page 12 of 42
Figure 1-3 : Curve of Pavement Composition
Table 1-4: Summary of Bituminous Core Cutting
Density of Core
Location Side Volume of

(km.) (LHS/RHS)
Weight Weight SSD Density
S. No. water
in air in Water Weight of Core
displaced
(gm) (gm) (gm) (gm/cc)
(5-4)
1 506+000 RHS 523.4 313.8 532.6 218.8 2.392
2 500+000 RHS 541.1 325.8 549.3 223.5 2.421
3 494+000 RHS 488.8 298.7 499.5 200.8 2.434
4 490+000 RHS 518.0 311.3 527.8 216.5 2.393
5 486+000 RHS 510.2 304.7 519.2 214.5 2.379
6 480+000 RHS 548.5 327.6 555.3 227.7 2.409
7 475+000 LHS 503.7 303.3 512.0 208.7 2.414
8 470+000 RHS 536.5 319.4 544.4 225 2.384
9 465+000 LHS 495.2 301.4 505.1 203.7 2.431
10 460+000 RHS 536.4 317.8 543.8 226 2.373
11 455+000 LHS 529.1 315.9 538.2 222.3 2.380
12 450+000 RHS 539.4 323.1 546.8 223.7 2.411
Page 13 of 42
13 445+000 LHS 521.8 312.0 530.7 218.7 2.386
14 440+000 RHS 518.6 308.2 526.7 218.5 2.373
EXTRACTION & SIEVE ANALYSIS

BITUMEN EXTRACTION(BC)
LOCATION:-506+000 RHS
WT OF TOTAL MIX GM 580.0
WT OF FILTER PAPER BEFORE EXTRACTION GM 12.38
WT OF FILTER PAPER AFTER EXTRACTION GM 12.60
WT OF SAMPLE AFTER EXTRACTION GM 553.0
BITUMEN CONTENT %
4.62
GRADIATION
Sieves Wt Retain cum. Ret wt Cum. % Ret wt % Passing Limit
26.5 100
0.0 0.0 0.00 100
19 96.8 90-100
17.7 17.7 3.20
13.2 59-79
116.7 134.4 24.30 75.7
9.5 52-72
43.1 177.5 32.10 67.90
4.75 35-55
103.4 280.9 50.80 49.20
2.36 28-44
68.6 349.5 63.20 36.80
1.18 20-34
64.1 413.6 74.80 25.20
0.6 15-27
29.9 443.5 80.20 19.80
0.3 10--20
31.0 474.5 85.80 14.20
0.150 5--13
32.1 506.5 91.60 8.40
0.075 2--8
25.4 532.0 96.20 3.80
PAN 21.0 553.0 100.00
Page 14 of 42
BITUMEN CONTENT %
4.85
GRADIATION
26.5 100
0.0 0.0 0.00 100
19 98.1 90-100
10.9 10.9 1.90
13.2 59-79
136.9 147.8 25.80 74.2
9.5 52-72
26.9 174.7 30.50 69.50
4.75 35-55
104.8 279.5 48.80 51.20
2.36 28-44
63.6 343.0 59.90 40.10
1.18 20-34
96.8 439.8 76.80 23.20
0.6 15-27
26.3 466.2 81.40 18.60
0.3 10--20
29.2 495.4 86.50 13.50
0.150 5--13
33.8 529.2 92.40 7.60
0.075 2--8
26.9 556.1 97.10 2.90
PAN
16.6 572.7 100.00
Page 15 of 42
BITUMEN CONTENT %
4.98
GRADIATION
26.5 100
0.0 0.0 0.00 100
19 96.10 90-100
22.7 22.7 3.90
13.2 59-79
114.5 137.1 23.60 76.40
9.5 52-72
65.7 202.8 34.90 65.10
4.75 35-55
103.4 306.2 52.70 47.30
2.36 28-44
58.1 364.3 62.70 37.30
1.18 20-34
77.9 442.2 76.10 23.90
0.6 15-27
20.3 462.6 79.60 20.40
0.3 10--20
44.2 506.7 87.20 12.80
0.150 5--13
23.8 530.5 91.30 8.70
0.075 2--8
31.4 561.9 96.70 3.30
PAN
19.2 581.1 100.00
Page 16 of 42
BITUMEN CONTENT %
4.65
GRADIATION
26.5 100
0.0 0.0 0.00 100
19 97.50 90-100
13.7 13.7 2.50
13.2 59-79
122.0 135.7 24.70 75.30
9.5 52-72
36.8 172.5 31.40 68.60
4.75 35-55
104.4 276.9 50.40 49.60
2.36 28-44
61.0 337.9 61.50 38.50
1.18 20-34
73.6 411.6 74.90 25.10
0.6 15-27
35.7 447.3 81.40 18.60
0.3 10--20
29.7 477.0 86.80 13.20
0.150 5--13
31.3 508.3 92.50 7.50
0.075 2--8
22.5 530.8 96.60 3.40
PAN
18.7 549.5 100.00
Page 17 of 42
BITUMEN CONTENT %
4.46
GRADIATION
26.5 100
0.0 0.0 0.00 100
19 92.80 90-100
38.9 38.9 7.20
13.2 59-79
83.2 122.1 22.60 77.40
9.5 52-72
56.7 178.8 33.10 66.90
4.75 35-55
88.6 267.4 49.50 50.50
2.36 28-44
56.2 323.6 59.90 40.10
1.18 20-34
57.8 381.5 70.60 29.40
0.6 15-27
33.5 415.0 76.80 23.20
0.3 10--20
47.5 462.5 85.60 14.40
0.150 5--13
34.0 496.5 91.90 8.10
0.075 2--8
22.7 519.2 96.10 3.90
PAN
21.1 540.3 100.00
Page 18 of 42
BITUMEN CONTENT %
4.76
GRADIATION
26.5 100
0.0 0.0 0.00 100
19 96.10 90-100
21.6 21.6 3.90
13.2 59-79
109.2 130.8 23.60 76.40
9.5 52-72
45.5 176.3 31.80 68.20
4.75 35-55
90.4 266.6 48.10 51.90
2.36 28-44
73.7 340.3 61.40 38.60
1.18 20-34
39.9 380.2 68.60 31.40
0.6 15-27
65.4 445.7 80.40 19.60
0.3 10--20
32.7 478.4 86.30 13.70
0.150 5--13
29.4 507.7 91.60 8.40
0.075 2--8
29.4 537.1 96.90 3.10
PAN
17.2 554.3 100.00
Page 19 of 42
LOCATION:-475+000 LHS
BITUMEN CONTENT %
4.76
GRADIATION
26.5 100
0.0 0.0 0.00 100
19 97.80 90-100
12.2 12.2 2.20
13.2 59-79
126.9 139.1 25.10 74.90
9.5 52-72
42.1 181.3 32.70 67.30
4.75 35-55
103.7 284.9 51.40 48.60
2.36 28-44
39.9 324.8 58.60 41.40
1.18 20-34
59.3 384.1 69.30 30.70
0.6 15-27
67.6 451.8 81.50 18.50
0.3 10--20
29.9 481.7 86.90 13.10
0.150 5--13
16.6 498.3 89.90 10.10
0.075 2--8
31.6 529.9 95.60 4.40
PAN
24.4 554.3 100.00
Page 20 of 42
BITUMEN CONTENT %
4.50
GRADIATION
26.5 100
0.0 0.0 0.00 100
19 96.90 90-100
16.6 16.6 3.10
13.2 59-79
111.1 127.7 23.90 76.10
9.5 52-72
40.6 168.3 31.50 68.50
4.75 35-55
100.4 268.7 50.30 49.70
2.36 28-44
47.5 316.2 59.20 40.80
1.18 20-34
59.8 376.1 70.40 29.60
0.6 15-27
50.2 426.3 79.80 20.20
0.3 10--20
32.1 458.3 85.80 14.20
0.150 5--13
16.6 474.9 88.90 11.10
0.075 2--8
39.5 514.4 96.30 3.70
PAN
19.8 534.2 100.00
Page 21 of 42
BITUMEN CONTENT %
4.95
GRADIATION
26.5 100
0.0 0.0 0.00 100
19 98.20 90-100
10.5 10.5 1.80
13.2 59-79
122.5 133.0 22.70 77.30
9.5 52-72
43.4 176.4 30.10 69.90
4.75 35-55
107.8 284.2 48.50 51.50
2.36 28-44
59.8 344.0 58.70 41.30
1.18 20-34
55.7 399.7 68.20 31.80
0.6 15-27
73.3 472.9 80.70 19.30
0.3 10--20
35.2 508.1 86.70 13.30
0.150 5--13
30.5 538.5 91.90 8.10
0.075 2--8
21.1 559.6 95.50 4.50
PAN
26.4 586.0 100.00
Page 22 of 42
BITUMEN CONTENT %
4.31
GRADIATION
26.5 100
0.0 0.0 0.00 100
19 97.30 90-100
14.2 14.2 2.70
13.2 59-79
112.3 126.5 24.10 75.90
9.5 52-72
47.8 174.2 33.20 66.80
4.75 35-55
84.5 258.7 49.30 50.70
2.36 28-44
52.0 310.7 59.20 40.80
1.18 20-34
58.8 369.5 70.40 29.60
0.6 15-27
59.3 428.8 81.70 18.30
0.3 10--20
21.5 450.3 85.80 14.20
0.150 5--13
34.1 484.4 92.30 7.70
0.075 2--8
22.6 507.0 96.60 3.40
PAN
17.8 524.8 100.00
Page 23 of 42
BITUMEN CONTENT %
4.51
GRADIATION
26.5 100
0.0 0.0 0.00 100
19 95.90 90-100
21.9 21.9 4.10
13.2 59-79
113.9 135.9 25.40 74.60
9.5 52-72
29.4 165.3 30.90 69.10
4.75 35-55
109.1 274.4 51.30 48.70
2.36 28-44
50.8 325.2 60.80 39.20
1.18 20-34
46.5 371.8 69.50 30.50
0.6 15-27
61.0 432.7 80.90 19.10
0.3 10--20
31.0 463.8 86.70 13.30
0.150 5--13
34.2 498.0 93.10 6.90
0.075 2--8
19.8 517.8 96.80 3.20
PAN
17.1 534.9 100.00
Page 24 of 42
BITUMEN CONTENT %
4.80
GRADIATION
26.5 100
0.0 0.0 0.00 100
19 93.80 90-100
34.1 34.1 6.20
13.2 59-79
112.3 146.4 26.60 73.40
9.5 52-72
41.3 187.7 34.10 65.90
4.75 35-55
97.4 285.1 51.80 48.20
2.36 28-44
46.8 331.8 60.30 39.70
1.18 20-34
51.7 383.6 69.70 30.30
0.6 15-27
58.9 442.4 80.40 19.60
0.3 10--20
37.4 479.9 87.20 12.80
0.150 5--13
30.3 510.1 92.70 7.30
0.075 2--8
19.3 529.4 96.20 3.80
PAN
20.9 550.3 100.00
Page 25 of 42
BITUMEN CONTENT %
4.60
GRADIATION
26.5 100
0.0 0.0 0.00 100
19 97.10 90-100
15.7 15.7 2.90
13.2 59-79
121.5 137.2 25.40 74.60
9.5 52-72
35.1 172.3 31.90 68.10
4.75 35-55
94.5 266.8 49.40 50.60
2.36 28-44
52.4 319.2 59.10 40.90
1.18 20-34
51.8 371.0 68.70 31.30
0.6 15-27
48.1 419.1 77.60 22.40
0.3 10--20
44.8 463.9 85.90 14.10
0.150 5--13
31.3 495.3 91.70 8.30
0.075 2--8
25.4 520.7 96.40 3.60
PAN
19.4 540.1 100.00
Page 26 of 42
BITUMEN CONTENT %
4.21
GRADIATION
26.5 100
0.0 0.0 0.00 100
19 96.30 90-100
19.5 19.5 3.70
13.2 59-79
111.4 130.9 24.80 75.20
9.5 52-72
42.2 173.2 32.80 67.20
4.75 35-55
94.5 267.6 50.70 49.30
2.36 28-44
51.7 319.4 60.50 39.50
1.18 20-34
48.0 367.4 69.60 30.40
0.6 15-27
34.8 402.3 76.20 23.80
0.3 10--20
52.3 454.5 86.10 13.90
0.150 5--13
26.4 480.9 91.10 8.90
0.075 2--8
24.3 505.2 95.70 4.30
PAN
22.7 527.9 100.00
Observations and Conclusions:

 The existing pavement along the project corridor is flexible in nature. The pavement
composition comprises of bituminous layer, granular base/ sub base on subgrade.
 From km 506+000 to km 440+000,the Project Stretch is possessing average of 197 mm thick
bituminous layers over 558 mm of granular layers.
Page 27 of 42
FWD REPORT
Page 28 of 42
TEST REPORT ON
FALLING WEIGHT DEFLECTOMETER (FWD)

TECHNIQUE
Page 29 of 42
1. INTRODUCTION
The FWD is a non-destructive testing device used to evaluate the structural condition of pavements
for rehabilitation projects, research, and pavement structure failure determinations.
To determine the pavement condition it is necessary to measure the deflection of the pavement
under prescribed loads using standardised procedures. This can be done using two automated
devices available in South Australia. They are the Falling Weight Deflectometer (FWD) and the
Deflectograph.
The FWD was developed in Europe and has been available for use as a test device for over 30
years.
Selecting the type of rehabilitation to be used for given situation is of considerable economic
significance and to arrive at that decision without any knowledge of the structural condition of the
pavement may be expensive.
2. General Description of FWD
During FWD testing, a load pulse is achieved by dropping a constant mass with rubber buffers
through a particular height onto a loading platen. The load is usually transmitted to the pavement
via a 300mm 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 Figure.
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 Segmented FWD Load Plate
Diagramatic Representation of FWD
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 Load Pulse
As stated earlier the load pulse is achieved by dropping a constant mass onto a loading platen via
rubber buffers. Differences in manufacturers design have resulted in varying pulse shapes for the
same peak load. However, most FWD's have a load rise time from start of pulse to peak of between
5 and 30 milliseconds and have a load pulse width of between 20 and 60 millisecond.
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(2). Figure 4 shows a typical deflection profile for a FWD load pulse.
Typical Longitidunal Strain Profile for Moving Wheel (100km/h)
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Falling Weight Deflectometer (FWD) is an impulse-loading device in which a transient load is
applied to the pavement and the deflected shape of the pavement surface 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.
Different magnitudes of impulse load can be obtained by selection of a suitable mass and an
appropriate height of fall. Under the application of the impulse load, the pavement deflects.
Velocity transducers are placed on the pavement surface at different
Radial locations to measure surface deflections. Geophones or seismometers are used as

displacement transducers. Load and deflection data are acquired with the help of a data acquisition
system.
Typical Falling Weight Deflectometers (FWD) include a circular loading plate of 300 or 450 mm
diameter. In these guidelines 300 mm diameter load plate is recommended. A rubber pad of 5 mm
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minimum thickness should be glued to the bottom of the loading plate for uniform distribution of
load. Alternatively, segmented loading plates (with two to four segments) can be used for better
load distribution.
A falling mass in the range of 50 to 350 kg is dropped from a height of fall in the range of 100 to
600 mm to produce load pulses of desired peak load and duration. Heavier models use falling mass
in the range of 200 to 700 kg. The target peak load to be applied on bituminous pavements is 40 KN
(+/- 4 KN), which corresponds to the load on one dual wheel
set of a 80 KN standard axle load. The target peak load can be decreased suitably if the peak
maximum (central) deflection measured with 40 KN load exceeds the measuring capacity of the
deflection transducer. Similarly, the load can be increased to produce deflection of at least 10 |jm at
a radial distance of 1.2 m. If it is known from construction records or from coring or from test pits
that subgrade is stiff and hence smaller than 10 pm deflections are expected, testing with increased
loads will not be required. If the applied peak load differs from 40 KN, the measured deflections
have to be normalized to correspond to the standard target load of 40 KN. The normalization of
deflections can be done linearly. For example, if the measured deflection is 0.80 mm for an applied
peak load of 45 KN, the normalized deflection for a standard load of 40 KN is 0.711 mm (0.80 *
(40/45)). The load cells used to measure load pulses produced by FWD should have a reading
resolution of 0.1 KN or better and should give readings accurate to 2 percent of measured value.
The stiffness of bituminous layers and hence the response of a pavement depends on the pulse
shape of the applied load (COST 336, 2005). Most FWDs have a load rise time (from start of pulse
to peak) of between 5 ms and 30 ms and have a load pulse base width in the interval of 20 ms to 60
ms (COST 336, 2005). The duration of impulse load is maintained approximately equal to the time
needed to traverse the length of a tyre imprint at a speed of about 60 km/h which is in the range of
20 to 30 ms. The FWDs used for evaluation should be capable of producing load pulses with
loading time in the range of 15 to 50 ms.
Sufficient number of deflection transducers should be used to adequately capture the 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
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should have a reading resolution of at least 1 pm and should be accurate to +/- 2 percent of the
reading. Typical geophone position configurations (number and radial distances measured from
center of load plate) commonly used for flexible pavement evaluation are ;- (i) 7 sensors at 0, 300,
600, 900, 1200, 1500 and 1800 mm radial distances (ii) 7 sensors at 0, 200, 300, 450, 600, 900,
1500 mm radial distances (iii) 6 sensors at 0, 300, 600, 900, 1200 and 1500 mm radial distances and
(iv) 6 sensors at 0, 200, 300, 600, 900, 1200 mm radial distances.
3. Choice of Test Lane, Test Load
The location of the FWD tests 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 tracks for
comparison purposes and to ascertain the residual life of the relatively untracked pavement.
FWD surveys on two way single carriageway roads can be carried out in one direction or
alternatively in both directions using "staggered" locations as shown in Figure
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.
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Data Required per Test Length
The following data should be recorded for each test length: This data should be recorded and saved
in a file format similar to the example shown in Appendix C (.F20).
· Deflection sensor offsets
· Base plate diameter
· Deflection sensor numbers and gain factors
· Test program filename and drops stored on file
· Name and number of test length, carriageway
· Name of operator
· Date of survey
· State of filtering/ smoothing option and cut off frequency
The following data should be recorded for each test point:
· Location (chainage, lane, transverse position in the lane)
· Time and date
· Air temperature
· Pavement temperature (if measured)
· Peak Load and Peak Deflections for each drop recorded
· Drop number
· Relevant comment e.g. Marker Plate number

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4. 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 250 C. Bituminous bound 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 test an 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 measurement 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 method used for measuring pavement temperatures is described in 3.3. 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 deflections/layer
moduli they should be normalised 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 deflections and the bituminous bound layer stiffness then normalised. There are
a number of normalisation methods available (ELMOD etc), some of which are contained within
back calculation packages. An example of three such temperature stiffness relationships is shown as
per IRC-115
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5. Normalization of deflections to standard load
The actual peak load achieved during a FWD test will depend on the reaction of the pavement to the
load application. The normalising of deflections to standard load makes the comparison of
deflections possible. The deflections are normalised to 40 KN target load by linear extrapolation.
This means that the deflections are multiplied by the factor (ptarget/pmeasured). The contact
pressure
equivalent of the target load (40 KN) on a 300-mm diameter plate is 566 KPa. For example, if the
deflections of a specific drop are due to a 570 KPa load, then the measured deflections are
multiplied by 566/570 = 0.993 to give normalised deflections.
6. Deflection Parameters
There are a number of different ways of presenting FWD deflection data. One useful method of
deflection analysis is to plot more than one deflection parameter against distance on the same graph.
These plots may also contain marker information, which can be used to identify features along the
test sections (e.g. changes in construction, bridges etc.). An example of such a plot
is shown in Figure
7. Bowl matching by interpretation of bowl Database
This approach involves the generation of a database containing a large number of deflection bowls.
A set of seed moduli or upper and lower bounds are used as input for the initial database. The
measured deflection bowls are then compared to those in the database in order to reduce the error
between the measured and calculated deflections. This is usually done either by regression
Different programs can handle various numbers of layers usually up to four or five. Most programs
tend to work best however when the number of layers is restricted to three. Therefore the modelling
of pavements will often require that layers of similar stiffness behaviour be grouped together in
order to reduce the overall number of layers. A three-layer structure is shown in Figure. Some
programs recommend that modular ratios be set in the case of more than three layers. This method
can be used in cases where there are two distinct granular layers with different stiffness values.
Generally, it is recommended that the model should contain only one stiff layer(bituminous bound)
and that moduli decrease significantly with depth.
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8. Pavement Modelling
For calculation of stiffness moduli it is usually recommended that the thickness of the bituminous
bound layer be at least half the radius of the FWD loading plate. In cases where this criterion is not
met, a realistic stiffness value based on temperature and degree of cracking is usually assumed for
thin layers. It is generally recommended also that the thickness of layers increase significantly with
depth.
Determination of Pavement Layer Thicknesses 5.5.1 Pavement layer thicknesses are essential
inputs to the process of back calculation of layer moduli and, in turn, to the estimation of remaining
life and overlay requirements of the in-service pavement. Hence, it is necessary that accurate
information is collected about layer thicknesses from different sources. Layer thicknesses can be
obtained from historical data, by coring bound layers and/or by excavating test pits and/or through
the non-destructive Technique of Ground Penetrating Radar (GPR) survey.
As it has generally been difficult to get accurate records of as-constructed layer thicknesses, the
most effective method of determining thicknesses of all the layers has been the excavation of test
pits at suitable spacing and measure the layer thicknesses. Samples of different layer materials can
be collected from the test pits which can be examined for signs of degradation and contamination of
granular layers, stripping of bituminous mixes, identification of rutted layers. The samples can be
tested in the laboratory for evaluating the layer moduli and for exploring causes of distresses,
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especially in bituminous mixes. This information will be useful for validating the layer moduli back
calculated from analysis besides being useful in explaining the causes for some of the distresses
observed on the surface.
9. 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 loads that the pavement was
initially designed for and subtracting from them the traffic loads that have already been carried by
the pavement. Some other methods estimate the remaining life of the pavement directly from the
critical stress or strain levels in the present condition, without taking into account the volume of
traffic already carried. Another approach is to compare the moduli of the present layers with those
the layers were expected to have initially. There are also procedures which correlate the deflections
or deflection bowl shape parameters with the remaining life of the pavement. In these guidelines,
the method in which the remaining life of the pavement is estimated from the critical strains
computed for the present condition of the pavement is adopted.
Any method of remaining life estimation will have its limitations and the results cannot
automatically be accepted. It is, hence, very important that the estimations be compared with other
indicators of the structural condition such as surface distress data, test pit inspection, coring data,
etc., to check whether all these data give similar indications.
Performance Criteria
The layer moduli of in-service pavement back calculated from FWD deflection data are used to
analyse the pavement for critical strains which are indicators of pavement performance in terms of
rutting and fatigue cracking. The following approach is proposed for design of bituminous overlays
for existing flexible pavements. The mechanistic criteria (fatigue and rutting) adopted in the Indian
Roads Congress guidelines (IRC:37-2012) for design of flexible pavements form the basis for the
overlay design method. Performance models adopted in these guidelines are given IRC-115.
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10. OVERLAY DESIGN
 For Overlay Surface:-
1 Surface Crust to be considered as per IRC-37-2012 (Guidelines for Design of Flexible

Pavements - 10.1 for Granular Base and Sub Base)
2 As per Data Supplied by Agency DCP CBR 12.65 %, GSB 306mm, BT 100mm,
Total – 384mm
3 As per details traffic considered 30 msa ...
 Overlay Thickness Recommended

DBM of 122mm + BC of 76mm to be provided on DBM Surface
11. CONCLUSION
Here in these report deflection measurements taken from FWD have been converted in equivalent
BBD results and overlay is design as per the curves given in IRC-81
Please Find Observation Data attached here……
From: Shree Balaji Test House Pvt. Ltd.
Technical Manager
Authorized Signatory
Page 41 of 42
SITE PHOTO
Page 42 of 42

Condition Assessment of Existing Pavement and Future Maintenance Requirements

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Condition Assessment of Existing Pavement and Future Maintenance Requirements

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CONDITION ASSESSMENT OF EXISTING

PAVEMENT AND FUTURE MAINTENANCE

Kotwa To Muzaffarpur NH-28

Ceinsys Tech Limited.

Shree Balaji Test House Pvt. Ltd.

(ISO-9001-2008 Certified & Govt Approved Laboratory)

FCA-560 Near Water Tank Chawala Colony,

Work Order No.

REPORT NO: - SBTH/XXXX/03/18, Date: - 22.03.2018

2. Field Investigation – Sampling and Testing

4. Field Test and Result

Pavement Thickness of all layer

Table 1-1: Site Sampling and Testing Criteria

Figure 1-1 : Photographs showing Field Investigations

Average DCPT Equivalent

Figure 1-2 : Curve of DCP-CBR

a) Soil Classification and Distribution

Figure 8-10: Illustrative Summary of Clay and Silt content

Figure 8-31: Illustrative Summary of FSI

Observations and Conclusions :

The illustrative summary of 4 days soaked CBR is presented at Below Figure.

SUMMARY OF SUBGRADE SOIL

Figure 8-33: Illustrative Summary of all test results

Soil Property Value

Table 8-1: Summary of Subgrade Soil Properties

Table 1-3: Summary of Pavement Composition

Pavement Composition (mm)

1 506+000 RHS 70 110 220 290 690

Table 1-4: Summary of Bituminous Core Cutting

Location Side Volume of

EXTRACTION & SIEVE ANALYSIS

WT OF FILTER PAPER BEFORE EXTRACTION GM 12.38

WT OF FILTER PAPER AFTER EXTRACTION GM 12.60

WT OF SAMPLE AFTER EXTRACTION GM 553.0

WT OF FILTER PAPER BEFORE EXTRACTION GM 13.17

WT OF FILTER PAPER AFTER EXTRACTION GM 13.44

WT OF SAMPLE AFTER EXTRACTION GM 572.7

WT OF FILTER PAPER BEFORE EXTRACTION GM 12.82

WT OF FILTER PAPER AFTER EXTRACTION GM 13.06

WT OF SAMPLE AFTER EXTRACTION GM 581.1

WT OF FILTER PAPER BEFORE EXTRACTION GM 12.63

WT OF FILTER PAPER AFTER EXTRACTION GM 12.91

WT OF SAMPLE AFTER EXTRACTION GM 549.5

WT OF FILTER PAPER BEFORE EXTRACTION GM 13.30

WT OF FILTER PAPER AFTER EXTRACTION GM 13.55

WT OF SAMPLE AFTER EXTRACTION GM 540.3

WT OF FILTER PAPER BEFORE EXTRACTION GM 12.54

WT OF FILTER PAPER AFTER EXTRACTION GM 12.81

WT OF SAMPLE AFTER EXTRACTION GM 554.3

WT OF FILTER PAPER BEFORE EXTRACTION GM 12.54

WT OF FILTER PAPER AFTER EXTRACTION GM 12.81

WT OF SAMPLE AFTER EXTRACTION GM 554.3

WT OF FILTER PAPER BEFORE EXTRACTION GM 12.18

WT OF FILTER PAPER AFTER EXTRACTION GM 12.39

WT OF SAMPLE AFTER EXTRACTION GM 534.2

WT OF FILTER PAPER BEFORE EXTRACTION GM 12.48

WT OF FILTER PAPER AFTER EXTRACTION GM 12.63

WT OF SAMPLE AFTER EXTRACTION GM 586.0

WT OF FILTER PAPER BEFORE EXTRACTION GM 13.32

WT OF FILTER PAPER AFTER EXTRACTION GM 13.58

WT OF SAMPLE AFTER EXTRACTION GM 524.8

WT OF FILTER PAPER BEFORE EXTRACTION GM 12.81

WT OF FILTER PAPER AFTER EXTRACTION GM 13.06