Falling Weight Deflectometer Correlation

Zaghloul, Sameh; Ahmed, Zubair; Swan, D J; Jumikis, Andris A.; Vitillo, Nick

doi:10.1177/0361198105190500110

Cited by 5 publications

(3 citation statements)

References 1 publication

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Different FWD devices used for measurements. Nonreproducibility of results when using different types of FWDs has been documented in the literature (14,15).…”

Section: Modulus Comparisonmentioning

confidence: 99%

Necessary Assessment of Use of State Pavement Management System Data in Mechanistic–Empirical Pavement Design Guide Calibration Process

Mamlouk

Zapata

2010

Transportation Research Record: Journal of the Transportation R

View full text Add to dashboard Cite

Calibration and validation of the Mechanistic–Empirical Pavement Design Guide (MEPDG) for state department of transportation (DOT) networks requires detailed information for a variety of pavement inputs. The biggest database resource that most states possess is their pavement management system (PMS). It is understandable for any DOT to maximize the use of this resource to the greatest extent possible. However, before any state uses PMS data in MEPDG calibration, it is important that a careful comparison be made of the equality of the measurements, data, and so forth in the PMS database with national Long-Term Pavement Performance (LTPP) values. The purpose of this paper is to review possible differences between several key data found in a state PMS database and the LTPP database. Arizona Department of Transportation (ADOT) PMS data are used for this purpose. The specific variables examined in this paper deal with distress type (rutting, cracking, and roughness) and nondestructive deflection testing (NDT) backcalculated moduli to predict in situ pavement layer properties. It was concluded that significant differences did exist between the ADOT PMS values and LTPP measurements. Differences were found between ADOT's NDT measurements and LTPP data in rut measurements, asphalt cracking, international roughness index, and all layer backcalculated moduli. Consequently, ADOT may incur significant expense to calibrate the MEPDG to Arizona conditions. The paper discusses several possible reasons for differences between the PMS data of a specific agency and those in the LTPP database.

show abstract

“…Different FWD devices used for measurements. Nonreproducibility of results when using different types of FWDs has been documented in the literature (14,15).…”

Section: Modulus Comparisonmentioning

confidence: 99%

Necessary Assessment of Use of State Pavement Management System Data in Mechanistic–Empirical Pavement Design Guide Calibration Process

Mamlouk

Zapata

2010

Transportation Research Record: Journal of the Transportation R

View full text Add to dashboard Cite

show abstract

“…The nonlinear stress-strain response of unbound granular materials has to be modeled satisfactorily when numerical analysis is used for pavement structures [3]. Zaghloul S.White T. (1993),ABAQUS, a three-dimensional, dynamic finite element program (3D-DFEM), was used to analyze flexible pavements subjected to moving loads at various speeds [4].…”

Section: Introductionmentioning

confidence: 99%

The Tension Fracture Simulation on the Asphalt Pavement with the Insufficient Compaction Roadbed

Wang

Feng

Zhang

2011

AMR

View full text Add to dashboard Cite

For the study of soft subgrade pavement cracking process, it establishes the pavement structure tension crack model by elastic layered theory. Based on the finite element method, it studies the tension crack evolution process. It establishes the tension crack stress criterion to the roadbed. Analysis shows that the distresses of asphalt pavement of the real highway results from the damage by asymmetric sedimentation which is under excessively axle loading on pavement structure, rather than the fatigue damage by axle loading repetitions in the condition of asymmetric intensity in the same layer. The results show that the soft degree of the subgrade is proportional to the tensile stress, the more localized soft, the easier to crack the road. The soft roadbed does not have a homogeneous structure of the road surface, the tension stress rupture occurred in the discontinuous surface. The road structure has a set of tensile stress under the circulation wheel load, it formats a new fracture surface, and the structure form corresponding evolves, and causes stress state change. At last most of the road sub-base crack, and surface cracking occurres, so the pavement failure.

show abstract

“…to withstand traffic loads over its anticipated service life (4). Because structural data may be collected and analyzed by using a variety of different methods, many of which have been developed to meet specific agency needs in different locales, numerous protocols and numerical models are available.…”

mentioning

confidence: 99%

Use of Falling Weight Deflectometer Data for Network-Level Flexible Pavement Management

Crook¹,

Montgomery

Guthrie

2012

Transportation Research Record: Journal of the Transportation R

View full text Add to dashboard Cite

The objectives of this research were to investigate spatial and temporal falling weight deflectometer (FWD) testing rates employed in network-level pavement management by selected state departments of transportation (DOTs) and to recommend specific methods of FWD analysis that best reflected actual pavement conditions. With funding from the Utah DOT, a literature review and a telephone questionnaire survey were performed. FWD data collected from Legacy Parkway and Long-Term Pavement Performance Program Site 49-1001 were analyzed with models by Noureldin, Hoffman, Jameson, COST (European Cooperation in Science and Technology), Rohde, and AASHTO, as well as with multiple-layer linear elastic analysis (MLLEA), which was assumed to be the most accurate of the methods evaluated in this study. In consideration of (a) the results of two-way comparisons with the MLLEA method, (b) applicability to situations in which pavement layer thicknesses are not known, and (c) simplicity, the COST method is recommended for general implementation. To the extent that the data sets analyzed in this research are representative of the Utah DOT pavement network, the COST model should be modified according to the regression results developed in this research to produce more accurate calculations of structural number. Application of temperature corrections to FWD deflections is recommended for structural pavement monitoring.

show abstract

Falling Weight Deflectometer Correlation

Cited by 5 publications

References 1 publication

Necessary Assessment of Use of State Pavement Management System Data in Mechanistic–Empirical Pavement Design Guide Calibration Process

Necessary Assessment of Use of State Pavement Management System Data in Mechanistic–Empirical Pavement Design Guide Calibration Process

The Tension Fracture Simulation on the Asphalt Pavement with the Insufficient Compaction Roadbed

Use of Falling Weight Deflectometer Data for Network-Level Flexible Pavement Management

Contact Info

Product

Resources

About