Вы находитесь на странице: 1из 9

California Test 356

STATE OF CALIFORNIA—BUSINESS, TRANSPORTATION AND HOUSING AGENCY June 2004

DEPARTMENT OF TRANSPORTATION
DIVISION OF ENGINEERING SERVICES
Transportation Laboratory
5900 Folsom Blvd.
Sacramento, California 95819-4612

METHODS OF TEST TO OBTAIN FLEXIBLE PAVEMENT DEFLECTION


MEASUREMENTS FOR DETERMINING PAVEMENT
REHABILITATION REQUIREMENTS

CAUTION: Prior to handling test materials, performing equipment setups, and/or conducting
this method, testers are required to read “SAFETY AND HEALTH” in Section G of
this method. It is the responsibility of the user of this method to consult and use
appropriate safety and health practices and determine the applicability of
regulatory limitations before any testing is performed.

A. SCOPE Deflectometer consists of a mechanical


arm that places the probe between the
Three flexible pavement deflection- dual wheels on a single rear axle. The
measuring methods varying in the type of dual wheels were reconfigured so
the nondestructive deflection testing (NDT) that the probe is easy to insert. The
are described. The methods consist of probe measures the deflection of the
measuring the total deflection resulting pavement as the dual wheels pass
from a load applied on the surface of a the point. The California Traveling
flexible pavement. Deflectometer built by Caltrans was one
of a kind and was operated for routine
B. EQUIPMENT work until 1969, and for research work
until 1980. After it was no longer
The three primary types of deflection practical to use it due to the age of its
measuring methods consist of a probe, electronics, the trailer portion was
geophone, or seismometer that measures retained, modified, and used to apply
the pavement’s vertical movement when loads to pavement measurement points
the pavement is subjected to loading from to perpetuate the standard deflection
either a rolling wheel, vibratory load, or device. This trailer unit is now referred
falling weight. The following is a brief to as the California Deflectometer
description of these three deflection-testing (Figure 1), and is used for loading the
methods. measurement site as a towed semi-
trailer carrying an 80 kN single axle
1. Rolling Wheel Loading - The device test load. The distance from the
used for loading the measurement kingpin to the rear axle is 8.10 m. The
point should be able to exert a force tires are dual 279 mm × 572 mm in
equivalent to an 80 kN single axle test size, and are inflated to 483 kPa. The
load. Since the early 1960’s, Caltrans rear dual wheels have been
research data have been based on reconfigured and welded to provide
deflections obtained by using the 155 mm between the footprints of one
California Traveling Deflectometer, as pair. The probe is inserted between
the rolling wheel load. Vertical one pair of dual tires. The truck then
movements (deflections) induced by the slowly creeps forward. As the dual
California Traveling Deflectometer were tires depress the pavement while
measured using the Benkelman Beam. passing by the probe tip, the lower
The trailer of the California Traveling beam rotates and changes the reading

-1-
California Test 356
June 2004

on the dial indicator. From this, the principle while stationary resulting in a
California Deflectometer deflection is dynamic deflection of a flexible
determined. pavement surface. During operation,
the test vehicle must stop on the
In the development of Caltrans’ flexible pavement while the deflection is being
pavement overlay design method and measured. The sensor placed at the
most related past research, either the center of loading plate measures the
California Traveling Deflectometer or the motion induced in the pavement. A
California Deflectometer were used to control box, located in the vehicle, is
load the pavement, while the used to operate the equipment and
Benkelman Beam was used to measure display the deflections.
the induced deflection. The Benkelman
Beam is an instrument that is normally For purpose of flexible pavement
used in conjunction with a rolling rehabilitation design using the Caltrans
wheel load. The Benkelman Beam deflection method, the vibratory
operates on a simple lever arm loading-based deflection is converted to
principle. It consists of a lower beam an equivalent California Deflectometer
3.66 m long that pivots at its third- deflection by the use of correlation
point from an upper reference beam, curves previously established between
which rests on the pavement behind the two devices (discussed in Section E
the area of influence of the deflection of this test method).
basin. The front 2.44 m of the lower
beam acts as a probe that moves 3. Falling Weight Loading2 - A Falling
vertically when the pavement deflects Weight Deflectometer (FWD) is
as the moving wheel load passes. The commercially available in both vehicle
back 1.22 m then depresses a dial or and trailer mounted models. FWD
digital indicator that displays half of models vary primarily in the magnitude
the maximum deflection to within of the load. All FWD models operate on
0.025 mm. The probe is inserted an impulse loading principle while
between one pair of dual tires (as stationary. An FWD provides an
shown in Figure 1), so that its tip impulse load that can be varied
touches the pavement 1.37 m ahead of depending on the height of fall and
the center of the loading axle and the mass used. The energy is transferred
dial indicator is set to zero. (Other to the pavement with a load pulse in
trucks may have different dual tire approximately a half-sine waveform
spacing but the spacing should allow with 20 to 60 milliseconds duration
beam placement between the wheels so through a plate that establishes a
there is no contact with the beam.) The known load contact area. The sensor
truck then slowly creeps forward at placed at the center of a loading plate
approximately 3.2 Km/hr. As the dual measures the motion induced in the
tires deflect the pavement while pavement. The pavement surface
passing by the probe tip, the lower deflection is displayed on a computer
beam rotates and the dial indicator will screen located in the vehicle. The FWD
display half of the deflection. (Note that should have a valid calibration
if the truck is going too fast, it is certificate from one of the Strategic
difficult to read the digital or dial Highway Research Program (SHRP)
display). Calibration Centers.

2. Vibratory Loading1 - This type of For purpose of flexible pavement


loading is commercially available in rehabilitation design using the Caltrans
both vehicle and trailer mounted deflection method, the falling weight
models. All vibratory loading models loading-based deflection is converted to
operate on an oscillatory loading
2
Examples of this device include KUAB, Dynatest, and Phoenix JILS
1
Examples of this device include Dynaflect and Road Rater. FWDs.

-2-
California Test 356
June 2004

an equivalent California Deflectometer be done in conjunction with the


deflection by the use of correlation deflection data collection.
curves previously established between
the two devices (discussed in Section E a. Determine, photograph, and record
of this test method). the nature, extent, and limits of
the various distresses (e.g., cracks,
C. BACKGROUND DATA AND SELECTION OF rutting, bleeding, raveling,
TEST SITES patching, potholes, and localized
failures). Also record the crack
1. Preliminary Office Work: widths as hairline, 3 mm wide,
6 mm wide, or greater than 12 mm
a. View computerized Photolog files wide for all longitudinal, transverse,
and Pavement Condition Survey alligator, and block cracking.
files to determine type of alignment, Record the crack frequency as
nature of distress and their isolated, occasional, intermittent,
locations, and unusual drainage nearly continuous, or continuous.
conditions. If these files are not Note the limits of any structural
available or are outdated, the section changes that are visible,
project should be visually inspected local drainage problems, any
by the field operator or engineer to vertical controls (e.g., curbs,
obtain these data prior to the gutters, structures, etc.), and any
deflection tests being performed, as roadway intersections.
explained in Section 2 below.
b. Decide on the method of field
b. Determine the existing structural deflection testing to be used. Two
section (layer materials and methods (Method A and Method B)
thicknesses) from contract records, varying in the extent of pavement
previous deflection studies, or coverage are available. Method A is
obtain it from the district. Note all the preferred method that should be
variations. If the structural section used on all projects. However,
data are not available or are depending on the local conditions,
outdated, schedule the coring crew and taking into account sight
to determine the existing structural distance, traffic, and type of facility,
section and condition. Method B may be used. Note that
on one project, more than one
c. Review TASAS files (post-mile log) method may be used, but good
for the project location to determine judgment with respect to test
locations of structures, intersecting section consistency is needed. The
streets, railroad crossings, etc. two testing methods are described
below and schematically illustrated
d. Obtain the design Traffic Index (TI) in Figure 2.
and design period from the district.
Method A − For all lanes
e. Work with District Maintenance to considered for rehabilitation,
arrange and schedule maintenance measure deflection at 80-m
crew and equipment to perform intervals in the outside wheel path
traffic control, coring crew and to obtain 21 deflection
equipment, and deflection testing measurements per 1.6 lane-
crew and equipment. kilometer (13-14 measure-ments
per lane-kilometer). If the project is
2. Preliminary Field Work: shorter than 1.6 Km (such as in
most freeway off-ramps and on-
Upon viewing the project in the field, ramps), determine the size of the
determine if some of the following may testing interval so as to obtain 21
deflection measurements within the

-3-
California Test 356
June 2004

traffic control area for the project. embankment settlement problems,


Begin testing at one kilometer post any existing structural section data.
(KP) limit of the project, and
proceed toward the other KP limit d. Obtain deflection measurements
using the pre-determined test per Method A or/and Method B.
interval. Stagger testing pattern
between adjacent lanes. e. Obtain any necessary structural
section information for each test
Method B − For each lane section via coring. Determine the
considered for rehabilitation, select thickness and type of various
one 300-m long test section that is materials in the structural section.
“representative” of every 1.6 lane- When using Method A for deflection
kilometer of roadway. Select more testing, take one core every 800 m
test sections for each change in (approximately) starting near either
structural section or overall surface the initial or final kilometer post
distress condition. The testing limit of the project, as illustrated in
interval for deflection measure- Figure 2. Alternatively, with Method
ments would be approximately B, obtain one core within each of
every 15 m to obtain 21 deflection the selected 300 m long test
measurements. If a project is less sections. Cores must be obtained
than 300 m in length, the entire from the outside wheel path of the
project is considered the test tested lane. Photograph cores and
section (similar to Method A), and record core data (e.g., layer depths,
determine the size of the testing overall length, and base material
interval to obtain 21 deflection type). Retain unused cores with
measurements within the traffic unidentifiable materials for the
control area for the project. engineer’s review.

3. Deflection Testing Field Work: f. Review all data for locations,


direction, and completeness before
a. Reference each test section to an leaving project site, and correct as
easily identifiable point in the field, necessary.
or to known post mile limits.
D. METHODS OF DATA COLLECTION
b. For safety considerations, discuss
the test sections with traffic control 1. Rolling Wheel Loading with Benkelman
personnel to include sufficient sight Beam (WASHTO Method):
distance in both directions. Set up
traffic control limits to avoid a. Bring test vehicle to a stopped
hazardous situations. position at the beginning of the test
section with the dual tires of the
c. Obtain representative photographs truck on the wheel path to be
of each test section and all areas of tested.
major localized distress. Identify
the project, lane, direction, location, b. Position the beam between the dual
and date the photographs. tires so that the probe is 1.37 m
Photograph and identify any other forward of and perpendicular to the
important roadway features. Record rear axle.
all observed pavement conditions;
road intersections, locations of large c. Activate the beam’s vibrator and
cuts and fills, vertical control adjust the dial or digital indicator to
features, post mile markers, and air read zero. If a digital display is
and pavement surface used in lieu of a dial, a vibrator is
temperatures. Also record any not necessary.
localized drainage and/or

-4-
California Test 356
June 2004

d. Drive the test vehicle approximately of the test point, the ambient air
15 m forward at creep speed and and pavement surface temperatures
record the maximum initial during testing, the test location
deflection reading (Di) to the nearest description, equipment identifica-
0.025 mm. tion, and the date and time of
testing.
e. After the test vehicle has past the
probe, the pavement rebounds and 3. Falling Weight Deflectometer (FWD)
the dial indicator or digital display Loading:
appears to be stabilized. Record
the final reading (Df ) to the nearest a. Prepare the unit for deflection
0.025 mm. testing.

f. Record the Benkelman Beam b. Exercise the hydraulic system at


pavement deflections on an the beginning of the shift.
appropriate data sheet. The
Benkelman Beam pavement c. Bring the FWD to a stopped
deflection is equal to 2Di − Df. Also position at the beginning of the test
record the surface distress type in section, centered on the outside
the vicinity of the test point, the wheel path, and take a
ambient air and pavement surface measurement. Apply the loads
temperatures during testing, test using the following sequence:
location description, equipment
identification, and the date and (1) One seating drop to ensure
time of testing. If the rolling wheel proper contact.
loading device is equipped with a
laser for measuring deflections, (2) Three drops with an applied
follow the instructions provided load of 40 kN ± 10 %.
with the equipment to obtain the
deflection measurements. Deflections are recorded from the
sensor located at the center of the
2. Vibratory Loading: loading plate for each drop except
the seating drop. For this method,
a. Prepare the unit for deflection the average deflection from the
testing. three 40 kN drops is the FWD
pavement deflection.
b. Calibrate the unit at the beginning
of the shift. f. After each measurement drive the
FWD forward to the next
c. Bring the test vehicle to a stopped measurement point.
position at the beginning of the test
section, centered on the outside e. Record each of the FWD pavement
wheel path, and take a deflection values. Also, record
measurement. The measurement surface distress type in the vicinity
from the sensor located at the of the test point, the ambient air
center of loading is recorded as the and pavement surface temperatures
pavement deflection. during testing, the test location
description, equipment identifica-
d. After each measurement, drive the tion, and the date and time of
test vehicle forward to the next testing.
measurement point.

e. Record each of the vibratory loaded


pavement deflections. Also record
surface distress type in the vicinity

-5-
California Test 356
June 2004

E. DOCUMENTATION AND CALCULATION certificate from one of the Strategic


Highway Research Program (SHRP)
1. Compile all data produced by the Calibration Centers. The pavement
preliminary office work, preliminary for a correlation course should be
field work, and deflection testing field relatively crack-free in the area of
work, and organize the collected data. influence of the probe or sensor.
Create electronic files (spreadsheets, The level of deflections should be in
documents, photo presentations, etc.) the same range as normal
for the project. Submit all data files the testing. The correlation equation
rehabilitation design engineer. representing the relationship
between the deflection device to be
2. Calculations: used and the FWDref could be used
to determine the equivalent
a. Correlation − A correlation equation California Deflectometer deflections
that relates deflection measure- for use in the Caltrans flexible
ments obtained using any deflection pavement rehabilitation design.
device and the deflection
measurements obtained using b. The pavement deflections produced
California Deflectometer (CD) can be by any type of loading device
developed and used to obtain the are converted to an equivalent
equivalent California Deflectometer California Deflectometer deflection,
deflection value. California or an FWDref deflection, by the use
Deflectometer is a one of its kind of the proper correlation equation.
deflection device that is only Next, divide the project into a
available at Caltrans. In order to number of analysis units (sections)
establish a reference deflection based on deflection measurements
device with a wider availability, and structural section parameters.
Caltrans investigated the Then, for each analysis unit,
relationship between the California compute the mean, standard
Deflectometer deflections and deviation, and 80th percentile
deflections obtained using a special deflection (where 20% of the
falling weight deflectometer (FWD). deflections are higher and 80% are
For this purpose, the FWD was lower than this level, and assuming
selected to (a) provide 40 kN peak normal probability distribution for
force, and (b) transfer the energy the deflection data) from:
through a loading plate 300 mm in
diameter. This special
is referred to herein as a
FWD
D=
∑D j

reference FWD (FWDref). The n


relationship between deflections
obtained using the two devices is
(
∑ Dj −D )2
sD =
D(CD)=1.2×D(FWDref), where D is n −1
deflection value at approximately
21 oC. The coefficient of D 80 = D + 0.84 × s D
determination, R2 for this equation
is 0.93, and the number of data where:
points used to derive it is equal to
439. Therefore, if an arbitrary
D = Mean of the California
deflection measuring device (e.g., an
Deflectometer equivalent
FWD other than the FWDref, rolling
deflections in the analysis unit,
wheel, or vibratory load) is to be
used for measuring deflections on
State highways, run a correlation D j = An individual (jth) California
between that device and an FWDref Deflectometer equivalent
that has a valid calibration deflection in the analysis unit,

-6-
California Test 356
June 2004

n = Total number of deflection California Department of Transportation


measurements in the analysis (Caltrans), Division of Engineering Services
unit, (DES), Office of Pavement Rehabilitation
(OPR) of the Headquarters’ Transportation
D80 = 80th percentile of the Laboratory (TransLab). This manual is
California Deflectometer intended as a tool to provide guidance for
equivalent deflections in the those who are responsible for developing
analysis unit, and asphalt concrete pavement rehabilitation
strategies for the State's highways based
s D = Standard deviation of the on flexible pavement deflection
California Deflectometer measurements as outlined above. The
equivalent deflections in the electronic version of this manual can be
analysis unit. obtained from the Department’s web site at
www.dot.ca.gov/hq/esc/Translab/metspu
3. Each deflection-measuring device to be bs.htm.
used on State routes must be
correlated with the California G. SAFETY AND HEALTH
Deflectometer or a reference FWD
(FWDref) at least once per year. The Prior to handling, testing or disposing of
results of the correlation should be any waste materials, Caltrans testers are
recorded in an appropriate form that is required to read Part A (Section 5.0), Part B
readily available. (Sections 5.0, 6.0, and 10.0), and Part C
(Section 2.0) of the Caltrans Laboratory
4. The FWD used for either the correlation Safety Manual. Users of this method do so
or for measuring deflections on State at their own risk. Also Refer to Chapter 8 of
routes must be calibrated annually the Caltrans Maintenance Manual for
from one of the Strategic Highway proper traffic control methods.
Research Program (SHRP) Calibration
Centers, and have the certificate readily
available. End of Text
(California Test 356 contains 9 pages)
F. ANALYSIS OF DATA AND DESIGN OF
PAVEMENT REHABILITATION STRATEGIES

Refer to the "Flexible Pavement


Rehabilitation Manual" prepared by the

-7-
California Test 356
June 2004

Figure 1.
California deflectometer with Benkelman Beam placed between the dual tires of its rear axle.

-8-
California Test 356
June 2004

Project Limits (KP 0.0/3.2)

• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •
• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

KP 0.0 KP 1.6 KP 3.2

Start here in the outside wheel Method A


path of the outside lane and test at
80 m intervals. Stagger test Core location
pattern between adjacent lanes. (arbitrary)

Project Limits (KP 0.0/3.2)

KP 1.6 KP 3.2
KP 0.0
Method B

Core location Select a 300 m long representative section for every


(arbitrary) 1.6 Km-long segment of the pavement, and test
every 15 m in that section’s outside wheel path.
Locations of representative sections shown may
vary within each 1.6 Km segment.

Figure 2.
Method A and Method B testing pattern for a four-lane highway in two lanes of one direction.

-9-

Вам также может понравиться