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66 This chapter was prepared by Halil Ceylan and Sunghwan Kim of Iowa State University. Background and Introduction The falling weight deflectometer (FWD) is a widely used test device for nondestructive evaluation of pavement systems. Numerous studies have tried to assess the suitability of the FWD for assessing delamination in hot-mix asphalt (HMA) layers. The higher FWD deflections are expected if poor bond exists between asphalt layers (Nazarian et al. 2010). Lepert et al. (1992) summarized some of the earlier studies that concluded that deflection measurement devices such as deflect graph and FWD were not promising for assessing pavement layer interface debonding condition. However, recent research studies show some promising results for detecting the delamination of HMA layers by using the FWD (Al Hakim et al. 1997, 1998, 2000; Gomba 2004; Hammons et al. 2005). These studies include development of new back- calculation algorithms to calculate a new variable (interface stiffness) reflecting the layer bond condition (Al Hakim et al. 1997, 1998, 2000), comparing the slippage susceptibility at asphalt inter faces with FWD measurements (Gomba 2004), and calculating the bond stiffness from FWD deflection basin by using closed-form solutions (Hammons et al. 2005). However, those approaches have problems, including (1) the difficulty and uncertainty for assessment of bond condition between thin layers of asphalt (Al Hakim et al. 1997; Kruntcheva et al. 2000), (2) the uncertainty in backcalculating the moduli of thin HMA layers (Nazarian et al. 2010), (3) the empirical nature with noncalibration of FWD measurements (Nazarian et al. 2010), and (4) the uncertainty for HMA overlays on exist- ing PCC or a strong sublayer. As part of the Airport Asphalt Pavement Technology Pro- gram (AAPTP) Project 06-04, Nazarian et al. (2010) evaluated the FWD on a controlled pavement section to assess presence and extent of delamination of HMA airfield pavements. A controlled pavement section was constructed with about 8 in. of HMA placed in three lifts on a prepared sandy-silt subgrade. A controlled pavement section was also specifically constructed with various levels and depths of debonding. The FWD used in this study had a 12-in. diameter load plate and seven geo- phones at 1-ft intervals. An equivalent load of about 6,000 lb was applied on the asphalt section at selected locations. On the basis of results of this study, Nazarian et al. (2010) made the following conclusions: ⢠The FWD may be used for detecting the shallow fully debonded area, and with less certainty, the partially debonded area. ⢠The FWD is more effective in the cool-weather testing than in hot-weather testing, owing to the temperature suscep- tibility of HMA. ⢠A concern with the FWD is the number of false positive readings (estimating low modulus for intact point), espe- cially during hot-temperature testing. Since the constructed test section investigated in the study by Nazarian et al. (2010) was conventional HMA pavement with simple layer structure, it is still uncertain whether the FWD can detect delamination behavior in HMA overlaid pavement with strong sublayer structures as investigated in this research. Research Approach Summary The research approach adopted in this study consists of two parts: (1) to model both delaminated and control HMA sections by using the conventional Elastic Layer Program (ELP) and (2) to investigate FWD deflection results for control and delaminated pavement sections at the National Center for Asphalt Technology (NCAT) Pavement Test Track test sections. The investigation included the analysis of FWD deflection basin measurements, the comparisons of C h A p t e R 7 Controlled Evaluation of Falling Weight Deflectometer
67 field-measured FWD deflections with ELP analysis results, and the investigation of FWD deflection time history. Research Approach 1: BISARâAnalysis and Results To investigate the effect of the delamination condition on HMA pavement response, the BItumen STructures Analysis in ROads (BISAR) was used as the mechanistic-based HMA pavement analysis program. The BISAR developed by Shell Global Solutions is a computer software program for com- puting stresses, strains, and displacements at any position in the elastic layered system under surface loading (DeJong 1973). All interfaces between layers have an interface friction factor that can vary from zero (fully unbounded) to 1,000 (unbounded) between layers. The BISAR is the extended version of BISTRO (BItumen STructures in ROads) (Peutz et al. 1968) developed earlier. The comparisons of BISAR predictions and actual measurements obtained from indoor and outdoor tests demonstrated that the BISAR can provide a fairly good approx- imation for pavement behavior (Claessen et al. 1977). Two case scenarios of HMA pavement structure under 9-kips FWD loading were modeled. As shown in Figure 7.1, Case 1, representing thicker HMA pavement structures, has a 12-in. HMA pavement structure without delamination and with delamination at different depths (2 in., 6 in., and 10 in. below the top HMA surface). Figure 7.2 illustrates Case 2, represent- ing thinner HMA pavement structures. Case 2 has 6-in. HMA pavement structure without delamination and with delami- nation at different depths (2 in., 3 in., and 4 in. below the top HMA surface). The predicted vertical deflection results from BISAR for Cases 1 and 2 are presented in Figures 7.3 and 7.4. A difference in vertical deflection predictions between control (nondelamination) and delamination sections was observed in both cases. The greater deflections in both cases were observed in the HMA pavement structure with delamination at the middle of the HMA layer, denoted as âDelamination_1â in Figures 7.3 and 7.4. These results indicate that BISAR can Note: Aggr. = aggregate. 12 in. HMA 4 in. Aggr. Subgrade Control (Non- Delaminated) 4 in. Aggr. Subgrade Delaminated_1 6 in. HMA 6 in. HMA 4 in. Aggr. Subgrade Delaminated_2 2 in. HMA 10 in. HMA 4 in. Aggr. Subgrade Delaminated_3 2 in. HMA 10 in. HMA Figure 7.1. Description of HMA pavements for Case 1, 12 in., scenario. 6 in. HMA 4 in. Aggr. Subgrade Control (Non- Delaminated) 4 in. Aggr. Subgrade Delaminated_1 3 in. HMA 4 in. Aggr. Subgrade Delaminated_2 2 in. HMA 4 in. HMA Delaminated_3 3 in. HMA 4 in. Aggr. Subgrade 2 in. HMA 4 in. HMA Note: Aggr. = aggregate. Figure 7.2. Description of HMA pavements for Case 2, 6 in., scenario.
68 characterize delamination in conventional HMA pavements in terms of vertical deflections. Research Approach 2: NCAt FWD Data Analysis and Results Description of FWD Testing in NCAT Sections The description of the NCAT section obtained during Phase 2 of R06D is reproduced below. Controlled field evaluations were conducted on 10 asphalt pavement sections built in the inside lane of the NCAT Pave- ment Test Track. All three bonding conditions were induced at the interfaces between the dense-graded asphalt layers: no-bond, partial-bond and good-bond. The bad-bond con- dition was enforced by the NCAT research team using bond breakers, including baghouse fines and two layers of brown paper, and good-bond condition was enforced by using a tack coat. The stripping condition was simulated with a separate 1-in.-thick, uncompacted coarse-fractionated reclaimed asphalt pavement (RAP) material. The design for the controlled field test sections is illustrated in Figure 7.5. The test sections were designed to simulate 10 different bonded and debonded conditions that represent a majority of situations encountered in the top 5 in. of HMA pavements. Both full lane and partial lane debonding con- ditions were constructed for evaluating NDT methods. The Figure 7.3. 9-kips loaded FWD deflections from BISAR for Case 1: (a) deflection bowls and (b) deflection measurements at distances of 0, 12, and 24 in. from FWD load plate. (a) (b) 0 10 20 30 40 50 60 70 80 90 100 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) 0 =Z ,0 =X t a )sli m( n oitc elf e D l acitr eV Non Delamination (HMA = 12 in.) Delamination_1 (HMA = 6 in. by 6 in.) Delamination_2 (HMA = 2 in. by 10 in.) Delamination_3 (HMA = 10 in. by 2 in.) Case 1: 12 inch HMA Pavements 0 20 40 60 80 100 0 12 24 Distance from load, inch Ve rti ca l d ef le ct io n, m ils Case 1_Non Delamination (HMA = 12 in.) Case 1_Delamination_1 (HMA = 6 in. by 6 in.) Case 1_Delamination_2 (HMA = 2 in. by 10 in.) Case 1_Delamination_3 (HMA = 10 in. by 2 in.)
69 partial lane debonding condition included wheelpath and two 3-ft by 3-ft squared areas. Each test section is 12 ft wide (full paving width) and 25 ft long. The FWD device used in this study consisted of an impact- loading mechanism and a set of nine geophones to measure vertical surface displacements. Four of the FWD load levels applied were about 6, 9, 13, and 18 kips. The locations of nine geophones of the FWD equipment used were at 0 (D0-in.), 8 (D8-in.), 12 (D12-in.), 16 (D16-in.), 20 (D20-in.), 24 (D24-in.), 28 (D28-in.), 32 (D32-in.) and 36 in. (D36-in.) from the center of the FWD plate load. Two FWD tests were conducted on a single loca- tion and at each load level. The 17 series of FWD tests were conducted on 10 controlled asphalt pavement test sections. The descriptions of the 17 series of FWD tests on the NCAT test sections are summarized in Table 7.1 and Figure 7.6. FWD Deflection Basin Measurements The FWD Deflection Plots at NCAT Section in this chapter provides FWD surface deflections for all FWD tests con- ducted at NCAT test sections. The following figures present the pavement structure layout of some of the NCAT test sec- tions and the FWD measurements of some of the FWD tests for discussion. Two-frequency FWD tests were conducted on a single location to identify the FWD sensor measurement errors. As seen in these figures, no significant differences were Figure 7.4. Vertical 9-kips loading FWD deflections from BISAR for Case 2: (a) deflection bowls and (b) deflection measurements at distances of 0, 12, and 24 in. from FWD load plate. (a) (b) 0 10 20 30 40 50 60 70 80 90 100 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) 0 =Z ,0 =X t a )sli m( n oitc elf e D l acitr eV Non Delamination (HMA = 6 in.) Delamination_1 (HMA = 3 in. by 3 in.) Delamination_2 (HMA = 2 in. by 4 in.) Delamination_3 (HMA = 4 in. by 2 in.)Case 2: 6 inch HMA Pavements 0 20 40 60 80 100 0 12 24 Distance from load, inch Ve rti ca l d ef le ct io n, m ils Case 2_Non Delamination (HMA = 6 in.) Case 2_Delamination_1 (HMA = 3 in. by 3 in.) Case 2_Delamination_2 (HMA = 2 in. by 4 in.) Case 2_Delamination_3 (HMA = 4 in. by 2 in.)
70 Section 1 Section 2 Section 3 Section 4 Section 5 Section 6 Section 7 Section 8 Section 9 Section 10 Top 2-inch lift Full bond Full bond Full bond Partial No bond No bond Partial stripping Full bond Full bond Full bond Full bond Bottom 3-inch lift No bond Full Full bond Full bond Full bond Full bond Full bond Partial Stripping Partial No bond No bond Existing surface PCC PCC HMA HMA HMA HMA HMA HMA HMA HMA Section 1 â no bond between 5-inch HMA overlay and PCC pavement Section 2 â full bond between 5-inch HMA overlay and PCC pavement (control section) Section 3 â full bond between 5-inch HMA overlay and HMA pavement (control section 1 of 2) Section 4 â partial bond between 2-inch HMA overlay surface lift and 3-inch HMA overlay leveling lift Section 5 â no bond between 2-inch HMA overlay surface lift and 3-inch HMA overlay leveling lift Section 6 â simulated stripping in the wheel path between 2-inch HMA surface lift and 3-inch HMA leveling lift Section 7 â full bond between 5-inch HMA overlay and HMA pavement (control section 2 of 2) Section 8 â simulated stripping in the wheel path between 3-inch HMA overlay leveling lift and HMA pavement Section 9 â partial bond between 3-inch HMA overlay leveling lift and HMA pavement Section 10 â no bond between 3-inch HMA overlay leveling lift and HMA pavement bond Figure 7.5. Layout of controlled field test sections at NCAT test track. Table 7.1. List of 17 Series of FWD Tests on NCAT Test Sections Test ID SHRP 2 Test Section FWD Test ID Station: IWP Station: OWP Condition 1 1 1 23 23 Delaminated (5 in. below) 2 1 2 33 33 Delaminated (5 in. below) 3 2 3 48 58 Control 4 3 4 IWP 73 na Control 5 3 4 OWP na 83 Control 6 4 5 98 98 Delaminated OWP (2 in. below) 7 4 6 108 108 Delaminated IWP (2 in. below) 8 5 7 123 123 Delaminated (2 in. below) 9 5 8 133 133 Delaminated (2 in. below) 10 6 9 and 10 OWP 148 148 Strip OWP (2 in. below) 158 158 11 7 9 IWP and 11 OWP 173 183 Control 12 8 10 IWP 198 198 Strip IWP (5 in. below) 13 8 11 IWP 208 208 Strip IWP (5 in. below) 14 9 12 223 223 Delaminated (5 in. below) 15 9 13 233 233 Delaminated (5 in. below) 16 10 14 248 248 Delaminated (5 in. below) 17 10 15 258 258 Delaminated (5 in. below) Note: IWP = inside wheelpath; OWP = outside wheelpath; and na = not applicable.
71 observed, which indicated that the FWD can produce con- sistent results for the same test materials. Figure 7.7 illustrates the pavement structure layout of NCAT Section 1, and Figure 7.8 presents FWD measure- ments of FWD Test 1 in NCAT Section 1. NCAT Section 1 was delaminated at 5 in. below the HMA surface by mineral filler in the inside wheelpath (IWP) and by paper in the outside wheelpath (OWP). No significantly different FWD measurements were observed between the IWP and the OWP. This result indicates that both materials (paper and mineral filler) could produce similar effects on pavement response. Figure 7.9 illustrates the pavement structure layout of NCAT Section 2, and Figure 7.10 presents FWD measurements of FWD Test 3 on NCAT Section 2. NCAT Section 2 is a control section without delamination. FWD testing was conducted on the IWP of Station 48 and the OWP of Station 58. Because the pavement structure at both locations was the same, Figure 7.6. Summary of 17 Series of FWD tests on NCAT test sections. Note: PCC = portland cement concrete. Figure 7.7. Pavement structure layout of NCAT Section 1 (not to scale).
72 Figure 7.9. Pavement structure layout of NCAT Section 2 (not to scale). similar deflection measurements were expected. However, the higher deflection measurements were obtained in the OWP of Station 58. Figure 7.11 illustrates the pavement structure layout of NCAT Section 4. Figures 7.12 and 7.13 present FWD measure- ments of FWD Tests 6 and 7 conducted on NCAT Section 4, respectively. NCAT Section 4 consisted of two parts: one part had no delamination in the IWP and delamination in the OWP for FWD Test 6. The other part had partial delamination in the IWP and delamination in the OWP for FWD Test 7. Similar FWD measurements were observed at delaminated and non- delaminated FWD testing locations. Deflection basin parameters (DBPs) from FWD deflection basin data were computed to see whether the FWD deflection basin could capture the effect of delamination on NCAT test sections. The most widely used and effective DBPs were computed. These parameters were the AREA shape parameter, Area Under Pavement Profile (AUPP), Impact Stiffness Modulus (ISM), Surface Curvature Index (SCI), Base Curvature Index (BCI), and Base Damage Index (BDI). Overall, pavement structural strength condition can be related to the AREA shape param- eter, AUPP, and ISM. The SCI can provide information on changes in relative strength of the near-surface layers. The BCI is a subgrade condition indicator, especially in aggregate base pavements, and is strongly related to the subgrade modulus. The BDI is related to base layer modulus. On the one hand, higher values of the AREA and ISM parameters mean higher pavement stiffnesses. On the other hand, lower values of the AUPP, SCI, BCI, and BDI parameters mean higher pavement stiffnesses. Detailed definitions of these DBPs and their sig- nificance are reported by Gopalakrishnan (2004) and are also included in the section later in this chapter on Deflection Basin Parameters of FWD Measurements at NCAT Test Sections. The FWD measurements obtained at different load levels for each test were normalized to 9 kips to remove the effect of loading amplitude on pavement deflections. The 9-kips load normalized FWD measurements were used for the computa- tion of DBPs. The DBP of FWD Measurements section also presents the computed DBPs from FWD measurements for all of the test sections. For illustration, Figure 7.14 illustrates the computed AREA values for each FWD test. As shown in this figure, it is difficult to see the effect of delamination on the basis of DBPs. These findings indicate that the behavior of delamination in the investigated test sections is difficult to characterize in terms of FWD deflection basin measurements. Because Figure 7.8. FWD deflections for Test 1 on NCAT Section 1. 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.53 6.42 9.70 9.74 13.76 13.72 18.94 18.88 6.34 6.22 9.53 9.54 13.03 13.06 18.14 18.06 Test I.D. : No.1 (SHRP Section_1/FWD ID _1/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is mineral filler/OWP is paper. No different FWD measurements between IWP (mineral filler) and OWP (paper) for delamination
73 (a) (b) Figure 7.11. Pavement structure layout of NCAT Section 4 (not to scale) for (a) Test 6 and (b) Test 7. Figure 7.10. FWD deflections of Test 3 on NCAT Section 2. 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.51 6.44 9.73 9.76 13.57 13.53 18.74 18.70 6.36 6.17 9.45 9.44 13.02 12.97 18.09 18.06 Test I.D. : No.3 (SHRP Section_2/FWD ID _3/Control) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Different FWD measurements between OWP (station:58) and IWP (station:48) (Different measurement locations) Figure 7.12. FWD deflections of Test 6 on NCAT Section 4. 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.58 6.37 9.69 9.67 13.56 13.50 13.50 18.82 6.17 5.99 9.38 9.41 13.03 13.05 18.01 17.93 Test I.D. : No.6 (SHRP Section_4/FWD ID _5/Delamination_ 2 in._OWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is no delamination/OWP is delamination. No different FWD measurements between IWP (no delamination) and OWP (delamination)
74 NCAT test sections investigated were HMA-overlaid pavement sections with high thicknesses and strong sublayers, variability in thickness and modulus of sublayers can mask the detection of delamination for these pavement systems (Nazarian et al. 2008). The other feasible reason is relatively long FWD impulse duration, which results in difficulty in focusing on the top of thin HMA layers (Nazarian et al. 2008). BISAR Analyses of FWD Testing on NCAT Sections Research Approach 1 in this study demonstrated that BISAR Model was capable of successfully characterizing the presence of delaminations in terms of vertical deflections in conventional HMA pavement systems. The 17 series of FWD tests associated with NCAT test sections were simulated by using BISAR to examine whether BISAR could also characterize delamination in HMA-overlaid pavements. The assumed materials properties listed below were entered into BISAR: ⢠New HMA (top 5 in.) = 750 ksi; ⢠HMA leveling course (6 to 12 in. in Sections 3 through 10) = 1,200 ksi; ⢠Old HMA (more than 12 in.) = 750 ksi; ⢠Old PCC = 4,500 ksi; ⢠RAP subbase = 10 ksi; ⢠Aggregate base = 12.5 ksi; and ⢠Subgrade = 28.8 ksi. Comparisons of BISAR-computed deflections with FWD test results for the NCAT test sections are presented later in this chapter. For discussion, Figures 7.15 and 7.16 present 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.56 6.35 9.70 9.71 13.42 13.39 18.64 18.64 6.36 6.16 9.47 9.40 13.14 13.11 18.17 18.12 Test I.D. : No.7 (SHRP Section_4/FWD ID _6/Delamination_ 2 in._IWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is "partially" delaminated (see Section 4)/OWP is delamination. Similar FWD measurements between IWP (partial delamination) and OWP (delamination) Figure 7.13. FWD deflections of Test 7 on NCAT Section 4. 0 5 10 15 20 25 30 35 40 1_ de lam 2_ de lam 3_ no de lam 4_ no de lam 5_ no de lam 6_ de lam _n o d ela m 7_ de lam _n o d ela m 8_ de lam 9_ de lam 10 _st rip 11 _n o d ela m 12 _s trip 13 _st rip 14 _d ela m 15 _d ela m 16 _d ela m 17 _d ela m Test I.D. AR EA , inc he s OWP IWP Figure 7.14. AREA of FWD measurements.
75 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) BISAR_Delamination BISAR_No Delamination 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 9 kips FWD/OWP/NO.1 9 kips FWD/OWP/NO.2 Test I.D. : No.6 (SHRP Section_4/FWD ID _5/Delamination_ 2 in._OWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is no delamination/OWP is delamination. No different FWD measurements between IWP (no delamination) and OWP (delamination) Figure 7.15. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 6 at NCAT Section 4. 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) BISAR_Delamination BISAR_No Delamination 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 9 kips FWD/OWP/NO.1 9 kips FWD/OWP/NO.2 Test I.D. : No.7 (SHRP Section_4/FWD ID _6/Delamination_ 2 in._IWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is "partially" delaminated (see Section 4)/OWP is delamination. Similar FWD measurements between IWP (partial delamination) and OWP (delamination) Figure 7.16. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 7 at NCAT Section 4. the comparisons for FWD Tests 6 and 7 in NCAT Section 4. As seen in these figures, small differences were observed in BISAR-predicted deflections between delamination and non- delamination cases. FWD Deflection Time History The feasibility of capturing delamination behavior from FWD deflection time history was investigated. For discussion, Figure 7.17 presents 18-kips load level of FWD Test 6 in NCAT Section 4. FWD Test 6 in NCAT Section 4 was con- ducted on the IWP without delamination and on the OWP with delamination. As seen in Figure 7.17, peak deflections of both locations under loading show no significant dif- ference, but deflections of OWP (delamination) under unloading are quicker and higher recovered. This behavior was observed in some of the FWD test results in delami- nated sections.
76 FWD Deflection plots at NCAt Section -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 No significant difference in peak FWD measurements between IWP (no delamination) and OWP (delamination) but there is a difference in unloading portion of the FWD time history data Test I.D. : No.6_ D0-in_18kips(SHRP Section_4/FWD ID _5/Delamination_ 2 in._OWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is no delamination/OWP is delamination. -2 0 2 4 6 8 10 12 14 16 18 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 20 Figure 7.17. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 6 at NCAT Section 4. 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils) 6.53 6.42 9.70 9.74 13.76 13.72 18.94 18.88 6.34 6.22 9.53 9.54 13.03 13.06 18.14 18.06 Test I.D. : No.1 (SHRP Section_1/FWD ID _1/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is mineral filler/OWP is paper. No different FWD measurements between IWP (mineral filler) and OWP (paper) for delamination Figure 7.18. FWD deflections of Test 1 at NCAT Section 1. (text continues on page 85)
77 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils) 6.626.34 9.73 9.74 13.68 13.61 18.83 18.76 6.28 6.05 9.41 9.41 12.96 12.97 18.24 18.24 Test I.D. : No.2 (SHRP Section_1/FWD ID _2/Delamination_ 5 in.) Notes: IWP is mineral filler/OWP is paper. Figure 7.19. FWD deflections of Test 2 at NCAT Section 1. 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.516.44 9.73 9.76 13.57 13.53 18.74 18.70 6.36 6.17 9.45 9.44 13.02 12.97 18.09 18.06 Test I.D. : No.3 (SHRP Section_2/FWD ID _3/Control) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Different FWD measurements between OWP (station:58) and IWP (station:48) (Different measurement locations) Figure 7.20. FWD deflections of Test 3 at NCAT Section 2.
78 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.28 6.09 9.44 9.48 13.11 13.09 18.01 17.99 Test I.D. : No.4 (SHRP Section_3/FWD ID _4IWP/Control) IWP (Dot): Inside wheel path Figure 7.21. FWD deflections of Test 4 at NCAT Section 3. 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.46 6.38 9.68 9.69 13.59 13.50 18.72 18.68 Test I.D. : No.5 (SHRP Section_3/FWD ID _4OWP/Control) OWP(Line): Outside wheel path Figure 7.22. FWD deflections of Test 5 at NCAT Section 3.
79 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.586.37 9.69 9.67 13.56 13.50 13.50 18.82 6.17 5.99 9.38 9.41 13.03 13.05 18.01 17.93 Test I.D. : No.6 (SHRP Section_4/FWD ID _5/Delamination_ 2 in._OWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is no delamination/OWP is delamination. No different FWD measurements between IWP (no delamination) and OWP (delamination) Figure 7.23. FWD deflections of Test 6 at NCAT Section 4. 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.566.35 9.70 9.71 13.42 13.39 18.64 18.64 6.36 6.16 9.47 9.40 13.14 13.11 18.17 18.12 Test I.D. : No.7 (SHRP Section_4/FWD ID _6/Delamination_ 2 in._IWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is "partially" delaminated (see Section 4)/OWP is delamination. Similar FWD measurements between IWP (partial delamination) and OWP (delamination) Figure 7.24. FWD deflections of Test 7 at NCAT Section 4.
80 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.506.25 9.72 9.70 13.36 13.31 18.56 18.53 6.26 6.07 9.47 9.51 13.22 13.23 17.95 17.91 Test I.D. : No.8 (SHRP Section_5/FWD ID _7/Delamination_ 2in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.25. FWD deflections of Test 8 at NCAT Section 5. 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.416.27 9.65 9.66 13.33 13.26 18.51 18.44 6.27 6.07 9.46 9.49 13.10 13.15 18.08 18.02 Test I.D. : No.9 (SHRP Section_5/FWD ID _8/Delamination_ 2 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.26. FWD deflections of Test 9 at NCAT Section 5.
81 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.166.00 9.36 9.36 13.26 13.23 19.03 19.01 6.50 6.24 9.56 9.55 13.28 13.26 18.88 17.98 Test I.D. : No.10 (SHRP Section_6/FWD ID _9OWP_10OWP/Stripping_ 2 in.) 9_OWP (Line): Outside wheel path 10_OWP (Dot): Outside wheel path Figure 7.27. FWD deflections of Test 10 at NCAT Section 6. 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.486.20 9.62 9.56 13.21 13.22 18.45 18.40 6.20 6.07 9.48 9.49 13.19 13.22 17.93 17.89 Test I.D. : No.11 (SHRP Section_7/FWD ID _9IWP_11OWP/Control) 11_OWP(Line): Outside wheel path 9_IWP(Dot): Inside wheel path Figure 7.28. FWD deflections of Test 11 at NCAT Section 7.
82 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.33 6.15 9.47 9.49 13.15 13.16 18.02 17.98 Test I.D. : No.12 (SHRP Section_8/FWD ID _10IWP/Stripping_ 5 in.) IWP(Dot): Inside wheel path Figure 7.29. FWD deflections of Test 12 at NCAT Section 8. 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.26 6.10 9.50 9.45 13.19 13.22 17.94 17.93 Test I.D. : No.13 (SHRP Section_8/FWD ID _11IWP/Stripping_ 5 in.) IWP(Dot): Inside wheel path Figure 7.30. FWD deflections of Test 13 at NCAT Section 8.
83 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.32 6.19 9.56 9.57 13.25 13.29 18.28 18.25 6.25 6.17 9.53 9.54 13.22 13.20 18.00 17.94 Test I.D. : No.14 (SHRP Section_9/FWD ID _12/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is mineral filler/OWP is paper. Figure 7.31. FWD deflections of Test 14 at NCAT Section 9. 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.366.18 9.65 9.56 13.26 13.28 18.29 18.24 6.32 6.15 9.49 9.51 13.14 13.15 18.05 18.01 Test I.D. : No.15 (SHRP Section_9/FWD ID _13/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.32. FWD deflections of Test 15 at NCAT Section 9.
84 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.286.11 9.55 9.59 13.25 13.28 18.19 18.11 6.28 6.13 9.45 9.45 13.19 13.22 17.92 17.87 Test I.D. : No.16 (SHRP Section_10/FWD ID _14/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.33. FWD deflections of Test 16 at NCAT Section 10. 0 5 10 15 20 25 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) 6.28 6.12 9.54 9.56 13.23 13.27 18.14 18.11 6.27 6.15 9.49 9.50 13.18 13.22 17.97 17.91 Test I.D. : No.17 (SHRP Section_10/FWD ID _15/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.34. FWD deflections of Test 17 at NCAT Section 17.
85 Deflection Basin parameters of FWD Measurements at NCAt test Sections AREA: The AREA shape parameter defines the stiffness of the pavement structure as a shape factor. It is the area under the deflection basin curve (normalized with respect to D0) using Simpsonâs rule. Thus, the AREA is a function of sensor location and has units of length (inches). The maximum value cannot be greater than 36 in., corresponding to the case when the four sensor measurements are equal. The minimum AREA can be assumed to be the value computed by using the elastic half-space model (Boussinesq model). For most pavements, the FWD AREA will range from 11.1 in. to 36 in. The AREA is defined as AREA D D D D D = + + +( )6 2 20 1 2 3 0 AUPP: Area under pavement profile is also an FWD deflec- tion basin shape parameter. Its definition is complementary to the AREA parameter, that is, a lower AUPP corresponds to higher pavement stiffness. On the basis of the extensive ILLI-PAVE database (Hill and Thompson 1988), the horizontal strain at the bottom of the asphalt concrete (AC) layer (eAC) has been correlated with the AUPP term for conventional and full- depth flexible pavements. Many research studies have validated the eACâAUPP relations based on the analyses of MnROAD field data (FWD testing and AC strain gauge readings). They were found to be valid at various load levels. The AUPP is defined as AUPP D D D D = â â â5 2 2 2 0 1 2 3 ISM: Impact stiffness modulus is defined as the load required to produce unit deflection. It is computed as the ratio of FWD plate load (P) over maximum surface deflection (D0) and is frequently used in airport pavement evaluation. The ISM is defined as ISM P D = 0 SCI: The D0 deflection provides an indication of the over- all pavement strength whereas the surface curvature index provides information on changes in relative strength of the near-surface layers, especially the AC layer. On the basis of their finite element (FE) analyses, Xu et al. (2001) found that for a certain thickness of the AC layer, the AC moduli and SCI values exhibit an approximately linear relationship in a log-log scale. The SCI has the same meaning as AUPP, that is, lower SCI values mean higher pavement stiffnesses. The SCI is defined as SCI D D= â0 1 BCI: Base curvature index is a subgrade condition indicator, especially in aggregate base pavements, and is strongly related to the subgrade modulus. The BCI is defined as BCI D D= â2 3 BDI: Base damage index is related to base layer modulus and is a critical DBP for subgrade condition evaluation in full-depth pavements. The BDI is defined as BDI D D= â1 2 (continued from page 76) 0 5 10 15 20 25 30 35 40 1_ de lam 2_ de lam 3_ no de lam 4_ no de lam 5_ no de lam 6_ de lam _n o d ela m 7_ de lam _n o d ela m 8_ de lam 9_ de lam 10 _s trip 11 _n o d ela m 12 _s trip 13 _s trip 14 _d ela m 15 _d ela m 16 _d ela m 17 _d ela m Test I.D. AR EA , in ch es IWPOWP Figure 7.35. AREA of FWD measurements for FWD testing on NCAT test sections.
86 0 2 4 6 8 10 Test I.D. AU PP OWP IWP 1_ de lam 2_ de lam 3_ no de lam 4_ no de lam 5_ no de lam 6_ de lam _n o d ela m 7_ de lam _n o d ela m 8_ de lam 9_ de lam 10 _s trip 11 _n o d ela m 12 _s trip 13 _s trip 14 _d ela m 15 _d ela m 16 _d ela m 17 _d ela m Figure 7.36. AUPP of FWD measurements for FWD testing on NCAT test sections. 0 1 2 3 4 5 Test I.D. SC I, m ils OWP IWP 1_ de lam 2_ de lam 3_ no de lam 4_ no de lam 5_ no de lam 6_ de lam _n o d ela m 7_ de lam _n o d ela m 8_ de lam 9_ de lam 10 _s trip 11 _n o d ela m 12 _s trip 13 _s trip 14 _d ela m 15 _d ela m 16 _d ela m 17 _d ela m Figure 7.37. SCI of FWD measurements for FWD testing on NCAT test sections. 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 Test I.D. IS M , k ip /in ch OWP IWP 1_ de lam 2_ de lam 3_ no de lam 4_ no de lam 5_ no de lam 6_ de lam _n o d ela m 7_ de lam _n o d ela m 8_ de lam 9_ de lam 10 _s trip 11 _n o d ela m 12 _s trip 13 _s trip 14 _d ela m 15 _d ela m 16 _d ela m 17 _d ela m Figure 7.38. ISM of FWD measurements for FWD testing on NCAT test sections.
87 0.0 0.2 0.4 0.6 0.8 1.0 Test I.D. BC I, m ils OWP IWP 1_ de lam 2_ de lam 3_ no de lam 4_ no de lam 5_ no de lam 6_ de lam _n o d ela m 7_ de lam _n o d ela m 8_ de lam 9_ de lam 10 _s trip 11 _n o d ela m 12 _s trip 13 _s trip 14 _d ela m 15 _d ela m 16 _d ela m 17 _d ela m Figure 7.39. BCI of FWD measurements for FWD testing on NCAT test sections. 0.0 0.2 0.4 0.6 0.8 1.0 Test I.D. BD I, m ils OWP IWP 1_ de lam 2_ de lam 3_ no de lam 4_ no de lam 5_ no de lam 6_ de lam _n o d ela m 7_ de lam _n o d ela m 8_ de lam 9_ de lam 10 _s trip 11 _n o d ela m 12 _s trip 13 _s trip 14 _d ela m 15 _d ela m 16 _d ela m 17 _d ela m Figure 7.40. BDI of FWD measurements for FWD testing on NCAT test sections.
88 Comparisons of BISAR Results with 9-Kips Loading Normalized FWD Measurements for FWD testing on NCAt test Sections: Deflection Basins 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) BISAR 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 9 kips FWD/OWP/NO.1 9 kips FWD/OWP/NO.2 Test I.D. : No.1 (SHRP Section_1/FWD ID _1/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is mineral filler/OWP is paper. No significant difference in FWD measurements between IWP (mineral filler) and OWP (paper) for delaminated sections Figure 7.41. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 1 at NCAT Section 1. No different FWD measurements between IWP (mineral filler) and OWP (paper) for delamination. 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) BISAR 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 9 kips FWD/OWP/NO.1 9 kips FWD/OWP/NO.2 Test I.D. : No.2 (SHRP Section_1/FWD ID _2/Delamination_ 5 in.) Notes: IWP is mineral filler/OWP is paper. Figure 7.42. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 2 at NCAT Section 1.
89 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) BISAR 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 9 kips FWD/OWP/NO.1 9 kips FWD/OWP/NO.2Test I.D. : No.3 (SHRP Section_2/FWD ID _3/Control) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Different FWD measurements between OWP (station:58) and IWP (station:48) (Different measurement locations) Figure 7.43. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 3 at NCAT Section 2. 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) BISAR 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 Test I.D. : No.4 (SHRP Section_3/FWD ID _4IWP/Control) IWP (Dot): Inside wheel path Figure 7.44. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 4 at NCAT Section 3.
90 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) BISAR 9 kips FWD/OWP/NO.1 9 kips FWD/OWP/NO.2 Test I.D. : No.5 (SHRP Section_3/FWD ID _4OWP/Control) OWP(Line): Outside wheel path Figure 7.45. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 5 at NCAT Section 3. 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) BISAR_Delamination BISAR_No Delamination 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 9 kips FWD/OWP/NO.1 9 kips FWD/OWP/NO.2 Test I.D. : No.6 (SHRP Section_4/FWD ID _5/Delamination_ 2 in._OWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is no delamination/OWP is delamination. No different FWD measurements between IWP (no delamination) and OWP (delamination) Figure 7.46. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 6 at NCAT Section 4.
91 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) BISAR_Delamination BISAR_No Delamination 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 9 kips FWD/OWP/NO.1 9 kips FWD/OWP/NO.2 Test I.D. : No.7 (SHRP Section_4/FWD ID _6/Delamination_ 2 in._IWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is "partially" delaminated (see Section 4)/OWP is delamination. Similar FWD measurements between IWP (partial delamination) and OWP (delamination) Figure 7.47. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 7 at NCAT Section 4. 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) BISAR 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 9 kips FWD/OWP/NO.1 9 kips FWD/OWP/NO.2Test I.D. : No.8 (SHRP Section_5/FWD ID _7/Delamination_ 2 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.48. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 8 at NCAT Section 5.
92 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) BISAR 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 9 kips FWD/OWP/NO.1 9 kips FWD/OWP/NO.2Test I.D. : No.9 (SHRP Section_5/FWD ID _8/Delamination_ 2 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.49. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 9 at NCAT Section 5. 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D ef le ct io n (m ils ) BISAR 9 kips FWD/9_OWP/NO.1 9 kips FWD/9_OWP/NO.2 9 kips FWD/10_OWP/NO.1 9 kips FWD/10_OWP/NO.2 Test I.D. : No.10 (SHRP Section_6/FWD ID _9OWP_10OWP/Stripping_ 2 in.) OWP (Line): Outside wheel path Figure 7.50. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 10 at NCAT Section 6.
93 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D e fle ct io n (m ils ) BISAR 9 kips FWD/9_IWP/NO.1 9 kips FWD/9_IWP/NO.2 9 kips FWD/11_OWP/NO.1 9 kips FWD/11_OWP/NO.2 Test I.D. : No.11 (SHRP Section_7/FWD ID _9IWP_10OWP/Control) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.51. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 11 at NCAT Section 7. 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D e fle ct io n (m ils ) BISAR 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 Test I.D. : No.12 (SHRP Section_8/FWD ID _10IWP/Stripping_ 5 in.) IWP(Dot): Inside wheel path Figure 7.52. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 12 at NCAT Section 8.
94 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D e fle ct io n (m ils ) BISAR 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 Test I.D. : No.13 (SHRP Section_8/FWD ID _11IWP/Stripping_ 5 in.) IWP(Dot): Inside wheel path Figure 7.53. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 13 at NCAT Section 8. 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D e fle ct io n (m ils ) BISAR 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 9 kips FWD/OWP/NO.1 9 kips FWD/OWP/NO.2 Test I.D. : No.14 (SHRP Section_9/FWD ID _12/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is mineral filler/OWP is paper. Figure 7.54. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 14 at NCAT Section 9.
95 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D e fle ct io n (m ils ) BISAR 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 9 kips FWD/OWP/NO.1 9 kips FWD/OWP/NO.2 Test I.D. : No.15 (SHRP Section_9/FWD ID _13/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.55. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 15 at NCAT Section 9. 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D e fle ct io n (m ils ) BISAR 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 9 kips FWD/OWP/NO.1 9 kips FWD/OWP/NO.2 Test I.D. : No.16 (SHRP Section_10/FWD ID _14/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.56. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 16 at NCAT Section 10.
96 Comparisons of BISAR Results with Normalized 9-Kip Deflections for FWD Measurements for FWD testing on NCAt test Sections: time history Curves 0 2 4 6 8 10 0 5 10 15 20 25 30 35 40 FWD Sensor Spacing (inch) D e fle ct io n (m ils ) BISAR 9 kips FWD/IWP/NO.1 9 kips FWD/IWP/NO.2 9 kips FWD/OWP/NO.1 9 kips FWD/OWP/NO.2 Test I.D. : No.17 (SHRP Section_10/FWD ID _15/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.57. Comparisons of BISAR results with 9-kips loading normalized FWD measurements for FWD Test 17 at NCAT Section 10. Test I.D. : No.1_ D0-in_6kips(SHRP Section_1/FWD ID _1/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is mineral filler/OWP is paper. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Figure 7.58. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 1 at NCAT Section 1.
97 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Test I.D. : No.1_ D0-in_9kips (SHRP Section_1/FWD ID _1/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is mineral filler/OWP is paper. Figure 7.59. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 1 at NCAT Section 1. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 Test I.D. : No.1_ D0-in_13kips (SHRP Section_1/FWD ID _1/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is mineral filler/OWP is paper. Figure 7.60. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 1 at NCAT Section 1.
98 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Test I.D. : No.1_ D0-in_18kips(SHRP Section_1/FWD ID _1/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is mineral filler/OWP is paper. Figure 7.61. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 1 at NCAT Section 1. Test I.D. : No.2_ D0-in_6kips(SHRP Section_1/FWD ID _2/Delamination_ 5 in.) Notes: IWP is mineral filler/OWP is paper. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Figure 7.62. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 2 at NCAT Section 1.
99 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Test I.D. : No.2_ D0-in_9kips(SHRP Section_1/FWD ID _2/Delamination_ 5 in.) Notes: IWP is mineral filler/OWP is paper. Figure 7.63. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 2 at NCAT Section 1. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 Test I.D. : No.2_ D0-in_13kips(SHRP Section_1/FWD ID _2/Delamination_ 5 in.) Notes: IWP is mineral filler/OWP is paper. Figure 7.64. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 2 at NCAT Section 1.
100 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Test I.D. : No.2_ D0-in_18kips(SHRP Section_1/FWD ID _2/Delamination_ 5 in.) Notes: IWP is mineral filler/OWP is paper. Figure 7.65. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 2 at NCAT Section 1. Test I.D. : No.3_ D0-in_6kips(SHRP Section_2/FWD ID _3/Control) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Figure 7.66. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 3 at NCAT Section 2.
101 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Test I.D. : No.3_ D0-in_9kips(SHRP Section_2/FWD ID _3/Control) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.67. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 3 at NCAT Section 2. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 Test I.D. : No.3_ D0-in_13kips(SHRP Section_2/FWD ID _3/Control) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.68. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 3 at NCAT Section 2.
102 -2 0 2 4 6 8 10 12 14 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Test I.D. : No.3_ D0-in_18kips(SHRP Section_2/FWD ID _3/Control) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.69. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 3 at NCAT Section 2. Test I.D. : No.4_ D0-in_6kips(SHRP Section_3/FWD ID _4IWP/Control) IWP (Dot): Inside wheel path -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 6kips/4_IWP/No.1 6kips/4_IWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 6kips/4_IWP/No.1 6kips/4_IWP/No.2 Figure 7.70. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 4 at NCAT Section 3.
103 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 9kips/4_IWP/No.1 9kips/4_IWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 9kips/4_IWP/No.1 9kips/4_IWP/No.2 Test I.D. : No.4_ D0-in_9kips (SHRP Section_3/FWD ID _4IWP/Control) IWP (Dot): Inside wheel path Figure 7.71. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 4 at NCAT Section 3. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 13kips/4_IWP/No.1 13kips/4_IWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 13kips/4_IWP/No.1 13kips/4_IWP/No.2 Test I.D. : No.4_ D0-in_13kips (SHRP Section_3/FWD ID _4IWP/Control) IWP (Dot): Inside wheel path Figure 7.72. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 4 at NCAT Section 3.
104 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 18kips/4_IWP/No.1 18kips/4_IWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 18kips/4_IWP/No.1 18kips/4_IWP/No.2 Test I.D. : No.4_ D0-in_18kips (SHRP Section_3/FWD ID _4IWP/Control) IWP (Dot): Inside wheel path Figure 7.73. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 4 at NCAT Section 3. Test I.D. : No.5_ D0-in_6kips (SHRP Section_3/FWD ID _4OWP/Control) OWP(Line): Outside wheel path 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 6kips/4_OWP/No.1 6kips/4_OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 6kips/4_OWP/No.1 6kips/4_OWP/No.2 Figure 7.74. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 5 at NCAT Section 3.
105 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 9kips/4_OWP/No.1 9kips/4_OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 9kips/4_OWP/No.1 9kips/4_OWP/No.2 Test I.D. : No.5_ D0-in_9kips (SHRP Section_3/FWD ID _4OWP/Control) OWP(Line): Outside wheel path Figure 7.75. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 5 at NCAT Section 3. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 13kips/4_OWP/No.1 13kips/4_OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 13kips/4_OWP/No.1 13kips/4_OWP/No.2 Test I.D. : No.5_ D0-in_13kips (SHRP Section_3/FWD ID _4OWP/Control) OWP(Line): Outside wheel path Figure 7.76. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 5 at NCAT Section 3.
106 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 18kips/4_OWP/No.1 18kips/4_OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 18kips/4_OWP/No.1 18kips/4_OWP/No.2 Test I.D. : No.5_ D0-in_18kips (SHRP Section_3/FWD ID _4OWP/Control) OWP(Line): Outside wheel path Figure 7.77. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 5 at NCAT Section 3. No significant difference in peak FWD measurements between IWP (no delamination) and OWP (delamination) -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Test I.D. : No.6_ D0-in_6kips (SHRP Section_4/FWD ID _5/Delamination_ 2 in._OWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is no delamination/OWP is delamination. -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Figure 7.78. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 6 at NCAT Section 4.
107 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 No significant difference in peak FWD measurements between IWP (no delamination) and OWP (delamination) Test I.D. : No.6_ D0-in_9kips (SHRP Section_4/FWD ID _5/Delamination_ 2 in._OWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is no delamination/OWP is delamination. Figure 7.79. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 6 at NCAT Section 4. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 No significant difference in peak FWD measurements between IWP (no delamination) and OWP (delamination) Test I.D. : No.6_ D0-in_13kips (SHRP Section_4/FWD ID _5/Delamination_ 2 in._OWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is no delamination/OWP is delamination. Figure 7.80. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 6 at NCAT Section 4.
108 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 No significant difference in peak FWD measurements between IWP (no delamination) and OWP (delamination) but there is a difference in unloading portion of the FWD time history data Test I.D. : No.6_ D0-in_18kips (SHRP Section_4/FWD ID _5/Delamination_ 2 in._OWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is no delamination/OWP is delamination. -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Figure 7.81. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 6 at NCAT Section 4. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Test I.D. : No.6_ D8-in_6kips (SHRP Section_4/FWD ID _5/Delamination_ 2 in._OWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is no delamination/OWP is delamination. -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Figure 7.82. FWD deflection (D8-in.) time history under 6-kips loading for FWD Test 6 at NCAT Section 4.
109 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Test I.D. : No.6_ D8-in_9kips (SHRP Section_4/FWD ID _5/Delamination_ 2 in._OWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is no delamination/OWP is delamination. -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Figure 7.83. FWD deflection (D8-in.) time history under 9-kips loading for FWD Test 6 at NCAT Section 4. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 Test I.D. : No.6_ D8-in_13kips (SHRP Section_4/FWD ID _5/Delamination_ 2 in._OWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is no delamination/OWP is delamination. -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 Figure 7.84. FWD deflection (D8-in.) time history under 13-kips loading for FWD Test 6 at NCAT Section 4.
110 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Test I.D. : No.6_ D8-in_18kips (SHRP Section_4/FWD ID _5/Delamination_ 2 in._OWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is no delamination/OWP is delamination. -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Figure 7.85. FWD deflection (D8-in.) time history under 18-kips loading for FWD Test 6 at NCAT Section 4. No difference in FWD measurements between IWP (partial delamination) and OWP (delamination) -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Test I.D. : No.7_D0-in_6kips (SHRP Section_4/FWD ID _6/Delamination_ 2 in._IWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is "partially" delaminated/OWP is delamination. -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Figure 7.86. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 7 at NCAT Section 4.
111 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Test I.D. : No.7_D0-in_9kips (SHRP Section_4/FWD ID _6/Delamination_ 2 in._IWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is "partially" delaminated/OWP is delamination. No difference in FWD measurements between IWP (partial delamination) and OWP (delamination) -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Figure 7.87. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 7 at NCAT Section 4. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 No difference in FWD measurements between IWP (partial delamination) and OWP (delamination) Test I.D. : No.7_D0-in_13kips (SHRP Section_4/FWD ID _6/Delamination_ 2 in._IWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is "partially" delaminated/OWP is delamination. Figure 7.88. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 7 at NCAT Section 4.
112 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Test I.D. : No.7_D0-in_18kips (SHRP Section_4/FWD ID _6/Delamination_ 2 in._IWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is "partially" delaminated/OWP is delamination. -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 No difference in FWD measurements between IWP (partial delamination) and OWP (delamination) Figure 7.89. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 7 at NCAT Section 4. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Test I.D. : No.7_D8-in_6kips (SHRP Section_4/FWD ID _6/Delamination_ 2 in._IWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is "partially" delaminated/OWP is delamination. -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Figure 7.90. FWD deflection (D8-in.) time history under 6-kips loading for FWD Test 7 at NCAT Section 4.
113 ): Outs -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Test I.D. : No.7_D8-in_9kips(SHRP Section_4/FWD ID _6/Delamination_ 2 in._IWP) OWP(Line ide wheel path IWP(Dot): Inside wheel path Notes: IWP is "partially" delaminated/OWP is delamination. -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Figure 7.91. FWD deflection (D8-in.) time history under 9-kips loading for FWD Test 7 at NCAT Section 4. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 Test I.D. : No.7_D8-in_13kips(SHRP Section_4/FWD ID _6/Delamination_ 2 in._IWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is "partially" delaminated/OWP is delamination. -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 Figure 7.92. FWD deflection (D8-in.) time history under 13-kips loading for FWD Test 7 at NCAT Section 4.
114 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Test I.D. : No.7_D8-in_18kips(SHRP Section_4/FWD ID _6/Delamination_ 2 in._IWP) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is "partially" delaminated/OWP is delamination. -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (ki ps ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Figure 7.93. FWD deflection (D8-in.) time history under 18-kips loading for FWD Test 7 at NCAT Section 4. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Test I.D. : No.8_D0-in_6kips(SHRP Section_5/FWD ID _7/Delamination_ 2 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Figure 7.94. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 8 at NCAT Section 5.
115 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Test I.D. : No.8_D0-in_9kips(SHRP Section_5/FWD ID _7/Delamination_ 2 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.95. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 8 at NCAT Section 5. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 Test I.D. : No.8_D0-in_13kips(SHRP Section_5/FWD ID _7/Delamination_ 2 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 Figure 7.96. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 8 at NCAT Section 5.
116 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Test I.D. : No.8_D0-in_18kips(SHRP Section_5/FWD ID _7/Delamination_ 2 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.97. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 8 at NCAT Section 5. Test I.D. : No.9_D0-in_6kips(SHRP Section_5/FWD ID _8/Delamination_ 2 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Figure 7.98. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 9 at NCAT Section 5.
117 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Test I.D. : No.9_D0-in_9kips(SHRP Section_5/FWD ID _8/Delamination_ 2 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.99. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 9 at NCAT Section 5. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 Test I.D. : No.9_D0-in_13kips(SHRP Section_5/FWD ID _8/Delamination_ 2 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.100. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 9 at NCAT Section 5.
118 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Test I.D. : No.9_D0-in_18kips (SHRP Section_5/FWD ID _8/Delamination_ 2 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.101. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 9 at NCAT Section 5. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 6kips/9_OWP/No.1 6kips/9_OWP/No.2 6kips/10_OWP/No.1 6kips/10_OWP/No.2 Test I.D. : No.10_D0-in_6kips (SHRP Section_6/FWD ID _9OWP_10OWP/Stripping_ 2 in.) OWP (Line): Outside wheel path -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 6kips/9_OWP/No.1 6kips/9_OWP/No.2 6kips/10_OWP/No.1 6kips/10_OWP/No.2 Figure 7.102. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 10 at NCAT Section 6.
119 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 9kips/9_OWP/No.1 9kips/9_OWP/No.2 9kips/10_OWP/No.1 9kips/10_OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 9kips/9_OWP/No.1 9kips/9_OWP/No.2 9kips/10_OWP/No.1 9kips/10_OWP/No.2 Test I.D. : No.10_D0-in_9kips (SHRP Section_6/FWD ID _9OWP_10OWP/Stripping_ 2 in.) OWP (Line): Outside wheel path Figure 7.103. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 10 at NCAT Section 6. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 13kips/9_OWP/No.1 13kips/9_OWP/No.2 13kips/10_OWP/No.1 13kips/10_OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 13kips/9_OWP/No.1 13kips/9_OWP/No.2 13kips/10_OWP/No.1 13kips/10_OWP/No.2 Test I.D. : No.10_D0-in_13kips (SHRP Section_6/FWD ID _9OWP_10OWP/Stripping_ 2 in.) OWP (Line): Outside wheel path Figure 7.104. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 10 at NCAT Section 6.
120 -4 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 18kips/9_OWP/No.1 18kips/9_OWP/No.2 18kips/10_OWP/No.1 18kips/10_OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 18kips/9_OWP/No.1 18kips/9_OWP/No.2 18kips/10_OWP/No.1 18kips/10_OWP/No.2 Test I.D. : No.10_D0-in_18kips (SHRP Section_6/FWD ID _9OWP_10OWP/Stripping_ 2 in.) OWP (Line): Outside wheel path Figure 7.105. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 10 at NCAT Section 6. Test I.D. : No.11_D0-in_6kips (SHRP Section_7/FWD ID _9IWP_10OWP/Control) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 6kips/9_IWP/No.1 6kips/9_IWP/No.2 6kips/11_OWP/No.1 6kips/11_OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 6kips/9_IWP/No.1 6kips/9_IWP/No.2 6kips/11_OWP/No.1 6kips/11_OWP/No.2 Figure 7.106. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 11 at NCAT Section 7.
121 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 9kips/9_IWP/No.1 9kips/9_IWP/No.2 9kips/11_OWP/No.1 9kips/11_OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 9kips/9_IWP/No.1 9kips/9_IWP/No.2 9kips/11_OWP/No.1 9kips/11_OWP/No.2 Test I.D. : No.11_D0-in_9kips (SHRP Section_7/FWD ID _9IWP_10OWP/Control) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.107. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 11 at NCAT Section 7. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 13kips/9_IWP/No.1 13kips/9_IWP/No.2 13kips/11_OWP/No.1 13kips/11_OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 13kips/9_IWP/No.1 13kips/9_IWP/No.2 13kips/11_OWP/No.1 13kips/11_OWP/No.2 Test I.D. : No.11_D0-in_13kips (SHRP Section_7/FWD ID _9IWP_10OWP/Control) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.108. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 11 at NCAT Section 7.
122 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 18kips/9_IWP/No.1 18kips/9_IWP/No.2 18kips/11_OWP/No.1 18kips/11_OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 18kips/9_IWP/No.1 18kips/9_IWP/No.2 18kips/11_OWP/No.1 18kips/11_OWP/No.2 Test I.D. : No.11_D0-in_18kips (SHRP Section_7/FWD ID _9IWP_10OWP/Control) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Figure 7.109. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 11 at NCAT Section 7. Test I.D. : No.12_D0-in_6kips (SHRP Section_8/FWD ID _10IWP/Stripping_ 5 in.) IWP(Dot): Inside wheel path -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D e fle ct io n (m ils ) 6kips/10_IWP/No.1 6kips/10_IWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ips ) 6kips/10_IWP/No.1 6kips/10_IWP/No.2 Figure 7.110. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 12 at NCAT Section 8.
123 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 9kips/10_IWP/No.1 9kips/10_IWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 9kips/10_IWP/No.1 9kips/10_IWP/No.2 Test I.D. : No.12_D0-in_9kips(SHRP Section_8/FWD ID _10IWP/Stripping_ 5 in.) IWP(Dot): Inside wheel path Figure 7.111. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 12 at NCAT Section 8. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 13kips/10_IWP/No.1 13kips/10_IWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 13kips/10_IWP/No.1 13kips/10_IWP/No.2 Test I.D. : No.12_D0-in_13kips(SHRP Section_8/FWD ID _10IWP/Stripping_ 5 in.) IWP(Dot): Inside wheel path Figure 7.112. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 12 at NCAT Section 8.
124 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 18kips/10_IWP/No.1 18kips/10_IWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 18kips/10_IWP/No.1 18kips/10_IWP/No.2 Test I.D. : No.12_D0-in_18kips(SHRP Section_8/FWD ID _10IWP/Stripping_ 5 in.) IWP(Dot): Inside wheel path Figure 7.113. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 12 at NCAT Section 8. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 6kips/11_IWP/No.1 6kips/11_IWP/No.2 Test I.D. : No.13_D0-in_6kips(SHRP Section_8/FWD ID _11IWP/Stripping_ 5 in.) IWP(Dot): Inside wheel path -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 6kips/11_IWP/No.1 6kips/11_IWP/No.2 Figure 7.114. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 13 at NCAT Section 8.
125 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 9kips/11_IWP/No.1 9kips/11_IWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 9kips/11_IWP/No.1 9kips/11_IWP/No.2 Test I.D. : No.13_D0-in_9kips(SHRP Section_8/FWD ID _11IWP/Stripping_ 5 in.) IWP(Dot): Inside wheel path Figure 7.115. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 13 at NCAT Section 8. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 13kips11_/IWP/No.1 13kips/11_IWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 13kips11_/IWP/No.1 13kips/11_IWP/No.2 Test I.D. : No.13_D0-in_13kips(SHRP Section_8/FWD ID _11IWP/Stripping_ 5 in.) IWP(Dot): Inside wheel path Figure 7.116. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 13 at NCAT Section 8.
126 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 18kips/11_IWP/No.1 18kips/11_IWP/No.2 Test I.D. : No.13_D0-in_18kips(SHRP Section_8/FWD ID _11IWP/Stripping_ 5 in.) IWP(Dot): Inside wheel path -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 18kips/11_IWP/No.1 18kips/11_IWP/No.2 Figure 7.117. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 13 at NCAT Section 8. Test I.D. : No.14_D0-in_6kips(SHRP Section_9/FWD ID _12/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is mineral filler/OWP is paper. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Figure 7.118. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 14 at NCAT Section 9.
127 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Test I.D. : No.14_D0-in_9kips(SHRP Section_9/FWD ID _12/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is mineral filler/OWP is paper. -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Figure 7.119. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 14 at NCAT Section 9. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 Test I.D. : No.14_D0-in_13kips(SHRP Section_9/FWD ID _12/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is mineral filler/OWP is paper. Figure 7.120. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 14 at NCAT Section 9.
128 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Test I.D. : No.14_D0-in_18kips(SHRP Section_9/FWD ID _12/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is mineral filler/OWP is paper. Figure 7.121. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 14 at NCAT Section 9. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Test I.D. : No.15_D0-in_6kips(SHRP Section_9/FWD ID _13/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.122. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 15 at NCAT Section 9.
129 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Test I.D. : No.15_D0-in_9kips(SHRP Section_9/FWD ID _13/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.123. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 15 at NCAT Section 9. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 Test I.D. : No.15_D0-in_13kips(SHRP Section_9/FWD ID _13/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.124. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 15 at NCAT Section 9.
130 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Test I.D. : No.15_D0-in_18kips(SHRP Section_9/FWD ID _13/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.125. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 15 at NCAT Section 9. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Test I.D. : No.16_D0-in_6kips(SHRP Section_10/FWD ID _14/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.126. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 16 at NCAT Section 10.
131 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Test I.D. : No.16_D0-in_9kips(SHRP Section_10/FWD ID _14/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.127. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 16 at NCAT Section 10. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 Test I.D. : No.16_D0-in_13kips(SHRP Section_10/FWD ID _14/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.128. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 16 at NCAT Section 10.
132 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Test I.D. : No.16_D0-in_18kips(SHRP Section_10/FWD ID _14/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.129. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 16 at NCAT Section 10. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo ad (k ip s) 6kips/IWP/No.1 6kips/IWP/No.2 6kips/OWP/No.1 6kips/OWP/No.2 Test I.D. : No.17_D0-in_6kips(SHRP Section_10/FWD ID _15/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.130. FWD deflection (D0-in.) time history under 6-kips loading for FWD Test 17 at NCAT Section 10.
133 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 9kips/IWP/No.1 9kips/IWP/No.2 9kips/OWP/No.1 9kips/OWP/No.2 Test I.D. : No.17_D0-in_9kips(SHRP Section_10/FWD ID _15/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.131. FWD deflection (D0-in.) time history under 9-kips loading for FWD Test 17 at NCAT Section 10. -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 13kips/IWP/No.1 13kips/IWP/No.2 13kips/OWP/No.1 13kips/OWP/No.2 Test I.D. : No.17_D0-in_13kips(SHRP Section_10/FWD ID _15/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. Figure 7.132. FWD deflection (D0-in.) time history under 13-kips loading for FWD Test 17 at NCAT Section 10.
134 -2 0 2 4 6 8 10 0 10 20 30 40 50 60 70 Time (millisecond) D ef le ct io n (m ils ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Test I.D. : No.17_D0-in_18kips(SHRP Section_10/FWD ID _15/Delamination_ 5 in.) OWP(Line): Outside wheel path IWP(Dot): Inside wheel path Notes: IWP is paper/OWP is mineral filler. -2 0 2 4 6 8 10 12 14 16 18 20 0 10 20 30 40 50 60 70 Time (millisecond) FW D lo a d (ki ps ) 18kips/IWP/No.1 18kips/IWP/No.2 18kips/OWP/No.1 18kips/OWP/No.2 Figure 7.133. FWD deflection (D0-in.) time history under 18-kips loading for FWD Test 17 at NCAT Section 10. Summary On the basis of this study, the following findings and recom- mendations for future research were drawn. Major Findings ⢠In terms of the maximum deflections for each sensor/ geophone, there is no significant difference in FWD mea- surements in NCAT sections with and without delamination. This result is due to the high thickness and strong pavement sublayers of the NCAT test sections. ⢠By accounting for FWD time-history data, there is a higher possibility of detecting the presence of delamination in test sections, especially if there is an intact control section to do comparisons. ⢠Although there is no significant difference in peak FWD measurements between delaminated and intact pavement sections, there seems to be a difference especially in the unloading portion of the FWD time history data for these sections. ⢠The BISAR model can be used to characterize the effect of delamination in terms of vertical deflections for conven- tional HMA pavement systems. ⢠The BISAR model seems to overestimate the vertical deformations for the assumed pavement layer moduli values for the NCAT HMA pavement test sections. This over estimation can easily be fixed by changing the moduli values assigned for each pavement layer. ⢠Performing the backcalculation of pavement layer moduli is not easy because of the complex history of the NCAT test sections (e.g., variations in pavement thickness values, having thicker HMA and HMA base layers, the presence of an RAP layer, the compaction of the pavement foundation during past traffic loadings). Recommendations for Future Research ⢠New flexible pavement sections are needed with relatively thin HMA layers for better study of the detection of delam- inations with FWD testing. There will be a higher contrast in FWD readings between the delaminated and intact cases for such test sections. This outcome can be easily achieved during the identification of flexible pavement sections for future testing. ⢠The FWD is more effective during the cool-weather testing than during the hot-weather testing for delamination- detection purposes. One concern with the FWD testing is the number of false positive readings (estimating low modulus for intact point), especially during the high-temperature testing. ⢠For conventional HMA pavements, it is possible to use peak FWD measurements for delamination detection with temperature correction of FWD deflection readings.
135 ⢠Temperature corrections need to be done for the FWD read- ings before performing the pavement layer backcalculation task. ⢠For HMA overlaid pavements having complex construction history (e.g., NCAT test sections), FWD time-history data for delamination detection is a more promising resource. This finding, however, requires more in-depth investigation. FWD data from future test sections can be used for such purposes. ⢠FWD tests should be conducted on the same location with the same pavement structure (having the same thickness and moduli values for each pavement layer) for control (intact) and delaminated test sections (such as Test 6 of NCAT FWD tests). With this approach, FWD readings and time histories can then easily be compared with each other for each pavement case. ⢠Higher FWD load levels should be considered to better study the impact of delaminations. A bigger FWD loading plate should be considered for thick HMA pavement sec- tions, especially if the delaminated layers are located deep in the pavement system. References Al Hakim, B., H. Al Nageim, D. Pountney, and L. Lesley. 1997. The Development of an Improved Pavement Backcalculation. Proc., 1st International Conference on Rehabilitation and Development of Civil Engineering Infrastructure Systems, Lebanon. Al Hakim, B., R. Armitage, and N. H. Thom. 1998. Pavement Assess- ment Including Bonding Condition: Case Studies. Proc., 5th Inter- national Conference on Bearing Capacity of Roads and Airfields, University of Trondheim, Norway, Vol. 1, pp. 439â448. Al Hakim, B., L. W. Cheung, and R. Armitage. 2000. Use of FWD Data for Prediction of Bonding Between Pavement Layers. International Journal of Pavement Engineering, Vol. 1, No. 1, pp. 49â59. Claessen, A. I. M., J. M. Edwards, P. Sommer, and P. Uge. 1977. Asphalt Pavement DesignâThe Shell Method. Proc., 4th International Con- ference on Structural Design of Asphalt Pavements, Vol. 1, pp. 39â74. DeJong, D. L. 1973. Computer Program: BISAR. Royal/Shell Laboratory, External Report AMSR 0006.73, Amsterdam, Netherlands. Gomba, S. M. 2004. Evaluation of Interlayer Bonding in Hot Mix Asphalt Pavements. MS thesis. Rowan University, Glassboro, N.J. Gopalakrishnan, K. 2004. Performance Analysis of Airport Flexible Pave- ment Subjected to New Generation Aircraft. PhD dissertation, Uni- versity of Illinois at UrbanaâChampaign. Hammons, M., H. Von Quintus, K. Maser, and S. Nazarian. 2005. Detec- tion of Stripping in Hot-Mix Asphalt. Applied Research Associates Report 16355 for Georgia Department of Transportation. Hill, H. J., and M. R. Thompson. 1988. Early Life Study of the FA409 Full-Depth Asphalt Concrete Pavement Sections. Unpublished Uni- versity of Illinois research report, University of Illinois at Urbanaâ Champaign. Kruntcheva, M. R., A. C. Collop, and N. H. Thom. 2000. The Portable Seismic Pavement Analyzer: Laboratory Trials. Project Report PGR 2000-02, University of Nottingham, United Kingdom. Lepert, P., J. P. Poilane, and M. Villard-Bats. 1992. Evaluation of Vari- ous Field Measurement Techniques for the Assessment of Pavement Interface Condition. Proc., 7th International Conference on Asphalt Pavements, Vol. 3, pp. 224â237. Nazarian, S., D. MejÃa, C. Celaya, S. Iyer, C. Rao, and P. Shokouhi. 2008. A Work Plan toward Evaluation of Technologies to Assess Presence and Extent of Delamination of HMA Airfield Pavements. Interim Report for AAPTP Research Project 06-04, Center for Transportation Infrastructure Systems, The University of Texas at El Paso. Nazarian, S., C. Celaya, D. MejÃa, S. Ertem, C. Rao, F. Von Quintus, and P. Shokouhi. 2010. Evaluation of NDT Technologies to Assess Presence and Extent of Delamination of HMA Airfield Pavements. Final Report for AAPTP Research Project 06-04, Center for Trans- portation Infrastructure Systems, The University of Texas at El Paso. Peutz, M. G. F., H. P. M. Van Kempen, and A. Jones. 1968. Layered Systems Under Normal Surface Loads. Highway Research Record, No. 228, HRB, National Research Council, Washington, D.C., pp. 34â45. Xu, B., S. R. Ranjithan, and Y. R. Kim. 2001. Development of Rela- tionships Between FWD Deflections and Asphalt Pavement Layer Condition Indicators. Presented at 81st Annual Meeting of the Transportation Research Board, Washington, D.C.
