Irc 117 2015 FWD RIGID

Sr.
Remark No. Details - IRC 117 2015

within 5 years of construction, the pavement thicknesses is enough to prevent flexural cracking (stresses due to heavy axle loads + temperature gradients)
major cause of damage to a concrete pavement is due to the permanent deformation caused to granular layers and the subgrade due to the heavy vehicles
operating on highways
Evaluation - location of voids below the pavement + Conditions of dowel bars and tie bars + shoulder joints
FWD used for estimating the strength of the pavement concrete + modulus of the subgrade reaction
Find - The deflection data can be used to detect voids at transverse joints, longitudinal joints, interiors, corners
IRC:58-2011 Evaluation - pavement capacity to withstand future traffic loading i.e. balance life of the pavement, determined using cumulative fatigue damage principle
Structural Evaluation - load transfer at transverse and longitudinal joints
Rehabilitation Method
Appendix 1 cement grouting
IRC:SP:83-
2008 retrofitting of dowel bars/tie bars - Special Technique for Rehabilitation of Rigid Pavement
3. CONSTRUCTION HISTORY
i) Month and the year of construction
ii) Traffic considered in pavement design
iii) Thickness and strength of pavement concrete
iv) Thickness and strength of dry lean concrete subbase
v) CBR of subgrade
vi) Modulus of subgrade reaction considered in design
vii) Temperature differential of pavement concrete
IRC:58-2011 4. TRAFFIC
4.1 Axle Load Survey - conducted for 48 hours bothin day as well as in night hours, covering a minimum sample size of 10 percent in both directions
4.2 Axle Load Spectrum
5. FWD
The target peak load in the range of 40 kN to 60 kN or higher may be applied on concrete pavements to get a reasonable deflection of the order of 0.15 mm
since pavements of major highways in India consisting of 150 mm DLC and 300 mm PQC are very stiff and a higher load may be required to get a deflection of
about 0.15 mm.
IRC:115-2014 Calibration
6. PAVEMENT EVALUATION PROCESS

Appendix 2 Pavement Condition Survey
GPR may be used to determine the thickness of pavements in a short time and to locate approximately the areas where voids may have formed below the
pavement slab which can be confirmed by FWD deflection tests at a later stage.
FWD deflection data may be collected at interiors, corners, transverse joints and longitudinal joints in the outer lane at intervals of 500 m.
Heavy loads travel mostly in outer lanes and very often greater distresses also are found in the outer lanes.
If there are distresses in the inner lanes also, FWD test should be done in those lanes also.
two way two lane roads - both lanes have to be tested for corner, edge, interior, transverse and longitudinal joint loading
Spacing for tests can be lower depending upon the condition of pavements
Temperature
interior - temperature gradient is zero or negative when top surface is cooler than the bottom and the central portion of the pavement slab is in full contact
with the foundation.
These factors should be considered while carrying out the test.
day time - the surface is hotter than the bottom and the slab will curl up forming a convex surface with raised central region - The test in the raised part will
show high deflection. The edges will be resting on the foundation
Night Time - edges will get raised and test at the edge will give large deflections
Two lane roads without concrete shoulder - test should be carried out at the corner, interior and edge positions
When there are no dowel bars, tests at the transverse joints should be carried out in the morning hours to determine the load transfer due to aggregate
interlock when the joint opening will be higher because of contraction of slabs at lower temperatures.
6.2 Surface Temperature Measurement

The FWD can automatically measure and record the pavement surface temperature to the FWD file (infrared thermometer)
If the FWD is not equipped with an Infrared thermometer, then the FWD operator can use a hand held thermometer and record the temperature to a file.
FWD operator can suspend testing if the pavement becomes too hot (>40°C)
6.3 Evaluation of Subgrade Modulus, Elastic Modulus of Concrete and Strength of Pavement Concrete
Radius of relative stiffness (/) (extent to which object resist deformation)
Elastic Modulus (MPa) of concrete
IRC:58-2011 6.4 Fatigue Behaviour of Cement Concrete
7. CAUSES OF EARLY CRACKING OF CONCRETE PAVEMENTS
8. DETECTION OF VOIDS UNDERNEATH THE RIGID PAVEMENT

plot graph of central deflection vs distance
FWD Tests should be done during the period when the pavements are not in curled conditions
Compare tests done on a pavement slab over a void and a slab without any void at different load levels such as 40 kN, 50 kN, 60 kN and 70 kN or 80 kN
Appendix 4 9. EVALUATION OF LOAD TRANSFER EFFICIENCY OF JOINTS

LTE = 100 (D2/D1)
D1 is the deflection on the loaded side of the slab
D2 is the deflection on the unloaded side of the slab
For a new pavement, the joint efficiency is nearly 100 percent
10. FREQUENCY OF TEST - repeated between three and five years

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Sr.

Remark No. Details - IRC 117 2015

6. PAVEMENT EVALUATION PROCESS

6.2 Surface Temperature Measurement

IRC:58-2011 6.4 Fatigue Behaviour of Cement Concrete

7. CAUSES OF EARLY CRACKING OF CONCRETE PAVEMENTS

8. DETECTION OF VOIDS UNDERNEATH THE RIGID PAVEMENT

Appendix 4 9. EVALUATION OF LOAD TRANSFER EFFICIENCY OF JOINTS

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