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Journal articles on the topic 'Light falling weight deflectometer'

Author: Grafiati

Published: 8 September 2021

Last updated: 26 January 2023

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1

Caroles, L., A. R. Djamaluddin, A. A. Amiruddin, and A. Arsyad. "Correlation of modulus elasticity of Falling Weight Deflectometer (FWD) towards Light Weight Deflectometer (LWD) laboratory." IOP Conference Series: Earth and Environmental Science 419 (February 8, 2020): 012039. http://dx.doi.org/10.1088/1755-1315/419/1/012039.

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2

Pospisil, Karel, Petr Zednik, and Josef Stryk. "Relationship between deformation moduli obtained using light falling weight deflectometer and static plate test on various types of soil." BALTIC JOURNAL OF ROAD AND BRIDGE ENGINEERING 9, no. 4 (2014): 251–59. http://dx.doi.org/10.3846/bjrbe.2014.31.

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There is increasing effort to optimize test methods for evaluation of subgrade. It takes effect in aspiration in replacement of static plate loading test by other faster test methods. One of them is the use of Light Falling Weight Deflectometer. In many countries in Europe both static and dynamic plate tests are standardized. The presented paper introduces results of the research project dealing with the sensitivity of the relationship between static modulus and modulus obtained from the Light Falling Weight Deflectometer on specific types of soil. It is shown that there are significant differences in relationship between moduli values obtained using both methods on different types of soil.

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3

Tompai, Zoltán. "Laboratory evaluation of B & C small-plate light falling weight deflectometer." Periodica Polytechnica Civil Engineering 52, no. 2 (2008): 103. http://dx.doi.org/10.3311/pp.ci.2008-2.07.

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4

Benedetto, A., F. Tosti, and L. Di Domenico. "Elliptic model for prediction of deflections induced by a Light Falling Weight Deflectometer." Journal of Terramechanics 49, no. 1 (2012): 1–12. http://dx.doi.org/10.1016/j.jterra.2011.10.003.

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5

Bertulienė, Lina, Lina Juknevičiūtė–Žilinskienė, Henrikas Sivilevičius, and Alfredas Laurinavičius. "Interaction of Physical Parameters and The Strength of Frost Blanket Course in Road Pavement Structure." Baltic Journal of Road and Bridge Engineering 13, no. 4 (2018): 416–28. http://dx.doi.org/10.7250/bjrbe.2018-13.426.

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This paper determines the interaction between the physical indicators of frost blanket course and its deflection modulus, measured by static and dynamic devices. The Pilot Road has been selected to examine the strength properties (deflection module) of frost blanket course. A Pilot Road consisting of 27 road sections, divided into 5 different road structures. A Pilot Road has been selected to examine the strength properties (deflection module) of frost blanket course. In this research was determined the strength of frost blanket course in road pavement structures of Pilot Road by four devices: Falling Weight Deflectometer Dynatest 8000, Light Weight Deflectometers Prima 100 and ZORN ZSG 02 and Static Beam Strassentest. The results showed no reliable correlation between the deflection modulus, measured by different devices, and the physical indicators of the frost blanket course of the road pavement structures in Pilot Road.

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6

Alshibli, Khalid A., Murad Abu-Farsakh, and Ekrem Seyman. "Laboratory Evaluation of the Geogauge and Light Falling Weight Deflectometer as Construction Control Tools." Journal of Materials in Civil Engineering 17, no. 5 (2005): 560–69. http://dx.doi.org/10.1061/(asce)0899-1561(2005)17:5(560).

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7

Livneh, Moshe, and Yair Goldberg. "Quality Assessment During Road Formation and Foundation Construction: Use of Falling-Weight Deflectometer and Light Drop Weight." Transportation Research Record: Journal of the Transportation Research Board 1755, no. 1 (2001): 69–77. http://dx.doi.org/10.3141/1755-08.

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8

Sulewska, Maria J., and Grzegorz Bartnik. "Application of the Light Falling Weight Deflectometer (LFWD) to Test Aggregate Layers on Geosynthetic Base." Procedia Engineering 189 (2017): 221–26. http://dx.doi.org/10.1016/j.proeng.2017.05.035.

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9

Oh, Han Jin, Jin Wook Lee, Kideok Kim, Dae Yeol Kwak, Sang Yum Lee, and Gyeong Hoon Ma. "Evaluation of Structure Pavement Conditions in Seoul Using Light Falling Weight Deflectometer (LFWD) and Road Scanner." International Journal of Highway Engineering 24, no. 1 (2022): 1–8. http://dx.doi.org/10.7855/ijhe.2022.24.1.001.

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10

Nazzal, Munir D., Murad Y. Abu-Farsakh, Khalid Alshibli, and Louay Mohammad. "Evaluating the Light Falling Weight Deflectometer Device for in Situ Measurement of Elastic Modulus of Pavement Layers." Transportation Research Record: Journal of the Transportation Research Board 2016, no. 1 (2007): 13–22. http://dx.doi.org/10.3141/2016-02.

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11

Ahmed, Abdelkader T., and Hussain A. Khalid. "Backcalculation Models to Evaluate Light Falling Weight Deflectometer Moduli of Road Foundation Layer Made with Bottom Ash Waste." Transportation Research Record: Journal of the Transportation Research Board 2227, no. 1 (2011): 63–70. http://dx.doi.org/10.3141/2227-07.

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12

Gosk, Wojciech. "Stiffness Estimation of the Soil Built-in Road Embankment on the Basis of Light Falling Weight Deflectometer Test." Procedia Engineering 143 (2016): 395–402. http://dx.doi.org/10.1016/j.proeng.2016.06.050.

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13

Park, Bongsik, Yeong-Tae Choi, and Sung Ho Hwang. "Ballasted Track Status Evaluation Based on Apparent Track Stiffness Index." Applied Sciences 10, no. 14 (2020): 4729. http://dx.doi.org/10.3390/app10144729.

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Currently, maintenance work for ballasted track is performed based on the Track Quality Index (TQI) without a fundamental cause investigation for track irregularity. In this study, a new evaluation standard for ballasted track status is proposed to overcome the limitations of current maintenance work. The new evaluation standard is based on the stiffness index. The stiffness index is defined as the difference between the average and standard deviation of the apparent track stiffness determined by a light falling weight deflectometer (LFWD). After some field tests and analysis, it is shown that the stiffness index has a strong correlation not only with TQI but also with maintenance history. In verification results, the new evaluation standard estimated the ballasted track status quite well.

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14

Tian, Shuang, Xianzhang Ling, Ting Li, Andrew Chan, and Ionut-Razvan Georgescu. "Evaluating the Service Performance of Heavy Axle Load Ballasted Railway by Using Numerical Simulation Method." Applied Sciences 12, no. 5 (2022): 2539. http://dx.doi.org/10.3390/app12052539.

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To evaluate the service performance of the track substructure of heavy axle load (HAL) railway transportation, an inverse analysis was performed to estimate the resilient modulus values of the track substructure, based on the deflection data obtained from light falling weight deflectometer testing. Subsequently, a three-dimensional finite element model was developed to simulate the effect of the train speeds (v) and axle loads (F) on the typical dynamic responses in the railway track system. The results convincingly indicated that increasing v or F can amplify the track vibration. Finally, a critical stress ratio method was adopted to evaluate the service performance based on the numerical results. A recommended range of v and F was determined to maintain the long-term stability of the HAL railway line. The findings can provide guidance for designing the track and maintenance plans to avoid track support failures and ensure track infrastructure resiliency.

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15

Alves, Rubens, Sara Rios, Eduardo Fortunato, António Viana da Fonseca, and Bruno Guimarães Delgado. "Mechanical Behaviour of Steel Slag–Rubber Mixtures: Laboratory Assessment." Sustainability 15, no. 2 (2023): 1563. http://dx.doi.org/10.3390/su15021563.

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Slags and rubber from end-of-life tires represent a liability to the steel and tire industry, causing economic and environmental problems that are difficult to manage. Transport infrastructures can use these industrial by-products instead of extracting natural raw materials, but the adequate mechanical performance of the materials needs to be assured. This paper addresses the mechanical behaviour of slag–rubber mixtures in the laboratory with CBR, monotonic and cyclic triaxial tests. In addition, light falling weight deflectometer tests were also performed in a physical model. The results were analysed to meet technical specifications from Brazil, Portugal and Australia using railway sub-ballast layers, capping layers or road pavement layers as the base and sub-base to identify the applicability range of slag–rubber mixtures for transport infrastructures. Concerning the analysed parameters, it was demonstrated that slag–rubber mixtures can show resilient behaviour and strength adequate for the support layers of transport infrastructures provided that the rubber content is below 5% in weight and that the slag is milled to comply with the grain size distribution ranges available in the technical specifications of the cited countries.

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16

Grajewski, Sylwester M. "Prediction of Primary Deformation Modulus Based on Bearing Capacity: A Case on Forest Road with a Light Falling Weight Deflectometer Zorn ZFG 3000 GPS." Forests 13, no. 11 (2022): 1874. http://dx.doi.org/10.3390/f13111874.

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Bearing capacity and compaction are among the most important and frequently used geotechnical parameters in road construction. The aim of this study was to determine the possibility of predicting the value of the primary deformation modulus E1 (obtained from measurements using a static plate load test—PLT) based on measurements with a Zorn light falling weight deflectometer (LFWD), type ZFG 3000 GPS, with a drop weight of 10 kg. A regression analysis was performed on 245 bearing capacity measurements that were taken on 46 forest road sections with various road surfaces. Different regression models were tested, from linear to logarithmic, polynomial, exponential and power models, but excluding polynomials of fourth and higher degree. The results showed that the prediction of E1 values (PLT) from the dynamic deformation modulus values Evd (LFWD) was possible. However, the reported unsatisfactory strength of the relationship between the two parameters was associated with a high risk of error (r = 0.64, R2 = 0.41, Se = 49.78). Neither the use of more complex non-linear regression models, nor the use of multiple regression by introducing an additional estimator in the form of the s/v ratio, significantly improved estimation results. The quality of the prediction of the E1 value was not constant. It varied, depending on the type of forest road, the use of geosynthetic reinforcement and the type of road subgrade. During the study, it was also found that the quality of the prediction of the E1 value could be improved by limiting the range of Evd values tested from above. It is advisable to continue this type of research, as the obtained results could form the basis for future development of national standards for the use of LFWDs to control the bearing capacity and compaction of forest road pavements.

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17

Li, Shanzhen, Yangsheng Ye, Liang Tang, Degou Cai, Shuang Tian, and Xianzhang Ling. "Experimental Study on the Compaction Characteristics and Evaluation Method of Coarse-Grained Materials for Subgrade." Materials 14, no. 22 (2021): 6972. http://dx.doi.org/10.3390/ma14226972.

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Coarse-grained materials are widely used in high-speed railway construction, and it is of great significance to research its compaction characteristics due to the high quality control requirements. In this regard, a field compaction experiment was conducted at a subgrade near Bazhou Station of Beijing-Xiong’an Intercity Railway. The test results of the compaction effect were presented in this study at first. The roller-integrated compaction measurements (i.e., compaction meter value, CMV) were compared with several traditional in-situ tests (i.e., plate load test, light falling weight deflectometer test, and shear wave velocity test). Then the stability of CMV was evaluated by the proposed δ criterion. The spatial uniformity of compaction was further investigated. Based on the analysis, the target value of CMV was preliminarily determined. It showed that Evd was more variable than CMV. The results convincingly indicated that the compaction parameters increased with the increasing number of roller passes at first. A further increase in compaction effort could result in the decompaction of material when the compaction number up to a certain value. The stability analysis method proposed in this study showed its potency of quantifying the percentage of areas with acceptable compaction. The geostatistical analysis could reflect the spatial uniformity of compaction. Overall, the conducted study could provide a useful reference for geo-material compaction control in the transportation engineering.

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18

Rocha, Sergio, Vivek Tandon, and Soheil Nazarian. "Falling Weight Deflectometer Fleet." Road Materials and Pavement Design 5, no. 2 (2004): 215–38. http://dx.doi.org/10.1080/14680629.2004.9689970.

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19

Zaghloul, Sameh, Zubair Ahmed, D. J. Swan, Andris A. Jumikis, and Nick Vitillo. "Falling Weight Deflectometer Correlation." Transportation Research Record: Journal of the Transportation Research Board 1905, no. 1 (2005): 90–96. http://dx.doi.org/10.1177/0361198105190500110.

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The falling weight deflectometer (FWD) is commonly used to perform project-and network-level structural evaluations. Some highway agencies perform network-level FWD testing as a part of their pavement management systems to assess in situ structural capacity, remaining service life, and current rehabilitation needs. Through prediction models, future condition and needs are also estimated. In contrast, project-level FWD testing is typically performed as part of the rehabilitation design process. Calibrated FWD equipment provides repeatable data for a pavement section (i.e., data obtained with the same unit, at the same location, and under similar conditions). However, different FWD devices manufactured by the same or different manufacturers do not necessarily provide similar deflection basins when they test the same section, even if they are calibrated. This paper summarizes the results of a study performed for the New Jersey Department of Transportation to assess the differences among the FWD devices available in New Jersey and to correlate the results obtained with the different devices. Two rounds of testing were performed on flexible and rigid pavement sections located in the FAA William J. Hughes Technical Center in Atlantic City. The first testing cycle was performed in November 2002, and the second was performed in May 2004. The analysis results indicate that significant differences in repeatability and reproducibility may exist between different FWD devices.

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20

Sebaaly, Boutros, Trevor G. Davis, and Michael S. Mamlouk. "Dynamics of Falling Weight Deflectometer." Journal of Transportation Engineering 111, no. 6 (1985): 618–32. http://dx.doi.org/10.1061/(asce)0733-947x(1985)111:6(618).

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21

Levenberg, Eyal, Matteo Pettinari, Susanne Baltzer, and Britt Marie Lekven Christensen. "Comparing Traffic Speed Deflectometer and Falling Weight Deflectometer Data." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (2018): 22–31. http://dx.doi.org/10.1177/0361198118768524.

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In recent years the pavement engineering community has shown increasing interest in shifting from a stationary falling weight deflectometer (FWD) to moving testing platforms such as the traffic speed deflectometer (TSD). This paper dealt with comparing TSD measurements against FWD measurements; it focused on the comparison methodology, utilizing experimental data for demonstration. To better account for differences in loading conditions between the two devices a new FWD deflection index was formulated first. This index served as reference/benchmark for assessing the corresponding TSD measurements. Next, a Taylor diagram was proposed for visualizing several comparison statistics. Finally, a modern agreement metric was identified and applied for ranking comparison results across different datasets. Overall, the suggested methodology is deemed generic and highly applicable to future situations, especially for assessing the worth of emerging device upgrades or improved interpretation schemes (or both).

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22

Mukhlis, Amir, and Agustiar Agustiar. "Perencanaan Tebal Lapis Tambah dengan Alat Benkelman Beam dan Falling Weight Deflectometer." Tameh: Journal of Civil Engineering 10, no. 2 (2021): 49–58. http://dx.doi.org/10.37598/tameh.v10i2.158.

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Pada kurun periode tertentu, perkerasan jalan akan rusak sehingga perkerasan ini perlu dilapisi ulang. Saat ini, terdapat kerusakan perkerasan jalan yang membutuhkan pekerjaan lapis tambah pada jalan tersebut sehingga perkerasannya perlu dilakukan pemeliharaan. Penelitian ini dilakukan dengan mencari nilai tebal lapis tambah perkerasan (overlay) dengan menggunakan alat Falling Weight Deflectometer (FWD) dan Benkelman Beam (BB). Perencanaan tebal lapis tambah berdasarkan Perencanaan Tebal Lapis Tambah Perkerasan Lentur dengan Metoda Lendutan (Pd T-05-2005-B). Segmen dari penelitian ini adalah di Jalan Banda Aceh-Medan, data yang diambil adalah dari titik yang sama antara Falling Weight Deflectometer (FWD) dan Benkelman Beam (BB). Untuk merencanakan tebal nya, kajian ini membutuhan lendutan hasil pengujian dari Falling Weight Deflectometer (FWD) dan Benkelman Beam (BB), kemudian hasilnya dikoreksi. Setelah mendapatkan hasil lendutan terkoreksi, proses selanjutnya adalah menghitung faktor keseragaman (FK), lendutan wakil (Dsbl ov), lendutan rencana (Dstl ov), tebal overlay (Ho), faktor ketebalan lapis tambah (Fo), dan ketebalan lapis tambah terkoreksi (HT). Hasil dari penelitian ini adalah tebal lapis tambah perkerasan dari Falling Weight Deflectometer (FWD) dan Benkelman Beam (BB), ketebalan yang didapat adalah 5,235 cm untuk Falling Weight Deflectometer (FWD) dan 3,722 cm untuk Benkelman Beam (BB). Selisih yang dihasilkan dari Falling Weight Deflectometer (FWD) dan Benkelman Beam (BB) adalah 1,513 cm atau sebesar 28,90% dalam bentuk persentase.

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23

Alam, Javed, Khaled A. Galal, and Brian K. Diefenderfer. "Network-Level Falling Weight Deflectometer Testing." Transportation Research Record: Journal of the Transportation Research Board 1990, no. 1 (2007): 111–18. http://dx.doi.org/10.3141/1990-13.

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24

Nega, Ainalem, Hamid Nikraz, and Imad L. Al-Qadi. "Dynamic analysis of falling weight deflectometer." Journal of Traffic and Transportation Engineering (English Edition) 3, no. 5 (2016): 427–37. http://dx.doi.org/10.1016/j.jtte.2016.09.010.

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25

Miao, Na, Yixu Wang, Lu Peng, Lu Liu, and Liwei Lei. "Quantity traceability of falling weight deflectometer." Journal of Engineering 2019, no. 23 (2019): 8583–86. http://dx.doi.org/10.1049/joe.2018.9060.

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26

KASAHARA, Atsushi, and Mitsunori IGARASHI. "Pavement structural analysis using falling weight deflectometer." Doboku Gakkai Ronbunshu, no. 420 (1990): 43–49. http://dx.doi.org/10.2208/jscej.1990.420_43.

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27

George, K. P., Manil Bajracharya, and Richard Stubstad. "Subgrade Characterization Employing the Falling Weight Deflectometer." Transportation Research Record: Journal of the Transportation Research Board 1869, no. 1 (2004): 73–79. http://dx.doi.org/10.3141/1869-09.

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28

Rocha, Sergio, Vivek Tandon, and Soheil Nazarian. "Falling Weight Deflectometer Fleet Repeatability and Reproducibility." Road Materials and Pavement Design 5, no. 2 (2004): 215–38. http://dx.doi.org/10.3166/rmpd.5.215-238.

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29

Chen, Dar-Hao, John Bilyeu, Huang-Hsiung Lin, and Mike Murphy. "Temperature Correction on Falling Weight Deflectometer Measurements." Transportation Research Record: Journal of the Transportation Research Board 1716, no. 1 (2000): 30–39. http://dx.doi.org/10.3141/1716-04.

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Repeated falling weight deflectometer (FWD) tests were conducted at three sites. The tests were conducted at regular intervals for 2 to 3 consecutive days per location, and also done during different seasons in order that the widest possible range of temperatures could be obtained. The influence of cracks on temperature correction was also investigated. Temperature correction equations for deflection and moduli were developed so that users could be allowed to input their own reference temperatures. For all test pads, only the W1 and W2 deflections were found to be significantly affected by temperature. Comparisons with other reported temperature correction equations showed close agreement for deflection, but not for moduli. Tests were also run on cracked locations. Temperature did not affect the response of the cracked pavement as much as it did the intact pavement. Due to the different temperature-dependent characteristics of intact and cracked locations, the equations developed from the intact locations may not be used on cracked locations.

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30

Lin, Deng-Fong, Chi-Chou Liau, and Jyh-Dong Lin. "Factors Affecting Portable Falling Weight Deflectometer Measurements." Journal of Geotechnical and Geoenvironmental Engineering 132, no. 6 (2006): 804–8. http://dx.doi.org/10.1061/(asce)1090-0241(2006)132:6(804).

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31

Chowdhury, Tanveer, Raja A. Shekharan, and Brian K. Diefenderfer. "Implementation of Network-Level Falling Weight Deflectometer Survey." Transportation Research Record: Journal of the Transportation Research Board 2304, no. 1 (2012): 3–9. http://dx.doi.org/10.3141/2304-01.

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32

Rahim, Ashraf, and K. P. George. "Falling Weight Deflectometer for Estimating Subgrade Elastic Moduli." Journal of Transportation Engineering 129, no. 1 (2003): 100–107. http://dx.doi.org/10.1061/(asce)0733-947x(2003)129:1(100).

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33

Madhav Harle, Shrikant, and Prakash Pajgade. "Falling Weight Deflectometer Analysis of Low Volume Roads." Journal of Civil, Construction and Environmental Engineering 4, no. 4 (2019): 73. http://dx.doi.org/10.11648/j.jccee.20190404.11.

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34

Stolle, Dieter, and Farideddin Peiravian. "Falling weight deflectometer data interpretation using dynamic impedance." Canadian Journal of Civil Engineering 23, no. 1 (1996): 1–8. http://dx.doi.org/10.1139/l96-001.

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This paper deals with the characterization of pavements and their supporting subgrade by comparing the measured dynamic impedance of a site, based on falling weight deflectometer data, with that of a two-layer, elastodynamic model. The pavement is modelled as a Kirchhoff plate and the subgrade as an incompressible, semi-infinite, elastic half space. The impedance of the two-layer problem is developed in graphical form as a function of a dimensionless angular frequency that depends on the pavement and subgrade properties. The characterization methodology outlined is applied to both simulated and actual field data. The effects of bedrock location and increasing subgrade stiffness with depth on dynamic impedance are addressed, and some limitations associated with the back calculation of system parameters are discussed. Key words: pavements, layer moduli, impedance, dynamic, back calculation.

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35

Erber, Gernot, Huberta Kroisleitner, Christoph Huber, Thomas Varch, and Karl Stampfer. "Periodical Maintenance of Forest Roads with a Mobile Stone Crusher." Croatian journal of forest engineering 42, no. 1 (2020): 1–12. http://dx.doi.org/10.5552/crojfe.2021.862.

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Forest road networks are exposed to damage by traffic, climate, timber harvesting and vegetation. To maintain their functionality, they must be maintained regularly. Periodical maintenance is required when the forest road surface layer is deteriorated and eroded. Well-graded material is required for replacing the forest road surface and often has to be sourced from gravel storage areas, which is costly and requires a large number of truck trips. Therefore, converting non-graded aggregate available on site into well-graded aggregate with a mobile stone crusher is considered a viable alternative.The present study was carried out during a periodical maintenance treatment at the Bavarian State Forest Enterprise and the effect of employing a mobile stone crusher was evaluated with regard to (1) forest road load bearing capacity development during a one-year period post-treatment, (2) particle size distribution of the surface layer material before and after crushing, and (3) its cost compared to other alternatives. Samples were collected pre- and post-operation for particle size distribution analysis, load bearing capacity was measured repeatedly with a light falling weight deflectometer and compared to an untreated reference section and cost of the treatment was compared to two alternatives.The mobile stone crusher was capable of reducing the non-graded to well-graded/close-to-well-graded material and particle size distributions aligned well with the recommendations for lime-water bonded surfaces. Load bearing capacity exceeded the threshold of 40 MN m-2 (Evd, elastic modulus dynamic) for primary forest roads at all times. It increased significantly after the treatment and remained on a significantly higher level throughout the following year. Absolute and relative increases were higher than on the untreated reference section. The treatment variant involving a mobile stone crusher and material available on site was substantially cheaper (5.31 € m-1) than to supply non-graded (16.29 € m-1) or well-graded (19.82 € m-1) material by truck. Material and transport costs represented 67% and 82% of the total costs in the latter two cases. It can be concluded that mobile stone crushers are capable of producing at least close-to-well-graded forest road surface aggregate and that forest road load bearing capacity can be significantly and lastingly increased at only a part of the costs of the alternatives. A maximum of cost and resource efficiency and environmental soundness can be attained when enough surface aggregate is available on site. If this is not the case, sourcing non-graded material as local as possible is the next best alternative.

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36

Mun Park, Hee, Y. Richard Kim, and Sunwoo Park. "Temperature Correction of Multiload-Level Falling Weight Deflectometer Deflections." Transportation Research Record: Journal of the Transportation Research Board 1806, no. 1 (2002): 3–8. http://dx.doi.org/10.3141/1806-01.

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37

Zaghloul, SAMEH M., and J. BRIAN Kerr. "Reduced Rehabilitation Cost from Use of Falling Weight Deflectometer." Transportation Research Record: Journal of the Transportation Research Board 1655, no. 1 (1999): 16–24. http://dx.doi.org/10.3141/1655-03.

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38

Chen, Dar-Hao. "Determination of Bedrock Depth from Falling Weight Deflectometer Data." Transportation Research Record: Journal of the Transportation Research Board 1655, no. 1 (1999): 127–34. http://dx.doi.org/10.3141/1655-17.

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39

Wimsatt, Andrew J. "Direct Analysis Methods for Falling Weight Deflectometer Deflection Data." Transportation Research Record: Journal of the Transportation Research Board 1655, no. 1 (1999): 135–44. http://dx.doi.org/10.3141/1655-18.

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40

Uzan, Jacob, and Robert L. Lytton. "Analysis of Pressure Distribution under Falling Weight Deflectometer Loading." Journal of Transportation Engineering 116, no. 2 (1990): 246–50. http://dx.doi.org/10.1061/(asce)0733-947x(1990)116:2(246).

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41

CHEN, Can, Shibin LIN, Ronald Christopher WILLIAMS, and Jeramy Curtis ASHLOCK. "NON-DESTRUCTIVE MODULUS TESTING AND PERFORMANCE EVALUATION FOR ASPHALT PAVEMENT REFLECTIVE CRACKING MITIGATION TREATMENTS." Baltic Journal of Road and Bridge Engineering 13, no. 1 (2018): 46–53. http://dx.doi.org/10.3846/bjrbe.2018.392.

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Reflective cracking is a common type of pavement distress, which manifests as cracks in an underlying layer propagating through to the surface of a pavement structure. To minimize reflective cracking of asphalt layers in composite pavements, four treatments are commonly used: standard/full rubblization, modified rubblization, crack and seat, and rock interlayer. The four types of treatment were evaluated to determine their effectiveness in mitigating reflective cracking via non-destructive Falling Weight Deflectometer tests and Surface Wave Method tests to measure layer modulus, along with field pavement performance surveys. It is found that moduli measurements from Surface Wave Method tests have reduced uncertainty comparing to those from Falling Weight Deflectometer tests, (2) the moduli of thin rock interlayers were captured by Surface Wave Method, but missed by Falling Weight Deflectometer. In addition, the Surface Wave Method results show that (1) crack and seat treatments provide the highest moduli, followed by modified rubblization, and (2) standard rubblization and rock interlayers provide moduli that are slightly lower than the other two treatments. Pavement performance survey was also conducted concurrently with the in-situ modulus tests. Based on the results of this study, modified rubblization and rock interlayer treatments are recommended for mitigation of reflective cracking.

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Zhang, Yang, Pavana Vennapusa, and David Joshua White. "Assessment Of Designed And Measured Mechanistic Parameters Of Concrete Pavement Foundation." Baltic Journal of Road and Bridge Engineering 14, no. 1 (2019): 37–57. http://dx.doi.org/10.7250/bjrbe.2019-14.432.

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There are plenty of in situ tests available to examine pavement foundation performance regarding stiffness and support conditions. This study evaluates several in situ tests of the stiffness and support conditions of concrete pavement foundation layers. The principal objective of this study was to evaluate the outputs from Dynamic Cone Penetrometer tests and Falling Weight Deflectometer tests. The California Bearing Ratio from Dynamic Cone Penetrometer tests and the deflection data from Falling Weight Deflectometer tests were correlated to the design parameter – modulus of subgrade reaction k through correlations employed in pavement design manuals. Three methods for obtaining the k values were conducted, with the intent to evaluate which method provides the results most similar to the target value and whether the studied correlations are reliable. The back-calculated k values from Falling Weight Deflectometer deflections and the weak layer California Bearing Ratio correlated k values based on the Portland Cement Association method were close to the target value, while the California Bearing Ratio empirically correlated k based on the American Association of State Highway and Transportation Officials method presented values significantly higher than the target value. Those previously reported correlations were likely to overestimate the k values based on subgrade California Bearing Ratio values.

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Klvač, R., P. Vrána, and R. Jiroušek. "Possibilities of using the portable falling weight deflectometer to measure the bearing capacity and compaction of forest soils." Journal of Forest Science 56, No. 3 (2010): 130–36. http://dx.doi.org/10.17221/71/2009-jfs.

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The paper discusses possibilities of using the portable falling weight deflectometer to measure the bearing capacity and compaction of forest soils.<B> </B>Within the study, measurements were made using manual penetrometer and Loadman II portable falling weight deflectometer. To eliminate the extreme values, Grubbs’s test was used. The results indicate that Loadman II deflectometer may be used to measure both the bearing capacity and compaction of forest soils under the canopy as well as in transport lines. A significant difference was found between deflection of water-unaffected sites and water-affected sites (12.08 and 2.31 mm, respectively). Measurements of bearing capacity after removal of forest litter give far more precise details; however, the authors do not refuse the measurements without litter removal, either. To determine the degrees of soil compaction, it is useful to measure the soil reaction time; to measure the bearing capacity it is vital to measure deflection. <B></B>

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Deep, Pawan, Mathias B. Andersen, Søren Rasmussen, Nick Thom, Alessandro Marradi, and Davide Lo Presti. "Evaluation of Load transfer in rigid pavements by Rolling wheel deflectometer and Falling weight deflectometer." Transportation Research Procedia 45 (2020): 376–83. http://dx.doi.org/10.1016/j.trpro.2020.03.029.

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Al-Abbasi, Ali, and Ahmed Shalaby. "Evaluation of Composite Pavement Joints Using the Falling Weight Deflectometer." Journal of Transportation Engineering, Part B: Pavements 147, no. 2 (2021): 04021007. http://dx.doi.org/10.1061/jpeodx.0000262.

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Willis, J. Richard, and David H. Timm. "Repeatability of Asphalt Strain Measurements under Falling Weight Deflectometer Loading." Transportation Research Record: Journal of the Transportation Research Board 2094, no. 1 (2009): 3–11. http://dx.doi.org/10.3141/2094-01.

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Zaghloul, Sameh, Zhiwei He, Nick Vitillo, and J. Brian Kerr. "Project Scoping Using Falling Weight Deflectometer Testing: New Jersey Experience." Transportation Research Record: Journal of the Transportation Research Board 1643, no. 1 (1998): 34–43. http://dx.doi.org/10.3141/1643-06.

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The experience of New Jersey with pavements, like that of many other states, goes back to the last century. Highways constructed early in this century are still in service. During these extensive service lives, several maintenance and rehabilitation activities were applied to keep the pavements in good condition. These activities ranged from patching to full reconstruction. Also, most of New Jersey pavements have been widened at least once. With all these factors, it is difficult to identify the limits of homogeneous sections that should receive the same rehabilitation treatment. In 1996, the New Jersey Department of Transportation started a limited network level falling weight deflectometer (FWD) program. This program has short- and long-term goals. The short-term goals include identifying the limits of homogeneous sections (sectionalization), assessing the pavement structural capacity, estimating the remaining service life, and determining the future rehabilitation needs. The long-term goal of the project is to use the FWD measurements for the ongoing development and refinement of the models used to predict remaining structural life for use in economic evaluation models. The procedure followed to achieve the short-term goals of the project and an outline of the findings of the project are summarized.

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Appea, Alexander K., and Imad L. Al-Qadi. "Assessment of Falling Weight Deflectometer Data for Stabilized Flexible Pavements." Transportation Research Record: Journal of the Transportation Research Board 1709, no. 1 (2000): 19–25. http://dx.doi.org/10.3141/1709-03.

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Backcalculation of pavement moduli through the utilization of the falling weight deflectometer (FWD) is used for pavement monitoring and evaluation. The performance and structural condition of nine flexible pavement test sections built in Bedford County, Virginia, have been monitored over the past 5 years using FWD. The nine sections include three groups with aggregate base layer thicknesses of 100, 150, and 200 mm, respectively. Sections 1, 4, and 7 are control, whereas Sections 2, 5, 8 and 3, 6, 9 are stabilized with geotextiles and geogrids, respectively. The FWD testing used five double-load drops ranging from 26.5 to 58.9 kN. The deflection basins obtained from the testing have been analyzed using the ELMOD backcalculation program to find the pavement structural capacity and to detect changes in the aggregate resilient modulus. The analysis shows a reduction in the backcalculated resilient modulus of the 100-mmthick base layer. The reduction was 33 percent over 5 years for the nonstabilized section compared with the geosynthetically stabilized section. The reduction in base layer resilient modulus may have resulted from subgrade fine migration into this layer as confirmed by excavation. The study confirms the effectiveness of using woven geotextile as a separator in a pavement system built over weak subgrade. This supports the continuous rutting measurements and ground truth excavation conducted in late 1997.

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Fernstrom, Eric V., Jessica L. Carreiro, Jeremy D. Rawn, and Kirk A. Grimmelsman. "Dynamic Characterization of a Truss Bridge by Falling Weight Deflectometer." Transportation Research Record: Journal of the Transportation Research Board 2331, no. 1 (2013): 81–89. http://dx.doi.org/10.3141/2331-08.

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Tang, Boming. "Structural Evaluation of Airfield Rigid Pavements Using Falling Weight Deflectometer." Journal of Transportation Engineering 119, no. 3 (1993): 467–76. http://dx.doi.org/10.1061/(asce)0733-947x(1993)119:3(467).

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