Use of FWD Deflection Basin Parameters

(SCI, BDI, BCI) for Pavement Condition Assessment

Ott Talvik
Department of Transportation, Tallinn University of Technology
Tallinn, Estonia
ott.talvik@ttu.ee

Current research studies relationship between Falling Weight Deflectometer (FWD) deflection
basin parameters and road pavement structural condition indicators, such as fatigue cracking and
permanent deformations induced low bearing capacity of pavement, and pavement equivalent E-
modulus. The primary aim of the research was to develop limit values for deflection basin
parameters: surface curvature index (SCI), base damage index (BDI) and base curvature index
(BCI).

Analyses of data (in all 29790 100 m sections) derived from the Estonian Road Databank disproved
the hypothesis of relationship between deflection basin parameters and defects or rutting (Fig. 1).
Main reason for that is the difference between data collection principles: FWD measurements are
performed only once per every 100 meters and the measurement represents only the condition of the
pavement at this exact point, but other condition indicators are collected from all length of the 100
m sections.

40

35

30
Rutting depth, mm

25

20

15

10

0
0 50 100 150 200 250 300 350
SCI, µ m

Figure 1: Different values of SCI compared Rutting Depth (> 10 mm)

in case of ESAL > 870 per day

Deflection basin parameters and back-calculated pavement equivalent modulus (based on data of
37936 100 m sections) were found to be in good correlation. Strong relationships were found
usually between upper layers indicators (SCI and BDI) and pavement equivalent E-modulus (Eeq)
(Fig. 2). Relationship between subgrade indicator BCI and Eeq, found in the research, was not very
strong. Analyses confirm that poor condition of Estonian road pavements is due to weak subbases
and subgrades.
 700

600

500
y = 1856,2x-0,3976
R2 = 0,7144
400
Eeq, MPa

300

200

100

0
0 50 100 150 200 250
SCI, µ m

Figure 2: SCI vs Eeq in case of ESAL 440-869 per day on dense AC pavement

Based on the aforementioned relationships, and the required minimum equivalent modulus of
particular pavement, the equations to determine the limit values of deflection basin parameters for
different types of pavements were developed (Fig. 3). Initially, deflection basin parameters limit
values, developed in this research, can be used for pavement condition assessment in network level,
but to use them in project level further research will be needed.

450

400

350

-1,70
300 y = 1795660,11x
R2 = 0,83
250

200
SCI

150

100

50

0
120 140 160 180 200 220 240 260 280

Eeq , MPa

Figure 3: SCI vs Eeq in case of dense AC pavement