This International standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles

for the

Designation: E2583-07 (Reapproved 2015)

Standard Test Method for

Measuring Deflections with a Light Weight Deflectometer (LWD)1

This standard is issued under the fixed designation E2583; the number immediately following the designation
indicates the year of superscript epsilon (ε) indicates an editorial change since the last revision or reapproval.

1.Scope
1.1 This test method covers the determination of deflections of 3.Summary of Test Method
paved and unpaved surfaces with a Light Weight Deflecto-meter 3.1 This test method is a type of plate-bearing test.The load is a
force pulse generated by a falling weight (mass) dropped on a buffer
(LWD). This device is also referred to as a Portable Falling-Weight system that transmits the load pulse through a plate resting on the
Deflectometer (PFWD). The LWD is lightweight, portable and material to be tested. The test apparatus may be hand held or moved
generally used for testing unbound pavement layers. The deflections around with a dolly type device.
measured using an LWD can be used to determine the stiffness of
bound and unbound pavement surfaces using appropriate back-or 3.2 The weight is raised to the height that, when dropped,will
forwardcalcula-tion analysis techniques. impart the desired force pulse. The weight is dropped and the
resulting vertical movement or deflection of the surface is measured
1.2 The values stated in SI units are to be regarded as standard.
using suitable instrumentation. Multiple tests at the same drop
The values given in parentheses are for information only.
height (different heights are optional) may be performed at the
1.3 This standard does not purport to address all of the safety same location.
concerns, if any, associated with its use. It is the responsibility of the
3.3 The peak deflection resulting from the force pulse at each
user of this standard to establish appro-priate safety and health
location is recorded in micrometres, millimetres, mils or inches,as
practices and determine the applica-bility of regulatory limitations
prior to use. appropriate.
3.4 The peak force imparted by the falling weight is recorded as
2. Referenced Documents the force in kN or lbf, or as the mean stress (the force divided by the
2.1 ASTM Standards:2 load plate area) in kN/㎡ (kPa) or psi, as appropriate.
D2487 Practice for Classification of Soils for Engineering Purposes
4. Significance and Use
(Unified Soil Classification System)
D4695 Guide for General Pavement Deflection Measure-ments 4.1 This test method covers the determination of surface
2.2 Other Standards:3 deflections as a result of the application of an impulse load. The
FHWA-HRT-06-132 Version 4.1 Long-Term Pavement Per- resulting deflections are measured at the center of the applied load
formance Program Manual for Faling Weight Deflecto-meter and may also be measured at various distances away from the load.
Measurements Deflections may be either correlated directly to pavement
performance or used to determine in-situ material characteristics of
the pavement layers. Some uses of data include quality control and
1 This test method is under the jurisdiction of ASTM Committee quality assurance of compacted layers, structural evaluation of load
E17 on Vehicle -Pavement Systems and is the direct responsibility of carrying capacity, and determination of thickness requirements for
Subcommnittee E17.41 on Pavement Testing and Evaluation.
highway and airfield pavements (see Guide D4695).
Current edition approved Sept. 1, 2015. Published December
NoTE 1-Since pavement and subgrade materials may be stress
2015. Originally DOI: 10.1520/E2583-07R15. dependent, care must be taken when analyzing LWD test data on
2 For referenced ASTM standards, visit the ASTM website, unbound applied by the design wheel load at the pavement surface.
www.astm.org, or contact ASTM Customer Service at
[email protected]. For Annual Book of ASTM Standards volumne
information, refer to the standard's Document Summary page on the
ASTM website.
3 Available from the Federal Highway Administration
(FHWA),1200 New Jersey Ave., SE Washington, DC 20590.
NoTE 2-The volume of the pavement and subgrade materials affected by the
must be taken when analyzing the results, since the data obtained by the LW
pavement surface.

Copyright ©ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States

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 E2583-07(2015)
5. Apparatus 7.Calibration
5.1 Instrument System, conforming to the following general 7.1 Force-Generating Device-Pior to load and deflection sensor
requirements: calibration, precondition the device by dropping the weight at
least five times and checking the reative difference in each peak
5.2 Instruments Exposed to the Elements, shall be operable in
load level. Peak load levels measured by the load cell shall not vary
the temperature range of -10 to 50℃ (10 to 120°F) and shall
from each other more than ±3 %. If the variation exceeds this
tolerate relatively high humidity, rain or spray, and all other tolerance, the height of the drop,cleanliness of the track, along
adverse conditions such as dust, shock, or vibrations that may with any springs or rubber pads that are used to condition the
normally be encountered. load, shall be checked. Improp-erly operating parts shall be
5.3 Force-Generating Device, (a falling weight) with a guide replaced or repaired prior to calibration to ensure that the
system. The force-generating device shall be capable of being
horizontal and shear forces are minimized.
raised to a predetermined height and dropped. The resulting
force pulse transmitted to the pavement shall be capable of 7.2 Load Calibration Platform-Follow the manufacturer's
providing a half-sine or haversine shaped load pulse, with a time
recommendations for load cell calibration since several types of
of loading of between 20 and 40 msecs,and shall be reproducible
within the requirements of 7.1. these devices are commercially available.
7.3 Deflection Sensors-Calibrate sensors at least once per year
5.4 Falling Weight, designed to operate wwith negligible
or in accordance with the manufacturer's recommenda-tions.
friction or resistance.
5.5 Load Plate, capable of an approximately uniform dis- 8. Signal Conditioning and Recorder System
tribution of the impulse load on the surface. The instrument shall
8.1 All signal conditioning and recording equipment shall allow
be suitably constructed to allow pavement deflection
deflection measurements to be displayed and stored with a
measurements at the center of the point of impact, through a
resolution of ±1 μm (±0.04 mils) or less.
hole in the center of the load plate.
5.6 Deflection Sensor(s), capable of measuring the maxi-mum 8.2 The peak load and deflection measurements shall be
vertical movement and mounted in such a manner as to minimize recorded within a time period or measurement window of 60ms
angular rotationwith respect to its measuring plane at the or longer while still adhering to the precision and bias
maximum expected movement. The number and spacing of the
requirements shown in Section 10.
sensors is optional and will depend upon the purpose of the test
and the pavement layer characteristics. Sensors may be of 8.3 Peak load measurements shall be displayed and stored with
several types such as displacement transducers, velocity a resolution of ±0.1 kN or less if using SI units, or ±10lbf or less
transducers, or accelerometers.
if using U.S. customary units, or an equivalent quantity if the load
5.7 Data Processing and Storage System. Load and deflec-tion is expressed as mean stress depending on the plate radius.
data shall be displayed and recorded. Supporting informa-tion
such as air temnperature, surface temperature, distance 9.Procedure
measurements,and identification data for each test point may be 9.1 Position the instrument over the desired test point. The test
surface shall be as clean and smooth as possible with loose
recorded either automatically or manually. granules and protruding material removed. For gravel surfaces it
5.8 Load Cell. A load cell shall be used to measure the applied is recommended that a thin layer of fine sand be placed over the
load of each impact. It shall be placed in a position to minimize test point. This helps in obtaining uniform contact between the
load plate and the surface. A suitable rubber pad may be used for
the mass between the load cell and the surface. The load cell shall improving the load distribution.
be positioned in such a way that it does not restrict the ability to
obtain deflection measurements under the center of the load 9.2 Place the loading plate and the sensors to ensure they are
plate. The load cell shall be water resistant and shall be resistant resting on a firm and stable test surface.
to mechanical shocks from impacts during testing or traveling.
9.3 Raise the falling weight to the desired height and allow it to
5.9 LWD Size, shall be small enough to be considered portable, fall freely.
i.e. not requiring a vehicle or trailer for transport.
9.4 Record the resulting peak surface deflection(s) and the peak
6.Hazards load.
9.5 Perform at least two falling weight sequences (9.3) and
6.1 Injury can occur when elevating and dropping the falling compare the results. If the difference is greater than ±3 % for
weight. Some LWDs have relatively heavy falling weights, thus any sensor, note the variability in the report. Additional tests may
requiring the operator/recorder to keep his/her back straight, be run at the same or at different load levels.
lifting with the leg muscles. Likewise, the operator/recorder NoTE 3-It may be advantageous to use the first one or two drops
for seating and use the subsequent drops for analysis.
should take care that his/her hands or ex-tremities are not
positioned beneath the lifted weight or loading plate, to avoid
injury when the weight is falling.

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 E2583-07 (2015)

10. Precision and Bias

equipped with a load measuring device (load cell);(2)The LWD measures the
10.1 Equipment Precision-The precision requirement for the deflection deflection of the load plate rather than the deflection of the surface under
sensors is ±2 μm (0.08 mils). The precision requirement for the load cell is test through a hole in the center of the load plate;(3)The LWD uses a sensor
(velocity transducer or accelerometer) that is not linear down to zero Hz or is
±0.1 kN (22 Ibf) or better not processed using a Fourier transform analysis or equivalent.
10.2 Equipment Bias-The bias requirement for both the deflection sensors Non. 5-For the LWD devices referred to in Note 4,the approximate surface
or composite modulus of the tested layer has been estimated to lie between
and theload cell is ±2 % or better.
0.5 and 0.75 times the composite modulus calculated using an LWD device
10.3 Between Device and Test Point Reproducibility-The single operator, that meets the precision and bias requirements of this test method. A
separate test method is being developed to cover this type of LWD device.
single equipment coefficient of variation of the test method for typical field
conditions is 10 to 20 percent for GM/GC/GP soils, 15 to 35 percent for 11.Keywords
SW/SM/SP soils, and 40to 60 percent for ML/CL soils (see Practice D2487).
11.1 deflection surveys;deflection testing;Falling Weight Deflectometer
The between device reproducibility of the test method for typical conditions
(FWD);Light Weight Deflectometer (LWD);impulse deflection testing;load-
is being determined and will be available on or before December 2009.
NoTE 4-Some LWD devices are designed and equipped such that the deflection testing;Nondestruc-tive testing (NDT); pavement
accuracy (precision and bias) as well as the load cell and sensor mounting deflection;pavement testing;pavement layer modulus; pavement layer
requirements of this test method cannot be met. One or more of the
following LWD features can lead to this conclusion: (1) The LWD is not stiffness; Portable Falling-Weight Deflectometer (PFWD)

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This International standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principlesfore

Designation: D4695-03 (Reapproved 2015)

Standard Guide for

General Pavement Deflection Measurements
This standard is issued under the fixed designation D4695; the number immediately following the
designation indicates the yearof original adoption or, in the case of revision, the year of last revision. A
number in parentheses indicates the year of last reapproval. A superscript epsilon ( ε) indicates an
editorial change since the last revision or reapproval.

1.Scope
1.1 This guide provides procedural information for measur-ing 2.2 AASHTO Standard:3
pavement surface deflections, directly under, or at locations T256-Standard Method of Test for Pavement Deflection
radially outward (offset) from a known static, steady-state, or Measurements
impulse load. Deflections are measured with sensors that monitor PDDX-Pavement Deflection Data Exchange-Technical Data
the vertical movement of a pavement surface due to the load. This Guide, Version 1.0, April 1998
guide describes procedures for the deflection measurement using
various deflection testing devices and provides the general 3. Terminology
information that should be obtained regardless of the type of
testing device used. 3.1 Definitions of Terms Specific to This Standard:
1.2 This guide is applicable for deflection measurements 3.1.1 deflection basin, n-The bowl shape of the deformed
pavement surface due to a specified load as depicted from the
performed on flexible asphalt concrete (AC), rigid portland cement peak measurements of a series of deflection sensors placed at
concrete (PCC), or composite (AC/PCC) pavements.Rigid radial offsets from the center of the load plate.
pavements may be plain, jointed, jointed reinforced, or 3.1.2 deflection basin test, n-A test with deflection sensors
continuously reinforced concrete. placed at various radial offsets from the center of the load
1.3 The values stated in SI units are to be regarded as standard. plate.The test is used to record the shape of the deflection basin
Inch-pound units given in parentheses are for infor-mation resulting from an applied load. Information from this test can be
purposes only. used to estimate material properties for a given pavement
1.4 This standard may involve hazardous materials,operations, structure.
and equipment. This standard does not purport to address all of 3.1.3 deflection sensor, n-Electronic device(s) capable of
the safety concerns, if any, associated with its use. It is the measuring the relative vertical movement of a pavement surface
responsibility of the user of this standard to establish appropriate
safety and health practices and deter-mine the applicability of and mounted in such a manner as to minimize angular rotation
regulatory limitations prior to use. with respect to its measuring plane at the expected movement.
Such devices may include seismometers,velocity transducers, or
2. Referenced Documents accelerometers.
2.1 ASTM Standards:2 3.1.4 load cell,n-Capable of accurately measuring the load that
is applied perpendicular to load plate and placed in a position to
D4602 Guide for Nondestructive Testing of Pavements Us-ing
minimize the mass between the load cell and the pavement. The
Cyclic-Loading Dynamic Deflection Equipment load cell shall be positioned in such a way that it does not restrict
D4694 Test Method for Deflections with a Falling-Weight-Type the ability to obtain deflection measurements under the center
Impulse Load Device of the load plate. The load cell shall be water resistant,and shall
D5858 Guide for Calculating In Situ Equivalent Elastic Moduli of be resistant to mechanical shocks from road impacts during
testing or traveling.
Pavement Materials Using Layered Elastic Theory
I This guide is under the jurisdiction of Committee E17 on 3.1.5 load plate, n-Capable of an even distribution of the load
Vehicle-Pavement Systems and is the direct responsibility of over the pavement surface. load plates may be circular in shape
Subcommittee E17.41 on Pavement Testing and Evaluation. (or rectangular in some cases), one piece or segmented.for
Current edition approved May 1, 2015. Published August 2015.
Originally approved in 1987. Last previous edition approved in measurements on conventional roads and airfields o similar stiff
2008 as D4695-03 (2008).DOI: 10.1520/D4695-03R15. pavements. The plate shall be suitably constructed to allow
2 For referenced ASTM standards, visit the ASTM website, pavement surface deflection measurements at the center of the
www.astm.org, or contact ASTM Customer Service at
[email protected]. For Annual Book of ASTM Standards volume plate.
information, refer to the standard's Document Summary page on
the ASTM website. 3 Available from American Association of State Highway and
Transportation http://www.transportation.org.
 D4695-03(2015)

3.1.6 load transfer test, n-A test, usually on PCC pavement, with (8.2 ft.) long probe, and the extension of the probe shal depress a dial
deflection sensors on both sides of a break or joint in the pavement. gage or electronic sensor that measures maxi.mum pavement surface
The test is used to determine the ability of the pavement to transfer deflection with a resolution of 0.025mm (0.001 in.) or better. The
load from one side of the break to the other. Also, the load-deflection vehicle used to impart the wheel load to the pavement shall be a truck
data can be used to predict the existence of voids under the capable of carrying a minimum 80 kN (18,000 lbf) test load on a single
pavement. rear axle.The loading configuration, including axle loads, tire sizes,and
3.1.7 test location, n-The point at which the center of the applied inflation pressures, can be obtained using the manufacturer's
load or loads are located. specification; however, this information must be clearly indi-cated in
the engineering report.
4.Summary of Guide and Limitations 6.2.2 Semicontinuous Static Device,that operates on a double lever-
4.1 This guide consists of standards for measuring pave-ment arm principle. The vehicle used to carry this device shall be a truck
surface deflections directly under and/or at appropriate offset carrying a 130 kN (29,000 lbf) single axle test load. The loading
locations from the load center. Each nondestructive testing (NDT) configuration including axle loads,tire sizes, and inflation pressures
device is operated according to the standard operating procedure can be obtained using the manufacturer's specification; however, this
applicable to the device. information must be clearly indicated in the engineering report. The
test vehicle shall be equipped with a double lever arm with probes,the
4.2 This guide includes general descriptions of the various types
of static and semicontinuous deflection testing devices,and geometry and size of which makes it possible to measure the
procedures for deflection measurement corresponding to each maximum pavement surface deflection in both wheel paths with a
testing device. resolution of 0.025 mm (0.001 in.) or better. The extension of each
lever arm holding the probe shall depress an electronic sensor, which
4.3 The collection of general information described in this guide, may be of any type provided the sensor delivers an analog or digital
such as test setup, ambient temperature, pavement temperature,
signal. The digital signal shall be correlated with the movement of this
equipment calibration, number of tests, and test locations,pertain to
extension and,therefore,with the deflection of the pavement surface
all devices.
under the effect of the moving test load. The truck shall be able to lift
5. Significance and Use and move the probes from one measurement point to the next,lower
them onto the pavement surface, and make another set of
5.1 NDT measurement of pavement surface deflections provides
measurements in a fully automated process at a constant vehicle
information that can be used for the structural evaluation of new or
speed.
in-service pavements. These deflection measurements may be used
to determine the following pave-ment characteristics: 6.2.3 Steady State Dynamic Device,that uses a dynamic force
5.1.1 Modulus of each layer. generator to produce a dynamic load. The force generator may use,
5.1.2 Overall stiffness of the pavement system. for example, a counter rotating mass or a servo-controlled hydraulic
5.1.3 Load transfer efficiency of PCC pavement joints. actuator to produce the dynamic load.The device that uses a counter
5.1.4 Modulus of subgrade reaction. rotating mass operates at a fixed frequency to produce a dynamic
5.1.5 Effective thickness, structural number, or soil support value. load under a static weight applied through a pair of rigid steel wheels.
5.1.6 Bearing capacity or load carrying capacity of a pave-ment. Both loading frequency and the magnitude of the dynamic loads may
be varied by the operator of the devices that use a servo-controlled
5.2 These parameters may be used for the analysis and design of hydraulic actuator. Depending on the model, normal operating
reconstructed and rehabilitated flexible and rigid frequencies range from 8 to 60 Hz and maximum dynamic forces
pavements,pavement structural adequacy assessment includ-ing range from 2.2 to 35.5 kN (500 to 8000 lbf) applied through a single
joint efficiency of PCC pavement, void detection in PCC circular or dual rectangular plate, or dual steel wheels such as those
used on the standard Dynaflect device.A steady-state loading device
pavement,research and/or network structural inventory pur-poses.
may be mounted in a van, on the front of a vehicle, or on a trailer.
Deflection measurement devices should have five or more sensors to
6.Apparatus satisfactorily measure the deflection basin with a resolution of 0.002
6.1 The apparatus used in this Guide shall be one of the deflection mm (0.0001 in.) or better.
measuring devices described in subsection 6.2 and shall consist of 6.2.4 Impulse Device, that creates an impulse load on the
some type of probe or surface contact sensor(s)to measure vertical pavement by dropping a mass from a variable height onto a rubber
pavement movements or deformations when subjected to a given or spring buffer system. Generically known as a Falling
load.
6.2 Deflection Measuring Devices:
5 An example of this instrument is the Lacroix Decflectograph.
6.2.1 Noncontinuous Static Device, that operates on a single lever- 6Examples of this instrument are the Geolog Dynaflect and the
arm principle. This device shall have a minimum 2.5m Foundation Mechanics Road Rater.
Examples of this instrument are the Dynatest Falling Weight
Deflectometer (FWD),the KUAB 2m-FWD, the Carl Bro FWD, and the
Jils FWD.

Beam.
 D4695-03(2015)

TABLE 1 Load Cell Frequency of Callbration

Device Type Frequency of Calibration
Noncontinuous and Semicontinuous Prior to testing
Static Loading Types
Steady-State Loading At least once a year using the
Types (see 7.2.2 for manufacturer's instructions on using
devices the procedure in
that do not have a load cell) Appendix A of SHRP Report SHRP-P-661
Impulse Loading Types At least once a year using the procedure in Appendix A of
(Falling Weight Deflectometer) SHRP Report SHRP-P-661

TABLE 2 Deflection Sensor Frequency of Callbration

Device Type Frequency of Calibration Minimum Frquency of Calibration Check
Noncontinuous and Semicontinuous Daily during operation Daily during operation
Static Loading Types
Steady-State Loading Types At least once a year Once a month during operation
Impulse Loading Types Reference calibration at least once a year using Relative calibration once a month during operation using
(Falling Weight Deflectometer the procedure in Appendix A of SHRP Repor SHRP-P-661 the procedure in Appendix A of SHRP Report SHRP-P-66

Weight Deflectometer (FWD), the force generating device shall be

capable of being raised to one or more predetermined heights and 7.3.1 General-The procedure for calibrating the deflection
dropped. The resulting force, transmitted to the pavement sensors is dependent upon the type of apparatus used. Calibr tion
through a circular load plate, shall not vary between repetitive of the deflection sensors should be checked at least oncei month
drops by more than ± 3%. The force pulse shall approximate the during production testing except noncontinuous and
shape of a haversine or half-sine wave and a peak force in the semicontinuous loading devices (see Table 2).
range of 7 to 105 kN (1,500 to 24,000 1bf)shall be achievable. The
7.3.2 Noncontinuous and Semicontinuous Static Loading
impulse loading device shall measure pavement surface
Devices-Static loading devices should be calibrated daily with
deflections using seven or more sensors wvith a resolution of
feeler gages. When performing deflection sensor
0.002 mm (0.0001 in.) or better.
calibration,induced deflections should be similar in magnitude to
7. Calibration of Defection Measuring Devices the deflections encountered during normal testing.
7.3.3 Steady-State Loading Devices-A routine calibration check
7.1 The deflection sensor(s) and load cell (if applicable) of the
of the deflection sensors shal be conducted once a month. If
deflection device should be calibrated to ensure that all readings
significant differences are noted for a sensor, it shall be returned
are accurate within specified limits. For devices where the load is
to the manufacturer for check or calibration under standard
assumed to be constant and is not measured, the accuracy of the
calibration oscillatory vibrations. Deflection sensos shall be
magnitude of load imparted should be checked periodically using
calibrated annually.
the manufacturer's recommended calibra-tion procedure.
7.3.4 Impulse Loading Devices-Reference deflection ser sor
7.2 Load Cell: calibration should be carried out in accordance with te SHRP
7.2.1 General-The procedure for calibrating the load cell (if the Protocol (see Appendix A of SHRP Report SHRP-P-661for impulse
device uses a load cell) is dependent upon the type of device used.
loading devices). A relative calibration ched should be conducted
The calibration of load cell may be checked informally by
observing the load cell readings and comparing them against once a month using the SHRP Protecd (see Appendix A of SHRP
expected readings based on experience or shunt calibration values Report SHRP-P-661).
in the case of Falling Weight Deflectometer or the Road Rater. 7.4 Temperature Sensors: Pavement temperature sensr
Load cell reference (or absolute) calibration shall be performed at calibration should be carried out using a calibrated referen
least once a year except the noncontinu-ous and semicontinuous thermometer and two reference surfaces such as a "cool" and “
loading devices (see Table 1).
hot” surface. Air temperature sensor (if equipped) calibration
7.2.2 Noncontinuous and Semicontinuous Static Loading
should be carried out using two reference temperatures,i
Devices-Immediately prior to testing, weigh the axle load of the
example, carefully monitored ice water (0°) and hot water (60
truck if the ballast consists of a material that can absorb moisture
(sand or gravel, and so forth) or could have changed for any ℃). Calibration of temperature sensors should be carried out at
reason. Trucks with steel or concrete block loads only need to be least once a year.
weighed if the loads are changed or could have shifted.
7.2.3 Impulse Loading Device-Reference load cell calibra-tion 8.Field Data Collection and Testing Procedures
should be carried out at least once per year. Appendix A of SHRP 8.1 General-The procedure to be followed is, to som extent,
Report SHRP-P-661 contains an example outline for such a task. dependentupon which type of device is used. Th following
7.3 Deflection Sensors: general information is suggested as the minimum data that
needs to be collected, regardless of the type of devic used,
8.1.1 Load-For impulse loading devices,record the ped load
applied to the pavement surface by the deflection device For
steady-state loading devices,record the peak-to-peak low ord th

464
 D4695-03(2015)

axle load, tire pressure, type and size, and the load configura-tion
(dual spacing) of the test vehicle. 8.3 Testing Method-Depending on the type of apparatus used,
8.1.2 Load Frequency-If applicable,record the frequency of different testing methods can be used. Steady-state loading
calculated oscillatory load for vibratory loading devices. devices capable of variable loads and frequencies can be used to
NoTE 1-For somne devices, the manufacturer generally presets conduct "frequency sweeps" (multiple tests at various frequencies,
the cyclic loading frequency at a default value of 8 Hz. at the same test location and load).Impulse loading devices are
8.1.3 Geometry of Loaded Area and Deflection Sensor typically capable of applying various loads; some devices can
Locations-For proper modeling of the pavement structure and/or control the shape and duration of the load pulse. Joint efficiency
backcalculationof layer parameters, etc., it is necessary that the measurements on jointed PCC pavements can be carried out with
locations of the load, deflection sensors, pavement surface devices equipped with multiple deflection sensors, by placing the
cracks, and PCC joints are known and recorded.Record the load on one side of the joint and positioning one or more sensors
location of cracks and joints between the load and each sensor on each side of the joint. Using a Benkelman Beam device, load
within 2 m (6.5 ft.) from the center of the load toward the transfer measurements can be conducted by using two devices,
sensors.Record the location and orientation of all sensors as one on each side of the joint as the loaded truck axle slowly crosses
measured radially outward from the center of the load,for the joint.
example, “ 300mm (11.8 in.) ahead of the applied load." In
accordance with the selected method of evaluating joint 8.4 Procedure for Deflection Measurements:
efficiency or load transfer, the load(s) and deflection sensor(s) 8.4.1 General-Procedures for conducting the specific de-flection
should be properly configured and noted, for example tests may testing should be those furnished by the manufacturer of the
be conducted with one or more sensors on each side of the joint, device, as supplemented to reflect the general guidelines provided
with the load plate positioned immediately adjacent to the leave in this standard. The following steps shall be per-formed
(downstream) side of the joint. Other configurations may also be irrespective of the device used.
used. Failure to note the presence of joints and cracks within the 8.4.1.1 Calibrate the deflection sensor(s) and load cell (if
zone of influence of the load could result in errors in the applicable) of the device, following the procedure discussed in
subsequent analysis of the recorded deflections. Similarly, failure Section 7.
to properly note the actual position of the deflection sensors 8.4.1.2 Transport the device to the test location over the
could result in serious analysis errors. desiredtest point.
8.1.4 Time of Test-Record the time for each measurement
8.4.1.3 Measure the ambient air temperature and pavement
location.
8.1.5 Stationing or Chainage-Record the station number or temperatures in accordance with the guidelines in 8.1.6.
location of the test point for each deflection test conducted.
8.1.6 Air and Pavement Temperatures-At a minimum,record 8.4.1.4 Record the following information for each pavement
the ambient air temperature and pavement surface temperature tested:project location, operator name, date and time, calibra-
tion factors, the beginning and ending station or physical
at specified intervals as recommended by the engineer.Additional
location such as the "Jct. IH 635 and Beltline Road,"location of
temperatures may be required for specific post-processing
cut and fill, culvert locations, bridges and other vertical control
methods. For example, pavement layer tem-peratures may be features,and the limits and extent of surface
determined by drilling holes to one or more depths within the distresses,weather conditions, and a description of the
pavement layer and fillingthe bottom of these holes with 10 to 15 8.4.1.5 The
pavement test location shall be free from all rocks and debris
type.
mm (1/3 to 2/3 in.) of a fluid that has a low evaporation rate (to to ensure that the load plate (if applicable) will be properly seated.
prevent cooling), such as glycerin or an oil-based product, and Gravel or soil surfaces shall be as smooth as possible and all loose
recording the temperature at the bottom of each hole after the material shall be avoided or removed.
temperature in the fluid has stabilized. If testing is conducted 8.4.2 Noncontinuous Static Loading Device:
over an extended period of time,take temperature 8.4.2.1 Position the beam between the tires so that the probe
measurements of the fluid every hour to establish a direct is 1.37 m (4.5 ft.) forward of and perpendicular to the rear
correlation between the air,pavement surface,and/or at-depth axle.Note whether the right- or left-hand set of dual tires is used
temperature measurements. If this is not possible, some (or both in the case of two beams).
procedures8 also exist for estimating the pave-ment temperature 8.4.2.2 Adjust the dial gage to read 0.000 mm (0.000 in.) or note
as a function of depth using the high and low air temperatures for the reading prior to starting the test sequence.
the previous 24-hour day and the current pavement surface 8.4.2.3 Drive the test vehicle approximately 8 m (25 ft.)forward
temperature. at creep speed and record the maximum diaI reading (Dm) with a
resolution of 0.025 mm (0.001 in.) or better.
8.2 Testing Interval-The spacing or interval of field test 8.4.2.4 After the dial needle has stabilized,record the final dial
locations is dependent upon the testing level selected, as reading (Df) with a resolution of 0.025 mm (0.001 in.) or better.
discussed in Section 9 of this standard. 8.4.2.5 Calculate the surface deflection using the manufac-
turer's recommended formula, which is based on the configu-
ration of the pivot on the beam.
Federal Highway Administration: "Temperature Predictions 8.4.2.6 Repeat this process at the measurement intervals
andAdjustment Factors for Asphalt Pavements," Report No. specified in Section 9. Normally, both wheel tracks are measured
FHWA-RD-98-085. using two instruments. However, when testing with
 D4695-03(2015)

only one instrument, the testing can be either be in the outer

wheel track (usually most critical), or it can be alternated NoTE 4-When testing longitudinal joints with an impulse
between wheel tracks, for example by obtaining two measure- loading device, a sensor can be mounted transversely to the
ments in the outer wheel track for every one measurement in load plate.
the inner wheel track throughout the test section. 8.4.5.3 Select the appropriate data file format. Several file
8.4.2.7 Report the individual measurements,along with the formats are available, for example, U.S. Customary units,S
average (mean) deflection for each wheel track and the units, and other options.
standard deviation of these measurements, for each uniform 8.4.5.4 Lower the load plate and sensors to ensure that they
test section. are resting on a firm and stable surface.
8.4.3 Semicontinuous Static Loading Device: 8.4.5.5 Raise the force generator to the desired height and
8.4.3.1 Obtain pavement surface deflection measurements drop the “weight." Perform one or more test drop(s) at any
for both wheel tracks as specified in Section 9 on a continuous load level. One or more “seating" drops may also be used;
chart. however record the data from the seating drops, which can
subsequently be used in the analysis to ascertain the amount
8.4.3.2 Read the deflection measurements from the deflec- of “condition.ing" the pavement itself experiences, if any.
tion traces with a resolution of 0.025 mm (0.001 in.) or Record the peak surface defections and peak load (noting the
better,and tabulate using deflection data sheets along with any seating drops),a record the full load response and deflection-
accompanying notes. time history,as recommended by the engineer.
8.4.3.3 For each uniform test section, calculate the average 8.4.5.6 To allow the engineer to determine the nonlinearity
(mean) deflection measurements for both wheel tracks,and of the pavement system,testing at multiple load levels can te
report these data along with the tabulated data and accompa- carried out. The analyst may use basin averaging if random
nying notes from 8.4.3.2. error is of sufficient concern.
8.4.4 Steady-State Loading Device:
8.4.4.1 Set up the software for data collection if the device is 9. Location and Sampling Frequency
so equipped. 9.1 The test location will vary with the intended application
8.4.4.2 Record the information that identifies the exact of the data. For the most part, the common approach is to
configuration of the deflection device at the time of testing.The test primarily in wheel paths, since the pavement response at
device configuration data usually includes number and spacing these locations to some extent reflects the effect of damage
of deflection sensors and orientation of the deflection sensors. that has been accumulated. Deflection testing betwveen
8.4.4.3 Locate the device such that the center of load is at wheel paths on AC pavement may be performed to compare
the selected test location and the sensor bar is parallel to the testing in the wheel paths to indicate differences that may be
direction of travel (or across the joint for longitudinal or present,for example due to wheel path cracking.
skewed joints). 9.2 Network Level Testing-This testing leve1 provides for
NoTE 2-When testing longitudinal joints with a steady-state
device,a sensor can be mounted transversely to the load plate. general overview of a pavement's bearing capacity with
limited testing.Deflection testing is typically performed at
8.4.4.4 Lower the sensor bar to position the sensors and the 100m to 500 m (or 250 ft. to 1,000 ft.) intervals,depending on
load plate (or plates), or loading wheels. Initiate force genera- the specific pavement conditions and the length of the
tion until stability is reached at the selected loading frequency pavement section. A minimum of 7 tests per uniform
and load magniude. pavement sectioni recommended to ensure a statistically
NoTE 3-When using a steady-state device, the first few significant sample.Al minimum,the load for asphalt concrete
vibrations are unstable in terms of output because the sensors (AC) and continuously reinforced concrete pavements (CRCP)
may not have fully responded to the selected output frequency.
should be positiont along the outer wheel path, or
8.4.4.5 Record the frequency and magnitude of the peak-to- alternatively along the centerlin of CRCP slabs.For jointed
peak steady-state load. concrete pavements (JCP),the load should first be positioned
8.4.4.6 Record the static preload, as this will influence the at the geometric center of the slab should be tested at the
magnitude o the deflection. joints as well, for deflection or load transfer efficiency.
8.4.4.7 Read and record the measured deflections for each 9.3 General Project Level Testing-This testing level pro vides
of the sensors, either manually on data sheets or directly if data
for a moredetailed analysis of the pavement, for example for
recording is automated.
8.4.5 Impulse Loading Device: the purpose of overlay or rehabilitation design. Testing 500ft
8.4.5.1 Set up the software for data collection.
intervals, depending on the specific pavement conditions an
8.4.5.2 Input the information that identifies the exact con-
figuration of the deflection device at the time of testing. The uniform pavement section is recommended for general proje
device configuration data are stored in the data output file and
are a direct input to data analysis. This information usually pavements is generally positioned along the outer wheel pallh
includes the size of load plate, number and position of
deflection sensors, and the orientation of deflection sensors pavements,the load should first be positioned at or near d joint
with respect to the load plate. and positioned along the same line,generally on the lear

466
 D4695-03(2015)

side of the joint. On roads,streets and highways, joint tests are

often conducted along the outer wheel path. For general project 11.8.2 Type of deflection test, such as deflection basin or load
level testing, as a rule not every joint associated with each transfer.
interior slab test is covered; however, a minimum joint cover-age 11.8.3 Location of sensors.
rate of 25 % is recommended. On airfield JCP pavements,joint 11.8.4 Applied load and load frequency.
efficiency measurements should be carried out on both
transverse and longitudinal joints. 11.8.5 Measured deflections under load.

9.4 Detailed Project Level Testing-This test level provides for a 12. Data Acquisition Software
highly detailed and specific analysis of the pavement, for 12.1 Some deflection testing devices use their own field
purposes such as identifying localized areas of high deflection or program to acquire load and deflection data.
detecting subsurface voids on PCC pavements, etc. For AC or Traditionally,pavement surface deflection data files have been
CRCP pavements, testing is typically performed at 10 m to 100 m structured using ASCII formats that are very device dependent.
(or 25 ft. to 250 ft.) intervals as recommended by the engineer.
Although ASCII format allows users and agencies to easily access
On roads, streets and highways, testing is often carried out in
the data output files, a separate program is needed to access the
both wheel paths. For JCP pavements, the load should first be
output file for each type of testing device. To mitigate this
positioned at or near the geometric center of every slab along the
length of the test section, and then moved to the nearest joint or problem, AASHTO has developed a universal pavement sur-face
crack on each slab, either along the outer wheel path or at the deflection data exchange (PDDX) format specification. A
corner of the slab, or both. On airfield JCP pavements,joint description of this specification can be found in the last reference
efficiency measurements should be carried out on both in 2.2 of this standard.
transverse and longitudinal joints. 13. Data Processing Software (for Reference)
10. Other Data Needed for Deflection Analysis 13.1 Several backcalculation software programs have been
developed for deflection data processing and analysis.ASTM
10.1 The following pavement system data may be needed to D5858 provides a discussion of some of the major differences
facilitate the load-deflection analysis: between the most commonly used backcalculation programs. If
10.1.1 Pavement layer material types and thicknesses. backcalculation techniques are employed, use the latest pro-gram
10.1.2 Depth to bedrock or stiff layer. version for backcalculation of pavement layer moduli.

11. Deflection Testing Report 14. Precision and Bias

11.1 Field reports (both electronic and hard copy) for each 14.1 Since this Standard Guide covers the use of various NDT
deflection testing evaluation project should contain informa-tion devices used on any type of bound pavement surface,the
on the following items as a minimum. precision and bias of the measured load and deflection data will
11.2 Date and time of testing. be a function of both the characteristics of the pavement tested
and the device used. Information on reliability,accuracy,and
11.3 Operator identification. repeatability of various vibratory and impulse loading devices can
11.4 Vehicle information. be found in a report that describes the experiment performed at
the Waterways Experiment Station (WES)9 in Vicksburg,
11.5 Weather conditions.
Mississippi.
11.6 Air and pavement temperatures.
15.Keywords
11.7 Section Information-this is usually agency-specified,but
the section information generally includes the following: 15.1 Benkelman beam; deflection sensor; deflection sur-veys;
11.7.1 Roadway and county or district in which it is located. falling-weight deflectometer (FWD); impulse deflection testing
11.7.2 Type of pavemnent being tested. device; load cell; load/deflection testing; nondestructive testing
11.7.3 Direction of travel. (NDT); pavement surface deflection; pavement testing;sampling
11.7.4 Lane being tested (for example, driving or passing lane), frequency; static deflection testing device; steady-state dynamic
and the position within the lane (inner wheel path,mid-lane, deflection testing device
outer wheel path, and so forth).
9Bentsen,Nazarian, and Harrison, "Reliability Testing of Seven
11.8 Load and deflection data. Nondestructive Pavement Testing Devices," Nondestructive
11.8.1 Type of deflection device. Testing of Pavements and Backcalcu-Society of Testing and
Materials, Philadelphia, 1989, pp. 41-58.
 D4695-03(2015)
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such rights, are entirely their own responsibility.

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1÷35=20
 Designation: D6758-08

Standard Test Method for

Measuring Stiffness and Apparent Modulus of Soil and Soil-Aggregate In-Place by
Electro-Mechanical Method1
This standard is issued under the fixed designation D6758, the number immediately following the designation
indicates the year of original adoption or, in the case of revision, the year of last revision. A number in parentheses
indicates the year of last reapproval.A superscript epsilon (ε) indicates an editorial change since the last revision
or reapproval.

1.Scope
priate safety and health practices and determine the applica-bility of
1.1 This test method covers the measurement by electro-mechanical regulatory limitations prior to use.
means of the in-place stiffness of soil or soil-aggregae mixtures so as to NoTE 1-Notwithstanding the statements on precision and bias con-
determine a Young's modulus based on certain assumptions. The tained in this test method; the precision of this test method is dependent
on the competence of the personnel performing it, and the suitability of
apparatus and procedure provide a fairly rapid means of testing so as to the equipment and facilities used. Agencies that meet the criteria of
minimize interference and delay of construction. The test procedure is Practice D3740 are generally considered capable of competent and
intended for evaluating the stiffness or modulus of materials used in objective testing.Users of this test method are cautioned that
compliance with Practice D3740 does not in itself assure reliable testing.
earthworks and roadworks. Rapid in-place stiffness testing supports U.S. Reliable testing depends on many factors; Practice D3740 provides a
federal and state efforts to specify the in-place performance of means of evaluating some of those factors.
construction materials based on modu-lus. Results obtained from this
method are applicable to the evaluation of granular cohesionless 2. Referenced Documents
materials. They are also applicable to the evaluation of silty and clayey 2.1 ASTM Standards:2
materials with more than 20% fines that are not subject to a change in D653 Terminology Relating to Soil, Rock, and Contained Fluids
moisture content. If the silty and clayey material experiences a change
in moisture content, then moisture content shall be taken into account D698 Test Methods for Laboratory Compaction Character-isticsof Soil
if the results of this method are to be applicable. The stiffness measured Using Standard Effort (12 400 ft-lbf/ft'(600kN-m/m3))
with this method is influ-enced by boundary conditions, specifically the
D1557 Test Methods for Laboratory Compaction Character-istics of
support offered by underlying layers as well as the thickness and
Soil Using Modified Effort (56,000 ft-lbt/ft (2,700 kN-m/m(3))
modulus of the layer being tested. Since this method approximates the
D2216 Test MMethods for Laboratory Determination of Water
layer(s) being evaluated as a half-space, then the modulus measured is
(Moisture) Content of Soil and Rock by Mass
also approximate.
D3740 Practice for Minimum Requirements for Agencies Engaged in
1.2 The stiffness, in force per unit displacement, is deter-mined by Testing and/or Inspection of Soil and Rock as Used in Engineering
imparting a small measured force to the surface of the ground, Design and Construction
measuring the resulting surface velocity and calculating the stiffness. D4220 Practices for Preserving and Transporting Soil Samples
This is done over a frequency range and the results are averaged.
D4643 Test Method for Determination of Water (Moisture)Content
1.3 The values stated in SI units are to be regarded as the standard. of Soil by Microwave Oven Heating
D4944 Test Method for Field Determination of Water (Mois-ture)
The inch-pound units equivalents may be approxi-mate.
Content of Soil by the Calcium Carbide Gas Pressure Tester
1.4 This standard does not purport to address all of the safety D4959 Test Method for Determination of Water (Moisture)Content of
concerns, if any, associated with its use. It is the responsibility of the user Soil By Direct Heating
of this standard to establish appro-
3.Terminology
3.1 Definitions:
' This test method is under the jurisdiction of ASTM Committee D18
on Soil and Rock and is the direct responsibility of Subcommittee
D18.08 on Special and Construction Control Tests. 2 For referenced ASTM standards, visit the ASTM
Current edition approved Jan. 1, 2008. Published February 2008.
Originally approved in 2002. Last previous edition approved in 2002 as website,www.astm.org.or Standards volume information, refer to the
D6758-02. DOI:10.1520/D6758-08. standard's Document Summary page on the ASTM website.

Copyright ©ASTM International,100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States

918
 un
.1 For common definitions of terms in this standard, refer
sensitive to the water content. Water contents sh
Terminology D653.
determined by use of: Test Method D2216, D4643, or If the
11.2 stiffness, n-the ratio of change of force to the corre-
anding change in translational deflection of an elastic ement. determination cannot be made immediately at the the
D653 stiffness measurements, then soil samples shall served
3.1.3 Young's modulus, n-the ratio of the increase in stress and transported in accordance with Practice Section 8,
na test specimen to the resulting increase in strain under Groups B, C, or D soils.
mostant traverse stress limited to materials having a linear 4.2.2 This method is useful in the construction of roa or
earthworks, including the installation of buried pipe
sess-strain relationship over a range of loading. Also called 4.2.3 The rapid, non-penetrating nature of this me
astic modulus. D653 suited to production testing, for example, it provides a of
3.1.4 Poisson's ratio, n-the ratio between linear strain testing that does not necessarily interfere with or
hanges perpendicular to and in the direction of a given construction.
miaxial stress change. D653
4.3 This method is suitable for mitigating the r pavement
3.2 Definitions of Terms Specific to This
failure. By assuring the relative uniform highway
Standard:3.2.1 shear modulus, (G), n-as equation: subbase,subgrade and base stiffnesses,stresses pavement
𝐸 is more uniformly distributed. In this way the a pavement
𝐺= (1)
2(1+𝑣) is extended and repairs minimized.
mhere:
4.4 This method is suitable for determining whe surface
G= shear modulus, MPa (kpsi), of a soil or soil-aggregate structure is capab supporting
E= Young's modulus, MPa (kpsi), and design loads. This is useful for stabilized fills the material
v = Poisson's ratio. hardens (stiffens) over time without measu changes in
3.2.2 foot, n-that part of the apparatus which contacts the density or moisture content.
round and imparts force to it.
4.5 This test method is suitable for the in-place deterr
3.2.3 footprint, n-the annular ring imprint left on the round tion of a Young's and a shear modulus of soil and aggregate
by the foot of the apparatus. mixtures (3, 4). Stiffness,as measured by method, is related
3.2.4 non-destructive, adj-a condition that does not impair to modulus (5) from an assumptio Poisson's ratio and from
hture usefulness and serviceability of a layer of soil or mil- the radius of the foot of the appar as follows:
aggregate mixture in orderto measure, evaluate or assess ts 1.77𝑅𝐸 3.54𝑅𝐺
physical properties. 𝐾𝑔𝑟 ≈ 2
≈
3.2.5 seating the foot, v-the process of placing the appa-aus (1 − 𝑣 ) (1 − 𝑣)
on the ground such that the desired footprint is achieved. where:
3.2.6 site,n-the general area where measurements are to be 𝐾𝑔𝑟 stiffness of the ground layer being measured,MN
made.
(klbf/in.),
3.2.7 test location, n-a specific location on the ground here = outside radius of the apparatus' foot, m (in.),
a measurement is made. =Poisson's ratio,
E=Young's mnodulus, MPa (kpsi), and
Significance and Use = Shear modulus, MPa (kpsi).
4.1 The apparatus and procedure described provides a 4.5.1 The stiffness and modulus of silty and clayey materi
heans for measurement of the stiffness of a layer of soil or will change with moisture content and can possibly result
bil-aggregate mixture from which a Young's modulus may hydro-compaction collapse, loss of bearing capacity or loss
be termined for an assumed Poisson's ratio. Low strain effective shear strength. In addition, for silty and clay
cyclic ading is applied by the apparatus about a static load materials with significant fines content, higher stiffness do
that is tonsistent with highway applications (1). not necessarily assure adequate comnpaction (6).
4.2 This method is useful as a non-destructive method for
onitoring or controlling compaction so as to avoid under- 5.Apparatus
ompaction, over-compaction or wasted effort. Through an 5.1 Stiffness Gauge-An electro-mechanical instrumen
Iderstanding-of how stiffness relates to density for a such as that illustrated in Fig. 1, capable of being seated on
particular iness achieved can be related to % compaction in th surface of the material under test and which provides
connec-example, to meet the requirements of Method meaningful and measurable stress level and a means o
D698 using andardI effort or Method D1557 using modified determining force and displacement.
5.2 Moist Sand-A supply of clean, fine sand passing a
effort. No.30 (600-μm) sieve, that is sufficiently moist to clump in
the palm of the hand. This is used to assist the seating of the
rigid foot on hard and rough ground surfaces or at anytime
D between stiffness and dry density or dry unit weight is when additional assistance in seating is required.

919
 D6758-08

FIG. 1 Possible Apparatus Schematic

5.3 Principle of Operation-The force applied by the shaker and

transferred to the ground, as illustrated in Fig. 1, is measured and 5.3.2 So as to not interfere with or delay construction,a sufficiently
calculated by differential displacement across the internal flexible short period of time should be required for a single measurement,
plate as follows: for example, <2 min.
𝐹𝑑𝑟 = 𝐾𝑓 (𝑋2 − 𝑋1 ) + 𝜔2 𝑚∈ 𝑋1 5.3.3 The depth of measurement is on the order of twice the foot
𝑎𝑥
(3) outside diameter. The depth of measuremnent may be confirmed by
measuring the stiffness of a layer of material in a confined bin per
where: this method and comparing it to the stiffness of the layer as
𝐹𝑑𝑟 = force applied by the shaker, N (Ibf), calculated from the measured void ratio, the estimated mean
Kf(cx)}=stiffness of the flexible plate, MN/m (klbf/in), effective stress under the apparatus' foot and the estimated
= displacement at the flexible plate, m (in.), Poisson's ratio (7).
𝑋1 = displacement at the rigid foot,m (in.),
5.3.4 The apparatus should be used in a manner such that
ω = 2πf, where fis frequency,Hz,and
construction site noise and vibration do not interfere with the test.
𝑚∈𝑡 = mass of the internal components attached to the rigid foot
The apparatus should be immune to construction noise and vibration
and the foot itself,kg (lb).
as much as is practical.
At the frequencies of operation, the ground-input impedance is 5.3.5 There should be an apparatus weight sufficient to produce a
dominantly stiffness controlled. meaningful stress on the ground, for example, 20.6to 27.6 kPa (3 to
𝐹𝑑𝑟 5 psi).
𝐾𝑔𝑟 = (4)
𝑋1 5.3.6 The measurement should not densify the material being
where: measured or otherwise change its material properties.Periodic,
repeated measurements (at least 10) at selected locations where
𝐾𝑔𝑟 stiffness of the ground layer being measured, MN/m (klbf/in). individual results are about equally distributed about the mean of all
By substituting Eq 3 for Fa, in Eq 4, averaging over the operating results will indicate that the measurement has not densified the
frequencies and substituting velocity, V,for displace-ment, X,since material.
the units cancel each other, the ground stiffness is calculated as 5.3.7 The apparatus should be of sufficient accuracy to achieve the
follows: required precision and bias.
∑𝑛1 (
𝐾𝑔𝑟 = 𝐾𝑓𝑎𝑥 −𝑚𝑣𝑢 =
𝑉2 −𝑉1 6. Calibration
( ) 𝑛
∑ 2
𝑉1 1 𝜔
𝐾𝑓𝑎𝑐 + 𝑚𝑚 6.1 Follow the recommendations of the apparatus manufac-turer.
𝑛 𝑛
Calibration via the force-to-displacement produced by moving a
(5)
mass is suggested, as it will provide an absolute reference for
where: stiffness measurements. This may be done by rigidly attaching a
n = number of test frequencies used in the apparatus, mass of known value to the foot of the apparatus and attaching the
V2 = velocity at the flexible plate, m/s (ft/s), and mass to isolation mounts with a high frequency cut-off of
𝑉1 = velocity at the rigid foot, m/s (ft/s). approximately 5 Hz. A measurement of stiffness in this configuration
This approach avoids the need for a non-moving reference for should agree with the follow-ing equation within ±1%.
ground displacement and permits the accurate measurement of ∑𝑛𝑖 𝑀(𝜔)2
small displacements. It also assumes the following condi-tions. 𝐾𝑒𝑝 = (6)
𝑛
5.3.1 A significant number of discrete measurement fre-quencies
(for example, ≥ 20) shoud be above the typical operating where:
frequencies of construction equipment and below the frequencies 𝐾𝑐𝑓 =effective stiffness offered by the moving mass.MN/m
where ground impedance is no longer stiffness controlled (for (klbf/in.),
example, 100 to 200 Hz). M= value of the moving mass, kg (lb).
=2πaf,where fis frequency.Hz,and

920
 D6758-08
= the number of frequencies used in the apparatus.
6.2C alibration of the apparatus is suggested every adequate,prepare the surface with sand, per 7.1.3, and redo the
measurement. If contact was adequate, record the displayed
12amths. values of stiffness and, if used, the user selected value of
Poisson's ratio and the calculated modulus.
6.3 When any stiffness measurement is in doubt, a field leck
of the calibration may be needed. A check via the irce-to-d 7.3 Water Content Measurement:
oggested, as it will provide an approximate reference for 7.3.1 If this method is applied to silty or clayey materials
containing greater than 20% fines, then a water content
difness measurements (see 6.1). Note that field conditions measurement in companion with stiffness is recommended.
say not allow the precision of a laboratory calibration and so 7.3.2 Water content should be determined by test methods
appropriate tolerance should be assigned to the check (for D2216, D4643, D4944,or D4959.
amnple, ±5% relative to the value of stiffness expected). 7.3.3 A water content measurement should be made on a
disturbed sample. The sample should be taken from the
!Procedure approximate center of where the stiffness measurement was
taken. The weight of the sample will depend on the maximum
7.1 Guidelines for Seating the Foot: particle size as specified by the Standard Test Method used.The
7.1.1 Before seating the foot, lightly brush any loose mate- sample should be taken from a minimum depth of 10 cm (~4 in.)
ial away from the test location. The surface need not be to an optimum depth of 20(~8 in.).
eveled if the gauge can stand on its own. If leveling is 7.3.4 A sample for a water content measurement should be
equired,scraping the surface with a square point shovel is taken at least every 152 m (~ 500 ft) along the material length
fcient. being measured for stiffness.
7.1.2 To provide for consistent stress on the ground for each 7.3.5 Depending on the material, stiffness will be more or less
nasurement,at least 60 % of the foot's annular ring surface dependent on the water content. It is up to the user to
nust seat or contact the ground. The amount of surface determine and use the appropriate relationship between stiff-
contact wvisibly estimated fromn the footprint left by the ness and water content to suit the needs of the specific
foot when the pparatus is lifted off the ground after the application. This method is intended to define how to perform
a precise stiffness measurement, not interpret that
measurement is ken. measurement relative to an application.
7.1.3 If the footprint cannot be readily seen, assist the
eating of the foot as described in 7.1.4. 8.Report
7.1.4 If the requirement of 7.1.2 cannot be met because of
a ugh or irregular ground surface or if the surface is hard and 8.1 The report shall contain the following as a minimum:
mooth, apply a thin layer of clean, moist sand about 3.0 to 8.1.1 At least a visual classification of the soils and soil
6.0mm(l/8 to 1/4 in.) thick, on the test location. Pat down mixtures as well as a visual description of the same and the test
firmly.keat the foot on top of the sand. conditions.
7.1.5 Practice in seating the foot is suggested as described
bove at each site prior to any actual measurements or each 8.1.2 A sketch showing and numerically recording the
mne ground surface conditions change. In addition,follow position of test locations relative to site stations.
the nufacturer's recommendations as appropriate. 8.1.3 All stiffness measurements and any modulus determi-
1.2 Stiffness Measurement: nations with its assumed Poisson's ratio identified by test
location, time and date. Stiffness data shall be rounded and
7.2.1 Assure that the foot is clean and free of soil and other recorded to one decimal place (that is, 14.3 MN/m).
kbris.
8.1.4 The make(s), model(s) and serial number(s) of the test
7.2.2 Turn on the apparatus.
equipment used.
8.1.5 The name(s) of the operator(s).
1.2.4 Assure that the external case of the apparatus does not
8.1.6 Identification of the project, the site,test locations and
ome into contact with a trench wall, pipe or any other depth of measure.
8.1.7 Water content in percent if measured.
object.ach frequency.The shaker will impart a force to the
9. Precision and Bias
foot of quency by measuring and comparing the velocities
9.1 Precision:
from the displayed in MN/m or klbf/in. Using the radius of the 9.1.1 Data is continuing to be collected for the determina-
tion of this method's precision. The Subcommittee D18.08 is
foot ey be calculated and displayed (see 4.5). seeking any data from the users of this test method that might
be used to make a limited statement on precision.
NoTE 2-Section 4.5 with its accompanying equation by 9.1.2 In this standard,precision is defined as the coefficient
of variation of a set of repeated measurements as follows:
Poulos and annular ring.
𝜎
7.2.6 Remove the apparatus from the test location and pect 𝑃 = 𝑆 ⋅ 100 (7)

where:

921
 D6758-08

P = instrument precision in %,
9.2 Bias:
= the average stiffness of measurements made at one test location,MN/m
9.2.1The stiffness reference for this test method is a moving mass as defined in
(klbf/in), and
Section 6.
σ =one standard deviation of the stiffness.
9.2.2 The bias of a stiffness measurement per this method is a coefficient of
9.1.3 Typically, the precision of a stiffness measurement per this method is
variation of ≤1 %.
represented by a coefficient of variation of 4 %.Repeated measurements for two
apparatus on the same location typically have a coefficient of variation of 5.7 %.
10.Keywords
This is an estimate based in limited field measurements. A comprehensive
10.1 compaction control; in-place modulus; in-place stiff-ness; in-situ test; non-
evaluation of precision continues.
destructive; production testing; shear modulus; soil stiffness test; stiffness gauge;
9.1.4 The precision of any given measurement depends on the surface Young's modulus
conditions of the layer being measured and how well the foot of the apparatus is
seated.

REFERENCES

(1) Nelson, C. R. and Sondag, M., Comparison of the Humboldt GeoGaugeTM With
Dynamic Cone Penetrometer and Other Tests During Subgrade and Granular
In-Place Quasi-Static Plate Load Tests,December 1999, CNA Consulting
Base Characterization in Minnesota," Nondestructive Test-ing of Pavements
Engineers, Minneapolis, MN. CNA Consult-ing Engineers, 2800 University and Backcalculation of Moduli: Third Volume,ASTM STP 1375, S.D. Tayabji and
Avenue SE,Minneapolis, Minnesota 55414. E. O. Lukanen, Eds., American Society for Testing and Materials, West
(2) Hill,James J., Kurdziel, John M., Nelson, Charles R., Nystrom, James A. and Conshohocken,PA.
Sondag, Mike, 1998, MnDOT Overload Field Tests of Standard and SIDD RCP (5) Poulos, H.G., and Davis, E.H., Elastic Solutions For Soil & Rock Mechanics,John
Insallations: MnDOT Report, Minnesota Department of Transportation. Wiley & Sons, Inc., New York, New York,1974,pp.167-168.
(3) Chen, D.H., Wu, W., Rong, H. and Arrelano, M., 1999,"Evaluation of In-Situ
(6) Seed, H. B. and Chan, C. K., (1959), "Structure and Strength Characteristics of
Resilient Modulus Testing Techniques, Recent Advances in the
Compacted Clays," Journal of the Soil Mechanics and Foundations Division,
Characterization of Transportation Geo-Materials,"ASCE 0-7844-0437-2, 62
pp., E.Tutumluer and A.Y. Papagiannakis, Eds., American Society of Civil ASCE, Vol. 85, No. SM5, October, Fig.6.
Engineers, Geoinstitute, Reston,VA. (7) Lenke, L. R., Grush, M. and McKeen, R. G., Evaluation of the Humboldt
(4)Siekmeier,J.A.,Young,D.and Beberg,D.,1999,"Comparison of the GeoGaugeTM on Dry Cohesionless Silica Sand in a Cubical Test Bin,January
2000,University of New Mexico. ATR Institute,University of New Mexico,
Albuquerque, NM 87131.
ASTM International takes no position respecting the validity of any patent rights asserted in connection with anyitem mentioned
in this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the risk
of infringement of such rights, are entirely their own responsibility.
This standard is subject to revision at any time by the responsible technical committee and must be reviewed every five years and
if not revised, either reapproved or withdrawn. Your comments are invited either for revision of this standard or for additional
standards and should be addressed to ASTM International Headquarters. Your comments will receive careful consideration at a
meeting of the responsible technical committee, which you may attend. If you feel that your comments have not received a fair
hearing you should make your views known to the ASTM Committee on Standards, at the address shown below.

This standard is copyrighted by ASTM International,100 Barr Harbor Drive,PO Box C700,West Conshohocken, PA 19428-
2959,United States.Individual reprints (single or multiple copies) of this standard may be obtained by contacting ASTM at the above
address or at 610-832-9585 (phone), 610-832-9555 (fax), or [email protected] (e-mail); or through the ASTM website
(www.astm.org). Permission rights to photocopy the standard may also be secured from the ASTM website
(www.astm.org/COPYRIGHT/).

922
This international Dipstick e World Trade Organization Technical Barriers to Trade (TBT)
Commlttee.Development of International Standards,Guides:principles on standardization established in the Decision on Principles
for the
Designation: E1926-
5)101

INTERNATIONAL

Standard Practice for

Computing International Roughness Index of Roads from
Longitudinal Profile Measurements1

This standard is issued under the fixed designation E1926; the number immediately following the
designation indicates the year of original adoption or, in the case of revision, the year of last revision. A
number in parentheses indicates the year of last reapproval. A superscript epsilon (ε) indicates an editorial
change since the last revision or reapproval.

1.Scope
1.1 This practice covers the mathematical processing of
longitudial profile measurements to produce a road roughness E1082 Test Method for Measurement of Vehicular Response to
statistic called the International Roughness Index (IRI). Traveled Surface Roughness
E1170 Practices for Simulating Vehicular Response to Lon-
1.2 The intent is to provide a standard practice for comput-ing gitudinal Profiles of Traveled Surfaces
and reporting an estimate of road roughness for highway E1215 Specification for Trailers Used for Measuring Vehicu-lar
pavements. Response to Road Roughness
1.3 This practice is based on an algorithm developed in The E1364 Test Method for Measuring Road Roughness by Static
International Road Roughness Experiment sponsored by a Level Method
number of institutions including the World Bank and reported in E1656 Guide for Classification of Automated Pavement
two World Bank Technical Papers (1, 2).2 Additional technical Condition Survey Equipment
information is provided in two Transportation Re-search Board E2133 Test Method for Using a Rolling Inclinometer to Measure
(TRB) papers (3,4). Longitudinal and Transverse Profiles of a Trav-eled Surface
1.4 The values stated in SI units are to be regarded as the 3. Terminology
standard. The inch-pound units given in parentheses are for
3.1 Definitions:
information only.
3.1.1 Terminology used in this practice conforms to the
1.5 This standard does not purport to address all of the safety definitions included in Terminology E867.
concerns, if any, associated with its use. It is the responsibility of
3.2 Definitions of Terms Specific to This Standard:
the user of this standard to establish appro-priate safety and
3.2.1 International Roughness Index (IRI), n-an index computed
health practices and determine the applica-bility of regulatory
from a longitudinal profile measurement using a quarter-car
limitations prior to use.
simulation (see Practice E1170) at a simulation speed of 80 km/h
2. Referenced Documents (50 mph).
2.1 ASTM Standards:3 3.2.1.1 Discussion-IRI is reported in either metres per kilometre
(m/km) or ínches per míle (ín./mile). (Note-1 m/km =63.36
E177 Practice for Use of the Terms Precision and Bias in ASTM
in./mile.)
Test Methods
E867 Terminology Relating to Vehicle-Pavement Systems E950 3.2.2 longitudinal profile measurement, n-a series of elevation
Test Method for Measuring the Longitudinal Profile of Traveled values taken at a constant interval along a wheel track.
Surfaces with an Accelerometer Established Inertial Profiling 3.2.2.1 Discussion-Elevation measurements may be taken statically, as w
Reference (see Test Method E2133), or dynamically,as with an inertia profiler (see Test

This practice is under the jurisdiction of ASTM Committee E17 on Vehicle-

3.2.3 Mean Roughness Index (MRI), n-the average of the IRI
values for the right and left wheel tracks.
Current edition approved May 1,2015.Published July 3.2.3.1 Discussion-Units are in metres per kilometre or inches
2015.Originally approved E1926-08R15. per mile.
2The boldface numbers given in parentheses refer to a list of 3.2.4 traveled surface roughness-the deviations of a sur-face
references at the end of the text. from a true planar surface with characteristics dimensions that
affect vehicle dynamics, ride quality, dynamic loads, and
Contact ASTM Customer Service at [email protected] Annual
drainage, for example, longitudinal profile, transverse profile,and
Book of ASTM the ASTM website. cross slope.

Copyright ASTM Intermational,100 Barr Harbor Driye,PO Box C700,West Conshohocken, PA 19428-2959. United States

1335
 E1926-08 (2015)

3.2.5 true International Roughness Index, n-the value of IRI

that would be computed for a longitudinal profile measure- 5.4 IRI is a useful calibration reference for response-type
ment with the constant interval approaching zero. systems that estimate roughness by measuring vehicular
3.2.6 wave number; n-the inverse of wavelength. sponse (see Test Method E1082 and Specification E1215)
5.5 IRI can also be interpreted as average absolute slope f
3.2.6.1 Discussion-Wave number,sometimes called spatial
the profile, filtered mathematically to modify the amplitude
frequency,typically has units of cycle/m or cycle/ft.
associated with different wavelengths (3).
3.2.7 wheel track, n-a line or path followed by the tire of a
road vehicle on a traveled surface.
6. Longitudinal Profile Measurement
4. Summary of Practice 6.1 The longitudinal profile measurements can be obtained
4.1 The practice presented here was developed specifically from equipment that operate in a range of speeds from static
for estimating road roughness from longitudinal profile mea- u highway traffic speeds.
surements. 6.2 The elevation profile measuring equipment used to
collect the longitudinal profile data used in this practice mus
4.2 Longitudinal profile measurements for one wheel track have sufficient accuracy to measure the longitudinal profile
are transformed mathematically by a computer program and attributes that are essential to the computation of the IRI.
accumulated to obtain the IRI. The profile must be
represented as a series of elevation values taken at constant 7. Computation of International Roughness Index (IRI)
intervals along the wheel track.
4.3 The IRI scale starts at zero for a road with no roughness 7.1 This practice consists of the computation of IRI from an
and covers positive numbers that increase in proportion to algorithm developed in the International Road Roughness
roughness. Fig. 1 associated typical IRI values with verbal Experiment and described in the World Bank Technical Papers
descriptors from World Bank Technical Paper No. 46 (2) for 45 and 46 (1,2). Additional technical information provided in
roads with bituminous pavement, and Fig. 2 shows similar
associations for roads with earth or gravel surfaces. two TRB papers (3, 4).
7.2 A Fortran version of this algorithm has been imple
5. Significance and Use mented as described in Ref (3).
5.1 This practice provides a means for obtaining a quanti- 7.2.1 This practice presents a sample computer program
tative estimate of a pavement property defined as roughness
using longitudinal profile measuring equipment. "IRISMP" for the computation of the IRI from the reconted
5.1.1 The IRI is portable in that it can be obtained from longitudinal profile measurement.
longitudinal profiles obtained with a variety of instruments. 7.2.1.1 The computer program IRISMP is a general com puter
5.1.2 The IRI is stable with time because true IRI is based on program which accepts the elevation profile data set as input
the concept of a true longitudinal profile, rather than the and then calculates the IRI values for that profile data set
physical properties of a particular type of instrument. 7.2.1.2 A listing of the IRISMP computer program for the
computation of IRI is included in this practice as Appendit C.
5.2 Roughness information is a useful input to the pavement 7.2.1.3 A provision has been made in the computer program
management systems (PMS) maintained by transportation listing （Appendix X2） for the computation of IRI fromn 合
agencies. corded longitudinal profile measurements in either SI or inch-
5.2.1 The IRI for the right wheel track is the measurement pound units.
of road surface roughness specified by the Federal Highway 7.2.2 The input to the sample IRI computer program is a
Administration (FHWA) as the input to their Highway Perfor- ASCII profile data set stored in a 1X,F8.3,1X,F8.3 Forta format.
mance Monitoring System (HPMS). In this format, the profile data appear as a mulu-row.two
5.2.2 When profiles are measured simultaneously for both column array with the left wheel path profile data points ia
traveled wheel tracks, then the MRI is considered to be a Column I and the right wheel path points in Column 2.The
better measure of road surface roughness than the IRI for profile data point interval is discretionary. However the qualit
of the IRI values computed by this algorithm is a function d the
either wheel track. data point interval.
NoTE 1-The MRI scale is identical to the IRI scale. 7.2.2.1 If the input to the IRI computer program is in S units,
the elevation profile data points are scaled in millimeu with the
5.3 IRI can be interpreted as the output of an idealized leastsignificant digit being equal to 0.001 mm.
response-type measuring system (see Test Method E1082 and 7.2.2.2 If the input to the IRI computer program is i inch-
Specification E1215), where the physical vehicle and instru- pound units, the elevation profile data points are scaled inches
mentation are replaced with a mathematical model. The units with the least significant digit being equal to 0.001
7.3 The distance interval over which the IRI is computed is
of slope correspond to accumulated suspension motions (for discretionary,but shall be reported along with the IRI resuls
example, metres), divided by the distance traveled (for
example, kilometres).
 E1926-08 (2015)

ROUGHNESS
(m/km IRI)

Ride comfortable over 120 km/h. Undulation barely perceptible at

80km/h in range 1.3 to 1.8. No depressions, potholes or corrugations
are noticeable; depressions < 2 mm/3 m. Typical hig quality asphalt
1.4to 2.3, high quality surface treatment 2.0 to 3.0.

Ride comfortable up to 100-120 km/h. At 80 km/h, moderately

perceptible movements or large undulations may be felt. Defective
surface; occasional depressions, patches or potholes (e.g. 5-15
mm/3 m or 10-20 mm/5 m with frequency 2-1 per 50 m), or many
shallow potholes (e.g. on surface treatment showing extensive
ravelling).Surface without defects; moderate corrugations or large
undulations.

Ride comnfortable up to 70-90 km/h, strongly perceptible

movements and swaying. Usually associated with defects; frequent
moderate and uneven depressions or patches (e.g. 15-20 mm/3 m
or 20-40 mm/5m with frequency 5-3 per 50 m), or occasional
potholes (e.g. 3-1 per 50 m).Surface without defects: strong
undulations or corrugations.
Ride comfortable up to 50-60 km/h, frequent sharp movements or
swaying.Associated with severe defects: frequent deep and uneven
depressions and patches (e.g. 20-40 mm/3 m or 40-80 mm/5 m with
frequency 5-3 per 5 m), or frequent potholes (e.g. 4-6 per 50 m).

Necessary to reduce velocity below 50 km/h. Many deep

depressions,potholes and severe disintegration (e.g. 40-80 mm
deep with frequency 8-16 per 50 m).

FIG. 1 Road Roughness Estlmation Scale for Paved Roads With Asphaltic Concrete or Surface Treatment (Chipseal)

7.4 Validation of the IRI program is required when it is

installed. Provision for the IRI program installation validation has 8. Report
been provided in this practice. 8.1 Include the following information in the report for this
7.4.1 The sample profile data set TRIPULSE.ASC has been practice:
provided in SI units in Appendix X2 for validation of the 8.1.1 Profile Measuring Device-The Class of the profile
computer program installation. measuring device used to make the profile measurement as
defined in Test Method E950 and Test Method E1364 shall be
included in the report.
7.4.2 Using the sample profile data set TRIPULSE.ASC as input to 8.1.2
the IRILongitudinal Profile Measurements-Report
computer program, data from
an IRI value of 4.36 mm/m was
the profile measuring process shall include the date and time
computed for a profile data point interva1 of0.15m (0.5 ft)and a distance interval equal to 15 m of the profile data set in Appendix
of day of the measurement, the location of the
X2. measurement,the

1337
 E1926-08(2015)

ROUGHNESS
(m/km IRI)

Recently bladed surface of fine gravel, or soil surface with excellent

longitudinal and transverse profile (usually found only in short
length)

Ride comfortable up to 80-100 km/h, aware of gentle undulation or

swaying. Negligible depressions (e.g. < 5 mm/3 m) and no potholes.

Ride comfortable up to 70-80 km/h, aware of sharp movements

and some wheel bounce. Frequent shallow-mode rate depressions
or shallow potholes (e.g. 6-30 mm/3 m with frequency 5-10 per 50
m).Moderate corrugations (e.g. 6-20 mm/0.7-1.7 m).

Ride comfortable at 50 km/h (or 40-70 km/h on specific

sections).Frequent moderate transverse depressions (e.g. 20-40
mm/3-5 m) or occasional deep depressions or potholes (e.g. 40-80
mm/3 m with frequency less than 5 per 50 m). Strong corrugations
(e.g. 20 mm/0.7-1.5m.)

Ride comfortable at 30-40 kmVh. Frequent deep transverse

depressions and/or potholes (e.g. 40-80 mm at freq. 5-10 per 50 m);
or occasional very deep depressions (e.g. 80 mm/1-5 m with
frequency less than 5 per 50 m) with other shallow depressions. Not
possible to avoid all the depressions except the worst.

Ride comfortable at 20-30 km/h. Speeds higher than 40-50 km/h

would cause extreme discomfort, and possible damage to the car.On
a good general profile; frequent deep depressions and/or potholes
(e.g.40-80 mm/1-5 at frequency 10-15 per 50 m) and occasional very
deep depressions (e.g. > 80 mm/0.6-2 m). On a poor general profile;
frequent moderate defects and depressions (e.g. poor earth
surface).

24
FIG. 2 Road Roughness Estlmatlon Scale for Unpaved Roads wlth Gravel or Earth Surfaces

lane measured, the direction of the measurement, length of 9. Precision and Bias
9.1 The precision and bias of the computed IRI is limited by
measurement, and the descriptions of the beginning and the procedures used in making the longitudinal profile me
ending points of the measurement. The recorded wheel track surement. Guidelines for measuring longitudinal profile are
(left,right, or both) must also be included. provided in Test Method E950 and Test Method E1364.
8.1.3 IRI Resolution-The number of digits after the deci-mal
point depends on the choice of units. If the units are 9.2 For the effects of the precision and bias of the measured
m/km,then results should be reported with two digits after the
profile on the computed IRI, see precsion and bias in Apperr dix
decimal point. If the units are in./mile, then the IRI results
should be reported to a resolution of 0.1 in./mile. X1.

1338
 E1926-08 (2015)

10.Keywords
10.1 highway performance monitoring system;HPMS; in-
ternational roughness index; International Roughness
Index;longitudinal profile; pavement management systems;
pavement roughness;PMS

APPENDIXES

(Nonmandatory Information)

X1.PRECISION AND BIAS

X1.1 Precision:
surement. Guidelines for measuring longitudinal profile are
X1.1.1 The precision of the computed IRI is limited by the provided in Test Method E950 and Test Method E1364.
procedures used in making the longitudinal profile measure- X1.2.2 IRI bias depends on the interval between adjacent
ment. Guidelines for measuring longitudinal profile are pro-vided profile elevation measures. An interval of 0.3 m (12 in.)or smaller
in Test Method E950 and Test Method E1364. is recommended. Shorter intervals improve precision but have
X1.1.2 IRI precision depends on the interval between adja-cent little effect on bias. More information about the sensitivity of IRI
profile elevation measures (see Test Method E950 and Test to the profile data interval is provided in Ref (3).
Method E1364).Reducing the interval typically improves the X1.2.3 Many forms of measurement error cause an upward
precision. An interval of 0.3 m (12 in.) or smaller is recom-
bias in IRI. (The reason is that variations in profile elevation due
mended. For some surface types, a shorter interval will improve
precision. More information about the sensitivity of IRI to the to measurement error are usually not correlated with the profile
profile data interval is provided in Ref (3). changes.) Some common sources of positive IRI bias are: height-
X1.1.3 IRI precision is roughly equivalent to the precision of the sensor round-off, mechanical vibrations in the instrument that
slope obtained from the longitudinal profile measurements, for are not corrected and electronic noise. Bias is reduced by using
distances ranging from approximately 1.5m (5 ft) to about 25 m profiler instruments that minimize these errors.
(80 ft). For example, a relative error on profile elevation of 1.0 mm X1.2.4 Inertial profiler systems (see Test Method E950)include
over a distance of 10 m corre-sponds to a slope error of 0.1 mm/m, one or more filters that attenuate long wavelengths (low wave
or 0.1 m/km (6.3 in./mi). numbers). If the cut-off wavelength is too short,then the IRI
X1.1.4 IRI precision is limited by the degree to which a wheel computed from the profile will have a negative bias. A cut off
track on the road can be profiled. Errors in locating the wheel track wavelength of 91.4 m/cycle (300 ft/cycle) is considered
longitudinally and laterally can influence the IRI values,because
sufficiently long.
the IRI will be computed for the profile of the wheel track as
NOTE X1.1-Profiles obtained with static methods are generally
measured, rather than the wheel track as intended. These effects not filtered,and therefore this source of bias is not relevant for
are reduced by using longer profiles. them.
X1.1.5 Computational errors due to round-off are typically
X1.2.5 The measures from some inertial profilers are pro-
about two orders of magnitude smaller than those due to
cessed during measurement to attenuate short wavelengths and
limitations in the profile measuring process, and can be safely
prevent aliasing. The effect is to smooth the profile measure-
ignored.
ment. If a smoothing filter is used and it affects wvavelengths
X1.2 Bias: longer than 1 m (3.3 ft), then the computed IRI will have a
X1.2.1 The bias of the computed IRI is typically limited by the negative bias.
procedures used in making the longitudinal profile mea- NoTE X1.2-If the profiler includes a smoothing filter that affects
wavelengths shorter than 1 m (3.3 ft) and longer than 250 mm
(10 in.), no more smoothing is required during the computation
of IRI.

0.10 (10)

1339
 E1926-08 (2015)

X2. INTERNATIONAL ROUGHNESS INDEX COMPUTER PROGRAM

X2.1 Included in this appendix is the coding in Fortran as prescribed by this practice. A sample main program is also
language for a computer subroutine, SUBROUTINE IRI, (see included,which when executed,prompts the user for the name
Fig.X2.1),which calculates the International Roughness Index of a data file containing the profile data to be processed and the

FIG. X2.1 Sample Fortran Program Using Subroutine IRI to Compute International Roughness Index
 E1926-08 (2015)
READ(*,1020) NPTS
1020 FORMAT(I8)
WRITE(*,1030)
1030 FORMAT(/'Enter the sampling interval, meters'/
1 (.15 m in example) : ($)

READ(*,1040) DELT
1040 FORMAT(F10.0)

SECLEN = REAL (NPTS-1)*DELT

WRITE(*,1050)
1050 FORMAT(/'Is the input profile pre-smoothed (Y or N)? '$)
READ(*,1060)ANSWER
1060 FORMAT(A1)
BASE=⋅25
IF (ANSWER.NE.'N'.AND.ANSWER.NE. 'n') BASE = 0.

c-Open input file and read profile elevations into 'PROF' arrays:

OPEN (UNIT=2,FILE=KNAME(1:12), FORM='FORMATTED')

UNITSC=1.

DO 20 I = 1,NPTS
20 READ(2,1070) PROFL(I), PROFR(I)
1070 FORMAT(2(1X,F8.3))

c-Call subroutine to calculate International Roughness Index:

NSAMP=NPTS
CALL IRI(PROFL,NSAMP,DELT,BASE,UNITSC,AVIRIL) 上[61]f[T]
NSAMP=NPT =111
CALL IRI(PROFR,NSAMP,DELT,BASE,UNITSC,AVIRIR) [nπ]=(1)
0.0=
AVEIRI=(AVIRIL + AVIRIR)/2. (1)班 x8=(ε)姓 18
0.0 =(上)班工 X
WRITE(*,2020)
1 AVIRIL, AVIRIR, AVEIRI, SECLEN

2020 FORMAT(//////
1 6X'IRI,left = ′, 𝐹10.2, 𝑚/𝑘𝑚′ //
2 6X'IRI right = ′, 𝐹10.2, 𝑚/𝑘𝑚′ ////
3 6X'International Roughness Index = ',F10.2,' m/km'//
4 6X' Distance =',F6.1,'meters'/)
END

FIG.X2.1 Sample Fortran Program Using Subroutine IRI to Compute International Roughness Index (continued)

parameters needed by the subroutine to compute the IRI. The program, the maximum length road section that can be pro-
subroutine is called and returns the computed IRI values to the cessed is limited to 1058 sample pairs.
main program which then displays them.
X2.3 The sample data file shown in Fig. X2.2 and Fig. X2.3is in SI
X2.2 The sample program can process data files containing two units (mm) and contains 101 profile data point pairs.The tracks are
profile tracks in either SI or inch-pound units. For SI data,the identical. The recording interval for the data is 0.15m.
program assumes the input amplitudes are stored in millimetre
units; if inch-pound, inches. For the sample

1341
 E1926-08(2015)

SUBROUTINE IRI(PROF, NSAMP, DX, BASE, UNITSC, AVEIRI)

C Filter a longitudinal road profile and calculate IRI.

C
C <-> PROF REAL On input, an array of profile height values.
C On output, an array of filtered profile values.
C <-> NSAMP INTEGER Number of data value in array PROF. Filtered C profile
always has fewer points than original.
C --> DX REAL Distance step between profile points (m).
C --> BASE REAL Distance covered by moving average (m).
C Use .250 for unfiltered profile input, and 0.0
C for pre-smoothed profiles (e.g. K.J. Law data).
C --> UNITSC REAL Product of two scale factors: (1) meters per unit C of
profile height, and (2) IRI units of slope.
C Ex: height is inches, slope will be in/mi.
C UNITSC =(.0254 m/in)*(63360 in/mi)=1069.34
C <-- AVEIRI REAL The average IRI for the entire profile.

INTEGER I, I11, IBASE, NSAMP

REAL AMAT, AVEIRI, BASE, BMAT, CMAT, DX
REAL UNITSC, XIN, PROF, SFPI, ST, PR
DIMENSION AMAT(4, 4), BMAT(4), CMAT(4), PR(4),
& ST(4,4), XIN(4), PROF (NSAMP)

C Set parameters and arrays.

CALL SETABC(653.0, 63.3, 6.0, 0.15, AMAT, BMAT, CMAT)
CALL SETSTM(DX/(80./3.6), AMAT, BAT, ST, PR)
IBASE = MAX (INT(BASE/DX + 0.5), 1)
SFPI = UNITSC/(DX*IBASE)

C Initialize simulation variables based on profile start.

I11 = MIN(INT(11./DX + 0.5) + 1, NSAMP)
XIN(1)= UNITSC*(PROF(I11) - PROF(1))/(DX*I11)
XIN(2)= 0.0
XIN(3)=XIN(1)
XIN(4)= 0.0

C Convert to averaged slope profile, with IRI units.

NSAMP = NSAMP - IBASE
DO 10 I = 1, NSAMP
10 𝑃𝑅𝐹()𝑆𝐹𝑃⋆ (𝑃𝑅𝐹(+𝑇𝐵𝐴𝑆𝐸) − 𝑃𝑅𝐹())

FIG.X2.1 Sample Fortran Program Using Subroutine IRI to Compute International Roughness Index (continued)
 E1926-08 (2015)

C Filter profile.
CALL STFILT(PROF, NSAMP, ST, PR, CMAT, XIN)

C Compute IRI from filtered profile.

AVEIRI = 0.0
DO 20 I= 1, NSAMP
20 AVEIRI = AVEIRI + ABS(PROF(I))
AVEIRI = AVEIRI/NSAMP
RETURN
END

SUBROUTINE SETABC(K1, K2, C, MU, AMAT, BMAT, CMAT)

C Set the A, B and C matrices for the 1/4 car model.

C
C -->K1 REAL Kt/Ms = normalized tire spring rate, (1/s/s)
C -->K2 REAL Ks/Ms = normalized suspension spring rate (1/s/s)C --> C REAL C/Ms = normalized suspension
damper rate (1/s)
C --> MU REAL Mu/Ms = normalized unsprung mass (-)
C <-- AMATREAL The 4x4 A matrix.
C <-- BMAT REAL The 4x1 B matrix.
C <--CMAT REAL The 4x1 C matrix.

INTEGER I,J
REAL AMAT, BMAT, CMAT, K1, K2, C, MU
DIMENSION AMAT(4, 4), BMAT(4), CMAT(4)

C Set default for all matrix elements to zero.

DO 10 J=1,4
BMAT(J)=0
CMAT (J)=0
DO10)I=,4
10 AMAT(工,J)=0

C Put 1/4 car model parameters into the A Matrix.

AMAT(1, 2)=1.
AMAT(3,4)=1.
AMAT(2,1)=-K2
AMAT(2, 2)= -C
AMAT(2, 3)=K2
AMAT(2,4)=C
AMAT(4, 1)= K2/MU
AMAT(4, 2) = C/MU
AMAT(43-(K1+K2/M
AMAT(4, 4)=-C/MU

FIG. X2.1 Sample Fortran Program Using Subroutine IRI to Compute International Roughness Index (continued)
 E1926-08(2015)

C Set the B matrix for road input through tire spring.

MAT(4)=K1/MU

C Set the C matrix to use suspension motion as output.

CMAT(1)= -1
CMAT(3)=1

RETURN
END
C
SUBROUTINE SETSTM(DT, A, B, ST, PR)

C
C Compute ST and PR arrays. This requires INVERT for matrix inversion.C

C -->DT REAL Time step (sec)

C -->A REAL The 4x4 A matrix.
C -->B REAL The 4x1 B matrix. 0 <--
C <--ST REAL 4x4 state transition matrix.
C <--PR REAL 4x1 partial response vector.

INTEGERI, ITER, J, K
LOGICAL MORE
REAL A, A1,A2, B, DT, PR, ST, TEMP
DIMENSION A(4, 4), A1(4, 4), A2(4, 4),B(4)
DIMENSION PR(4), ST(4, 4), TEMP(4, 4)

DO 20 J=1, 4
DO 10 I=1, 4
A1(工,J)5)=0
10 ST(I,(I,J)=0
A1(J, J)J)=1.
20 ST(J,J))=1. THA

CCalculate the state transition matrix ST = exp(dt*A) with a Taylor

C series. Al is the previous term in the series, A2 is the next one.
TTER=0
30=TTER+1
MORE=.FALSE.
DO40J =1,4
DO40 工 I=1,
A 工 2(I,J)=0
DO400K=1,
40 32(I,U)=A2(I J)+Al(工,K)*A(K,

FIG.X2.1 Sample Fortran Program Using Subroutine IRI to Compue International Roughness Index (continued)
 E1926-08(2015)

DO 50 J=1, 4
DO 50 I=1, 4
A1(I, J) = A2(I, J)*DT/ITER
IF (ST(I, J) + A1(I, J) .NE. ST(I, J))KORE=TRUE
50 ST(I, J) = ST(I, J) + A1(I, J)
IF (MORE) GO TO 30

C Calculate particular response matrix: 𝐸𝑅 = 𝐴∗∗ − 1∗ (𝑆𝑇 − 𝐼)∗ 𝐸

CALL INVERT(A, 4)
DO 60 I=1,4
PR(I)=0.0
D060K=1,4
60 PR(I)==PR(I)-A(I,K)*B(K)
D090J=1.4
DO70 工 I=1,4
TEMP(J,T)I)=0.0
DO70K=1,4
70 TEAP(J,I)=TERtI)+A(J𝐾)⋆ 𝑆𝑇(𝐾,,I)
DO80KK=1,4
80 PR(J)==R(J)+TEMP(J)*B()
90 CONTINUE
RETURN
END
C
SUBROUTINE STFILT(PROF, NSAMP, ST, PR, C, XIN)

C Filter profile using matrices ST, PR, and

C
C <-> PROF REAL Input profile. Replaced by the output.
C -->NSAMP INTEGER Number of data values in array PROF.
C --> ST REAL 4x4 state transition matrix.
C --> PR REAL 4x1 partial response vector.
C --> C REAL 4x1 output definition vector.
C -->XIN REAL Initial values of filter variables.

INTEGER I, J, K, NSAMP
REAL C, PR, PROF, ST, X, XIN, XN
DIMENSION C(4), PR(4), PROF(NSAMP), ST(4, 4), X(4), XIN(4), XN(4)

C Initialize simulation variables.

DO 10 I=1, 4
10 X(I)= XIN(I)

FIG.X2.1 Sample Fortran Program Using Subroutine IRI to Compute International Roughness Index
(continued)
 E1926-08 (2015)

lter profile using the st

𝐷040𝐼 = 1, NSAMP
𝐷020𝐽 = 1.4
𝑋𝑁(𝐽) = 𝑃𝑅(𝐽) ∗ 𝑃𝑅𝑂𝐸(I
𝐷020𝐾 = 1.4
𝑋𝑁(𝐽) = 𝑋𝑁(𝐽) + 𝑋(𝐾) ∗ 𝑆𝑇(𝐽,
DO 30 J=1, 4
X(J)= XN(J)

CONTINUE
RETURN
END

SUBROUTINE INVERT(Y1, N)

s routine will store the was copied from "Numeric

ea--> Rl The matri

NV --> Real The inver

INTEGER N, INDX, I,
REAL*4 Y1, YINV, D
DIMENSION Y1 (N, N), Y

DO 8I=1,N
𝐷𝑂9𝐽 == 1,N
𝐴(𝐼, 𝐽) = J)
CONTINUE
DO 10 I=1,N
𝐷020𝐽 = 1, 𝑁
𝑌𝑇𝑁𝑉(𝐼, 𝐽) = 0.0
YINV(I,𝐼) = 1.0
CONTINUE
CALL LUDCMP(A, INDX, D)
DO30𝐽 = 1, 𝑁
CALL LUBKSB(A, INDX, Y

𝐷050𝐽 = 1, 𝑁
𝑌1(𝑇, 𝐽) = 𝑌𝐼𝑁𝑉(𝐼, J
CONTINUE
RETURN
END

FIG.X2.1 Sample Fortran Program Using Subroutine IRI to Compute International Roughness Index (continued)
 E1926-08 (2015)

SUBROUTINE LUDCMP (A, INDX, D)

Th
is routine was copied from "Nu
in version.

INTEGER ,,, NMAX I

N INDX
REAL*4 A, TINY, VV, D,
PARAMETER (𝑁𝑀𝐴𝑋 = 100𝑇𝐼𝑁𝑌 = 1.0𝐸 − 20𝑁 = 4)
DIMENSION A(N, N), INDX(N)

D=1.0
DO 10 I=1, N
AAMAX=0.0
DO 20 J=1,N
20 IF(ABS(A(I,J)).GT.AAMAX)
IF (AAMAX.EQ.0.0)PAUSE 'Sin
VV(I) = 1.0/AAMAX
10 CONTINUE
DO 30 J=1, N
DO 40 I = 1, J-1

50 SUM = A(I, J)
DO 50 K = 1, I-1
40 𝐾)⋆ 𝐴(𝐾 ∗,
𝐴(𝐼, 𝐽) = 𝑆𝑈𝑀

CONTINUE
AAMAX = 0.0

DO 60 I= J N ,

𝑆𝑈𝑀 ==𝐴(𝐼,
𝐷070𝐾 1, 𝐽𝐽)− 1
70
𝑆𝑈𝑀 = 𝑆𝑈𝑀 − 𝐴(𝐼, 𝐾)⋆ 𝐴(𝐾
𝐴(𝐼, 𝐽) = 𝑆𝑈𝑀
𝐷𝑈𝑀 = 𝑊(𝐼) ∗ 𝐴𝐵𝑆(𝑆𝑈𝑀)
. 𝐴𝐴𝑀𝐴𝑋)𝑇𝐻𝐸𝑁
IF(DUM.GE.
𝑚𝑎𝑥 = 𝑚𝑎𝑥= 𝐷𝑈𝑀
𝐴𝐴𝑀𝐴𝑋
ENDIF
60 CONTINUE
IF (J.NE.IMAX)THEN
80𝐾 = 1,
DO N

𝐷𝑈𝑀 =𝐴(𝑇𝑀𝐴𝑋,
𝐴(𝐼𝑀𝐴𝑋,𝐾)
𝐾)= 𝐽(𝐽, 𝐾)

𝐴(𝐽, 𝐾) = 𝐷𝑈𝑀
80 CONTINUE
𝐷 = −𝐷

FIG.X2.1 Sample Fortran Program Using Subroutine IRI to Compute International Roughness Index (continued)
 E1926-08(2015)

ENDIF

IF(A(J, J)

𝐷𝑂90𝐼 = 𝐽 + 1. 𝑁
𝑊(𝐼𝑁𝐴𝑋)
90 = 𝑊(𝐽)
𝐴(𝐼, 𝐽) = 𝐴(𝐼, 𝐽) ∗ 𝐷𝑈𝑁

𝐽) = 𝑇𝐼𝑁𝑌
,EQ.0.0)

END

𝐼𝑁𝐷𝑋(𝐽) = 𝐼𝑁𝐴𝑋

IF(J.NE.N) THEN

ENDIF
30 CONTINUE
RETURN

SUBROUTINE LU BKSB(A, INDX, B)

20
This routine was SUMfrom
copied - A(I,"Nu
J)*B(J)
inversion.
I
INTEGER N, INDX, I, II,
B(I)= SUM A, B, SUM
REAL*4
PARAMETER (N=4)
DIMENSION A(N, N), INDX(N)

II=0 HEN
DO 10 I= 1, N
40 LL =𝑆𝑈𝑀
INDX(I= )𝑆𝑈𝑀 − 𝐴(𝐼, 𝐽) ∗ 𝐵(𝐽)
SUM = B(LL) )
B(LL) = B(I
IF(II.NE.0) THEN
DO 20 J = II, I-1
SUM =
ELSEIF (SUM. NE.O)THEN
 E1926-08(2015)
I=I
EMDIF

10 CONTINUE 1 -1
DO 30 I = N,
,
SUM=B(I)
IF(I.LT.N)T
DO 40 J = I+1, N

ENDIF
B(I) = SUM/ A(I, I)
30 CONTINUE
RETURN
EMD

FIG.X2.1 Sample Fortran Program Using Subroutine IRI to Compute International Roughness Index (continued)
 E1926-08(2015)

0.000 0.000
0.000 0.000
0.000 0.000
0.000 0.000
0.000 0.000
2.500 2.500
5.000 5.000
7.500 7.500
10.00010.000
12.50012.500
15.000 15.000
17.50017.500
20.00020.000
17.50017.500
15.00015.000
12.50012.500
10.00010.000
7.500 7.500
5.000 5.000
2.500 2.500
0.000 0.000
0.000 0.000
0.000 0.000
0.000 0.000
0.000 0.000
0.000 0.000
0.000 0.000
0.000 0.000
0.000 0.000
0.000 0.000

. (pad with zeros to make a total of 101 numerical data)

0.000 0.000
0.000 0.000
0.000 0.000
0.000 0.000
0.000 0.000
0.000 0.000

NoTE 1-Elevations are metric units (mm). The profile consists of identical right and left wheel tracks, each consisting of zero elevations
everywhere set may be used as a test of the user's implementation of IRI standard computation.
FIG.X2.2 Sample Load Proflle Input Data Set, TRIPULSE.ASC
 E1926-08(2015)

1Enter data file name (in single quotes)

("TRIPULSE.ASC" in example): "TRIPULSE.ASC"
Enter the number of samples in the profile. 000.0
(101 in example) : 101 002.0
00
Enter the sampling interval, meters
(.15 m in example): .15
008.21
Is the input profile pre-smoothed (Y or N)? N

001.81

IRI,left = 4.36 m/km

100.2
IRI right = 4.36m/km 000.5
000.0 000.0
000.0 000.0
000.0 000.0
International Roughness Index = 4.36 m/km 000.0
000.0 000.0
Distance = 15.0 meters 000.0
000.0 000.0
000.0
0.0

FIG.X2.3 Input/Output for RNSMP sample program using data Input flle 'TRIPULSE.ASC'

REFERENCES

(1) Sayers,M.W., Gillespie, T.D., Queiroz, C.A.V., “The International (3) Sayers, MA.W.,"On the Calculation of IRI from Longitudinal
Road Roughness Experiment,"World Bank Technical Prod2Transportation Research Record 1501, Transportation Res
Paper,Number 45,1986. Board,1995,pp.1-12.
(2) Sayers, M.W., Gillespie, T.D., Paterson, W.D.O., “Guidelines for (4) Sayers, M4.W.,"Two Quarter-Car Models for Defining Road Roo
Conducting and Calibrating Road Roughness Measurements," 165-172.
World Bank Technical Paper, Number 46,1986.

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