Figure 17 igure 12: Comparison of pre- and post-flood roughness data of Sturt Highway, RMS NSV
Related Figures (20)
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RMS NSW provided information such as pre-and post-flood FWD deflection data, pavement
type, pavement category, surface width, construction year, carriageway type and year of last
rehabilitation or resurfacing. RMS, NSW has also provided surface condition data which includes
measurements of roughness, rutting and cracking before and after flood.
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Mean, “standard deviation and coefficient of variation were calculated for maximum deflection of
inner wheelpath (iwp) and outer wheelpath (owp) of roads using equations (4) and (5). Coefficient
of variation was calculated dividing standard deviation by mean. The mean is the average number in
a total data set and measures the central tendency and can be calculated using equation (4). The
standard deviation is the average distance a value is to the mean and can be calculated using
equation (5).
BCC conducted investigation on several inundated pavements after January 2011 flood to
determine the impact of inundation on the condition and life of the pavement. FWD testing was
carried out on Luxford Street in Chelmer, Haig Road in Milton, and Aldersgate Street in Oxley,
Brisbane. An assessment on the structural strength of these pavements is presented in this section.
Separate analysis was carried out on the surface condition data of RMS, NSW and its outcomes are
also presented in this section. Table 3 shows the total number of testing points of each road and the
years when FWD testing was done.
Figure 2(a): Comparison of Maximum Deflection and Modified Structural number in inner
wheelpath of Luxford Street, Chelmer in Brisbane
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Luxford Street (Chelmer) and Haig Road (Milton) in Brisbane were totally flooded during th
January 2011 flooding. Luxford Street was last resurfaced with asphalt in 1975. It is a 39-year ol
pavement and a traffic category ““B” street (relatively lightly trafficked residential street). Loce
Asset Services has previously carried out maintenance in the form of AC patching. Figure 2 show
the FWD maximum deflection data versus chainages and structural number versus chainages grap.
of Luxford Street (Chelmer) in Brisbane. Here 1/L represents to outer wheel path and 1/R represent
to inner wheel path of lane 1. Figures 2(a) and 2(b) clearly indicate that deflection values are highe
and there is a decrease in the pavement’s modified structural number (SNC) after the flooc
Therefore, structural strength of this pavement section reduced significantly after the flood. Th
reduction of modified structural numbers in different pavement sections ranges from 1.5% to 50%
It indicates the need for further investigation of the data to quantify the strength reductions.
Figure 2(b): Comparison of Maximum Deflection and Modified Structural number in outer
wheelpath of Luxford Street, Chelmer in Brisbane
Figure 3: Comparison of Maximum deflection (inner wheelpath) in the last 4 years of Haig Road,
Milton, Brisbane
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Haig Road (Milton) is a traffic category “E” (Industrial Access) road. The existing surface is
believed to be 26-year old asphalt (since 1989) in non-reconstructed areas. FWD testing was
undertaken in 1/L (outer wheelpath) and 1/R (inner wheelpath) of lane 1 at four different times; 19
December, 2010, 3 April, 2011, 26 March, 2013 and 9 December, 2014. Figure 3 and 4 shows that
there is an increase in deflection and a decrease in structural number after flooding in many
chainages. The rate of loss of structural strength of this street is not as high as Luxford Street in
Chelmer because it has cement treated base (CTB). Second FWD testing of Haig Road was
conducted three months after the flooding and the pavement has experienced some dry weather
period. This also indicates the fact that pavements regain some strength during the dry weather
period. FWD testing conducted two years after the flood confirms that some chainages have gained
more than a 50% increase in the structural strength.
Figure 4: Comparison of Structural number (inner wheelpath) in the last 4 years of Haig Road.
Milton, Brisbane
The Pavement History File shows that Haig Road, Milton was resurfaced after 24 February 2011.
It is clearly visible from the deflection data of March, 2013 that resurfacing of the pavement also
helped to regain the structural strength post-flood.
Figure 6(b): Comparison of Maximum Deflection and Structural number in outer wheelpath of
Aldersgate Street, Oxley
Figure 7(a): Increase or decrease in strength (%) post-flood in non-flooded and flooded section
of the pavement at Aldersgate Street, Oxley (inner wheelpath)
Figure 8: Deterioration curve for subgrade CBR vs chainage in inner and outer wheelpath of
Luxford St in Chelmer
Figure 10: Comparison of Mean maximum deflection, Standard Deviation and Coefficient ot
Variation (Haig Road, Milton)
Figure 11: Comparison of Mean maximum deflection, Standard Deviation and Coefficient of
Variation between flooded and non-flooded section of Aldersgate Street, Oxley
Figure 13: Comparison of pre- and post-flood rutting data of Sturt Highway, RMS NSW
