Characterization of Rutting (Permanent Strain) Development of A-2-4 and A-4 Subgrade Soils under the HVS Loading

As part of a national pool funded study 208 on pavement subgrade performance, 12 full-scale test sections (four soil types and three moisture contents) were constructed and tested under the heavy vehicle simulator (HVS) loading. This paper presents the HVS results on two of the four soils tested: AASHTO Class A-2-4 and A-4 soils, respectively. From the results, it was found that the pavement subgrade performance is a function of soil type, moisture content, and applied stress condition. Additionally, this paper also evaluated the current mechanistic-empirical pavement design guide (MEPDG) subgrade rutting (permanent strain) model through comparing with the actual measurements under the HVS loading. It was found that the MEPDG subgrade permanent strain model needs further improvement, and that a single performance model may not be universally applicable to different subgrade soil types. Consequently, a new permanent strain model for each soil type was developed in this paper, based on the HVS results, and that yielded better predictions. With further validation and field calibration, the proposed models offer promising potential to accurately predict rutting behavior of these two soils.     

Shakedown Approaches to Rut Depth Prediction in Low-Volume Roads

Rutting, due to permanent deformations of unbound materials, is one of the principal damage modes of low traffic pavements. Flexible pavement design methods remain empirical; they do not take into account the inelastic behavior of pavement materials and do not predict the rutting under cyclic loading. A finite-element program, based on the concept of the shakedown theory developed by Zarka for metallic structures under cyclic loadings, has been used to estimate the permanent deformations of unbound granular materials subjected to traffic loading. Based on repeated load triaxial tests, a general procedure has been developed for the determination of the material parameters of the constitutive model. Finally, the results of a finite-element modeling of the long-term behavior of a flexible pavement with the simplified method are presented and compared to the results of a full-scale flexible pavement experiment performed by Laboratoire Central des Ponts et Chaussées. Finally, the calculation of the rut depth evolution with time is carried out.     

Elastoplastic Model for the Long-Term Behavior Modeling of Unbound Granular Materials in Flexible Pavements

The constitutive modeling of cyclic plasticity of soils has made great progress, especially in the area of sands liquefaction modeling. Nowadays, the problem of rutting of flexible pavements linked to permanent deformations occurring in the unbound layers is taken into account only by empirical formulas. This paper presents an elastoplastic model with both isotropic and kinematic hardening. The yield surface, plastic potential, and isotropic hardening are based on a model for sands, which takes into account the influence of the initial void ratio and of the mean stress on the mechanical behavior. A kinematic hardening has been added in order to take into account the mechanical behavior of the material for large cycle numbers. A complete model is then developed, simulations are presented, and comparisons with repeated load triaxial tests carried out on a subgrade soil (clayey sand), have been made. These comparisons underline the capabilities of the model to take into account the monotonic, cyclic, and ratchetting behavior of unbound materials for roads.     

Modeling Permanent Deformation of Unbound Granular Materials under Repeated Loads

Finite-element analysis on a pavement structure under traffic loads has been a viable option for researchers and designers in highway pavement design and analysis. Most of the constitutive drivers used were nonlinear elastic models defined by empirical resilient modulus equations. Few isotropic/kinematic hardening elastoplastic models were used but applying thousands of repeated load cycles became computationally expensive. In this paper, a cyclic plasticity model based on fuzzy plasticity theory is presented to model the long-term behavior of unbound granular materials under repeated loads. The discussion focuses on the model parameters that control long-term behavior such as elastic shakedown. The performance of the constitutive model is presented by comparing modeled and measured permanent strain at various numbers of load cycles. Calculated resilient modulus from the complete stress-strain curve is also discussed.     

Neural Network Modeling of Resilient Modulus Using Routine Subgrade Soil Properties

Artificial neural network (ANN) models are developed in this study to correlate resilient modulus with routine properties of subgrade soils and state of stress for pavement design application. A database is developed containing grain size distribution, Atterberg limits, standard Proctor, unconfined compression, and resilient modulus results for 97 soils from 16 different counties in Oklahoma. Of these, 63 soils (development data set) are used in training, and the remaining 34 soils (evaluation data set) from two different counties are used in the evaluation of the developed models. A commercial software, STATISTICA 7.1, is used to develop four different feedforward-type ANN models: linear network, general regression neural network, radial basis function network, and multilayer perceptrons network (MLPN). In each of these models, the input layer consists of seven nodes, one node for each of the independent variables, namely moisture content (w), dry density (γd), plasticity index (PI), percent passing sieve No. 200 (P200), unconfined compressive strength (Uc), deviatoric stress (σd), and bulk stress (θ). The output layer consists of only one node—resilient modulus (MR). After the architecture is set, the development data set is fed into the model for training. The strengths and weaknesses of the developed models are examined by comparing the predicted MR values with the experimental values with respect to the R2 values. Overall, the MLPN model with two hidden layers was found to be the best model for the present development and evaluation data sets. This model as well as the other models could be refined using an enriched database.     

Effect of Design and Site Factors on the Long-Term Performance of Flexible Pavements

Results are presented from a study to evaluate the relative influence of design and site factors on the performance of in-service flexible pavements. The data are from the SPS-1 experiment of the Long-Term Pavement Performance program. This experiment was designed to investigate the effects of HMA surface layer thickness, base type, base thickness, and drainage on the performance of new flexible pavements constructed in different site conditions (subgrade type and climate). Base type was found to be the most critical design factor affecting fatigue cracking, roughness (IRI), and longitudinal cracking (wheel path). The best performance was shown by pavement sections with asphalt treated bases (ATB). This effect should be interpreted in light of the fact that an ATB effectively means a thicker HMA layer. Drainage and base type, when combined, also play an important role in improving performance, especially in terms of fatigue and longitudinal cracking. Base thickness has only secondary effects on performance, mainly in the case of roughness and rutting. In addition, climatic conditions were found to have a significant effect on flexible pavement performance. Wheel path longitudinal cracking and transverse cracking seem to be associated with a wet-freeze environment, while nonwheel path longitudinal cracking seems to be dominant in a freeze climate. In general, pavements built on fine-grained soils have shown the worst performance, especially in terms of roughness. Although most of the findings from this study support the existing understanding of pavement performance, they also provide an overview of the interactions between design and site factors and new insights for achieving better long-term pavement performance.     

Creep Behavior of Hot-Mix Asphalt due to Heavy Vehicular Tire Loading

The objective of this study is to characterize the creep behavior of hot-mix asphalt (HMA) at intermediate (20°C) and at high temperatures (40°C). To accomplish this objective, a nonlinear time-hardening creep model, characterized through laboratory testing, was incorporated into a three-dimensional (3D) finite-element (FE) model, which was used to calculate permanent creep strains after applying repetitive vehicular loading cycles at the pavement surface. Two different tire configurations were simulated representing a typical dual-tire assembly and a newly introduced wide-base tire (dual-tire: 275/80R22.5 and wide-base tire: 455/55R22.5). Results of the 3D FE model were successfully verified against pavement response measurements in the field at the Virginia Smart Road. While the elastic or linear viscoelastic FE model may not simulate permanent deformation or shear creep strains after repetitions of vehicular loading, a nonlinear time-hardening creep model could predict primary rutting damage in HMA and shear creep strains at the edge of the tire imprint caused by different tire configurations.     

Normalizing Behavior of Unsaturated Granular Pavement Materials

One of the important components of a flexible pavement structure is granular material layers. Unsaturated granular pavement materials (UGPMs) in these layers influence stresses and strains throughout the pavement structure, and have a large effect on asphalt concrete fatigue and pavement rutting (two of the primary failure mechanisms for flexible pavements). The behavior of UGPMs is dependent on water content, but this effect has been traditionally difficult to quantify using either empirical or mechanistic methods. This paper presents a practical mechanistic framework for determining the behavior of UGPMs within the range of water contents, densities, and stress states likely to be encountered under field conditions. Both soil suction and generated pore pressures are determined and compared to confinement under typical field loading conditions. The framework utilizes a simple soil suction model that has three density-independent parameters, and can be determined using conventional triaxial equipment that is available in many pavement engineering laboratories.     

Unified DSC Constitutive Model for Pavement Materials with Numerical Implementation

Need for unified and mechanistic constitutive models for pavement materials for evaluation of various distresses has been recognized; however, such models are not yet available. There have been efforts to develop unified models; however, they have been based usually on ad hoc combinations of models for special properties such as elastic, plastic, creep and fracture, often without appropriate connections to various coupled responses of bound and unbound materials, they may result and in a large number of parameters, often without physical meanings. The disturbed state concept (DSC) provides a modeling approach that includes various responses such as elastic, plastic, creep, microcracking and fracture, softening and healing under mechanical and environmental (thermal, moisture, etc.) within a single unified and coupled framework. A brief review is presented to identify the advantages of the DSC compared to other available models. The DSC has been validated and applied to a wide range of materials: geologic, asphalt, concrete, ceramic, metal alloys, and silicon. It allows for evaluation of various distresses such as permanent deformations (rutting), microcracking and fracture, reflection cracking, thermal cracking, and healing. The DSC is implemented in two- and three-dimensional finite-element (FE) procedures, which allow static, repetitive, and dynamic loads including elastic, plastic, creep, microcracking leading to fracture and failure. A number of examples are solved for various distresses considering flexible (asphalt) pavements; however, the DSC model is applicable to rigid (concrete) pavements also. It is felt that the DSC and the FE computer programs provide unique and novel approaches for pavement engineering. It is desirable to perform further research and applications including validation with respect to simulated and field behavior of pavements.     

Prediction of Permanent Deformations in Pavements Using a High-Cycle Accumulation Model

The present paper discusses the application of a high-cycle accumulation (HCA) model originally developed for sand for the prediction of permanent deformations in an unbound granular material (UGM) used for base and subbase layers in pavements. Cyclic triaxial tests on precompacted samples of an UGM have been performed in order to validate and calibrate the model. The stress amplitude, the initial density, and the average stress were varied. The test results are compared to those of air-pluviated samples of sand (subgrade material). Some significant differences in the behavior of both materials under cyclic loading are outlined. It is demonstrated that the functions describing the intensity of accumulation can be maintained for an UGM with different material constants, but that the flow rule must be generalized in order to describe the anisotropy. Recalculations of the laboratory tests show a good prediction of the modified HCA model.     

Mechanistic Corrections for Determining the Resilient Modulus of Base Course Materials Based on Elastic Wave Measurements

The mechanical performance of pavement systems depends on the stiffness of subsurface soil and aggregate materials. The moduli of base course, subbase, and subgrade soils included in pavement systems need to be characterized for their use in the new empirical-mechanistic design procedure (NCHRP 1-37A). Typically, the resilient modulus test is used in the design of base and subbase layers under repetitive loads. Unfortunately, resilient modulus tests are expensive and cannot be applied to materials that contain particles larger than 25 mm (for 125-mm diameter specimens) without scalping the large grains. This paper examines a new methodology for estimating resilient modulus based on the propagation of elastic waves. The method is based on using a mechanistic approach that relates the P-wave velocity-based modulus to the resilient modulus through corrections for stress, void ratio, strain, and Poisson’s ratio effects. Results of this study indicate that resilient moduli are approximately 30% of Young’s moduli based on seismic measurements. The technique is then applied to specimens with large-grain particles. Results show that the methodology can be applied to large-grained materials and their resilient modulus can be estimated with reasonable accuracy based on seismic techniques. An approach is proposed to apply the technique to field determinations of modulus.     

Viscoelastic Modeling and Field Validation of Flexible Pavements

The objective of this study was to characterize hot-mix asphalt (HMA) viscoelastic properties at intermediate and high temperatures and to incorporate laboratory-determined parameters into a three-dimensional finite element (FE) model to accurately simulate pavement responses to vehicular loading at different temperatures and speeds. Results of the developed FE model were compared against field-measured pavement responses from the Virginia Smart Road. Results of this analysis indicated that the elastic theory grossly underpredicts pavement responses to vehicular loading at intermediate and high temperatures. In addition, the elastic FE model could not simulate permanent deformation or delayed recovery, a known characteristic of HMA materials. In contrast, results of the FE viscoelastic model were in better agreement with field measurements. In this case, the average error in the prediction was less than 15%. The FE model successfully simulated retardation of the response in the transverse direction and rapid relaxation of HMA in the longitudinal direction. Moreover, the developed model allowed predicting primary rutting damage at the surface and its partial recovery after load application.     

Suction-Controlled Laboratory Test on Resilient Modulus of Unsaturated Compacted Subgrade Soils

Conventionally, the resilient modulus test is conducted in the laboratory under different moisture content in which matric suction is unknown during the test. To investigate the influence of the matric suction on the resilient modulus, this study integrated the suction-controlled testing system and developed a modified testing procedure for the resilient modulus test of unsaturated subgrade soils. Based on the axis-translation technique, two cohesive soils were tested to investigate the effect of matric suction on resilient modulus. In the modified testing procedure, in order to fulfill the equilibrium in matric suction, the number of load cycles at each loading sequence of the resilient modulus test (AASHTO T 292-91) needs to be increased significantly. Experimental data indicate that matric suctions measured in the specimen after consolidation and resilient modulus tests are consistent with the matric suctions deduced from the soil-water characteristic curve corresponding to the same moisture content. In general, the resilient modulus obtained by the suction-controlled resilient modulus test appears to be reasonable. The trends of resilient modulus obtained by the suction-controlled resilient modulus test are consistent with those obtained by the conventional resilient modulus test. However, the suction-controlled resilient modulus test provides better insights that can help in interpreting the test results.     

Degradation of Stiffness of Cemented Calcareous Soil in Cyclic Triaxial Tests

The deformation characteristics of artificially cemented calcareous soil subjected to undrained cyclic triaxial loading are investigated at different confining pressure and cyclic stress levels. The influence of cementation on the shear stiffness is investigated by comparing the behavior of cemented and uncemented soils with similar initial conditions. It is observed that the deviator stress and the deviatoric strain at yield reduced with increasing number of cycles for cemented sand due to progressive degradation of bond, which results in significant decrease in stiffness. On the other hand, a strain-hardening effect is observed in uncemented sand and this results in increasing yield stress and strain with progressive number of cycles. A linear relationship between degradation index and number of cycles is observed for cemented sand. This relationship has been synthesized in the form of an empirical equation by modifying a previously proposed equation for cohesive soils. This empirical equation was further used to evaluate the fatigue life of soils by adopting a failure criterion.     

Finite Element Studies of Asphalt Concrete Pavement Reinforced with Geogrid

Many geotechnical applications are becoming more sophisticated and solutions derived from simplistic procedure are no longer reasonable or solutions do not exist. This paper describes two-dimensional finite element studies that analyzed the behavior of reinforced asphalt pavement under plane strain conditions and subject to monotonic loading. The asphalt material and soils were expressed using triangular elements of elastoplastic behavior that obeys Mohr–Coulomb criteria with associated and nonassociated flow rules. The geogrid was modeled using a one-dimensional linear elastic bar element. The finite element procedure was validated by comparing the results of analysis with the results obtained from a series of model tests. The load–settlement relationships, settlement profile, and strains in the geogrid were compared. The failure load obtained by assuming subgrade foundation with nonassociated flow rule was smaller than that of associated flow rule. There was only minor difference between the results obtained from the associated and nonassociated plastic models. The finite element procedure was capable of determining most measured quantities satisfactorily except the tensile strain in the geogrid, which was assumed linear elastic. The effects of the stiffness of geogrid reinforcement, thickness of asphalt layer, and strength of subgrade foundation were also investigated. The finite element procedure is a versatile tool for enhanced design of reinforced pavement systems.     

Modeling Measured 3D Tire Contact Stresses in a Viscoelastic FE Pavement Model

Three‐dimensional (3D) contact stresses occurring between the road surface and the tire that were measured with the South African Vehicle Road Surface Pressure Transducer Array (VRSPTA) device under a moving wheel are transformed to a corresponding force/stress pattern representing the actual contact stress state under the tire by means of a software program. In combination with a dynamic load function such force patterns derived from these Stress‐in‐Motion (SIM) measurements with the VRSPTA device are used to introduce a more advanced load representation of the tire‐pavement interface into a three‐dimensional (3D) finite element (FE) model. Further, a method is presented to derive viscoelastic material properties of asphalt concrete (AC) mixes from dynamic frequency sweep shear (FS‐S) tests of lab specimens or field cores that can be used to define material behavior of the AC layers in the 3D FE pavement model. Linear elastic layered theory is utilized to validate the results of the FE computations in order to demonstrate that the FE method can successfully be used to include SIM measurements for more advanced analysis and design of pavements. First results of the 3D FE simulation of a load circle of the Heavy Vehicle Simulator (HVS) during accelerated pavement testing of a pavement test section are presented. These results encourage employment of the FE pavement model for further simulation work to assess the rutting potential of AC mixes in combination with different tire types and loading situations.     

Field and Laboratory Determination of Granular Subgrade Moduli

This paper presents a comparison study of the experimental results from the falling weight deflectometer (FWD) test, field rigid plate bearing load test, and laboratory resilient modulus test on granular subgrade materials in flexible pavements. The results showed that the average laboratory resilient moduli at optimum compacted conditions were 1.1 times higher than the average laboratory determined resilient moduli at in situ conditions. The FWD back-calculated moduli were about 1.6 times higher than the laboratory resilient moduli for the granular materials. The average laboratory determined maximum dry density was slightly higher than the average field measured in situ dry density. A hyperbolic model was proposed to represent the relationship of the load-deformation curve obtained from the field plate bearing load test. No significant relationship was found between the laboratory resilient modulus and the modulus of elasticity from the field plate bearing tests.     

Resilient Properties of Unbound Road Materials during Seasonal Frost Conditions

During recent decades, a considerable amount of research has been devoted to the resilient properties of unbound road materials. However, the severe effects of cold region climates on resilient behavior have been less exhaustibly investigated. In this study, the results from extensive resilient modulus laboratory tests during full freeze-thaw cycling are presented. Various coarse and fine-grained subgrade soils were tested at selected temperatures from room temperature down to ?10°C and back to room temperature. The soils are frozen and thawed inside a triaxial cell, thus eliminating external disturbances due to handling. The results indicate that all the soils exhibited a substantially reduced resilient modulus after the freeze-thaw cycle. A significant hysteresis for the clay soil in warming and cooling was also observed. This paper presents equations for different conditions. The equations may be used for selecting the appropriate resilient modulus value in current and future evaluation and design methods.     

A Study of Nonlinear Tire Contact Pressure Effects on HMA Rutting

The Indiana Department of Transportation/Purdue University accelerated pavement testing (APT) facility has been utilized in a number of studies of hot mix asphalt (HMA) rutting performance. The benefit of using APT is that rutting performance can be established in a few days of testing. Finite element (FE) models have been developed for relating APT to in‐service pavement performance. Factors addressed in the models include pavement geometry, boundary conditions, materials, loads, test conditions, and construction variables. Determining the effects of these factors provides a means for better interpreting APT test results and HMA rutting performance. A detailed analysis using 3D and 2D FE has been made of tire/pavement contact pressure effects on rutting. The analyses include tread pattern and constant and varying contact pressure. A creep model is used to represent the HMA time‐dependent material behavior. Based on test data, the material constants in the creep model were back calculated. Results of the FE studies show that the creep model can successfully characterize pavement material behavior through a reasonable approximation of loading and other factors.     

Factors Affecting Initial Roughness of Concrete Pavement

Past studies have shown that initial pavement roughness greatly affects future pavement roughness and roughness progression rate. Initial pavement roughness is also an important input to the roughness prediction model in mechanistic-empirical design guide. This study analyzed the design and construction factors affecting initial pavement roughness. Initial international roughness index of 90 concrete pavements constructed in Wisconsin from 2000 to 2004 were analyzed using multiple regression method. The factors considered in this study included concrete pavement slab thickness, project location, dowel bar placement, joint spacing, base type, and pavement length. The factors affecting initial pavement roughness were identified.