The aggregate base layer is a vital part of the flexible pavement system. Unlike rigid pavements, the base layer provides a substantial contribution to the load bearing capacity in flexible pavements, and this contribution is complex: stress dependent, moisture dependent, particle size dependent, and is anisotropic in nature. Furthermore, the response of the aggregate layer in the pavement structure is defined not only by resilient properties of the base layer but also by permanent deformation properties of the aggregate layer. Before the benefits of revolutionary changes in the typical pavement structures, such as deep unbound aggregate base (UAB) layers under thin hot mix asphalt surfaces and inverted pavement systems can be justified, an accurate assessment of the UAB is required. Several researchers identified that in order to properly assess the contribution of the UAB in the pavement structure, it is necessary to consider not only the vertical modulus but also the horizontal modulus as this substantially impacts the distribution of stresses within the pavement structure. Anisotropy, which is defined as the directional dependency of the material properties in unbound granular bases, is inherent even before the aggregate layer is subjected to traffic loads due to random arrangement of particles upon compaction. Distribution of particle contacts is dominated by the geometry of the aggregates as well as the compaction effort at the time of construction. Critical pavement responses and therefore performance of flexible pavements are significantly influenced by the level of anisotropy of aggregate layers. There are several ways to characterize the level of anisotropy in unbound aggregate systems. Previous research at Texas A&M University suggests functions of fitting parameters in material models (kvalues) as characterizers of the level of anisotropy. In the realm of geotechnical engineering, the ratio of the horizontal modulus to vertical modulus is commonly referred to as the level of anisotropy. When the vertical and horizontal moduli are equal, the system is isotropic, but when they differ, the system is anisotropic. This research showed that the level of anisotropy can vary considerably depending on aggregate mix properties such as gradation, saturation level, and the geometry of the aggregate particles. Cross anisotropic material properties for several unbound and stabilized aggregate systems were determined. A comprehensive aggregate database was developed to identify the contribution level of aggregate features to the directional dependency of material properties. Finally a new mechanistic performance protocol based on plasticity theory was developed to ensure the stability of the pavement foundations under traffic loads.

Work done by several researchers reveals that unbound aggregate materials show nonlinear cross-anisotropic behavior. The incorporation of cross-anisotropic properties significantly improves the predictions of stress distribution by reducing tensile stresses computed within granular layers. Existing pavement analysis and design approaches, however, generally assume the pavement structure to be linear isotropic layered system. This assumption is motivated by the difficulties in determining cross-anisotropic resilient material properties from laboratory experiments and lack of pavement anisotropic analysis programs. Recently, the International Center for Aggregates Research (ICAR) developed a methodology to characterize unbound aggregate layers by considering stress-sensitivity and nonlinear cross-anisotropy. The ICAR model requires nine coefficients to account for stress-sensitivity and anisotropy of vertical, horizontal, and shear moduli. Unfortunately, ICAR testing protocol is time-consuming and expensive to perform and certainly do not lend themselves to routine testing. Since it is important to be able to consider the stress-sensitive and anisotropic nature of unbound granular materials, a simple procedure was proposed by accounting for the effects of aggregate gradation and shape properties in predicting the cross-anisotropic modular ratio of unbound granular materials. Variable confining pressure type repeated load triaxial tests were performed on six aggregate sources with three different gradations and three different moisture contents. The experimental results were analyzed within the framework of nonlinear cross-anisotropic elastic model in order to determine the model coefficients. Image analysis techniques were utilized to measure aggregate shape properties. The gradation and shape properties were fitted using a cumulative distribution function and nonlinear regression analysis, which is capable of capturing the complete distribution of these properties. The experimental and analytical results indicate that the vertical resilient modulus is greater than the horizontal resilient modulus and that aggregate physical properties significantly affect the anisotropic resilient behavior. Based on finite element analysis, the anisotropic resilient behavior has substantial effect on the critical pavement responses. Thus, it is extremely valuable to approximate the degree of cross-anisotropy in unbound aggregates and to use it as input in the pavement analysis programs to adequately model unbound aggregate bases for pavement design and analysis.

Geogrid reinforcement can improve the performance of pavements by stiffening the aggregate base material and decreasing pavement deformations. Understanding the effects of cyclic loading on the modulus of geogrid-reinforced base materials would help engineers better anticipate actual increases in the modulus of aggregate base materials under given traffic loads. The objective of this laboratory research was to investigate the effects of cyclic loading on the resilient modulus, the modulus to peak axial stress, the elastic modulus, and the modulus at 2 percent strain of geogrid-reinforced aggregate base materials. The scope of the research included two aggregate base materials (Wells Draw and Springville) having different particle-size distributions and particle angularity. Geogrid-reinforced and unreinforced specimens were subjected to conditioning periods consisting of cyclic loading ranging from 10 to 10,000 cycles. Immediately following cyclic loading, all specimens were tested using the quick shear portion of the American Association of State Highway and Transportation Officials T 307 (Determining the Resilient Modulus of Soils and Aggregate Materials). Specimen preparation involved material weigh-outs, compaction, and membrane applications. Specimen testing in the loading machine consisted of two testing portions, including cyclic loading and quick shear testing. The cyclic loading data were used to calculate the resilient modulus on 200-cycle intervals throughout the duration of the conditioning period. The quick shear data were used to calculate the peak axial stress, the modulus to peak axial stress, the elastic modulus and the modulus at 2 percent strain. For the Wells Draw material, the resilient modulus increases by 11 percent for the specimens with geogrid and increases by 8 percent for the specimens without geogrid as the number of load cycles increases from 1,000 to 10,000. For the Springville material, the resilient modulus increases by 2 percent for the specimens with geogrid and increases by 3 percent for the specimens without geogrid as the number of load cycles increases from 1,000 to 10,000. As with other studies, the results do not show a consistent or significant effect of geogrid reinforcement on the resilient modulus of the tested materials. The modulus at 2 percent strain has the most potential for consistently showing improvements to aggregate base materials due to both cyclic loading and geogrid reinforcement. For the Wells Draw and Springville materials, the modulus at 2 percent strain increases by 31 and 9 percent, respectively, as the number of load cycles increases from 10 to 10,000. Additionally, for the Wells Draw and Springville materials, the modulus at 2 percent strain of the specimens with geogrid is 23 and 46 percent, respectively, greater than that of the specimens without geogrid. The results show a consistent and significant positive effect of geogrid reinforcement on modulus at 2 percent strain of the tested materials. According to the modulus at 2 percent strain results, a sufficient conditioning period appears to occur at 5,000 cycles for the Wells Draw material and 10,000 cycles for the Springville material.

An inverted base pavement is a new pavement structure that consists of an unbound aggregate base between a stiff cement-treated foundation layer and a thin asphalt cover. Unlike conventional pavements which rely on upper stiff layers to bear and spread traffic loads, the unbound aggregate inter-layer in an inverted base pavement plays a major role in the mechanical response of the pavement structure. Traditional empirical pavement design methods rely on rules developed through long-term experience with conventional flexible or rigid pavement structures. The boundaries imposed on the unbound aggregate base in an inverted pavement structure change radically from those in conventional pavements. Therefore, current empirically derived design methods are unsuitable for the analysis of inverted base pavements. The present work documents a comprehensive experimental study on a full-scale inverted pavement test section built near LaGrange, Georgia. A detailed description of the mechanical behavior of the test section before, during and after construction provides critically needed understanding of the internal behavior and macro-scale performance of this pavement structure. Given the critical role of the unbound aggregate base and its proximity to the surface, a new field test was developed to characterize the stress-dependent stiffness of the as-built layer. A complementary numerical study that incorporates state-of-the-art concepts in constitutive modeling of unbound aggregates is used to analyze experimental results and to develop preliminary guidelines for inverted base pavement design. Simulation results show that an inverted pavement can deliver superior rutting resistance compared to a conventional flexible pavement structure with the same fatigue life. Furthermore, results show that an inverted base pavement structure can exceed the structural capacity of conventional flexible pavement designs for three typical road types both in rutting and fatigue while saving up to 40% of the initial construction costs.

The purpose of this study was to improve flexible base course performance within the state of Texas while reducing TxDOT’s testing burden. The focus of this study was to revise the current specification with the intent of providing a “performance related” specification while optimizing sample sizes and testing frequencies based on material variability. A literature review yielded information on base course variability within and outside the state of Texas, and on what tests other states, and Canada, are currently using to characterize flexible base performance. A sampling and testing program was conducted at Texas A&M University to define current variability information, and to conduct performance related tests including resilient modulus and permanent deformation. In addition to these data being more current, they are more representative of short-term variability than data obtained from the literature. This “short-term” variability is considered more realistic for what typically occurs during construction operations. A statistical sensitivity analysis (based on the 80th percentile standard deviation) of these data was conducted to determine minimum sample sizes for contractors to qualify for the proposed quality monitoring program (QMP). The required sample sizes for contractors to qualify for the QMP are 20 for gradation, compressive strength, and moisture-density tests, 15 for Atterberg Limits, and 10 for Web Ball Mill. These sample sizes are based on a minimum 25,000 ton stockpile, or “lot”. After qualifying for the program, if contractors can prove their variability is better than the 80th percentile, they can reduce their testing frequencies. The sample size for TxDOT’s verification testing is 5 samples per lot and will remain at that number regardless of reduced variability. Once qualified for the QMP, a contractor may continue to send material to TxDOT projects until a failing sample disqualifies the contractor from the program. TxDOT does not currently require washed gradations for flexible base. Dry and washed sieve analyses were performed during this study to investigate the need for washed gradations. Statistical comparisons of these data yielded strong evidence that TxDOT should always use a washed method. Significant differences between the washed and dry method were determined for the percentage of material passing the No. 40 and No. 200 sieves. Since TxDOT already specifies limits on the fraction of material passing the No. 40 sieve, and since this study yielded evidence of that size fraction having a relationship with resilient modulus (performance), it would be beneficial to use a washed sieve analysis and therefore obtain a more accurate reading for that specification. Furthermore, it is suggested the TxDOT requires contractors to have “target” test values, and to place 90 percent within limits (90PWL) bands around those target values to control material variability.

The Utah Department of Transportation (UDOT) has fully implemented the Mechanistic-Empirical Pavement Design Guide for pavement design but has been using primarily level-three design inputs obtained from correlations to aggregate base materials developed at the national level. UDOT was interested in investigating correlations between laboratory measurements of resilient modulus, California bearing ratio (CBR), and other material properties specific to base materials commonly used in Utah; therefore, a statewide testing program was needed. The objectives of this research were to 1) determine the resilient modulus of several representative aggregate base materials in Utah and 2) investigate correlations between laboratory measurements of resilient modulus, CBR, and other properties of the tested materials. Two aggregate base materials were obtained from each of the four UDOT regions. Important material properties, including particle-size distribution, soil classification, and the moisture-density relationship, were investigated for each of the sampled aggregate base materials. The CBR and resilient modulus of each aggregate base material were determined in general accordance with American Society for Testing and Materials D1883 and American Association of State Highway and Transportation Officials T 307, respectively. After all of the data were collected, several existing models were evaluated to determine if one or more of them could be used to predict the resilient modulus values measured in this research. Statistical analyses were also performed to investigate correlations between measurements of resilient modulus, CBR, and other properties of the tested aggregate base materials, mainly including aspects of the particle-size distributions and moisture-density relationships. A set of independent predictor variables was analyzed using both stepwise regression and best subset analysis to develop a model for predicting resilient modulus. After a suitable model was developed, it was analyzed to determine the sensitivity of the model coefficients to the individual data points. For the aggregate base materials tested in this research, the average resilient modulus varied from 16.0 to 25.6 ksi. Regarding the correlation between resilient modulus and CBR, the test results show that resilient modulus and CBR are not correlated for the materials tested in this research. Therefore, a new model was developed to predict the resilient modulus based on the percent passing the No. 200 sieve, particle diameter corresponding to 30 percent finer, optimum moisture content, maximum dry density (MDD), and ratio of dry density to MDD. Although the equation may not be applicable for values outside the ranges of the predictor variables used to develop it, it is expected to provide UDOT with reasonable estimates of resilient modulus values for aggregate base materials similar to those tested in this research.

No description available.

Full-depth reclamation (FDR) in conjunction with cement stabilization is an established practice for rehabilitating deteriorating asphalt roads. Conventionally, FDR uses dry cement powder applied with a pneumatic spreader, creating undesirable fugitive cement dust. The cement dust poses a nuisance and, when inhaled, a health threat. Consequently, FDR in conjunction with conventional cement stabilization cannot generally be used in urban areas. To solve the problem of fugitive cement dust, the use of cement slurry, prepared by combining cement powder and water, has been proposed to allow cement stabilization to be utilized in urban areas. However, using cement slurry introduces several factors not associated with using dry cement that may affect road base strength, dry density (DD), and moisture content (MC). The objectives of this research were to 1) identify construction-related factors that influence the strength of road base treated with cement slurry in conjunction with FDR and quantify the effects of these factors and 2) compare the strength of road base treated with cement slurry with that of road base treated with dry cement. To achieve the research objectives, road base taken from an FDR project was subjected to extensive full-factorial laboratory testing. The 7-day unconfined compressive strength (UCS), DD, and MC were measured as dependent variables, while independent variables included cement content; slurry water batching temperature; cement slurry aging temperature; cement slurry aging time; presence of a set-retarding, water-reducing admixture; and aggregate-slurry mixing time. This research suggests that, when road base is stabilized with cement slurry in conjunction with FDR, the slurry water batching temperature; haul time; environmental temperature; and presence of a set-retarding, water-reducing admixture will not significantly affect the strength of CTB, provided that those factors fall within the limits explored in this research and are applied to a road base with similar properties. Cement content and cement-aggregate mixing time are positively correlated with the strength of CTB regardless of cement form. Additionally, using cement slurry will result in slightly lower strength values than using dry cement.

The objective of this research was to investigate the structural capacity of aggregate base materials stabilized with triaxial geogrid placed in a full-scale pavement involving control, or unstabilized, sections. Field testing was performed on a roadway in northeastern Utah that was 16 km (10 miles) long and included 10 test sections, seven stabilized sections and three control sections, each having five test locations. The pavement structure was comprised of a hot mix asphalt layer overlying an untreated aggregate base layer of varying thickness, depending on the test section. Except for the control sections, one or two layers of geogrid were incorporated into portions of the pavement structure at different locations. Falling-weight deflectometer testing and dynamic cone penetrometer testing were used to evaluate the structural capacity of the aggregate base layer in each pavement section. For data analysis, the Rohde's method was applied in conjunction with the 1993 American Association of State Highway and Transportation Officials pavement design guide methodology, and the Area under the Pavement Profile (AUPP) method was applied in conjunction with a mechanistic-empirical pavement analysis. Statistical analyses were then performed to enable comparisons of the test sections. Field results indicated that the asphalt layer thickness was consistently 140 mm (5.5 in.) at all 10 test sections, and the base layer thickness varied from 360 mm (14 in.) to 510 mm (20 in.). The results of the statistical analyses indicated that the majority of the 45 possible pairwise comparisons among the test sections were not statistically significant, meaning that variations in the presence and position of triaxial geogrid at those sections did not appear to affect the structural capacity. The remaining comparisons, however, were statistically significant and involved the test sections with the highest structural capacity. While one of these was unexpectedly an unstabilized control section, the others were constructed using one or two layers of geogrid in the base layer. In addition to being statistically significant, the observed differences were also practically important. Increases in the observed base layer coefficient from 0.12 to 0.18 correspond to an increase in the allowable number of equivalent single axle loads (ESALs) from 5.9 million to 19.2 million at the research site, while decreases in the observed AUPP value from 340 mm (13.37 in.) to 213 mm (8.38 in.) correspond to an increase in the allowable number of ESALs from 3.7 million to 17.3 million at the research site. These results indicate that, when geogrid reinforcement is compatible with the given aggregate base material and proper construction practices are followed, statistically significant and practically important increases in pavement design life can be achieved.

The objective of this research was to apply a previously recommended laboratory testing protocol to specific aggregate base materials that are also the subject of ongoing full-scale field testing. The scope of this research involved three aggregate base materials selected from three sites where full-scale field testing programs have been established. The first and second field sites included five different geogrid types, categorized as either biaxial or triaxial, in a singlelayer configuration, while the third site included only the triaxial geogrid type in either a singleor double-layer configuration. Geogrid-stabilized and unstabilized control specimens were evaluated using the American Association of State Highway and Transportation Officials T 307 quick shear testing protocol. Measurements of load and axial displacement were recorded and used to develop a stress-strain plot for each specimen tested. The peak axial stress, the modulus to the peak axial stress, the modulus of the elastic portion of the curve, and the modulus at 2 percent strain were then calculated. Statistical analyses were performed to investigate differences between geogridstabilized specimens and unstabilized control specimens and to investigate differences between individual geogrid products or geogrid configurations. Depending on the method of data analysis, the quick shear test results indicate that geogrid stabilization, with the effect of geogrid stabilization averaged across all of the geogrid products evaluated in this study, may or may not improve the structural quality of the aggregate base materials evaluated in this study. The results also indicate that, regardless of the method of analysis, one geogrid product or configuration may be more effective than another at improving the structural quality of a given aggregate base material as measured using the quick shear test. All results from this research are limited in their application to the aggregate base material types, geogrid products, and geogrid configurations associated with this study. Additional research is needed to compare the results of the laboratory quick shear testing obtained for this study with the structural capacity of the geogrid-stabilized and unstabilized control sections that have been constructed at corresponding full-scale field testing sites. Specifically, further research is needed to determine which method of laboratory data analysis yields the best comparisons with field test results. Finally, correlations between the results of quick shear testing and resilient modulus need to be investigated in order to incorporate the findings of the quick shear test on geogrid-stabilized base materials into mechanistic-empirical pavement design.