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Gonzalo R.

Rada l, Cheryl Allen Richter ~, and Peter Jordahl 3

BHRP'S LAYER MODULI BACKCALCULATION PROCEDURE

REFERENCE: Rada, G. R., Richter, C. A., and Jordahl, P., "SHRP's


Layer Moduli Backcalculation Procedure," Nondestructive Testing OF
Pavements and Backcalculation of Moduli (Second Volume), ASTM STP
1198, Harold L. Von Quintas. Albert J. Bush, III, and Gilbert Y.
Baladi0 Eds., American Society for Testing and Materials,
Philadelphia, 1994.
ABSTRACT: Deflection basin measurements for the purpose of structural
capacity evaluation are a key component of the SHRP's LTPP monitoring
program. In the near term, SHRP will apply a backcalculation procedure
to these data in order to estimate the in situ elastic moduli of the
pavement layer materials. Because a standard method for evaluating the
structural capacity of pavements from deflection data does not
presently exist, SHRP has undertaken a study to develop a layer moduli
backcalculation procedure for use in the initial analysis of the SHRP
deflection data. The procedure covers not only the software but also
the rules and guidelines used in applying the program. This paper
focuses on the standard procedure used to ensure that the LTPP
deflection data analysis is as consistent, productive, and straight-
forward as possible.

KEYWORDS: backcalculation procedure, backcalculation rules and


guidelines, layer moduli backcalculation, deflection testing

INTRODUCTION

Since the Spring of 1988, SHRP has completed an initial round of


deflection testing on nearly 800 in-service pavement test sections, and
has begun a second round. Although the raw deflection data is the
primary data to be stored for use by pavement researchers, the initial
Long-Term Pavement Performance (LTPP} data analyses require that SHRP
derive estimates of the in-situ elastic moduli of the pavement layers
from the deflection data. In order to do so, SHRP has developed a
backcalculation procedure, consisting of an existing backcalculation
program and a series of application "rules".
The development process for the SHRP backcalculation procedure
involved four phases: (1) a literature review to identify
backcalculation programs which might be used in the procedure; (2) the
selection of a limited number of programs for detailed evaluation; (3) a
detailed evaluation of those programs; and (4) the development of a
procedure around the selected program. The first three stages of this
endeavor, which resulted in the selection of the MODULUS backcalculatlon

iPrincipal engineer at PCS/Law Engineering, 12240 Indian Creek Ct,


Suite 120, Beltsville, MD 20705; ~ e s e a r c h highway engineer at FHWA Long
Term Pavement Performance Division, 6300 Georgetown Pike, McLean, VA
22101-2296; 3Systems analyst at Brent Rauhut Engineering, Inc., 8240
Mopac Expressway, Suite 220, Austin, TX 78759.
38

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RAGA ET AL. ON SHRP'S BACKCALCULATION 39

program, are d i s c u s s e d in detail e l s e w h e r e {Strategic H i g h w a y R e s e a r c h


P r o g r a m 1991). This p a p e r focu3eu on the s t a n d a r d b a c k c a l c u l a t i o n
p r o c e d u r e d e v e l o p e d a r o u n d the selected program.
In general, b a c k c a l c u l a t i o n is a laborious process, r e q u i r i n g a
high d e g r e e of skill, and the results are known to be m o d e r a t e l y to
h i g h l y d e p e n d e n t on the individual doing the b a c k c a l c u l a t i o n . This
comes about for a n u m b e r of reasons, including the lack of a consensus
s t a n d a r d a d d r e s s i n g all aspects of the b a c k c a l c u l a t i o n process. In
order to ensure that the b a c k c a l c u l a t i o n p r o c e s s a p p l i e d in the SHRP
d a t a analysis is as consistent, productive, and straight forward as
possible, the SHRP b a c k c a l c u l a t i o n p r o c e d u r e c o m b i n e s an e x i s t i n g
b a c k c a l c u l a t i o n p r o g r a m w i t h a rigorous set of a p p l i c a t i o n rules. In
addition, the initial b a c k c a l c u l a t i o n has b e e n a u t o m a t e d to a high
degree, to reduce o p p o r t u n i t i e s for "operator" error and b e t w e e n user
inconsistencies.
Thus, in c o m p a r i s o n to other procedures, the SHRP b a c k c a l c u l a t i o n
p r o c e d u r e is u n i q u e from a standpoint of data availability,
standardization, and automation. It is also u n i q u e in that a g r o u p of
e x p e r t s -- the SHRP Expert Task G r o u p (ETG) on D e f l e c t i o n T e s t i n g and
Backcalculation, c h a i r e d by Dr. A.J. Bush, III -- w a s instrumental in
its development, b o t h in the software s e l e c t i o n and rules development.
D e s p i t e all of this, it is a n t i c i p a t e d that t h e p r o c e d u r e will be
r e f i n e d as m o r e is learned about its strengths, w e a k n e s s e s and
requirements.

BACKC.~LCULATION RULES

The SHRP b a c k c a l c u l a t i o n p r o c e d u r e is b e s t i l l u s t r a t e d by
r e f e r e n c e to F i g u r e 1. The p r o c e d u r e relies on the w e a l t h of
i n f o r m a t i o n s t o r e d in t h e LTPP data b a s e -- deflection, p a v e m e n t
s t r u c t u r e and materials, and surface layer t e m p e r a t u r e data. -- to
g e n e r a t e the input for the b a c k c a l c u l a t i o n program. M o r e specifically,
d a t a b a s e queries and rules are u s e d to g e n e r a t e d a t a files for input
into the M O D U L U S program, and additional rules address the subsequent
e v a l u a t i o n of the b a c k c a l c u l a t i o n results.
T h e SHRP b a c k c a l c u l a t i o n rules address t h r e e m a j o r areas. The
first g r o u p of rules focuses on the d e f i n i t i o n of t h e m o d u l i ranges
r e q u i r e d to run t h e M O D U L U S program, the second set of rules addresses
t h e m o d e l i n g of t h e p a v e m e n t s t r u c t u r e for p u r p o s e s of backcalculation,
and t h e t h i r d and final set of rules focuses on the e v a l u a t i o n of the
b a c k c a l c u l a t i o n results. In addition, n e w rules or m o d i f i c a t i o n s to the
e x i s t i n g ones b a s e d on p r e l i m i n a r y L T P P data a n a l y s i s results are
d i s c u s s e d in a later section.
B e f o r e p r o c e e d i n g w i t h the d i s c u s s i o n of t h e backcalculation
rules, it is w o r t h w h i l e noting two k e y points r e l a t e d to the d e f l e c t i o n
data to be used in the analysis. First, at any g i v e n SHRP p a v e m e n t test
location and for e a c h FWD drop height, four r e p e a t drops are p e r f o r m e d
and t h e v a r i a n c e of these drops is c h e c k e d to e n s u r e that it is w i t h i n a
s p e c i f i e d tolerance. Second, t h e d e f l e c t i o n d a t a a s s o c i a t e d w i t h t h e s e
four r e p e a t drops are averaged for purposes of the b a c k c a l c u l a t i o n
analysis to m i n i m i z e t h e effects of r a n d o m errors. F u r t h e r details on
the SHRP d e f l e c t i o n t e s t i n g p r o g r a m are given e l s e w h e r e {Strategic
H i g h w a y R e s e a r c h P r o g r a m 1993).

Definition of L a T e r M o d u l i Ranqes

T h e M O D U L U S p r o g r a m requires that an e s t i m a t e of the "expected"


range of m o d u l i be s p e c i f i e d for e a c h p a v e m e n t layer, except t h e
subgrade w h e r e o n l y an e s t i m a t e of the Initial m o d u l u s is required. In
t h e SHRP b a c k c a l c u l a t i o n procedure, p r e d i c t i v e e q u a t i o n s that rely on
m a t e r i a l p r o p e r t y and field t e m p e r a t u r e data s t o r e d in the LTPP d a t a
b a s e are u s e d to e s t a b l i s h the m o d u l i range for a s p h a l t i c concrete (AC)
layers -- the s p e c i f i c a l g o r i t h m u s e d depends on t h e a v a i l a b l e

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40 NONDESTRUCTIVE TESTING: SECOND VOLUME

LI IP" DATA BASE


* ~mtlan ID Data
* DefieOJr Data
9 Pavement Layer D~a
9 PavernentTem~m [~

PRE-PROCESSOR LTPP BACKCALCULATION RULES


MODULE (USER
8PECIRED PAVEMENT : DoflnllUIonof Modull Rm'tOOQ
SECTIONS) Mode.no ot eo~vernoet~

LTPP BACKCALCULATION
INPUT
- Data R b ( 8 )

!
BACKCULATION L'I'PP BAOKOALOULATION
MODULE ANALYSIS:
9 "MOOUUJS" Pmgrsm

1
LTPP BACKOALCULATION
RESULTS:
~ ~ Modu,
eEm~

POST-PROCESSOR
1
LTPP BACKCALCULATIGN
MODULE RULES."
9 ~ a l ~ ~ Pa4mb

FIGURE 1. Flowcha~ for LTPP backcalculation

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RAGA ET AL. ON SHRP'S BACKCALCULATION 41

information. Moduli ranges for portland cement concrete (PCC} layers


and other stabilized materials are determined based on available
laboratory test results, or assumed, similarly, moduli ranges for
unbound granular base and subbase layers are estimated on the basis of
material type. Outer deflection readings and Boussinesq's one-layer
deflection equation are used to estimate the initial subgrade modulus.

Asphalt concrete layers--The following rules are used to arrive at


the modulus range for asphalt concrete layers:

1. Determine mld-depth temperature of AC layer(s)--Using the surface


layer temperature gradient versus time data stored in the LTPP data
base, the mid-depth temperature for each AC layer in the pavement
structure at the time of testing is determined (extrapolated or
interpolated ).

2. Compute initial modulus of AC layer(s)--If mix data -- aggregate


grading, maximum and bulk specific gravity of mix, and asphalt content -
- are available from the LTPP data base, the following equation is used
to estimate the initial modulus of AC layers (Witczak 1989}:

log,0 [E ~] -- 5+2. 250053-0. 091756"V~-0.027949"V.-0.096881"p~+


0. 250094"p~-0. 006447"tv+0. 060612-f-0. 00007404"tv2+
O. 00191539"V~+0. 0082813"p~2-0. 0010225"p~i~+
0. 0001909"p~2-0. 0801155"p~2+0.0148592" ~ . ~ -
0. 0024159* f2+0. O0094015*p~*V~+0. 00084534"I~14"V~+
0. 0004965*P~4*p4-O. 00034328*p~*p4-O. O0316297*p~a *Pa. (1)

where E* = AC modulus, in psi; V~ = effective asphalt content, by volume


percentage; V. = percent air voids in mix; Pa~ = percent aggregate weight
passinq the No. 200 sieve; p ~ = percent asphalt absorption, by weight
of aggregate; f = test frequency of load wave, in Hz (assume 16 Hz in
all cases); tp = test temperature, in Fahrenheit (from Step No. i); P4,
P3a, and P314 = percent aggregate weight retained in the No. 4, 3/8" and
3/4" sieves, respectively; and ~i~6 = asphalt viscosity at 7 0 ~ (21~
in 106 P.
The effective asphalt content (V~), by volume percentage, is
determined by means of the following equation (Asphalt Institute 1988):

P~ - P'~' - ~o-o / * G,~ (2)


vb.-- ob

where p= = percent asphalt content by weight of mix; p ~ = percent


asphalt absorption by weight of aggregate; G ~ = maximum specific
gravity of mix; and G b = specific gravity of bitumen (assume a value of
1.010 if not stored in the LTPP data base).
If aggregate (effective and bulk) and bitumen specific gravities
are stored in the LTPP data base, the following equation is used to
determine the percent asphalt absorption (p~) by weight of aggregate
(Asphalt Institute 1988):

P~, : 100 . [ G , . - G ~ I
L G~G.e j Gb (3)

where G m = effective specific gravity of aggregate; G~ = bulk specific


gravity of aggregate; and, G b = specific gravity of asphalt. Otherwise,
it is assumed that p ~ = 0.5% for crushed stone, gravel and sand
mixtures and 1.5% for slag.
The percentage of voids in the mix, V., is determined from the
following relationship (Asphalt Institute 1988}:

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42 NONDESTRUCTIVE TESTING: SECOND VOLUME

(4)

where G ~ = maximum specific gravity of compacted mix and G ~ = bulk


specific gravity of compacted mix.
The asphalt viscosity at 70~F (21~ ~i~6, can be determined in
one of three ways. If measured absolute (140~ (60~, in P) and
kinematic (275~ (135~), in cSt) viscosities are stored in the LTPP data
base, a log(log(viscoslty}) versus log(temperature} correlation is first
established and then extrapolated to 70~F (21~) (Witczak 1989}. Figure
2 graphically illustrates the computation of q ~ 1 ~ from known viscosity
and temperature data. When using this procedure, special care must be
taken to ensure that viscosity data have been converted into centiDoise
and temperatures into degrees Rankine, prior to the development of the
correlation.

- A C . 4 0 ~
-5 '~sco,,~l'fY

Ii
_

lONE MATIO--
!sro (2"~-F)

100 W "1--~-~" 1 POISE "~

EO 80 100 120 140 160 180 200 220 240 260 280
TEMPB~TURE, "F

If viscosity data is not available but a penetration value at 77~


(25~) or Pen~ is known, the following relationship between asphalt
viscosity at 7 0 ~ (21~) and penetration at 7 7 ~ (25~} is used (Asphalt
Institute 1988):

q~i~6 = 475,300*Pen~ " ~ (5)

Finally, if the only information known about the asphalt


consistency is the general grade, either viscosity or penetration grade,

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RAGA ET AL. ON SHRP'S BACKCALCULATION 43

t h e v a l u e s shown in Table 1 are used. In t h e event that asphalt


c o n s i s t e n c y d a t a are not available, v i s c o s i t y v a l u e s are a s s u m e d on a
s t a t e - b y - s t a t e basis; e.g., 2.5-106 P (AC-20) for t h e State of Maryland.

Table 1 - Asphalt Viscosity at 70~ B a s e d on G r a d e

Basis for G r a d e Grade V i s c o s i t y (70~ (21~ 106 P)


Viscosity AC-5 0.3
AC-10 1.0
AC-20 2.5
AC-40 5.0
Penetration 60-70 2.5
85-100 1.0
100-120 0.5
150-200 0.25
After Residue (AR} l i0 0.08

20 0.3
40 1.0
80 2.5
160 5.0

Note: IViscosity v a l u e s were e s t a b l i s h e d for v i s c o s i t y and


p e n e t r a t i o n g r a d e asphalt based on W i t c z a k 1989; A A S H T O M - 2 2 6 - 8 0
c o r r e l a t i o n s w e r e u s e d to e s t a b l i s h values for t h e A R grades of
asphalt.

It has b e e n a s s u m e d that a c e r t a i n m i n i m u m a m o u n t of d a t a --
a g g r e g a t e grading, m a x i m u m and b u l k specific g r a v i t y of mix, and asphalt
content -- are a v a i l a b l e for the c o m p u t a t i o n of t h e initial m o d u l u s for
each A C layer in t h e pavement structure. In t h o s e cases w h e r e this
i n f o r m a t i o n is not a v a i l a b l e from the LTPP data base, the initial
m o d u l u s i8 c o m p u t e d u s i n g the f o l l o w i n g e q u a t i o n (Asphalt Institute
1988):

logl0[E* ] = 5+0.553833+0.028829*Pm0*f~1~-0.03476*V,+0.070377*~1~6
+0.000005,[t(13+0.~z~(0).p~]_0.00189[tp(z3+o.~,p~, f.u]+
0 . 9 3 1 7 5 7 f ~mT~ (6)

w h e r e E* = AC modulus, in psi; V. = percent air v o i d s in mix; f = test


f r e q u e n c y of load wave, in Hz (assume 16 Hz); tp = test temperature; in
F a h r e n h e i t (from S t e p No. i); P~m = p e r c e n t a g g r e g a t e w e i g h t D a s s i n q the
No. 200 sieve; p= = p e r c e n t asphalt content by w e i g h t of mix; and, ~ J y 6
= asphalt v i s c o s i t y at 7 0 ~ (21~}, in 106 P.
If the i n f o r m a t i o n c o n t a i n e d in the L T P P d a t a base is not
sufficient to d e f i n e one or m o r e of the v a r i a b l e s in E q u a t i o n 6, the
f o l l o w i n g default v a l u e s are used:

9 Percent a i r v o i d s in mix, V.: 4% for surface courses, 5% for


b i n d e r courses, and 7% for b a s e courses.

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44 NONDESTRUCTIVE TESTING: SECOND VOLUME

9 Percent asphalt content by w e i g h t of mix, p=: 6% for surface


courses, 5% for b i n d e r courses, and 4% for b a s e courses; 8% for
all sand asphalt mixtures.
9 Percent a g g r e g a t e w e i g h t p a s s i n g the No. 200 sieve, p ~ : 6% for
surface courses, 5% for b i n d e r courses, and 4% for b a s e courses;
6% for all sand asphalt mixtures.

The asphalt v i s c o s i t y at 7 0 ~ (21~), ~iy6, can be d e t e r m i n e d


u s i n g any of the three p r o c e d u r e s d e s c r i b e d earlier for t h e d e f i n i t i o n
of this v a r i a b l e in E q u a t i o n 1. If grade information is not present in
the data base, v i s c o s i t y v a l u e s are assumed on a s t a t e - b y - s t a t e basis.

3. C o m b i n e A C layers of same c o n s t r u c t i o n age--In general,


b a c k c a l c u l a t i o n p r o c e d u r e s are u n a b l e to h a n d l e individual A C
c o n s t r u c t i o n lifts separately. As a consequence, in the SHRP
b a c k c a l c u l a t i o n procedure, A C layers h a v i n g the same c o n s t r u c t i o n age
are c o m b i n e d into a single layer -- e.g., b i n d e r and s u r f a c e course for
an o v e r l a y or original surface layer are c o m b i n e d into one layer. The
specific rules for c o m b i n i n g AC layers are as follows:

9 A d d t h i c k n e s s e s of all AC layers h a v i n g the same c o n s t r u c t i o n age,


i n c l u d i n g any surface treatments:

= h(surface treatment)+h(surface course)+


h ( b i n d e r ) + .... +h. (7)

9 Find initial c o m p o s i t e modulus for the c o m b i n a t i o n of AC layers


h a v i n g t h e same c o n s t r u c t i o n age:

E~apo~ite = ~
I -i
heo~x~mt~ e
)I
E3 (8)

w h e r e ~ = t h i c k n e s s of the "i"th layer; E i = m o d u l u s of the "i"th


layer (from Step No. 27; and i = 1 to n, where n is t h e number of
A C layers h a v i n g the same c o n s t r u c t i o n age. For example, if
d u r i n g construction, a 2 in. (51 mm) AC surface c o u r s e w i t h a
m o d u l u s of 1,000,000 psi (6,900 MPa) is p l a c e d over a 3 in. (76
mm) AC b i n d e r course w i t h a modulus of 500,000 psi (3,450 MPa),
the c o m p o s i t e m o d u l u s for the combined 5 in. (127 mm) A C layer is
673,000 psi (4,640 MPa). When surface t r e a t m e n t s are present,
t h e i r t h i c k n e s s should be included in t h e total s u r f a c e thickness,
but t h e i r p r e s e n c e s h o u l d be ignored w h e n d e t e r m i n i n g the
c o m p o s i t e m o d u l u s value.

4. D e f i n e m o d u l u s range for A C l a y e r ( s ) - - O n c e the initial or


c o m p o s i t e m o d u l u s of each A C layer has b e e n defined, t h e range of moduli
is d e t e r m i n e d as follows:

Range = 0.25*E(initial or composite) to 3 . 0 0 * E ( i n i t i a l or


composite) (9)

The upper limit of the AC layer modulus range d e f i n e d by t h e above


r e l a t i o n s h i p is not to e x c e e d 3,000,000 p s i (20,700 MPa).

P o r t l a n d cement concrete layers--The p r o c e d u r e to d e f i n e the


m o d u l u s range for PCC layers is c o n s i d e r a b l y simpler t h a n t h a t for AC
layers. One r e a s o n for this is that more strength tests are b e i n g
p e r f o r m e d on P C C layer m a t e r i a l s (static modulus, c o m p r e s s i v e strength,
and s p l i t t i n g t e n s i l e strength). Most of this t e s t i n g has b e e n
c o m p l e t e d and the data is n o w stored in the LTPP data base. The other
r e a s o n is that PCC m o d u l i are not as t e m p e r a t u r e d e p e n d e n t as those for
A C materials, thus the a n t i c i p a t e d range of v a l u e s can be m o r e e a s i l y
a p p r o x i m a t e d in the absence of any information.

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RAGA ET AL. ON SHRP'S BACKCALCULATION 45

The specific set of rules u s e d to d e f i n e the range of m o d u l i for


P C C layers is as f o l l o w ~

1. D e t e r m i n e initial m o d u l u s of PCC l a y e r ( s ) - - D e p e n d i n g on the type


of l a b o r a t o r y s t r e n g t h data available, the inltial PCC m o d u l u s is
d e t e r m i n e d in the following p r i o r i t y order:

9 If static m o d u l u ~ (E) tes~ results are available, t h e s e v a l u e s are


u s e d d i r e c t l y in the d e f i n i t i o n of t h e layer m o d u l i range.
9 If static ~.odulu~ data are not a v a i l a b l e but c o m p r e s s i v e strength
results are, the following e q u a t i o n is u s e d to d e t e r m i n e the
initial m c d u l u s v~l~e (Hammitt 1974):

E = 57,00C ~ (fo')~ (10)

w h e r e E = P C C modulu~ in p s i and f~' = 2 8 - d a y c o m p r e s s i v e strength


in psi.
9 If neither static ~ o d u l u s or c o m p r e s s i v e strength d a t a are
a v a i l a b l e but splitting t e n s i l e s t r e n g t h results are, the
f o l l o w i n g e q u a t i o n is used (American C o n c r e t e I n s t i t u t e 1977):

f~' = 12.53 ~ Splitting tensile strength - 1,275 (11)

w h e r e t h e s p l i t t i n g t e n s i ! e strength is in units of "psi". The


r e s u l t i n g f9 value is then e n t e r e d into E q u a t i o n 10 to estimate
the initial PCC modulus value.
9 If l a b o r a t o r y strength test data are not available, an initial
m o d u l u s value of E = 4,000,000 psi (27,600 MPa) is used.

2. D e f i n e m o d u l u s range for P C C layer(s)--As w i t h AC layers, once the


initial m o d u l u s of each PCC layer has b e e n established, the range of
m o d u l i is d e t e r m i n e d as follows:

Range = 0.25*E(initial) to 3.00*E(initial) (12)

Also, the u p p e r limit of the PCC layer m o d u l i r a n g e d e f i n e d b y t h e above


r e l a t i o n s h i p is not to e x c e e d 9 , 0 0 0 , 0 0 0 psi (62,100 MPa).

Base and subbase l a y e r s - - A l t h o u g h m a n y m o d e l s for e s t i m a t i n g the


m o d u l u s of u n b o u n d and stabilized base and s u b b a s e m a t e r i a l s are
a v a i l a b l e in the current literature, a somewhat simplistic a p p r o a c h is
u s e d in the SHRP b a c k c a l c u l a t i o n p r o c e d u r e to e s t i m a t e the initial
m o d u l u s and m o d u l u s ranges for these m a t e r i a l types. One r e a s o n for
t a k i n g thl8 a p p r o a c h is that e x i s t i n g m o d e l s do not cover the full range
of m a t e r l a l types e n c o u n t e r e d in the SHRP p a v e m e n t test sections.
A n o t h e r r e a s o n is that many of the material p a r a m e t e r s r e q u i r e d by these
m o d e l s are not yet a v a i l a b l e from the LTPP d a t a base, t h o u g h eventually,
m a n y of t h e m w i l l be. For now, however, t h e f o l l o w i n g rules are used:

9 For u n b o u n d granular base and subbase materials, the initial


m o d u l u s and range of m o d u l i are d e t e r m i n e d on the basis of
m a t e r i a l type as shown in Table 2. If t h e lower b o u n d of the
m o d u l u s range is greater t h a n the initial subgrade m o d u l u s
(discussed in the next section), use the latter as t h e lower bound
instead of the above guidelines.
9 For s t a b i l i z e d base and subbase layers, e s t i m a t e s of t h e initial
m o d u l u s and range of m o d u l i are based on u n c o n f i n e d c o m p r e s s i v e
strength data, w h i c h are g e n e r a l l y a v a i l a b l e from the L T P P data
base. The r e c o m m e n d e d v a l u e s are s u m m a r i z e d in Table 3, according
to the s t a b i l i z i n g agent used; if u n c o n f i n e d c o m p r e s s i v e strength
data is lacking, a value of 400 psi (2,760 KPa) is a s s u m e d for
lime s t a b i l i z e d layers, 700 psi (4,800 KPa) for asphalt stabilized
layers, and 1000 psi (6,890 KPa) for cement s t a b i l i z e d materials.

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46 NONDESTRUCTIVETESTING: SECOND VOLUME

Table 2 - Initial M o d u l u s and M o d u l i R a n g e for U n b o u n d


Base and S u b b a s e M a t e r i a l s

Initial Modulus Moduls Range


Material T~pe ksi (MPa) ksi (~a)
C r u s h e d Stone, Gravel or S l a g
Bases 50.0 (345) 10.0 to 150.0
(70 to 1035)
Subbaeee 30.0 (205) 10.0 to 100.0
(70 to 690)
Gravel or Soil-Agg. Mix, Coarse
Bases 30.0 (205) 10.0 to 100.0
(70 to 690)
Subbases 20.0 140) 5.0 to 80.0
(35 t o 550)
Sand
Bases 20.0 (140) 5.0 to 80.0
(35 to 550)
subbases 15.0 (105) 5.0 to 60.0
(35 t o 415)
Gravel or Soil-Agg. Mix, Fine
Bases 20.0 (140) 5.0 to 80.0
(35 to 550)
subbases 15.0 (105) 5.0 to 60.0
(35 to 415)

Subqrade laTers--The initial subgrade m o d u l u s is e s t i m a t e d from


t h e c o m p o s i t e m o d u l i p r e d i c t e d for radial d i s t a n c e s g r e a t e r t h a n the
e f f e c t i v e radius, a~, of t h e stress bulb at the p a v e m e n t - s u b g r a d e
interface; as i n d i c a t e d by t h e h o r i z o n t a l d a s h e d llne in F i g u r e 3 for
linearly elastic subgrades or by the u p w a r d t r e n d for n o n - l i n e a r (stress
dependent) subgrades. The c o m p o s i t e modulus is a single v a l u e
r e p r e s e n t a t i o n of the overall p a v e m e n t stiffness, at a g i v e n r a d i a l
distance, that combines the m o d u l u s of e l a s t i c i t y of all layers p r e s e n t
in the pavement.
The specific set of rules u s e d in the SHRP b a c k c a l c u l a t i o n
p r o c e d u r e involves the following steps (Rada et.al. 1988):

9 C a l c u l a t e the c o m p o s i t e m o d u l u s of the p a v e m e n t at e a c h radial


d i s t a n c e b e y o n d 5.91 in. (150 mm) -- i.e., 8, 12, 18, 24, 36, and
60 in. (203, 305, 457, 610, 914 and 1524 mm} -- u s i n g t h e m e a s u r e d
d e f l e c t i o n d a t a as input into B o u s s i n e s q ' e o n e - l a y e r d e f l e c t i o n
equation:

E(comp) = P c * a~ * (I - u 2) * C
def * r (13)

w h e r e E(comp) = p a v e m e n t c o m p o s i t e modulus; ~ = contact p r e s s u r e


applied by FWD; ~ = load p l a t e radius (5.91 in. (150 mm)); u =
P o l s s o n ' s ratio of subgrade, assume to be 0.4; def = m e a s u r e d
d e f l e c t i o n at given radial distance "r" from center of load plate;
r = radial distance for d e f l e c t i o n in question; and C = d e f l e c t i o n
constant equal to:

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RAGA ET AL. ON SHRP'S BACKCALCULATION 47

Table 3 - Initial M o d u l u s and M o d u l i R a n g e for s t a b i l i z e d


Base and Subbase M a t e r i a l s

U n c o n f . Comp. Initial Kodulus huge


Material Type Strength psi Modulus ksi (MPa)
(Ke, a) ksi (MPa)
Lime < 250 30.0 5.0 to 100.0
Stabilized (20S) (35 to 690}
250-500 50.0 10.0 to 150.0
(345) (70 to 1035)
> 500 70.0 15.0 to 200.0
(485) (105 to 1380

Asphalt < 300 100.0 10.0 to 300.0


stabilized (690) (70 to 2070)
300-800 150.0 25.0 to 800.0
(1035) (170 to 5515}
9 800 200.0 50.0 to 1500.0
(1380) (345 to 10350}

Cement < 750 400.0 50.0 to 1500.0


stabilized (2760) (345 to 10350)
750-1250 1000.0 I00.0 to 3000.0
(6900) (690 to 20685)
> 1250 1500.0 150.0 to 4000.0
(10350) (1035 to 27680)

Fractured PCC 500.0 i00.0 to 3000.0


(345) (690 to 20685)

Others 50.0 10.0 to 150.0


(35) (90 to 1035)

~ G U R B 3, C o m p ~ m~s vr n ~ d dL~z.~ pkr

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48 NONDESTRUCTIVE TESTING: SECOND VOLUME

Assume that the initial subgrade modulus is equal to the minimum


composite pavement modulus:

E(subgrade) = E(comp)u_ (15)

Note that the MODULUS program requires only an initial modulus value for
the subgrade, not a range of modulus.

Modelinq of Pavement Structure

Along with known layer thicknesses, the layer moduli derived from
the SHRP backcalculation rules will provide much of the information
required to run the MODULUS program, but not all. Because the MODULUS
program is limited to a maximum of 4 unknown layers, prioritized
guidelines are required for combining two or more layers in pavement
structures with more than 4 layers. Likewise, rules for fixing layer
moduli in complex pavement structures, thin asphalt concrete layers, and
treated eubgrade soils are also required. Another item that must be
covered by these rules is the assignment of a Poisson's ratio for each
pavement layer.
The specific set of rules used by the SHRP procedure for modeling
of pavement structures in backcalculation analyses is as follows:

Subqrade layers

9 Lime, asphalt (mixed in place), or cement stabilized subgrade is


treated as a subbase layer.
9 If shoulder boring data or other similar information indicates
that a rigid layer is present within 20 feet (6 m} of the surface,
then the subgrade thickness is defined in accordance with this
information. Otherwise, the MODULUS option to calculate the depth
to an effective rigid layer is used; i.e., to look for rigid layer
effects at depths of up to 50 feet 2 (15.2 m}. If no rigid layer
is found within this range, then the depth to rigid layer defaults
to 50 feet (15.2 m).
9 When analyzing a three-layer pavement system, the subgrade is
modeled as two layers and the thickness of the top subgrade layer
is assumed to be equal to 36 in. (914 nun). This is done to
account for possible changes in subgrade modulus with depth due to
such factors as the stress sensitivity of the subgrade soil,
varying moisture conditions, etc. However, if the total subgrade
thickness is less than 72 in. (1,829 nuu)(due to presence of rigid
layer) a single subgrade layer is used.

Thin Layers

If the total thickness of an AC layer is lees than 3 in., fix the


modulus of this layer equal to that derived from Equation 1 or 6.
If a thin layer (~ 2 in. (51 nun)) exists beneath PCC, neglect the
modulus of this layer and combine its thickness with that of the
underlying layer.

Pavement Structure--As indicated earlier, the maximum number of


layers (with known o_Er unknown modulus) that can be modeled in the
MODULUS program is 4, exclusive of the effective rigid layer. If more
than 4 layers are present, the prioritized list of rules given below are
used to reduce the number of layers included in the backcalculation
analysis.

21imit on the depth to effective rigid layer was changed from 25


feet (7.6 m) to 50 feet (15.2 m) in the SHRP backcalculation procedure.

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RAGA ET AL. ON SHRP'S BACKCALCULATION 49

1. C o m b i n e adjacent g r a n u l a r base and subbase layers, i_! m o r e t h a n


one is p r e s e n t and m a t e r i a l types are similar (e.g., c r u s h e d stone base
and c r u s h e d g r a v e l s u b b a s e no__ttcrushed stone b a s e and sand subbaue).
The total t h i c k n e s s for t h e c o m p o s i t e layer is e q u a l t o t h e s ~ of the
t h i c k n e s s e s for t h e a d j a c e n t layers, w h i l e t h e m o d u l u s range is d e f i n e d
by the c o m b i n e d range of t h e layers (i.~., largest maximum, smallest
minimum).
2. C o m b i n e adjacent AC layers of d i f f e r e n t c o n s t r u c t i o n dates, if
m o r e t h a n one is p r e s e n t (e.g.~ o v e r l a y plus o r i g i n a l surface). Use
E q u a t i o n s 7, 8 and 9 to d e t e r m i n e the total t h i c k n e s s and m o d u l i range
for the c o m p o s i t e layer. If the total t h i c k n e s s is still less than 3
in. (76 nun), fix t h e m o d u l u s of this c o m p o s i t e layer as that g e n e r a t e d
from E q u a t i o n 8.
3. C o m b i n e adjacent stabilized b a s e and subbase layers, if m o r e t h a n
one is p r e s e n t an___ddmaterial types are similar (e.g., cement s t a b i l i z e d
base and subbase, not cement stabilized base and lime s t a b i l i z e d
subgrade, w h i c h is t r e a t e d as a subbase). The total t h i c k n e s s and
m o d u l u s range for t h e composite layer is d e t e r m i n e d in the same fashion
as in Item 1 above.
4. C o m b i n e adjacent g r a n u l a r base and s u b b a s e layers, i_!more t h a n
one is present; m a t e r i a l types do not have to be similar; e.g., crushed
stone b a s e and sand subbase. The total t h i c k n e s s and m o d u l i range for
the c o m p o s i t e layer is d e t e r m i n e d in t h e same f a s h i o n as in Item 1
above.
5. C o m b i n e adjacent subbase and subgrade layers, i_~f m a t e r i a l ty~es
are similar; e.g., sand subbase over sandy subgrade. If this done, the
initial subgrade m o d u l u s should be used in the backcalculation analysis.
The t h i c k n e s s of t h i s combined layer will d e p e n d on w h e t h e r or not a
rigid layer (actual or effective) exists b e l o w t h e subgrade.
6. C o m b i n e a d j a c e n t A C and asphalt t r e a t e d layers, i_~fmore than o n e
is present; e.g., original surface plus asphalt t r e a t e d base. Use
E q u a t i o n s 7, 8 and 9 to d e t e r m i n e the total t h i c k n e s s and m o d u l i range
for the c o m p o s i t e layer.
7. C o m b i n e adjacent c e m e n t - s t a b i l l z e d and l i m e - s t a b i l l z e d base or
subbase layers, i_~fmore t h a n one is present; e.g., cement s t a b i l i z e d
b a s e and lime s t a b i l i z e d subgrade (treated as subbase). The total
t h i c k n e s s and m o d u l i range for the c o m p o s i t e layer is d e t e r m i n e d in the
same fashion as in Item 1 above.

Poisson's Ratio--Recommendations for a s s i g n i n g P o l s s o n ' s ratios as


a function of m a t e r i a l t y p e abound in t h e literature. Based on this
i n f o r m a t i o n and r e c o m m e n d a t i o n s by the D e f l e c t i o n T e s t i n g and
B a c k c a l c u l a t i o n ETG, the values shown in Table 4 have b e e n selected for
u s e in t h e SHRP b a c k c a l c u l a t i o n procedure.

Evaluation of A n a l y s i s Results

The t h i r d and final set of rules focus on t h e e v a l u a t i o n of t h e


b a c k c a l c u l a t i o n results. M a x i m u m a l l o w a b l e d e f l e c t i o n m a t c h i n g error
limits are established, b o t h for the individual sensors as well as all
sensors combined. G u i d e l i n e s for c h e c k i n g the r e a s o n a b l e n e s s of the
results are also p r o v i d e d in these rules, along w i t h p r o c e d u r e s to be
f o l l o w e d in case of b a d or q u e s t i o n a b l e data.
T h e specific rules for the e v a l u a t i o n of t h e r e s u l t s are as
follows:

9 A l l b a c k c a l c u l a t i o n results must be c a r e f u l l y r e v i e w e d by an
e n g i n e e r familiar w i t h the b a c k c a l c u l a t l o n process.
9 If the results fail the c o n v e x i t y test, t h e r a n g e of m o d u l i m u s t
be w i d e n e d (reduce lower bound by 50% and increase upper b o u n d by
100%), and the b a c k c a l c u l a t i o n rerun. If the results are similar
to t h o s e from the first run (within 10%), t h e y should be accepted
w h e t h e r t h e y pass the convexity test or not. If the results from
t h e second run d i f f e r from those from the first run, but pass the

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50 NONDESTRUCTIVETESTING: SECOND VOLUME

Table 4 - Poisson's Ratio as a F u n c t i o n of M a t e r i a l Type

Material Type Pos Ratio

Asphalt Concrete
E > 500 ksi (3,450 MPa) 0.30
E < 500 k s l (3,450 MPa) 0.35
Portland Cement Concrete 0.15
Stabilized Base/Subbase
Lime 0.20
Cement 0.20
Asphalt 0.35
Other (stabilized subgrade} 0.35
O t h e r (fractured PCC) 0.30
Granular Base/Subbase 0.35
Cohesive Sub~rade 0.45
Cohesionless Subgrade 0.35

c o n v e x i t y test, they should be accepted. Otherwise, t h e y are not


c o n s i d e r e d valid.
9 R e s u l t s h a v i n g an average absolute a r i t h m e t i c error 3 in excess of
2% are not c o n s i d e r e d valid. This c o r r e s p o n d s to a total sum of
absolute e r r o r of 14% w h e n all seven sensors are u s e d in t h e
backcalculation; 10% w h e n only five sensors are used, and so on.
9 P r e d i c t e d m o d u l i which hit the b o u n d a r i e s p r o v i d e d as input into
the b a c k c a l c u l a t i o n are not c o n s i d e r e d valid.
9 W h e n the d e f l e c t i o n errors fail to meet the 2% tolerance, t h e
m o d u l u s r e s u l t s hit an upper or lower b o u n d or, t h e results are
c o n s i d e r e d "unreasonable" in the judgement of the reviewer, the
e n g i n e e r m u s t look for obvious problems, by v e r i f y i n g the input
data, c o m p a r i n g the results w i t h l a b o r a t o r y data, and c h e c k i n g the
distress film. In the absence of obvious errors, u n a c c e p t a b l e
results w i l l be set aside for further evaluation.

Other C o n s i d e r a t i o n s

D e s p i t e all of the above rules, the e v o l v i n g n a t u r e of the science


(or art} of b a c k c a l c u l a t l o n makes it likely that e a r l y e x p e r i e n c e w i t h
this p r o c e d u r e will b r i n g to light areas w h e r e further refinement is
needed. Hence, it is anticipated that the initial r e l e a s e of the SHRP
b a c k c a l c u l a t i o n p r o c e d u r e will be followed up, as w e learn m o r e about
the strengths, weaknesses, and r e q u i r e m e n t s of t h e process.
W h i l e the initial analysis of the LTPP d e f l e c t i o n d a t a has not
b e e n completed, it is anticipated that new rules w i l l likely be added to
the e x i s t i n g SHRP b a c k c a l c u l a t l o n p r o c e d u r e and/or that e x i s t i n g ones
m a y be modified. For example, b a s e d on p r e l i m i n a r y analysis results, it
is p o s s i b l e that t h e following rules will be i m p l e m e n t e d in the SHRP
b a c k c a l c u l a t i o n procedure:

9 U s i n g the same rules d e s c r i b e d earlier in t h e paper, fix t h e


m o d u l u s of A C layers having t h i c k n e s s e s of 6 in. (152.4 mm} or
less and c o n s t r u c t e d on p o r t l a n d cement c o n c r e t e or other stiff
m a t e r i a l s (e.g., cement t r e a t e d bases}.

3average of a b s o l u t e d i f f e r e n c e s b e t w e e n m e a s u r e d and p r e d i c t e d
d e f l e c t i o n s for sensors used in backcaloulation.

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RAGA ET AL. ON SHRP'S BACKCALCULATION 51

9 In the case of portland cemen~ concrete pavements, combine


adjacent unbound base and 8ubbase layers underneath the PCC slab.
The total thickness for the composite layer is equal to the sum of
the thicknesses for the combined layers, while the moduli range i8
defined by the combined range of the layers.
9 In addition to AC layers, combine other "thin" material layers
placed below PCC slabs with other adjacent base, subbase or
snbgrade layer.
9 As more laboratory modulus test results become available, these
data will be used to estimate the initial value and range of
moduli for the various material types.

SUMMARY AND CONCLUSIONS

This paper focused on a standard procedure, developed around the


MODULUS program , to ensure that the backcalculation process applied in
the LTPP deflection data an~lysls is as consistent, productive, and
straightforward as possible. The procedure consists of a rigorous set
of application rules which rely on the wealth of information stored in
the LTPP data base to generate the input -- modeling of pavement
structure, layer moduli ranges, Poisson's ratios, etc. -- for the
backcalculation program.
In conjunction with data base queries, the SHRP backcalculation
rules are used to generate data files for direct input into the MODULUS
program. As detailed in the paper, these rules are used to model the
pavement structure and to establish initial moduli or moduli ranges for
use in conjunction with measured deflections and loads in the analysis.
Additional rules address the subsequent evaluation of the results.
The resulting SHRP backcalculation procedure i8 unique for several
reasons: data availability, standardization (i.e., rules), and
automation. It i8 also unique in that a group of experts (SHRP ETG on
Deflection Testing and Backcalculation) was instrumental in the
selection of the software and development of the rules.
Despite these rules and other unique aspects of the SHRP
procedure, the evolving nature of the science {or art} of
backcalculation makes it likely that early experience with this
procedure will bring to light areas where further refinement is needed.
Modifications and additions to the procedure presented herein will be
made as necessary.

ACKNOWLEDGEMENTS

The work described in this paper was performed by PCS/Law


Engineering under contract to the Strategic Highway Research Program,
National Research Council. The publication of this article does not
necessarily indicate approval or endorsement by the National Academy of
Sciences, the United States Government or the American Association of
State Highway and Transportation Officials or Its member states of the
findings, opinions, conclusions, or recommendations either inferred or
specifically expressed herein. The authors gratefully acknowledge the
cooperation and assistance of the SHRP Expert Task Group on Deflection
Testing and Backcalculatlon, chaired by Dr. A.J. Bush, III and others
that participated in the software evaluation and development of rules.

REFERENCES

ACI Committee 318, " B u i l d i n g C o d e Requirements for Reinforced Concrete


(ACI-318-77)", American Concrete Institute, Detroit, Michigan,
1977.

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52 NONDESTRUCTIVE TESTING: SECOND VOLUME

Asphalt Institute, "Mix Design Methods for Asphalt Concrete and Other
Hot-Mix Types", Manual Series No. 2, College Park, Maryland, 1988.

Hammitt, G.A., "Concrete Strength Relationships", Miscellaneous Paper


S-74-30, U.S. Army Engineer Waterways Experiment Station,
Vicksburg, Mississippi, December 1974.

Rada, G.R., Witczak, M.W. and Rabinow, S.D., "A Comparison of AASHTO
Structural Evaluation Techniques using NDT Deflection Testing",
TRB, Transportation Research Record 1207, Washington, D.C., 1988.
Strategic Highway Research Program, "SHRP Layer Moduli Eackcalculation
Procedure - Software Selection", SHRP Technical Report, July 1991.

Strategic Highway Research Program, "Manual for FWD Testing in the Long
Term Pavement Performance Study: Operational Field Guidelines,
Version 2.0", SHRP M~nual, March 1993.

M.W. Witczak, "The Universal Airport Pavement Design System - Report II:
Asphaltic Mixture Material Characterization", Department of Civil
Engineering, University of Maryland, College Park, Maryland, May
1989.

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