University of Guyana

Faculty of Technology
Department of Civil Engineering

The Effective Road Bed Soil

Resilient Modulus MR
Course: CIV 4105 (Highway
Engineering)
Lecturer: Mr. Ronald Roberts
1

University of Guyana
Faculty of Technology
Department of Civil Engineering

Presented in Partial Fulfilment for CIV

4105 (Highway Engineering) by:

Name

Registration Number

Jaikeshan Takchandra

13/0933/1323

Stephen Liu

13/0933/2205

Presentation Outline
1. Introduction
2. Definition
Stress
Deformation & Strain
Stiffness not Strength

3. Importance of the Resilient Modulus (M R)

4. How is MR Determined
5. MR Typical Values
6. Use of MR in Pavement Design
7. Conclusion
8. References
3

1.0 Introduction
The

design and evaluation of pavement

structures on base and subgrade soils
requires a significant amount of supporting
data.
Currently, empirical correlations developed
between field and laboratory material
properties are used to obtain highway
performance characteristics (Titi, et al.,
2006).
These correlations do not satisfy the design
and analysis requirements since they neglect
all possible failure mechanisms in the field.

1.0 Introduction
Recognizing this deficiency, the 1986 and the

subsequent 1993 AASHTO design guides

recommended the use of the resilient modulus
(MR) for characterizing base and subgrade soils
and for designing flexible pavements.
The resilient modulus accounts for soil
deformation under repeated traffic loading
with consideration of seasonal variations of
moisture conditions.
Accurate knowledge of the resilient modulus of
materials within the pavement layer facilitates
the determination of how the system would
react to traffic loadings (Buchanan, 2008).

2.0 Definition
The Resilient Modulus (MR) is a measure of

subgrade material stiffness and is actually

an estimate of itsmodulus of elasticity
(Pavement Interactive, 2007).
The modulus of elasticity as we know it is
stress divided by strain for a slowly applied
load however the resilient modulus is stress
divided by strain for rapidly applied loads
which are experienced by pavement
structures.
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2.1 Stress
Stress is determined by dividing the applied load by

the contact area of the material in question.

The stress essentially provides a method of
standardising load and area for testing and
designing purposes.
As long as the applied load remains in full contact
with the soil mass, the stress will be equal
regardless of the soil type.
However, if a wheel load is applied to a pavement
structure, specific locations under the load will
experience different levels of stress which is based
on their respective depths from the pavement
surface and distance away from the applied loading.
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2.1 Stress

Figure 1: Resilient Modulus Stress States.

Taken from: Buchanan, S., 2008. Resilient Modulus: What, Why,
and How?, Birmingham, Alabama: Vulcan Materials Company.
8

2.2 Deformation & Strain

Figure 2: Types of deformation.

Taken from: Siddiki, N., 2015. Importance of Resilient Modulus and its
Interpretation, Purdue: Geotech Construction & Tech Support Engineer,
9

INDOT.

2.2 Deformation & Strain

The

observed magnitude of the soil

deformation as a result of the applied
loading will vary.
The deformation will vary dependent on the
soil properties.
As long as the applied load is constant, a
portion of the deformation may be
recoverable or resilient while the
remainder is unrecoverable or plastic.
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2.2 Deformation & Strain

Figure 3: A typical specimen response during a loading and unloading cycle.

Taken from: Buchanan, S., 2008. Resilient Modulus: What, Why, and
How?, Birmingham, Alabama: Vulcan Materials Company.
11

2.3 Stiffness not Strength

It must be noted that the resilient modulus

is a stiffness measurement and not the

strength of the material.
The resilient modulus can be determined
at many combinations of applied loading
and confinement.
The ultimate strength or stress is the point
at which failure occurs under applied
loading.
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3.0 Importance of Resilient Modulus

The resilient modulus is utilised to characterise

pavement materials under loading conditions that

will not result in failure of the pavement system.
This parameter is utilised to directly determine the
structural coefficient of the untreated base and
subbase layer.
Based on the structural number (SN) value, the
pavement layers and their dimensions are designed
in accordance with the AASHTO Pavement Design
Guide.
By varying the pavement layers thicknesses and
stiffness, the system can be designed to carry the
design axle load applications during its service life.
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4.0 How is MR Determined

The resilient Modulus can be determined
from one of the following three methods
1) Laboratory Testing
2) From material properties soil
information is used to estimate MR values
3) Back-calculation from deflection data of
a particular pavement design
(AASHTO, 1993-i)

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4.1 Laboratory Testing

Lab testing is accomplished through a variant of
the Triaxial Test
Principle: repeated axial and cyclic stresses of
fixed magnitude and duration and is usually
electronically monitored
The most common methods are AASHTO T 274
and AASHTO T 307 Determining the resilient
modulus of soil aggregate materials (AASHTO,
1993-ii)
Generally, the methods involves an axial stress
applied through a haversine load and rest
method
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4.1 Laboratory Testing

1. Cylindrical samples of

Fig 4.1: Triaxial Cell

From:BALADI (2009) Pavement Subgrade Mr
Design Values for Michigans Season Changes.
Michigan State University, USA. Pp. 5-136
16

4 D by 8, or 6 D by
12
2. Samples are placed in
the apparatus
3. Linear variable
deformation transducer
(LVDTs) are installed to
measure deformation
4. Sample is pre-tested
for failure using a
haversine 0.1 and 0.9
sec, or 0.2 and 0.8 sec

4.1 Laboratory Testing

5. Samples are loaded for a minimum of 1000
6.

7.
8.
9.
17

cycles
The test loads are specified at 3-4 psi for
base and sub-base materials, and 1-10 psi
for road bed materials.
If permanent vertical strain reaches 5%
during pre-test, the process is terminated
Testing: the test is performed using the
load sequence
The results from the triaxial test is
represented on a Mohrs Circle for further
analysis

4.1 Laboratory Testing

Fig 4.2: Mohrs Circle

From:HARRIGAN. E (2004) Laboratory Determination of Resilient Modulus
for Flexible Pavement Design. National Cooperative Highway Research
Program, Transportation Research Board. Pp. 1-52
18

4.1 Laboratory Testing

26
5

19

4.1 Laboratory Testing

20

Figure 4.3: Regression analysis

From:Buchanan, S., 2008. Resilient Modulus: What, Why,
and How?, Birmingham, Alabama: Vulcan Materials
Company.

4.1 Laboratory Testing

(Buchanan, 2008)

21

4.2 Material Properties

Conversations
to:

R-Value (AASHTO, 1993-ii)

a1 -Layer one thickness (AASHTO, 1993-

ii)

22

Modulus of Sub-grade reaction (Hall)

4.2 Material Properties

Conversations

to:
CBR California Bearing Ratio

For fine graded soils of CBR less than 20

(AASHTO, 1993-i)

National Cooperative Highway Research

Program (2004) improves accuracy and
surpasses limitations of the former
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4.2 Material Properties

Conversations
to:
CBR California Bearing Ratio (contd)
a)
b)
c)

24

(Heukelom & Klomp, 1962)

711

(Green & Hall, 1975)

(Ohio D.O.T, 2004)

4.3 Back-calculation

Where,
P = applied load, lbs
dr = measured deflection at radial distance r
inches
r = radial distance measured, inches
(AASHTO, 1993-i)

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5.0 Typical MR Values

Unbound aggregate base materials: 15,000

psi 60,000 psi

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6.0 MR use in Pavement

Design
Pavement materials are not exclusively

elastic, and the resilient modulus models

the approximate materials behavior
Layered elastic analysis becomes easier
when using the resilient modulus and
Poissons Ration since one is able to predict
a linear elastic analysis
Strain at the bottom of an asphalt system
could lead to fatigue, which would
eventually cause cracking in the surface
layer due to deformation of the subgrade
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7.0 Conclusion
MR is a key characterization parameter for

granular materials
It closely models the resilient behavior of
a granular material, recognizing that the
behavior is difficult to generalize
The resilient modulus is highly dependent
on the stress state (i.e. bulk stress and
confining pressure)
Each pavement design should have its
specific calculated resilient modulus based
on its structure and load application
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QUESTIONS?

THANK YOU FOR LISTENING!

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References

AASHTO, 1993. AASHTO Guide for Design of Pavement Structures 1993. 2nd

ed. Washington D.C.: American Association of State Highway & Transportation

Officials.

Buchanan, S., 2008. Resilient Modulus: What, Why, and How?, Birmingham,

Alabama: Vulcan Materials Company.

Pavement Interactive, 2007. Resilient Modulus. [Online]

Available at: http://www.pavementinteractive.org/article/resilient-modulus/

[Accessed 19 December 2015a].

Siddiki, N., 2015. Importance of Resilient Modulus and its Interpretation,

Purdue: Geotech Construction & Tech Support Engineer, INDOT.

Titi, H. H., Elias, M. B. & Helwany, S., 2006. Determination of Typical Resilient

Modulus Values for Selected Soils in Wisconsin, Milwaukee: Department of

Civil Engineering and Mechanics, University of WisconsinMilwaukee.
30

References

AASHTO

(1993-i) Standard Specification for Transportation Materials

and Methods of Sampling and Testing. Washington, D.C. pp. 1-624

AASHTO

(1993-ii) Guide for Design of Pavement Structures,

American Association of State Highway and Transportation Officials.

Washington, D.C. pp. 33-114

BALADI

(2009) Pavement Subgrade Mr Design Values for Michigans

Season Changes. Michigan State University, USA. Pp. 5-136

HARRIGAN.

E (2004) Laboratory Determination of Resilient Modulus

for Flexible Pavement Design. National Cooperative Highway

Research Program, Transportation Research Board. Pp. 1-52

YODER.

E. I & WITCZAK. M. W. (1975) Principles of Pavement

Design. 2nd Edition. London: John Wiley & Sons Inc.

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