2/1/2016

Spectra Roadway Improvement System

Subgrade Stabilization
Pavement Optimization
with Tensar TriAx Geogrid

Jim Sanneman
Business Development Manager

Tensar Roadway Design

Agenda

Who is Tensar?
TX Applications
What is Pavement Optimization and how can it provide value?
Roadway Section Design Methodologies
Performance Validation Testing to Support Empirical Design Inputs
Independent Review and Validation of Data and Design Approach
Features and Capabilities of SpectraPave4-PRO Version 4.6
Understanding the Effects of Pavement Section Geometry
Modulus Based Method for Evaluating Subgrade Support
Summary, Question and Answer

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Who We Are

Roadway Applications: Definitions

Used to provide a competent temporary road

surface or a stable foundation layer for a
permanent road when weak subgrade
conditions are encountered.

Subgrade Stabilization

Enhanced performance or thickness

reduction of a permanent road when
constructed on a relatively firm foundation.

Pavement Optimization

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Roadway Section Design Methodologies

Subgrade Stabilization: Giroud-Han Design

Method published in 2004 in ASCE Journal of Geotechnical and

Geoenvironmental Engineering
Applicable to low volume, gravel-surfaced roads over soft
subgrades
Design based on rut depth due to channelized traffic
Also used as proxy method for stabilization of soft subgrades
Accepted as state-of-the-art within method constraints
Predictable results depend on product calibration using full-
scale testing
Calibration of Tensar Geogrids (BX and TriAx) reviewed and
validated by Drs. Giroud and Han

Design Theory Giroud Han (2004)

Limit Equilibrium Bearing Capacity

Analysis Stress
Adopted from design theory E1 > E2
presented in Giroud Noiray except:
Utilizes a single equation
E2 Stress in
applicable for all design cases uniform
Incorporates unique bearing soil
capacity factors, Nc, for all design
cases
Varies stress distribution angle,
, based upon geosynthetic type
Considers quality of aggregate
base material and stiffness
ratiobase-subgrade

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Limitations Giroud Han

Limited to 10,000 passes (original

research)
SP4-PRO limit = 100,000 passes (based
on Tensar research and experience)
Minimum aggregate depth = 4 (original
research)
SP4-PRO min. aggregate = 6 (based on
experience and constructability)
Upper constraint for:
Axle Loading 40 kips
Rutting 3.0 inches
Subgrade CBR 5.0
Method Calibration required for ALL
product types

Cost Benefit Haul Road Design

TriAx
Conventional Conventional:
Geogrid
22 x $1.25/SY-in =
$27.50/SY
6
inches
22 TriAx Optimized:
inches 6 x $1.25/SY-in + $3.50/SY =
CBR = 3.0 $11.00/SY

60% Cost CBR = 3.0

Savings
(Calculations based upon Giroud-Han Unpaved Road Design Method)

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Longer Design Life

Deformation (mm)
Deformation in Wheel path
100 Trafficking tests at TRL
Control comparing products of
90
equivalent weight
80
70
60
Improved
50 Performance Tensar BX
40 Geogrid
30
20
10

2000 4000 6000 8000 10000 12000

Number of passes (N)

TriAx offers significant pavement enhancement

beyond stabilizing

Giroud-Han addresses surface rutting of an aggregate layer whether

that aggregate layer is underlain by a geosynthetic or not.

Near-radial load spread

capabilities protect the subgrade.
In-tact Mechanically Stabilized
Layer (MSL) supports the pavement
with higher modules values for the
life of the pavement.
Resulting in a longer lasting
structure with reduced maintenance
costs and extended periods between
maintenance cycles.

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Performance Measured through Rutting

Profiles

Aggregate Rutting Profiles

Unreinforced
3,000 axle passes

Geogrid BX1200
10,000 axle passes

Geogrid TX7
10,000 axle passes

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Subgrade Rutting Profiles

Unreinforced
3,000 axle passes

Geogrid BX1200
10,000 axle passes

Geogrid TX7
10,000 axle passes

Iowa State Study Direct Proof

Direct proof from instrumented pavements?

Predominateroller/testvehicledirection

Subbase Lift2
12inches
14.5 osy W-PP-GT
Horizontal BX1200
Subbase Lift1 stresscells Control
12inches
6inches TX160
Treatmentlayer

8inches
Vertical
Subgrade stresscell

Field Study Instrumentation Setup

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Bottom Line Trafficking Results

Total Stress Versus Time - SUBGRADE

25
Lift 1 Lift 2
Case Case CAT Truck
20
CAT

Truck
Total Stress (kPa)

15

10
TX160

0
0 50 100 150

Roller/Test Vehical Cumulative Pass Count Predominateroller/testvehicledirection

14.5 osy W-PP-GT

BX1200
Control Section
Subbase Lift2
TX160 12inches

Horizontal
Subbase Lift1 stresscells 12inches
6inches
Treatmentlayer

8inches
Vertical
Subgrade stresscell

Horizontal Stress within the subgrade layer after roller

compaction and test vehicle passes

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Total Stress Versus Time - AGGREGATE

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Lift 1 Lift 2
Case Case CAT Truck

20 CAT TX160
Truck
Total Stress (kPa)

15

10

0
0 50 100 150

Roller/Test Vehical Cumulative Pass Count Predominateroller/testvehicledirection

14.5 osy W-PP-GT

BX1200
Control Section Subbase Lift2
TX160 12inches

Horizontal
Subbase Lift1 stresscells 12inches
6inches
Treatmentlayer

8inches
Vertical
Subgrade stresscell

Horizontal Stress within the subbase layer after roller

compaction and test vehicle passes

Cardington Road; Morraine, OH

Project Owners: City of Morraine, OH; Montgomery County

Environment Service
Consultants: Barge, Wagner, Sumner & Cannon; Bowser-Morner, Inc.
Geotechnical consultant.
Contractor: Milcon Concrete, Inc.

Challenge: Construct a new roadway

through a site that was an old sand
and gravel pit, that after mining the
sand and gravel, was filled with
trash and other material.

The existing soil cover is over

approximately 48.5 of
uncontrolled fill.

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Cardington Road; Morraine, OH

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Cardington Road; Morraine, OH

10 Concrete Pavement

12 ODOT 304 aggregate

Tensar TriAX TX 160 geogrid
12 ODOT 304 aggregate
Tensar TriAx TX 160 geogrid

Compacted Subgrade
over
Uncontrolled fill

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Cardington Road; Morraine, OH

Bowser-Morner recommended the 24 of ODOT 304 aggregate and 2

layers of Tensar TriAx TX 160 geogrid to:
Improve bearing capacity of the subgrade (reduced bearing pressure)
Provide uniform support (eliminate differential settlement)
Both contributing to the life and performance of the rigid pavement
placed on the Mechanically Stabilized Layer (MSL).

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Cardington Road; Morraine, OH

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Roadway Section Design Methodologies

Pavement Optimization: AASHTO Flexible

Pavement Design

Applicable to asphalt-surfaced roads.

Empirical method (AASHTO 93) based on AASHO Road Test and
subsequent research basis for SpectraPave4-PRO
Geosynthetics included in compliance with AASHTO R50-09
Geogrid effect quantified using modified layer coefficient for
Mechanically Stabilized Layer (MSL)
AASHTO MEPDG uses mechanistic-empirical approach with
geosynthetic inclusion.

Tensar Pavement Optimization Design Method

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Benefit of Tensar Geogrid

TriAx Geogrid layer coefficients are dynamic factors

that vary depending on:
1. AC thickness
2. Aggregate thickness
3. Subgrade Resilient Modulus

SN = a1D1 + a2D2m2 + a3D3m3

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USCOE Full Scale Accelerated Pavement Testing

Purpose / Objective:
Provide full-scale paved APT
performance data for TriAx for
base enhancement design
following AASHTO '93 and/or
mechanistic-empirical approaches.
Combine this study with all
previous research to establish a
Tensar performance database
Utilize database to validate design
approaches selected for technical
purposes.

Performance Validation Testing

Full Scale APT

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U.S. Army Corps of

Engineers
(Tingle, 2009)

Phase 1 Army Corp of Engineers Recap

TX140 Accelerated Pavement Testing

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Accumulated Rutting to 100,000 ESALs

Applied ESALs
1 10 100 1000 10000 100000
0

0.25

0.5
Rut Depth (in.)

0.75

1.25

1.5
Item 1 (TX 140)
1.75 Item 4 (Control)
Item 5 (3 in. AC)
2

Traffic Improvement Factors vs. 2 Asphalt

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USCOE Phase 2 APT As-Built Test Sections

Sections designed to validate equal performance between a

conventional control and an optimized TX5 section

Control Section TX5 Section

(Lane 4) (Lane 3)

4.5 HMA surface 3.5 HMA surface

8 Aggregate Base 6.0 Aggregate Base

6 CBR High Plasticity Clay

(CH) / A-7-6 Subgrade

Tensar TX5 Geogrid

USCOE Phase 2 APT - Results

Subgrade: CBR = 6%
Results:
Tensar TriAx TX5, with 1.0 less
HMA and 2.0 less
Subgrade: CBRAB, performed
= 6%
the same as the
Results: control
Tensar TX5 section
with 1-inch
Validated AB and
less AC and2-inches
HMA reduction
less AB for
TX5 performed the same as thicker
conventional section

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USCOE Phase 2 APT / SpectraPave4-PRO

The Effects of Pavement Section Geometry

The benefit of geogrid in the pavement section varies based on:

Asphalt thickness
Aggregate thickness
Subgrade support
Geogrid type

Early software (including SpectraPave and SpectraPave2) used constant

Traffic Benefit Ratios (TBRs) based on limited experience and research
this was the best approximation possible but was understood as such

SpectraPave4-PRO is the only available software that uses variable TBR

(via modified layer coefficients) based on full scale testing and pavement
section geometry

SpectraPave4-PRO also considers the differences in failure mechanisms with

varying AC thickness

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SP4 Pro Modified Layer Coefficients

MSL Aggregate Subgrade Resilient Modulus (psi)

thickness (in) 5,000 6,500 8,000 9,500 11,000
6 0.273 0.271 0.269 0.267 0.265
8 0.247 0.245 0.243 0.240 0.238
10 0.231 0.229 0.227 0.225 0.223
12 0.216 0.214 0.212 0.211 0.209
14 0.205 0.204 0.202 0.201 0.199
16 0.197 0.196 0.194 0.193 0.192
18 0.191 0.189 0.188 0.187 0.186

AASHTO (93) Design

Structural Number
a = 0.40 SN = 4 x 0.40 = 1.60

4 ACC1

a = 0.14, m = 1.0 SN = 10 x 0.14 x 1.0 = 1.40

ABC
10

Overall SN = 1.60 + 1.40 = 3.00

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AASHTO (93) Design

Structural Number
a = 0.40 SN = 4 x 0.40 = 1.60

4 ACC1

a = 0.23, m = 1.0 SN = 10 x 0.23 x 1.0 = 2.30

ABC
Overall SN = 1.60 + 2.30 = 3.90
10

TX5

AASHTO (93) Approach

PSI
log10
4.2 1.5

log10 (W18 ) Z R So 9.36log10 (SN 1) 0.20 2.32log10 M R 8.07
1094
0.40
(SN 1) 5.19

W18 = Allowable ESALs

ZR = Standard normal deviate = -1.645 (for 95% reliability)
So = Standard deviation = 0.49
SN = Structural number = 3.00
PSI = Change in serviceability = 4.2 2.0 = 2.2
MR = Subgrade resilient modulus = 5,000 psi
W18 = 117,000 ESALs (Unreinforced)

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General AASHTO (93) Approach

PSI
log10
4.2 1.5

log10 (W18 ) Z R So 9.36log10 (SN 1) 0.20 2.32log10 M R 8.07
1094
0.40
(SN 1) 5.19

W18 = Allowable ESALs

ZR = Standard normal deviate = -1.645 (for 95% reliability)
So = Standard deviation = 0.49
SN = Structural number = 3.90
PSI = Change in serviceability = 4.2 2.0 = 2.2
MR = Subgrade resilient modulus = 5,000 psi
W18 = 686,000 ESALs (Tensar TX5 Geogrid stabilized)

Pavement Optimization

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Pavement Optimization
Key Messages MSL,how it works

USACE ETL 1110-1-189 Describes Locking Mechanism

Lateral Restraint:
Confinement of the
aggregate base
Lateral Shear Flow
Increase in stiffness of the
base aggregate during
repeated loadings
Stiffness
Improved/reduced vertical
stress distribution applied
to pavement subgrade

Lateral Restraint Due to Aggregate Interlock

ARA-Berg SpectraPave4-PRO Peer Review

Objective:
Validate SpectraPave4-PRO Pavement Optimization

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ARA/Berg Report

ARA-Berg SpectraPave4-PRO Peer Review

Why ARA and Ryan Berg?

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ARA/Berg Credentials

Applied Research Associates, Inc. (ARA) is the preeminent highway infrastructure

consulting firm in the US, with extensive capabilities in infrastructure and pavement
engineering and design, including:
Design software (AASHTOWare DARWin and other specialized programs)
Pavement evaluation and design
Pavement management
Pavement testing and monitoring
Traffic monitoring
Training (ME training for many DOTs)

Ryan R. Berg & Associates, Inc. (Berg) is a recognized expert on geosynthetics who
consults for FHWA, USACoE, and numerous DOTs. He is a principal author or
collaborator on multiple FHWA Guidance Documents regarding geosynthetic
applications.

ARA/Berg Key Points

Both Tensars design method and the results obtained from SpectraPave4-PRO are
covered

Compliance with both AASHTO 1993 and AASHTO R50-09 is documented

Only the Pavement Optimization module of SpectraPave4-PRO is reviewed

The authors state conclusively that Tensar has since demonstrated, through a series
of rigorous comparative laboratory and field tests, that TriAx functionally
outperforms the old generation biaxial geogrids.

The Tensar design method is more advanced than AASHTO 1993, because it takes
into account the variations in pavement performance due to asphalt thickness

At this time, increasing the layer coefficient is a technique that should only
be applied when using Tensar TriAx, as no other products have had this
technique validated through accelerated pavement testing.

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Using ARA/Berg to Support Performance Specs

ARA/Berg provides conclusive, independent verification of the validity

of our modified layer coefficient approach

This Validation provides the platform to tie together our full scale research,
local research, and design methodology to specify performance

By definition, performance specifications are defensible against product

equivalency claims and proprietary complaints, thereby eliminating
confusion over the use of geosynthetics and their contribution to pavement
performance.

Most agencies at least acknowledge the need to move to performance

specifications, even if they are slow to do so.

Cornerstone Development; Centerville, OH

Developer:
Oberer Real Estate Services Ltd.
Jurisdiction:
City of Centerville, OH
Consultant:
Choice One Engineering
Contractor:
Kelchner

Challenge: Construct public and private roadways on a 150 acre mixed used
development during staged construction activities allowing the contractor to build over
a stable subgrade, meet the construction schedule and achieve the desired pavement
performance and pavement life.

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Cornerstone Development; Centerville, OH

Due to the sequencing of construction and because the pavements

were constructed through phases, chemical stabilization was not
considered due to the numerous mobilization requirements and the
resultant costs.

1.5 ODOT 402 Surface Asphalt

1.5 ODOT 448 Intermediate Asphalt
6.0 ODOT 301 Base Asphalt
9.0 ODOT 304 Crushed Limestone Aggregate
Tensar TriAx TX5 geogrid

Compacted Subgrade

The pavement section was designed using Tensar SpectraPave4-Pro Software.

The contractor met his sequencing schedule. The pavements are designed to
the required traffic loading and the standards required by the City.

Wilmington Pike widening; Centerville, OH

As a result of the development of the area

just north of the I-675 and Wilmington Pike
interchange, it became necessary for
Wilmington Pike to be widened and for
improvements to be made, including turn lanes.

Owner: City of Centerville

Consultant: The Kleingers Group
Contractor: Kelchner

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Wilmington Pike widening; Centerville, OH

Due to the sequencing of construction and because the

improvements were constructed through phases, chemical
stabilization was not considered due to the numerous mobilization
requirements and the resultant costs, and the requirement to
maintain traffic during construction.

2.0 ODOT 402 Surface Asphalt

2.0 ODOT 448 Intermediate Asphalt
8.0 ODOT 301 Base Asphalt
6.0 ODOT 304 Crushed Limestone Aggregate

8.0 ODOT 304 Crushed Limestone Aggregate

Tensar TriAx TX5 geogrid

The pavement section was designed using Tensar SpectraPave4-Pro Software.

The contractor met his sequencing schedule. The pavements are designed to
the required traffic loading and the standards required by the City. The 8
Mechanically Stabilized Layer (MSL) with Tensar TriAx TX5 was used in lieu of
16 of chemical stabilization.

Pavement Optimization
Compelling Needs

Government Accounting Office Report

Information on Materials and Practices for

Improving Highway Pavement Performance,
GAO Report November 14, 2012

from 2013 to 2022, the Highway Trust Fund

will require more than $125 billion over what it
is expected to take in during that period. As a
result, state highway agencies, the entities
that are ultimately responsible for keeping
most major highways in good repair, will need
to develop strategies for doing so at reduced
costs. One potential strategy is using more
cost-effective materials and practices.

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State DOT Approvals for TriAx

Published Specification
or Guidance (standard
or project-specific)
(Note: MN, WI, and MI are County/
Local Projects with State/Federal
aid and bid as state DOT projects)
General QPL/APL/
Letter Approvals
Post-bid Project
Approval (value
engineered or as
alternate)

Modulus Based Method for Evaluating

Subgrade Support

In cases where a flexible pavement structure is to be built over a soft

subgrade (CBR < 3.0), Tensar recommends that the subgrade be stabilized
as the first step, followed by the design of the pavement section.

Prior to SpectraPave4-PRO v. 4.6, we used Giroud-Han as a proxy method

to estimate the required Subgrade Stabilization layer using a standard
design case, the stabilized subgrade is assumed (conservatively) to have a
CBR of 6.0.

The Modulus Based Method in v. 4.6 uses new research to determine the in
situ effective modulus at the top of the stabilized subgrade, based on the
stabilization layer and the overlying pavement section.

The effective modulus values are based on research conducted by Dr. David
White (Iowa State) and Dr. Jie Han (Univ. of Kansas) using Automated Plate
Load Testing (APLT) and other methods.

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Pavement Optimization
APLT Field Verification

The APLT system developed by Professor D. J. White, Ph.D., P.E. (Iowa State)

Field Performance Plate Load Testing

5e+5

TriAx versus Tensar BX and Woven Geotextiles

Cyclic
Stress
4e+5 15 psi
In Situ Resilient Modulus (psi)

3e+5

Control
2e+5 TX160
BX1200
1e+5
TX130S
W3
W5
0
0 20 40 60 80 100
Load Cycles

Load cycles for

FWD, LWD, PLT
are typically less
64 than 5.

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Accelerated Plate Load Testing Summary

Hunt Highway, Arizona

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Accelerated Plate Load Testing Summary

Hunt Highway, Arizona

0.30
cyclic: 2 psi to 50 psi = 65 psi 1
Cycle Time = 0.65 sec 2
0.25 3

Permanent Deformation, p (in.)

5
6
7
0.20

0.15

0.10

0.05

0.00
0 200 400 600 800 1000
Number of Cycles (N)

Accelerated Plate Load Testing Summary

Hunt Highway, Arizona

For the 10,000 cycle test, the

in-situ resilient modulus rapidly
increased in the aggregate
base layer for the first ~3000
cycles and then continued to
increase at a slower rate.
Based on a permanent
deformation rate of
0.0001in./cycle the transition
from plastic deformation
accumulation to near-linear
elastic occurs at N* = 8,696
cycles. At N*, the in-situ Mr was
about 321,881 psi (2x higher
than the average value from the
1000 cycle tests).

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Accelerated Plate Load Testing Summary

Hunt Highway, Arizona

Pavement Design Options

Savings >$180,000

Accelerated Plate Load Testing Summary

Hunt Highway, Arizona

Actual Tested Values of the

Stabilized Pavement

Savings >$180,000 for both sections.

Actual APLT results showed a layer coefficient of 0.31 providing
113% greater anticipated design life.

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Accelerated Plate Load Testing Summary

Hunt Highway, Arizona

Summary of Testing
Significant improvement in structural contribution (layer
coefficient) with TX5

Savings of greater than $118,000

Estimated 113% greater design life

K-values, Ev1 and Ev2 values established

SP4PRO - Pavement Foundation

Improvement

Surfacing layer thickness range:

Surface aggregate: 2" to 6
Asphalt Concrete: 2" to 20
PCC: 5" to 20"

Aggregate base layer thickness range: 4" to 24

Design subgrade CBR range: 1.0% to 6.0%

Maximum MR of the stabilized foundation

= 14,500 psi

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Geogrid selection for stabilization and impact on

pavement life.

CBR<2

Local Standard:
1.5 ACC surface
1.5 ACC intermediate
6 ACC base
6 ABC base.

Ohio DOT Existing Guidance for

Proprietary Alternate

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Ohio DOT Updated Specification with

Integration of Proprietary Alternate (2013)

Questions?

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