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C.Y. Suzuki
University of São Paulo, São Paulo, SP, Brazil
C.R.G. Santos, S. Ferri, F.M. Lopes, R.T.G. Cruz & A.M. Azevedo
Planservi Engenharia Ltda., São Paulo, SP, Brazil
1 INTRODUCTION
Traditionally in Brazil jointed concrete pavement has been used for heavy traffic loads. Load-
transfer devices, such as dowel bars are commonly used in Brazilian concrete pavements. The
Portland Cement Association design method, translated by ABCP (Associação Brasileira de
Cimento Portland ), is regularly used and accepted for rigid pavement design.
In the structural design, one of the parameters is the value of modulus of reaction (k)
from the subgrade or subbase/subgrade system, which is conventionally determined through
nondestructive (NDT) testing. As in other countries, in Brazil, these tests must conform to
ASTM-D-1196 and AASHTO T-222, using metallic plates with a 76-cm (30-in.) diameter to
measure the required pressure to produce a 1.3-cm (0.5-in.) vertical displacement.
Due to practical and economic difficulties to carry out this test, the values of modulus
of reaction (k) can be estimated according to the subgrade CBR (California Bearing Ratio)
values. This method is in compliance with ABCP, which is an important organization in
Brazil to represent the cement industry and currently develops studies about Portland cement
structures, such as highway pavements.
The subbase layers improve the k-values of the foundation system. Beyond the correlation
between subgrade CBR and the k-value, in this paper k-values are used on the top of subbases,
due to granular or cemented materials utilization. The quality of lower layers and the founda-
tion support has an important influence on the long term performance of concrete pavement.
The maximum deflection measurement has been employed to obtain on-site field results
that are faster to obtain than CBR, which requires four days for results and do not repro-
duce the real behavior of untreated and cement treated layers. Different types of equip-
ments measure the deflections and technological advances have allowed better and precise
measurements.
571
The purpose of this paper is to present guidelines to provide improved ability and agility in
the evaluation of subgrade layers and the subbase of concrete pavement using the measure-
ments of FWD (Falling Weight Deflectometer) equipment, rather than the plate bearing test.
The values of modulus of reaction from the subgrade or subbase/subbgrade system are used
as parameters on the rigid pavement design procedure to determine the necessary slab thick-
ness, based on AASHTO (American Association of State Highways and Transportation
Officials) and PCA (Portland Cement Association) design procedures.
These methods are based on Westergaard theory to define the foundation modeling where
the concrete slab will be supported. In this theory, a concrete slab was treated as a homogene-
ous and an elastic solid, supported by the subgrade that is considered a dense liquid, accord-
ing to Winkler modeling.
In accordance with AASHTO (1993), the effective modulus of subgrade reaction (k-value)
must be determined for the design procedure to calculate the slab thickness, which depends
on the subgrade characteristics and the weather variation, which affect the subgrade resilient
modulus.
The k-value, which indicates the foundation’s structural capacity, is obtained through field
testing using a static load. However, this is too expensive and demands a lot of work and
time. These tests could be replaced by correlations of easier tests, as CBR testing.
In Brazil, the PCA concrete design method is recommended and used. Its translation,
edited by ABCP, presents a correlation between k-value and the subgrade CBR value. The
modulus of reaction must be determined on the top of the foundation, and an increase on the
k-value is obtained due to the use of untreated or cement treated subbases.
Therefore, the ELSYM-5 (Elastic Layered System) software is used to obtain deflection
parameters of FWD equipment through computer simulations for different types of pave-
ment structures. This computer program applies the finite difference model to determine
stresses, strains and displacements produced by a static loading.
3 DEFLECTION PARAMETERS
The deflection parameters that are considered in this study are: maximum deflection, radius
of curvature and area parameter. They were simulated using a load plate as well as FWD
equipment system.
Assuming that the subgrade analysis is an elastic system in a homogenous and isotropic
environment, it is possible to use Boussinesq–Love’s equation to calculate the maximum
deflection. The following expression (1) is used to estimate deflection beneath load point
application.
D=
( )
2 ⋅ 1− μ2 ⋅ p ⋅ r
(1)
E
where D = maximum deflection on the load point application, cm; μ = Poisson´s ratio;
p = pressure of contact tire/pavement, kgf/cm2; r = radius of contact area cm; and E = elasticity
modulus, kgf/cm2.
Usually, the resilient modulus (MR) is determined through correlations with the CBR value.
For soils, the following equation (2) is frequently used and recommended by AASHTO.
MR(MPa ) = 10 ⋅ CBR(%) (2)
⎡ D D D ⎤
A = 15 ⎢1 + 2 30 + 2 60 + 90 ⎥ (4)
⎣ D 0 D 0 D0 ⎦
where A = Area parameter, cm; D0, D30, D60 and D90 = deflection offset from 0, 30, 60 and
90 cm respectively, from the point of load application 10–2 mm.
This research makes use of correlations between k-values and subgrade CBR proposed by
PCA and according to ABCP, despite the lack of information about the field conditions and
characteristics of the tested materials for the research establishment.
k = 1.26 + 20.67 ⋅ ln(CBR ) (5)
where k = modulus of subgrade reaction, MPa/m; and CBR = Subgrade California Bearing
Ratio, %.
This expression was determined through values presented in ABCP (1998). In this study k-values
are presented contemplating different types of materials and thicknesses for the subbase layer. These
values are an adaptation from the abacus used by PCA (1984) design method.
573
Table 1 below presents the increase on the values of the modulus of reaction (k) with the
usage of subbase layers, untreated or cement-treated materials. For granular subbases the
increase of k-values of the system in relation to k-values of the subgrade is lower than that
of cement-treated materials, as shown below.
From the values presented, correlations were determined between subgrade k-values and
subbase system, for both granular and cement-treated layers. In all of these cases, high R2
coefficients were obtained, denoting a good fit of the models as shown below in Table 2.
To estimate deflections on the top of the subbase layer, an elastic system constituted of
two layers and a typical load for a simple wheel with FWD equipment were used. The
maximum deflections could be calculated using Burmister equations or the ELSYM-5
Cement-treated
Subgrade suport value Granular subbase subbase
2 16 19 22 27 65 98
3 24 27 31 37 87 126
4 30 34 38 44 101 145
5 34 38 42 49 111 158
6 38 42 46 53 120 169
7 41 45 50 56 127 177
8 44 48 53 60 133 186
9 47 52 56 63 140 194
10 49 54 58 65 144 199
11 51 56 60 67 148 204
12 53 58 62 69 152 209
13 54 59 63 70 154 211
14 56 61 65 72 158 216
15 57 62 66 73 160 219
16 59 64 68 75 164 224
17 60 65 69 76 166 226
18 61 66 70 77 168 229
19 62 67 71 78 170 231
20 63 68 73 79 172 233
574
software, which assumes a linear elasticity for the employed materials used on the
analysis.
In this paper, simulations with ELSYM-5 software were used to determine the deflections.
Resilient modulus of 300 MPa were considered for granular subbase and a resilient modulus
of 15.000 MPa, considered for cement-treated material. Additionally, these parameters, for
the illustrative simulation were presented in Table 3.
Replacing equation (1) for maximum deflections by equation (5), it is possible to deter-
mine the correlation between the modulus of reaction and the maximum deflection using
FWD equipment simulations. Equation 6 below presents this model.
k = 150.81 − 20.67 ⋅ ln( D ) (6)
h Cement-treated
Parameters h (cm) Granular subbase R2 (cm) subbase R2
CBR = f (D) 10 CBR = 4202.93 × D–1.279 0.9999 10 CBR = 2301.92 × D–1.449 0.9998
15 CBR = 8354.42 × D–1.468 0.9997 15 CBR = 1616.40 × D–1.503 0.9999
20 CBR = 16,129.28 × D–1.648 0.9989
CBR = f (A) 10 CBR = 1.678 × 1012 × A–7.484 0.9988 10 CBR = 1.068 × 1013 × A–6.873 0.9981
15 CBR = 1.000 × 109 × A–5.212 0.9997 15 CBR = 8.548 × 1015 × A–8.219 0.9874
20 CBR = 6.216 × 107 × A–4.360 0.9982
CBR = f (R) 10 CBR = 1.345 × 10–2 × R1.698 0.9989 10 CBR = 2.366 × 10-10 × R4.094 0.9453
15 CBR = 2.805 × 10-4 × R2.541 0.9994 15 CBR = 2.672 × 10–20 × R6.953 0.6005
20 CBR = 8.506 × 10-7 × R3.806 0.9998
where CBR = Subgrade California Bearing Ratio, %; D = Maximum Deflection, 10–2 mm; A = Area
Parameter, cm; and R = Radius of curvature, m.
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Table 5. Maximum value of allowable maximum deflections on top of subbase.
Granular Cement-treated
Subgrade values material material
CBR (%) 10 cm 15 cm 20 cm 10 cm 15 cm
2 40 46 51 71 80
3 37 43 47 67 76
4 36 41 45 64 73
5 35 39 43 62 71
6 34 38 41 61 70
7 33 37 39 59 68
8 32 36 38 58 67
9 32 35 37 57 66
10 32 34 36 56 66
11 31 34 36 55 65
12 31 33 35 55 64
13 31 33 34 54 64
14 30 32 33 54 63
15 30 32 33 53 62
16 30 31 32 53 62
17 30 31 32 52 61
18 29 31 31 52 61
19 29 30 31 51 61
20 29 30 31 51 60
576
Table 7. Minimum radius of curvature on top of the subbase.
CBR (%) 10 cm 15 cm 20 cm 10 cm 15 cm
2 19 32 46 266 722
3 24 38 52 294 765
4 28 42 56 315 797
5 32 46 59 333 823
6 36 50 62 348 845
7 39 53 65 361 864
8 42 56 67 373 881
9 46 58 69 384 896
10 48 61 71 394 910
11 51 63 73 403 922
12 54 65 74 412 934
13 57 67 76 420 945
14 59 69 77 428 955
15 61 71 79 435 964
16 64 73 80 442 973
17 66 75 82 449 982
18 68 77 83 455 990
19 71 78 84 461 998
20 73 80 85 467 1005
Table 8. Correlations between modulus of reaction and deflectometer parameters on top of the
subbase.
6 PRACTICAL EXAMPLE
The following example illustrates how deflectometer measurements obtained in the field
(using FWD equipament) can be used to determine k values.
Ensure that the modulus of reaction is higher than or equal to 53 MPa/m at the top of
a 15 cm granular base located over a subgrade with a CBR value equal to 8%. In order to
obtain an allowable deflectometric measurement using the proposed models, the maximum
observed field values of deflection must be 114 × 10–2 mm, the radius of curvature must be
higher than 56 m and the area parameter must not exceed 36 cm, as presented in Table 9 and
shown in Figures 2, 3 and 4, respectively.
577
Table 9. Example of a deflectometer measurement using FWD equipment.
80
Subgrade
Granular Subbase h = 10 cm
70 Granular Subbase h = 15 cm
Granular Subbase h = 20 cm
Example Subgrade
60 Example Granular Subbase
50
40
Modu lus of Reaction, k (MPa/m)
30
20
10
8 20 114 173
1 10 100 100 0
CBR (%) −2
D0 FWD (10 mm)
Figure 2. Example to determine allowable maximum deflection to control the finished layer using
FWD.
100
Granular Subbase h = 10 cm
90
Granular Subbase h = 15 cm
Granular Subbase h = 20 cm 80
60
50
Modulus of Reaction, k (MPa/m)
40
30
20
10
0
1 8 10 20 36 10 0
CBR (%) Area Parameter (cm)
Figure 3. Example to determine the maximum value of area parameter to control the finished layer
using FWD.
The theoretical analysis developed in this study has shown that deflectometer criteria can
be used to estimate the values of modulus of reaction from subgrade and subbase/subgrade
system, replacing static load plate tests by maximum deflection measures, radius of curvature
and area parameter.
578
100
Granular Subbase h = 10 cm
90
Granular Subbase h = 15 cm
Granular Subbase h = 20 cm 80
Example Granular Subbase
70
60
50
30
20
10
0
1 8 10 20 56 100
CBR (%) Radius of Curvature (m)
Figure 4. Example to determine the minimum value of radius of curvature to control the finished
layer using FWD.
Based on the correlation models from the tables and/or figures presented, it is possible to
obtain the necessary field measurements to allow a faster release/approval of the foundation-
layers of the concrete pavements, through the determination of FWD subgrade deflections
as well as basin parameters on the surface of the subbase. This allows the inspector to iden-
tify the real values of the modulus of reaction (k) and compare with those adopted in the
structural design.
It should be mentioned that correlations for radius of curvature of cement treated bases
did not present good results.
It is suggested that static load plate tests be conducted in the field in conjunction with
deflection measurements using the FWD in order to calibrate the proposed theoretical mod-
els presented in this paper.
REFERENCES
AASHTO, 1993. American Association of State Highway and Transportation Officials. AASHTO
Guide for Pavement Structures. AASHTO, ISBN: 1-56051-055-2. Washington, D.C.
ABCP, 1998. Associação Brasileira de Cimento Portland. Estudo Técnico 97: Dimensionamento dos
pavimentos rodoviários e urbanos de concreto pelo método da PCA/1984. ABCP, ISBN: 85-87024-
04-3. São Paulo, Brasil.
Huang, Y.H. 1993. Pavement analysis and design. Prentice Hall, ISBN: 0-13-655275-7. Englewood
Cliffs, New Jersey, USA.
Pinto, S. & Preussler, 2002. E. Pavimentação rodoviária: conceitos fundamentais sobre pavimentos
flexíveis. Editora Copiarte, ISBN: 85-902537-1-6. Rio de Janeiro, Brasil.
Preussler, L.A. 2007. Contribuição ao estudo da deformabilidade de camadas de pavimento. 129 f.
Dissertação. (Mestrado em Engenharia de Transportes)—Escola Politécnica da Universidade de São
Paulo, Universidade de São Paulo, São Paulo, Brasil.
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