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International Journal of Pavement Research and Technology 9 (2016) 466–472
www.elsevier.com/locate/IJPRT
Received 21 March 2016; received in revised form 17 October 2016; accepted 2 December 2016
Available online 18 December 2016
Abstract
This paper describes the usefulness of FEM for exploring the parameter sensitive analysis. Using 2D axisymmetric analysis, the crit-
ical performance parameters are examined by varying the thickness and material properties of different layers of flexible pavement.
Hypothetical pavement sections are also analyzed with a view to check the sensitivity of horizontal axisymmetric extent and refinement
of mesh. The developed computer program after validation is used to calculate the horizontal tensile strain at the bottom of the bitu-
minous layer (BL) and the vertical compressive strain at the top of the subgrade. These computed strains are incorporated in the fatigue
and rutting criteria recommended in Indian Road Congress (IRC: 37-2012) to estimate the pavement life for various hypothetical con-
ditions. Tensile strain at the bottom of BL and compressive strain on top of the subgrade decreases with an increase in the thickness of
BL, which results in increase of fatigue and rutting lives. An increase in thickness of the base layer and the increase in its elastic modulus
reduces the damage due to rutting, while it has less effect on damage due to fatigue. Such type of analysis proves beneficial for designing a
pavement, keeping equilibrium between fatigue and rutting lives.
Ó 2016 Chinese Society of Pavement Engineering. Production and hosting by Elsevier B.V. This is an open access article under the CC BY-NC-ND
license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
http://dx.doi.org/10.1016/j.ijprt.2016.12.001
1996-6814/Ó 2016 Chinese Society of Pavement Engineering. Production and hosting by Elsevier B.V.
This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
M.S. Ranadive, A.B. Tapase / International Journal of Pavement Research and Technology 9 (2016) 466–472 467
Figs. 1 and 2 summarizes many of the finite element strain on top of the subgrade (Point Q as shown in
parameters and should be referenced throughout the paper. Fig. 1) is excessive, permanent deformation occurs on the
Fatigue and rutting are generally assumed as two indepen- surface in the pavement structure, and the pavement dis-
dent modes of distresses which can be analytically evalu- tresses due to rutting.
ated [6]. If the horizontal tensile strain at the bottom of Present analysis is performed considering the tyre pave-
the bituminous layer (Point P as shown in Fig. 1) is exces- ment interaction as an axisymmetric solid to mechanisti-
sive, cracking of the surface layer will occur, and the pave- cally solve the layered pavement response to variation in
ment distresses due to fatigue. If the vertical compressive material properties of different component layers, variation
in thickness, considering any point on the critical line as a
center[7]. The obtained results are then incorporated as
input to estimate the pavement life in terms of rutting
and fatigue lives in number of standard axles.
The major objective of the paper is to illustrate the use-
fulness of finite element analysis for examining the effect of
variation in thickness and material properties of critical
parameters, especially on rutting and fatigue lives, with a
view to develop a design chart for particular condition
which correlates with actual field condition. If such type
of analysis is validated, it will prove to be beneficial to
derive useful design charts for any combinations of thick-
nesses, material properties and field conditions without
relying on theoretical/empirical design procedures. The
hypothetical thicknesses and material properties which
are considered for analysis are generally used in practice
as per IRC: 37-2012 [8]; hence it is an attempt to correlate
the present study with actual field conditions. An equilib-
rium between fatigue and rutting lives can be achieved
Fig. 1. Flexible pavement composition showing critical line and its
from such type of analysis.
material properties.
2. Literature review the critical parameters. They noted that the tensile strain
at the bottom of the bituminous layer (BL) and compres-
Number of literatures have reported the use of an sive strain on top of the subgrade decreases with an
axisymmetric configuration like Abdhesh et al. [9], Issac increase in the thickness of BL, which ultimately results
et al. [5], Helwany et al. [10], Tutumluer et al. [11], Ranad- in increase of fatigue and rutting lives. In continuation with
ive et al. [12]. Cho et al. [13] favored axisymmetric analysis the investigation related to varying the thickness and mate-
for simulating pavement from a comparative study of 3 rial properties of different layers reported in Tapase and
dimensional, plane-strain, and axisymmetric modeling Ranadive [16], this paper reports the usefulness of finite ele-
structure and traffic loading interaction. ment analysis for exploring the parameter sensitive analysis
Immanuel and Timm (2006) [14] used layered elastic of flexible pavement. A part of the analysis is to check the
analysis to compare predicted vertical stress in the base sensitivity of horizontal axisymmetric extent for the hypo-
and subgrade layers to field measured vertical pressures thetical trials. Also, the mesh refinement study of the
obtained from the National Center for Asphalt Technology selected thicknesses and material properties of different lay-
(NCAT) Test Track. The authors found that the predicted ers is conducted.
pressure was only a reasonable approximation up to verti-
cal pressures of 82 kPa in the base and 48 kPa in the 3. Model geometry and material characteristics
subgrade.
The IRC: 37-2012 [8] Guidelines for the design of flexi- Depending on different material constituents of individ-
ble pavement recommends using the IITPAVE, which is a ual layers, the layers posses varied strength characteristics,
modified version of FPAVE developed under the research and this information is used as the input for analysis. The
scheme R-56 for layered system analysis. function of granular base and sub base (many times consid-
Sam Helwany et al. [10], illustrates the usefulness of ered as a single granular layer for analysis) is to reduce traf-
finite element method by discretising a three layer pave- fic induced stresses in the pavement structure and to
ment system with the right boundary at a distance of about minimize the intensities of rutting. In the present study, a
8 times the loaded radius subjected to different types of conventional pavement section as per IRC:37-2012 consist-
loading. The author carried out two dimensional and three ing of bituminous layer and single granular layer which
dimensional analyses. In this analysis three layers were together are constructed over the subgrade soil as shown
assigned the same elastic moduli, transforming the three in Fig. 1 are considered for analysis. To study the effect
systems into a simpler one layer system. of varying thickness of the bituminous layer (h1) and the
Ranadive et al. [15] illustrates that axisymmetric analysis base layer (h2) on critical parameters, in all four trial thick-
of flexible pavement is carried out by a computer program nesses of the bituminous layer as explained in Fig. 1 and
(ANSYS), and different performance parameters of pave- three trials of granular base layer thicknesses starting from
ment were studied for varying conditions of thickness. 300 mm with an increment of 150 mm for each trial is con-
Increase in thickness of the base course and sub-base sidered for analysis.
course layer does not help to reduce stress and deflection Similarly, to study the effect of variation in material
as compared to asphalt concrete layer in which it is property of base layer on the rutting and fatigue lives, three
observed that there is a substantial reduction in stress as naturally occurring materials like natural gravel,
there is an increase in thickness of asphalt concrete. E2 = 100 MPa, 300 MPa and high quality graded crushed
Abdhesh K. Sinha et al. [9] Illustrates the usefulness of rock, E2 = 450 MPa are considered in base layer for anal-
finite element method to study the performance of a flexible ysis keeping Poisson’s ratio l2 = 0.35 constant for each
pavement with different types of local materials in its sub- trial. In the present study, a uniform pressure of
base. Three types of naturally occurring materials, namely; 0.575 MPa (575 kPa) caused by a single axle wheel load
coarse sand, conventional subbase material, stone dust and of 40.80 KN [8,9] is applied on a circular contact area hav-
four types of industrial waste materials; Blast furnace slag, ing a radius of 150 mm as shown in Figs. 1 and 2.
granulated blast furnace slag, Linz-Donawitz slag and fly All the above trials are checked for their suitability in
ash were used. In this work multilinear elasto-plastic hard- the pavement section for selected bituminous layer material
ening model in Ansys was used and the effect of the type of (modulus of bituminous mix is taken as E1 = 1700 MPa
subbase on life of the pavement is evaluated. In the study, and Poisson’s ratio (l1 = 0.35) and subgrade condition
right boundary was placed at 1100 mm from the outer edge E3 = 80 MPa [17].
of loaded area, which is more than 7 times the radius
150 mm of the applied load. A uniform pressure of 4. Finite element modeling
0.575 MPa (575 kPa) was applied to a circular contact area
having a radius of 150 mm causing a single axle load of In general the finite element solution technique is
40.80 KN. adopted through three basic stages of the analysis; those
Tapase and Ranadive [16], reported the usefulness of are idealization of the system being investigated, formula-
two dimensional finite element analysis to study the effect tion and solution of equations governing the phenomenon
of variation in thickness of different component layers on and evaluation of the structural response required for
M.S. Ranadive, A.B. Tapase / International Journal of Pavement Research and Technology 9 (2016) 466–472 469
undertaking the design process as reported by Tapase and ment system being analyzed is developed by means of the
Ranadive [16]. four noded quadrilateral elements.
Basically, constitutive laws in the present development A very fine mesh near the load that becomes progres-
are confined towards consideration to only modulus of sively coarser with distance from the load is commonly
elasticity and the Poisson’s ratio of the materials used in observed in the literature, the same phenomenon is used
the pavement system being analyzed is presented in Fig. 1. during the analysis also the aspect ratio is maintained as
close as possible to the specified limits. In order to study
the effect of refinement of mesh, few hypothetical separate
meshes are developed and analyzed for a typical pavement
5. Finite element idealization
structure as shown in Figs. 1 and 2, consisting of 200 mm
of the bituminous layer (E = 1700 MPa, l = 0.35) over
Wherever examination is necessary about soil structure
450 mm of granular base (E = 3000 MPa, l = 0.35) over
interaction problem, the required structure in modeled. It
a subgrade (E = 1000 MPa, l = 0.3). A single wheel load
is well known fact that the area away from the load inten-
was modeled as a uniform pressure of 0.575 MPa
sity is not affected much. However, the question arises
(575 kPa) over a circular area of 150 mm radius.
about exactly upto what extent the parameters are sensitive
A very coarse refinement mesh consisting of 12 elements,
to the intensity of loading. Sam Helwany et al. [10], dis-
with a smallest element size of 150 mm by 200 mm. Four
cretized a three layer pavement system with the right
elements spanned the thickness of the bituminous layer,
boundary at a distance of about 8 times the loaded radius.
four elements spanned the thickness of the base layer and
Abdhesh K. Sinha et al. [9] located the right boundary of
four elements spanned the thickness of the sub grade layer.
which is more than 7 times the radius 150 mm of the
A medium refinement mesh consisting of a 96 elements,
applied load.
with a smallest element size of 75 mm by 50 mm. A very
One way of evaluating the effect of loading is, to start
fine refinement mesh consisting of 210 elements, with a
with certain assumed extent and determine the critical
smallest element size of 50 mm by 25 mm (Fig. 3). Interme-
parameters. Then increase or decrease the extent, analyse
diately numbers of hypothetical meshes are studied during
and compare the obtained results with an earlier one. This
analysis. In the present work, the total thickness of the
type of preliminary sensitive study helps in identifying the
pavement is taken as 1300 mm to 1750 mm as per the trials
more accurate area for analysis. In respect to this, a trial
described in Figs. 1 and 2 with constant thickness of
horizontal axisymmetric extent of finite element idealiza-
900 mm for the subgrade.
tion is considered for analysis from 5 times the radius to
8 times the radius.
On the other hand, accuracy of calculation increases if 6. Boundary conditions
higher order elements or more number of elements is used
during analysis. There was a time when limitation on the The nodes over the base of the subgrade i.e., at depth of
use of a number of elements comes from the total degrees more than eight times the radius of circular contact area
of freedom the computer can handle and the cost of com- are restrained in both radial (r) and axial (z) directions.
putation time required. However, the cost of the calcula- The nodes over the axis of symmetry are restrained in
tion is coming down so much that such limitations are radial direction. Considering preliminary sensitive study
not relevant today. Accuracy is the only criteria left due to identify how much horizontal axisymmetric extent
to the modern high speed techniques used today. In the should be used for analysis, four trial extents of finite
present study, the finite element idealization for the pave- element idealization are considered starting from assuming
Fig. 3. Comparison of vertical stresses of finite element analysis with Ansys results.
470 M.S. Ranadive, A.B. Tapase / International Journal of Pavement Research and Technology 9 (2016) 466–472
5 times the radius to 8 times the radius. Also, it is assumed the allowable limit 178 10 06 and the computed vertical
that, due to the indefinite lateral extent of the pavement compressive strain on subgrade is 127 10 06 which is also
section, the nodes over the extreme vertical face of the found well within the allowable limits which is 370 10 06.
pavement from the centerline of the wheel loading [2,9]; From the obtained results, it is observed that the pavement
do not suffer radial displacements. Hence those nodes are composition is safe for the selected trial ultimately validat-
treated as restrained in the radial (r) direction for each trail ing the current analytical process. A sensitivity analysis
[18]. By employing the interpolation characteristics of the conducted to find the influence of the horizontal extent
elements, the modulus of elasticity and the Poisson’s ratio on the model geometry suggests that a length of seven
at the element nodes are extrapolated by using their respec- times the radius (Fig. 6) is appropriate and hence is
tive values at the Gauss integration points. Finally after adopted in present study. Also, the surface displacements
employing direct averaging technique, the strains and stres- (Fig. 4) and stress (Fig. 5) for the fine and very fine refine-
ses at the nodes of the idealized system are established. ment meshes appears to be coinciding and seems to be vir-
The nodal displacements provide information regarding tually identical, so fine mesh is selected for analysis.
the deflection suffered, which in turn helps in analyzing Effect of variation in thickness of the base layer, BL and
the phenomenon of rutting. use of different materials in base layer on conventionally
critical parameters like the horizontal tensile strains at
the bottom of BL and the vertical compressive strain at the 7.1. Fatigue criterion
top of the subgrade is observed and interpreted.
For the selected subgrade condition, the values of hori- As per the guidelines for the design of flexible pavements
zontal tensile strain at the bottom of BL for E2 = 100 MPa, (IRC: 37-2012), Fatigue criterion for 80 percent reliability
l = 0.35 as a hypothetical base material, is exceeding the level is considered for analysis. The obtained results for
allowable limit at all trial thicknesses. At every base thick- horizontal tensile strain at bottom of bituminous layer is
ness, it is observed that E2 = 300 MPa, l = 0.35 and incorporated in fatigue criteria to calculate the fatigue life
E2 = 450 MPa, l = 0.35 as a trial base material, show val- in terms of number of standard axles.
ues of all critical parameters well within the allowable limit The fatigue cracking of flexible pavements is based on
as per IRC: 37-2012. When a material property of base the horizontal tensile strain at the bottom of BL. On this
course varies from E2 = 100 MPa, l = 0.35 to criterion, the allowable number of load repetitions that
E2 = 300 MPa, l = 0.35 more than 20 percent reduction causes fatigue cracking is related to the tensile strain at
in vertical displacement is noticed, wherein from the bottom of BL. Fig. 8 gives a graphical presentation
E2 = 300 MPa, l = 0.35 to E2 = 450 MPa, l = 0.35 not of fatigue life in a number of standard axles on y-axis ver-
even a 2 percent reduction in vertical displacement is sus the thickness of the bituminous layer on x-axis for all
observed. At every trial increase in the thickness of the base trail base material.
layer and its elastic modulus, a gradual decrease in vertical
compressive strain is noticed at the top of selected 7.2. Rutting criterion
subgrade.
For the selected subgrade condition and constant base As per the guidelines for the design of flexible pavements
thickness (450 mm), variation in thickness of BL for three (IRC: 37-2012), rutting criterion for controlling rutting in
trial base layer material properties is analyzed. From the subgrade and granular layers is considered for analysis.
Fig. 6, it is observed that the value of horizontal tensile The obtained results for vertical compressive strain at top
strain for E2 = 300 MPa, l = 0.35 and for E2 = 450 MPa, of subgrade is incorporated in rutting criteria as inputs to
0.35 is safe at 200 mm and 250 mm thickness of bituminous calculate the ruttin life in terms of number of cumulative
layer. Also, it is obvious from the Fig. 7, that 100 mm and standard axles. Fig. 9 gives a graphical presentation of a
150 mm thickness of BL are not safe for the selected trials. number of cumulative standard axles on y-axis versus the
At every base thickness, it is observed that E2 = 450 MPa, thickness of the bituminous layer on x-axis for all trail base
l = 0.35 shows the values of horizontal tensile strain within material.
the allowable limit, also vertical compressive strain is
within the safe limit for all trials except at base
8. Conclusions and recommendations
E2 = 100 MPa and 100 mm BL thickness.
The computed strains are taken as input and are incor-
It is observed that number of rutting cycles increase by
porated in the fatigue and rutting criteria recommended in
4.48% with change in thickness of base layer from
Indian Road Congress (IRC: 37-2012) to estimate the
300 mm to 450 mm. However, the same increase is only
pavement life for various hypothetical conditions.
2.47% when the change in thickness is from 450 mm to
References