TRANSPORTATION RESEARCH RECORD 1577
970314 27
Triaxial Characterization of Minnesota
Road Research Project Granular Materials
NAVNEET GARG AND MARSHALL R. THOMPSON
Six granular materials were used as base and subbase materials in the flex-
ible pavement test sections for the Minnesota Road Research (Mn/ROAD)
project. Crushed/fractured particles are not allowed in aggregate classes
CL-1Fsp, CL-1Csp, CL-3sp, and CL-4sp. Ten to 15 percent crushed/frac-
tured particles are required for CL-5sp. One hundred percent crushed/
fractured particles are required for CL-6sp. A comprehensive laboratory
testing program was established to determine pertinent engineering prop-
erties of the granular materials. Rapid shear tests and repeated-load tests
were conducted to determine the shear strength parameters (friction angle
and cohesion), resilient modulus, rutting potential, stress history effects on
shear strength, and moisture susceptibility. The results from the rapid
shear tests and permanent deformation tests show that the rutting poten-
tial of a granular material can be characterized from rapid shear test at a
confining pressure of 15 psi (103.35 kPa). The rutting parameter A was a
function of the shear strength of the granular materials. The shear strength
results obtained from rapid shear tests performed at a confining pressure
of 15 psi reflect the rutting trends observed in the low-volume road test
sections at the Mn/ROAD project. Results from repeated-load tests were
used to develop the parameters for K-θ, UT-Austin, and Uzan’s models
for evaluating the resilient modulus of granular materials. The axial strain
values calculated from the resilient modulus models appear to be in good
agreement with the measured axial strain values, except for the very low
shear strength material CL-1Csp.
Unbound aggregate materials, such as crushed stone and gravel, are
used as surface layers, bases, and subbases. The load-deformation
response of unbound aggregates is an important pavement design
consideration. Both permanent and resilient deformation character-
istics are important. The shear strength of unbound materials is also
important relative to the behavior and performance of the material as
a pavement layer. Since unbound granular materials have little or no
tensile strength, shearing resistance of the material is used to develop
a load-distributing quality that greatly reduces the stresses transmit-
ted to the underlying layers. Some important factors influencing the
shear strength of untreated granular materials are gradation, mois-
ture and density, maximum particle size, amount and plasticity of
fines, particle geometric properties, and confining pressure. Upon
application of vertical load to a granular layer, deformation occurs.
The deformation includes two components: resilient (or recoverable)
deformation, and permanent (or nonrecoverable) deformation.
Over the years, the University of Illinois (U of I) has developed
and successfully used a triaxial testing procedure for characterizing
and evaluating granular materials (1). In the first phase, a triaxial
shear test is performed at a rapid shearing rate to determine the shear
strength of material. In the second phase, a specimen is subjected to
1,000 load repetitions at 45-psi (310-kPa) deviator stress and 15-psi
(103.35-kPa) confining pressure (referred to as the conditioning
stage). The second stage consists of subjecting the “conditioned”
specimen to 100 load repetitions at different stress states (described
Department of Civil Engineering, University of Illinois at Urbana-Champaign,
205 North Mathews Avenue, Urbana, Ill. 61801.
Paper No.
later) for measuring resilient modulus. In the third stage, following
resilient modulus testing, the specimen is subjected to rapid shear
test at 15-psi (103.35-kPa) confining pressure to establish the stress
history effects on shear strength.
The resilient modulus of granular materials is an important input
variable for the design of pavement structures. Statistically devel-
oped models (from laboratory test results) are used to characterize
the resilient behavior of granular materials. The K-θ model has been
the most popular model used in granular material characterization.
Even though it is a popular material, the K-θ model neglects the
important effect of shear stress and shear strain on the resilient mod-
ulus (2,3). The UT-Austin model presented by Pezo (4) predicts the
axial strain and includes in the prediction parameters the confining
pressure and the deviator stress instead of resilient modulus. Since
axial strain is the response variable in the model, the model is sta-
tistically sound because the prediction variables are independent
from the response variables.
This paper summarizes the results obtained from comprehensive
laboratory testing of the granular materials used as base and subbase
in the Minnesota Road Research (Mn/ROAD) project test sections.
Mn/ROAD is the largest and most technologically advanced research
facility in the world. The test facility is located parallel to Interstate
94 in Otsego, Minnesota. The pavement sections are designed so that
different combinations of materials, layer thicknesses, and design
details can be evaluated Rapid shear tests and repeated-load tests
were conducted to determine the shear strength parameters (friction
angle φ, and cohesion c), resilient modulus (ER), rutting potential,
stress history effects on shear strength, and moisture susceptibility.
MATERIALS TESTED
Six granular materials were used as base and subbase materials in
the flexible pavement test sections of the Mn/ROAD project. The
material specifications are given in Table 1. Crushed/fractured par-
ticles were not permitted in aggregate classes CL-1Fsp, CL-1Csp,
CL-3sp, and CL-4sp. Ten to 15 percent crushed/fractured particles
were required for CL-5sp; 100 percent crushed/fractured particles
were required for CL-6sp. The specifications for plasticity index and
liquid limit are given in Table 1. Laboratory testing showed that all
the materials are nonplastic.
TESTING PROGRAM
Specimen Preparation
Rapid shear tests and repeated-load tests were conducted on cylindri-
cal specimens 6 in. (152.4 mm) in diameter and 12 in. (304.8 mm)
28 Paper No. 970314
TABLE 1 Mn/ROAD Base and Surfacing Aggregate (SP 8680-123)
high. A split aluminum mold was used for preparing the specimens.
A 31-mil (0.787-mm-thick) neoprene membrane was placed inside
the mold. The material (aggregate mixed with the required amount of
water) was compacted in the mold in five lifts. Target moisture con-
tents and densities were selected on the basis of AASHTO T99 test
results and the field-measured values. A pneumatic vibratory com-
pactor was used for compaction. Specimen density was monitored by
measuring the compacted thickness of each lift. The final height and
density of specimen were noted after compaction. The split aluminum
mold was then removed, and a 25-mil (0.635-mm-thick) latex mem-
brane was placed on the specimen. The second membrane (latex
membrane) was required because the neoprene membrane was gen-
erally punctured while compacting the specimen. The drainage port
was left open and the test performed under drained conditions.
Testing Equipment
A Material Testing System (MTS) closed-loop electrohydraulic sys-
tem, Model 407, was used for testing. The main part of the system
consists of controller, loading frame, and hydraulic power supply.
The system is fitted with a ram capable of applying a load up to 10
kips. The ram is fitted with an internal linear variable differential
transformer (LVDT). The MTS-407 controller provides the elec-
tronics for closed-loop control and controls the system operation.
An IBM Personal Computer AT, fitted with an eight-channel Data
Translation 2801-A analog:digital (A/D) board, triggered the MTS
and recorded the data. Two external LVDTs, mounted on the top
plate of the triaxial chamber, were used to measure the displace-
ments during the resilient modulus tests. A T-bar was attached to the
loading piston that actuated the external LVDTs.
Rapid Shear Testing
A triaxial shear test performed at a rapid shearing rate is more rep-
resentative of highway loading conditions than the conventional
slow triaxial shear test (strain rate of 1 to 3 percent per minute).
Rapid shear tests were performed at confining pressures of 5, 10, 15,
20, and 30 psi (34.45, 68.9, 103.35, 137.8, and 206.7 kPa) to deter-
mine the friction angle (φ) and cohesion (c) used to define the Mohr-
Coulomb failure envelope. Deviator stress was applied at a constant
displacement rate of 1.5 in./sec (strain rate of 12.5 percent /sec,
5 percent strain in 400 msec) for a 12-in. (304.8-mm) specimen.
The Mohr-Coulomb envelope was determined by regression tech-
nique using the failure deviator stress and confining pressure. Linear
regression was performed to obtain a best fit equation of the form
σ1 = a + b p σ 3
TRANSPORTATION RESEARCH RECORD 1577
where σ1 is major principal stress and σ3 is minor principal stress.
Cohesion (c) and angle of internal friction (φ) were evaluated as
follows:
[
c = a/ 2 p b ]
φ = sin −1 [(b − 1)/(b + 1)]
Conditioned rapid shear tests evaluate the effect of stress history on
the shear strength of the material. After the completion of the
repeated-load resilient modulus sequences, the sample was subjected
to a rapid shear test at a confining pressure of 15 psi (103.35 kPa).
The peak shear strength of the unconditioned sample and that of the
conditioned sample were compared.
Repeated-Load Testing
Conditioning and Permanent Deformation Testing
Conditioning cycle data indicate rutting potential. The specimens
were conditioned for 1,000 load repetitions at a deviator stress of
45 psi (310 kPa) and a confining pressure of 15 psi (103.35 kPa)
(stress state referred to as 45/15). Some materials did not survive
conditioning at 45/15. They were then conditioned at a 30-psi
(206.7-kPa) deviator stress and 15-psi (103.35-kPa) confining
pressure (30/15). CL-1Csp was conditioned at 15/10. Permanent
deformation, resilient deformation, and applied deviator stress
measurements were made at 1, 10, 50, 100, 500, and 1,000 load
applications. The following model was used to characterize the
rutting potential:
ep% = A Nb
where N is the number of load repetitions and A is the antilog of a in
log e p % = a + b log N
where b represents the percentage of strain accumulated per log
cycle.
Resilient Modulus Testing
Specimens were subjected to various repeated triaxial stress states
less than failure. A haversine load waveform was applied [pulse
duration of 0.1 sec (10 Hz)/rest period of 0.9 sec]. After condition-
ing, modulus testing was conducted at various stress states given in
Table 2. The sample was subjected to 100 load repetitions at each
Garg and Thompson Paper No. 970314 29

TABLE 2 Stress States for Resilient Modulus Testing

Deviator Stress, σd [psi (kPa)] Confining Pressure, σ3 [psi (kPa)] No. of Load Repetitions
45 a (310) 15 a (103.35) 1,000 b
10 (68.9) 5 (34.45) 100
15 (103.35) 5 (34.45) 100
20 (137.8) 10 (68.9) 100
30 (206.7) 10 (68.9) 100
30 (206.7) 15 (103.35) 100
45 (310) 15 (103.35) 100
45 (310) 30 (206.7) 100
60 (413.4) 30 (206.7) 100
a Standard stress state for conditioning. Some materials conditioned at 30/15 and 15/10.
b Sample conditioning.

sequence (stress state). If the difference between the modulus val- • Group 2: peak deviator stress between 60 psi and 120 (413.4
ues at the 50th and 100th load repetition was more than 5 percent, and 826.8 kPa); CL-1Fsp, CL-3sp, CL-4sp, CL-5sp.
the sequence was repeated. • Group 1: peak deviator stress higher than 120 psi (826.8 kPa);
The resilient modulus for each stress state was evaluated as follows: CL-6sp.

Er = σ d /e r Variable moisture sensitivity was observed Materials CL-1Csp

and CL-1Fsp were most sensitive. CL-1Csp and CL-1Fsp could
where not be tested at higher moisture contents because of difficulties
encountered during specimen preparation. For CL-3sp, a change
Er = resilient modulus (psi),
in moisture content from 8 to 6.8 percent resulted in no change in
σd = applied deviator stress (psi), and
the friction angle. However, a reduction in peak deviator stress
er = resilient (recoverable) strain.
from 115 to 94 psi (792.35 to 647.66 kPa) was observed. For
CL-4sp, a reduction in moisture content from 9.4 to 7.9 percent
resulted in a 45 percent increase in the friction angle. The increase
LABORATORY TEST RESULTS in peak deviator stress at 15-psi (103.35-kPa) confining pressure
was 17 percent. For CL-5sp, when the moisture was reduced from
Rapid Shear Testing 7.7 to 6.8 percent, the friction angle increased from 39 to
43 degrees (10 percent increase) and peak deviator stress increased
A summary of the rapid shear test results is given in Table 3. Figure by 42 percent. For CL-6sp, an increase in moisture content from
1 shows the peak deviator stress achieved at a confining pressure of 5.3 to 6.3 percent resulted in a decrease in the friction angle from
15 psi (103.35 kPa) for different materials. Materials CL-1Csp and 51 to 47 degrees. No change was observed in the peak deviator
CL-1Fsp were not tested at higher moisture contents because of the stress at 15 psi confining pressure.
difficulty in preparing specimens. Considering the results from rapid
shear tests at confining pressure of 15 psi, materials can be placed
into three groups: Permanent Deformation Testing

• Group 3: peak deviator stress less than 60 psi (413.4 kPa); Specimens were subjected to a repeated-load deviator stress of
CL-1Csp. 45 psi (310 kPa) and a confining pressure of 15 psi (103.35 kPa),

TABLE 3 Results from Rapid Shear Testing on Mn/ROAD Granular Materials

30 Paper No. 970314
FIGURE 1 Rapid shear test results for confining pressure of 15 psi.
for 1,000 load repetitions. This stress state is referred to as 45/15.
Some specimens did not survive conditioning at 45/15 and were
conditioned at lower stress state. Material CL-1F was conditioned
at 30/15. Material CL-1C showed the highest rutting potential and
was conditioned at 15/10. Table 4 gives the A and b values (in the
model ep % = A N b) for different materials at different moisture and
density levels. Higher A and b values represent increased rutting
potential.
Resilient Modulus Testing
Resilient modulus test data were used to develop K and n param-
eters for the K-θ model. Table 5 gives the K and n values for
materials tested. The following relationship (5) was established
between K and n:
log K = 3.996 − 0.0893 p n R 2 = 0.81
The K-n relationships obtained by Rada and Witczak (5) and U of I
are shown in Figure 2. The results of the Rada and Witczak study
came from a broad data base and various testing procedures.
TRANSPORTATION RESEARCH RECORD 1577
DISCUSSION OF LABORATORY TEST RESULTS
Rapid Shear and Permanent Deformation Tests
The materials that developed at least 90-psi (620.1-kPa) deviator
stress at 2 percent axial strain, survived conditioning at 45-psi
(310-kPa) deviator stress and 15-psi (103.35-kPa) confining pres-
sure. Parameter A is a function of deviator stress at 1 percent axial
strain obtained from the rapid shear tests conducted at the confining
pressure of 15 psi (103.35 kPa). The relation is
A = 1.10386 − 0.007911 p σ d1% R2 = 0.97
where σd 1% is the deviator stress in pounds per square inch at 1 per-
cent axial strain. Figure 3 shows parameter A as a function of devi-
ator stress at 1 percent axial strain. The b parameter generally varies
within fairly narrow limits (0.1– 0.2)(6–8). For specimens condi-
tioned at 45/15, the b values ranged from 0.08 to 0.24 (Table 4). For
low-shear-strength materials (conditioned at 30/15 and 15/10), the
b values were in the 0.31–0.45 range.
For materials conditioned at 45/15, an attempt was made to
develop a correlation between b and the shear strength of material.
The correlation is
Garg and Thompson
TABLE 4 Results from Permanent Deformation Testing on Mn/ROAD Granular Materials
b = 0.6205 − 2.6916 p log(σ d 2% ) + 3.0172 p log(σ d 3% )
− 0.5905 p log(σ d 4% ) R 2 = 0.996
where σd 2%, σd 3%, and σd 4% are deviator stresses in pounds per
square inch at 2, 3, and 4 percent axial strains. Even though the R2
value for the correlation is very high, the 3.0172 * log(σd 3%) term
defies the engineering logic that rutting potential decreases with
increase in shear strength. Several other combinations of more than
one “stress term” were tried. There was always some “term” in the
regression equation that indicated “increased rutting” with increase
in shear strength.
If only Materials CL-3sp and CL-4sp (no crushed/fractured
particles) are considered, the following regression equation is
obtained:
b = 0.5987 − 0.00616 p σ d1% R2 = 0.99
where σd 1% is the deviator stress at 1 percent axial strain.
A similar relationship could not be developed for materials with
crushed/fractured particles (CL-5sp, CL-6sp), as only CL-6sp
(100 percent crushed/fractured particles) survived conditioning at
45/15. Material CL-5sp (15 percent crushed/fractured particles)
developed a peak shear strength of 115 psi (792.35 kPa) at 15-psi
TABLE 5 Results from Resilient Modulus Testing
Paper No. 970314 31
(103.35-kPa) confining pressure; still the specimen failed during
conditioning at 45/15 because the deviator stress developed at
2 percent axial strain was less than 90 psi (620.1 kPa).
It is apparent that there are no clear, overall, and comprehensive
relations for estimating the b term. A is the dominant term in the
relationship ep % = A N b and can be estimated accurately from the
rapid shear test results performed at 15-psi (103.35-kPa) confining
pressure.
Resilient Modulus Tests
The resilient modulus test data were used to develop parameters for
three (K-θ, UT-Austin, Uzan) granular material resilient modulus
models. These models are used to estimate the resilient modulus of
granular material as a function of stress state
K-θ Model
Linear regression was performed to obtain a best fit equation of the
form
ER = a + n log(θ)
32 Paper No. 970314 TRANSPORTATION RESEARCH RECORD 1577

FIGURE 2 Relationship between resilient modulus parameters K and n.

where ER = a + K 4 p log(θ) + K 5 p log(σ d )

θ = bulk stress (σ1 + 2 * σ3),
σ1 = major principal stress, and where θ is the bulk stress and σd is the deviator stress. The response
σ3 = minor principal stress. was transformed into the following model:
The response was transformed into the following model:
ER = K 3 p log θ K 4 p σ dK 5
ER = K p θ n

where K3 is the antilog of a. The values of K3, K4, and K5 for dif-
where K is the antilog of a. The stress sensitivity is depicted by n. The
ferent materials tested are given in Table 5.
K and n parameters for different materials tested are given in Table 5.

Uzan’s Model UT-Austin Model

Linear regression was performed to obtain a best-fit equation of Linear regression was performed to obtain a best-fit equation of
the form the form

FIGURE 3 Rutting model parameter A as function of deviator stress.

Garg and Thompson
log e a = a + K 7 p log (σ d ) + K 8 p log (σ 3 )
where
ei = measured resilient axial strain,
σd = deviator stress, and
σ3 = minor principal stress.
The response was transformed into the following model:
ER = N 6 [σ dN 7 ][σ 3N 8 ]
where
N6 = 10 2a,
N7 = 1 – K 7, and
N8 = –K8.
The values of N6, N 7, and N8 for different materials are given in
Table 5.
The R 2 values for the UT-Austin model were comparatively
higher than for the K-θ model and Uzan’s model. The axial strains
were calculated from the estimated modulus values from the three
models and were compared with the measured axial strains and
resilient modulus values. The axial strain values calculated from the
resilient modulus models were in good agreement with the mea-
sured axial strain values, except for the very low shear strength
material CL-1Csp. Figures 4 and 5 show the resilient modulus–axial
strain relationship for CL-1Csp and CL-6sp, respectively.
FIGURE 4 Axial strain–resilient modulus relationship for CL-1Csp.
Paper No. 970314 33
LABORATORY SHEAR STRENGTH RESULTS AND
OBSERVED RUTTING IN FIELD
The low-volume road test sections at Mn/ROAD are loaded by a
five-axle tractor-trailer. In one lane, the tractor-trailer is loaded to
80,000-lb (16-kip drive axle, 32-kip dual tandems on the trailer,
100-psi tire pressure). In the other lane, the tractor-trailer travels in
the opposite direction loaded to 102,500 lb (13.2-kip drive axle,
41.5-kip front dual tandems on the trailer, 47.8-kip rear dual tandem
on the trailer, 100-psi tire pressure). The number of equivalent
single-axle loads (ESALs) corresponding to each pass of the tractor-
trailer is presented in Table 6 (per The Mn/ROAD data base). Table
6 gives the Mn/ROAD low-volume road test sections and the gran-
ular materials used. The unsurfaced test sections Cell 33 (LVR-A1)
and Cell 35 (LVR-A3) experienced severe rutting in the first few
weeks of trafficking. Severe washboarding and corrugations
occurred in Cell 35. The results from rapid shear tests showed
CL-1Csp to be material of very low shear strength (50 psi, Table 3),
compared with 100-psi (689-kPa) tire pressure, and to have very
high moisture susceptibility. Even though CL-1Fsp achieved a peak
deviator stress of 87 psi (599.43 kPa) at 15-psi (103.35-kPa) con-
fining pressure (Table 3), the material did not perform well in the
field because of high moisture susceptibility (discussed earlier). The
poor performance of test sections LVR-A1 and LVR-A3 was pre-
dicted after rapid shear and permanent deformation tests were con-
ducted in the laboratory. Test sections LVR-A1 and LVR-A4
(CL-1Csp granular material) experienced higher rutting than test
34 Paper No. 970314
FIGURE 5 Axial strain–resilient modulus relationship for CL-6sp.
sections LVR-A3 and LVR-A2 (CL-1Fsp granular material),
respectively, as predicted by the laboratory tests.
Figure 6 shows the rut depth measurements on the lane loaded
by an 80,000 lb tractor-trailer. The 80,000-lb lane had experienced
16,553 passes (38,700 ESALs) of the tractor-trailer. The results
from rapid shear tests reflect the rutting trends observed in the
field, except for test section LVR-F11 (Cell 27), which experi-
enced higher rutting than expected. Similar trends were observed
(Figure 7) on the lane trafficked by the tractor-trailer loaded to
102,500 lb. The 102,500-lb lane had experienced 5,812 passes
(40,000 ESALs) of tractor-trailer.
TABLE 6 Low-Volume Road Test Sections at Mn/ROAD Project
TRANSPORTATION RESEARCH RECORD 1577
The following model was used to characterize rutting in the test
sections:
RD = A′N B
where RD is rut depth in inches and N is the number of tractor-trailer
passes. (In Table 7, when the parameters A′ and B are evaluated using
number of passes, N in the preceding equation is the number of
passes of the tractor-trailer, and when the parameters A′ and B are
evaluated using number of ESALs, N in the equation is the number
of ESALs.) The A′ and B values for test sections are summarized in
Garg and Thompson
FIGURE 6 Rut depth measurements on LVR Mn/ROAD test sections on 80,000-lb lane.
Table 7. Table 7 gives the rut depths measured on July 22, 1996.
This is the last set of useful rut depth data on the LVR test sections
because the rut depth profiles were disturbed by the trucks carrying
material for the rehabilitation of aggregate test sections. The lane
with 80-kip loading experienced higher rutting than the 102.5-kip
lane. No particular trends were observed in the A′ and B values for
the 80 and 102.5-kip lanes.
Except for Cell 31, the A′ values were lower for the 102.5-kip
lane. For Cell 31, the A′ value was higher and the B value was lower
for the 102.5-kip lane.
Rutting can occur in the asphalt concrete surface, granular base,
and subgrade. Khedr (9) showed that the rutting parameter Aa (in the
model ep /N = Aa * N–m) is a function of the resilient modulus and the
applied stress. A study conducted at University of Minnesota (10)
on the Mn/ROAD asphalt concrete mixes showed that all the three
mixes (35, 50, and 75-blow) had similar modulus values. Therefore,
the asphalt concrete mixes should show similar rutting trends.
FIGURE 7 Rut depth measurements on LVR Mn/ROAD test sections on 102,500-lb lane.
Paper No. 970314 35
Analysis of falling weight deflectometer (FWD) tests showed that
the backcalculated subgrade “breakpoint” modulus (ERi) values
were similar for all the test sections. The trends observed for the
parameter A from laboratory tests on granular bases reflect the
trends for parameter A from the field results. This suggests that the
rutting is probably occurring in the granular base layer. Recent
Mn/ROAD staff trenching studies in the aggregate test sections
showed that the rutting was primarily in the granular base and not in
the subgrade.
CONCLUSIONS
Laboratory test results on granular materials used in the Mn/ROAD
low-volume road test sections have been presented. The results
from the rapid shear tests and permanent deformation tests show
that the rutting potential of a granular material can be characterized
36 Paper No. 970314
TABLE 7 Results from Rut Depth Measurements at Mn/ROAD Test Sections
from rapid shear test at a confining pressure of 15 psi (103.35 kPa).
The stress-strain curve from the rapid shear test is used to predict
the rutting potential. Granular material that achieves at least 90-psi
(620.1-kPa) deviator stress at a confining pressure of 15 psi, dis-
plays a low rutting potential The shear strength results obtained
from rapid shear tests performed at a confining pressure of 15 psi
appear to reflect the rutting trends observed in the low-volume road
test sections at the Mn/ROAD project.
Results from repeated-load testing were used to develop the pa-
rameters for K-θ, UT-Austin, and Uzan models for characterizing
the resilient modulus. The estimated axial strain and resilient
modulus values from the three models are in good agreement with
the measured values. Less agreement between the measured and
estimated axial strain and resilient modulus values was noted for
CL-1Csp (poor-quality, very low shear strength material).
The aggregate layer in pavement must possess enough shear
strength and rutting resistance (for a given asphalt concrete thick-
ness) to minimize rutting within the layer. Adequate asphalt con-
crete and granular layer thicknesses must be provided to protect the
subgrade. This paper demonstrates that rapid shear and repeated-
load triaxial testing can be used to predict and rank the permanent
deformation behavior of granular materials.
ACKNOWLEDGMENTS
This paper was sponsored by the Illinois Department of Trans-
portation (IDOT) Division of Highways as part of a cooperative
effort between the Minnesota Department of Transportation
(Mn/DOT), IDOT, and the Department of Civil Engineering, Uni-
versity of Illinois at Urbana-Champaign, to provide broad utiliza-
tion of the data obtained from the Mn/ROAD project. The
cooperation is facilitated through a memorandum of understanding
between Mn/DOT and IDOT. The generous cooperation and help of
the MnROAD staff are acknowledged, particularly the efforts of
Thomas Burnham, David Palmquist, and David Van Deusen.
TRANSPORTATION RESEARCH RECORD 1577
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The contents of this paper reflect the views of the authors, who are respon-
sible for the facts and accuracy of the data presented. The contents do not
necessarily reflect the official views or policies of IDOT or Mn/DOT. This
paper does not constitute a standard, specification, or regulation.
Publication of this paper sponsored by Committee on Mineral Aggregates.