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Behavior of Flexible Pavements on Expansive Soils

Article  in  Journal of Transportation Engineering · December 2012

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Larbi Tebessi University, Tebessa, Algeria
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 Behavior of Flexible Pavements on Expansive Soils

Adel Djellali,1 Abdelhafid Ounis2, Behrooz Saghafi3,

Received: 2012.08.22 Accepted: 2012.12.11

Abstract
This investigation discusses the findings on analysis results of a pavement structure constructed on a relatively ex-
pansive material consisting mainly of brown clayey silt in Tebessa, Algeria. Cores were taken to laboratory from a
piece of roadwork. Remolded samples were taken from subgrade of a deteriorated road. The soils were generally
found to be of medium plasticity and of a medium to high expansion potential. Oedometer test for free swell indicated
a constant volume pressure that produced stress in excess of 350 kN/m2. The following involves description of the
behavioral characteristics of expansive soil as it relates to flexible pavements. Computer code Plaxis 8.2 was used for
numerical simulation to check the behavior of structure pavement with three models in pavement structure, and free
expansion test was performed to calibrate the soil subgrade with Soft-Soil Model. The results showed that the com-
bined model Mohr-Coulomb in the pavement structure and the Soft-Soil in subgrade accord perfectly with deforma-
tions taken on the existing pavement. To stabilize the swelling character of subgrade, an adequate surcharge pressure
is used according to the procedure described in the paper. It showed that after 9 months, the deformations have been
stabilized at -0.007 m without any cracks in the pavement.

Keywords: Flexible pavements, expansive subgrades, soil calibration, Oedometer test, soil behavior, finite element
method

Corresponding author: E-mail: adel1830@yahoo.fr

1- Civil Engineering and Hydraulic Department, University of Mohamed Khider, Biskra, Algeria.
2- Civil Engineering and Hydraulic Department, University of Mohamed Khider, Biskra, Algeria.
3- Tarahan Parseh Transportation Research Institute,Tehran, Iran.
International Journal of Transportation Engineering,
1 Vol.1/ No.1/ Winter 2012
 Behavior of Flexible Pavements on Expansive Soils
1. Introduction
Pavements on expansive soils are common in many
parts of the world, particularly in semi-arid regions.
Such soils are generally unsaturated and contain a
large amount of clay. Expansion of the clayey soils,
containing smectites or illites in varying quantities,
is the root cause of numerous distresses in buildings
and large structures [Baheddi et al., 2007]. In the pres-
ence of water after a dry state, these soils undergo a
significant volume change. The volume change of ex-
pansive soils is primarily due to the hydration of the
clay minerals or more precisely, the adsorption of water
molecules to the exterior and interior surfaces of clay
mineral to balance the inherent change deficiency of
the particle [Snethen et al., 1975]. Conversely, if the
soil is parched, it undergoes a reduction in volume,
i.e. shrinkage takes place, which leads to the develop-
ment of network cracks of polygonal shapes. These are
manifested by intense degradation of pavements and
surrounding grounds. The losses due to extensive dam-
age to highways running over expansive soil subgrades
are estimated to be in billions of dollars all over the
world [Prasad et al., 2010; Jones and Holtz, 1973]. Var-
ious remedial measures like soil replacement [Snethen
et al., 1975], pre-wetting [SubbaRao and Satyadas,
1980], moisture control [Marienfeld and Baker, 1999]
and lime stabilization [Thompson and Robnett, 1976]
have been practiced with varying degrees of success.
However, these techniques suffer from certain limita-
tions with respect to their adaptability , like longer time
periods required for pre-wetting the highly plastic clays
[Steinberg, 1977; Felt, 1953], difficulties in construct-
ing the ideal moisture barriers [Snethen et al., 1975],
pulverization and mixing problems in case of lime sta-
bilization [Ramana Murty, 1998], high cost for hauling
suitable re-fill materials for soil replacement purposes
[Chen, 1988; Snethen et al., 1975], geogrids reinforce-
ment [Gupta et al., 2008], polymer grid reinforcement
[Miura et al., 2003], geosynthetic reinforcement [Zorn-
berg and Gupta, 2009] and polymer grid [Miura et al.,
2003].
The problem is further exacerbated when the sub-
grade is expansible. Even if the pavement is correctly
designed, the swelling character of the subgrade goes
to distort all predictions. It is well known that larger
International Journal of Transportation Engineering,
Vol.1/ No.1/ Winter 2012
2
stresses can be created when volume change of a mate-
rial occurs. The stresses reflect in the form of crack-
ing, heaving and settlement of highway pavements.
Therefore, a significant increase in the costs of routine
maintenance, rehabilitation and even reconstruction of
the deteriorated pavements will be forced to the road
authorities [Hyunwook and William, 2009]. The crack-
ing phenomenon can occur through volumetric changes
under changing moisture conditions in expansive sub-
grades. These volumetric deformations usually result
in differential movements of flexible pavements resting
on the expansive subgrade. Consequently, structural
damages could happen if no special measures have al-
ready been taken during the design process [Ayman,
2007].
The method used for pavement design in Algeria is
known as the catalog structure and is based on the
French Method that uses the elastic Burmister’s model
for a multi-layer, semi-infinite structure. It assumes a
semi-analytical, stress-based field where deformations
are calculated for when pavement is subjected to very
heavy traffic. However, in the case of flexible pave-
ment over expansive soils, subjected to high gradients
of volume change, the method does not take into ac-
count such an effect in predicting pavement behavior.
Literature reveals that several locations in Tebessa, Al-
geria, are made of expansive soils causing pavement
deteriorations. As a part of road network maintenance,
rehabilitation methods have been developed specifi-
cally for the flexible pavements of a National Highway
(N10), which has suffered from severe degradation in
its structural integrity. The geotechnical records of N10
show that it was constructed on expansive subgrades.
Totally, 31 soil samples were taken, 10 of which were
cored and 21 were from wells. The results of labora-
tory test classified these soils of having medium to high
expansion potentials. Plaxis 8.2 software package with
its linear elastic, Mohr Coulomb and soft soil models
were used to predict soil variations and the surcharge
pressure was used to stabilize the heave of the pave-
ment structure.
2. Location of the Study Area
Flexible pavement on expansive soils is generally com-
mon in Tebessa, Algeria. The city consists of a col-
 Adel Djellali, Abdelhafid Ounis, Behrooz Saghafi
lapsed basin surrounded by mountains, with an average LL and plastic limit PL – showed that these soils were
altitude of 800 to 1600 m above mean sea level. The inorganic clay with medium to high plasticity. Anoth-
city is bounded from north by the city of Souk-Ahras, er classification with [Dakshanamanthy and Raman,
from south by El’Oued, from east by the Tunisian bor- 1973] – based on same parameter of Casagrande chart
der and from west by two cities Oum El-Bouaghi and for the expansion potential – showed that the expansion
Khenchella, with an area of 21,000 km2. The 4.5 km potential of the soils was medium to high (Figure 2).
long highway commences at the intersection of N10 In addition to the routine characterization testing, the
and N82 (El Kouif Road) and ends at the intersection X-ray diffraction (XRD) technique was used to ob-
of the N16 (El Malabiod road) and road of Bekkaria, tain semi-quantitative mineralogical composition and
with an average altitude between 814 and 842 meters chemical analysis [Saad and Aiban, 2006]. PANalytical
above mean sea level (Figure 1). X’Pert PROX-Ray Diffractometer (Type MPD) was
used to obtain the data. These XRD micrographs viv-
3. Classification and Soil Profile at the Test idly confirmed that soils were marly clays with 64% of
Site calcite and 35% of aluminosilicate (Figure 3).
As a part of enhancing the mechanical behavior of Na-
tional Highway N10, a soil-testing program was set up 4. Calibration of Oedometer Test for Free
to test 10 trials of the samples cored 6 m deep and 21 Swell
wells of 2 to Flexible
3 m deep pavement on expansive
using a shovel. The purpose soils One-dimensional
is generally common in Tebessa,forAlgeria.
tests are instrumentals predictingThe
city consists of a collapsed basin surrounded
was to establish the geological profile of the site and by mountains, with an average altitude
the compressibility, collapse and expansion potential of 800 to
1600that
to ensure m above mean
there were seaintact
enough level.andThe city is bounded
disturbed of soilsfrom
[Saad north by the
and Aiban, city
2006]. of Souk-Ahras,
A geotechnical inves-
from
samples forsouth by El'Oued,
laboratory from
testing. Visual east ofbywells
analyses the Tunisian border
tigation companyandissued
fromthewest by twoofcities
permission OumEl-
extracting
and Bouaghi
core samples and Khenchella,
revealed with
the presence an area
of marly clay,of 21,000 km2. The
undisturbed 4.5from
samples km thelong highway
depths of 0.3 – commences
3.0 m and
at the
clayey intersection
silt and marl. Tableof N10 and
1 shows N82 (El Kouif road)
the geotechnical and
3.0 – 6.0 ends
m for at thetest
oedometer intersection
for free swell.of the N16
(El Malabiod road) and road of Bekkaria, with an average altitude between 814 and 842
characteristics of the samples. Classification by Casa-
meters
grande above mean
chart (Atterberg sea– based
Limits) levelon(Fig.1).
liquid limit Test results were used in a calibrated soft soil model

DETERIORATED
ROAD

FigureFigure
1. Satellite view of Tebessa
1.Satellite view ofwith indication
Tebessa withofindication
the modeledofarea
the(After: Google
modelled Map
area Service) map).
(Google

3. Classification and soil profile at3the test site

International Journal of Transportation Engineering,
Vol.1/ No.1/ Winter 2012

As a part of enhancing the mechanical behavior of National Highway N10, a soil

testing program was set up to test 10 trials of the samples cored 6 m deep and 21 wells of 2 to
 Behavior of Flexible Pavements on Expansive Soils
Table 1. Basic geotechnical and swelling characteristics of the samples.
Table
Table 1.
1. Basic
Basic geotechnical
geotechnical and swelling characteristics
and swelling of the
characteristics of the samples
samples.
Sample Depth (m) elements Moisture Dry Wet Liquid Plasticity MB Caco3 Swell
Sample
N° Depth (m) elements
<0.08mm Moisture
content, Dry γ
density Wet γ
density Liquid Plasticity
index, MB
cm3
/g Caco3
% Swell
pressure
d h limit,
N° <0.08mm
% content,
W% density
kN/m33γd density
kN/m33γh limit, index, cm3/g % pressure
kN/m2
LL% PI%
% W% kN/m kN/m LL% PI% kN/m2

1 1.18-2.00 93.4 19.36 1.56 1.82 63 38 7.3 48.38 -

12 1.18-2.00
1.30-2.00 93.4
92.4 19.36
19.26 1.56
1.56 1.82
1.84 63
64 38
36 7.3
7.8 48.38
51.38 --
23 1.30-2.00
0.25-2.00 92.4
92.4 19.26
18.36 1.56
1.56 1.84
1.86 64
64 36
37 7.8
7.8 51.38
48.36 --
3 0.25-2.00 92.4 18.36 1.56 1.86 64 37 7.8 48.36 -
4 0.30-2.00 98 14.26 1.52 1.82 62 36 7.2 49.38 -
4 0.30-2.00 98 14.26 1.52 1.82 62 36 7.2 49.38 -
5 0.30-2.10 92 12.89 1.70 1.86 52 32 7.1 59.38 -
56 0.30-2.10
0.30-2.00 92
93.6 12.89
8.37 1.70
1.49 1.86
1.64 52
34 32
16 7.1
2.0 59.38
73.55 --
67 0.30-2.00
0.20-2.00 93.6
97.6 8.37
12.82 1.49
1.71 1.64
1.88 34
50 16
30 2.0
7.1 73.55
60.26 --
78 0.20-2.00
0.20-3.00 97.6
97.6 12.82
12.71 1.71
1.70 1.88
1.89 50
51 30
31 7.1
7.0 60.26
60.00 --
89 0.20-3.00
0.30-3.00 97.6
97.2 12.71
12.84 1.70
1.72 1.89
1.87 51
48 31
32 7.0
6.9 60.00
59.38 --
9
10 0.30-3.00
0.20-1.50 97.2
96.4 12.84
12.6 1.72
1.70 1.87
1.86 48
52 32
32 6.9
7.18 59.38
46.28 --
10 0.20-1.50 96.4 12.6 1.70 1.86 52 32 7.18 46.28 --
11
11
12
0.70-2.30
0.70-2.30
0.25-1.50
97.6
97.6
95.6
18.33
18.33
12.76
InInaddition
1.47
1.47
1.70
addition
1.75
1.75
1.86
totothe
theroutine
routine
65
65
50
characterization
39
39
30
7.17
characterization
7.17
7.2
testing,
46.15
testing,
46.15
59.36
theX-ray
the X-ray
-- diffraction(X
diffraction (X
12
13 0.25-1.50
0.25-2.00 95.6
97.2 12.76
12.36 technique
technique
1.70 was used
1.71 was used1.86 to obtain
1.88 to obtain 50 semi-quantitative
51 semi-quantitative
30
32 7.2 mineralogical
7.0mineralogical
59.36
58.86 composition
composition
-- and chc
and
13 0.25-2.00 97.2 12.36 1.71 1.88 51 32 7.0 58.86 --
14
14
0.30-2.00
0.30-2.00
96.8
96.8
12.38
12.38
analysis
analysis1.72
1.72
(Saadand
(Saad and
1.90
1.90
Aiban,2006).
Aiban, 2006).We
50
50
We31
31
haveused
have used
7.26
7.26
PANalytical
PANalytical
59.42
59.42
X’Pert
X’Pert
--
PROX-Ray
PROX-Ray
15 0.30-2.00 97.4 13.34 1.72 1.91 52 33 6.82 64.36
15
16 0.30-2.00
0.30-3.00 97.4
97.2 13.34
12.89
Diffractometer
Diffractometer
1.72
1.73
(Type
(Type
1.91
1.99
MPD)
MPD) 52
58
to
to obtain
obtain
33
36
the
the data.
data.
6.82
6.84
These
These XRD
XRD
64.36
47.26
micrographs
micrographs
--
vividlyc
vividly
16
17 0.30-3.00
0.20-3.00 97.2
96.8 12.89 that soils
1.73
that soils
15.85 1.70 are marly
are marly1.99
1.98 clays with
clays with58
59 64% of
36
38 calcite and
6.84
64% of38calcite6.83
and 35%
6.83 35%
47.26
45.38of aluminosilicate
-
of aluminosilicate
- (Figs.3
(Figs.
17
18 0.20-3.00
0.40-2.00 96.8
96.8 15.85
14.25 1.70
1.72 1.98
1.96 59
58 37 6.26 45.38
46.34 --
18
19 0.40-2.00
0.40-3.00 96.8
96.6 14.25
12.65 1.72
1.71 1.96
1.93 58
47 37
28 6.26
5.67 46.34
44.62 --
19
20 0.40-3.00
0.70-1.40 96.6
45.18 12.65
14.5 1.71
1.72 11.93
.95 47
34 28
14 5.67
4.5 44.62
61.48 --
20
21 0.70-1.40
0.68-1.00 45.18
98.25 14.5
18.6 1.72
1.66 11.97
.95 34
52 14
30 4.5
6.5 61.48
44.44 --
21 0.68-1.00 98.25 18.6 1.66 1.97 52 30 6.5 44.44 -
22 0.50-6.00 91.6 27.66 1.48 1.89 50 31 4.11 49.61 200
22
23 0.50-6.00
0.70-2.50 91.6
97.8 27.66
17.53 1.48
1.71 1.89
2.01 50
56 31
36 4.11
6.3 49.61
53.48 200
240
23
24 0.70-2.50
0.50-3.00 97.8
98 17.53
17.24 1.71
1.70 2.01
2.01 56
53 36
31 6.3
3.95 53.48
63.33 240
280
24
25 0.50-3.00
0.40-4.00 98
93.8 17.24
19.39 1.70
1.63 2.01
1.99 53
59 31
42 3.95
7.8 63.33
42.76 280
350
25
26 0.40-4.00
0.50-5.00 93.8
92.4 19.39
26.60 1.63
1.47 1.99
1.86 59
58 42
37 7.8
7.14 42.76
45.59 350
300
26
27 0.50-5.00
0.60-5.50 92.4
93.4 26.60
19.83 1.47
1.70 1.86
2.03 58
41 37
40 7.14
7.3 45.59
48.78 300
340
27
28 0.60-5.50
0.40-2.40 93.4
92.6 19.83
19.84 1.70
1.56 2.03
1.86 41
51 40
33 7.3
7.8 48.78
40.00 340
320
28
29 0.40-2.40
0.40-3.00 92.6
93.8 19.84
27.72 1.56
1.56 1.86
1.95 51
52 33
33 7.8
5.9 40.00
62.20 320
175
29 0.40-3.00 93.8 27.72 1.56 1.95 52 33 5.9 62.20 175
30 0.50-5.00 98.6 17.74 1.58 1.85 46 30 6.0 50.00 240
30 0.50-5.00 98.6 17.74 1.58 1.85 46 30 6.0 50.00 240
31 0.70-6.00 98.6 23.06 1.60 2.04 53 35 6.1 53.97 240
31 0.70-6.00 98.6 23.06 1.60 2.04 53 35 6.1 53.97 240

Figure3.(a).XRD
Figure 3.(a).XRDresult
resultofofsample
samplen°15
n°15(bleu:
(bleu:calcite,
calcite,red:
red: Figure3.(b).
Figure 3.(b).XRD
XRDresult
resultofofsample
samplen°2
n°
silica,green:
silica, green:alumina)
alumina) silica,green:
silica, green:alumina
alumi

4.4.Calibration
Calibrationofofoedometer
oedometertest
testfor
forfree
freeswell
swell
One-dimensionaltests
One-dimensional testsare
areinstrumentals
instrumentalsforforpredicting
predictingthe
thecompressibility
compressibilit
andexpansion
and expansionpotential
potentialofofsoils
soils(Saad
(Saadand
andAiban,
Aiban,2006).
2006).AAgeotechnical
geotechnicalinvestiga
investig
companyissued
company issuedthe
thepermission
permissionofofextracting
extractingundisturbed
undisturbedsamples
samplesfrom
fromthe
thedepths
depth
3.0mmand
3.0 and3.0
3.0––6.0
6.0mmfor
foroedometer
oedometertesttestfor
forfree
freeswell.
swell.

Theresults
The resultsofoftesting
testingwere
wereused usedininaacalibrated
calibratedsoft
softsoilsoilmodel
modelprogrammed
programmedinincom co
Figure 2.Classification of subgrade soils8.2.
as Plaxis of Tebessa,
With based on Dakshanamanthy
respect to the geometryandof
Raman (1973)
the test, oedometer cellisissimulated
simulate
as Plaxis 8.2. With respect to the geometry of the test, oedometer cell
programmed in computer
Figure code Plaxis
2.Classification plane
plane
8.2. With
of subgrade
Figure 2.Classification of subgrade
strain
strain
respect
soils model based
soils ofmodel
Tebessa,by
of Tebessa, by
was
basedelements
elements
toonreach containing
containing
as closely as
Dakshanamanthy
on Dakshanamanthy
and
and
15
15 nodes.
nodes.
possible
Raman
Raman
For
toFor
(1973)
(1973)
10trials
the10
real trialsofofswelling
param- swellingpres pre
to the geometry of the test, oedometer cell intention
intention was to
was to reach
is simulated reach as closely
as closely
eters as possible
as possible
seen in site. to the
to thegiven
Initial values real parameters
real parameters
to the soil pa- seen in site. InIn
seen in site.
33 33
using a plane strain model by elements given
given totothe
containing the15 soilparameters
soil 4parameters
rameters were
were =18.3kN/m
weren=18.3
n=18.3 kN/m,, ,sat
kN/m 3 =21.1kN/m
sat=21.1
=21.1 kN/mand
kN/m 3 andpermeabili
and permeabil
4
nodes. For 10 trials of swelling pressure, m/day
m/day in undrained conditions.
in undrained conditions.
the intention Shear
permeability Shear
of 0.001 strength
strength
m/day in parameters
parameters
no drained werewere taken directly
taken directly from
conditions. fro
2 2
test(direct
test (directshear
sheartest)
test)which
whichreleased
releasedφ=8°φ=8°and andC=75C=75kN/m kN/m with withaadilatancy
dilatancyang an
Oedometer
International Journal of Transportation Oedometer  parameters
Engineering, parameters are taken directly from the oedometer test
are taken directly from the oedometer test results, the mod results, the mo
4  
Vol.1/ No.1/ Winter 2012 compressionindex
compression index   Cc/2.3(1+e)=0.036and
 Cc/2.3(1+e)=0.036 andthe themodified
modifiedswelling
swellingindexindex
(1+e)==0.035.
(1+e) 0.035.VoidVoidratio
ratiowaswase=0.47.
e=0.47.
 In addition to the routine characterization testing, the X-ray diffraction (XRD)
technique was used to obtain semi-quantitative mineralogical composition and chemical
analysis (Saad and Aiban, 2006). We have used PANalytical X’Pert PROX-Ray
Diffractometer (Type MPD) to obtain the data. These XRD micrographs vividly confirmed
that soils are marly clays with
Adel 64% of
Djellali, calcite andOunis,
Abdelhafid 35% of aluminosilicate
Behrooz Saghafi (Figs. 3).

XRD result of sample n°15 (bleu: calcite, red: Figure 3.(b). XRD result of sample n°29 (bleu: calcite, red:
silica, green: alumina)
3.(b). XRD result of sample n°29 (bleu: calcite, red: silica, green: alumina)
Figure 3(b). XRD result of sample
silica, green: alumina) n°29 (blue: calcite, red: silica,
libration of oedometer test for free swell green: alumina)
ll
One-dimensional tests are instrumentals for predicting the compressibility, collapse
pansion
dicting thepotential of soils (Saad
compressibility, and Aiban, 2006). A geotechnical investigation
collapse
any
). Aissued the permission
geotechnical of extracting undisturbed samples from the depths of 0.3 –
investigation
andsamples
ed 3.0 – 6.0 m for
from theoedometer test–for free swell.
depths of 0.3

sults of testing were used in a calibrated soft soil model programmed in computer code
xis 8.2. With Figure 3.(a).XRD
respect to result of sample of then°15 test,(bleu: calcite, red: Figure 3.(b).usingXRD a result of sample n°29 (bleu: calcite, red:
model programmed in the geometry
computer silica, code
oedometer cell is simulated
strain model
oedometer by
Figure
cell
4. Calibration
iselements
3.(a).XRD
simulated containing
result of
using
of
green:
a sample
oedometer
alumina)
15 nodes. For 10
n°15 (bleu: test for
trialsred:
calcite, free
of swelling swell
Figure pressure,
3.(b). XRDthe
silica, green: alumina)
result of sample n°29 (bleu: calcite, red:
on was to reach as closely as silica,
possiblegreen:toalumina)
the real parameters seen in site. Initial silica, green: alumina)
values
or 10 trials ofShear swelling pressure,
strength parameters the were taken directly from vealed a value of 240 kN/m2 instead of 340 kN/m2
3 3
to the soil parameters
parameters seen
the C.U in site.were
One-dimensional
test n=18.3
Initial
(direct values kN/m
sheartests
test) are, satinstrumentals
which =21.1 kN/m
released φ=8°andfor permeability
predicting
obtained from of 0.001
the compressibility,
the collapse andwere
real test. Similar deformations
in undrained
21.1 kN/m and 3 4.
conditions.Calibration
andpermeability
expansion
C=75 kN/m2 Shearofwith0.001
potential of
strength
a ofoedometer
parameters
soils [Saad
dilatancy angle oftest
were
andΨ=0°. for
taken free
Aiban, 2006]. swell
directly
observedfrom the
A geotechnical C.U
in the first four investigation
loading levels. company
All these
2
irectwere
ers shear test)
taken which
directly
Oedometer
issued thereleased
from
p the
arameters C.U
φ=8°
are and
taken
permission of tests C=75
directly kN/m
extractingfrom with
the oe- a
undisturbedfor dilatancyvalidate
samples angle
that of
the
fromthetheΨ=0°.
free expansion test overestimates
depths of 0.3 –collapse 3.0 m and the
meter parameters
2 are taken One-dimensional
directly from the are instrumentals
oedometer test results, thepredicting
modified compressibility,
kN/m with adometer dilatancy
3.0 test angle
results,of theΨ=0°. modified test compression index expansion pressure in the case of medium to highly
and–expansion
6.0 m for oedometer
potential of soilsfor free and
(Saad swell. Aiban, 2006). A geotechnical investigation
ession test
ometer index company
results, Cc/2.3(1+e)=0.036
the modified issued the
and
andthe themodified
permission modified swelling
of swell- index
extracting samples
expansive
undisturbed
2C g/2.3
soils, since the free-swelling test can cause
from the depths of 0.3 –
=dified
0.035. Void
swelling ratio
ingindex
indexwas  
3.0 mresultse=0.47.
 2C
and 3.0 /2.3 (1+e)
– 6.0used m for= 0.035. Void ratio was swell. programmedduring
changes in structure expansion before it returns
Test were
g in oedometer
a calibrated testsoftforsoil
freemodel in computer code Plaxis
e=0.47. to zero strain state, where this state was also seen by
ese parameters 8.2.essential
With respect tomodel.
the geometry ofnumber
the test,ofoedometer cellhave is simulated using a plane strain
Allarethese
The parameters
results forare
of the
essential
testing were Athelarge
forused model.
in a A large soft
calibrated calculations
Bultel
soil [Bultel,
model been
2011].
programmed
ed by
arge changing
number of
number
model
the value
calculations
of
byofelements
the
have
calculations
containing
parameters
been
have been
15 nodes.
between
followed their
by
For 10and
lower
chang-
trials
upper of bounds.
swellingThe pressure,inthe computer
intention codewas
as Plaxis 8.2. With respect to the geometry of the test, oedometer cell is simulated using a
havetheir
een beenlowering andto
summarized reach
planeupper ofas
in
strain closely
Table
bounds.
model 2.Theas elements
by possible to the
containing real parameters
and15 nodes. For seen in site.
10 trials of Initial
swelling values giventheto the
pressure,
the value the parameters between their lower
3
5. Numerical
3
Modeling
upper soil parameters
intention
bounds. towere
was results
The reach as=18.3
n closely
have kN/m
been summarized , =21.1 kN/m
sat in to the5.1.
as possible and
realObjective permeability of 0.001
parameters seen in site. Initial values m/day in no
3 3
Table given
drained
2. toconditions.
the soil parameters Shear strengthwere n=18.3parameters kN/m were , IIn
sat=21.1
takentokN/m
order directly
cope withandfrompermeability
the C.U of
the complications test0.001
of(direct
describing
Figure m/day
4 showsin undrained
the results conditions.
of the
shear test) which released φ=8° and C=75 the curves Shear
of
Figure strength
expansion
4 shows parameters
the results
kN/m of
swellingwere
2the curves
with taken
of directly
expansion
a dilatancy
behavior from
pressure;
angle of
of the expansive the
the C.U
variation
Ψ=0°.
soil, of ΔH/H versus
research-
log ( ). The real curve (RC) has 2been compared with the numerical curve, which has been
test (direct
shear test) which released ). The and C=75 kN/m with aalternative
dilatancy angle
theofmodified
Ψ=0°.
pressure; the variation of ΔH/H 
Oedometer parameters areversus
takenlog ( φ=8°
directly
resulted from
from thehave
ers
simulation.
oedometer
developed
The calibration
test results,
results the
allow
approaches [Banu et al.,
for a good simulation of both the
Oedometer
real curve (RC) has parameters
been compared  are taken
with directly
the numerical from the oedometer
2009]. One of test
them results,
being the usemodified
of finite
 elements aims
compression index  Cc/2.3(1+e)=0.036 initial small strain andstiffness
the modified
and of the swelling
large strain index
behavior. The
 2Cg/2.3
user-defined function of
curve, compression
which has been index  Cc/2.3(1+e)=0.036
resulted from simulation. Theand the themodified
following swelling
purposes: index 2C g/2.3
(1+e) Plaxis was used in order to set the pore water pressure distribution so that it simulates the
(1+e) =
calibration = 0.035.
0.035.
results allow Void
Void for ratio
5 was
ratio
a good was e=0.47.of both
e=0.47.
simulation 1.the
expansion pressure for Tocalibration
get a deeper understanding as to why permanent
process.
the initial small strain stiffness and of the large strain deformations happen in different parts of flexible pave-
All these
All
behavior. these parameters
parameters
The user-defined of Plaxisfor
are essential
function wastheusedmodel.
the AA large
model.ments large number
number
resting
of
of calculations
on expansive calculations
soils.
have
havebeen
been
7.00
followed
followed by
to set by changing
the changing the
pore water the value of the parameters
valuedistribution
of the parameters between their lower and upper bounds. The
in order pressure so 2.between their
To find the lower
best andforupper
method bounds.
modelling The
the stresses.
itresults have been summarized in Table 2.
6.00
that results
simulates the expansion pressure for
have been summarized in Table the calibra-
2. Since the stress state depends on the soil model, several
5.00
tion process. kinds of material models have been tested to estimate
4.00
The numerical simulation of freeTable expansion test re- of parameter for calibration
ΔH/H

NC
2. Combination
3.00
Table 2. Combination of parameter for calibration. RC
2.00
Upper Lower Number Selected
Parameter
bound 1.00 bound of steps value
Cc 0.100 0.00 0.800 70 0.290
1 10 100 1000
Cg 0.020 5
0.100 Log(σ) kPa45 0.072
C (kN/m2) 10 Figure 4. Simulation100
of free swell test for the 45
sample at the depth of 3 82
m (RC: real curve; NC: numerical curve)

 1 25 25 4.4 2
The numerical simulation of free expansion test revealed a value of 240 kN/m instead of 340
kN/m2 obtained from the real test. Similar
International deformations
Journal were observed
of Transportation in the first four
Engineering,
5 these validate that the free expansion
loading levels. All test overestimates
Vol.1/ No.1/ Winter 2012the expansion
6 of medium to highly expansive soils,
pressure in the case since the free-swelling test can
cause changes in structure during expansion before it returns to zero strain state, where this
state was also seen by Bultel [ Bultel, 2011].
 (). The real curve (RC) has been compared with the numerical curve, which has been
resulted from simulation. The calibration results allow for a good simulation of both the
initial small strain stiffness and of the large strain behavior. The user-defined function of
Plaxis was used in order to set the pore water pressure distribution so that it simulates the
expansion pressure for the calibration process.
Behavior of Flexible Pavements on Expansive Soils

7.00
6.00
5.00
4.00
ΔH/H
NC
3.00
RC
2.00
1.00
0.00
1 10 100 1000
Log(σ) kPa
Figure 4.Simulation
Figure of of
4. Simulation free
freeswell
swelltest
testfor
for the sampleatatthe
the sample thedepth
depthof of
3 m3 (RC:
m (RC:
realreal curve;
curve; NC: numerical
NC: numerical curve) curve)
which one would give the most reliable stress distribu- ment structure.
The numerical simulation of free expansion test revealed a value of 240 kN/m2 instead
tion. This stress-strain analysis created a basis platform
of 340 kN/m2 obtained from the real test. Similar deformations were observed in the first four
for future development of the models in permanent de-
loading levels. All these validate that the free expansion 5.2. Modeling
test overestimates the expansion
formation. Modeling was tothe
simulate an existingtest
flexible
pressure in the case of medium to highly expansive soils, since free-swelling can pave-
3.To find the stabilization methods to overcome the cy-
cause changes in structure during expansion before it returns to the zero strain state, where af-
ment structure that had suffered several damages
cling variations of expansive subgrade. ter one year of its construction. This road had been
this state was also seen by Bultel (2001).
Plaxis version 8.2 was used to model the behavior for constructed on an expansive subgrade classified as
this research. Pavement structures have rarely been brown clayey silt. The total thickness of the pavement
5. Numerical modeling
analyzed with finite element programs under dynamic was 0.76 m. Clayey silt subgrade was covered with a
5.1.One
loading. Objective
reason for this is the fact that traffic load- 0.20 m layer of calcareous tufa as the improved sub-
ing is much more complicated than static loading nor- grade, 0.20 m crushed gravel as subbase course, 0.20
mally appliedIninorder to cope
geotechnical with the
problems. complications
Another reason ofmdescribing the swelling behavior of the
crushed gravel as base course and 0.06 m asphalt on
expansive
is that soil,models
the material researchers
in finite have
elementdeveloped
programs alternative approaches (Banu et al., 2009). One of
top. The distresses observed on the pavement can be
them being the use of finite elements,
have mainly been developed for static loadings not for the main purpose of finite element simulation is to:
summarized as mild transverse and longitudinal cracks,
1. Get
repetitive cyclic loading. a deeper
Dynamic understanding
analysis needed to be as to mid-block
why permanent deformations happen in
cracking, alligator cracking along the shoul-
different parts of flexible
tested with a repetitive half-sin loading; but it was found pavements resting on expansive soils;
ders, consolidation rutting for 0.06 m deep and finally
2. Find
that the dynamic module the best
of Plaxis 8.2 method to model the stresses. Since the stress state depends on
was not suitable average subsidence. A form of cracking can be seen in
the soil model, several kinds of material models have been tested to estimate
for modeling the traffic loading (Leena and Rainer, Figure 5. Oedometer test for free swell showed that the
which soil model would give the most reliable stress distribution. This stress-
2004). Given the aforementioned reasons, the analysis vertical deformation (uplift) has a maximum height of
strain analysis created a basis platform for future development
has to be simplified. The first part of the expansion pres-
of models in
0.021 m with 350 kN/m2 of expansion pressure. The
permanent deformation;
sure analysis was to study the volumetric changes of the groundwater level fluctuated between 0.00 and 0.50 m.
subgrade by the test oedometer for free swell. With this No change in water pore pressure was considered for
analysis, the subgrade calibration was based on physical 6
hydraulic analyses.
and mechanical parameters such as cohesion (C), fric- At first, passage of just one truck was simulated. Then,
tion angle (φ), density and oedometer parameters of loading from two trucks at the same time with dual
Cc, Cg and Pc. To approach as closely as possible to wheel of 0.60m wide was studied. Modeling was done
the actual state, a large-scale numerical model, which by a static ax-symmetric analysis and the element mesh
includes a flexible pavement structure based on an consisted of triangular elements each with 15 nodes.
expansive subgrade, was established. The structure The input parameters of the structure are shown in
was subjected to the loads from two trucks with dual Table 3. To simulate the variation of stresses depend-
wheel load of 650 kN/m2 per axle. Then a complete ent on the Young’s modulus, layers were divided into
analysis of stress-strain was performed on the pave- sub-layers with the same strength parameters but with

International Journal of Transportation Engineering,

Vol.1/ No.1/ Winter 2012
6
 summarized as mild transverse and longitudinal cracks, mid-block cracking, alligator
cracking along the shoulders, consolidation rutting for 0.06 m deep and finally average
subsidence. A form of cracking can be seen in Fig. 5. Oedometer test for free swell showed
that the vertical deformation (uplift) has a maximum height of 0.021 m with 350 kN/m2 of
expansion pressure. The groundwater level fluctuated between 0.00 and 0.50 m. No change in
water pore pressure was considered
Adel for hydraulic
Djellali, Abdelhafid analyses.
Ounis, Behrooz Saghafi

Figure
Figure 5.5.Cracking distressononpavement
Cracking distress pavement structure.
structure.
different elasticity moduli. Use of plain-strain analysis, static failure line. This assumption is not entirely valid
where the loading would have been continuous linear 7 in the case of traffic load, but it gives a good estimate
loading, could result in an overestimation of stresses about sensitivity of materials for permanent deforma-
and responses [Leena and Rainer, 2004]. To model the tion. The static failure criterion, where it is widely
loading area of the dual wheel, the total load was trans- adopted in geotechnical and in pavement materials, is
ferred to a circular load with a known mean contact with the failure criterion of Mohr-Coulomb [Leena and
pressure. The detail of the structure and boundary con- widely2004].
Rainer, adopted in geotechnical
However, the experimental andresults
in pavement
show materials, is
widely adopted in geotechnical and in pavement materials, i
ditions are illustrated in Figure 6. Mohr-Coulomb
that (Leenaofand
the strength envelopes Rainer,
almost 2004). However, the exp
all geo-materials
Mohr-Coulomb (Leena and Rainer, 2004). However, the exp
For this model, the attention was focused on the stress- strength
have envelopes
the nature of almost
of nonlinearity in theall geo-materials
σn–τ stress space. have the natur
strength envelopes ofcriterion
almost isalla geo-materials have the natu
es and resilient deformations. The modeling initiated stress space. In addition, linear failure criterion
In addition, linear failure special case of is a special c
At first, passage of just one truck was simulated. Then, loading
stress space.[Lianheng
In addition,from two trucks at the
from values derived from laboratory tests. Results of failure
et al., criteria
2010). Thewas et al.,linear
behavior 2010]. failure criterion
The behavior
of aembankment of is a special
connects
c
the failu
same time with dual wheel of 0.60 m wide was studied. Modeling
et al., 2010). The behaviordone by static ax-
measurements and calculations of resilient deforma- embankment
ratio, in thisconnects
case failure of
thefailure
the
embankment
ratio to thecan connects the fail
deviatoric
symmetric analysis and the element mesh consisted of triangular elements eachratio
withR15 be written as follows
tions were compared with each of other soil parameters ratio,ratio,
stress in this case
in this casethethefailure
failure ratio
ratio RRcancanbebe written as follow
writ-
nodes. The input parameters of the structure are shown in Table 3. To simulate the variation
and were modified to provide a distribution of stresses ten as follows:
of stresses dependant on the Young's modulus, layers were divided ; into sub-layers with the
and strains as close as possible to reality, i.e. the cali- ; (1)
same strength parameters but with different elasticity modulus. Use of plain-strain analysis,
brated soil that was mentioned previously.
where the loading would have been continuous linear loading, could result in an
The magnitude and development of permanent defor- where
overestimation of stresses and responses (Leena and Rainer, 2004). To and model the loading
mations depends on static stress state of the material where and
area of the dual wheel, the total load was transferred to a circular load with a known mean
[Žlender, 2008], and how far the stress state is from the R= failure ratio
contact pressure. The detail of the structure and boundaryR conditions
the are illustrated in Fig. 6.
failure ratio
R the failure ratio
deviatoric stress, kN/m22
q of the model.
Table 3. Input parameters
Table 3. Input parameters q deviatoric stress,
q0of the deviatoric
model. stress, when
kN/mp’ = 0
Base course C q0 Subbasedeviatoric Improved
Cohesion, stress,2 when p’Subgrade
kN/m =0
Material Asphalt crushed gravel CcrushedCohesion,gravel subgrade 2tufa swelling
M kN/m
the slope of the failure line clay in p’-q space
M
p’ the slope of the
hydrostatic pressure, failure line 2in p’-q space
kN/m2000
Thickness, mm 60 200 200 200 2
Young’s Modulus, MN/m 2
5400 300–200
p’
φ 140–90 hydrostatic pressure,
friction angle.70 kN/m10–8
Poisson’s ratio 0.35 0.35 φ 0.35 friction angle. 0.25 0.35
Unit weight, kN/m3 25 21.2 22.0 20
Since the subgrade has a swelling 18 character, it was m
Cohesion, kN/m2 -- 30 20Since the subgrade9 has a swelling
10 character, it was m
Friction angle (°) -- 43 model 44 takes into account 36 the following 25 parameters: stress de
model takes into account the following parameters: stress de
Dilatation angle (°) -- 13 compression
14 behavior), 6 distinction between
0 primary loading
K0 1 0.32 compression behavior),
0.30swelling behavior),
0.4 distinction between primary loading
0.8 for pre-consolidation
with the memory s
with the swelling behavior), memory for pre-consolidation s
according to the
International Mohr-Coulomb
Journal criterion
of Transportation (Brinkgreve, 2002
Engineering,
according to the Mohr-Coulomb criterion (Brinkgreve, 2002
7 that there is a logarithmic Vol.1/ relationship between
No.1/ Winter 2012 volumetric st
that there is a logarithmic relationship between volumetric s
stress (p'), where the virgin compression can be formulated a
stress (p'), where the virgin compression can be formulated
 Young’s Modulus, MN/m 5400 300–200 140–90 70 10–8
Poisson’s ratio 0.35 0.35 0.35 0.25 0.35
Unit weight, kN/m3 25 21.2 22.0 20 18
Cohesion, kN/m2 -- 30 20 9 10
Friction angle (°) -- 43 44 36 25
Dilatation angle (°) -- 13 14 6 0
K0 Behavior of1Flexible Pavements
0.32 on 0.30
Expansive 0.4
Soils 0.8

widely adopted in geotechnical and in pavement materials, is with the failure criterion of
Mohr-Coulomb (Leena and Rainer, 2004). However, the experimental results show that the
widely
otechnical and in
strength adopted
pavement in geotechnical
materials,
envelopes and
is withallthe
of almost in pavement
failure criterion
geo-materials materials,
have is with
ofthe nature the failure criterion
of nonlinearity of
in the σn–τ
Mohr-Coulomb
na and Rainer, 2004).
stress However,
space. (Leena
In addition, and Rainer,
the experimental
linear 2004).
results
failure However,
show
criterion that
is the experimental
the
a special results
case of failure show
criteria that the
(Lianheng
strength
f almost all geo-materials
et envelopes
al., 2010).have
Thethe of almost
nature
behavior of all geo-materials
ofnonlinearity
embankment thehave
σn–τthe
inconnects thenature
failureofratio
nonlinearity in the σnstress
to the deviatoric –τ
stress
ion, linear failure
ratio, space.
criterion
in In
thisiscaseaddition,
a special linear
case
the failure of failure
failure
ratio R can criterion
criteria is aasspecial
(Lianheng
be written case of failure criteria (Lianheng
follows:
et al., 2010). The behavior of embankment
havior of embankment connects the failure ratio to the deviatoric stress connects the failure ratio to the deviatoric stress
ratio,
failure ratio R can beinwritten
this case the failure ratio R can be written as follows:
; as follows: (1)

; (1) (1)
where and
FigureFigure
6. Numerical model:model:
6. Numerical detailsdetails
and theand
boundary conditions
the boundary conditions
and qwhere
R= deviatoric
the stress, kN/m
failure and
ratio
2
6. Analysis of the Results
For
qq0= deviatoric
this model,
stress, when
the
p’ =
attention
0
was focused on the stresses and resilient deformations. The
deviatoricinitiated
stress, from 2
kN/mvalues derived from the laboratoryThe modeling results have been presented in Figures
modeling tests. The results of measurements
io C=
qR0 Cohesion, kN/m
the failure
deviatoric
2
ratioof when
stress, p’ = 0deformations were 7 and 8. Three material models, linear elastic model,
and calculations the resilient compared with each of other soil
ess, kN/m 2 Mq
C = the slope of the
deviatoric and
Cohesion,
parameters failure
stress,
kN/m line
2 in p’-q
theykN/m 2 space Mohr-Coulomb and Soft-Soil
were modified to provide a distribution of stresses and strains as model, were
closeapplied.
as Lin-
ess, when p’ = 0M p’
q0 = hydrostatic
possiblepressure,
slopetoof
deviatoric
the thethe kN/m
reality,
stress,
2
when
failure i.e.line
the=calibrated
p’ soil that ear
in0 p’-q space haselastic model was previously.
been mentioned the first model for calculations,
/m 2 φ=
C
p’ friction
Theangle.
magnitude
Cohesion, kN/m
hydrostatic and 2 development
pressure, kN/m 2 of permanent deformations
which look depend
into the on staticstructure
pavement stress state of
and subgrade in
Since
he failure line inφ the
Mp’-q space subgrade
the
the material has
slopeangle. a swelling
of(Žlender,
the failure character,
2008),
lineand
in p’-qit was
how far the stress
space state is from
its entirety. In thethe static failure
modeling, line. This
the modulus of each layer
friction
2 simulated by Soft-Soil
assumption is notmodel.
entirely This 2 in thetakes
model
valid case of traffic
was load,
testedbut
as it gives
described a good
earlier estimate
and then about
fixed to some
ressure, kN/m p’ hydrostatic pressure, kN/m
. into
φ account
Since the
sensitivity
friction following
of
theangle.
subgrade parameters:
materialshas stress
forapermanent de-
deformation.
swelling character, it The
wasstatic
practical failure
values.
modeled bycriterion,
Mohr-Coulomb
Soft-Soil where
model
model.itused
is This
the same
pendent stiffness (logarithmic compression be- deformation
model takes into account the following parameters: stress dependent stiffness (logarithmicalong the
8 subgrade
parameters in linear elastic model,
havior), distinction between primary loading and
Since behavior),
theitsubgrade has abyswelling character, itloading
was modeled and pavement structure. Finally, the pavement
by Soft-Soil
grade has a swelling character,
compression was modeled
distinction Soft-Soil
between model. This
primary and unloading cyclemodel. This
(compatible
unloading cycle (compatible with the swelling be- structure was modeled by Mohr-Coulomb model and
ount the followingmodel
with thetakes
parameters: intostress
swelling account thememory
dependent
behavior), following forparameters:
stiffness (logarithmicstress dependent
pre-consolidation stress and stiffness
failure (logarithmic
behavior
havior), and memory for pre-consolidation stress subgrade with Soft-Soil model. The stress states of the
compression
r), distinction between
according primarybehavior),
loadingdistinction
and unloading between
cycle primary loading
(compatible and
Theunloading cycle (compatible
and failure to the
behavior Mohr-Coulomb
according to the criterion (Brinkgreve,
Mohr-Cou- 2002).
subgrade in three Soft-Soil
models model
and the assumes
analysis of the struc-
with
havior), memorylomb for the
that there swelling
pre-consolidation behavior),
is a [Brinkgreve,
criterion stress memory
and
logarithmic relationship for
failure pre-consolidation
behavior
between volumetric
2002]. The Soft-Soil
stress
strain and
( ) failure
and meanbehavior
effective
ture, as illustrated inv Figure 7, indicate where the plastic,
according
hr-Coulomb criterion
model
stress (p'), to
assumes the
(Brinkgreve,
where thatMohr-Coulomb
2002).
there
the is a The
virgin criterion
Soft-Soil
logarithmic
compression (Brinkgreve,
model
relation-
can beassumes
formulated2002). as: The
tension-cut-off andSoft-Soil
cap points model assumes
are situated in structure
hmic relationship that
ship there isvolumetric
between
between a logarithmic
volumetric relationship
strain
strain (v) and between
and mean
mean volumetric
effective
ef- strain ( ) and
with the same calculations.
v mean effective
stresscan
virgin compression
fective (p'),
bewhere
stress (p’), the
formulated virgin
where
( ) as: compression
the virgin can
compression be formulated as:
Figure 7 shows the plastic points in subgrade and pave-
(2)
can be formulated as: ment according to the three models. For the linear elas-
(2)
tic model, it shows no presence of plastic points accord-
( ) where λ* is the modified ( )compression (2) index and ing is the initial volumetric (2)
strain.
to the Mohr-Coulomb model. It is observed that the
where: λ* is the modified compression index and εv0 is subgrade is largely affected by tensile cut-off points, in
During *
fied compression
the initialλisotropic
where
index is the is
and
volumetric unloading
modified
the initial
strain. and reloading
compression
volumetric a different
index
strain. ispath
and upper (line)
thepart
initial is followed,strain.
volumetric
of the pavement and
which can be
shoulders, with the ap-
formulated
During isotropicas: unloading and reloading a different pearance of plastic Coulomb points in transition zone
During
oading and reloading a isotropic
different unloading
path (line) and reloadingwhich
is followed,
path (line) is followed, which can be formulated as:
a different
can bepath (line) is followed, which can be
between the pavement and shoulder and in contact with
formulated as: ( ) (3) traffic loads. With combined (3)model, the cap points are
concentrated in the subgrade under the shoulder and
( ) where: k**is the modified ( )
swelling (3)
index [Brinkgreve, (3) tensile stresses (tension
where  is the modified swelling index (Brinkgreve,middle 2002).width of the pavement,
2002]. cut-off) in shoulders and in surface course, the plastic
6.
ied swelling indexAnalysis
where *is theof
(Brinkgreve, the results
modified
2002). swelling index (Brinkgreve, 2002).
International Journal of Transportation Engineering,
8
e results 6. Analysis
Vol.1/ The
No.1/ of2012
the results
modeling
Winter resultshave been presented
in Fig. 7 and 8. Three material models were
applied, such as linear elastic model, Mohr-Coulomb and Soft-Soil model. Linear elastic
model
g results have been Thethe
was modeling
presented infirst 7results
Fig.model 8. have
andfor been presented
calculations,
Three materialwhich in Fig.
look
models 7 and
into
were 8. Three material
the pavement structuremodels
and were
Finally, the pavement structure was modeled by Mohr-Coulomb model and subgrade with
Soft-Soil model. The stress states of the subgrade in three models and the analysis of the
structure, as illustrated in Fig.7, indicate where the plastic, tension-cut-off and cup points are
Adelwith
situated in structure Djellali, Abdelhafid
the same Ounis, Behrooz Saghafi
calculations.

Linear elastic model

Mohr-Coulomb model

10
Soft-Soil model

Figure 7. Plastic, tension-cut-off and Cap points

Figure 7. Plastic, tension-cut-off and Cap points
Fig. 7 shows the plastic points in subgrade and pavement according to the three
International Journal of Transportation Engineering,
models. For the linear elastic model, it shows
9 no presence of plastic points,Vol.1/
for Mohr-
No.1/ Winter 2012
Coulomb model. It is observed that the subgrade is largely affected by tensile cut-off points,
in upper part of the pavement and shoulders, with the appearance of plastic Coulomb points
in transition zone between the pavement and shoulder and in contact with traffic loads. For
 Behavior of Flexible Pavements on Expansive Soils
Coulomb’s points in contact between wheel and pave-
ment and in the transition zone between the pavement
and shoulder are clearly seen.
Figure 8 illustrates total displacements in the sub-
grade and pavement by three models after two cy-
cles of loading. The Figure depicts that according
to the first two models, i.e. linear elastic model
where the total displacement is 1.65x10-3 m and
Mohr-Coulomb model with maximum displace-
ments of 1.79x10 -3 m, displacements in the pave-
ment occurred only in the contact between wheels
and surface course while they do not affect the sub-
grade. On the other hand, it was evidenced in the
combined model results that the movements had
concentrated largely in subgrade beneath the transi-
tion zone between the pavement and shoulders and
along the left side of the road where the pavement
is slightly deformed with maximum displacements
of 44.26x10-3 m.
Figure 9 represents the curves of stress path for sub-
grade and surface pavement. It reveals that the sub-
grade (of expansive clay) has elastoplastic hardening
behavior, and the pavement has an elastoplastic non-
linear behavior with a various moduli of deformation
along different parts of pavement.
Figure 10 represent the vertical displacement of sub-
grade and pavement structure. It shows that move-
ments of swelling subgrade affect different parts of
pavement, where points A, B, C and D are located in
the pavement structure as shown in Figure 6.

a- Linear elastic model b- Mohr-Coulomb model

c- Soft-Soil model

Figure
Figure8.8.Total
Totaldisplacements
displacements

International Journal of Transportation Engineering,

Fig. 8 illustrates total displacements in 10
the subgrade and pavement by three models
Vol.1/ No.1/ Winter 2012
after two cycles of loading. The Figure depicts that according to the first two models, i.e.
linear elastic where the total displacements are 1.65 x 10-3 and Mohr-Coulomb model with
maximum displacements of 1.79 x 10-3 m, displacements in the pavement occurred only in
 Adel Djellali, Abdelhafid Ounis, Behrooz Saghafi

To overcome the distress of pavement over expansiv

heaves, the subgrade is loaded by a surcharge pressure equal
Figure 9. Stress path; left: subgrade, right: pavement structure.is to make equilibrium between the pavement struc
principle
Figure9.9. Stress path; left: subgrade, right: pavement structure.
Figure Stress path; left: subgrade, eliminating
right: pavement the upward swelling pressure. This can be done
structure.
subgrade (Fig. 11). The surcharge pressure is designed withi
replacing a part of the current subgrade with a non-expansiv
embankment so much that the desired surcharge pressure is
equilibrium as a result of which the swelling pressure is elim
pavement will diminish. The subgrade soil is over-excavated
depth where the moisture content remains virtually constant
change of the soil to be negligible over time.

Pp
Figuredisplacement
Figure 10. Vertical 10. Vertical displacement
of pavement of
andpavement
subgradeand subgrade
7. Stabilization by Surcharge Pressure ment so much that the desired surcharge pressure is
Figure Shoulders
OneFig. 9 represents
of the the curves
following methods of10.
provides
Vertical
stress
thepath
displacement
for subgrade
calculated
of obtained.
pavement and
Thesubgrade
and surface pavement,
goal and itequilibrium as a result
is to obtain
reveals that the
surcharge subgrade
pressure:
Fig. 9 (1) (of expansive
constructing
represents anclay)
the curves has
inertof elasto
embank-
stress plastic
path hardening
forofsubgrade
which theand behavior,
swelling
surface and
pressuretheis eliminated
pavement, and it and cyclic
pavement tohas
ment reveals an that
elasto plastic nonlinear behavior with a various moduli of deformation
the subgrade (of expansive clay) has elasto plastic hardening behavior, andThe
a calculated height and (2) replacing the ex- variation in pavement will along
diminish. thesubgrade soil
different
isting parts of apavement.
soil to
pavement calculated Fig.
has an elasto 10 with
depth represents
plastic the behavior
inert material.
nonlinear is over-excavated
vertical displacement
with a variousofmoduliin theofseasonal
subgrade and active along
deformation zone to a depth
pavement structure. It shows that movements of swelling where
subgrade the moisture
affect content
different Expansive
parts remains
of Subgrade
virtually constant PS
Combination of the two methods can also be utilized
different parts of pavement. Fig. 10 represents the vertical displacement of subgrade and
pavement, where points A, B,ItCshows
and Dthat
are movements
located in the over time, leadingasthe volume change of the soil to be
as well.
pavement structure. of pavement
swelling structure
subgrade shown
affect in Fig.
different parts of
6 To overcome the distress of pavement over expansive negligible over time. Figure 11. The principle of the stabilization o
pavement, where points A, B, C and D are located in the pavement structure as shown in Fig.
subgrades The swelling pressure was determined by the oedom-
6 and to limit their heaves, the subgrade is Thetest,
swelling
7. Stabilization by surcharge
loaded by a surcharge pressure
pressure equal to the swelling eter and afterpressure
simulation,was determined
it output the valueby the oedometer test
of 240
2
7. Stabilization
pressure. The principle is toby surcharge
make equilibriumpressure
between the value
kN/m 2 of 240 kN/m
. The surcharge pressure. The
mustsurcharge
be the samepressure
in or- must be the
One of the following methods provides the calculatedder surcharge
settlements. pressure: (1)
to avoid theCalculation of surcharge
height settlements. Calculationpressure
of sur- was based on
the pavement structure and the subgrade by eliminat-
constructing an inert
One
embankment
of the
to amethods
following
calculated height the
provides
andcalculated
(2) replacing the existing
surcharge
soil (1)
pressure:
to
ing the upward
a calculated depth swelling pressure.
withaninert This
material; thecan
combination (1954).
be done by of thecharge
two and When
pressure
methods cancomputing
was based on athe
be existingsurcharge
also the
method introducedfill by
properties, non-t
constructing
applying a surcharge oninert
the embankment
subgrade to a11).
(Figure calculated
The height
Terzaghi (2) replacing
(1954). When computing soilsurcharge
the to fills
utilized. a calculated depth with inert material; the combination considered
of the two
with the purpose
methods can
of stabilizing the swelling press
also be were considered
surcharge pressure is designed within a two-stage pro- properties, non-traffic load conditions
utilized.
cedure, replacing a part of the current subgrade with a with the purpose of stabilizing the swelling pressure.
non-expansive material and heightening the 13 embank- (4)

13
International
γ Journal of Transportation Engineering,
11 Vol.1/ No.1/ Winter 2012
Then
 L
pavement will diminish. The subgrade soil is over-excavated in the
HLseasonal active zone to a
depth where the moisture content remains virtually
PS constant over time leading the volume
Expansive Subgrade
change of the soil to be negligible over time. Expansive Subgrade PS
Expansive Subgrade PS
Figure 11. The principle of the stabilization of an expansive subgrade
Behavior of Flexible Pavements onFigure Expansive
11. TheSoils
principle of the stabilization of an expansive su
The swelling pressure was determined
Figure by theofoedometer
11. The principle test, of
the stabilization andan after simulation,
expansive subgrade it output
the value of 240 kN/m2. The surcharge The swelling
pressure pressure
must p was
bePthe samedetermined by
Pp =toP
in order S the oedometer
avoid the height test, and after sim
The swelling pressure was determinedthe value of 240 kN/m . The surcharge pressureitmust
by the oedometer test,
2 and after simulation, output
be the same in order
settlements. Calculation of
2 surcharge pressure was based on a method introduced by Terzaghi
kN/m . The surcharge
the value of 240Shoulders pressure
settlements. must be the
Calculation same in order
of surcharge to avoid
pressure the height
was based on a method intr
(1954). When computing the surcharge fill properties, non-traffic load conditions was
settlements. Calculation of surcharge pressure
(1954). was based on a method H introduced by Terzaghi
considered with the purpose of stabilizing theWhen computing
swelling pressure.the surcharge fill properties, non-traffic load con
L

(1954). When computing the surcharge fill properties,

considered with thenon-traffic
purpose ofload conditions
stabilizing was
the swelling pressure.
considered with the purpose of stabilizing the swelling pressure.
Expansive Subgrade PS (4)

γ Figure
Figure 11.11.
TheThe principle
principle of theofstabilization
the stabilization of an expansive
of an expansive subgrade
(4)
(5)subgrade
γ heave of the subgrade had been 0.023 m as the maxi-
Then The γswelling pressure was determined (5) by the oedometer
mum recorded test, expansion.
and afterLater, (5) it decreased
simulation, it output
to -0.005 m
2
Thenthe value of 240 kN/m . The surcharge Then pressure must at the be
endthe same
of the first in order
month of to
theavoid
treatment. theAfter
heightnine
Then γ
settlements. Calculation of surcharge pressure was (6) months,
basedtheonsettlements
a methodare (6) almost stabilized
introduced at -0.007 m
by Terzaghi
where PP is the applied vertical pressure (kN/m 2
), γ with no cracks in pavement. Moreover, after
(1954). 
γ When computing the surcharge fill properties,
2 non-traffic load conditions (6) was three years
where PPis the applied vertical pressure (kN/m ), a the
the average total density of the fill (kN/m 3
), HL is the average total
the maximum density
settlement of the
reaches fillm due the sec-
-0.009
considered
3 with the purpose of stabilizing where the swelling pressure. 2
(kN/m
selected ), fill
HLthickness
is the selected
(m) and fill
S isthickness
the area thePfill
of(m) PisSthe
and is applied
the
ondary area vertical
of the
consolidation pressure
fill soil
with no (kN/m
which is
deformation ), in
a the
the average
pave- total den
3 2
where P is the applied
assumed 3as square of each side 1 m.
soil which Pis assumed as squarevertical
of each pressure
side(kN/m
1 m. (kN/m
), H L is), 
the the average
selected
ment structure.
a total
fill density
thickness (m)of the
and fill
S is the area of the fill so
(kN/m ), H
Calculation resulted L is the selected fill thickness
in a total thickness of the assumed (m) and S is the
surchargeas square of each side 1 m.area of the fill soil which is
assumed (4)layer is
layer of 1.1 as
Calculation m. square
resulted of aeach
in
The fill layer total side 1 including
thickness
is designed m. of the 0.40surcharge layer of 1.1 m. The fill
7. Conclusions
designed
m layer ofincluding 0.40themcapillarity
ballast to limit layer of ascension, Calculation
ballast to0.10limit resulted
theThis in a total
capillarity thickness
ascension, of the
0.10 surcharge
m layer layer of 1.1 m. T
of behavior
γ study is focused on determination
(5) of the
Calculation
m layersand of crushed resulted in a total thickness
sand as anti-contamination designed of the surcharge
layer,including 0.40layer of
mpavements1.1
layer oftufam. The
ballast fill layer
toinfluence
limit the is capillarity ascension
crushed as anti-contamination layer, 0.40m of layer of calcareous
of flexible under as the
embankment, of the evo-
designed including
of operation 0.40
startedgravelm
intufa layer
Julyasas
2007, of ballast
crushed
when the0.20 to limit
sand
precipitation the capillarity
as lutionary
anti-contamination
isasphalt
rarecharacter
andon ascension,
thethe layer,
temperature 0.10
0.40m m layer
of of
layer Alge-
of calcareous tuf
0.40m
0.20 mlayer
Then
layerofofcrushed
calcareous embankment,
base course and 0.06m of top. Thereaches
swelling of to
earthmoving
soils Tebessa,
mcrushed
layer of45°C. sand The
crushed asgravel
anti-contamination
purpose wascourse
as base to reduce layer,
and0.200.06 m 0.40m
the variation
as- ofof
m layer of crushed layer
moisture of calcareous
content.
gravel as
ria. The following During tufa
the
base course
conclusions as embankment,
construction
and 0.06m
are drawn based on asphalt
the on the to
0.20on
phalt mthe layer
γ
top.of
of the fill
The crushed
and after gravel
five years
earthmoving as of
operationbase course
service,
started the
in
14 and 0.06m
variation of asphalt
heave
analysis results:of on the
pavement top.
versusThe
(6)
theearthmoving
time
July 2007,has beentheplotted
when in Fig. 12.
precipitation Theand
is rare Figure shows that,1.prior
the tem- Theto the fill, soils
subgrade the heave
of theofstudy
the subgrade
14 are marly clays
area
had been 0.023 m as the maximum recorded expansion. Later, it decreases to
perature reaches to 45°C. The purpose was to reduce the 14 2 with 64% of calcite and 35% of alumino-silicate -0.005 m at the
where PPis thefirst
applied vertical pressureAfter(kN/m ), a the the
average totalaredensity hav-
variation ofend of the
3moisture month
content. Duringof the
thetreatment.
construction of nine months, settlements almostof the fill
(kN/m ), HL is atthe selected fillnothickness (m) and S ing medium
is the areato high Atterberg Limits, medium to high
the fill andstabilized -0.007
after five years of m with
service, thecracks in pavement.
variation of Moreover, afterofthree
the years
fill soil
the which
maximum is
assumed as square of each side 1 m. swell potential and high swelling pressure of about 350
settlementversus
heave of pavement reaches
the-0.009
time has m duebeenthe secondary
plotted in consolidation with no deformation in the
kN/m2.
Figure pavement
12. The Figure structure.
showsinthat, priorthickness
to the fill, of
the the surcharge
Calculation resulted a total layer of 1.1
2. The calculations m. The
indicate thatfill layer
with is elastic
linear
designed including 0.40 m layer of ballast to limit the capillarity ascension, 0.10 m layer of
crushed sand as anti-contamination
0.025 layer, 0.40m of layer of calcareous tufa as embankment,
0.20 m layer of crushed gravel as base course and 0.06m asphalt on the top. The earthmoving
0.02

0.015

0.01 14
Haeve (m)

0.005

-0.005

-0.01

-0.015
0 10 20 30 40 50 60 70
Time(month)

Fig 12. Variation of heave of pavement versus the time

Fig 12. Variation of heave of pavement versus the time
International Journal of Transportation Engineering,
7. Conclusions 12
Vol.1/ No.1/ Winter 2012
This study is focused on determination of the behavior of flexible pavements under
the influence of the evolutionary character of swelling soils of Tebessa, Algeria. Based on the
results reported in this study, we can concluded that the subgrade soils of the study area are
 Adel Djellali, Abdelhafid Ounis, Behrooz Saghafi
model, the deformations concentrated exclusively in
the pavement, which limits the damage only in these
areas with zero plastic deformations. - Banu, S., Mustafa, A., Mustafa, V. and Fikret, K.
3. The Mohr-Coulomb model reveals that the defor-
mations are concentrated exclusively in the pavement
situated in direct contact with traffic loads, with the ap-
pearance of plastic tension cut-off points in the surface
course, where the cracks propagate in these areas due
to the shrinkage of the clayey soil.
4. The results of simulation accord perfectly with the
distresses checked on the existing pavement by the
combination of the models: Mohr-Coulomb in the
pavement structure and the Soft-Soil in subgrade.
5. The combined model shows that the majority of
displacements are in the shoulder side of the subgrade
where the alligator cracking could be seen. It indicates
that the source of displacements is in the transitional
zone between the pavement and its shoulder, with
consolidation rutting value of 44.26x10-3 m instead
6.0x10-3 m measured on pavement.
6. The subgrade has demonstrated a hardening elasto-
plastic behavior while the pavement has had a nonlin-
ear elastoplastic behavior.
7. These observations accord fairly with Laroche
(1973), who perfectly described the behavior of flex-
ible pavements over expansive soils.
8. Stabilization of cyclic movements of expansive sub-
grade is neutralized by applying surcharge equal to the
swelling pressure. This is done by applying surcharge
fill pressure equal to the swelling pressure.
8. Acknowledgement
The authors gratefully acknowledge the support given
by the team of laboratory of public work of Tebessa for
their support and help to complete the laboratory tests
and data collection.
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