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Calibration of fatigue and rutting distress models for non conventional

asphalt concrete materials

Conference Paper · April 2014

DOI: 10.13140/RG.2.1.3506.6322

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© 2014 Taylor & Francis Group, London, ISBN 978-1-138-00147-3

Calibration of fatigue and rutting distress models for non conventional

asphalt concrete materials

F. La Torre, L. Domenichini & M. Meocci

Civil and Environmental Engineering Department, University of Florence, Florence, Italy

ABSTRACT:  One of the most used tool for pavement design is the AASHTO Mechanistic-Empirical
Pavement Design Guide (M-E PDG) which is a very powerful pavement design tool but it includes empiri-
cal distress models calibrated only for conventional bituminous materials.
Nowadays non conventional asphalt concrete materials as porous asphalt concrete for wearing courses,
modified asphalt concrete and cement-bitumen treated materials are often used in flexible and semirigid
pavements. The implementation of these materials in the M-E PDG tool requires the calibration of the
distress models based on experimental data from in-service pavements or laboratory test results.
In this paper the calibration of the M-E PDG Asphalt Concrete Fatigue and Asphalt Concrete Rutting
models is presented for the three type of non conventional materials mentioned above.
The results are presented in terms of calibration procedure, resulting calibration factors, caveats and
accuracy of the calibrated functions.

1  INTRODUCTION 2  BACKGROUND

The Mechanistic-Empirical Pavement Design
Guide M-E PDG method for the design of road
pavements is based on the “mechanistic-empirical”
approach to evaluate the evolution of different dis-
tresses in the pavement structure during the design
life (NCHRP 2004).
The M-E PDG represents a major change in the
evaluation of pavement performance. It considers
real site conditions as traffic, climate, subgrade or
existing pavement condition for rehabilitation. The
mechanistic-empirical principles allow to optimize
the design of the pavement structure according
the specific distresses evolution. More specifically
the M-E PDG tool allows to evaluate separately
the flexible, semi-rigid and rigid pavement typical
distresses:
- Bottom up fatigue cracking;
- Bottom up damage;
- Top down longitudinal cracking;
- Thermal cracking;
- Permanent deformation;
- Longitudinal roughness.
The distress models that are implemented in the
software, however, allow the user to model directly
only traditional asphalt concrete while for “non
conventional” asphalt concrete materials a special
calibration effort is required.
Most of the researches conducted on the M-E
PDG calibration focus on the determination on
the “state/regional calibration factors” (Benda &
Meltzer 2012, Kim, Seilan, Ma & Gopalakrishnan
2013).
In this paper the calibration of asphalt concrete
fatigue and permanent deformation models will
be performed for three type of non conventional
materials: porous asphalt concrete wearing course,
modified asphalt concrete and cement-bitumen
treated materials.
The calibration has been based on the data gath-
ered through an extensive literature review. The
literature review allowed to identify the references
where the fatigue and rutting distress data for the
analyzed materials are available.
Each reference has then been analyzed to select
the most representative research to describe the
performance of the specific non conventional
materials to be analyzed. Where possible researches
conducted in Italy are preferred as the materials
and the environmental conditions are the same as
the ones for which the models will mostly be used.
Furthermore the researches where the laboratory
or in situ analysis of the fatigue and rutting behav-
ior for the non conventional asphalt concrete is
given for a high number of load repetitions and
where the data necessary to characterize the mix-
ture are given are preferred.

413
3 m-e pdg models
3.1  M-E PDG fatigue model
The mechanical-empirical model used in the M-E
PDG to determine fatigue cracking (NCHRP
2004, El-Basyouny & Witczak 2005-1) is a function
of the tensile strain and the mix stiffness (modu-
lus) and is described in equation (1).
β f 2 k2
 1  1
N f = 0.00432C β f 1k1  
 εt   E 
where: Nf = Fatigue life; εt = Maximum tensile strain
(in/in); E  =  Stiffness of the bituminous material
(psi); βf 1, βf 2, βf 3 = Calibrations factors; C = 10M;
M is evaluated as in the equation (2); Vb = % effec-
tive bitumen content; Va = % air void content; k1,
k2, k3 = laboratory regression coefficient.
 Vb  - calibrate of the specific distress functions by
M = 4.84  − 0.69 
 Vb + Va 
3.2  M-E PDG rutting model
The mechanical-empirical model used in the M-E
PDG to evaluate the permanent deformation (rut-
ting) (NCHRP 2004, El-Basyouny & Witczak
2005-2) is a function of the material mix, the tem-
perature of the pavement layers and the number
of load repetitions. The model implemented in
the M-E PDG is described in equation (3) and
has been developed through laboratory repeated
load test on different type of traditional asphalt
mixtures.
εp
= kz β r110 k1 T βr 2 k2 N k2 βr 3
εr
where εp = Plastic strain (in/in); εr = Resilient strain
(in/in); T  =  Temperature in the asphalt concrete
layer at Hac/2; N = Number of load repetitions; k1,
k2, k3  =  laboratory regression coefficient; βr1, βr2,
βr3  =  Calibrations factors. And Kz, C1 and C2 are
described in the equation (4), (5) and (6).
K z = C1 + C2depth × 0.328196 depth
C1 = −0.1039H ac 2 + 2.4868H ac − 17.342
C2 = 0.0172 H ac 2 − 1.7331H ac + 27.482
where Hac is the total thickness of asphalt concrete
layers and depth is the depth of the plastic strain
evaluation.
4  CALIBRATION
The use of non conventional asphalt concrete
materials in the pavement layers requires a calibra-
tion procedure to correctly describe the material
performances over the time.
The M-E PDG tool allows the user to modify
the standard distress models in order to achieve a
better representation of the national, regional or
β f 3 k3
local conditions and materials used. There are dif-
ferent procedures to modify the distress functions
(1)
and to calibrate the M-E PDG models:
- overall calibration based on the observation
of site data for a long enough period of time.
This type of calibration is typically applied at a
nation or state level and requires the availability
of a wide set of data collected on site (Souliman,
Mamlouk, El-Basyouny & Zapata 2010, Baner-
jee, Prozzi & Aguiar-Moja 2010, Hoegh, Khaz-
anovich & Jensen 2010);
(2) means of a compares with the actual behavior of
the material considered obtained from specific
laboratory tests or accelerated loading facility
tests (Rajbongsh & Das 2009, Archilla 2010);
- calibrate of the specific distress functions by
means of compares between the basic uncali-
brated M-E PDG models and models derived
from the literature specifically referred to the
“non conventional” material to be used.
In this study this third approach has been applied
by conducting an extensive literature review the
results of which was the identification of the most
representative studies where fatigue and perma-
nent deformation models for one of the three non
conventional materials have been established.
The studies considered are based either on the
analysis of laboratory tests or testing facilities
(3)
(ALF) data (Wu, Zhang, King & Mohammad
2007). Some of the researches provide directly the
numerical values of the test results while others
provide only the fitted distress function.
The literature documents usually provides a set
of discrete value that represent the laboratory or
on-site distress measurement for the materials con-
sidered based on which the M-E PDG calibration
coefficients can be calculated. Only Archilla (2010)
provide directly the calibration coefficients for the
(4) rutting model in the asphalt concrete with modi-
fied bitumen.
(5) The procedure used in this research to define
the calibration constants is based a best-fitting
(6) procedure that minimizes the error between M-E
PDG estimated performance indices (fatigue and
permanent deformation) and calibrated perform-
ance measures as shown in equation (8) and in
equation (10).
414
 where
xcalc [cycles ] = β f 1k1 (ε t ) ( E )− β
− β f 2 k2 f 3 k3
(7)

Af = 0.00432 × C × β f 1
ERR = ( xoss [cycles ] − xcalc [cycles ])
2
(8)
βf3
 1
xcalc ε p  = kz β r110 k1 T βr 2 k2 cycles βr 3 k3 (9) Bf =  
 E
( )
2
ERR = xoss ε p  − xcalc ε p  (10)
For a specific material, given a value for Bf, k1
and k3 are not independent and therefore in the
where xcalc[cycles] is the number of load cycles calibration process k1 is assumed constant (equal
repetitions calculated by means of the M-E PDG to the default M-E PDG value k1 = 0.007566) and
model; xoss[cycles] is the observed number of load only k2 and k3 are calculated.
cycles repetitions; xcalc[ep] is the permanent deforma- Equation (1) becomes then:
tion calculated by means of the M-E PDG model;
xoss[ep] is the observed permanent deformation; ki k2
 1
are the calibration coefficients the number of which N f = A′f B f k3   (12)
can be different for different distress models.  εt 

The fitting procedure to estimate the calibration
coefficients was performed by means the STATIS- where:
TICA (v.7) tool. The estimation method used is
the Gauss-Newton. The analysis was performed A′f = 0.00432 × C × β f 1 × 0.007566
with two convergence criteria: the first based on = 3.269 × 10 −5 × C × β f 1
the maximum number of iterations (100) and the
second based on the precision. All the analyses
reached the convergence with the second criterion. k2 and k3 are then estimated as described in sec-
The calibration procedure is summarized in tion 4 to fit the experimental data.
Figure 1.
4.2  Permanent deformation model calibration
For the permanent deformation the experimental
4.1  Fatigue model calibration
data is available only for one testing temperature
As outlined in section 3.1, the M-E PDG fatigue for each material.
model is described in the equation (1). With this data the k2 coefficient cannot be esti-
In the fatigue model only et represent an inde- mated and has to be assumed equal to the base
pendent variable; C and E are a function only of M-E PDG value (k2 = 1.5606).
the volumetric properties of the asphalt concrete Equation (3) can therefore be written as
material used.
The typical calibration procedure (adopted by εp
all the cited studies and in the M-E PDG valida- = Ar′10 k1 N k3 (13)
εr
tion procedure) assumes bf 1, bf 2 and bf 3 as constant
values and evaluates k1, k2 and k3 based on the spe-
where:
cific materials properties.
Consequently the equation (1) can be written as Ar′ = T βr 2 k2
shown in (11).
k2
The calibration coefficients (k1 and k3) are
 1 determined by means of the best fitting procedure
N f = Af k1   B f k3 (11) shown in section 4.
ε  t

5  ASPHALT CONCRETE WITH MODIFIED
BITUMEN

The modified bitumen is a semi-solid traditional

Figure 1.  Calibration procedure adopted.
bitumen with the addition of polymers and
additives to improve the thermal sensitivity (tex-
ture and rheological behavior depending on tem-
perature) compared to normal bitumen. Modified
bitumens retain their elastic-plastic behavior in a
wider temperature range increasing fatigue and

415
rutting performance. Several researches have been
performed to determine fatigue and permanent
deformation models based on either laboratory
data or field performance (Khattak & Baladi 2001,
Alberto, Lizcano, Lizarazo, Fantel, Gallegos &
Flintsh 2009, Herrington & Alabaster 2008, Bros-
seaud 2009, Cesolini, Berardinetti & Sartori 2009,
Archilla 2010, Eddhahak-Ouni, Dony & Colin
2012, Erlingsson 2012, Barki, Emin Kutay, Gibson
& Abbas 2012, Oliver, Khoo & Waldron 2012).
Recently these materials have been evaluated by
means of innovative techniques such as finite ele-
ment models calibrated with on site measures (LTPP
database) or with energetic criteria (Gullberg, Bir-
gisson & Jelagin 2012). However in this study the
works by A.R. Archilla (Archilla) & Raad, Sab-
oundjian & Minassian (Raad et al. 2001) have been
considered as the reference models as they present in
details the result of the laboratory tests carried out
in order to determine the fatigue and rutting models
for the asphalt concrete with modified bitumen.
5.1  Fatigue performance
A detailed analysis of the fatigue behavior of a
polymer modified asphalt (PMA) concrete was
undertaken in (Raad, Saboundjian & Minassian
2001) to identify the most influential variables
that affect fatigue life in these materials. The study
compared the fatigue performance of the modified
asphalt concrete with the fatigue performance of
traditional asphalt concrete. Laboratory fatigue
tests were conducted on beam specimens obtained
from a 10-year old pavement section in southern
California. Both stiffness and fatigue were deter-
mined using controlled-strain fatigue beam tests
performed at 22°C and -2°C. Figure 2 shows the
cycles of load repetitions that lead to fatigue failure
for a given tensile for different type of materials.
Figure 2.  Comparison between the experimental fatigue
performance of the modified asphalt concrete of the tra-
ditional asphalt concrete (Raad, Saboundjan & Minas-
sian 2001).
416
In the study by Raad (2001) the fatigue failure
is defined as the condition where the material stiff-
ness reaches 50% of the initial value.
To evaluate the calibration coefficient ki it is nec-
essary to define the volumetric properties of the
bituminous mixture (binder content and air vol-
ume). The analysis described in the present section
are conducted on materials with 4.5%–6% binder
content by weight and 3%–4% air content for
both mixtures (traditional and modified asphalt
concrete).
5.2  Rutting performance
For permanent deformations in modified asphalt
concrete a recent study by Archilla (2010) has
already defined the calibration coefficients to be
used in the M-E PDG Models and an additional
calibration effort is therefore not required.
5.3  Definition of the calibration coefficient values
To define the calibration coefficients (ki) the pro-
cedure described in the section 4 has been applied
and the results are summarized in Table 1.
To evaluate the fatigue calibration factors the
procedure reaches convergence with 7 iterations
and the correlation coefficient R2 = 0.94. The rut-
ting calibration factor are those determined by
Archilla.
In Figure  3 and in Figure  4 the comparison
between the different fatigue and rutting models
Table  1.  Calibration factors for modified asphalt con-
crete mixture (in parenthesis the coefficients that are set
to the base M-E PDG value).
Fatigue Rutting
calibration factors calibration factors
K1 (0.007566) -3.48220
K2 4.346978 (1.5606)
K3 1.240301 0.34980
Figure 3.  Comparison between the experimental fatigue
model for modified asphalt concrete and the M-E PDG
calibrated and uncalibrated fatigue models.
Figure  4.  Comparison between the experimental per-
manent deformation model for modified asphalt concrete
and the M-E PDG uncalibrated permanent deformation Figure  5.  Fatigue curve for cement-bitumen treated
models. materials.

(experimental data and M-E PDG model before Table  2.  Permanent strain data for cement-bitumen
treated materials (Oruc, Celik & Akpinar 2007).
and after the calibration procedure) is shown.
For the rutting model, that has not been derived Number of load cycles Permanent strain (mm)
in this research, the comparison with the row data
is not given. 0 0.2627
20000 0.4422
30000 0.4658
6  CEMENT-BITUMEN TREATED 40000 0.4900
MATERIALS 45000 0.4993
100000 0.5123
The use of cement-bitumen treated materials rap- 300000 0.5421
idly increased over the last 10 years (Del Campo 500000 0.5934
2003, Gulyas, Boromisza & Williams 2006). In the 1000000 0.6086
recycling process cement and bitumen are added in 5000000 0.6615
the mixture to increase the mechanical behavior of 10000000 0.7379
the pavement layers (Pasetto, Bortolini, Scabbio &
Carta 2004).
Cement is added usually in a percentage of 1%
to 2.5% and bitumen, added as foam or emulsion, Several papers have been published on this
is added usually in percentage of 2% to 3.5% by research. The relationship between the number of
aggregate weight. The mechanical properties of cycles at failure (Nf) and the initial strain ampli-
the mixture depends on the dosages of cement and tudes given in (Bocci, Canestrari, Grilli, Pasquini
bitumen. Low dosage of bitumen and high dosage & Lioi 2009) and is shown in Figure 5.
of cement allow to obtain a behavior similar to
that of traditional cement stabilized base. Increas-
6.2  Rutting performance
ing bitumen content the behavior becomes similar
to that of asphalt concrete materials (Bocci, Can- The rutting performance of cement-bitumen
estrari, Grilli, Pasquini & Lioi 2009, Bocci, Grilli, treated materials has been evaluated in a research
Cardone & Graziani 2011, Bocci, Grilli, Cardone conducted in Turkey (Oruc, Celik & Akpinar
& Ferrotti 2012). 2007).
The rutting results summarized in Table 2.
6.1  Fatigue performance
6.3  Definition of the calibration coefficient value
The reference research used in this study is the one
conducted in Italy on the A14  motorway Anco- To define the calibration coefficients (ki) the pro-
na-Taranto pavement (Santagata, Bocci, Grilli & cedure described in the section 4 has been applied
Cardone 2009) as this better reflects the type of and the results are summarized in Table 3.
mixtures in use in Italy. Fatigue calibration factors are obtained with
The recycled mixture was realized adding 3.5% 12 iterations and the correlation coefficient is
of bituminous emulsion and 2% of cement. R2 = 0.9887.

417
Table  3.  Calibration factors for fatigue and rutting of
cement-bitumen treated materials (in parenthesis the
coefficients that are set to the base M-E PDG value).
Fatigue calibration Rutting calibration
factors factors
K1 (0.007566) -1.77963
K2 10.00000 (1.5606)
K3 1.018614 0.073729
Figure 6.  Comparison between the experimental fatigue
model for cement-bitumen treated asphalt concrete and
the M-E PDG calibrated and uncalibrated permanent
deformation models.
Figure  7.  Comparison between the experimental per-
manent deformation model for cement-bitumen treated
asphalt concrete and the M-E PDG calibrated and uncal-
ibrated permanent deformation models.
Rutting calibration factors are obtained with
11 iterations and the correlation coefficient is
R2 = 0.97.
In Figure 6 and in Figure 7 the result of the cali-
bration procedure are shown.
7  POROUS ASPHALT WEARING COURSE
Porous asphalt (PA) wearing courses, also called
open graded asphalt wearing courses, have been
widely used for water drainage and noise reduction
418
in order to improve traffic safety and comfort for
drivers.
PA consist mainly of coarse aggregates with
small amounts of sand and filler, thus creating an
open texture and a permeable structure with high
porosity. Due to its rough surface texture and large
amount of pores in its mixture (in the order of
20%), porous asphalt improves skid resistance and
provides good visibility while reducing spray and
splash on wet surfaces (Kim, Roque & Lee 2008,
Chen, Tebaldi, Roque, Lopp & Su 2012, Kandhal
& Mallick 1998, Punith, Suresha, Veeraragavan &
Raju 1998).
Despite the high content of voids and the low
content of asphalt in its matrix (generally modi-
fied bitumen), these type of materials offer a very
good performance compared to conventional
(dense) asphalt concrete materials. Using tradi-
tional uncalibrated M-E PDG models, on the other
hand, these materials would show a low resistance,
high values of fatigue cracking and high values of
permanent deformations, mainly due to their high
voids content.
The work by Kim, Sokolov, Poulikakos and
Partl (2009) has been considered as the reference
model for porous asphalts for both fatigue and
permanent deformation models. The result of the
laboratory tests carried out in order to determine
the fatigue and the rutting models for the porous
asphalt concrete wearing course are presented in
details in (Kim, Sokolov, Poulikakos & Partl 2009)
allowing for an accurate calibration of the M-E
PDG models.
7.1  Fatigue performance
The fatigue model used in this paper is derived
from laboratory test carried out by Accelerated
Pavement Fatigue Test (Kim, Sokolov, Poulika-
kos & Partl 2009). A model mobile load simulator
(MMLS) was used to apply the accelerated fatigue
traffic loading on the porous asphalt pavement.
The accelerated fatigue tests were conducted at
25°C.
The tests were conducted with 800  kg weight
and 7200 number of cycles per hour. Each tire has
a load of 2.1 kN and a tire pressure of 0.6 MPa.
The test speed is equal to 9 km/h.
The result of the tests described above, has been
used in this paper to determine the calibration fac-
tors of the M-E PDG fatigue model for porous
asphalt concrete wearing course. In Table  4 the
number of load cycles corresponding to a given
tensile strain used for the calibration of the M-E
PDG Model are shown. These are extracted from
the fatigue curves presented by the authors in
(Kim, Sokolov, Poulikakos & Partl 2009) based on
the measures carried out in the MMLS testing.
Table 4.  Fatigue data used for calibration. Table  6.  Calibration factors for fatigue and rutting of
porous asphalt concrete wearing course (in parenthesis
Load cycles Tensile strain (et) the coefficients that are set to the base M-E PDG value).

3500000 0.037 Fatigue calibration Rutting calibration

3000000 0.043 factors factors
2000000 0.047
1000000 0.054 K1 (0.7566) -3.00981
500000 0.069 K2 4.43695 (1.5606)
250000 0.096 K3 0.818359 0.3751
100000 0.114

Table  5.  Relation between load cycles and

deformation.

Load cycles d (mm)

0 0
15000 1.5
60000 3.25
112000 3.55
200000 4.30
370000 5.75

7.2  Permanent deformation performance

Figure 8.  Comparison between the experimental fatigue
As described earlier the empirical model for the model for porous asphalt concrete and the M-E PDG
evaluation of the permanent deformations in calibrated and uncalibrated fatigue models.
porous asphalt concrete wearing course was also
derived from the result obtained by Kim, Sokolov,
Poulikakos & Partl (2009). During the MMLS test,
the transverse profiles of the surface have been
measured in the central section of the specimen
by means of a surface profilometer and recorded
for different number of repetitions. The maximum
deformation under the wheel path was 5.75  mm
at 370000 cycles. The results obtained in terms of
deformations from the MMLS test, used for the
calibration of the M-E PDG Model are shown in
Table 5.

7.3  Definition of the calibration coefficient value

To define the calibration coefficient (ki) the proce-
dure described in the section  4 has been applied
and the results are summarized in Table 6.
Fatigue calibration factors are obtained with
23 iterations and the correlation coefficient is
R2 = 0.93.
Rutting calibration factors are obtained with
16 iterations and the correlation coefficient is
R2 = 0.98.
In Figure  11 the comparison between experi-
mental, uncalibrated and calibrated fatigue model
is shown.
In Figure 9 the comparison between experimen-
tal, uncalibrated and calibrated permanent defor-
mation models is shown.
Figure  9.  Comparison between the experimental per-
manent deformation model for porous asphalt concrete
and the M-E PDG calibrated and uncalibrated perma-
nent deformation models.
8  EFFECT OF THE VOLUMETRIC
properties of THE materialS
analyzed
Fatigue model consider the volumetric are based
on the volumetric composition of the mix.
All the three mixtures considered in the paper
(porous asphalt concrete for wearing courses, mod-
ified asphalt concrete and cement-bitumen treated

419
Table 7.  Volumetric properties of mixtures analyzed.

Volumetric Modified Porous Cement-bitumen

Properties AC AC treated materials

Vb (%) 12.6% 9.7% 5.1%

Va (%) 3.50% 20% 2%
E (MPa) 7000 MPa 4000 MPa 5300 MPa

Table  8.  Ranges of volumetric properties used in the

relevant studies.

Volumetric Modified Porous Cement-bitumen Figure  11.  Comparison between the fatigue models
Properties AC AC treated materials with variable volumetric properties—Cement-Treated
materials.
Vb (%) 11–13% 8.1–12% 2.6–7.6%
Va (%) 3–4% 16–20% 1.5–2.5%
E (MPa) 6000–8000 3000–5000 4700–5900

Figure  12.  Comparison between the fatigue models

with variable volumetric properties—Porous AC.

Figure  10.  Comparison between the fatigue models
with variable volumetric properties—Modified AC.
materials) have been characterized using the aver-
age values ​​of the following volumetric properties:
- Effective binder content (%);
- Air void (%);
- Elastic modulus
as given in the relevant studies.
In Table  7 the values adopted in the statistical
procedure to define the calibration coefficients
value are summarized.
The characterization of the mixture through the
adoption of the average volumetric properties may
generate errors in the estimation on the pavement
fatigue life. The range of values used for each mate-
rial in the relevant studies is given in Table 8.
Within these ranges the error caused by using an
average value is low and leads to a maximum dif-
ference in the number of fatigue cycles in the order
of 2%.
In Figure 10, in Figure 11 and in Figure 12 the
difference between the fatigue life estimated for
the minimum, average and maximum values of the
volumetric properties are shown.
9  CONCLUSIONs
The analysis of non conventional materials, such as
asphalt concrete with modified bitumen, cement-
bitumen treated asphalt concrete and porous
asphalt wearing courses, with uncalibrated M-E
PDG models, lead to an overestimation of the
expected distresses.
In order to better estimate the actual perform-
ance of these materials a calibration procedure has
been set up and the calibration factors to be used
in the M-E PDG software to better represent the
behavior of non conventional asphalt concrete
materials has been defined. The calibration factors
have been determined by means of a statistical anal-
ysis of laboratory data that are available in the lit-
erature for the different type of materials analyzed.
references
Alberto, F., R. Lizcano, C.M. Lizarazo, A. So_a, F.
Fantel, M.A. Candia Gallegos and G.W. Flintsh.
Dynamic characterization of bituminous mixtures in
Colombia using modified and conventional asphalts.
Presented at 88th Annual Meeting of the Transporta-
tion Research Board, 1349, Washington, D.C. 2009.

420
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en su Resistencia a la Deformacion Permanente Medi-
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Mecanicista AASHTO (M- E PDG). Presented at the
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Banerjee, A., J.A. Prozzi and J.P. Aguiar-Moja. Cali-
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