FWD Analysis of Pavement Sections With Geotextile Separators

GSP 130 Advances in Pavement Engineering
FWD Analysis of Pavement Sections with Geotextile Separators
B. M. Collins1, J. P. Mahoney2, and R. D. Holtz3,

1
Civil Engineer, Montana Department of Transportation, PO Box 201001, Helena,
MT 59620-1001; PH 406-444-9190; FAX 406-444-6204; email: bcollins@state.mt.us
2
Professor, Department of Civil and Environmental Engineering, Box 352700,
University of Washington, Seattle, WA 98195-2700; PH 206-685-1760;
Downloaded from ascelibrary.org by MOHAMED AMINE on 12/31/13. Copyright ASCE. For personal use only; all rights reserved.
FAX 206-543-1543; email: jmahoney@u.washington.edu

3
Professor, Department of Civil and Environmental Engineering, Box 352700,
University of Washington, Seattle, WA 98195-2700; PH 206-543-7614;
FAX 206-685-3836; email: holtz@u.washington.edu
ABSTRACT
In an effort to quantify the contribution of geotextile separators to the long-term

performance of pavement sections, falling weight deflectometer (FWD) testing was
carried out over a 12-year period at a test section in southwest Washington State.
Five different geotextile separators as well as a soil-only control section were
installed in the test section with a different base course thickness in the two lanes of a
low volume but heavily loaded rural state highway. The performance of the
separators was evaluated during construction and 5 and 12 years after construction.
Field and laboratory tests were conducted on the subgrade, granular base materials,
and the geotextiles as part of the effort to correlate the performance of the pavement
section to the presence of the geotextile separators. As part of the most recent
evaluation, the FWD results were analyzed using two recently developed
interpretation methods, the FWD Area Program (version 2.0) and Evercalc Pavement
Backcalculation Program (version 5.20).
The results from the FWD Area Program generally showed a decrease in the adjusted
deflections, and increases in the area parameter and subgrade modulus along the test
section over the 12-year period. The greatest increase in subgrade modulus occurred
in the six months following construction. The control sections exhibited behavior
similar to the sections with geotextiles, suggesting that for relatively thick pavements,
geotextiles separators may not provide a significant contribution to the long-term
performance of the pavement.
The Evercalc backcalculations indicated an increase in the adjusted pavement and

subgrade moduli over the 12-year period. The sections that contained geotextiles
generally showed an increase in the base course modulus, however, some of the
analyses showed little to no increase in the base modulus in the control (soil only)
sections. The results suggest that geotextiles might contribute to an increase in the
base course modulus over time. These findings were also correlated with the results
of the field and laboratory investigations.
Copyright ASCE 2005 Advances in Pavement Engineering

Advances in Pavement Engineering
INTRODUCTION
One of the oldest applications of geotextiles is their use as separators in roadways.
However, in spite of this experience, data is lacking to quantify their contribution to
the long-term performance of the entire pavement section. To provide some insight
into these unknowns, the Washington State Department of Transportation (WSDOT)
constructed a geotextile test section near Bucoda, Washington, in June of 1991.
As part of the research, WSDOT periodically performed FWD testing at the site. The
results were analyzed using two recently developed interpretation methods, the FWD
Area Program (version 2.0) and Evercalc Pavement Backcalculation Program
(version 5.20). In addition to the FWD testing, test pits were excavated during
construction and 5 and 12 years after construction to observe the performance of the
pavement section, perform in situ testing, and obtain aggregate base course, subgrade,
and geotextile samples for laboratory testing.
PROJECT DESCRIPTION
The test section was constructed in 1991 on SR 507, just west of Bucoda,
Washington, as a change order to a reconstruction project along the route. The site is
located in southwest part of the state, about 20 miles south of Olympia. This section
of highway was selected for the study because it had historically problematic
performance, experiencing severe distress caused by logging truck traffic. Prior to
reconstruction, the roadway surface contained significant ruts and alligator cracking
and the water table was within 1 to 2 ft (0.3 to 0.6 m) of the road surface during
spring (Tsai et al., 1993). A review of records from a NOAA weather station about 8
miles from the site showed an average total precipitation of about 47 in., and average
minimum and maximum temperatures of 42 and 62 deg F, respectively (WRCC,
2004). Based on the weather records since 1931, the site rarely experiences any frost
penetration.
The test section is 45.7 m long, and is divided into six 7.6 m long sections in each
travel lane. The project stationing is from 177+60 to 179+10 (ft). Each travel lane
contains five different types of geotextile separators and one soil-only control section.
The test section layout is shown in Figure 1, and the properties of the geotextiles are
summarized in Table 1.

00
7+
17
STATIONING IN FEET
50
Centralia
7+
17
Hub
00
8+
18" CULVERT HB
17
50
NP4
HB
8+
NP4 SF
17
00
1996 TEST PITS NP6 Soil
9+
Piezometer Soil NP8
17
2003 TEST PITS
NP6
NP8
SO
U
SF NO THBO
N CENTERLINE
RT
HB UND
SCALE IN METERS FOG LINE OU
ND Bucoda
0 2 4 6 8 10 12 14 16 18 20
EDGE OF PAVEMENT
Figure 1. Layout of Test Section.
Table 1. Summary of geotextile properties1 (after Black, 1997).

Mass per Permit-
Struc- Polymer Thickness, Unit Area, tivity,
Symbol2 ture Type mm g/m2 sec-1 AOS, mm
HB NW PP 0.4 [3] 132 0.1 0.21
NP4 NW PP 1.5* 152* 2.7 0.18-0.30
NP6 NW PP 2.0* 214* 2.1 0.15-0.21
NP8 NW PP 2.6* 280* 1.6 0.125-0.18
SF W PP 0.5* 240[5] 0.1* 0.30
Wide Width Strength/
Elongation Grab Tensile/ Trapezoidal
MD, XMD, Elongation, Puncture, Tear
Symbol2 kN/m/% kN/m/% kN/% kN Strength, kN
HB 6.1/45 7.0/50 0.578/60 0.178 0.267
NP4 8.8/80* 7.0/50* 0.489/50 0.267 0.222
NP6 12.3/95* 10.5/50* 0.667/50 0.335 0.311
NP8 15.8/95* 14.0/50* 0.911/50 0.445 0.380
SF 30.6/15[4] 30.6/15[4] 1.334/20 0.645 0.511
NOTES:
1. Geotextile properties are from Industrial Fabrics Association International (IFAI) (1990)
unless noted otherwise. All values reported as minimum average roll values (MARV) unless
noted by an asterisk (*) indicating typical values.
2. Symbols: HB = heat-bonded, NP = needle-punched, SF = slit film, NW = nonwoven, W=
woven, PP = polypropylene, AOS = apparent opening size.
3. Geotextile property from IFAI (1991)
4. Geotextile property from IFAI (1992)
5. From packaging label.

Prior to placing the geotextile fabrics, 450 mm of material was subexcavated from the
northbound lane and 600 mm was subexcavated from the southbound lane. The
initial lift of base course material over the geotextiles was 150 mm in the northbound
lane and 300 mm in the southbound lane. The base course was compacted with a
smooth drum nonvibratory roller and water was used to moisture condition the
aggregate during compaction. There were some trafficking studies performed and rut
depth measurements made. The design base course thickness was 300 mm in the
northbound lane and 460 mm in the southbound lane. The design thickness of the
asphalt concrete pavement was 150 mm. The results of the investigations during
construction (Phase I) were presented in Savage (1991), Tsai and Savage (1992), and
Tasi et al. (1993).
In 1996, the Phase II excavations were made after the geotextiles had been in service
for 5 years. Samples of geotextiles, subgrade, and base course materials were
exhumed for visual observation and laboratory testing. In addition, in situ soil tests
were performed on the exposed subgrade soils. Black (1997), and Black and Holtz
(1997 and 1999) described the Phase II investigation.
In 2003, Phase III investigations were conducted at the site. The field and laboratory
investigation procedures were generally the same for Phase II, and the results are
summarized in Collins (2004). This paper presents the results of the FWD testing
conducted over the 12-year period, and the results are compared to the findings of the
field and laboratory investigations.
FALLING WEIGHT DEFLECTOMETER TESTING

WSDOT performed FWD testing with a trailer mounted Dynatest Model 8000 before
construction and periodically over the 12 years since reconstruction on the following
dates:
• April 2, 1991 – before reconstruction
• July 24, 1991 – 48 days after reconstruction
• November 25, 1991 – 172 days after reconstruction
• March 25, 1996 – 5 years after reconstruction
• October 4, 2000 – 9 years after reconstruction
• August 12, 2003 – 12 years after reconstruction
The results were analyzed using two recently developed interpretation methods, the
FWD Area Program (version 2.0) and Evercalc Pavement Backcalculation Program
(version 5.20). Both of these programs are used by WSDOT as a means of evaluating
the structural condition of the pavement section from FWD deflection data.
FWD AREA PROGRAM

The FWD Area Program is a quick method of evaluating the structural condition of
the roadway. The FWD Area Parameter represents the normalized area of a vertical
slice taken through a deflection basin between the center of the test load and 914 mm
away from the test load (Pierce, 1999). Higher area values imply a “stiffer” pavement
structure. The Area Program also calculates the subgrade modulus using the

deflection 610 mm from the load in a deflection basin normalized to a 40 kN load.

Newcomb (1986) developed regression equations used to calculate the subgrade
modulus.
Figures 2 and 3 show the adjusted deflections for the northbound and southbound
lanes, respectively. The adjusted deflection is the maximum deflection at the center
of the loading plate normalized to a 40 kN load and modified to account for pavement
thickness and temperature. The general trend was a decrease in the adjusted
deflection with time. The adjusted deflections decreased most in the first few months
following reconstruction, and a relatively small decrease can be seen in the three
years between the last two series of FWD tests.
4.0
04/29/91
3.5 07/24/91
11/25/91
3.0
Adjusted Deflection (mm)
03/25/96
10/04/00
2.5
08/12/03
2.0
1.5
1.0
0.5
HB NP4 NP6 Soil NP8 SF
0.0
177+35 177+60 177+85 178+10 178+35 178+60 178+85 179+10 179+35
Station (ft)
Figure 2. Adjusted Deflections, Northbound Lane.

3.5
04/29/91
Adjusted Deflection (mm) 3.0 07/24/91
11/25/91
2.5 03/25/96
10/04/00
2.0
08/12/03
1.5
1.0
0.5
HB NP4 SF Soil NP8 NP6
0.0
177+35 177+60 177+85 178+10 178+35 178+60 178+85 179+10 179+35
Station (ft)
Figure 3. Adjusted Deflections, Southbound Lane.
Figures 4 and 5, below, show the area parameters for the northbound and southbound
lanes, respectively. The area parameter has generally increased with time over the
12-year period. Just as was seen in the adjusted deflection values, the largest change
in the area parameter appears to have occurred in the first few months after
construction. In fact, the area parameter increased from about 450 to 600 mm over
the 12-year period—an indication of substantial stiffening of the pavement structure.
The trend of decreasing adjusted deflection values and increasing area parameters is
an indication that both the pavement structure and subgrade have gained strength over
time. This is in agreement with the subgrade moduli calculated by the area program,
shown in Figures 6 and 7, below, for the northbound and southbound lanes,
respectively.
700
600
Area Parameter (mm)
500
400
300
200 04/29/91 07/24/91 11/25/91
100 03/25/96 10/04/00 08/12/03
0
177+35 177+60 177+85 178+10 178+35 178+60 178+85 179+10 179+35
Station (ft)
Figure 4. FWD Area Parameter, Northbound Lane.

700
600
Area Parameter (mm)
500
400
300
200 04/29/91 07/24/91 11/25/91

100
03/25/96 10/04/00 08/12/03
0
177+35 177+60 177+85 178+10 178+35 178+60 178+85 179+10 179+35
Station (ft)
Figure 5. FWD Area Parameter, Southbound Lane.
04/29/91 07/24/91 11/25/91

140
03/25/96 10/04/00 08/12/03
120
Subgrade Moduli (MPa)
100
80
60
40
20
0
177+35 177+60 177+85 178+10 178+35 178+60 178+85 179+10 179+35
Station (ft)
Figure 6. Subgrade Moduli Calculated by Area Program, Northbound Lane.

04/29/91 07/24/91 11/25/91

120 03/25/96 10/04/00 08/12/03
100
Subgrade Moduli (MPa)
80
60
40
20

0
177+35 177+60 177+85 178+10 178+35 178+60 178+85 179+10 179+35
Station (ft)
Figure 7. Subgrade Moduli Calculated by Area Program, Southbound Lane.
EVERCALC BACKCALCULATION PROGRAM

Evercalc is a program that uses FWD deflection data to backcalculate elastic moduli
of pavement section layers. The Evercalc program performs iterations of a layered
elastic analysis and compares the theoretical deflections to the measured deflections
until the specified error is within tolerance or the number of iterations has reached a
limit (WSDOT Pavement Guide, Vol. 3, 1999). The program outputs the moduli for
each of the pavement section layers and the underlying subgrade.
Figures 8 and 9, below, are the backcalculated asphalt concrete (AC) moduli adjusted
to a temperature of 25 deg C and a 40 kN load. The significant increase in the moduli
in the period after construction may, in part, be attributed to compaction of the AC by
traffic and aging of the asphalt binder in the hot mix.

12,000
04/29/91 07/24/91 11/25/91
03/25/96 10/04/00 08/12/03
10,000
8,000
EAdj (MPa)
6,000
4,000
2,000
0
177+35 177+60
HB 177+85NP4178+10NP6178+35Soil178+60NP8178+85 SF 179+10 179+35
Station (ft)
Figure 8. Asphalt Concrete Moduli, Northbound Lane.
16,000
04/29/91 07/24/91 11/25/91
14,000
03/25/96 10/04/00 08/12/03
12,000
10,000
EAdj (MPa)
8,000
6,000
4,000
2,000
0
177+35 177+60 177+85 178+10 178+35 178+60 178+85 179+10 179+35
Station (ft)
Figure 9. Asphalt Concrete Moduli, Southbound Lane.
Figure 10 and 11 show the change in the crushed stone base course moduli over the
12-year period since reconstruction. The figures show a general increase in the base
course modulus since construction. The 2003 FWD results in the Soil-NB and Soil-
SB sections were generally the same as the FWD results just after construction in
1991; however, the results over the period were, at best, erratic.

160
140
120
100
ECSBC (MPa)
80
60
04/29/91 07/24/91 11/25/91

40
03/25/96 10/04/00 08/12/03
20
0
177+35 177+60 177+85 178+10 178+35 178+60 178+85 179+10 179+35
Station (ft)
Figure 10. Base Course Moduli, Northbound Lane.
160
140
120
100
ECSBC (MPa)
80
60
04/29/91 07/24/91 11/25/91
40 03/25/96 10/04/00 08/12/03
20
0
177+35 177+60 177+85 178+10 178+35 178+60 178+85 179+10 179+35
Station (ft)
Figure 11. Base Course Moduli, Southbound Lane.
Figures 12 and 13 show the change in subgrade moduli over the 12-year period. The
results are similar to what was found by the Area Program. The Area Program
calculated subgrade moduli about 15 to 20 MPa higher than Evercalc, but both
programs showed an increase of 40 to 50 MPa in the time period since just prior to

reconstruction. The subgrade moduli generally increased with time over the 12-year
period, and the largest increase was in the first several months after construction. In
the figures, the soil-only sections show a similar increase in moduli when compared
with the geotextile sections.
120
04/29/91 07/24/91 11/25/91
03/25/96 10/04/00 08/12/03
100
80
Esubgrade (MPa)
60
40
20

0
177+35 177+60 177+85 178+10 178+35 178+60 178+85 179+10 179+35
Station (ft)
Figure 12. Subgrade Moduli, Northbound Lane.
120
04/29/91 07/24/91 11/25/91
100 03/25/96 10/04/00 08/12/03
80
Esubgrade (MPa)
60
40
20
0
177+35 177+60 177+85 178+10 178+35 178+60 178+85 179+10 179+35
Station (ft)
Figure 13. Subgrade Moduli, Southbound Lane.

COMPARISON TO FIELD AND LAB OBSERVATIONS

A pavement condition survey performed during the most recent field investigations
found no rutting or cracking present within the limits of the test section. A chip seal
treatment was placed after the 1996 investigation. Some minor longitudinal cracks
were observed just outside the limits of the test section where no geotextiles were
present. Overall, both lanes appeared in very good condition within the test section.
The field nuclear density tests indicated that some of the subgrades in the geotextile
sections had an increase in density at 5 and 12 years after construction, but tests in the
soil-only sections had the same or lower results compared to the tests during
construction.
The base course was very dense, and steel pry bars were required to loosen it during
both the 1996 and 2003 test pit excavations. Less than 13 mm of base
course/subgrade intermixing was observed in the soil-only sections. Grain size
distribution tests conducted on the base course material indicated none to a trace of
fines migration (<5%) between the subgrade and the aggregate located immediately
above the zone of intermixing.
These observations indicate that the pavement section may be too thick to realize the
separation benefits of the geotextiles in the 12 years since construction. This is
evidence that when geotextile separators are used, it is probably not necessary to
subexcavate to the same depth as if no geotextile was present. The presence of the
geotextiles may be contributing to an increase in the base course moduli over time.
The pavement in the test section is in good condition, thus the true “long-term”
benefits of the geotextiles are yet to be quantified.
CONCLUSIONS
1. FWD testing and interpretation was successfully used as a means of
evaluating the long-term performance of pavement sections with geotextile
separators.
2. The most significant improvement in pavement section moduli, as determined
by FWD tests, generally occurred in the first several months following
construction.
3. In situations where the subgrade has modest shear strength; subexcavation (or
digout) depths may be decreased if a geotextile separator is placed between
the base course aggregate and the subgrade.
4. Geotextile separators can provide reinforcement of the base course that may
contribute to an increase in base course moduli over time, but for relatively
thick pavement sections, incorporation of a geotextile into the section may not
provide a significant contribution to the overall performance of the pavement
section over the design life.
ACKNOWLEDGEMENTS
The research presented in this paper was funded by WSDOT. Their financial support
is greatly appreciated. Additional thanks are given to all of the personnel who were

involved in planning and executing the field investigation and also those who assisted
in interpretation of the FWD data.
REFERENCES
Black, P.J. (1997) “Performance of Geotextile Separators: Bucoda Test Site – Phase
II,” MSCE Thesis, University of Washington, Seattle, 210 pp.
Black, P.J. and Holtz, R.D. (1997) “Performance of Geotextile Separators, Bucoda
Test Site – Phase II,” Final Summary Report, Washington State Department of
Transportation, Report No. WA-RD 440.1, 210 pp.
Black, P.J. and Holtz, R.D. (1999) “Performance of Geotextile Separators Five Years
after Installation,” Journal of Geotechnical and Geoenvironmental Engineering,
ASCE, Vol. 125, No. 5, pp. 404-412.
Collins, B.M. (2004) “Long-Term Performance of Geotextile Separators, Bucoda

Test Site – Phase III,” MSCE Thesis, University of Washington, Seattle, 194 pp.
Newcomb, D.E. (1986) “Development and Evaluation of a Regression Method to

Interpret Dynamic Pavement Deflections,” PhD Dissertation, University of
Washington, Seattle, 506 pp.
Pierce, L.M. (1999) “Development of a Computer Program for the Determination of

the Area Value and Subgrade Modulus using the Dynatest FWD,” Washington State
Department of Transportation, FOSSC Materials Laboratory – Pavement Section, 59
pp.
Savage, B.M. (1991) “Field Activities Report,” Bucoda, Washington, Field Research
Project, June 25, 1991, unpublished, 29 pp.
Tsai, W.S. (1995) “Evaluation of geotextiles as Separators in Roadways,” PhD

Dissertation, University of Washington, Seattle, 172 pp.
Tsai, W.S. and Savage, B.M. (1992) “Evaluation of Geotextile as Separators in

Roadway Construction,” Bucoda, Washington, prepared for Polyfelt, Inc.,
unpublished. 80 pp.
Tsai, W.S., Savage, B.M., Holtz, R.D., Christopher, B.R., and Allen, T.M. (1993)
“Evaluation of Geotextiles and Separators in Full-Scale Road Test,” Geosynthetics
’93 Conference Proceedings, Vancouver, B.C., Vol. 1, pp. 35-48.
WSDOT Pavement Guide, Pavement Notes (1995) Washington State Department of

Transportation, Vol. 2, 780 pp.
WSDOT Pavement Guide, Pavement Analysis Computer Software and Case Studies
(1999) Washington State Department of Transportation, Vol. 3, 148 pp.

Western Region Climate Center (2004) “Period of Record Monthly Climate

Summary, Centralia, Washington, (451276), Period of Record: 1/1/1931 to
12/31/2003,”, Washington Climate Summaries, http://www.wrcc.dri.edu/cgi-
bin/cliMAIN.pl?wacent, (14 March, 2004).


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GSP 130 Advances in Pavement Engineering

FWD Analysis of Pavement Sections with Geotextile Separators

B. M. Collins1, J. P. Mahoney2, and R. D. Holtz3,

FAX 206-543-1543; email: jmahoney@u.washington.edu

In an effort to quantify the contribution of geotextile separators to the long-term

The Evercalc backcalculations indicated an increase in the adjusted pavement and

Copyright ASCE 2005 Advances in Pavement Engineering

Copyright ASCE 2005 Advances in Pavement Engineering

Table 1. Summary of geotextile properties1 (after Black, 1997).

Copyright ASCE 2005 Advances in Pavement Engineering

FALLING WEIGHT DEFLECTOMETER TESTING

FWD AREA PROGRAM

Copyright ASCE 2005 Advances in Pavement Engineering

deflection 610 mm from the load in a deflection basin normalized to a 40 kN load.

Figure 2. Adjusted Deflections, Northbound Lane.

Copyright ASCE 2005 Advances in Pavement Engineering

Figure 3. Adjusted Deflections, Southbound Lane.

200 04/29/91 07/24/91 11/25/91

100 03/25/96 10/04/00 08/12/03

Figure 4. FWD Area Parameter, Northbound Lane.

Copyright ASCE 2005 Advances in Pavement Engineering

200 04/29/91 07/24/91 11/25/91

Figure 5. FWD Area Parameter, Southbound Lane.

04/29/91 07/24/91 11/25/91

Figure 6. Subgrade Moduli Calculated by Area Program, Northbound Lane.

Copyright ASCE 2005 Advances in Pavement Engineering

04/29/91 07/24/91 11/25/91

HB NP4 SF Soil NP8 NP6

Figure 7. Subgrade Moduli Calculated by Area Program, Southbound Lane.

EVERCALC BACKCALCULATION PROGRAM

Copyright ASCE 2005 Advances in Pavement Engineering

Figure 8. Asphalt Concrete Moduli, Northbound Lane.

Figure 9. Asphalt Concrete Moduli, Southbound Lane.

Copyright ASCE 2005 Advances in Pavement Engineering

04/29/91 07/24/91 11/25/91

Figure 10. Base Course Moduli, Northbound Lane.

40 03/25/96 10/04/00 08/12/03

Figure 11. Base Course Moduli, Southbound Lane.

Copyright ASCE 2005 Advances in Pavement Engineering

HB NP4 NP6 Soil NP8 SF

Figure 12. Subgrade Moduli, Northbound Lane.

100 03/25/96 10/04/00 08/12/03

Figure 13. Subgrade Moduli, Southbound Lane.

Copyright ASCE 2005 Advances in Pavement Engineering

COMPARISON TO FIELD AND LAB OBSERVATIONS

Copyright ASCE 2005 Advances in Pavement Engineering

Collins, B.M. (2004) “Long-Term Performance of Geotextile Separators, Bucoda

Newcomb, D.E. (1986) “Development and Evaluation of a Regression Method to

Pierce, L.M. (1999) “Development of a Computer Program for the Determination of

Tsai, W.S. (1995) “Evaluation of geotextiles as Separators in Roadways,” PhD

Tsai, W.S. and Savage, B.M. (1992) “Evaluation of Geotextile as Separators in

WSDOT Pavement Guide, Pavement Notes (1995) Washington State Department of

Copyright ASCE 2005 Advances in Pavement Engineering

Western Region Climate Center (2004) “Period of Record Monthly Climate

Copyright ASCE 2005 Advances in Pavement Engineering

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