RESILIENT MODULE: WHAT, WHY AND HOW?

Shane Buchanan, Vulcan Materials Company, 31/08/07

The elastic modulus (Mr) remains a key design parameter for pavement systems.
The precise knowledge of the modulus of elasticity of the materials in the pavement layers
it allows us to determine how the pavement system will respond to traffic loads. While
the resilient module has been used by many for years, much of its use has been without
understand accurately many key elements. Among these items are: 1) what is the
resilience module
resilience module and 5) how is it used in the design of pavement systems? This
this document will attempt to answer these key questions.

WHAT IS THE RESILIENT MODULE?

Most pavement engineering or engineering mechanics textbooks will have

a similar definition for the resilience module. In general, it is described as the relationship between
the tension of the applied diverter and the recoverable or 'elastic' deformation. This definition is
correct, but what does it mean exactly in easy to understand terms? To obtain a
For a better and more practical understanding of effort and tension, consider the following.

Effort

If a given load is applied to a material, a contact stress will occur. This stress is equal to
to the load divided by the contact area of the load object. The tension essentially provides
a method to normalize the load and the area for testing and design purposes. For example, a
A unit of 12 x 12 x 12 inches that weighs 200 pounds and rests on the ground produces a contact stress.
average of 200 pounds / (12 x 12 inches) = 1.4 pounds/square inch or 1.4 psi. While the
block remains in full contact with the ground, the tension will be the same, regardless
of the type of soil.

When a wheel load is applied to a pavement, the locations under the load experience
different levels of effort based on their depth from the surface and distance from the load
applied. The deviatoric effort is the axial or vertical tension at a point in the pavement system.
due to the applied load.

Deformation and stress

While the effort remains constant, the observed magnitude of soil deformation
As a result of the load, it will likely vary. This deformation can be significant (for
example, a block resting on a soft ground) or slight (for example, a block that rests
on a rigid ground). In both cases, the load has remained constant; however, it is the
soil properties that influence deformation. Part of the deformation may be
recoverable or 'elastic', while the rest is unrecoverable or 'plastic'.
The discussion of deformation leads to the critical design variable of strain. The strain
it is often described as the relationship between the deformation of an object and its original dimension
in the same direction. The deformation can be calculated for any desired direction (for
example, vertical, horizontal, longitudinal, etc.). If the block is placed on a layer of soil of 6
inches thick and sinks 0.25 inches, the total vertical deformation in the ground would be (0.25
in. / 6 in.) = 0.042 in/in or 4.2 percent. If upon removing the block, the ground 'bounces' to a thickness
of 5.9 inches, the recoverable or elastic strain would be (5.9 in. - 5.75 in.) / 6 in. 0.025 in/in or the
2.5 percent. The unrecoverable or "plastic" deformation would be equal to (6 in. - 5.9 in.) / 6 in. 0.017
pulg/in or 1.7%. Figure 1 illustrates a typical response of the specimen during a loading cycle.
and download.

Confinement

The pavement materials experience different levels of confinement stresses,

according to its position with the pavement structure. Confinement is the result of the materials
surrounding and the depth of the material within the pavement structure. This is
important because the ability of a granular material to withstand load is, in part, a
function to limit the magnitude of the tension.
Rigidity, not strength

An important element to consider is that the elastic modulus is a measure of stiffness.

not of the resistance, of a material. The ultimate shear resistance for granular material
is typically determined through a triaxial shear testing procedure. The elastic modulus
It can be determined in many combinations of applied load and confinement. The resistance or
final tension is the point at which failure occurs during loading. A good example of the
The difference between rigidity and resistance can be seen with concrete. Up to a certain effort
from 'failure', a concrete can withstand stresses with very slight deformation. However, with
certain tension, the concrete "fails" or "breaks" and the final strength is determined.

The resilient module is used to characterize pavement materials under conditions of

loads that will not result in a "failure" of the pavement system. Pavements are designed
to support various sizes of axle load application designs (simple, tandem,
tridem and quadem). By varying the thickness and stiffness of the layers, the pavement system can
designed to withstand the design axle load applications throughout its lifespan.
HOW IS THE MODULUS OF RESILIENCE MEASURED?

The determination of the resilient modulus is generally performed through laboratory tests.
A commonly used procedure for laboratory testing of soils and materials
aggregates is AASHTO T307, Determining the Resilient Modulus of Soil and Aggregate Materials (1).
During the test, an axial stress is applied for 0.1 seconds followed by a period of
rest of 0.9 seconds. The charging and resting period constitutes 1 charging cycle. Note: The
Procedure T307 requires that the aggregated particles exceed 25 percent of the diameter.
the mold (generally 6 inches) are debussed before testing. The scalp of
The 'oversized' aggregates can influence the results of the obtained tests.

An important aspect of the testing procedure is the specified test sequences.

for the subgrade and the subgrade/base materials. Different sequences are specified
tests, with different applied efforts and confinement, for subgrade materials and
subbase/base due to the fact that stress states vary under field wheel load. In the
Figure 2 shows an illustration of the stress states of the resilient modulus. The material
granular is generally known as 'stress-hardening material', which means that
under greater applied tension, the material shows less deformation and therefore a greater
stiffness or resilience modulus. Fine-grained soils or subgrade soils are referred to as 'stress
softening," meaning that with the increase in tension, deformation increases and rigidity
or the decreases module

Before the actual testing sequence of the resilience module, the prepared specimens are
they are conditioned as shown in Sequence '0' of Table 1. According to standard T307, this step
conditioning is for 'the elimination of the effects of the interval between compaction and
the loading and the removal of the initial load against the recharge." In addition, this load serves to
minimize the impact of inappropriate contact between the ends of the sample and the lid of the
sample and the motherboard. After conditioning, the sequences are shown in Table 1.
of tests specified from T307 for the subgrade and the subgrade/base materials.
The subgrade soils are tested at three decreasing levels of confinement (6, 4, and 2 psi) at 5
increasing levels of axial effort (2, 4, 6, 8, and 10 psi) within each level of effort of
confinement. Granular materials are tested at five levels of confinement (3, 5, 10, 15
and 20 psi) with variable levels of axial tension for each level of confinement as shown
In Table 1. The bulk tension is calculated for each testing sequence and represents the state
total effort of the test tube. Next, the resilient modulus is calculated for each of the
15 test sequences. Therefore, a question that needs to be answered is what the state is.
of anticipated effort or the bulk tension of the material in the field? Also, what module
Is resilient applicable to that state of tension?

To determine the elastic modulus in a given stress state or volumetric stress, it is critical
determine the relationship between the resilient modulus and the stress state. The 'k-θ model' is used
widely for the calculation of the resilience modulus of granular materials and is shown in the
Equation 1

= 1∗ θ 2

Where,

Mr = Elastic module,

k1

θ = Crushing stress

The regression coefficients, k1 and k2, represent the y-intercept and the slope, respectively.
of a regression line in a logarithmic diagram of elastic modulus versus stress
volume. Figure 3 shows an example of a plot of this type for a base material.
typical crushed granite. With the determined regression relationship, one can select the
elastic modulus for the appropriate stress state or the bulk stress determined from the
confinement in the field and the applied tension. For example, from Figure 3, for a tension of
calculated volume of 30 psi, the resilient modulus would be 28,183 psi.
Other models of resilient modules have been developed since the introduction of the 'k-θ model.'
The new mechanistic-empirical design guide (M-EPDG) is using the constitutive equation of
elastic modulus provided in equation 2 (2). This model is commonly known as the
model k1-k3 or universal, with its main advantage being the consideration of the stress state (it is
to say, normal and shear stress change) of the material during the test.

Where:

k1, k2, and k3 = specific material regression coefficients,

θ =volume tension,

Pa = atmospheric pressure (i.e., 14.7 psi)

1
= ó √( é )2 =( ∗ ) 21− ( 2+ 2 + σ3−
2-) σ3 1
3
It is worth noting that the octahedral shear stress becomes (σ1-σ3) for the conditions
of asymmetric tension (that is, σ2 = σ3).

As already mentioned, the coefficients 'k' for the universal model are determined by
the regression analysis. k1 is proportional to the elastic modulus of the material and will be positive; k2 is the
the exponent of the bulk stress term will be positive since an increasing bulk stress
results in a higher module; and k3 is the exponent for the shear stress term and
it will typically be slightly negative since an increasing shear effort
it will probably weaken the material resulting in a lower modulus.
What factors influence the resilience module?

Compaction

The resilient modulus samples must be prepared at the target field density to
obtain the highest realistic estimate of on-site performance. The samples compacted at low
density usually has less resilient modules than those compacted to a higher density
high. The magnitude of difference will be a function of many parameters, including the size
maximum of the aggregate, the particle shape, the classification (especially the fine content), and the
normal tension applied. The initial density of the sample can also affect the response of
material to various confinement and applied loads. For example, a specimen with low
initial density will densify more than one to a high density. This densification will lead to
erroneous test results.

Moisture content or degree of saturation

Humidity plays a key role in the performance of the material. The module samples
resilient are typically prepared and tested with their optimal moisture content
determined by Proctor or modified Proctor Test. Just like with compaction, the
samples must be tested under humidity conditions as close as possible. to the extent
as much as possible in field conditions, usually with optimal or very high moisture content
next to it. As a specimen, the moisture content increases and the degree of saturation is
About 100 percent of the elastic modulus will decrease.

State of efforts

The appropriate stress state must be calculated in order to determine the resilience modulus.
correct. The state of stress or volumetric stress, as discussed earlier, is a
function of confinement and effort is applied. Bulk effort can be calculated as
shown in Equation 3.

Where,

θ = Bulk stress, psi

σ1 = Total applied stress, psi

σ3 = Confinement stress, psi

σd = Deviatoric Stress (Axial) or (σ1-σ3), psi

Using the data provided in Table 1, the mass effort of 30 psi shown for the
Material of the subbase/base for test sequence 6 would be calculated as 15 + (3 x 5) = 30 psi.
Within a pavement structure, the bulk stress varies according to the traffic load.
applied, of the in situ pavement (that is, on site) layer density and type of material. For a load
daddy, the bulk effort decreases as the distance from the pavement surface
increases. If a base layer of aggregate is placed beneath a thin layer of HMA, the
bulk effort in the aggregate layer would be greater compared to its placement below
from a thick layer HMA layer. Consequently, a different resilient modulus should be used
for the aggregated base in both cases. When selecting the resilient module, a calculation must be made.
exact volume stress. An example that illustrates how to calculate the in-situ stress state for
A typical pavement structure and the traffic loading is provided below.

EXAMPLE OF IN SITU STRESS CALCULATION

Illustrate the procedure for calculating the in situ stress state and, therefore, the stress at
bulk, Consider the example of pavement section shown in Figure 4. In Figure 4, the
Materials of the pavement layer of a determined thickness (t) are characterized by a module.
elastic (E), the Poisson's ratio (μ), and the unit weight (γ). The elastic modulus is a measure of the
material stiffness is defined as the slope of the stress-strain curve of a material
given within its linear elastic region. The Poisson's ratio is the relationship between the deformation
lateral (horizontal) and axial (vertical) under applied load and ranges from 0 to 0.5. The elastic modulus is a
estimation of the elastic modulus based on recoverable deformation under repeated loading.

The steps involved in calculating the in situ stress state are described below.
(3).

1. Calculate the earth's coefficient of pressure at rest, ko. In the case of granular aggregates.
thick, ko, the relationship between horizontal (lateral) tension and vertical (axial) can
calculated based on the internal friction angle of the aggregate, as shown in the
Equation 4.

ko = 1 - sinφ

ko = 1 - sin 40° = 0.36 40° assumed for crushed stone (the typical range is from 30 to 50°+)

In this example, the vertical stress will be referred to as σ, with the total vertical stress.
(σ1pave) being the sum of the vertical stresses of the pavement structure (σ1pave)
and the applied load (σ1load). Similarly, the horizontal stress will be referred to as
σ3, where the total lateral stress (σ3total) is the sum of the lateral tensions of the
structure of the pavement (σ3pave) and of the applied load (σ3load).
Determine the horizontal effort at rest due to the pavement structure in the
point of interest (for example, 6 inches into the crushed aggregate base layer in
this case). This horizontal effort at rest is the result of the unit weight of the layers
of pavement (γp) above the point of interest. It is calculated based on the different
layer thicknesses and unit weights, as shown in Equation 5. The effort
Horizontal in situ (σ3pave) is calculated as shown in Equation 6.

3. Determine the horizontal stress as a result of the applied traffic load (σ3load).
This parameter can be calculated using various types of elastic analysis software in
layers (LEA). In this example, the σ3load is calculated using the Weslea LEA software and
It determines that it is 0.59 psi.
4. Determine the total horizontal effort in situ from Equation 7.
σ3total = σ3pave + σ3load
σ3total = 0.26psi + 0.59psi = 0.85psi
5. Determine the bending stresses due to the applied traffic load (σdload) as
It is shown in Equation 8.

σload=σ1load -σ3load

The σ1 load is calculated using the LEA software mentioned in Step 3. In this example,
σ1load is 19.98 psi. The load of σload was previously calculated at 0.59 psi. Therefore,
The load is 19.39 psi as shown below.

Similarly, the in-situ deviated effort due to the pavement structure

(σdpave) can be calculated as indicated in Equation 9.

6. Calculate the total stress of the deviator in situ (σdtotal) according to Equation 10.
 7. Calculate the mass effort in the pavement structure according to Equation 11.

8. Based on the relationship developed for the modulus of elasticity in terms of stress
In bulk, calculate the appropriate resilience modulus. From Figure 3, a
example of relationship in the Equation

VARIATION OF LOAD STRESS IN THE PAVEMENT STRUCTURE

The previous example illustrates the bulk effort and the subsequent calculation of the resilient modulus for
a combination of HMA and the thickness of the crushed aggregate base has been mentioned.
previously that the bulk strain varies with respect to the position in the structure of
pavement. Therefore, it is important to understand how bulk stresses and the modulus change.
as the respective pavement layer thicknesses change. Table 2 illustrates the
change in effort and mass modulus for a matrix of HMA and crushed thicknesses of the
aggregate base, based on the parameters of the previous example.

WHAT VALUE IS EXPECTED FROM THE RESILIENCE MODULE?

It is vital to understand what typical resilient modules should be expected for different materials.
Knowledge of typical values will result in greater confidence in pavement design.
Many bibliographic sources provide typical ranges for soil and materials
aggregates; however, the ranges can be substantially different. In general, for the
unbound base aggregate materials, the resilient will range between 15,000 and 60,000 psi. Without taking into account
The elastic modulus can be estimated using various equations of
correlation. Caution: Care must be taken when using correlation equations of any
type. Generally, correlation equations are developed for a dataset
limited and may not be applicable to a wide range of materials.
Correlation methods
The determination in the laboratory and in the field of the resilient modulus can require a lot of time and
work. Therefore, several relationships have been developed in which the resilient module is calculated
as a function of some other material parameter. California Bearing Ratio (CBR), carried out in
according to AASHTO T193 (1), it is commonly used to estimate the resilient modulus. One the
common correlation equation using CBR, is shown in Equation 13. This equation has been
used for fine and coarse aggregates; however, it seems more applicable to fine aggregates soils
granular with CBR values lower than about 20.

Mr (psi) = 1500(CBR)

Equation 14 shows a more recent correlation, also using CBR. This equation is
is being used for the prediction of the resilience modulus in the new Design Guide of
Mechanical-Empirical Pavements (M-EPDG), which is currently being developed, calibrated and
validated (2).

Equation 15 is another correlation, also in the M-EPDG, that uses the 'Hveem Resistance Rvalue'.
a measure of stability determined according to AASHTO T190 (1).

Mr (psi) = 1155 + 555R

In the current AASHTO Guide for the Design of Pavement Structures (4), flexible pavements
they are designed based on a structural number (SN) concept. Based on the design of
associated pavement (for example, traffic, reliability, etc.) the required SN is obtained. Thicknesses of
The pavement layer is determined using the coefficients of the associated structural layer (ai).
These coefficients represent the relative resistance value of one inch of material.
pavement. For granular products without binding, a layer coefficient of 0.14 is commonly used.
used in the design by agencies. This coefficient of 0.14 corresponds to a resilient modulus
of approximately 30,000 psi. This M-EPDG presents another correlation for the module in
function of the layer coefficient, as shown in Equation 16. An important disadvantage of the
Equation 14 is that the layer coefficient must be determined or estimated before estimating.
the resilient module.

HOW IS THE RESILIENT MODULE USED IN PAVEMENT DESIGN?

The resilient modulus of pavement materials (HMA, granular base, subgrade, etc.) has
used for many years in structural pavement design. The resilient modulus
provides an indication of the elastic response of a given material. It is said that materials
elastics (for example, steel) are linear or nonlinear elastics. Linear elastic materials
they show a proportional effort-deformation relationship and no permanent deformation under
load. Non-linear elastic materials (for example, concrete) have a non-linear relationship.
strain-stress and no permanent deformation is observed.

Other materials are called plastics, which means that some deformation is observed.
permanent under load. Generally, granular bases will exhibit a behavior
nonlinear elastoplastic in laboratory and field applications. Again, this means that the
the effort-deformation relationship is not linear and that some amounts of elastic deformation
plastic is present.

Knowing that not all materials are purely elastic, the question then is why do they ...
do you use the resilient module for characterization? The layer elastic analysis (LEA, for its initials)
In English, it is widely used for pavement system evaluation and is a means to
calculate the pavement response under load. Each pavement layer is defined by its modulus
of resilience and the Poisson ratio. While the materials of the pavement layer are not
Elastics are used because LEA is a relatively simple analysis procedure, and what is.
more importantly, the pavement load is generally of a magnitude low enough
as for a linear elastic approximation of the pavement material behavior to
consider appropriate.

In the new procedures of the Mechanistic-Empirical Pavement Design Guide (MEPDG,

for its acronym in English) for the design and analysis of flexible pavements (see the flow diagram
in Figure 5), the LEA is used to determine the pavement response, based on the load
applied, the environmental conditions and the properties of the material (i.e., the properties of
the materials), at two critical points: 1) Stress at the bottom of the HMA layer and 2)
Vertical effort at the top of the subgrade. Excessive stress at the bottom of
the HMA layer can cause the formation of a 'fatigue' crack and continue upward to
the surface of the pavement. Excessive vertical effort on the top of the subgrade may
result in permanent or plastic deformation (for example, the formation of grooves) in the subgrade.
Over time, this formation of grooves will be visible on the surface of the pavement as a result
from the loss of support.
FINAL THOUGHTS

The resilient modulus is a key parameter for characterizing granular material. It is imperative
remember that there is no 'resilient modulus' for a given granular material. The resilient modulus
for granular materials is highly dependent on the stress with the state of stresses (it is
to say, the bulk effort) based on the position of the material in the pavement structure and
of the traffic applied loading. During the pavement design, the condition must be calculated
efforts for the pavement given (structure and load) and a representative resilient modulus
selected.

REFERENCES

American Association of State Highway and Transportation Officials (AASHTO) Standard

Specifications for Transportation Materials and Methods of Sampling and Testing, Part 2B: Tests,
Washington, D.C., 2006.

2. Guide for Mechanistic-Empirical Design for New and Rehabilitated Structures, Final Report, Part
2: Design Inputs, Chapter 3: Materials Characterization, National Cooperative Highway Research
Program (NCHRP), Transportation Research Board, Washington, D.C., March 2004.

3. From Quintus, H., and B. Killingsworth, 'Design Pamphlet for the Determination of Design Subgrade'
in Support of the AASHTO Guide for the Design of Pavement Structures,” FHWARD-97-083, Federal
Highway Administration, U.S. Department of Transportation, Washington, D.C., September 1997.

AASHTO Guide for Design of Pavement Structures, American Association of State Highway and
Transportation Officials, Washington, D.C., 1993.

5. 2002 Mechanistic Empirical Pavement Design Guide (MEPDG) Software Version 0.910 User’s
Guide: Appendix D: User's Guide - Design Guide Software and Design Examples.