Subbase Materials Research Articles

Evaluation of Strength Properties of Subgrade Materials Stabilized with Bio-Enzyme

In the recent studies many chemical have been emerged and used as stabilizing agent. One of such chemical (Bio-enzyme) was used in this study as a stabilizing agent. Bio-enzyme is prepared locally from fermented vegetable and fruits waste. These products are natural, nontoxic, non-corrosive, nonflammable liquid and environmentally harmless. In this research, Bio-enzyme was prepared and used in varying proportion to stabilize laterite samples collected from different locations. Detailed laboratory experiments (Classification tests and CBR) were conducted to evaluate the effects of Bio-enzyme at varying dosage after 24 hours of curing of specimens. The percentage passing through sieve No. 200(75 micron) was less than 35%., according to ASHTO and clause 6201 of Federal Ministry of Works and Housing (F.M.W & H) Specification Requirements, sample A is (A-2-5), sample B is (A-2-4) while sample C is classified as A-2-6 and they are silty or clayed gravel and sand. Sample A is a good subgrade, subbase or base materials based on highest CBR values (at 20% bio-enzyme dosage, Sample A (102.50%) and sample B (69.40%) & at 10% sample C (33.2%). Sample B can also be used as subgrade or subbase materials where light traffic is considered and sample C is suitable as filling materials as evident in their CBR value. It has been observed that Bio-enzyme treated soil shows significant improvement in terms of the dry density and CBR value. Presence of Bio-enzyme in the soil samples led to increase in the C.B.R by 10-20% as compared to the control). However, it is recommended that assumption should not be made that Bio-enzyme is considered suitable for all type of soil and long term effect of it should also be examined.

Sustainability Assessment of Using Recycled Aggregates in Concrete Block Pavements

The mechanistic design of a concrete block pavement (CBP) can be very complicated and often requires the use of computer programs. This paper presents a new mechanistic-empirical method, which is implemented in a computer program (DesignPave) that calculates base course/sub-base thicknesses for a range of design inputs such as traffic load, interlocking properties, and material stiffness. A range of virgin and recycled unbound granular materials were also experimentally tested to characterize them for possible use as base course or sub-base materials. Combining the new mechanistic-empirical method and the range of base course/sub-base course materials (virgin and recycled aggregates), it was found that while a CBP containing recycled aggregates did not offer a significant direct financial benefit based on the characteristics or material costs, the associated environmental benefits were very high.

Validity of sand dunes sediments as a fine aggregates for roads works: a case study on sand dunes sediments, Al-Nasiriya city, southern Iraq

In light of the development and urban growth of the city of Al-Nasiriya, the road construction sector consumes the largest amount of aggregates. The research aims to study suitability of the sediments of the sand dunes extending on one side of the international road between Nasiriya – Baghdad near the check point of Fadak as fine aggregate used for the purposes of roads construction. The results of the geotechnical evaluation of physical properties showed that the grain size analysis of the fine aggregate did not meet the requirements of the Iraqi specification and according to these results, the aggregate needs to modify. Based on liquid limits and plasticity indices and according to Iraqi specification the deposits are suitable for using as sub-grade course materials and to construct the shoulders of the road but not suitable for using as sub-base course materials. While the results of chemical tests indicate that incompatibility of the rates of organic matters and calcium carbonates with Iraqi specification. On the other hand, the chemical analysis of the sediments showed that the rates of the chlorides, sulfates, gypsum, total soluble salts and pH they were within acceptable limits of standard specifications. The mineral components of the soils were characterized by clay minerals (kaolinite and montmorillonite) and non-clay minerals (quartz, feldspar, and calcite).

POTENTIAL OF GRANITE DUST TO IMPROVE THE ENGINEERING PROPERTIES OF SOFT SOILS FOR ROAD CONSTRUCTION

Soft soils such as clay soils, mostly if they comprise swelling minerals may produce great damage to structures, particularly when these soils are exposed to wetting and drying situations. The geotechnical properties of soft soils could be enhanced by utilizing chemical additives. In this paper, granite waste dust was used to adjust the properties of clay soils. This paper investigates the effect of granite rock dust on the geotechnical properties of soft soil. The particle size distribution, Atterberg limits, compaction, California bearing ratio (CBR) and direct shear strength characteristics of the soil when blended with various percentages of granite dust were evaluated. The findings show a great increase in the maximum dry density, optimum water content, direct shear strength and CBR with increasing the amount of granite dust. The best results obtained for CBR values were when the soils mixed with 8% granite dust. Although these findings indicate great improvement in the geotechnical parameters of clayey soils, the higher strength established is not enough for the enhanced soil to be utilized as a base material in the construction of heavily-trafficked flexible pavements. However, this modified material can be used as a base material for moderate traffic roads and as a sub-base material for high traffic roads.

Strength Characteristics of Crushed Concrete and Carbide Wastes Stabilization of Clayey Soil as Highway Material

The functionality of a highway pavement is often judged by the quality and engineering properties of the soil-pavement structures and the materials used to improve the properties of these underlying soils. In this study, crushed concrete waste and carbide waste, whose associated disposal problems constitute environmental hazard, were used for the stabilization of clayey soil using British Standard heavy (Modified Proctor) compaction energy, and used as highway construction material. The various mixes were subjected to particles size analyses, specific gravity, moisture content, Atterberg limits, compaction characteristics, California bearing ratio, unconfined compressive strength test triaxial and water absorption tests. The test results show that the properties of the clayey soil improved with its stabilization with crushed concrete and carbide wastes. The maximum dry density decreased from 1.93 to 1.29 Mg/m3 with corresponding increase in optimum moisture content from 6.0 to 16.6 %, as carbide waste content increased, and crushed concrete waste and clayey soil contents of the mixtures decreased. The maximum California bearing ratio value of 55.01 % (unsoaked and soaked for 24 h) recorded for 25%CS + 75% (75%CCW + 25%CW) mix can be used as subbase material in flexible pavement construction. Further work may assess resilient modulus of this material under cyclic load.

Effect of Aging on Material Characteristics and Leaching Properties of Incineration Bottom Ash from Municipal Solid Waste

In Japan, approximately 5 million tons of incineration bottom ash (IBA) from municipal solid waste (MSW) is discharged per year. There is serious capacity shortage at the final disposal sites because of limited space. Therefore, IBA as a construction material is being explored. However, since material characteristics of IBA vary due to regional characteristics (e.g., type of waste, volume, place, and season) and also IBA contains significant toxic heavy metals and metalloids (especially lead (Pb), hexavalent chromium (Cr (VI)), cadmium (Cd) and boron (B), and so on), therefore it should be immobilized before it can be used as construction materials. Therefore, it is very important not only to understand the geotechnical characteristics but also to understand the leaching properties. This study examines aging methods to immobilize leachable contaminants in IBA by being exposed to natural precipitation and carbon dioxide from ambient air of landfill (heavy metal contaminants removal by washing and poorly soluble carbonate formation by carbon dioxide). This paper reports the effect of the duration on material characteristics of recycling IBA as a base course material and/or embankment material. As the results, it was revealed that the CBR values of IBA decreases as the number of duration increases. However, there is the potential to use the IBA as a sub-base course material. Also the internal friction angle keeps a certain values irrespective of the number of duration. On the other hands, the cohesion of IBAs decreases with the increase of the duration. Therefore, these behaviors might have affected the compaction characteristics of IBA. However, it was revealed that since IBA has the same strength parameter as general construction material, it can be used as an embankment material. Also the leaching concentrations of heavy metals from IBA were found to be influenced by the aging process. It was revealed that the concentration of Pb, Cr (VI), Cd and B meet the environmental quality standard values for ground material.

Applicability of Utilizing Stabilized Native Soil as a Subbase Course in Flexible Pavement

Depletion of natural aggregates due to extensive use for road construction has triggered the scope of implementing non-conventional materials. The utilization of treated native soil in the subbase course of flexible pavement can largely reduce the consumption of natural aggregates and overall construction cost. The primary objective of this study is to investigate the feasibility of using slag–lime-treated native soil in the subbase course of flexible pavement. Ground granulated blast furnace slag (GGBS) alone, as well as in combination with lime, was intended to stabilize the expansive native soil which poses sizeable complications during the construction and maintenance of road pavements due to its poor strength and high swelling–shrinkage characteristics. The native soil was treated with GGBS (G) at 3, 6, 9 and 12% and GGBS + lime (G + L) at 2 + 1, 4 + 2, 6 + 3 and 8 + 4% by weight of dry soil. On the basis of California bearing ratio (CBR) and unconfined compressive strength tests, native soil treated with 12% G, 6% G + 3% L and 8% G + 4% L bettered the minimum requirement for subbase material based on IRC criteria. In order to assess the service life ratio of flexible pavement constructed with slag–lime-treated native soil as a subbase on the basis of fatigue as well as rutting criteria, finite element analysis using PLAXIS 3D was performed on the pavement crust over the subgrade of 4% CBR for a traffic intensity of 100 million standard axles. Finally, design charts of equivalent thickness of slag–lime-treated expansive soil in relation to conventional granular subbase (GSB) were developed to derive the cost efficiency of utilizing stabilized native soil as a potential alternative for conventional GSB. Pavement with slag–lime-treated native soil in subbase layer exhibited residual life of up to 65% more than that of conventional pavement, subsequently reducing the overall construction cost by 15.5%.

Evaluating and improving the construction and demolition waste technical properties to use in road construction

Abstract The volume of Construction and Demolition Wastes is dramatically increasing around the world, mainly in urban areas, giving rise to environmental damage. In Tehran, producing 50,000 tons of the construction and demolition wastes (CDW) has made the lack of suitable sites for the disposal. This study aims were to evaluate the physical and mechanical properties of the CDW to possibly use in road construction, specifically as sub-base materials. To do so, after crushing the selected material from the disposal, a few important physical tests, including soil grading, Atterberg limits, modified compaction, California Bearing Ratio, and direct shear test were carried out to assess the obtained values with those exerted by standards in road construction. Furthermore, a series of cyclic plate load tests have been carried out to evaluate the effectiveness of geocell reinforcement on the bearing capacity of CDW materials. The results showed that the physical and mechanical properties of the studied CDW materials agreed with the majority of the standard criteria to be used as sub-base materials in road construction. The results of plate load tests revealed that cyclic bearing capacity of CDW backfills was 20–40% lower than that of standard material. However, geocell reinforcement could not only improve the CDW cyclic response approaching to natural aggregate (NA) response, but also boost bearing capacity ratio well above than one for all CDW materials.

Bearing Capacity of Soft Marine Soil Stabilization with Cockel Shell Powder CSP

The quality of the subgrade is depending on the geotechnical properties, strength and the stabilization technique adopted for problematic soil in order to increase the bearing value. In Malaysia, soft soil is a challenging due to very low strength value and low California Bearing Ratio (CBR) value as well. The soil stabilization process is conducted to increase bearing capacity of marine soil. An experimental works cover from identification of basic soil properties by index test, compaction test and CBR test. Though, the marine soils have to be treated and stabilized with available methods like using natural materials or additive agents. In this study, geotechnical characteristics of marine soil stabilized with CSP content were determined. The unsoaked treated marine soil stabilized with CSP was investigated. Four different compounds of the soil with 2.5, 5, 7.5 and 10% of CSP were mixed and added to determine the unsoaked CBR of the stabilized soil compounds. The results show the inclusion of CSP reduced the plasticity of the soil and highest dry density was decreased with an increase in the optimum water content. Moreover, by increasing the content of CSP the highest CBR value at 2.5 and 5.0 mm penetrations were achieved. The increasing percentage volume of water usage indicates the decreasing value of CBR. The results indicated that CSP contents have potential as a natural stabilizer for applications such as road sub-base material in road construction. The road sub-base will gain great strength with addition of CSP on marine soil.

An investigation on perpetual asphalt pavements in Minnesota

Asphalt Pavement Alliance (APA) created the Perpetual Pavement Award program in 2001. This program requires that the roadway has at least 35 years of service at the time of award and had experienced no structural failures. In addition, the program limits candidate roadways to those that have not received more than 100 mm of new asphalt nor have been resurfaced at a frequency exceeding 13 years. Minnesota Department of Transportation (MnDOT) currently owns the record for the most award winners and has received an award every year from 2002 through 2017. This study reviews all the award-winning roadways in Minnesota to determine common material, design factors and considerations which may have contributed to the roadways extended life, often exceeding 50 years, despite the harsh Minnesota climate. For these projects, all the available information and any pertinent supporting information were reviewed. Findings from this review showed that a combination of many different factors including large-scale subgrade correction, utilizing non-frost susceptible base and subbase materials, bituminous treatment of the granular layers, utilization of prime coat, and staged construction may have contributed to the outstanding performance of these award-winning roadways. In addition, a more in-depth analysis was performed on the four project locations within the Minnesota Metro District. To further investigate and characterize these sites, coring and hand auger borings were performed in cracked and un-cracked areas along with Dynamic Cone Penetrometer (DCP) test which the results indicated that the in-situ materials were strong in all the projects. The cores were then used to measure thicknesses, densities, asphalt contents, extracted gradations, and also to perform resilient modulus testing at low and intermediate temperatures. Resilient Modulus testing showed that the asphalt mixtures from different projects perform differently at intermediate temperatures, but this difference is much less pronounced at low temperatures. This could be one reason for the similar long-life behavior of these pavements, as they have been subjected to the low temperature condition in a substantial portion of their service life in the state of Minnesota.

Effects of Ceramic Waste, Marble Dust, and Cement in Pavement Sub-base Layer

In this work, the effects of ceramic waste (CW), marble dust (MD), and cement on the performance of road sub-base layer characteristics were investigated. Industries routinely produce CW and MD, and the disposal of these types of waste is a major environmental problem in Algeria and worldwide. Thus, the recycling of these waste materials requires the development of long-term solutions. The goal of the current work is to estimate the effects of CW, MD, and ordinary Portland cement (OPC) on the soil of the sub-base layer improving its engineering properties, such as dry density and bearing capacity as measured by the California Bearing Ration (CBR). We planned different admixtures of soil containing 5, 10, and 15% CW, and 2, 3, 4, and 5% MD, and 1.5, and 2% OPC by dry weight. The attainment of sub-base materials was investigated with soil–CW only, soil–MD only, soil–OPC only and soil–CW–OPC. The results showed that the CBR values of sub-base materials increase with the addition of recycled wastes and OPC. The CBR values of mixtures with OPC only and OPC with CW were greater than that of CW and MD only. This work offers the possibility of improving the sub-base layer by the addition of CW, MD, and OPC to obtain greater economic and environmental sustainability through better resource utilization.

Evaluation of horizontal permeability characteristics of granular subbase material

Moisture enters into the pavement structure from the surface by infiltrating through cracks and joints, laterally from shoulders, and as capillary suction from bottom. One of the predominant causes for the accumulation of moisture in the pavement structure is inadequate subbase permeability. The existence of moisture within the pavement structure reduces the structural stability of the system. Therefore, it is essential to provide the subbase layer with sufficient drainage characteristics. In the present study, drainage and strength characteristics of the unbound material of different gradations that are being used as pavement subbase layers in India are evaluated. Horizontal permeability was determined using laboratory-developed horizontal permeameter under constant head mode with different hydraulic gradients. Strength characterization was also done in terms of California Bearing Ratio (CBR) value. It is found that horizontal permeability depends on the hydraulic gradient and density of unbound material. Comparison of the laboratory obtained horizontal coefficient of permeability of different gradations was made with the values recommended in IRC: 37-2012 and found that all gradations have permeability nearer to 300 m/day with hydraulic gradient range from 0.2 to 0.3. A predictive model was developed to predict horizontal permeability from the fundamental material properties and good correlation was established within the considered range of variables and thereby this model is useful to predict horizontal permeability of granular subbase material.

Electrical resistivity tomography for geo-engineering investigation of subsurface defects: a case study of Etioro-Akoko highway, Ondo State, southwestern Nigeria

The durability of roads is dependent on the proper screening of the variations in subsurface geological characteristics and conditions through geo-engineering investigations and good construction practices. In this study, electrical resistivity tomography (ERT) technique was used to investigate the subsurface defects and potential failures along the substrate of Etioro-Akoko highway, Ondo State, southwestern Nigeria. Results of the inverse model resistivity sections generated for the two investigated traverses showed four distinct subsurface layers. The shallow clayey topsoil, weathered layer, and partially weathered/fractured bedrock have resistivity values ranging from 4–150 ohm-m, 10–325 ohm-m, and 205–800 ohm-m, with thickness values of 0–2 m, 0.5–12.5 m, and less than few meters to > 24 m, respectively. The fresh bedrock is characterised by resistivity generally in excess of 1000 ohm-m. The bedrock mirrored gently to rapidly oscillating bedrock troughs and relatively inclined deep penetrating multiple fractures: F1–F’1, F2–F’2 and F3–F’3, with floater in-between the first two fractures. These delineated subsurface characteristic features were envisaged as potential threats to the pavement of the highway. Pavement failures in the area could be attributed to the incompetent clayey sub-base/substrate materials and the imposed stresses on the low load-bearing fractured bedrock and deep weathered troughs by heavy traffics. Anticipatory construction designs that included the use of competent sub-base materials and bridges for the failed segments and fractured zones along the highway, respectively, were recommended.

Laboratory Investigation of Cement-Stabilized Marginal Lateritic Soil by Crushed Slag–Fly Ash Replacement for Pavement Applications

AbstractRoad construction consumes vast quantities of high-quality quarry materials. Lateritic soil (LS) is commonly used as a natural resource for subbase and base materials in Thailand. This rese...

Strength and Workability Improvement Potential of Admixture of Corn Cob Ash and Cement for Stabilizing Lateritic Soil

A natural lateritic soil classified as A-7-5 (10) and CL based on AASHTO and USCS classification systems, was stabilized with up to 5% cement admixed with up to 12% CCA to assess their effect on its basic geotechnical properties such as particle size distribution, Atterberg limits, compaction, unconfined compressive strength and California bearing ratio. The liquid limit decreased and plastic limit increased while there is a reduction in corresponding plasticity index of the clay soil. There was an increase in Maximum Dry Density (MDD) and Optimum Moisture Content (OMC) of the stabilized soil sample, which increased with the increasing content of CCA and cement. Both the Unconfined Compressive Strength (UCS) and California Bearing Ratio (CBR) of the soil increased with increasing percentage of cement and CCA. Based on the results of this study, corn cob ash (CCA) cannot be used as a stand-alone stabilizer for this lateritic soil but with a more potent stabilizer for clay soil such as lime. It is therefore recommended that the mixture of 12% CCA and 2.5% cement could be used to stabilize A-7-5 (10) lateritic soil for use as subbase material and 12% CCA and 5.0% cement could be used to stabilize A-7-5 (10) lateritic soil for use as base material for improving pavement structure in terms of strength, stability and workability. Keywords: Lateritic soil, Corn cob ash, Cement, Stabilization, Strength and Workability DOI : 10.7176/JIEA/9-7-06 Publication date: December 31 st 2019

Increase the Strenght of Base and Subbase of Flexible Pavement by adding Fledspar as additive material

The strength and durability of the flexible pavement is highly dependent on the quality of the aggregate material used for base and subbase layers. This is can be understand since 95 percent of the weight-volume of the base and subbase layer is aggregate. Therefore using a good quality and strong base and subbase material is very important. In this paper, which is a report of a reseacrh, Feldspar is used as stabilizer of base and subbase materlias of flexible pavement. Feldspar is a group rock-ftant forming tectosilicate minerals that made up about 41% of the earth’s continental crust by weight. 5 to 25% of Feldspar with increment of 5% by weight of the base and also subbase were added. Direct Shear and California Baring Ratio (CBR) test were conducted., beside water content and dry density test. The results of direct shear test show that cohesion of base and subbase materials decrease from 0,164 kg/cm2 of original base and subbase materials become 0,01 kg/cm2 for base and subbase material after adding with 25% of Feldspar, and angle of inernal friction increase from 47,670 become 49,800. Meanwhile the results of CBR test show that CBR value of base increase from 30% to 86,40%, as well as for subbase increase from 21,50% to 87,30% after adding with 15% of Feldspar. It can be concluded that adding aggregate of base and subbase with Feldspar the strenght improve signicantly, and the influence is the strengthening of the base and subbase layers.

Reliability Evaluation of Compacted Tropical Red Soil Admixed with Waste Wood Ash for Use as Road Construction Material

A first-order reliability program (FORM) was applied to evaluate the potential of Tropical Red Soil (lateritic soil) admixed with waste wood ash (WWA) and compacted with British Standard Light (BSL) energy for use as road construction material. Regression models were developed from laboratory data using Mini-tab R15 software which served as limit state equations for the reliability analysis. Using the developed models for compaction characteristics, and a well-known distributions for the related soil parameters, safety indices were calculated considering compaction characteristics (maximum dry density, MDD and optimum moisture content, OMC) as dependent variables and the soil parameters (content of WWA, content of clay, content of silt, content of sand and specific gravity as independent variables). The results revealed that safety index is influenced by alteration in the soil parameters. Results shows that content of clay, content of silt, content of sand and specific gravity are significantly affected by the change in coefficient of variation (COV) and for that reason must be firmly controlled in lateritic soil-waste wood ash (WWA) mixtures compacted with BSL energy for use in road pavement as sub-base material. It was evident from the safety index that WWA content has little effect as its value almost continued unchanged at all COV values used. Stochastically, the BSL energy used did not yield satisfactory safety index value of 1.0 as recommended by the Nordic Committee on Building Regulation. Hence, higher energy level with better additives having higher potency such as cement, lime or bitumen is suggested to model compaction characteristics of lateritic soil-waste wood ash (WWA) mixtures for road pavement purpose as sub-base material for 10-100% variation in COV.

Cyclic plate testing of geosynthetic-reinforced airfield pavements

Numerous cyclic plate load tests have been performed over the past several years to investigate the potential performance benefits of including geosynthetics in paved and unpaved applications. A majority of these studies have focused on relatively thin pavement structures subjected to highway loads. Airfield pavements can be substantially thicker and include multiple aggregate layers, and data are needed to quantify geosynthetic contributions under high contact pressures (CPs). Eleven representative airfield pavement structures (four unreinforced sections, four containing geosynthetics at the subbase−subgrade interface and three containing geosynthetics at the base−subbase interface) were constructed in a laboratory containment facility and subjected to cyclic loading under 1750 kPa simulated aircraft CP. Permanent surface deformation and vertical pressure response data were collected to determine relative improvement when compared with an unreinforced pavement structure and to evaluate the influence of geosynthetics. Some geosynthetics increased the number of cycles to failure, and it was found that some level of permanent deformation (e.g. 25 mm) may be required to engage reinforcing benefits when placement occurs at the subgrade−subbase interface. Changing subbase material from a California bearing ratio of 15–18 to 55 resulted in 1·5 orders of magnitude more cycles to 25 mm of permanent deformation than any of the geosynthetic-reinforced sections evaluated.

Resilient behavior of coarse granular materials in three-dimensional stress state

The traffic-induced cyclic stresses on the road base and subbase courses are usually in three-dimensional stress state, while so far most laboratory studies have focused on the deformation behavior of base and subbase layers in axisymmetric stress state. This study investigates the three-dimensional resilient behavior of coarse granular base and subbase materials based on a true triaxial apparatus. The factors of effective confining pressure, [Formula: see text], amplitude of cyclic shear stress, qampl, coefficient of cyclic intermediate principal stress, bcyc, and fines content are involved. Test results indicate that the increase of either [Formula: see text] or qamplleads to a nonlinear growth of resilient modulus with a decreasing growth rate. bcyc, which is proposed to represent the coupling of cyclic major and intermediate principal stresses, is found to have a promotion effect on the resilient stiffness, and the promotion effect tends to be enhanced by the increase of qampl. A modified model is established to predict the resilient modulus of coarse granular materials in three-dimensional stress state. There appears to exist a critical value of fines content, at which the variation trend of resilient modulus is changed from increasing to decreasing, and the critical fines content is related to both [Formula: see text] and bcyc.

Neural network-based model for prediction of permanent deformation of unbound granular materials

Abstract Several available mechanistic-empirical pavement design methods fail to include predictive model for permanent deformation (PD) of unbound granular materials (UGMs), which make these methods more conservative. In addition, there are limited regression models capable of predicting the PD under multi-stress levels, and these models have regression limitations and generally fail to cover the complexity of UGM behaviour. Recent researches are focused on using new methods of computational intelligence systems to address the problems, such as artificial neural network (ANN). In this context, we aim to develop an artificial neural model to predict the PD of UGMs exposed to repeated loads. Extensive repeated load triaxial tests (RLTTs) were conducted on base and subbase materials locally available in Victoria, Australia to investigate the PD properties of the tested materials and to prepare the database of the neural networks. Specimens were prepared over different moisture contents and gradations to cover a wide testing matrix. The ANN model consists of one input layer with five neurons, one hidden layer with twelve neurons, and one output layer with one neuron. The five inputs were the number of load cycles, deviatoric stress, moisture content, coefficient of uniformity, and coefficient of curvature. The sensitivity analysis showed that the most important indicator that impacts PD is the number of load cycles with influence factor of 41%. It shows that the ANN method is rapid and efficient to predict the PD, which could be implemented in the Austroads pavement design method.