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Geogrids are a class of geosynthetic materials made of polymer materials with widespread transportation, infrastructure, and structural applications. Geogrids are now routinely used in soil stabilization applications ranging from reinforcing walls to soil reinforcement below grade or embankments with increased potential for remote-sensing applications. Developments in manufacturing procedures have allowed new geogrid designs to be fabricated in various forms of uniaxial, biaxial, and triaxial configurations. The design flexibility allows deployments based on the load-carrying capacity desired, where biaxial geogrids may be incorporated when loads are applied in both the principal directions. On the other hand, uniaxial geogrids provide higher strength in one direction and are used for mechanically stabilized earth walls. More recently, triaxial geogrids that offer a more quasi-isotropic load capacity in multiple directions have been proposed for base course reinforcement. The variety of structures, polymers, and the geometry of the geogrid materials provide engineers and designers many options for new applications. Still, they also create complexity in terms of selection, characterization, and long-term durability. In this review, advances and current understanding of geogrid materials and their applications to date are presented. A critical analysis of the various geogrid systems, their physical and chemical characteristics are presented with an eye on how these properties impact the short- and long-term properties. The review investigates the approaches to mechanical behavior characterization and how computational methods have been more recently applied to advance our understanding of how these materials perform in the field. Finally, recent applications are presented for remote sensing sub-grade conditions and incorporation of geogrids in composite materials.

This study investigates the relation of quality measures of asphalt mixture properties during production and construction to long-term in-service performance of flexible pavements. Data fro...

This paper presents an evaluation of the performance of existing materials models in predicting the resilient modulus of base layer aggregates using a repeated load triaxial test database from Wisconsin and Kentucky and involving gravel/crushed gravel and crushed stone. In addition, three new materials models were developed, based on the database, and evaluated, based on their performance in estimating the results of the repeated load triaxial test in the database. The new developed models were validated by predicting the resilient modulus of 15 aggregate samples, based on particle size analysis and compaction tests. Thereafter, the repeated load triaxial test was performed on these 15 samples and the results were compared with the models’ predictions. Two of the developed models performed reasonably compared with the third model.

This paper evaluates the construction quality of aggregate base course layers in terms of the variability and uniformity in density and modulus based measurements. Field and laboratory tests were conducted on 10 aggregate base course layers during HMA pavement construction in Wisconsin. Field tests consisted of in-place unit weight, LWD, DCP, and Stiffness Gauge measurement while laboratory tests included particle size analysis, compaction test, and repeated load triaxial test. Moreover, sensitivity analysis was conducted to assess the influence of the base course layer input parameters on the long-term performance of HMA pavements using the AASHTOWare Pavement ME Design software. Field and laboratory test results demonstrated the existence of high spatial variability in both density (relative compaction ranged from 82.6 to 109.1%, with 17% of test points having values

Long-term durability and sustainability of crucial infrastructure systems such as bridges and pavements are of utmost importance for the economic health of any society. Understanding factors that affect long-term deterioration of reinforced concrete structures can help enhance durability and sustainability of these systems. This paper investigates the effect of the type of coarse aggregate used in concrete on chloride ions penetrability. Twelve coarse aggregate types of different geologic formations (sedimentary, igneous, and metamorphic) were used to prepare fresh concrete in which silica fume and class C fly ash were used. All mix parameters including gradation and volumes of different aggregates were held constant in different mixes with the only variable being the aggregate type. The Rapid Chloride Penetration Tests were conducted on concrete specimens made with various aggregate types at ages of 28, 56, 91 and 365 days. Analysis of test results showed that the aggregate type as well as aggregate absorption rates have significant influence on the electrical charges passed through concrete, especially in early ages of concrete containing aggregates with sedimentary rock origin and relatively high absorption. These specimens exhibited the highest RCPT results indicating higher capacity to allow chloride ion penetration when compared to specimens with igneous and metamorphic rock aggregate of lower absorption values. This influence (discrepancy) diminishes with time for both aggregate type and absorption rates in terms of the magnitude of measured total charge passed.

This study presents statistical evaluations of extreme load effects on bridges due to different truck classes. Using the developed information, a set of procedures are proposed to conduct probabilistic assessments of the relative severity of any heavy truck loading on simply-supported bridges. The truck information used in the analyses was recorded in one entire year by weigh-in-motion stations located throughout the State of Wisconsin. Data on the heaviest five percent of trucks in each truck class-axle group were extracted for analyses. Best-fit unimodal and multimodal statistical distributions for all axle loads and axle spacings (in each truck class-axle group) were determined. Standard and empirical copulas were generated to allow consideration of interdependencies between various marginal distributions. The accuracy of the developed marginal distributions and empirical copulas were verified using multivariate Monte Carlo simulations. Simulations were also used to determine magnitudes (and percentiles) of moments and shears on simply-supported bridges of various span lengths of up to 240 ft (73.2 m) for different truck class-axle groups. Procedures are provided for assessing the relative magnitude of moments/shears due to any heavy truck as percentile of each truck class-axle group, or as percentile of the entire truck population. This could allow the process of issuing truck permits to be based on a chosen probability of exceedance. Results indicate that the Class 9 truck statistics can be used to represent the extreme load effects associated with all truck classes/groups combined.

Geotextiles are commonly used in pavements, earth retaining structures, and landfills, as well as in other geotechnical applications. The puncture strength test evaluates the ability of geotextiles to withstand stresses and loads during construction, which are among the severe conditions that geotextiles can experience. ASTM has recently replaced the standard pin puncture strength test, D4833, with the California bearing ratio (CBR) puncture strength test, D6241. However, many state departments of transportation and the FHWA still refer to ASTM D4833. Other state departments of transportation refer to ASTM D4833 and to D6241 or provide a list of alternative test methods to be considered in place of either of these tests. The objective of this research was to correlate the CBR and pin puncture strengths for various categories of geotextiles, regardless of weave type and mass per unit area. Five types of polypropylene geotextiles, three nonwoven and two woven, were subjected to testing in accordance with ASTM D4833 and D6241 standard procedures. Ten and 15 samples of each geotextile type were tested with CBR and pin puncture strength tests, respectively. All five types of geotextiles exhibited puncture strength values, whether pin or CBR, which were consistent within each group. Similarly, distinct load-displacement curves were exhibited within each material group. Statistical analyses were conducted to establish a correlation between the CBR and pin puncture strength values. The correlations were successfully used to estimate the CBR puncture strength values from the pin test with reasonable accuracy ( R2 = .78).

This paper details the process to develop a framework for connecting pavement construction quality control indicators to long-term performance at the network level. The framework relies on creating a relational database using geo-referencing of individual quality data points collected from the Wisconsin Department of Transportation highway construction projects. This paper demonstrates the ability of the developed system to define the statistical correlation between quality during asphalt mix production and surface construction to in-service performance. The different sources of data relating to pavement design, mix production, asphalt concrete placement, quality control measurements, performance surveys were connected to build a holistic geo-relational database. Four types of distresses (transverse, longitudinal, alligator cracking and rutting) were isolated from the performance surveys to be used as performance indicators. The impact of these distresses on the pavement was calculated in the form of a Deterioration Index (DI). The statistical information in this paper showed that the proposed system could identify changes in the mix properties and assess their impacts on the existence and intensity of distresses. The potential correlations of quality indicators and the four distresses were investigated using linear regression analysis. Based on the results, rutting and alligator cracking are found to be sensitive to quality deviation in air voids (Va), voids in mineral aggregate (VMA), and in-place density. More importantly, the approach detailed in this paper provides the needed foundation for quantifying the dependency of pavement performance on quality control indicators.

Aggregates selected for Wisconsin transportation infrastructure must withstand harsh service conditions. In this paper, results of comprehensive statistical analyses on three sets of aggreg...

The US Environmental Protection Agency (EPA) proposed a new “Effluent Limitations Guidelines” for construction site runoff management in 2009, which required that stormwater effluents be sa...

The research objectives were to establish a resilient modulus test result database and to develop correlations for estimating the resilient modulus of Wisconsin fine-grained soils from basic soil properties. Laboratory testing was conducted on representative Wisconsin fine-grained soils to evaluate their physical and compaction properties. The resilient modulus of each investigated soil was determined from the repeated load triaxial (RLT) test according to the AASHTO T307 procedure. The laboratory testing program produced a high-quality, consistent database of test results. The resilient modulus constitutive equation of mechanistic–empirical pavement design was selected to estimate the resilient modulus of Wisconsin fine-grained soils. Material parameters of the constitutive equation were evaluated from RLT test results. Then statistical analysis was performed to develop correlations between basic soil properties and constitutive model parameters. The resilient modulus values obtained from RLT tests and estimated from the constitutive equations were in agreement. The correlations developed could estimate the resilient modulus of compacted subgrade soils with reasonable accuracy. The proposed material parameter correlations could be used to estimate the resilient modulus of Wisconsin fine-grained soils as Level 2 input parameters. Statistical analysis of the test results also provided resilient modulus values for the investigated soil types that can be used as Level 3 input parameters.

The objective of this research was to investigate the variability of base layer construction in hot-mix asphalt (HMA) pavements and to assess the impact of base layer variability or nonuniformity on pavement performance. Subjective acceptance criteria of base layer construction may lead to variable pavement performance and may result in early pavement distresses and failure. Eleven existing HMA pavement projects with aggregate base course layers constructed in the past few years were selected for falling weight deflectometer (FWD) testing and visual distress surveys. In six of these projects, issues with aggregate base performance (stability and uniformity) had been observed and reported during paving of the HMA surface layer. Later, these pavements exhibited various levels of early distresses, including cracking (longitudinal, transverse, and alligator), aggregate base failure, and pavement surface roughness or irregularities (for ride quality). The remaining five HMA pavement projects, for which no issues related to aggregate base layer behavior were reported during construction, performed well after construction. A test section of approximately 1 mi on each project was subjected to FWD testing. The existing HMA pavements that showed early distresses exhibited high levels of spatial variability and nonuniformity in aggregate base course layers, as demonstrated by FWD testing and backcalculated base layer modulus values and distributions. The existing HMA pavements that performed well exhibited low levels of spatial variability and good uniformity in aggregate base course layers, as shown by the FWD test results and the backcalculated base layer modulus values and distributions.

This study analyzed 95,000 overweight (OW) single-trip truck permits issued in Wisconsin between May 2007 and June 2013. A geographic information system and relational databases were used to conduct a statewide routing analysis to identify highways that are heavily used by OW permitted trucks, such as WI-140. Field studies at WI-140 confirmed a high proportion of OW trucks. In addition, pavement damage and deterioration caused by heavy truck traffic were investigated by conducting a visual distress survey and determination of the pavement condition index (PCI). The pavement of WI-140 was heavily distressed, with a PCI description of very poor. The Mechanistic–Empirical Pavement Design Guide (MEPDG) was used on WI-140 to evaluate the performance of the pavement under OW truck traffic. The results of the MEPDG analysis showed that the pavement was heavily distressed and deteriorated, a condition that was consistent with field measurements and observations. A primary application of the routing and pavement analyses is to assist the Wisconsin Department of Transportation in developing rehabilitation strategies for deteriorated pavements.

Oversize-overweight (OSOW) permit programs allow carriers to move large, heavy, and often high-value freight on state and federal highways. This study analyzed six years of Wisconsin single-trip overweight permits and two years of Iowa single-trip overweight permits to visualize routing trends, identify heavily travelled highway segments, and provide support for mechanistic-empirical pavement design guide (MEPDG) analyses and pavement reliability research. The methodology used custom visual basic for applications (VBA) scripts for text parsing and route processing with results linked to a geographic information system (GIS) database. The results allowed for visualization of permit traffic, geospatial queries of permit routes, origin-destination analyses, and identification of heavily-used permit vehicle corridors. These results have numerous applications for highway design, bridge engineering, freight trend analysis, and highway system planning. Additionally, the methodology supports the generatio...

Oversize-overweight (OSOW) permit vehicles often operate using heavier axle loads than typical truck traffic, in addition to their higher gross vehicle weights. Heavy vehicles are a special concern to pavement engineers due to their correspondingly higher likelihood of causing pavement deterioration. Using a six-year database of single-trip overweight (OW) permits issued in Wisconsin and the results of an extensive route mapping effort, axle load spectra (ALS) were calculated for OW permit vehicles for selected state highway segments. Baseline traffic parameters from the Wisconsin Department of Transportation (WisDOT) corresponding to the selected segments were disaggregated, and the OW ALS were meshed with baseline traffic to create combined ALS. The comparative results of Mechanistic-Empirical Pavement Design Guide (MEPDG) analyses on segments of interest using baseline ALS versus meshed ALS allowed for the estimation of differential pavement damage resulting from the OW permit vehicles. For example, the average per-vehicle deterioration rate from OW trucks on State Trunk Highway 11 ranged from 1.09 to 6.69 times the baseline rate for different types of pavement deterioration. This methodology can be applied to any roadway in order to estimate the pavement effects caused by the addition of vehicles to baseline traffic.

Correlations were developed to estimate the resilient modulus of various Wisconsin subgrade soils from basic soil properties. A laboratory testing program was conducted on common subgrade soils to evaluate their physical and compaction properties. The resilient modulus of the investigated soils was determined from repeated load triaxial testing according to the AASHTO T 307 procedure. The laboratory testing program produced consistent results and a high-quality database. The resilient modulus constitutive equation adopted by NCHRP Project 1–37A was selected for this study. Comprehensive statistical analysis was performed to develop correlations between basic soil properties and the resilient modulus model parameters ki. The analysis did not yield good results when the whole test database was used. However, good results were obtained when fine-grained and coarse-grained soils were analyzed separately. The correlations developed were able to estimate the resilient modulus of the compacted subgrade soils with reasonable accuracy. To inspect the performance of the models developed in this study, comparison with the models developed on the basis of the Long-Term Pavement Performance (LTPP) database was made. The LTPP models did not yield good results compared with the models proposed by this study because of differences in the test procedures, test equipment, sample preparation, and other conditions involved with development of both LTPP and the models of this study.

This paper evaluates the applicability of eight direct cone penetration test ~CPT! methods to predict the ultimate load capacity of square precast prestressed concrete ~PPC! driven friction piles. Analyses and evaluation were conducted on 35 driven friction piles of different sizes and lengths that were failed during pile load testing. The CPT methods, as well as the static a and b methods, were used to estimate the load carrying capacities of the investigated piles ( QP). The Butler-Hoy method was used to determine the measured load carrying capacities from pile load tests ( Qm). The pile capacities determined using the different methods were compared with the measured pile capacities obtained from the pile load tests. Four criteria were selected as bases of evaluation: the best fit line for Qp versus Qm , the arithmetic mean and standard deviation for the ratio Qp /Qm , the cumulative probability for Qp /Qm , and the histogram and log normal distribution for Qp /Qm . Results of the analyses showed that the best performing CPT methods are the LCPC method by Bustamante and Gianeselli as well as the De Ruiter and Beringen method. These methods were ranked number one according to the mentioned criteria.

One of the central challenges facing today's state transportation policymakers is how to incorporate preventive maintenance concepts and strategies into existing asset-management systems. Seven unique challenges to implementing preventive maintenance are identified in the literature and elsewhere, and a discussion covers the ways states have addressed those challenges through various implementation strategies. Then, case studies provide examples of how that incorporation has occurred in the departments of transportation in Michigan, Kansas, and Nebraska. The three case studies are presented in an effort to demonstrate the advantages and disadvantages of these three unique approaches, herein labeled the top-down approach, for Michigan; the bottom-up approach, for Kansas; and the inclusive approach, for Nebraska. In particular, an examination is presented of how preventive maintenance concepts were integrated into the planning, budgeting, and technical needs-assessment for state highways.

This paper presents an evaluation of long-term performance of an alternative flexible pavement design referred to here as stone interlayer pavement. This pavement design was introduced to reduce/defer reflective cracking experienced with soil-cement bases. The stone interlayer pavement consisted of a crushed limestone base on top of a cement-stabilized base. The performance of the stone interlayer pavement was compared to that of the conventional pavement design with a cement-stabilized base. The stone interlayer and conventional pavements were constructed on State Highway LA-97 near Jennings, Louisiana. Both pavements were monitored for 10.2 years after construction. During the evaluation period, pavement distress surveys, testing of roughness and permanent deformation, and evaluation of pavement structural capacity using dynamic nondestructive testing were conducted. Additionally, as a part of the Louisiana Transportation Research Center accelerated pavement testing research program, both pavement designs were tested to failure under the Accelerated Loading Facility in Port Allen, Louisiana. The results of this investigation showed a superior performance of the stone interlayer pavement over the conventional soil cement pavement as tested in the field as well as under accelerated loading.

The design and analysis of pile foundations in Louisiana are based on traditional subsurface exploration methods. This procedure is expensive and time consuming, and it often results in a pile design that is too conservative. The Louisiana Department of Transportation and Development (LA DOTD) has recently adopted the cone penetration test (CPT) technology to design and analyze driven piles. A research effort was undertaken at the Louisiana Transportation Research Center to identify the most appropriate CPT methods for predicting the ultimate axial load carrying capacity of piles driven into Louisiana soils. An evaluation was conducted to rank the CPT methods based on their capability to predict the measured pile load carrying capacity. The top three performance methods were programmed into software, called Louisiana Pile Design by CPT, to facilitate their use in the design and analysis of driven piles by LA DOTD engineers. The current LA DOTD implementation plan is to use the CPT technology to supplement conventional subsurface exploration techniques and to reduce the number of soil borings and pile load tests. A plan for eliminating conventional subsurface exploration completely and replacing it with CPT is still under investigation. The best performing CPT methods were implemented in the design of driven piles on several highway bridges. In these projects, the CPT was capable of identifying the soil stratification at the pile bent location and predicting the pile load carrying capacity. The benefit of implementing the CPT technology in the design and analysis of driven piles over the conventional subsurface exploration methods was also demonstrated.

Field and laboratory tests were conducted on 10 projects during base course layer construction to evaluate the quality of the constructed base layers. Base aggregates were also collected from these sites for laboratory testing. The field testing program consisted of the in place density by the sand cone method, the dynamic cone penetration (DCP) test, the light weight deflectometer (LWD) test, and the GeoGauge test. Laboratory tests conducted are the particle size analysis, the standard compaction test (AASHTO T 99), and the repeated load triaxial test (AASHTO T 307) for determining the resilient modulus. Analyses were conducted on field and laboratory test results. High spatial variability in field density and moisture content exists in base course layers under construction, as demonstrated by the relative compaction test results. High variability exists along the depth of base course layers, as demonstrated by the dynamic cone penetrometer test results and the estimated profile of California Bearing Ratio (CBR) along the depth of the investigated base layers. Spatial variability and non-uniformity were also demonstrated by the results of the light weight deflectometer and GeoGauge, in which the layer modulus varies within a large range of values.

In geotechnical engineering practice, the increase over time of pile capacity after installation is sometimes referred to as pile setup or freeze. Pile setup, which is often associated with piles driven into saturated clays and silts, is mainly attributed to soil consolidation around the pile. Field observations have shown that pile setup is significant and continues to develop for a long time after pile installation. Pile foundations are usually expensive. Therefore, taking a small percentage of pile setup into consideration will result in cost reduction and savings in piling projects. This paper presents a general numerical procedure to predict pile setup by simulating the behavior of the pile during its different life stages: installation, subsequent consolidation, and loading. The Hierarchical Single Surface modeling approach, the strain path method, and the nonlinear finite element analysis of porous media were used in the analyses. The procedure was verified by successfully predicting the field behavior of pile segment models installed into soft marine clay. Numerical experiments were also conducted to demonstrate the applicability of the numerical procedure to full-scale driven piles. Piles with diameters of 0.3 m and 0.5 m and a length of 10 m were considered in the analyses.

Pavement design based on the resilient modulus of subgrade soil has been adopted by many transportation agencies following the recommendations of the AASHTO guide for design of pavement structures. Laboratory and field nondestructive tests are generally used to evaluate the resilient modulus of subgrade soil. These methods have shortcomings and limitations and are considered laborious, time-consuming, and expensive. The difficulties associated with the existing methods signify the need for a popular in situ technology for evaluating the resilient modulus of subgrade soil. Among other methods, the cone penetration test (CPT) is fast, simple, and economical and provides repeatable and reliable results. The results of a pilot investigation to assess the possibility of predicting the resilient modulus of subgrade soil from the CPT soundings are presented here. Field and laboratory testing programs were carried out on two types of cohesive soils at the Louisiana Transportation Research Center/Pavement Research Facility. Field tests consisted of CPT soundings using the 15-cm2 friction cone penetrometer and the 2-cm2 miniature friction cone penetrometer. Laboratory tests included the resilient modulus and physical properties of the investigated soils. The results of the miniature CPT were evaluated and compared with the soundings of the 15-cm2 cone at the same site. Both laboratory and field tests were analyzed. Based on statistical analyses, a model was proposed to estimate the resilient modulus from the CPT data and basic soil properties. Predicted values of the resilient modulus are consistent with laboratory measurements.

This paper evaluates the performance of eight cone penetration test (CPT) methods in predicting the ultimate load carrying capacity of square, precast, prestressed concrete (PPC) piles driven into Louisiana soils. The CPT methods were evaluated based on their ability to predict the measured ultimate pile capacity. Four criteria were selected to evaluate the ratio of the predicted to measured pile capacities. Based on this evaluation, the de Ruiter and Beringen and LCPC/LCP methods showed the best performance in predicting the load carrying capacity of PPC piles driven into Louisiana soils. The CPT methods that showed the best performance, Ruiter and Beringen and LCPC/LCP, were implemented into a Visual Basic computer program to facilitate their use. The Schmertmann method was also implemented in the program, as it is one of widely used CPT methods.

This paper presents a new method based on probability of soil type to evaluate the ultimate capacity of friction piles utilizing the CPT data. A database of thirty-five square PPC piles that were loaded to failure and their adjacent CPT profiles were used to develop this method. Backcalculation was carried out to calibrate the correlation factors needed to estimate the unit end bearing (qb) and unit skin friction (f) of the pile from CPT data (qc, fs) based on the probability of having each soil type. The ultimate pile capacities (QP) of the investigated piles evaluated by the proposed method, three other CPT methods, and the static method were compared with the measured pile capacities obtained from pile load tests. Statistical analyses were carried out to evaluate the reliability of the proposed CPT method and the results showed that the method can predict the ultimate capacity of the piles with good accuracy.

This paper presents an application of the continuous intrusion miniature cone penetration testing for the evaluation of the resilient modulus of cohesive soils. Four cohesive soils were selected for the field and laboratory testing program. The field tests were performed on these soils using the continuous intrusion miniature cone penetration test system. The laboratory testing program included repeated load triaxial tests on undisturbed soil samples, and soil physical and strength properties testing. A statistical analysis was performed on the test results of two soils in order to develop a correlation among the resilient modulus, cone penetration test parameters, in-situ stresses, and soil properties. The model was used to predict the resilient modulus of other two soils. The predicted and measures values of the resilient modulus were in agreement.

This paper investigates the applicability of the cone penetration test in determining the resilient modulus of coarse-grained materials. Field and laboratory investigations were conducted at the sites of two pavement projects in Louisiana. Field tests consisted of continuous intrusion miniature cone penetration tests and soil sampling. Laboratory tests included the repeated load triaxial test and other tests for materials characterization. The test results were used to develop a correlation for predicting the resilient modulus of coarse-grained materials using the cone penetration test parameters and basic soil properties. Another laboratory investigation was conducted in order to investigate the effect of moisture content and unit weight on the cone penetration test parameters and resilient modulus. Test results were used to validate the model developed for predicting the resilient modulus. The resilient modulus values predicted were consistent with those obtained using the repeated load triaxial test.

This paper presents an evaluation of eight cone penetration test (CPT) methods and the static method to determine the load and resistance factor design (LRFD) input parameters for single driven piles. Evaluation of these methods was conducted based on load test database of thirty-four square precast prestressed concrete (PPC) driven friction piles tested to failure. Resistance factors for the investigated CPT methods and the static method were determined using reliability-based analysis. Other design input parameters were determined based on the AASHTO LRFD design specifications for bridge substructure. Based on the results of the analysis, the Penpile method showed the highest values of resistance factors while Tumay and Fakhroo and Schmertmann methods showed the lowest values of resistance factors.

This paper presents a probabilistic CPT method to estimate the ultimate capacity of driven friction piles utilizing CPT data. A database of 35 square PPC piles that were loaded to failure and their adjacent CPT were used to develop this method. Backcalculation was carried out to calibrate the correlation factors needed to determine the unit end bearing (qb) and unit skin friction (f) of the pile from CPT data (qc, fs) based on the probability of having each soil type. The ultimate pile capacities (QP) of the investigated piles estimated by the proposed method, three other CPT methods, and static α and β methods were compared with the measured pile capacities obtained from pile load tests. Statistical analyses were carried out to evaluate the reliability of the probabilistic CPT method and the results showed that the proposed method can predict the ultimate capacity of the piles with good accuracy. The capability of the proposed method was further verified by predicting the capacities of an additional 17 pile load tests. The probabilistic CPT method, in addition to Schmertmann, α, and β methods were calibrated to evaluate the resistance factors needed for the design of single driven piles based on the LRFD method.