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ABSTRACT: This article provides an estimate of the aggregate thickness required for unpaved roads resting on c-
soil and its diminution owing to the utility of a single geotextile layer. Extended parametric studies have been
conducted for estimating the required aggregate thickness as a function of the axle load, tire inflation pressure,
angle of internal friction and load distribution angle of the aggregate, and strength parameters of the subgrade.
Efficacy of the geotextiles has been elucidated in terms of the degree of improvement represented as reduction of
aggregate thickness. Encouraging improvement up to the level of 70% has been observed.
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A. Dey, & S. Meena
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Geosynthetic reinforced unpaved road resting on c- subgrade
Fig. 1 Geometry of unpaved road, vehicle axle For all practical purpose, the design of an unpaved
loads and contact areas as adopted from [2] road without geotextile should satisfy the following
criterion: The maximum pressure on the subgrade
Based on the examination of typical dual tire soil should be less than or equal to the allowable
prints, for on-highway and off-highway trucks bearing capacity of the subgrade. As a limiting
respectively, the equivalent contact dimension of condition, it should never exceed the ultimate
the tires are as follows [2]: bearing capacity of the subgrade stratum. The
equilibrium criterion can be mathematically
LB 2 and L B 2 (4)
represented as:
B P Pc and B P Pc 2 (5)
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A. Dey, & S. Meena
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Geosynthetic reinforced unpaved road resting on c- subgrade
The ranges of various parameters chosen for the sufficient to reduce the required thickness of
present study as per the Indian traffic condition are aggregate layer to a practical magnitude (<1m).
as follows: Hence, for instances, where unpaved roads are to
Axle Load (P): 30 kN 360 kN [12,13] be laid over areas having subgrade strength lower
Tire inflation pressure (Pc): 150 kPa 750 than 20 kPa, it will be necessary to adopt some
kPa [14,15] ground improvement measures in order to increase
Angle of internal friction of aggregate the bearing strength of the subgrade. Application of
(agg): 25 35 geotextiles might prove beneficial in this regard.
Angle of internal friction of soil (): 0 - 50 However, it is to be borne in mind that the
[This range has been considered to cover following study investigates only the case for a
the broad domain of soil characteristic that single passage of traffic with maximum axle
can be present from purely cohesive soil to capacity. The interpretations will change for
rocky subgrade] multiple passes of vehicles, where the usage of
Soil cohesion (c): 0 500 kPa [This broad geotextile will become inevitable. It is also
range covers from purely cohesionless soil observed that the soil cohesion when surpasses a
to the presence of the hard clay in the particular magnitude, the aggregate layer is not
subgrade] required at all. This is possible since in such cases,
Unit weight of soil and aggregate (): 19 the subgrade possesses sufficient bearing strength
kN/m3 [The unit weight of soil and so as to carry the entire traffic load on itself.
aggregate has been kept same owing to the
fact that the variation in unit weight for any
type of soil is not significant]
Track widths of Indian Cargo vehicles: 1.7
m - 2.4 m
Tension-elongation modulus of geotextiles:
1 kN/m-5000 kN/m [2]
Factor of safety (FOS): 1 3 [FOS =1
indicates the consideration of ultimate
bearing capacity of subgrade for evaluation
of the thickness of aggregate layer, while
the other values of FOS considers the use of
allowable bearing strength of the subgrade]
Fig. 4 Effect of soil cohesion on aggregate layer
Fig. 4 depicts the variation of the required thickness for varying axle load (Pc = 600 kPa, agg
thickness of aggregate layer with the variation of = 35, = 0, FOS = 1)
the soil cohesion. It is observed that the effect of
soil cohesion is largely significant in determining Fig. 5 depicts the variation of the required
the required thickness of the aggregate layer. As thickness of aggregate layer with the variation of
expected, an increase in soil cohesion results in the the imposed axle loads. It is observed that the
reduction of thickness. When both the cohesion effect of axle load is significant in determining the
and internal friction of the soil is low (representing required thickness of the aggregate layer. As
a very poor/soft soil), the required thickness is expected, an increase in axle load results in the
immensely large, but quickly drops down to increment of aggregate layer thickness.
feasible magnitudes with the increase in soil
cohesion. For these representative plots, it is Fig. 6 depicts the variation of the required
observed that for a purely cohesive soil, which is thickness of aggregate layer with the variation of
devoid of any frictional resistance, an optimum the tire inflation pressures. As expected, an
bearing strength of 30 kPa for the subgrade soil is increase in axle load results in the increment of
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A. Dey, & S. Meena
aggregate layer thickness for the same bearing high load. Hence, as per the classical definition, it
strength of the subgrade primarily owing to the is observed that the increase in the internal friction
greater stress transferred to the sugbrade. However, of the aggregate, the required thickness of the
it is imminent that the effect of tire inflation aggregate layer increases. The parameter is
pressure is not so significant in determining the observed to pose moderate influence on the
required thickness of the aggregate layer in outcome.
contrary to the observations made for the earlier
two parameters.
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Geosynthetic reinforced unpaved road resting on c- subgrade
parameter in discussion has significant influence in the soil should be more than 40 to withstand the
reduction of the thickness. Most of the prior studies traffic load on its own. However, it is to be
[2,16] are primarily based on the assumption that remembered that this analysis has been carried out
the subgrade is purely cohesive, and the strength is on the assumption of light traffic passage. The
solely governed by the magnitude of soil cohesion. conclusions made here would change if the traffic
Hence, it can be pointed out that those studies were volume to be sustained is large.
mostly conservative owing to the fact that such
purely cohesive soil will not be prevalent in most Table 1 Combinations of the subgrade strength
parts of the world. Rather it will definitely be a c- parameters for no requirement of aggregate layer
soil over which is the road aggregate should have
Angle of internal Soil Cohesion (c kPa)
to be laid. In many regions, it will not be cohesive friction ( deg)
at all; rather, only granular subgrade would be 0 100
present. Keeping in view these conditions, the 5 ~ 50
present study reports the effect of strength of 10 50
subgrade in terms of the angle of internal friction 20 10-50
30 10
of soil as well. 35 5
40 0
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A. Dey, & S. Meena
are generally characterized by having large tires The concept of off-highway vehicle has been
with deep and open treads with flexible suspension. accounted in this study by considering the tire
Common types of vehicles belonging to this width which in turn is related to the tire inflation
category are caterpillar trucks, tractors, forklifts, pressure. Fig. 11 depicts the difference in the
cranes, backhoes, bulldozers and gold carts. To be results due to the consideration of the on-highway
able to drive off the pavement, these vehicles need and off-highway vehicles. It is observed that the
several characteristics. They need to have a low results for both the categories do not differ by large
ground pressure so as not to sink in the soft amounts. This is attributed to the fact that the
ground, they need to have a large ground clearance widths of the tires for both the vehicles are related
to not get hung up on the obstacles, and they need by a multiplier factor of 1.414 which is not
to keep their wheels or tracks on the ground so as significant enough to induce large change in the
not to lose traction. More details about the off- result.
highway vehicles can be obtained in [18].
Fig. 12 depicts the variation of the required
thickness of aggregate layer with the variation in
the tensile strength of the geotextile. Tensile
strength of the geotextile having a value of zero
signifies its absence in the design. It is observed
that the tensile strength of geotextile have a
significant contribution in reducing the required
thickness of the aggregate layer. Two typical
combinations of the axle load and tire pressure is
reported herein. The extensive study in this
direction has not been carried out. Charts
developed similar to as depicted in the figure can
be used for designing geotextile reinforced
unpaved roads by any engineer provided either the
Fig. 10 Effect of bearing strength of subgrade on tensile strength of the geotextile or the required
the aggregate layer thickness for varying axle load improvement in terms of reduction of thickness is
(Pc = 600 kPa, agg = 35, soil = 10, c = 1 kPa) known a-priori. The charts can be useful aid to
design engineer in the following two aspects. If the
tensile strength of the available geotextile is
known, then the amount of aggregate required for
the construction can be determined, or if the target
thickness of the layer is predetermined, proper
choice of a compatible geotextile can be arrived at.
The efficacy of the application of geotextile can be
described by the degree of improvement which is
defined by the percentage reduction of the
aggregate layer thickness with reference to the
thickness required for an unreinforced unpaved
road i.e. I f Ki K0 / K0 100 . It can be noted
that depending on the tensile capacity of the
Fig. 11 Effect of bearing strength of subgrade on geotextile, significant amount of reduction in the
the aggregate layer thickness for varying axle load aggregate thickness layer can be achieved. In
(Pc = 600 kPa, agg = 35, soil = 10, c = 1 kPa) cases, where the improvement is 100%,
theoretically signifies that aggregate is not
necessary. However, acknowledging that this
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Geosynthetic reinforced unpaved road resting on c- subgrade
design methodology is solely based on the tensile same. Similar phenomenon is reflected in Fig. 15,
strength and not the other properties of geotextiles, depicting the degree of improvement in such
and hence in such conditions, a nominal cover of conditions. This phenomenon can be suitable
20 mm is to be provided. Fig. 13 depicts the degree explained based in the mobilization of the
of improvement with the increase in tensile deformation of the geotextile. The reduction in the
strength of geotextile. subgrade affected by the geotextile depends on its
deformation and elongation, which in turn is
governed by the rut depth in the unpaved road. If
the rut depth is extremely small, the geotextile does
not get significantly deformed, and hence does not
exercise contributory reduction in imposed
pressure on the subgrade. Hence, more is the
elongation of deformation of the geotextile; more
is its efficacy in reducing the thickness of
aggregate layer. Insufficient deformation in the
geotextile does not allow the full tensile capacity of
the geotextile to be mobilized. Hence, in such
circumstance, further improvement is not achieved
Fig. 12 Effect of tensile strength of geotextile on with the tensile strength of the geotextile.
the required thickness of aggregate layer (agg =
35, soil = 35, c = 1 kPa, FOS = 1, e=2.6m,
r=0.3m)
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