ANALYSIS AND DESIGN OF GEOTEXTILE REINFORCED PAVEMENT

ABSTRACT

Rural road is one of the basic infrastructure requirements which play a vital role in socio-economic
development of rural community. Rural roads are linking villages with each other as well as connecting
to primary and secondary road network system. In India, functionally rural roads have been classified as
Other District Roads (ODR ) and Village Roads (VR). Rural roads are planned under several rural
development programmes of the state and Centre, the prominent ones being minimum needs
Programmes, National Rural Employment Programme, rural Landless Empolyment Generation
Programmes, etc. This project is optimistic of giving a big boost to the construction of rural roads and
consequent increase in the volume of rural employment.

Geotextile is the name adopted for fabrics used in geotechnical engineering. Depending on the usage,
the same can also be included in irrigation engineering and highway engineering in the construction of
earth dams and roads constructions respectively. They are being extensively used in developed
countries. However, the use of geotextiles is prohibitive in India due to its escalated cost and limited
capacity of our crude oil refineries to produce NAPTHA,basic raw material required for manufacturing
Geotextile. Hence this project focuses on the productive use of discarded and used cement bag fabrics
as a geotextile in the construction of rural roads. The properties of the cement bag fabrics for the
efficient use have been explored and are found to be suitable.

The suitability of the cement bag fabrics used for reinforcement purpose in road construction has been
determined by finding the tensile strength properties of the cement bag fabrics using CBR plunger push-
through test, as suggested by Krishnaswamy et.al(2011).

Analysis and design of geotextile (cement bag fabrics) reinforced pavement have been carried out using
the method reported by SUDHAKAR et.al (2005). Standard CBR tests have been carried out using clayey
soil. Also, unconfined compressive strength tests on the same clayey soil at identical water content and
dry density have been carried out to establish the correlation between CBR value and subgrade
cohesion, Cu (kPa).

The conclusions arrived from the above mentioned project will help indirectly in bringing down
environmental pollution caused by indiscriminate disposal of plastic wastes, particularly discarded and
ANALYSIS AND DESIGN OF GEOTEXTILE REINFORCED PAVEMENT
used cement bags. In addition, the savings achieved in base course thickness will contribute to a
significant reduction in the total cost of the envisaged rural road projects.

S. Sudhakar, M.Mageshnagarajan and N. R. Krishnaswamy(2011) have reviewed the various analytical

and experimental procedures available currently with regard to design of geosynthetic reinforced roads.
The review paper presents a rational design procedure for predicting the thickness of base course layer
for geosynthetic reinforced pavements. By providing reinforcement in the form of geotextiles or
geogrids, the thickness of the base course can be decreased for a given number of traffic passes or in
other words the number of traffic passes can be increased for a given thickness of the base course layer.
The effects of membrane support and traffic passes have been included in the design procedure in the
same manner as recommended by Giroud and Noiray (1981). The experimental study is aimed at
providing an effective alternative design procedure based on simple laboratory evaluation of Equivalent
California Bearing Ratio (CBR) of the composite layered system namely, the geotextile sandwiched
between the base course material and the soft subgrade soil. Modified CBR tests have been carried out
on a layered system consisting of crushed stone aggregate as base course layer and soft Kaolinite as
subgrade soil. The influence of the height of subgrade soil on the CBR value is studied. Four different
kinds of geotextiles have been used and the influence of the secant modulus of the geotextile on the
CBR of the composite system is examined. This experimental study shows that there is an increase in the
CBR value of the composite layered road system with the introduction of the geotextile. The results of
the experimental study have paved the way for an effective alternative design procedure based on
simple laboratory evaluation of equivalent California Bearing Ratio (CBR) of the composite layered
system namely, the geotextile sandwiched between the base course material and the soft subgrade soil.

In order to achieve higher growth rates of economic development in India, the quality and level of
service provided by the roads should improve. A well connected road network is one of the basic
infrastructure requirements which play a vital role for the fast and comfortable movement of inter-
regional traffic in our country. The above objectives are being met with a missionary zeal by our national
planners under the direction of Ministry of Road Transport and Highways, Government of India.

This research paper presents a rational theoretical model and design procedure for predicting the
thickness of base course layer for geosynthetic reinforced road systems. The design method developed
takes into consideration the worst type of natural subgrade soil, usually in the form of soft, saturated
clays exhibiting low values of cohesion under undrained conditions. The analytical procedure is also
ANALYSIS AND DESIGN OF GEOTEXTILE REINFORCED PAVEMENT
envisaged to indicate the tensile strength characteristics of the geosynthetic product used and its effect
on the performance of the roads. In other words, this research paper addresses a design method which
enables the engineer to calculate the required thickness of the base course layer and make the proper
selection of the geotextile or geogrid to be used. As there are no readily available design catalogues,
developed by Indian Roads Congress for Indian conditions, for determining the composition as well as
the thickness of the pavement, when reinforcement is used, this research helps us to determine the
thickness as well as composition of the pavement, when a geotextile, in particular, is used as
reinforcement at the interface of the base course layer and the soft subgrade soil. This research also
gives the base course thickness for very weak subgrade soils which have CBR value less than 2 %
(Sudhakar etal,2005). The design thicknesses obtained for very weak subgrade soils (CBR<2 %) have also
been compared with those from Giroud and Noiray (1981). The experimental study is aimed at providing
an effective alternative design procedure based on simple laboratory evaluation of Equivalent California
Bearing Ratio (CBR) of the composite layered system namely, the geotextile sandwiched between the
base course material and the soft subgrade soil.

In the experimental study, CBR tests on the reinforced specimen as well the unreinforced specimen have
been undertaken primarily with the view to supplement the analytical work and to study the effect of
certain key parameters in the behaviour of the reinforced soil subgrade system. CBR tests have been
carried out in the standard CBR mould as well the modified CBR mould on a two layered Kaolinite
subgrade overlain by a base course layer with and without the geotextile reinforcement. Modified CBR
tests have been carried out on a layered system consisting of crushed stone aggregate as base course
layer and soft Kaolinite as subgrade soil. The influence of the height of subgrade soil on the CBR value is
studied. Four different kinds of geotextiles have been used and the influence of the secant modulus of
the geotextile on the CBR of the composite system is examined.

The CBR test is used through out the world and standardized accordingly [e.g., see ASTM D1883 and IS:
2720 (Part 16)-1979]. The CBR value is a comparison of the soil resistance to the force of a 50 mm
diameter plunger at a given deformation with that of a crushed stone base material. It is actually a
percentage value, although it is rarely expressed as such.

All the tests were carried out in a standard CBR mould and a modified CBR mould. The standard CBR
mould has a diameter of 150 mm. The modified CBR mould has an enlarged diameter of 300 mm.
Diameter of the plunger used in both type of mould for testing is 50 mm. The rate of penetration is 1.25
mm/min. Surcharge weights, sufficient to produce an intensity of loading equal to the weight of the
ANALYSIS AND DESIGN OF GEOTEXTILE REINFORCED PAVEMENT
base material and the pavement shall be placed on the specimen. Parametric studies have been carried
out varying the height of the subgrade and also the diameter of the reinforcement in both the Standard
and Modified CBR moulds.

Behaviour of Unreinforced and Geosynthetic Reinforced Subgrade Soil

According to Giroud and Noiray (1981), classical bidimensional calculations based on theory
of elasticity lead to the value of qe of q which induces stresses in the soil corresponding to elastic
limit of the soil:

qe = πCu + qlat (13)

Where qe = elastic bearing capacity of the soil; and

Cu = undrained cohesion of the frictionless soil;

qlat = lateral surcharge.

Similarly according to Giroud and Noiray (1981) calculations using the theory of plasticity lead
to qu, maximum value of q:

qu = (π+2)Cu + qlat (14)

Where qu = ultimate bearing capacity of the soil.

Fig. 5 shows the development of plastic zones in a frictionless incompressible soil under a load
equal to the ultimate bearing capacity of the soil and applied over a width, 2a.
ANALYSIS AND DESIGN OF GEOTEXTILE REINFORCED PAVEMENT

Fig.5a- Plastic failure of Subgrade Soil under Single wheel load

Fig.5b-Plastic failure of Subgrade Soil under Dual wheel load

The depth of the plastic zones is given by:

Hp = a√2 (15)

Theory of plasticity will be used later to describe the behaviour of the subgrade soil when a
geosynthetic layer is used. In this case,

2a = 2 x01 (16)

From Eqs. 15 and 16, the minimum value for the subgrade soil thickness, to ensure the validity
of subsequent calculations based upon theory of plasticity, is:

Hmin= 2 x01 /√2 (17a)

According to Giroud and Noiray (1981),

Hmin = (B+2htanα)/ √2 (17b)

Where, B = width of the equivalent contact area between the dual wheel and the base course,
h= thickness of the base course layer, and tanα=0.6. It may be noted that Eq. 17a holds good for
a circular contact area and Eq. 17b can be used for rectangular contact area as defined by Giroud
and Noiray (1981).
ANALYSIS AND DESIGN OF GEOTEXTILE REINFORCED PAVEMENT
The width of plastic zones, on either sides of the loaded area, is equal to the width of the
loaded area. Therefore, if two loads are at a distance smaller than 2a Fig. 5b, the heave of the soil
between the two loads is restricted and more soil moves outwards than inwards. This
consideration is important as it will be shown later. The width of the plastic zones also governs
the required lateral extent of the geosynthetic layer under the road shoulders (Giroud and Noiray,
1981). According to Giroud and Noiray (1981), the soil settles under the load and heaves
laterally (Fig. 5). This phenomenon as a whole is called deflection of the soil surface.

Experimental Set-up in GT lab

The CBR test is used through out the world and standardized accordingly. The CBR value is a
comparison of the soil resistance to the force of a 50 mm diameter plunger at a given
deformation with that of a crushed stone base material. It is actually a percentage value, although
it is rarely expressed as such. The test on the soil subgrade can be performed either at the in-situ
moisture content or the soil can be saturated for 96 hours and then tested. These two conditions
give rise to unsoaked and soaked CBR values, respectively. Soaked CBR values are generally
lower than unsoaked values, but the difference depends on the soil type.

All the tests were carried out in a standard CBR mould and a modified CBR mould. The
standard CBR mould has a diameter of 150 mm. The modified CBR mould has an enlarged
diameter of 300 mm. Diameter of the plunger used in both type of mould for testing is 50 mm.
The rate of penetration is 1.25 mm/min. Surcharge weights, sufficient to produce an intensity of
loading equal to the weight of the base material and the pavement shall be placed on the
specimen. The subgrade was prepared at the optimum moisture content and for maximum dry
density. After the preparation of the subgrade the base course layer is placed over the subgrade
and the test is carried out and the CBR value is found out as the case without reinforcement. In
the other tests reinforcement is placed at the interface of the subgrade and the base course layer
and the test is carried out and the CBR value is found out. Parametric studies have been carried
out varying the height of the subgrade and also the diameter of the reinforcement in both the
Standard and Modified CBR moulds.

5.3 Materials Used

ANALYSIS AND DESIGN OF GEOTEXTILE REINFORCED PAVEMENT

5.3.1 Subgrade Soil

The subgrade soil is simulated by a commercially available Siltyclay. The subgrade soil is
chosen as Siltyclay since it has got very low CBR value, which generally simulates the very soft
soils whose CBR is less than 2 % in the field.

Various index and engineering properties of the Siltyclay clay have been determined as per
the guidelines of the Indian Standard Code such as

I. Specific gravity,
II. Atterberg’s limit (Liquid limit, plastic limit and shrinkage limit)
III. Standard proctor test and
IV. CBR test.
V. Unconfined Compression strength test.

REFERENCES

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of stresses, strains, and deflection beneath a uniform circular load on a homogeneous half
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2. Binquet, J. and K.L. Lee (1975a) Bearing Capacity Tests on Reinforced Earth Slabs.
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3. Girond, J.P.C. Ah-Line and R. Bonaparte (1984) Design of Unpaved Roads and
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of Civil Engineers, London.
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by The Indian Roads Congress, New Delhi, India
ANALYSIS AND DESIGN OF GEOTEXTILE REINFORCED PAVEMENT
6. IS: 2720 (Part 3/Sec 1) – 1980 method of test for soils: Determination of Specific Gravity.
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ANALYSIS AND DESIGN OF GEOTEXTILE REINFORCED PAVEMENT

TYPES OF GEOTEXTILE

 There are large number of different Geotextiles produced, but depending upon the mode of
manufacturing the fabrics are classified as :

1. Woven Geotextiles.

2. Non-woven Geotextiles.

3. Knitted Geotextiles.

Composites
ANALYSIS AND DESIGN OF GEOTEXTILE REINFORCED PAVEMENT

Without separation

Separation

(with geotextile)
ANALYSIS AND DESIGN OF GEOTEXTILE REINFORCED PAVEMENT
ANALYSIS AND DESIGN OF GEOTEXTILE REINFORCED PAVEMENT
ANALYSIS AND DESIGN OF GEOTEXTILE REINFORCED PAVEMENT
ANALYSIS AND DESIGN OF GEOTEXTILE REINFORCED PAVEMENT