“Design of Pavement Using Reinforced Soil”

A PROJECT REPORT
Submitted by

Chauhan Mihir J. (160493106012)

Nayak Vishal K. (160493106018)
Nayaka Prashant K. (160493106019)
Rana Mehul R. (160493106033)
Valand Parth R. (160493106039)

Guided by

MR. KRUNAL A. SHAH

ASSISTANT PROFESSOR

In fulfillment for the award of the degree

Of
BACHELOR OF ENGINEERING
In
CIVIL ENGINEERING

SITARAMBHAI NARANJIBHAI PATEL INSTITUTE OF TECHNOLOGY AND

RESEARCH CENTRE
UMRAKH

Gujarat Technological University, Ahmadabad

October–2018-19
 CERTIFICATE

Date:

This is to certify that the dissertation entitled “Design of Pavement Using

Reinforced Soil” has been carried out by Chauhan Mihir J.(160493106012),
Nayak Vishal K.(160493106018), Nayaka Prashant K.(160493106019), Rana
Mehul R.(160493106033), Valand Parth R.(160493106039)under our guidance in
fulfilment of the degree of Bachelor of Engineering in civil engineering
th
(8 Semester) of Gujarat Technological University, Ahmedabad during the academic
year 2018-19.

Guide by

Mr. KRUNAL A. SHAH

(Assistant Professor)

EXAMINER HEAD OF THE DEPARTMENT EXAMINER

(EXTERNAL) (INTERNAL)
 ACKNOWLEDGEMENT
We are glad to express our heartfelt gratitude towards the S.N.P.I.T & R.C., UMRAKH that gave
us an opportunity for our project in their esteemed organization.

We express our sincere and heartily gratitude to our respected Dr. Ajay V Shah, Director of the
institute and Dr. Piyush jain, Principal of the institute for their all supports during our project
work.

It is privilege for us to have been deeply indebted to Prof. Krunal A. Shah our advisor and guide,
for the motivation, guidance, tutelage and patience throughout the research work. We have been
greatly benefited by their valuable suggestions and ideas, constant encouragement and patience
throughout this work.

We express our gratitude to Mr. Keyur P Shah [Head of Department] in civil engineering for his
constant encouragement and support and also thankful to people who have contributed in their
own way to make project successfully.

Apart from this we would like to express our gratitude to all who have directly or indirectly
contributed or assisted in our project work.

We take this opportunity to thank all the classmates for their company during the course of work
and for useful discussions that we have done with them under these responsibility and talented
personalities. We were efficiently able to complete our project in time with success.

Chauhan Mihir J. (160493106012)

Nayak Vishal K. (160493106018)
Nayaka Prashant K. (160493106019)
Rana Mehul R. (160493106033)
Valand Parth R. (160493106039)
 ABSTRACT
As on the soil map of India, the Gujarat, Madhya Pradesh, and Maharashtra has high amount
of black cotton soil. In black cotton soil the road are not give the desired results due to poor
CBR value.
Road in this soil have mostly the problems like the formation of the patholes, ruts, cracks and
localized depression and settlement, especially during rainy season. These are mainly due to
the insufficient bearing capacity of the subgrade soil in water saturated condition. The
subgrade soil has mostly low CBR 2-5%. In the CBR method of pavement design (IRC:37-
2012) the total thickness of pavement increase exponentially with a decrease in the CBR
value of subgrade soil which is turn increase the cost of construction. So, it has been try to use
the geogrid material as reinforcement in pavement. In our investigation we analyzed the
actual work at Bhatia-Kharwasa road which is under R&B department. We collect the
information from the R&B department about that road. We collect the soil sample from that
road at different location. The subgrade soil has already stabilized by GBFS. the laboratory
test (grain size analysis, atterberg’s limit, free swell index, heavy compaction test etc.) and
CBR tests are conducted on soil samples. We collect the traffic data from the R&B
department. As per IRC:37-2012, pavement design is performed from the data of CBR and
traffic. With the use of geogrids as reinforcement, the thickness has to be defined with one of
the available methods such as AASHTO method, federal highway administration (FHA)
Geosynthetic design and construction guidelines, and Giroud- Han method. We also refer the
Indian geotechnical journal Dec-2015, volume-45, issue-4, pp 458-471 “design of geogrids
for road base stabilization”. It should be prove that from the alternate methods, by provision
of geogrids reinforcement there will be considerably reduction in pavement layer thickness
without reducing strength of pavement
This study will have positive impact on cost as it will reduce the project as well as
maintenance cost of the road. Our project is discuss in detail process and its successful
application.
 TABLE OF CONTENTS

TITLE PAGE NO.

CERTIFICATE I
ACKNOWLEDGEMENT II
ABSTRACT III
CONTENTS IV
LIST OF TABLE V
LIST OF FIGURE VII
LIST OF GRAPH VIII
 CONTENTS

CHAPTER DESCRIPTION PAGE

NO NO
1 INTRODUCTION 1
1.1 Problem Summary And Introduction 1
1.2 Aim And Objective Of Our Project 2
1.3 Problem Specification 2
1.4 Future scope 3
1.5 Mechanism and concept of Flexible Pavement 3
1.6 Application of Reinforcement 6
1.6.1 Geosynthetics 7
1.6.2 Geosynthetics used in project 12
2 LITERATURE REVIEW 14
3 EXPERIMENTAL STUDY 19
3.1 Standard procedure for grain sizes 19
3.2 Standard procedure for plastic limit 20
3.3 Standard procedure for light and heavy
22
compaction
3.4 Standard procedure for moisture content 24
3.5 Standard procedure for free swell index test 25
3.6 Standard procedure for CBR 26
4 RESULTS 28
4.1 To Determine Grain Size Distribution For Given
28
Soil Sample.
4.2 To Determine Liquid And Plastic Limit For Given
30
Soil Sample.
4.3 To Determine Maximum Dry Density And 31
Optimum Moisture Content Of Soil.
4.4 To Determine Free Swell index of soil 32
4.5 To determine CBR Test with or without Geogrid 33
4.6 To determine CBR Test with Geogrd 34
5 Future Work 38
6 Reference 39
 LIST OF TABLE

TABLE PAGE
DESCRIPTION
NO NO
1 Determination of Grain Size Analysis 19
2 Determination of plasticity index 20
3 Determination of Light And Heavy compaction 22
4 Determination of Moisture Content 24
5 Determination of Free Swell Index test of soil 25
6 Determination of California Bearing Ratio test 26
7 Observation Table For Grain Size Analysis 28
8 Observation Table For Plasticity index value 30
9 Observation Table For MDD Density 31
10 Observation Table For OMC Moisture Content 31
11 Observation Table For Free swell Index 32
12 Observation Table For Result Summary 32
13 Observation Table For CBR Without Geo-Grid 33
14 Observation Table For CBR With Geo-Grid 34
 LIST OF FIGURE

Fig
Discription of Figure Page No
No
1.1 Typical layer of flexible pavement 3
1.2 Load Transfer in Granual Structure 3
1.3 Separation of Pavement 4
1.4 Lateral Reasitance 5
1.5 Bearing capacity 5
1.6 Tension Membrane 5
1.7 Geotextile Woven And Non Woven 8
1.8 Geo-Grid 9
1.9 Geonets 9
1.10 Geomembrane 10
1.11 Geocomposites 10
1.12 Geostrips 11
1.13 Geowebs or Grovels 11
 “Design Of Pavement Using Reinforced Soil” 2018

Chapter 1 Introduction

1.1 Introduction
Roads and highway are the backbone of any country in the world for development. India has the
second largest road network and fastest growing airport infrastructures. Indian railway has a
network of 63,465 route kilometers. Rut formation under heavy vehicle loads is a major concern
for unpaved roads over soft sub-grade. It is required to minimize the rut formation to prevent
local shear failure. It can be achieved by increasing the thickness of the base layer with good
quality of fill materials. In that case, the ground pressure on sub-grade gets reduced due to wider
load distribution. However, it will increase the cost of construction. The sub-grade soil can also
be improved by stabilization systems using lime, cement and chemicals. This will also lead to a
higher construction cost.
As the service life and performance of the pavement depends to a large extent on the strength
and stiffness characteristic of sub-grade, there is need to pay attention on the quality of the sub-
grade. The California bearing ratio (CBR) is one of the indicator of strength of soil. In pavement
layers soil sub-grade is most important layer. Soils are composed of a variety of materials, most
of which do not expand in the presence of moisture. However, a number of clay minerals are
expansive such as Smectite, Bentonite, Chlorite, Beidellite, Vermiculite, Montmorillonite.
Black cotton soils are inorganic clays of medium to high compressibility and form a major soil
group in India. They are characterized by high shrinkage and swelling properties. This Black
cotton soils occurs mostly in the central and western parts and covers approximately 20% of the
total area of India. Because of its high swelling and shrinkage characteristics, the Black cotton
soils (BC soils) has been a challenge to the highway engineers. The Black cotton soils is very
hard when dry, but loses its strength completely when in wet condition.
In the process of development of a country, governments continuously plan to improve road
networks by connecting different places in the shortest path. In this process the pavements are to
be laid through different sub-grade soils. As it is imperative to lay pavement over clay sub-
grades, there is need for a design methodology which ensures safety of pavements over clay sub
grades, with possible reduction in pavement thickness. Pavements are of two types, namely
Flexible and Rigid pavements. Generally flexible pavements are preferred to rigid pavements
due to their low initial cost, smooth riding surface and easy maintenance. Pavement failures are
often noticed in flexible pavements constructed over clay sub-grades despite building pavements
with large thickness. Low traffic roads are affected by swelling of sub-grade whereas the heavy
traffic roads are affected by the excessive settlements or shear failures in the edge regions due to
softened sub-grade during rainy season. The Pavements offer poor riding surface due to volume
instability of the sub-grade and demand for periodic maintenance after every rainy season.
Hence, there is need for evolving pavement design over clay subgrades which reduces pavement
thickness besides improving performance by avoiding overstressing of sub-grade in excess of
 “Design Of Pavement Using Reinforced Soil” 2018

permissible bearing capacity and also controlling swelling. So far geosynthetics are in use to
improve the performance of pavements in the form of separators, moisture barriers and capillary
cut-offs. The reinforcing action of geosynthetics, particularly geotextiles and geogrids is not
much explored. Hence, in the present study, it is intended to formulate design methodologies for
reinforced flexible pavements over expansive soil by usage of geogrids reinforcement.
The reinforced earth consist of a combination of earth and reinforcing elements. The
reinforcement is often a linear element of a layer placed between the soil layers to enables them
to withstand higher stress and to improve the basic properties of the foundation material. The
soil exhibit low tensile strength tending to a negligible value in the case of black cotton soil. In
soils the internal stress developed due to load application generates the frictional forces between
the soil and the reinforcing material and transfers the stresses to reinforcing elements due to
friction between the two materials.

1.2 Objective of The Project:-

 To reduce the settlement of structures.
 To reduce vertical and lateral deformation.
 To reduce thickness of pavement
 To reduce construction and operational costs.
 To increase the bearing capacity of soft soil.
 To increase lifetime of the road.
 Better drainage Rapid consolidation.
 Less periodical maintenance.
 To design pavement based on MSA traffic and CBR as per IRC:37-2012

1.3 Problem Specification:-

 Expansive soil or black cotton soil having swelled and shrink properties.
 Soil is swelling and become sticky when wet.
 During dry season this soil develop wide cracks.
 Shrink swell properties of soil causes the foundation problems and slope failure.
 Expansive soil will collapse and can result in building settlement.
 Foundations, retaining wall, pavements, airports, side walls etc. are adversely affected.

1.4 Mechanism and concept of Flexible Pavement

Typical layers of a flexible pavement

Typical layers of a conventional flexible pavement includes seal coat, surface course, tack coat,
binder course, prime coat, base course, sub-base course, compacted sub-grade, and natural sub-
grade

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 “Design Of Pavement Using Reinforced Soil” 2018

Fig.1.1 Typical Layer of Flexible Pavement

Flexible pavements will transmit wheel load stresses to the lower layers by grain-to-grain
transfer through the points of contact in the granular structure (see Figure 1).

Fig. 1.2 Load transfer in granular structure

 Due to the wheel load Stone aggregates enter into the fine subgrade soil and loose its
strength
 Soil pumps up into the voids of stone aggregates causing the stone aggregate to loose it
drainage capacity.

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 Separation Mechanism:-
Geosynthetics prevent granular materials from penetrating into the soft underlying subgrade
as well as prevent fine grained subgrade soil from being pumped up into permeable. The
geosynthetics may tear off due to sharp edged grains of the Subgrade under the dynamic
loads of Vehical.

Fig1.3. separation of pavement

 Mechanism of Reinforcement
Soil:- Good in Compression And Poor in Tension
Geosynthetics:- Good in Tension And Poor in Compression
Combination of geosynthetic and soil ensures an excellent bond and form a composite
material.

1.5 Geosynthetics and its Type:-

Geosynthetics with high tensile strength used in combination with soil of high compressive
strength have been found to be effective in the design of many civil engineering applications.
The application of Geosynthetics in the field of geotechnical, transportation, hydraulics, and
geo-environmental engineering has been explained by many researchers.

‘GEO’ touching on Associate in Nursing finish use related to rising the performance of applied
science works involving earth/ground/soil. ‘SYNTHETICS’ touching on the very fact that the
materials square measure virtually solely from artificial merchandise

 Types of geosynthetics

In the words of professor Robert M.Koemer(1990), geo-synthesic is defined as “ An existing

new concept in engineered materials has emerged for the civil engineering community and the
rapidity at which the related products are being developed and used is nothing short of amazing.

They can be rapidly installed.

4
 “Design Of Pavement Using Reinforced Soil” 2018

 They are sometimes, the only means of construction.

 They are being aggressively marketed.
 They can revitalize the textile industry.
 They are good alternatives to conventional designs.
 They generally replace scarce raw material resources like steel and cement.
 Their timing is very appropriate.
 They are indeed needed.

 The principal types of geo synthetics are:

1. Geo textiles
2. Geo grids
3. Geo nets
4. Geo membranes
5. Geo composites
6. Geo strips
7. Geocells/ Geowebs

1. Geo textiles:

They form the largest group of geo synthetics. They are textiles in the traditional sense, but
consist of synthetic fibers rather than natural fibers such as cotton, wool or silk. Geo textiles are
mainly of two types, namely woven and non-woven.Woven Geo textiles are:

 Monofilament
 Multifilament
 Tape threade

Fig. 1.7 Geotextiles woven and Non woven

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 “Design Of Pavement Using Reinforced Soil” 2018

2. Geogrids:

This is a small but rapidly growing segment of geosynthetics

area. They are manufactured from selected polymers by
extension or by aligning molecular chains of polymers. A
geogrid is a synthetic planar structure formed by a regular
network of tensile elements with aperture of sufficient size
to allow interlocking with surrounding soil, rock, earth or
any other geotechnical material, and is characterized by high
dimensional stability and high tensile modulus of
elongation. The main functions of geogrids are separation
and reinforcement.
Figure-1.8 Geogrid

3. Geonets:

They are usually formed by a continuous extrusion of

polymeric ribs at acuteangles to one another. When the ribs
are opened, relatively large apertures are formed in a netlike
configuration. Their design function is completely within the
drainage area where they have been used to convey fluids of
all types.

Figure 1.9 Geonet

4. Geomembrane:

Geomembranes represent the second largest group of

geosynthetics . The materials are “impervious” thin sheets
of rubber or plastic material used primarily for linings and
covers of liquid or solid storage facilities. Thus the
primary function is always as a liquid or vapour barrier.

Figure 1.10 Geomembrane

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 “Design Of Pavement Using Reinforced Soil” 2018

5. Geocomposites:

A geocomposite consists of a combination of geotextile

and geogrid, or geogrids and geomembrane or
geotextile, geogrid and geomembrane or any one of
these three materials with another material like
deformed plastic sheets, steel cables or steel anchors.
The major function encompasses the entire range of
functions listed for geosynthetics like separation,
reinforcement, drainage, filtration and moisture barrier.
The application areas are many and growing steadily.
Figure 1.11 Geocomposites

6. Geostrips:

Geo strips are used as soil reinforcement in the form of

cut fabric or long strips. They are generally produced
from polypropylene and high density polyethylene.
They can be connected with the anchors at the ends.
The anchors may be in the form of loops, rings, or
spirals, which may help in confining soil elements.

Figure 1.12 Geostrip

7. Grovels/Geowebs:

Geocells are made from prefabricated polymeric system.

These systems are made from thick HDPE strips,
stitched or welded together at regular intervals. The
hexagonal or rhomboidal cells can be made of
geosynthetics honeycomb design. They can be
transported to the job site in folded configuration and are
unfolded and placed directly on the soil and then filled
with soil or concrete materials. The material is
compacted inside the cells, when filled with soil, they
can be sprayed with emulsified asphalt When filled with
concrete, they do not need any other treatment except
compaction. These geocells are used for foundation,
Figure 12.13 Geoweb or Geocell
roads and canal lining.

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 “Design Of Pavement Using Reinforced Soil” 2018

1.5.1 Application of geosynthetics:

Four of the most general applications of geosynthetics are as follows:-

1. Sepration:-

A geosynthetics act a separator when place between fine soil and coarse material such as gravel
or stone ballast. It prevents fine soil from inter-mixing under the action of repeated applied load.
Geosynthetics layer prevents intermixing soil and granular fills thereby keeping structural
integrity and functioning of both materials intact.

Fig. Basic mechanism involved in separation fuction

2. Reinforcement:-

A geosynthetics performs reinforcement function by improving the mechanical properties of soil

as a result of its inclusion. When the soil and geosynthetics reinforcement are combined, a
composite material ‘reinforced earth’ is produced that posses high compressive and tensile
strength. The geosynthetics act as a tension member coupled to soil material by friction,
adhesion, interlocking or confinement and thus maintain the stability of soil mass.

Fig. Basic mechanism involved in reinforcement function

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 “Design Of Pavement Using Reinforced Soil” 2018

The reinforcement of geosynthetics function can be divided into two categories.

1) A tension member, with support a planer load
2) A tension member, which support a planer load as well as normal load

Fig. reinforcement placements

Koener consider three mechanism of soil reinforcement:

a) Shear or sliding:-the geosynthetics support a planer load due to sliding of soli over it.
b) Anchorage or pullout:-the geosynthetics support a planer load due to its pullout from
the soil.
c) Membrane:-the geosynthetics perform a planer load and normal load when placed on
deformable soil.

3. Filtration:-
A geosynthetics act as a filter when it allows liquid to pass normal to its own place while
preventing most soil particles from being carried away by liquid current. Geosynthetics allowing
passage of water from soil mass while preventing the migration of soil particles.

Fig. Basic mechanism involved in filteration fuction

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 “Design Of Pavement Using Reinforced Soil” 2018

Two cases may bee considered:-

A geotextile placed across a flow of liquid carry fine soil particles, stops most of the
particles.
A geotextile placed in contact with soil, allowing water from soil to pass through, while
preventing and movement of soil particle. Two important properties are require in
geotextile to work as a filter permeability across its own plane and porometry.

4. Drainage:-

If geotextile provides a fluid transmission within its own plane towards an outlet, it is said to
perform a function of drainage. Water may be conveyed vertically or horizontally. Drainage is
related to role of filteration and function of geotextile and its pore opening size.

Fig. Drainage function of geotextiles

1.6 Geogrids and its Type and Function:-

The geogrids are polymeric products which are formed by means of intersecting grids. The
polymeric materials like polyester, high density polyethylene and polypropylene are the main
composition of geogrids.

These geogrids are formed by material ribs that are intersected by their manufacture in two
direction. One in machine direction, which is conducted in the direction of the manufacturing
process. The other direction will be perpendicular to the machine direction ribs, which are called
as the cross-machine direction.

These materials form matrix structured materials. The open space, as shown in above figure, due
to the intersection of perpendicular ribs are called as the apertures. This aperture varies from 2.5
to 15cm based on the longitudinal and transverse arrangement of the ribs. Among different types
of geosynthetics, geogrids are considered stiffer. In the case of geogrids the strength at the
junction is considered as more important because the load are transmitted from adjacent ribs
through these junctions.

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 “Design Of Pavement Using Reinforced Soil” 2018

Fig. geogrids rib formation in machine and cross machine directions of manufacturing process

1.6.1 function and working of geogrids:-

the geogrids serve the function of holding or capturing the aggregates together. This method of
interlocking the aggregates would help in an earthwork that is stabilized mechanically. The
apertures in geogrids help in interlocking the aggregates or the soil that are placed over them. A
representation of this concept is shown in below.

Fig. representation of geogrid confining the aggregates

The geogrids as mentioned above helps in redistribution of load over a wider area. This function
has made the pavement construction more stabilized and strong.

It has the following functional mechanism when applied for pavement construction:

a) Tension membrane effect:

This mechanism is based on the concept of vertical stress distribution. This vertical stress is from
the deformed shape of the membrane as shown in figure below. This mechanism was initially
considered as the primary mechanism. But later studies proved the lateral retaining mechanism is
the major criteria that must be taken into consideration.

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 “Design Of Pavement Using Reinforced Soil” 2018

Fig. tension membrane effect

b) Improvement of bearing capacity:

Fig. mechanism to improve bearing capacity

One of the main main mechanism happened after geogrids installation in pavement is the
reduction in lateral movement of the aggregate. This would result in the elimination of stresses;
that if exists would have moved to subgrade.

The geogrids layer possesses sufficient frictional resistance that opposes subgrade lateral
movement. This mechanism hence improves the bearing capacity of the layer. Reduction of

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 “Design Of Pavement Using Reinforced Soil” 2018

outward stresses means inward stresses are formed, which is the reason behind the increase in
bearing capacity.

c) Lateral restraining capability:-

The stresses produced by means of the wheel loading coming over the pavement results in the
lateral movement of the aggregates. Which in turn affects the stability of the whole pavement
arrangement. The geogrids act a restraint against this lateral movement.

Fig. lateral restraint capability

1.6.2 Types of Geogrids

Based on the manufacturing process involved in geogrids it can be of three types:
1) Extruded geogrid
2) Woven geogrid
3) Bonded geogrid
Based on which direction the stretching is done during manufacture, geogrids are classified as,
1) Uniaxial geogrid
2) Biaxial geogrid
3) Triaxial geogrids

 Uniaxial geogrid
These geogrids are formed by the stretching of ribs in the longitudinal direction. So, in this
case, the material possesses high tensile strength in the longitudinal direction than on the
transverse direction.

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 Biaxial geogrid
Here during the punching of polymer sheet, the stretching is done in both directions. Hence
the function of tensile strength is equally given to both transverse and longitudinal direction.

Fig. Uniaxial and biaxial geogrid manufactured by the method of extrusion

1.6.3 Application of geogrids in road pavement

The geogrid construction in pavement construction have following features:
 Improvement of subgrade: the subgrade, which is most important load bearing strata, is
made solid and strong by the geogrids. The problem of soft subgrade can be solved by
this method.
 Reinforcement of pavement base: the thickness of base if increased would increase the
stiffness of base. But increasing thickness enormously is not economical. The
reinforcement to a given base layer would give adequate stiffening that helps in reduction
of thickness and time of construction. This also helps in increasing the life of the
pavement.

Fig. granular fill thickness reduction achieved through a biaxial geogrids layer

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1.6.4 Advantages of geogrids in construction

 Ease of construction: the geogrids can be installed in any weather condition. This makes
it more demanding.
 Geogrid promotes soil stabilization
 A higher strength soil mass is obtained
 Higher load bearing capacity
 It is a good remedy to retain soil from erosion
 No difficulty in material availability
 Geogrids are flexible in nature
 Geogrids have high durability reducing maintenance cost. They are highly resistant
against environmental influences.

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Chapter 2 Literature Review

1. PAKETI MADHU,GANESH YADAV-“Usage of Geogrids In Flexible

Pavement Design’’
Abstract:
As on 31st March 2018, estimates the total road length in India 6,603,293km (4,103,096
mi) making the Indian road network, the second largest road network in the world after the
united states. But the roads are not giving the desired result due to poor CBR value.
Roads in India have mostly the problems like the formation of potholes, ruts, cracks and
localized depression and settlement, especially during rainy season. These are mainly due to the
insufficient bearing capacity of the subgrade in water saturated condition. The subgrade soil
mostly yields low CBR value 2-5%. In the CBR method of pavement design (IRC:37-2012) the
total thickness of pavement increases exponentially with a decrease in the CBR value of
subgrade soil which in turn increases the cost of construction. So, it has been tried to use the
geogrid material for increasing the bearing capacity of the subgrade. Laboratory and simulated
field CBR tests are conducted on soil samples with and without the inclusion of geogrid layer
and also by varying the position of it in the mould. Use of geogrid increases the CBR value of
the subgrade and thereby reduces the pavement thickness considerably up to 40%.
This study will have a positive impact on cost as it will reduce the Project as well as
maintenance cost of the road. Our project will discuss in detail the process and its successful
applications.

Conclusion:
The positive effects of geogrid reinforced subgrade courses can economically and
ecologically be utilized to reduce aggregate thickness. And it can also increase the life of the
pavement and can also decrease the overall cost of the pavement construction with an increased
lifetime.

2. M. T. S. LAKSHMAYYA, V. RAGHUDEEP: Stabilization of Expansive

Subgrade of Pavement By Usage of Vitrified Polish Waste And Geogrid
Provision

Abstract:
Black cotton soils or expansive soils which are vastly found in India are known for
their susceptibility to varying moisture condition. This causes severe problem for pavement
construction in areas where black cotton soils are predominantly present. To cope up with this
problem in many sites, soil replacement technique is adapted which is very costly. In present

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investigation a study area from Samalkot to Uppada in Andhra Pradesh, India is selected having
similar problem. Experiments are carried out to stabilize the soil with Vitrified Polish Waste
(VPW) as an admixture and geogrid provision. The VPW is mixed in proportions of 5%, 10%,
15%, 20% to virgin soil and the engineering and index properties of soil are evaluated after
stabilization. The subgrade soil is also tested for simulated traffic loading condition by providing
geogrid membrane in the laboratory and result analysis proved that VPW has a good potential to
be used as an additive for black cotton soil stabilization.

Conclusion:
 The design traffic of Samalkot - Uppada road is 50 msa and 150 msa respectively for 5 and
10 years.
 It can be concluded from moisture content test that there is a decrease in moisture content
with increase in proportion of VPW content, with increase in number of days this reduction
in moisture content increases even more, this is mainly because of water absorbing nature of
VPW, the moisture content decreases by 25.8% for 15% replacement of VPW when
compared with ordinary clayey soil on 28th day.
 From free swell index test it can be concluded that the expansion of black cotton soil is
moderate and it is further reduced because of the addition of VPW, hence there is a
considerable decrease in soil swelling because of VPW addition and hence VPW can be
considered as good stabilizer to reduce swelling and effective at 15% addition.
 Soaked CBR value increased by 5 times for treated soil when compared to untreated soil.
 The thickness of the pavement is reduced by 340 mm i.e., from 925 mm for untreated soil to
585mm for treated soil at a design traffic of 50 msa and the thickness of the pavement is
reduced by 350 mm i.e., from 975 mm for untreated soil to 625 mm for treated soil at a
design traffic of 150 msa.

3. MAGDI M. E. ZUMRAWI, NEHLA MANSOUR: “Laboratory

Evaluation of Geogrids Used For Stabilizing Soft Subgrades’’
Abstarct:
This paper aims to assess the efficiency of using geogrid reinforcement for subgrade
stabilization. The literature of applying geogrid reinforcement technique for pavements built
on soft subgrades and the previous experiences were reviewed. Laboratory tests were
conducted on soil reinforced with geogrids in one or several layers. The soil specimens were
compacted in four layers with or without geogrid sheets. The California Bearing Ratio
(CBR) test, in soaking condition, was performed on natural soil and soil- geogrid
specimens. The test results revealed that the CBR value is much affected by the geogrid
sheet location and the number of sheets used in the soil specimen. When a geogrid sheet was
placed at the 1st layer of the soil, there was an increment of 26% in the CBR value.

17
 “Design Of Pavement Using Reinforced Soil” 2018

Moreover, the CBR value was significantly increased by 62% when geogrid sheets were
placed at all four layers. The high CBR value is attributed to interface friction and interlock
involved in the geogrid/ soil interactions. It could be concluded that geogrid reinforcement
is successful and more economical technique.

Conclusion:
 The geogrid sheet location and number used in the soil layers are significantly influence
the CBR value. Inclusion of geogrid at 1st layer increased the CBR value by 26%
compared to natural soil. Also, the CBR value greatly increased by 62% when the
geogrid sheets were placed at all four layers.
 Geogrid reinforcement placed between the subbase and subgrade layers improves the
performance of the pavement by reducing subgrade deformation and subbase rutting.
 Subgrade stabilization by geogrid reinforcement provides benefit through better
distribution of applied loads and increased bearing capacity. Thus, improves the service
life of pavement with reduced the thickness of the pavement structure.
 Subgrade stabilization is much affected by the geogrid properties and the interface
efficiency of the geogrid reinforcement.

4. SAM BHAT & JIMMY THOMAS “Design and construction of a

geosynthetics reinforced pavement on weak subgrade”

Abstract
This paper describes the salient features of the design and construction of a
geosynthetics reinforced pavement and presents initial assessment of the performance. The
project involved rehabilitation of old and damaged roads in the City of Calgary in Canada. At
many locations the existing pavement was a full-depth asphalt pavement which was up to 20
years old and was in a distressed state. Poor sub-grade conditions were indicated to be one of the
major causes for the distress in the pavement. As part of the city roads rehabilitation program, it
was required to reconstruct the pavement as a pilot project. The proposed solution required
replacement of the existing distressed pavement with a design comprising asphaltic concrete,
granular base and granular sub-base. This required excavations to accommodate the designed
pavement thickness. To minimize the disruptions and inconvenience to the road users, it was
desirable to minimize the depth of excavation. Therefore it was necessary to minimize the
pavement thickness as far as possible. It is known that reinforcement of the pavement with
geosynthetics enhances the strength and stiffness of the pavement and also contributes to the
fatigue life of the overlay and hence a reinforced pavement of lower thickness can give the same
level of performance as an unreinforced pavement. Alternatives with different types and
combinations of geosynthetics were evaluated. A design in which a bitumen coated fiberglass
grid was incorporated at the of the asphalt concrete layer and a biaxial geogrid composite

18
 “Design Of Pavement Using Reinforced Soil” 2018

comprising of a stiff polypropylene biaxial geogrid bonded to a nonwoven geotextile was

incorporated at the bottom of granular sub base was finally adopted for one section and only
bitumen coated fiberglass grid was incorporated for the other section. The pavement was
constructed without any significant issues and the initial assessment of the performance seems to
be quite encouraging. The paper describes the site conditions and constraints, evaluation of
alternative designs, design of the geosynthetics reinforced pavement, construction and the initial
assessment of performance.

Conclusion
The combination of a biaxial geogrid – geotextiles composite installed at the top of subgrade and
a bituminous coated fiberglass grid placed within the asphalt concrete layer was evaluated as the
optimum reinforcement solution for the reconstruction of an asphalt pavement in poor condition.
With the incorporation of geosynthetic reinforcement, significant reduction in pavement
thickness could be achieved. This reduced the required depth of excavation and thus minimized
the problems during construction. Monitoring of the pilot sections would give valuable data for a
realistic and reliable assessment of the benefits of geosynthetics reinforcement in pavements.

5. PARDEEP SINGH, K.S.Gill – “Cbr Improvement of Clayey Soil With

Geo-Grid Reinforcement”

Abstract
The quality and life of pavement is greatly affected by the type of sub-grade, sub base
and base course material. The most important of these are the type and quality of sub-grade
soil. But in India most of the flexible pavements are need to be constructed over weak and
problematic sub-grade. The California bearing ratio(CBR) of these sub-grade have very low, it
needs to more thickness of pavement. Decrease in the availability of suitable sub base and base
materials for pavement construction have leads to a search for economic method of converting
locally available problematic soil to suitable construction materials The present research have to
study the effect of geo-grid reinforcement on maximum dry density (MDD), Optimum Moisture
Content (OMC), California Bearing Ratio (CBR) and E-Value of sub-grade soil. The clayey
type of soil and one type of geo--grid were selected for this study. From the study it is clear that
there is considerable improvement in California Bearing Ratio(CBR) of sub-grade due to geo-
grid reinforcement. In case of without reinforcement (Geo-grid) the soaked CBR value was 2.9%
and when geo-grid was placed at 0.2H from the top of the specimen the CBR increases to 9.4%

Conclusion

In the present study, reinforced benefits of different layers of a flexible pavement

are evaluated in terms of their strength parameters like, CBR and E-value and the important
findings of this research are summarized below:

19
 “Design Of Pavement Using Reinforced Soil” 2018

1) The CBR of a soil increases by 50-100% when it is reinforced with a single layer of geogrid.
The amount of improvement depends upon the type of soil and position of geo-grid.
2) CBR of sub-grade soil is 3.6% without reinforcement and when geo-grid was placed at 0.2H
from the top, The CBR value increased to 8.7%
3) The stress-strain Behaviour of sub-grade soils under static load condition improved
considerably when geo-grid was improved optimum position

6. ALI MURTUZA. H, SHIVKUMAR. R.H –“Role of Geo-Grid in

Enhancing the Bearing Capacity of Soil.
Abstract:
This paper determines the bearing capacity of four different types of soil and placing geo-
grids at different depths. Soil is one of the main basic materials in design and construction in
civil engineering works, due to the high demand on the maintenance and development of
efficient infrastructure (railways, roads and buildings). This paper investigates basic property of
different types of soils, such as Red soil (RS), Black cotton soil (BC), Laterite soil (LS) and
Alluvial soil (AS) and increase the bearing capacity by using Bi-axial geo-grid. The soil samples
were taken to the laboratory for experiments to determine Grain size, Specific gravity, Atterberg
-limits, Compaction test (MDD & OMC), Direct shear test, unconfined compression test and
California Bearing Ratio (CBR) by laying the geogrid at different layers like Top, Bottom,
Middle and 1/3rd& 2/3rdfrom the base of the mould to determine the strength of soils. The
bearing capacity of Laterite soil, Black cotton soil and Alluvial soil is increases when the
geogrid is placed at the top and bearing capacity of Red soil is increases when the geogrid is
placed at middle

Conclusion

This study determines the application of geogrid on the different type of soil. The geogrid
increases the bearing capacity of soils, which shows in the higher CBR value. The investigation
shows that increase the bearing capacity of the different soils by placing of geogrid at different
depth. It was shows that the maximum bearing capacity is obtained when geogrid is place at top
of the mould in Laterite soil, Alluvial soil and Black cotton soil and geogrid is placed at middle
of the mould in Red soil. There is continuously an increase in the performance of the soils in the
dry condition. Use of geogrid as reinforcement to the poor soils to increase the maximum load
carrying capacity. It is un-combustible and durable, it also increase the service life soil in
construction. Reduces lateral spreading of the base course also increases confinement leading to
the stiffer base. In road and rail geogrid reduces section thickness. The use of geogrid will allow
forces to transfer throughout a much larger area. Biaxial geogrid can be used in any direction
and have equal strength in both direction.

20
 “Design Of Pavement Using Reinforced Soil” 2018

7. GEORGE J MALIYAKAL, DHANYA JOSH – “CBR Characteristics of

Soils Stabilised with Geogrid”

Abstract:

Soil Reinforcement is an effective and reliable technique for improving the strength
and stability of soil. Geo-grids are used to stabilize and improve the strength and characteristics
of soil. Black cotton soil, marine clay soil and Kuttanadan clay soil are the different types of soil
involved in this paper. These soils are not used for any construction purposes. The
implementation of geo-grids will enable the usage of these soils in construction. tests were
conducted on soil specimen with geo-grids in one or more layers. Strength tests are to be
conducted on the above mentioned soils. This paper focuses on the variation of strength of three
types of soil by using geo-grids.

Conclusion:

This project is the outcome of the extensive laboratory research work carried out to
explore the possibility of utilizing H2M9Geogrid, a natural eco-friendly material. Experiments
were done to study the CBR characteristics of soils stabilized with H2M9Geogrid. This was
accomplished by performing elaborate laboratory investigations in different aspects. The main
focus was to conduct systematic work on the use of H2M9 Geogrid, a coir product, so that new
methods of application can be evolved which will pave way for the growth of traditional coir
industry
 The CBR value of soil is found to increase with the inclusion of Geogrid.
 The highest increase in the CBR value was achieved when geo-grid was placed at 20%
depth from the top of the specimen.
 The CBR of soil increases by 50-200% when it is reinforced with Geogrid. The amount
of improvement depends upon the type of soil and position of geo-grid.
Hence it can be concluded that Geogrid stabilized soils are structurally strong compare to
unreinforced soils.

8. S.S.VALUNJAKAR- “Improvement Of Flexible Pavement With Use of

Geo-grid.”

Abstract:

Weaker soils are generally clayey and expansive in nature which are having lesser
strength characteristics. Technique of improving the soil with geogrid increase the stiffness and
load carrying capacity of the soil through fractional interaction between the soil and geogrid
material improving black cotton soil. The load coming on the road crust is transferred to the
underlying soil. If the soil supporting the road crust is weaker, the crust thickness of road

21
 “Design Of Pavement Using Reinforced Soil” 2018

increases, which leads to the more cost of construction. To achieve the economy and for proper
performance of road, it is necessary to improve the soil. In the present work locally available
sub-grade soil of the road is modified by addition of geo-textile material in different percentage
i.e.1%, 2% and 2.5% and 3% respectively. Similarly geogrid is been used for improvement in
properties of soft murum has also been studied. Also geogrid is used in mix of soil and 2%
cement in different proportion to study its effects. With these attempts it will be possible to find
out optimum mixes which are to be used for further construction to achieve desired stability and
economy in construction. For this purpose different test were performed i.e. sieve analysis,
liquid limit, Plastic limit, Standard proctor test to find its maximum water content and maximum
dry density, specific gravity, Laboratory Unsoaked CBR and Laboratory soaked CBR test to find
it resistance to penetration. For different percentage of geogrid with soil, murum and murum and
cement economical cost analysis was carried out. Most economical mix with geogrid is
suggested from this study.

Conclusion:

The results of the test are discussed here with. The attempt is made to know the causes
for the change in different characteristics of soil due to addition of varying percentages of
geogrid in the soil. The properties of soil with and without reinforcement are given below.
 The optimum moisture content (OMC) of the soil is25 and that of murum is 14.5. The
maximum dry density of soil is 1.6 and that of murum is 1.72. The customary dry density
versus water content Figures are plotted to obtain these values.
 The Figures between geogrid content and CBR values are given in Figs. 3 to 8. From the
results it can be seen that the CBR values increase with the addition of geo-textile when
compacted for constant density. The purpose of compaction is to improve the quality of the
soil used as a sub-grade material for roads. The important properties are high shear strength,
low permeability and little tendency to settle under repeated loading. The maximum
compaction is possible at the OMC and MDD of the soil. Therefore, test of OMC and MDD
serve as guide and basis to get the maximum compaction in the field.
 The CBR value for Unsoaked soil is 3.02 and with addition of 1 percent geogrid is 4.77, 2
percent geogrid is 6.36, 2.5 percent geogrid is7.473 and 3 percent geogrid is 8.904.
 The CBR value for Unsoaked Murum is 6.5 and with addition of 1 percent geogrid is 6.36, 2
percent geogrid is 8.26, 2.5 percent geogrid is11.28 and 3 percent geogrid is 11.44. The
CBR value for Unsoaked Murum is 3.33 and with addition of 1 percent geogrid is 7.791, 2
percent geogrid is 9.38, 2.5 percent geogrid is 10.97 and 3 percent geogrid is 9.38.
 The effect of geogrid on CBR for Unsoaked murum and 2 percent geogrid is cement with
addition of 1 percent geogrid is 50.88, 2 percent geogrid is 53.106, 2.5 percent geogrid is
53.901 and 3 percent geogrid is 54.06.
 The effect of geogrid on CBR for Soaked murum and 2 percent geogrid is cement with
addition of 1 percent geogrid is 45.69, 2 percent geogrid is 46.80, 2.5 percent geogrid is
46.60 and 3 percent geogrid is 45.90.

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 “Design Of Pavement Using Reinforced Soil” 2018

9. MAGDI M.E. ZUMRAWI, NEHLA MANSOUR- “Laboratory

Evaluation of Geo-Grid Used For Stabilizing Soft-Sub grade.”
Abstract:

The paper aim to access efficiency for using geogrid reinforcement for geogrid Stabilization.
The literature applying for geo grid reinforcement technique for pavement built on soft sub-
grade and pervious experiment for reviewed.laboratry test was conducted on soil reinforced with
geogrid in one or several layer. The soil specimen was compacted in soil layer with or without
geo-grid sheet. The CBR Test in Soaking Condition natural soil and soil geogrid specimen. It
could be concluded that geogrid reinforcement is successful and more economical technique.

Conclusion:

The result obtain in study show that inclusion of geogrid in cohesive soil has a considerable
effect on bearing strength. The following conclusion can be drawn.
 The geogrid reinforcement placed between sub-grade and sub-base layer improve the
performance of pavement by reducing sub grade deformation and sub-base rutting.
 Sub-grade stabilization is much affected by geogrid properties and the interface efficiency
of the geo-grid reinforcement.

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 “Design Of Pavement Using Reinforced Soil” 2018

Chapter 3 Experimental Programme

“STANDARD TEST PROCEUDRE”

1. To determine the percentage of different grain sizes in soil passing

through 4.75 IS sieve and retain on 75-micron IS sieve.

GRAIN SIZE ANALYSIS

Determination of quantitative size distribution of

1 OBJECTIVES
particles of soil down to fine-grained fraction.

CROSS
2 IS 2720 (Part 4) – 1985
REFERENCES

Set of sieves (4.75 mm, 2.36mm, 1.18mm, 600

micron, 300 micron, 150 micron, and 75 micron),
3 EQUIPMENT
Balance (0.1 g accuracy), Drying oven, Trays and
Buckets Cleaning brush, Mechanical shaker.

WORK
4 Room Temperature
ENVIRONMENT

1. Take 500gm oven dried sample passing through IS

sieve 4.75mm.
2. Clean the different sizes of sieve with brushes and
weigh all sieves Separately in balance.
3. Assemble sieve in ascending order of sizes i.e.
4.75mm, 2.36mm,1.18mm, 600μ, 300μ,150μ, 75μ
and pan. Carefully pour the soil Sample into top
sieve and place lid on top.
5 DESCRIPTION
4. Place the sieve stack in the mechanical shaker and
shake for 10 Minutes.
5. Remove the stack from the shaker and carefully
weigh and record the weight of each sieve with its
retained soil and also weight the soil Retained in
pan.
6. Calculate the Percentage passing per sieve.
7. Make a grain size distribution curve by plotting

24
 “Design Of Pavement Using Reinforced Soil” 2018

sieve size on log scale and percent finer on

ordinary scale.
8. Read off the sizes corresponding to 60%, 30% &
10% finer. Calculate the uniformity coefficient
(Cu) and the curvature coefficient (Cc) for the
soil.

Soil sample, as received from the field, should be

dried in air or in the sun. In wet weather, the drying
6 PRECAUTIONS
apparatus may be used in which case the
temperature of the sample should not exceed 60°C

2. “determination of the liquid limit (by mechanical method and cone

penetration method) and plastic limit of soil.”
PLASTICITY INDEX

Determination of the liquid and plastic limits of a soil.

1 OBJECTIVES
And also determine Plasticity Index

2 CROSS REFERENCES IS 2720 (Part 5) – 1985

Liquid limit device and grooving tools, Metal rod of 3

mm diameter, Apparatus for moisture content
3 EQUIPMENT determination, Porcelain evaporating dish, Spatula,
Wash bottle filled with distilled water, Measuring
cylinder, Glass plate.

4 WORK ENVIRONMENT Room Temperature

Procedure for Liquid Limit by One Point Method

Using Cone Penetrometer:
1. Take 500 gm of soil sample passing through IS
sieve 425 micron, mixed the sample thoroughly
with distilled water in Evaporate Dish and left for
5 DESCRIPTION
24 hrs for uniform distribution of moisture.
2. Transferred the wet soil paste into the cylindrical
cup of cone penetrometer apparatus at three layers
that no air is entrapped into the soil sample.
3. Level the top of surface of the soil sample and

25
 “Design Of Pavement Using Reinforced Soil” 2018

placed the cone in cylindrical cup such that cone

just touches the surface of soil sample at top.
4.Adjust the dial gauge at zero or take the reading at
any graduated mark.
5. Released the cone to penetrate the soil sample at its
own weight of and after 5 second noted the depth
of penetration which should be lies between 16 to
26 mm.
6.Take the soil sample from the mid of the cylindrical
cup to determine the moisture content. 7.Repeat the
test for at least four sets of value of penetration

Calculation:
WL = WN / (0.65+0.0175 D) or WL = WN / 0.77 log D
D = Depth of penetration in mm

Procedure for Plastic Limit:

1. Use the remaining soil from the porcelain dish.
2. Take about 10 gm of the soil mass in the hand, form
a ball, and roll it between the palm or the fingers
and the glass plate using complete motion of the
hand forward and reverse.
3. Apply only sufficient pressure to make a soil thread,
and continue rolling until a thread of 3 mm
diameter is formed. Comparison can be made with
the metal rod.
4. If the diameter becomes less than 3 mm without
cracking, turn the soil into a ball again, and re-roll.
Repeat this remoulding and rolling process until the
thread starts just crumbling at a diameter of 3 mm.
5. Gather the pieces of crumbled thread and place them
in a moisture can for determining water content.
6. Repeat steps 2 to 5 at least two more times with
fresh samples of 10 gm each.
7. Moisture content %=( WP) PLASTICITY INDEX
(PI) =(WL-WP)

Remove the organic matter like tree roots, pieces of

6 PRECAUTIONS
bark, etc.

26
 “Design Of Pavement Using Reinforced Soil” 2018

3. To Determine The Minimum Density And Maximum Density Of

Expansive Soil

LIGHT AND HEAVY COMPACTION

Determination of the maximum dry density and the

1 OBJECTIVES optimum moisture content of a soil by Standard
Proctor Test.

IS 2720 (Part 7) – 1986(Light Compaction) & IS 2720

2 CROSS REFERENCES
(Part 8) – 1986(Heavy Compaction)

1. Moulds: dimension of mould (height 127mm and

inner diameter 100 mm)
2. Weighing balances
3. Thermostatically controlled oven.
4. Container :To determine water content.
5. Steel straightedge: 30 cm in a length and having one
3 EQUIPMENT
beveled edge.
6. Sieve:4.75mm and 19 mm IS-Sieve
7. Mixing tools: tray or pan, spoon, trowel and spatula
8. Metal rammer : having mass of moving part 2.6 kg
± 25 gm(Light Compaction) 4.9Kg (For Heavy
Compaction)

4 WORK ENVIRONMENT Room Temperature

1. Take air dried soil material and of sufficient

quantity such that 6 kg of material passing through
20 mm IS sieve for soils not susceptible to crushing
during compaction, or 15 kg of material passing
through 19-mm IS sieve for soils susceptible to
crushing during compaction.
5 2. Sieve the 15 kg sample through 19-mm IS sieve and
broken down sample so that, it will sieved through
4.75-mm sieve.
DESCRIPTION 3. Take five samples each of 2.5 kg and mixed each
sample thoroughly with a suitable amount of water
i.e. for sandy and gravelly soil, moisture content 4
to 6 % and for cohesive soil, moisture content less

27
 “Design Of Pavement Using Reinforced Soil” 2018

than 8 to 10 % below plastic limit are required.

4. Keep the soil samples in desiccators for
minimum16 hrs such that water is distributed
uniformly for high plastic soil.
5. Weight the empty mould with base plate which is
m1 and measure the volume of the mould (V).
“Project-II(180605)” 2016 30
6. Place the mould in solid place and use oil or grease
in mould, collar and rammer so that soil will not
attached in mould. Fill the mould with soil sample
prepared in three layers and each layer is given
25blows from 2.6 kg rammer and from height
310mm above soil. After each layer compaction,
scrub surface of soil with spatula so that another
layer bond together then keep another layer and
give 25 blows.
7. In Heavy Compaction 10cm Dia. And 4.9 kg
Rammer used and 25 blows and 5 Layer.(In Case
of Material Particle Size 37.5mm Large Size
Mould(15cm Dia.) use 30 kg sample taken passing
37.5mm Sieve, Five layer and 55 blows)
8. Remove the collar and remove the extended soil
and leveled the compacted soil by using
straightedge. 9. Weight the mould with base plate
and soil sample (m2). 10. Then remove the soil
specimen from mould and take the soil of different
three layers for determination water content (w).
11. Repeat the test for at least five times such that
maximum dry density will occur at range of water
content.

The blows should be uniformly distributed over the

6 PRECAUTIONS
surface of each layer.

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 “Design Of Pavement Using Reinforced Soil” 2018

4. Moisture Content

MOISTURE CONTENT

To determine Weter content of soil by Oven drying

1 OBJECTIVE
method

2 CROSS REFERENCE IS:2720 (part 2) – 1973

1. Thermostatically control oven maintained at a

temperature of 110 ± 5˚C
3 EQUIPMENT 2. Weighing balance, with an accuracy of 0.01 gm
3. Air-tight container made of no corrodible material
with lid
4 WORK ENVIRONMENT Room temperature
1. Take the container, dry it and weight it(w1)
2. Take the required quantity of the wet soil specimen
in the container and weight it (w2)
3. Place the container, with its removed, in the oven till
its weight becomes constant (Normally for 24 hrs.)
4. When the soil has dried, remove the container from
the oven place the container into Desiccators at least
for 30 minute.
5. Find the weight (w3) of the container with the dry
5 DESCRIPTION
soil sample.

The percent of the water content shall bE calculated as

follows:

W= Water Content percent

W2=Mass of container + wet soil in gm
W3= Mass of container + dry soil in gm,
W1= Mass of Container with lid with in gm

Air dy sample and break the clods. Remove the

6 PRECAUTIONS
organic matter like tree roots, pieces of bark, etc.

29
 “Design Of Pavement Using Reinforced Soil” 2018

5. Free Swell Index Test Of Soil

FREE SWELL INDEX TEST OF SOIL

1 OBJECTIVE Determination of free swell index of soil.

REFERENCE
2 IS: 2720(Part 40)-1985- Methods of test for soils
STANDARD
Oven(1050C to 1100C, min)
EQUIPMENT / Balance (0.01g accuracy)
3
APPARATUS Sieve [425 micron]
Graduated glass cylinder [100ml capacity]
PREPARATION
4 The soil passing 425 micron sieve is used in this test.
SAMPLE
1. Two no. of 10 g oven dried soil specimens passing
through 425 micron IS sieve is taken.
2. Each soil specimen is poured in each of the two
glass graduated cylinders of 100 ml. capacity.
3. Then one cylinder is filled with kerosene oil and the
5 PROCEDURE
other with distilled water up to the 100 ml. mark.
4. It is to be stirred with a glass rod to remove
entrapped air and allowed to settle for 24 hours.
5. After completion of 24 hours the final volume of
soils in each of the cylinder is read out.

6. To Determine the Bearing Capacity of Soil

California Bearing Ratio Test

To determine the California bearing ratio for given soil

1 OBJECTIVE
sample
REFERENCE
2 IS 2720 Part-7 1987
STANDARD
1. Test sieves of aperture sizes 19.5 mm and 4.75 mm.
2. A cylindrical, corrosion-resistant, metal mould, i.e.
EQUIPMENT /
3 the CBR mould, having a nominal internal diameter
APPARATUS
of 152±0.5 mm. The mould shall be fitted with a
detachable base-plate and a removable extension.

30
 “Design Of Pavement Using Reinforced Soil” 2018

The internal faces shall be smooth, clean and dry

before each use.
3. A compression device (load press) for static
compaction, (for 2.5 kg hammer). Horizontal
platens shall be large enough to cover a 150mm
diameter circle and capable of a vertical separation
of not less than 300 mm. The device shall be
capable of applying a force of at least 300 kN.
4. Metal plugs, 152±0.5 mm in diameter and 50±1.0
mm thick, for static compaction of a soil specimen
(for 2.5 kg hammer). A handle which may be
screwed into the plugs makes removal easier after
compaction. Three plugs are required for 2.5 kg
hammer.
5. Miscellaneous apparatus, such as a mixing bowl,
straight edge, scale soaking tank or pan, drying
oven, filter paper and containers.
1. Take representative sample of soil weighing
approximately 5kg and mix thoroughly at OMC.
2. Record the empty weight of the mould with base
plate, with extension collar removed (m1).
3. Replace the extension collar of the mould. Insert a
spacer disc over the base plate and place a coarse
filter paper on the top of the spacer disc.
4. Place the mould on a solid base such as a concrete
floor or plinth and compact the wet soil in to the
mould in three layers of approximately equal mass
each layer being given 56 blows with 4.90kg
PREPARATION
hammer equally distributed and dropped from a
SAMPLE
height of 450 mm above the soil.
5. The amount of soil used shall be sufficient to fill the
mould, leaving not more than about 6mm to be
struck off when the extension collar is removed.
6. Remove the extension collar and carefully level the
compacted soil to the top of the mould by means of
a straight edge. Remove the spacer disc by
inverting the mould and weigh the mould with
compacted soil (m2). Place a filter paper between
the base plate and the inverted mould. Replace the
extension collar of the mould.

31
 “Design Of Pavement Using Reinforced Soil” 2018

Clean the holes of the base plate and that of perforated

disc thoroughly.
6 PRECAUTIONS
Align the surcharge weight with the plunger so that
the plunger penetrates freely in to the soil

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 “Design Of Pavement Using Reinforced Soil” 2018

Chapter 4 Result Analysis

The test procedure was conducted on black cotton soil which is stabilized with granulated blast
furnace slag (GBFS). The soil sample was collected from Bhatia-kharwasa road site which is
maintained under R&B department.

4.1 To Determine GRAIN SIZE DISTRIBUTION for Given Soil sample.

(Sieve Analysis).
Observation Table: Weight of Soil Taken =500gm.

For sample 1.
Table 7.1 Observation Table For Grain Size Analysis

Weight Retained Soil Passing As

IS Sieve
Individual Cumulative Cumulative % %of soil taken

4.75mm 6.02 6.02 1.204 98.796

2.36mm 3.06 9.08 1.816 98.184
1.18mm 2.01 11.09 2.218 97.782
600µ 2.50 13.59 2.718 97.282
300µ 2.92 16.51 3.302 96.698
150µ 47.28 63.79 12.758 87.242
75µ 60.01 123.8 24.76 75.24
PAN 376.20 500

Calculation:-

D10= D30= D60=

Cu=( D60/ D10)=

Cc=( D30)2/( D60* D10)=

Gravel 1.2 D10

Sand 24.76 D30
Silt + Clay 75.24 D60

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 “Design Of Pavement Using Reinforced Soil” 2018

For sample 2.
Table 7.2 Observation Table For Grain Size Analysis

Weight Retained Soil Passing As

IS Sieve
Individual Cumulative Cumulative % %of soil taken

4.75mm 5.01 5.01 1.002 98.998

2.36mm 2.04 7.05 1.41 98.59
1.18mm 3.03 10.08 2.016 97.98
600µ 3.40 13.48 2.696 97.30
300µ 3.85 17.33 3.466 96.53
150µ 45.26 62.59 12.518 87.48
75µ 65.33 127.92 25.584 74.416
PAN 372.08 500
Calculation:-

D10= D30= D60=

Cu=( D60/ D10)=

Cc=( D30)2/( D60* D10)=

Gravel 1 D10
Sand 25.584 D30
Silt + Clay 74.416 D60

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4.2 Determine The LIQUID And PLASTIC LIMIT For Given Soil Sample.

For sample 1.
Table 8.1 Observation Table For plasticity index value

Liquid Limit Plastic Limit

Particulars 1 2 1 2
Penetration depth in mm 21.56

Container no. G1 G2 G3 G4

Wt. of Container + Wt. of wet soil in 73.750 65.50 35.92 32.87

Wt. of Container + Wt. of dry soil in 54.38 48.27 33.37 30.98

Wt. of water in gm 19.37 17.29 2.55 1.89

Wt. of Container in gm 23.750 23.500 23.920 23.870

Wt. of oven dry soil in gm 30.63 24.71 19.45 6.11

Moisture content % 69.23 69.97 26.98 30.93

Average percent 66.96 28.95

Calculation:
WL = WN / (0.65+0.0175 D) or WL = WN / 0.77 log D
= 66.69/0.77 log 21.56
= 65.20

Result:
Liquid Limit Plastic Limit Plasticity Index(PI)=(WL-WP)
65.20 26.19 39.01

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For sample 2.
Table 8.2 Observation Table For plasticity index value

Liquid Limit Plastic Limit

Particulars 1 2 1 2
Penetration depth in mm 22.50

Container no. P4 P6 P5 P7

Wt. of Container + Wt. of wet soil in 73.65 74.70 36.43 36.66

Wt. of Container + Wt. of dry soil in 51.80 53.44 34.11 33.77

Wt. of water in gm 20.85 21.26 2.32 2.89

Wt. of Container in gm 24.250 24.305 24.220 24.106

Wt. of oven dry soil in gm 28.85 29.135 9.89 9.67

Moisture content % 72.27 72.97 23.45 29.88

Average percent 72.62 26.66

Calculation:
WL = WN / (0.65+0.0175 D) or WL = WN / 0.77 log D
= 72.62/ 0.77 log 22.50
= 69.74

Result:
Liquid Limit Plastic Limit Plasticity Index(PI)=(WL-WP)
69.74 26.66 43.08

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4.3 To determine MAXIMUM DRY DENSITY AND OPTIMUM

MOISTURE CONTENT of given soil sample

Type: Light / Heavy

Wt. of Rammer: 4.9 Kg
Fall of Rammer: 450 mm
Volume of Mould (Vm) in cc: 1000
For sample 1.
Table 9.1 Observation Table for MDD

Density

Sr
No Particulars 1 2 3 4 5 6
1 Wt. of mould + Compacted Soil (W) gm 5387 5385 5685 5734 5708.3 5740
2 Wt. of mould ( Wm ) gm 3783.8 3709.4 3783.2 3709.1 3782.3 3628
3 Wt. of compacted soil gm = (1)-(2) 1603.2 1675.6 1901.8 2024.9 1926 1842
4 Water added % 8 11 14 17 20 23
5 Wet Density (m) gm/cc= (3)/ (Vm) 1.603 1.676 1.902 2.025 1.926 1.842
6 Moisture Content (M) % 10.243 12.777 16.323 18.709 21.655 24.522
7 Dry Density (d) gm/cc 1.45 1.49 1.63 1.71 1.58 1.48

Table 10.1 Observation Table for OMC

Moisture Content

Sr
Particulars 1 2 3 4 5 6
No
1 Container No. P1 P2 P3 P6 P8 P4
2 Wt. of Container + Wt. of wet soil (gm) 61.10 61.00 58.67 54.64 57.23 55.88
3 Wt. of Container + Wt. of dry soil (gm) 56.70 55.90 52.73 48.03 50.42 47.67
4 Wt. of water (gm) = (2)-(3) 4.4 5.1 5.94 6.61 6.80 8.21
5 Wt. of Container (gm) 13.85 16.16 16.34 12.70 16.50 14.19
6 Wt. of oven dry soil (gm) = (3)-(5) 42.85 39.74 36.39 35.33 33.92 33.48
7 Moisture Content (M) % 10.26 12.83 16.32 18.70 20.07 54.52

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 “Design Of Pavement Using Reinforced Soil” 2018

1.750

1.706
1.700

1.650 1.635

1.600 1.583
DD(gm/cc)

1.550 DD

1.500 1.486
1.479

1.454
1.450

1.400
0.000 5.000 10.000 15.000 20.000 25.000 30.000
MC(%)

Graph moisture content vs dry density

For sample 2.
Table 9.2 Observation Table for MDD
Density
Sr
Particulars 1 2 3 4 5 6
No
1 Wt. of mould + Compacted Soil (W) gm 5098 5248 5585 5685 5614 5285
2 Wt. of mould ( Wm ) gm 3783.3 3709.4 3783.2 3709.1 3782.3 3628
3 Wt. of compacted soil gm = (1)-(2) 1314.2 1583.6 1801.8 1975.9 1831.7 1657
4 Water added % 8 11 14 17 20 23
5 Wet Density (m) gm/cc= (3)/ (Vm) 1.314 1.539 1.802 1.976 1.832 1.657
6 Moisture Content (M) % 10.012 12.976 16.355 19.402 23.755 26.180
7 Dry Density (d) gm/cc 1.19 1.36 1.55 1.65 1.18 1.31

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Table 10.2 Observation Table for OMC

Moisture Content
Sr
Particulars 1 2 3 4 5 6
No
1 Wt. of mould + Compacted Soil (W) gm G2 G7 G3 G6 G8 G9
2 Wt. of mould ( Wm ) gm 61.10 61.00 58.67 54.61 57.24 55.88
3 Wt. of compacted soil gm = (1)-(2) 56.80 55.85 52.72 47.80 49.42 47.23
4 Water added % 4.3 5.15 5.95 6.81 7.82 8.65

5 Wet Density (m) gm/cc= (3)/ (Vm) 13.85 16.16 16.34 12.70 16.50 14.19

6 Moisture Content (M) % 42.95 36.96 36.38 35.1 32.92 33.04

7 Dry Density (d) gm/cc 10.01 12.97 16.35 19.40 23.75 26.18

1.800
1.655
1.549
1.600
1.480
1.362
1.400 1.313
1.195
1.200
DD(gm/cc)

1.000

0.800 DD

0.600

0.400

0.200

0.000
0.000 5.000 10.000 15.000 20.000 25.000 30.000
MC(%)

Graph moisture content vs dry density

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 “Design Of Pavement Using Reinforced Soil” 2018

4.4 Free Swell Index

For sample 1.
Free swell index, percentage = (Vd-Vk)/Vk*100
= ( 13.33 – 10)/10*100
= 33.33%

For sample 2.
Free swell index, percentage = (Vd-Vk)/Vk*100
= (16.50 – 10)/10*100
= 65%

Where,
Vd = volume of soil specimen read from the graduated cylinder containing
distilled water.
Vk = volume of soil specimen read from the graduated cylinder containing
kerosene.

Table 11 Table For Free swell index

Free Swell Degree of

LL PL SL
Index expansiveness
<20 Low 0.50 0-35% >17%
20-35 Moderate 40-60% 25-50% 8-18%
35-50 High 50-75% 35-65% 6-12%
>50 Very high >60% >45% <10%

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 “Design Of Pavement Using Reinforced Soil” 2018

4.5 To determine CALIFORNIA BEARING RATIO for given soil sample

Volume of CBR Mould = 2250cm3 (Dia. 150 mm × 127.33 mm height)

Calibration Factor of Proving Ring =1.093 kg/div.
Method Compaction = Dynamic
For sample 1.
Table 12.1 observation table for california bearing ratio test
Proving Proving ring Total
Load
Penetration in ring reading in Standard
C4={(C3*1.093)/standard
mm readings division load
load}*100
(C2) (C3=C2*5) (kg)
0.0 0 0 0
0.5 5 25 1.99
1.0 8 40 3.19
1.5 13.1 66 5.26
2.0 16.3 83 6.62
2.5 19.4 99 7.80 1370
3.0 20.4 104 5.53
3.5 21.4 109 5.80
4.0 22.4 114 6.06
4.5 23.3 118 6.28
5.0 25.0 125 6.64 2055
5.5 25.4 129 5.36
6.0 26.4 134 5.56
6.5 27.3 138 5.73
7.0 28.1 141 5.85
7.5 29.2 147 6.10 2630
8.0 30.2 152 5.22
8.5 31.2 157 5.39
9.0 32.3 163 5.60
9.5 32.4 164 5.64
10.0 33.4 169 5.81 3180
10.5 34.3 173 5.25
11.0 35.4 179 5.44
11.5 36.4 184 5.59
12.0 37.1 186 5.65
12.5 38.3 193 5.86 3600
CBR at 2.5mm Penetration 7.8

CBR at 5.0 mm penetration 6.64

Final CBR% 7.8

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 “Design Of Pavement Using Reinforced Soil” 2018

For sample 2.
Table 12.1 observation table for california bearing ratio test
Proving Proving ring Total
Load
Penetration in ring reading in Standard
C4={(C3*1.093)/standard
mm readings division load
load}*100
(C2) (C3=C2*5) (kg)
0.0 0 0 0
0.5 4 20 1.60
1.0 10.0 50 3.99
1.5 14.2 72 5.75
2.0 17.3 88 7.02
2.5 19.1 96 7.60 1370
3.0 20.0 100 5.31
3.5 20.2 102 5.42
4.0 20.4 104 5.53
4.5 21.4 109 5.80
5.0 22.4 114 6.06 2055
5.5 23.0 115 4.80
6.0 23.2 117 4.86
6.5 24.1 121 5.03
7.0 24.4 124 5.15
7.5 25.4 129 5.36 2630
8.0 26.3 133 4.58
8.5 27.1 136 4.67
9.0 28.0 140 4.81
9.5 28.4 144 5.09
10.0 29.4 149 5.12 3180

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 “Design Of Pavement Using Reinforced Soil” 2018

10.5 30.2 152 4.61

11.0 31.2 157 4.77
11.5 32.3 163 4.95
12.0 33.4 169 5.14
12.5 34.0 170 5.16 3600
CBR at 2.5mm Penetration 7.60

CBR at 5.0 mm penetration 6.06

Final CBR% 7.60

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 “Design Of Pavement Using Reinforced Soil” 2018

Summary of test results

Heavy
Soil Grain size analysis Atterberg’s limit
FSI compaction test CBR
Sample
Gravel Sand Silt+clay LL PL PI (%) MDD OMC (%)
no.
(%) (%) (%) (%) (%) (%) (gm/cc) (%)
1 1 25.58 74.42 69.74 26.66 45.23 33.3 1.72 19.42 7.80
2 0 26.38 73.62 68.35 34.46 33.89 63.06 1.65 19.60 8.69
3 0 20.26 79.74 68.82 35.53 33.28 50.5 1.68 20.55 8.29
4 0 6.44 93.56 57.98 31.76 26.22 40 1.70 21.30 7.70
5 1.2 24.76 75.24 64.85 28.19 36.66 65 1.60 18.85 7.60

4.6 Geogrids :
The CTMGGB has tensile strength 60kN geogrid was used in Bhatia-Kharwasa
road site.
The geogrid has the aperture opening size 20mm × 20mm and the geogrids
thickness is 1.0mm.
The tensile strength of geogrid in machine direction is 60 kN/m and in Cross
machine direction is 60 kN/m.

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Chapter 5 Design of Pavement

Design of pavement as per IRC:37-2012

In this thesis we analyze Bhatia-kharwasa road pavement design, therefore we

collect the necessary information about that road from R&B department.
1) Design Traffic:

Below mention traffic data report is collected from R&B department for the Bhatia-kharwasa
road.

Sr.
Timing HCV MCV LCV Two wheelers Cycles Total
no
1 8:00am – 9:00 am 5 22 234 412 15 688
2 9:00am – 10:00 am 8 25 179 351 20 560
3 10:00am – 11:00 am 0 25 193 318 10 546
4 11:00am – 12:00 pm 3 20 165 289 5 482
5 12:00pm – 1:00 pm 4 35 123 312 9 483
6 1:00pm – 2:00 pm 2 16 116 156 11 301
7 2:00pm – 3:00 pm 9 23 162 189 12 395
8 3:00pm – 4:00 pm 8 33 194 265 6 506
9 4:00pm – 5:00 pm 6 35 186 298 5 530
10 5:00pm – 6:00 pm 11 40 194 365 12 622
11 6:00pm – 7:00 pm 13 42 124 311 0 490
12 7:00pm – 8:00 pm 15 50 142 356 0 563
84 331 2013 3622 105 5824
P=HCV+MCV+LCV
= 84+331+2013
=2428
The design traffic in terms of the cumulative number of standard axles to be carried during the
design life of the road should be computed using the following equation:

365 ∗ [(1 + r)n − 1]

𝑁= ∗A∗D∗F
r
Where,
N = Cumulative number of standard axles to be catered for in the design in terms of msa.
A = Initial traffic in the year of completion of construction in terms of the number of
Commercial Vehicles Per Day (CVPD).
D = Lane distribution factor = 0.5 [clause no. 4.5.1 (ii) ]
F = Vehicle Damage Factor (VDF) = 3.5 [clause no. 4.4.6 , Table-4.2)]
n = Design life in years = 15 [clause no. 4.3.2]

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 “Design Of Pavement Using Reinforced Soil” 2018

r = Annual growth rate of commercial vehicles in decimal (e.g., for 5 per cent annual growth
rate, r = 0.05) =7.5 % [clause no. 4.4.2]

The traffic in the year of completion is estimated using the following formula:
A = P (1 + r)X
= 2428(1+0.075)1
=2610.1
Where,
P = Number of commercial vehicles as per last count = 2428
x = Number of years between the last count and the year of completion of construction=1 year
by substituting value from equation,
365 ∗ [(1 + 0.075)15 − 1]
𝑁= ∗ 2610.1 ∗ 0.5 ∗ 3.5
0.075
= 43.55 msa (million standard axle)

Recommendation for Curst Thickness:

As per IRC:37-2012, These Guidelines provide a Design catalogue giving pavement compositions
for various combinations of traffic, layer configuration and assumed material properties.

For flexible pavement design we use first combination as granular base and granular sub-base
(clause no. 10.1)

Granular base and Granular sub-base:

Fig. Bituminous surfacing with granular base and granular sub-base

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 “Design Of Pavement Using Reinforced Soil” 2018

Design traffic = 43.55

Form the results adopt CBR value = 8%

The CBR value is 8% therefore use plate 6 for pavement thickness

Graph-6.1 Plate-1 (IRC:37-2012) Pavement Design Catalogues

From the graph: CBR-8%, N-43.55

i.e., the thickness of GSB:200mm, G. Base:250mm, DBM:100mm, BC/SDBC:40mm
where,
GSB: Granular sub-base, G. base: Granular Base(WMM), DBM: Dense Bituminous Macadam,
BC: Bituminous Concrete, SDBC: Semi-Dense Bituminous Concrete.

Reduce the required base course thickness by using geogrid reinforcement as

follows.
Alternate 1 As per Indian geotechnical Journal [Dec 2015, volume 45, pp 458-471]

The research work on “design of geogrids for road base stabilization” Minimol korulla
developed new design method which includes the design of geogrids for road base stabilization,
based on 4 layer model: asphalt(binder and wearing course), base , subbase and subgrade.

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 “Design Of Pavement Using Reinforced Soil” 2018

Alternate 2 Empirical Design Method from AASHTO PP 46-01 (2001)

The equivalent geogrid structural number is calculated based on TII, reinf = 4,400,000 ESALs,
which provides a structural number of 4.45 Based on the AASHTO, 1993 equation. Thus, an
equivalent SN ≈ 0.7 is estimated for the geogrid. This value must be confirmed through a field
evaluation program and the 1 mile initial test section affords the opportunity to do so.

Layer Drainage Structural

Thickness,
Layer Material Type coefficient, coefficient, number
t (mm)
ai mi (t x ai x mi)
1 Asphalt wearing course 25.4 0.42 N/A 0.42
2 Asphalt binder 63.5 0.40 N/A 1.0
3 Aggregate base course 177.8 0.14 1.2 1.18
4 Geogrid* Equivalent SN for TBR = 4 0.7
5 Subbase course 152.4 0.10 0.7 0.42
OVERALL STRUCTURAL NO. 3.72

The calculated traffic for the geogrid-reinforced section, based on the AASHTO, 1993 equation
again is 1,100,000 ESALs. The calculated traffic of 1,100,000 ESALs exceeds the design traffic
of 1,000,000 ESALs and the calculated traffic of the unreinforced section and meets the design
requirements. The geogrid reinforcement reduced the thickness of the base course by 4.0 in. and
increased the allowable traffic capacity with approximately 10%.

Alternate 3 As per AASHTO 1993

As per AASHTO 1993, base course reduction factor (BCR) essentially quantifies the amount of
component thickness reduction that can take place in geogrid reinforced pavement layer with no
loss of performance.
Considering 10mm rutting depth, 250cm thickness granular base layer of unreinforced pavement
section can be reduce by 26 to 45% when reinforced with biaxial geogrid.

Alternate 4 As per FHA

As per the federal highway administration (FHA) Geosynthetic design and construction
guidelines, there is some evidence, however, that suggests a geogrid placed at the bottom of the
aggregate base may permit a 10 to 20% base thickness reduction.

From the above mention alternatives for reduction in pavement layer thickness we reduce the
thickness of wet mix macadam, which actual thickness as per IRC 37-2012 is 250mm but after
the provision of geogrid between granular sub-base and WMM the thickness reduced to 180mm.

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 “Design Of Pavement Using Reinforced Soil” 2018

The thickness of pavement required after applying above alternate methods

Thickness (mm) without

Thickness (mm) with
Name of layer reinforcement
geogrid reinforcement
as per IRC: 37-2012
Granular sub-base (GSB) 200 200
Wet mix macadam (WMM) 250 180*
Dense bituminous macadam(DBM) 100 100
Bituminous concrete (BC) 40 40
Total thickness 590 520
*calculated as per AASHTO guideline and Korull et. al.(2015) “design of geogrids for road base
stabilization.” Indian geotechnical Journal, DOI10.1007/s40098-15-0165-3

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 “Design Of Pavement Using Reinforced Soil” 2018

Ch. 6 Conclusion

 The positive effects of geogrids reinforced subgrade courses can economically and
ecologically be utilized to reduce aggregate thickness.
 It is also increase the life of the pavement and can also decrease the overall cost of the
pavement construction with an increased life time.
 The study investigated the application of geogrid between GSB and WMM material as
a form of reinforcement to road construction.
 The inclusion of geogrids considerably reduces the thickness of pavement layer as per
the AASHTO method, Giroud and Han method and as per the Indian Geotechnical
Journal Volume 45, Issue 4.
 It was observed that, the 250mm thick WMM layer of unreinforced section can be
reduce by 26% when reinforced with biaxial geogrids. In our case the WMM thickness
of 250mm is reduced to 180mm without affecting strength of pavement.

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Ch. 6 Reference

1.
2. PARDEEP SINGH, K.S.Gill – “Cbr Improvement Of Clayey Soil With Geo-Grid
Reinforcement”
3. ALI MURTUZA. H, SHIVKUMAR. R.H –“Role of Geo-Grid in Enhancing the Bearing
Capacity of Soil”
4. George J Maliyakal, Dhanya josh – “CBR Characteristics of Soils Stabilised with
Geogrid”
5. S.S.VALUNJAKAR- “Improvement Of Flexible Pavement With Use of Geo-grid.”
6. MAGDI M.E. ZUMRAWI, NEHLA MANSOUR- “Laboratory Evaluation Of Geo-Grid
Used For Stabilizing Soft-Sub grade.”
7. Barry R. Christopher, Ph.D., P.E.- GEOGRIDS IN ROADWAY AND PAVEMENT
SYSTEMS
8. Nevada Department of Transportation- Use of GEOGRID for Strengthening and
Reducing the Roadway Structural Sections
9. FEDERAL HIGHWAY ADMINISTRATION (FHA) - Geosynthetic design and
construction guidelines
10.

Text reference:-
 “Modern geotechnical engineering” by Alam Singh
 “Soil mechanics and foundations” by B C Punamiya

Web reference
https://theconstructor.org/building/geogrids-types-functions-applications-advantages/15190/

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