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Subgrade

In civil engineering, the subgrade is defined as the in situ native soil or prepared foundation layer upon which pavement structures, railways, or building foundations are constructed, serving as the uppermost portion of the earth roadbed in cuts or the top of embankments in fills.^[1]^[2]^[3] It acts as the primary load-bearing stratum that distributes stresses from overlying layers, such as base courses, subbases, and surface materials, to prevent excessive deformation and ensure structural stability.^[4]^[2] The performance of the subgrade is influenced by its soil type, moisture content, compaction level, and environmental factors like frost susceptibility or expansive properties, with coarse-grained soils generally providing superior support compared to fine-grained clays.^[2]^[1] Key geotechnical properties include the California Bearing Ratio (CBR), which measures load-bearing capacity and typically ranges from 3–10 for clay soils to 20–100 for crushed stone, the resilient modulus for stiffness under repeated loading (e.g., 5,000–15,000 psi for clays), and the modulus of subgrade reaction (k-value) quantified via plate load tests to assess uniform support.^[2]^[1] Non-uniform subgrade conditions, such as pumping in fine-grained soils under saturated conditions or heave from frost-susceptible materials, can lead to pavement distresses including rutting, faulting, or settlement, underscoring its critical role in overall infrastructure longevity.^[1]^[4] Preparation of the subgrade involves excavation or embankment construction to specified lines, grades, and cross-sections, followed by proofrolling to identify weak areas and compaction to at least 95% of standard Proctor density (AASHTO T 99) or 100% maximum dry density, with moisture controlled near optimum levels (e.g., -2% to +1% for fine-grained soils).^[3]^[1] Improvement techniques for poor subgrade include chemical stabilization with lime, cement, or fly ash; mechanical methods like geosynthetics or aggregate reinforcement; or removal and replacement with select materials to enhance bearing capacity and drainage; recent advancements include sustainable stabilization using waste materials such as activated carbon, coir fiber, and copper slag (as of 2025).^[4]^[2]^[5]^[6] In pavement design, while subgrade strength has limited direct influence on concrete slab thickness, it necessitates protective subbase layers in frost-prone areas or for constructability, with tolerances such as ±1/2 inch for fine grading across the full pavement width including shoulders.^[1]^[3]

Fundamentals

Definition

In civil engineering, particularly in the design and construction of pavements for roads, airfields, and railways, the subgrade refers to the in-situ native soil or engineered foundation layer that lies directly beneath the subbase or base course, serving as the ultimate supporting stratum for the overlying pavement structure. (In British English, it is known as the formation level.)^[7] This layer consists of the natural ground material, which may be modified through compaction or stabilization to achieve adequate support, but it remains distinct from imported or processed aggregates used in upper layers.^[4] Formal recognition of subgrade in standardized guidelines began with the development of soil classification systems for highway engineering, notably the AASHTO system established in 1929 to evaluate subgrade soils based on their suitability for supporting traffic loads.^[8] This marked a shift toward empirical methods that quantified subgrade performance, influencing subsequent AASHTO specifications in the 1930s and beyond.^[9] Subgrade is differentiated from related components such as the subbase, which is a constructed granular layer of crushed stone or gravel placed immediately above the subgrade to enhance drainage, distribute loads, and provide a working platform for construction.^[10] In contrast, an embankment refers to the raised fill material—often compacted earth or borrow soil—used to build up the ground profile in areas of low elevation; in such cases, the subgrade forms the top surface of the embankment after preparation.^[3] These distinctions ensure precise allocation of materials and functions within the pavement cross-section, with the subgrade's inherent properties critically influencing overall load-bearing capacity.^[11]

Role in Infrastructure

The subgrade functions as the foundational soil layer in infrastructure systems, primarily responsible for distributing loads from overlying pavement structures to the underlying earth, thereby preventing excessive settlement and maintaining structural integrity. This load-spreading mechanism is essential across various applications, including roads and highways, where it supports vehicular traffic by transferring stresses over a broader area to minimize localized deformation; railways, where it ensures stable transfer of train loads without permanent distortion to the subsoil; and airports, where it bears the intense, concentrated pressures from aircraft wheels while the pavement layers amplify the distribution area. In all cases, a well-prepared subgrade with adequate strength, typically measured by a California Bearing Ratio (CBR) of at least 3 to 10 depending on load demands, underpins the entire system to withstand dynamic forces and environmental stresses.^[12]^[13]^[14] The subgrade's condition directly impacts the long-term durability and service life of infrastructure, as inadequate support leads to accelerated pavement distress such as cracking, rutting, and fatigue failure. Empirical studies demonstrate that poor subgrade quality, such as low CBR values below 10 or excessive moisture, can significantly reduce pavement life expectancy through increased deflections and uneven settlement, necessitating earlier rehabilitation and escalating maintenance costs. For instance, in highway applications, weak subgrades contribute to premature deterioration under repeated loading, shortening the operational lifespan despite robust upper layers. This underscores the subgrade's pivotal role in achieving designed performance metrics, where uniformity in stiffness and strength is critical for mitigating risks to overall infrastructure resilience.^[12]^[15]^[16] Within layered pavement systems, the subgrade integrates as the bottommost element, providing the necessary platform for subbase, base, and surface courses to collectively manage traffic-induced stresses. These systems are engineered to accommodate cumulative loads, such as up to 10^6 equivalent single axle loads (ESALs) over the design period in flexible pavements, with the subgrade's resilient modulus determining the required thickness of overlying layers to limit tensile strains and vertical deformations. Physical soil traits, such as type and moisture content, influence this supportive capacity but are optimized during design to align with load-bearing needs. By ensuring even load transfer, the subgrade enhances the system's ability to endure high-volume traffic in diverse settings, from urban highways to expansive airport runways.^[17]^[1]^[12]

Soil Characteristics

Physical Properties

The physical properties of subgrade soils encompass fundamental characteristics that define their composition and structure, directly impacting their performance in supporting infrastructure loads. Particle size distribution, a primary attribute, refers to the relative proportions of gravel, sand, silt, and clay particles within the soil mass, typically determined through sieve analysis for coarser fractions (>0.075 mm) and hydrometer analysis for finer particles.^[11] This distribution is crucial for classifying subgrade soils under systems like the Unified Soil Classification System (USCS), where, for instance, a sandy subgrade might contain 50-80% sand (0.075-4.75 mm), 10-30% silt (0.002-0.075 mm), and less than 10% clay (<0.002 mm), influencing drainage and frost susceptibility.^[11] Moisture content, expressed as the ratio of water weight to dry soil weight, is another key property, measured via oven-drying methods, with typical values in subgrade soils ranging from 3% to 70% depending on soil type and environmental conditions; for example, fine-grained subgrades often exhibit 20-30% moisture at optimum compaction.^[11] Density, quantified as dry unit weight, reflects the soil's compactness and is assessed through laboratory compaction tests, yielding values of 14-20 kN/m³ for typical subgrade materials, higher in granular soils and lower in cohesive ones.^[11] For cohesive subgrade soils, Atterberg limits provide essential indicators of plasticity and behavior at varying moisture levels. The liquid limit (LL) is the moisture content at which the soil transitions from a plastic to a liquid state, often exceeding 50% in high-plasticity clays (e.g., CH classification), signaling potential swell and shrinkage issues.^[11] The plastic limit (PL) marks the moisture content below which the soil loses plasticity, typically 15-30% for clays, while the plasticity index (PI), calculated as PI = LL - PL, quantifies the range of plastic behavior; values above 30 indicate highly plastic soils prone to volume changes.^[11] These limits, determined per ASTM D4318, help predict subgrade stability in moist environments. Void ratio (e) and porosity (n) describe the internal fabric of subgrade soils, with void ratio defined as the ratio of void volume to solid volume and porosity as the ratio of void volume to total volume, given by n = \frac{e}{1 + e}.^[18] In subgrade applications, typical void ratios range from 0.4 to 0.8 for sands, reflecting denser packing in granular materials, while clays may exhibit higher values of 0.7 to 1.5 due to their finer particles and water retention.^[11] These measures, derived from specific gravity and unit weight data, influence soil compressibility and permeability. These physical properties collectively underpin the engineering strength of subgrade soils by affecting load distribution and deformation under stress.^[11]

Engineering Properties

The engineering properties of subgrade soils primarily encompass their mechanical and hydraulic behaviors under load, which are critical for assessing load-bearing capacity and long-term performance in infrastructure. Shear strength, a key mechanical property, is defined by the Mohr-Coulomb failure criterion, expressed as \tau = c + \sigma \tan \phi, where \tau is the shear strength, c is the cohesion, \sigma is the normal stress, and \phi is the internal friction angle.^[19] These parameters are typically determined through triaxial compression tests, which simulate in-situ stress conditions by applying confining pressure and axial load to cylindrical soil samples, allowing measurement of peak strength at failure.^[20] For cohesive soils like clays used in subgrades, cohesion c generally ranges from 0 to 50 kPa, reflecting the interparticle bonding that provides undrained resistance, while frictional soils such as sands exhibit cohesion near 0 kPa and friction angles \phi of 25° to 35°, governed by particle interlocking and surface friction.^[21]^[22] Compressibility of subgrade soils is evaluated using one-dimensional consolidation tests, such as the oedometer test, which incrementally loads a soil sample to measure void ratio changes under confined conditions, yielding parameters like the compression index C_c and coefficient of consolidation c_v. The compression index C_c quantifies the slope of the void ratio versus logarithm of effective stress curve during virgin loading, indicating the soil's susceptibility to volume reduction under sustained loads, while c_v represents the rate of consolidation, calculated as c_v = \frac{T_v H^2}{t_{50}}, where T_v is the time factor, H is the drainage path length, and t_{50} is the time for 50% consolidation.^[23] Primary settlement occurs during the dissipation of excess pore water pressure, leading to skeletal rearrangement and volume loss as water is expelled, typically completing within days to years depending on soil type and thickness. Secondary settlement follows primary consolidation, arising from gradual particle creep and plastic deformation under constant effective stress, often significant in organic or highly plastic clays over extended periods.^[23] Hydraulic properties, particularly permeability k, influence subgrade drainage and susceptibility to saturation, with typical values ranging from $10^{-9} to $10^{-5} m/s across fine-grained to coarse-grained soils, decreasing with finer particle sizes due to reduced pore connectivity.^[24] Permeability governs water flow through the subgrade according to Darcy's law, which states that the discharge q is proportional to the hydraulic gradient i and cross-sectional area A:

q = k i A

This relationship allows estimation of infiltration rates and pore pressure buildup, essential for preventing excess water accumulation that could weaken the subgrade.^[25] In subgrade applications, low permeability in clays (around $10^{-9} to $10^{-7} m/s) promotes stability by limiting rapid water ingress but can lead to prolonged saturation if drainage is inadequate, whereas higher values in silty sands (up to $10^{-5} m/s) facilitate quicker dewatering.^[24]

Design Considerations

Strength Evaluation

The strength of subgrade soil is a critical parameter in pavement design, as it determines the load-bearing capacity and influences the thickness of overlying layers to prevent excessive deformation or failure. Standardized tests provide quantitative measures of this strength, allowing engineers to select appropriate design strategies for flexible or rigid pavements. Key methods include laboratory and in-situ tests that evaluate penetration resistance, elastic response under repeated loading, and modulus under direct bearing.^[11] The California Bearing Ratio (CBR) test is a penetration-based method to assess the mechanical strength of subgrade soils relative to a standard crushed stone material. In the laboratory procedure, soil samples are compacted into a mold at optimum moisture content following AASHTO T 193 or ASTM D 1883 standards; unsoaked samples are tested directly to represent in-situ dry conditions, while soaked samples are submerged in water for 96 hours under a surcharge to simulate saturated scenarios that could occur due to poor drainage. The test involves driving a 50 mm diameter piston into the sample at a rate of 1.25 mm/min and measuring the force required for 2.5 mm and 5 mm penetrations, with the CBR value calculated as the ratio of the sample's resistance to the standard's (typically 100% for crushed stone) at 2.5 mm penetration, expressed as a percentage. For design in flexible pavements, a minimum CBR value greater than 5% is often required for adequate subgrade support, though values below this may necessitate stabilization or thicker granular bases, with typical ranges for lean clays (CL) at 5–15%.^[11]^[11]^[11] The resilient modulus (Mr) quantifies the subgrade's elastic stiffness under repeated traffic loading, essential for mechanistic-empirical pavement design. This is determined through repeated load triaxial (RLT) tests per AASHTO T 307, where cylindrical soil specimens (typically 100–150 mm diameter, 200–300 mm height) are subjected to confining pressures (e.g., 13.8–41.4 kPa) and cyclic deviator stresses simulating wheel loads, with recoverable (resilient) strain measured after conditioning cycles to compute Mr as the ratio of deviator stress to resilient strain. The results are often modeled using the nonlinear stress-dependent equation:

M_r = k_1 P_a \left( \frac{\theta}{P_a} \right)^{k_2} \left( \frac{\tau_{oct}}{P_a} + 1 \right)^{k_3}

where \theta is the bulk stress (\sigma_1 + \sigma_2 + \sigma_3), \tau_{oct} is the octahedral shear stress, P_a is atmospheric pressure (≈101 kPa), and k_1, k_2, k_3 are regression coefficients derived from multiple stress states (e.g., k_1 ≈ 0.275–1.84, k_2 ≈ 0–0.85, k_3 ≈ -5 to 0 for subgrade soils). This model, validated through Long-Term Pavement Performance (LTPP) data, accounts for the subgrade's tendency to stiffen with increasing stress, aiding in predictions of pavement rutting and fatigue.^[26]^[26]^[26] For in-situ evaluation, the plate load test measures the subgrade's modulus directly on the prepared surface, providing site-specific data that complements laboratory results. Following AASHTO T 222 or ASTM D 1196, a rigid circular plate (typically 300–760 mm diameter) is seated on the subgrade, and incremental static loads are applied hydraulically up to 1.4 times the design pressure while measuring settlements with dial gauges; the test cycle includes loading, unloading, and reloading to isolate elastic deformation. The elastic modulus E is interpreted from the load-settlement curve using the formula for uniform elastic settlement:

s = \frac{q B (1 - \nu^2)}{2 E}

where s is settlement, q is applied pressure, B is plate diameter, and \nu is Poisson's ratio (often 0.35 for soils), rearranged to solve for E = \frac{q B (1 - \nu^2)}{2 s}. This yields the in-situ modulus of subgrade reaction k (related via k \approx \frac{2 E}{B (1 - \nu^2)}), which informs elastic settlement predictions and verifies construction quality, with typical values of 20–100 pci (5–27 MN/m³) for subgrades.^[11]^[11]^[11]

Drainage and Stability

Effective drainage is essential for subgrade performance, as excess moisture can compromise soil strength and lead to structural failures in pavements and embankments.^[27] Subgrade drainage requirements typically involve installing subsurface systems to intercept groundwater and surface infiltration, maintaining soil moisture content below the optimum level for compaction and shear strength.^[27] Common implementations include French drains, which consist of perforated pipes surrounded by permeable aggregate in shallow trenches, designed to collect and redirect water laterally away from the subgrade.^[27] These systems prevent issues such as frost heave, where freezing water in frost-susceptible soils expands and uplifts the subgrade, and pumping, where dynamic traffic loads force water and fines upward through pavement joints, eroding support.^[27] Stability analysis of subgrades incorporates drainage considerations to evaluate slope resistance against failure, particularly in cut or fill sections adjacent to roadways.^[28] The factor of safety (FS) is defined as the ratio of resisting forces to driving forces, with a minimum acceptable value of 1.5 for stable engineering applications like road subgrades.^[28] For cohesionless soils, such as sands and gravels common in subgrades, the infinite slope equation provides a simplified model for shallow translational failures parallel to the ground surface:

FS = \frac{c + \gamma h \cos^2 \beta \tan \phi}{\gamma h \sin \beta \cos \beta}

where c is cohesion (often 0 for cohesionless soils), \beta is the slope angle, \phi is the friction angle (a strength parameter assessed separately), \gamma is the soil unit weight, and h is the depth to the failure plane (simplifying to \frac{\tan \phi}{\tan \beta} for dry cohesionless conditions).^[28] This analysis assumes a planar failure surface and is particularly useful for infinite or long slopes where end effects are negligible, integrating effective stress influenced by drainage conditions.^[28] Saturation significantly reduces subgrade stability by increasing pore water pressures, which diminish effective stress and shear resistance in granular soils.^[29] In sandy subgrades, full saturation combined with cyclic loading—such as from traffic or seismic events—can induce liquefaction, where the soil temporarily behaves like a viscous fluid, leading to excessive settlements or lateral spreading.^[29] For instance, loose to medium-dense sands below the water table are at high risk during earthquakes, as repeated shear stresses generate excess pore pressures that prevent drainage and cause strength loss, potentially resulting in pavement cracking or foundation failure.^[29] This phenomenon is assessed using procedures like those outlined by Youd et al., comparing cyclic resistance to induced stresses to ensure FS against liquefaction exceeds 1.2–1.3.

Construction Practices

Preparation Techniques

The preparation of the subgrade begins with clearing and grubbing, which involves the systematic removal of vegetation, trees, stumps, roots, debris, and topsoil to expose the native soil layer suitable for construction. This process typically entails stripping topsoil to a depth of 150 to 300 mm (6 to 12 inches) to eliminate organic materials that could lead to differential settlement or moisture retention issues. Heavy machinery such as bulldozers and excavators is employed, with all removed materials disposed of in accordance with local regulations, ensuring the site is free of obstructions before further work proceeds.^[12]^[30] Following clearing, proofrolling is conducted to assess the subgrade's uniformity and identify soft or unstable areas. This technique utilizes heavy equipment, such as a 20-ton roller or a loaded tandem-axle dump truck with axle loads of approximately 20,000 pounds, driven slowly across the prepared surface in multiple passes over sections of 500 to 1,000 feet. Areas exhibiting excessive deflection, such as rutting greater than 0.5 to 1 inch, are marked for remediation; these soft spots are then scarified to a depth of about 150 mm, with moisture content adjusted to near optimum levels based on soil properties to enhance stability prior to compaction.^[11]^[31]^[32] For subgrades with weak soils, undercutting and backfilling are applied to replace unsuitable materials and provide a stable foundation. Weak zones, often identified through proofrolling or geotechnical testing and classified per ASTM D2487 as fine-grained soils with low strength, are excavated to depths up to 500 mm (20 inches) or more if necessary to reach firm strata. The excavated areas are then backfilled with select granular materials meeting gradation specifications, such as AASHTO M 147 for aggregate base, placed in lifts and compacted to achieve the required density, thereby mitigating risks of future pavement distress.^[11]^[33]^[31]

Compaction Methods

Compaction of subgrade soil begins with laboratory determination of the optimum moisture content (OMC) and maximum dry density (MDD) using the Standard Proctor compaction test, as outlined in ASTM D698, which involves compacting soil samples at varying moisture levels to establish the moisture-density relationship curve.^[34] This test simulates field conditions to identify the moisture level that achieves peak density, guiding on-site adjustments to ensure effective densification.^[35] In subgrade construction, the target is typically 95-98% relative compaction, calculated as the ratio of field dry density to the lab-determined MDD, to provide adequate support for overlying pavement layers without excessive settlement.^[36] Field compaction methods vary by soil type to achieve uniform density while minimizing shear failure. For cohesive soils, such as clays and silts, sheepsfoot (or tamping foot) rollers are employed, featuring protruding pads that knead the soil to break down lumps and expel air voids; these are effective in lifts of 15-20 cm (6-8 inches) to ensure deep penetration and thorough compaction.^[37]^[38] In contrast, granular soils like sands and gravels are compacted using vibratory smooth drum rollers, which apply dynamic forces through vibration to rearrange particles; optimal results occur in thinner lifts up to 20 cm to maintain energy transfer and avoid bridging.^[39] Multiple passes, typically 4-8 depending on roller weight and soil response, are required to reach the target density across the subgrade surface.^[40] In-situ density verification employs the nuclear density gauge, a non-destructive device that measures soil density and moisture via gamma and neutron radiation absorption, calibrated against the lab MDD for accurate relative compaction assessment.^[41] Testing is conducted at regular intervals, such as every 100-500 m², to confirm uniformity within ±2% of the target MDD, ensuring consistent subgrade performance and compliance with specifications like those in AASHTO T 310.^[42] If readings fall below the threshold, additional moisture adjustment or passes are applied before proceeding to the next layer.^[43]

Challenges and Solutions

Common Issues

Subgrade settlement is a primary concern in pavement construction, manifesting in two main types: immediate elastic settlement and consolidation settlement. Immediate elastic settlement occurs rapidly upon load application due to the elastic deformation of soil particles, primarily in granular or partially saturated cohesive soils, and is typically reversible upon load removal.^[44] In contrast, consolidation settlement is time-dependent, arising from the gradual dissipation of excess pore water pressure in saturated fine-grained soils like clays, leading to a reduction in void volume as water is expelled.^[44] Significant differential settlements, often resulting from uneven soil compaction or variable loading, can induce significant tensile stresses in overlying pavement layers, causing cracking and structural distress.^[45] In cold climates, frost heave poses a severe subgrade issue, particularly in frost-susceptible soils such as silts. The mechanism involves the formation of ice lenses through the migration of unfrozen water via capillary action to the freezing front, where it freezes and segregates into discrete layers parallel to the surface.^[46] This process can result in volume expansions up to 10% in silty soils, as the freezing water expands by approximately 9% while drawing additional moisture, leading to upward heaving and subsequent thaw weakening upon melting.^[46] Such heave disrupts pavement alignment, creating distortions that accelerate fatigue cracking under traffic. Pumping and erosion represent another critical subgrade problem, especially under repeated heavy traffic loads in undrained conditions. Pumping occurs when water and fine soil particles are ejected from beneath the pavement through joints, cracks, or edges due to cyclic pore pressure buildup and high-velocity water flow, eroding subgrade support and creating voids.^[47] This erosion is exacerbated by erodible subgrade materials and inadequate drainage, leading to loss of base stability and pavement faulting. Historical cases from early U.S. highways in the 1940s, during wartime traffic surges, highlighted pumping as a widespread failure mode, contributing to premature deterioration on routes with fine-grained subgrades.^[47] Poor drainage often intensifies these issues by maintaining saturated conditions that promote particle mobilization.^[45]

Improvement Strategies

Mechanical stabilization of subgrade soils involves the use of geosynthetics, such as geotextiles and geogrids, to reinforce weak layers and distribute loads more effectively. Geotextiles act as separators and filters while providing tensile reinforcement, whereas geogrids offer confinement to prevent lateral spreading of aggregate base materials. These materials enhance the overall structural integrity by improving load-bearing distribution and reducing rutting on soft subgrades. Studies have demonstrated that incorporating geosynthetics can increase the bearing capacity of subgrade soils by 2 to 3 times compared to unreinforced sections, allowing for thinner pavement layers and extended service life.^[48] Chemical stabilization methods target the modification of soil properties through additives that alter mineralogy and reduce plasticity or increase strength. For clayey subgrades, lime stabilization is commonly applied at 5-10% by dry weight of soil, which reacts with clay particles to form cementitious compounds like calcium silicate hydrates. This process significantly reduces the plasticity index (PI), making the soil less susceptible to volume changes under moisture fluctuations and improving workability during construction. In contrast, for sandy or granular subgrades, cement stabilization at 3-6% by dry weight binds soil particles into a cohesive matrix, boosting the unconfined compressive strength (UCS) to 1-2 MPa after 7 days of curing, thereby enhancing shear resistance and durability.^[49] Recent advancements since 2020 have emphasized sustainable approaches, including bio-enzyme stabilizers and incorporation of recycled materials, to address environmental concerns and issues like poor drainage or low strength in subgrades. Bio-enzymes, derived from microbial processes, catalyze soil aggregation and reduce water affinity, leading to improved compaction and CBR values in case studies involving clayey dredged materials repurposed for road subgrades, with double dosages yielding up to 100% CBR increase over untreated soils.^[50] Similarly, recycled aggregates from construction waste, when blended with stabilizers, provide viable subgrade enhancements while promoting circular economy principles. These methods have demonstrated cost savings through reduced material sourcing and disposal needs, alongside lower carbon footprints compared to traditional virgin aggregates.^[51]

References

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Soil compaction is defined as the method of mechanically increasing the density of soil. In construction, this is a significant part of the building process. If ...Missing: 30-40 cm
[38]
Nuclear Gauges - Humboldt Mfg. Co.
Nuclear gauges are one of the most accurate methods used to measure the moisture content and density of soils, aggregates, and other materials.
[39]
Pavements - Nuclear Density Gauge (NDG) - FHWA InfoTechnology
Nuclear density gauges directly report the density and moisture content (when appropriate) if the device is properly calibrated for the testing material.
[40]
Gauge Basics - APNGA
The maximum dry density and optimum moisture content are determined from the results. Field soils are tested for in-place dry density and the result is divided ...
[41]
[PDF] 1110-1-1904, “Settlement Analysis - Distribution Restriction Statement
Sep 30, 1990 · This manual provides guidelines for calculating vertical displacements and settlement of soil under shallow foundations and embankments.
[42]
[PDF] Appendix A Pavement Distress Types and Causes
Bumps, settlements, and heaves in concrete pavements may be due to frost heave, swelling or collapsing soils, or localized consolidation. Frost heave, swelling ...
[43]
[PDF] The Mechanism of Frost Heaving in Soils
The "mechanism of frost heaving" involves the interaction of the three frost action factors: a water supply, a frost-susceptible soil,.
[44]
[PDF] Prediction of Subbase Erosion Caused by Pavement Pumping
Rigid pavement pumping is one of the leading causes of rigid pavement failure. Rigid pavement pumping is defined as (a) the ejection of water and subgrade, ...
[45]
[PDF] Use of Geosynthetics on Subgrade and on Low and Variable Fill ...
(4) There is evidence that geogrids can be used to increase the bearing capacity and short-term deformations of the subgrade. However, in Indiana, the common ...
[46]
[PDF] Guide to Cement-Stabilized Subgrade Soils - Iowa State University
The primary purpose of this guide is to describe the characteristics, uses, and benefits of cement-stabilized subgrade (CSS) and present methods for ...
[47]
Reusing Dredged Material through Stabilization with So-Called Bio ...
Oct 17, 2023 · We investigated the potential for reuse of DM as a road construction material using so-called bio-enzyme products as stabilizing agents.
[48]
[PDF] Subgrade Stabilization for Flexible Pavements Employing Recycled ...
Aug 30, 2024 · These are sustainable materials, in which a reduction in costs was seen due to the circular economy of these materials within the construction ...