Tensar Workshop on Stabilisation of Aggregate Layers 14th August 2014

Half-Day Seminar – Jakarta, 14th August 2014 Outline of presentation

Design and Application of Mechanically Stabilised Layers
for Highways, Rail Trackbed and Haul Roads
Mechanically stabilised layers
Design of pavements and trafficked areas
Workshop: TensarPave • Benefits of
Design of pavements and trafficked placing geogrid
under compacted
areas using mechanical stabilisation pavement layer
• Interlock and
Mike Dobie confinement
Tensar International Limited • Trafficking trials
and performance
Regional Manager Asia Pacific
• Design of
pavements using
TensarPave

2 Pavement design with mechanical stabilisation 14th August 2014

Design of (road) pavements Design of (road) pavements

Methods available incorporating mechanical stabilisation Methods available incorporating mechanical stabilisation
Based on the principle of confinement Based on the principle of confinement
Ground stabilisation (GS) method Ground stabilisation (GS) method
Single layer, sub-base quality Design method for unpaved roads referenced in the UK Highway
Design of pavement sub-base as temporary road during construction Agency Design Manual for Roads and Bridges HD25/94, Volume 7,
Final design of single layer pavements Section 2, Part 2 and detailed in TRL Report LR1132

Design process AASHTO method AASHTO method

All pavements must be built
• Sub-base (or initial layer)
used as temporary access
road during construction
• Still important to design as
pavement to protect the
lower layers and subgrade
Multiple layer, sub-base to AC AASHTO Guide for Design of
Final design of full pavement Pavement Structures 1993
Design methods
All are published design
guidelines or methods

3 Pavement design with mechanical stabilisation 14th August 2014 4 Pavement design with mechanical stabilisation 14th August 2014

Design of (road) pavements Design of (road) pavements

Ground stabilisation method (LR1132) AASHTO Guide for Design of Pavements 1993
Single granular layer Full pavement design
Sub-base condition Construction traffic given Review of AASHTO 1993 method for flexible pavements
given by deformation by number of 80kN ESA N40
limited to 40mm • Empirical design method based on the AASHTO Road Test
Sub-base (carried out mid 1950’s to early 1960’s)
represented by its
thickness h (mm) • Method for flexible pavements provides design for the full
pavement section
• This may be done using a nomograph (Part II, Figure 3.1)
h h
• Or by solving the controlling equation (Part I, Chapter 1.2
Subgrade properties
and Part II, Figure 3.1)
given by CBR (%)
190(log10 N40 + 0.24) May be adjusted for • This is summarised on the following slides
h= different axle loads and
CBR0.63 different deformations
using Giroud & Noiray

5 Pavement design with mechanical stabilisation 14th August 2014 6 Pavement design with mechanical stabilisation 14th August 2014

TensarPave: design of pavements & trafficked areas 1

Tensar Workshop on Stabilisation of Aggregate Layers 14th August 2014

Design of (road) pavements Design of (road) pavements

AASHTO Guide for Design of Pavements 1993 AASHTO Guide for Design of Pavements 1993
Full pavement design Full pavement design
• Based on • Based on
AASHTO Road AASHTO Road
Test Test
• Carried out in • Carried out in
Illinois 1958-60 Illinois 1958-60
• Heavy clay
subgrade

7 Pavement design with mechanical stabilisation 14th August 2014 8 Pavement design with mechanical stabilisation 14th August 2014

Design of (road) pavements Design of (road) pavements

AASHTO Guide for Design of Pavements 1993 AASHTO Guide for Design of Pavements 1993
Full pavement design Full pavement design
• Based on • Based on
AASHTO Road AASHTO Road
Test Test
• Carried out in • Carried out in
Illinois 1958-60 Illinois 1958-60
• AC surfacing • Trafficked by
trucks available at
that time
• IMPORTANT:
method is based
on performance

9 Pavement design with mechanical stabilisation 14th August 2014 10 Pavement design with mechanical stabilisation 14th August 2014

Design of (road) pavements Design of (road) pavements

AASHTO Guide for Design of Pavements 1993 AASHTO Guide for Design of Pavements 1993
Controlling equation Resilient modulus (MR)
Pavement condition Traffic given by number of
given by its present 18 kip (80kN) ESA W18
serviceability index Pavement layers
PSI (p) represented by their
structural number SN

Subgrade Subgrade
represented represented
by its resilient by its resilient
modulus MR  ∆PSI  modulus MR
log10 
log10 W18 = ZRS0 + 9.36 log10 (SN + 1) − 0.2 +  4.2 − 1.5  + 2.32 log M − 8.07 Subgrade condition most commonly given by
10 R CBR (%) or undrained shear strength (Su)
1094
0.4 +
(SN + 1)5.19 MR (psi) ≈ 1500 × CBR (AASHTO Part I, Chapter 1.5)
For given reliability, SN and MR – ∆PSI related to W18 MR (MPa) ≈ 10.34 × CBR

11 Pavement design with mechanical stabilisation 14th August 2014 12 Pavement design with mechanical stabilisation 14th August 2014

TensarPave: design of pavements & trafficked areas 2

Tensar Workshop on Stabilisation of Aggregate Layers 14th August 2014

Design of (road) pavements Design of (road) pavements

AASHTO Guide for Design of Pavements 1993 AASHTO Guide for Design of Pavements 1993
Structural number of pavement layers (SN) Structural number of pavement layers (SN)
Pavement layers Designing for water conditions Pavement layers
represented by their represented by their
structural number SN structural number SN

d1 d1
d2 d2
d3 d3

SN = a1d1 + a2d2 + a3d3 SN = a1d1 + a2d2m2 + a3d3m3 (AASHTO Part I, Ch 1.2 & Part II, Ch 2.3 &
2.4)
where: a1, a2, and a3 are structural layer coefficients
d1, d2 and d3 are layer thicknesses (inches) where: m2 and m3 take into account drainage quality and duration of
conditions approaching saturation for untreated layers

13 Pavement design with mechanical stabilisation 14th August 2014 14 Pavement design with mechanical stabilisation 14th August 2014

Design of (road) pavements Design of (road) pavements

AASHTO Guide for Design of Pavements 1993 AASHTO Guide for Design of Pavements 1993
Structural number of pavement layers (SN) Traffic (W18)
For design traffic given by number
Designing for water conditions NB: water has a major influence of 18 kip (80kN) ESA (W18)
AASHTO Part II, Ch 2.4.1 & Table 2.4 provide modification factors (m2 and m3)
to be applied to unbound layers to allow for their drainage capacity
Quality of drainage Percentage of time pavement structure is exposed to
(time to remove water) moisture conditions approaching saturation
< 1% 1% - 5% 5% - 25% > 25%
Excellent (2 hours) 1.40 – 1.35 1.35 – 1.30 1.30 – 1.20 1.20
Good (1 day) 1.35 – 1.25 1.25 – 1.15 1.15 – 1.00 1.00
Fair (1 week) 1.25 – 1.15 1.15 – 1.05 1.00 – 0.80 0.80 Traffic is given by the number of 18 kip equivalent standard axles ESA
Poor (1 month) 1.15 – 1.05 1.05 – 0.80 0.80 – 0.60 0.60 where: 18 kip = 18 kilopounds = 80.17 kN
Very poor (never) 1.05 – 0.95 0.95 – 0.75 0.75 – 0.40 0.40 fortunately AASHTO ESA almost exactly = metric ESA

15 Pavement design with mechanical stabilisation 14th August 2014 16 Pavement design with mechanical stabilisation 14th August 2014

Design of (road) pavements Design of (road) pavements

AASHTO Guide for Design of Pavements 1993 AASHTO Guide for Design of Pavements 1993
Traffic (W18) Present serviceability index PSI (p0)
For design traffic given by number Real traffic given by distributions Pavement condition
of 18 kip (80kN) ESA (W18) of various axle loads “Lx” kip (Wx) given by its present
serviceability index
PSI (p) (AASHTO Part II, Ch 2.2.1)

AASHTO Appendix MM gives relationship to convert real axles into ESA

W  G G
log10  x  = 4.79 log10 (18 + 1) − 4.79 log10 (L x + L2 ) + 4.33 log10 L 2 + t − t
 W18  βx β18
Pavement condition at any point in time is defined by PSI (present
Lx = load on a single axle or total load on one tandem axle set (kips)
serviceability index)
L2 = axle code (1 for single axle, 2 for tandem axle set)
pt = terminal serviceability index PSI: related to rut depth and shape, and pavement surface damage
β18 = value of βx when Lx is equal to 18 kips and L2 is equal to 1

17 Pavement design with mechanical stabilisation 14th August 2014 18 Pavement design with mechanical stabilisation 14th August 2014

TensarPave: design of pavements & trafficked areas 3

Tensar Workshop on Stabilisation of Aggregate Layers 14th August 2014

Design of (road) pavements Design of (road) pavements

AASHTO Guide for Design of Pavements 1993 AASHTO Guide for Design of Pavements 1993
Present serviceability index PSI (p0) Present serviceability index PSI (pt)
Pavement condition Pavement condition
given by its present given by its present ∆PSI = p0 - pt
serviceability index serviceability index
PSI (p) (AASHTO Part II, Ch 2.2.1) PSI (p) (AASHTO Part II, Ch 2.2.1)

At start of pavement life initial PSI defined as p0 Pavement deteriorates until terminal PSI is reached defined as pt
p0: p0 = 5 for perfect pavement (but this can never be attained) pt: pt = 3 for 12% stating unacceptable
p0 = 4.2 normally used for flexible pavements pt = 2.5 for 55% stating unacceptable (normal limit for major highways)
pt = 2.0 for 85% stating unacceptable (normal for minor roads)

19 Pavement design with mechanical stabilisation 14th August 2014 20 Pavement design with mechanical stabilisation 14th August 2014

Design of (road) pavements Campaign Materials

AASHTO Guide for Design of Pavements 1993
Reliability

Reliability term = ZR × S0
(AASHTO Part I Ch 4 &
Part II, Ch 2.1.3)

The reliability term takes into account uncertainties in material

properties and the prediction, similar to geotechnical safety factor
ZR: Defines the level of reliability required
50% reliability results in ZR = 0, or “factor of safety” = 1.0

21 Pavement design with mechanical stabilisation 14th August 2014

Stabilisation with TriAx geogrids Stabilisation with TriAx geogrids

Design of Pavements Design of Pavements

Radial performance TRL unpaved trials
• Unsurfaced
pavement
• 40kN wheel load

23 Pavement design with mechanical stabilisation 14th August 2014 24 Pavement design with mechanical stabilisation 14th August 2014

TensarPave: design of pavements & trafficked areas 4

Tensar Workshop on Stabilisation of Aggregate Layers 14th August 2014

Continuing research in pavement performance

Full scale pavement trial carried out by US Corps of

Engineers to investigate behaviour of full pavement

50mm
AC
200mm
base

Base CBR = 100%

Target subgrade CBR = 3%

25 Pavement design with mechanical stabilisation 14th August 2014

Stabilisation with TriAx geogrids

Concept of the mechanically stabilised layer - MSL

Control 24,282 ESALs TX 170 111,410 ESALs

~1” rut > 0.5” rut

28 Pavement design with mechanical stabilisation 14th August 2014

Stabilisation with TriAx geogrids Stabilisation with TriAx geogrids

Concept of the mechanically stabilised layer - MSL Concept of the mechanically stabilised layer - MSL

29 Pavement design with mechanical stabilisation 14th August 2014 30 Pavement design with mechanical stabilisation 14th August 2014

TensarPave: design of pavements & trafficked areas 5

Tensar Workshop on Stabilisation of Aggregate Layers 14th August 2014

Stabilisation with TriAx geogrids Stabilisation with TriAx geogrids

Concept of the mechanically stabilised layer - MSL Independent assessment

of fSN – CROW

fSN Report published in

Netherlands

Based on testing, mechanical stabilisation

results in enhancement of the layer properties:
- Higher layer coefficient “a” defined by fSN
- Higher effective modulus

31 Pavement design with mechanical stabilisation 14th August 2014 32 Pavement design with mechanical stabilisation 14th August 2014

Stabilisation with TriAx geogrids Design of (road) pavements

Independent assessment of fSN - CROW Ground stabilisation method (LR1132)

Single granular layer
2.0 0.5
Punched & stretched geogrids Sub-base condition Construction traffic given
None
given by deformation by number of 80kN ESA N40
0.4 Extruded & limited to 40mm
Thickness reduction

stretched geogrids Sub-base

represented by its
0.3 Woven thickness h (mm)
geogrids

0.2
Woven hs
geotextiles h
fSN 0.1 Subgrade properties
given by CBR (%) Mechanically stabilised
Non-woven 190(log10 N40 + 0.24)
hs = layer may be used to
1.0 0 fSNCBR0.63 reduce sub-base thickness
0 1 2 3 4 5
CBR (%)

33 Pavement design with mechanical stabilisation 14th August 2014 34 Pavement design with mechanical stabilisation 14th August 2014

Design of (road) pavements

AASHTO Guide for Design of Pavements 1993

Design with a mechanically stabilised layer
Pavement condition Traffic given by number of
given by its present 18 kip (80kN) ESA W18
serviceability index Pavement layers
PSI (p) represented by their
structural number SN

Subgrade
represented
by its resilient
fSN applied
modulus MR
to this layer
 ∆PSI 
log10 
log10 W18 = ZRS0 + 9.36 log10 (SN * fSN + 1) − 0.2 +  4.2 − 1.5  + 2.32 log10 MR − 8.07
1094
0. 4 +
(SN * fSN + 1)5.19

36 Pavement design with mechanical stabilisation 14th August 2014

TensarPave: design of pavements & trafficked areas 6

Tensar Workshop on Stabilisation of Aggregate Layers 14th August 2014

Design of (road) pavements

AASHTO Guide for Design of Pavements 1993

Design with a mechanically stabilised layer
Pavement condition Traffic given by number of
given by its present 18 kip (80kN) ESA W18
serviceability index Pavement layers
PSI (p) represented by their
structural number SN

Subgrade
represented
by its resilient
fSN applied
modulus MR
to this layer
 ∆PSI 
log10 
log10 W18 = ZRS0 + 9.36 log10 (SN * fSN + 1) − 0.2 +  4.2 − 1.5  + 2.32 log10 MR − 8.07
1094
0. 4 +
(SN * fSN + 1)5.19

37 Pavement design with mechanical stabilisation 14th August 2014

Half-Day Seminar – Jakarta,14th August 2014

Design and Application of Mechanically Stabilised Layers
for Highways, Rail Trackbed and Haul Roads

Workshop: TensarPave
Design of pavements and trafficked
areas using mechanical stabilisation

Any questions?
Specification (essential part of the design):
A communication which protects the quality of the
design and minimises the risk of a reduced performance

A Case Study (paper by Ted James, 2006) A Case Study (paper by Ted James, 2006)

Pantura - The North Java Coastal Road Pantura - The North Java Coastal Road
Situation pre 2005 Major reconstruction in 2005
• Wet season storm • Traffic greater than Asphalt - 280mm
water keeps water BP-07B 20,000 vehicles per
Aggregate base A - 200mm
within 1m to 1.2m of day, mainly trucks
BP-07A

pavement surface Aggregate base B - 300mm Geogrid

• Capping layer used
• Suffers extreme BP-07
to bring base of River gravel capping - 300mm
axle loads common pavement layers
in Indonesia (20t) 10.455 km above wet season Wet season standing water

• Notorious for BP-07C standing water

River gravel capping - 1000mm
pavement failures • Geogrid used to
in both the existing stabilise Aggregate
road and recent base B
reconstruction Subgrade CBR = 1.0 to 1.5%

41 Pavement design with mechanical stabilisation 14th August 2014 42 Pavement design with mechanical stabilisation 14th August 2014

TensarPave: design of pavements & trafficked areas 7

Tensar Workshop on Stabilisation of Aggregate Layers 14th August 2014

A Case Study A Case Study

Pantura - The North Java Coastal Road Pantura - The North Java Coastal Road
Situation in 2014 Situation in 2014
• Headlines in local • Headlines in local
papers papers
• Road has • Road has
become almost become almost
impassable in impassable in
places places
• Massive delays • Massive delays
especially at especially at
peak times peak times
• Some sections
performing very
well

43 Pavement design with mechanical stabilisation 14th August 2014 44 Pavement design with mechanical stabilisation 14th August 2014

A Case Study A Case Study

Pantura - The North Java Coastal Road Pantura - The North Java Coastal Road
Situation in 2005 Situation in 2014
• Investigation • Investigation
shows that these shows that these
are the sections are the sections
with a stabilised with a stabilised
base course base course
• 2005 • 2014 same view
• Note shoulder
where geogrid
was not used

45 Pavement design with mechanical stabilisation 14th August 2014 46 Pavement design with mechanical stabilisation 14th August 2014

A Case Study A Case Study

Pantura - The North Java Coastal Road Pantura - The North Java Coastal Road
Situation in 2005 Situation in 2014
• Investigation • Investigation
shows that these shows that these
are the sections are the sections
with a stabilised with a stabilised
base course base course
• 2005 • 2014 same view

47 Pavement design with mechanical stabilisation 14th August 2014 48 Pavement design with mechanical stabilisation 14th August 2014

TensarPave: design of pavements & trafficked areas 8

Tensar Workshop on Stabilisation of Aggregate Layers 14th August 2014

A Case Study A Case Study

Pantura - The North Java Coastal Road Pantura - The North Java Coastal Road
Situation in 2005 Situation in 2014
• Investigation • Investigation
shows that these shows that these
are the sections are the sections
with a stabilised with a stabilised
base course base course
• 2005 • 2014 same view

49 Pavement design with mechanical stabilisation 14th August 2014 50 Pavement design with mechanical stabilisation 14th August 2014

Four key points

• Mechanically stabilised layer (MSL): confinement of

aggregate by interlocking with apertures of geogrid

• Not only for soft ground, also applied higher in the

pavement

• Design using MSL is empirical, based on observing

performance

• Product tensile strength is not a reliable indicator of

performance

TensarPave: design of pavements & trafficked areas 9