Retaining Wall - Modular Unit Reinforced Earth Tensar Geogrid Reinforcement, HR-549, 1998

This research, initiated in October 1992, was located at the intersection of Blairs Ferry Road and Lindale Drive in the City of Marion. The wall is located on the southeast corner of the intersection. Reinforced retaining wall construction started with a five inch base of roadstone with one inch of sand for leveling purposes. One and one-half to two feet of one inch clean stone was placed behind the blocks. A four inch perforated plastic pipe was placed approximately nine inches from the bottom of the one inch clean stone. The Tenswal, tensar geogrid was placed at every third layer. Openings in the Tenswal are hooked over plastic dowels in the blocks. The tenswal reaches from the face of the wall back 5' to 8'. The cost for constructing this wall was $124,400. The wall has performed well for the past five years. The wall improves the aesthetics of a high traffic volume intersection of an urban area. Many positive comments have been received by the city regarding its appearance. The City of Marion has been pleased with the wall and has used this type of wall on subsequent projects.

Utility Cut Repair Techniques— Investigation of Improved Cut Repair Techniques to Reduce Settlement in Repaired Areas, December 2005

Pavement settlement occurring in and around utility cuts is a common problem, resulting in uneven pavement surfaces, annoyance to drivers, and ultimately, further maintenance. A survey of municipal authorities and field and laboratory investigations were conducted to identify the factors contributing to the settlement of utility cut restorations in pavement sections. Survey responses were received from seven cities across Iowa and indicate that utility cut restorations often last less than two years. Observations made during site inspections showed that backfill material varies from one city to another, backfill lift thickness often exceeds 12 inches, and the backfill material is often placed at bulking moisture contents with no Quality control/Quality Assurance. Laboratory investigation of the backfill materials indicate that at the field moisture contents encountered, the backfill materials have collapse potentials up to 35%. Falling Weight Deflectometer (FWD) deflection data and elevation shots indicate that the maximum deflection in the pavement occurs in the area around the utility cut restoration. The FWD data indicate a zone of influence around the perimeter of the restoration extending two to three feet beyond the trench perimeter. The research team proposes moisture control, the use of 65% relative density in a granular fill, and removing and compacting the native material near the ground surface around the trench. Test sections with geogrid reinforcement were also incorporated. The performance of inspected and proposed utility cuts needs to be monitored for at least two more years.

Effective Shoulder Design and Maintenance, 2007

Granular shoulders are an important element of the transportation system and are constantly subjected to performance problems due to wind- and water-induced erosion, rutting, edge drop-off, and slope irregularities. Such problems can directly affect drivers’ safety and often require regular maintenance. The present research study was undertaken to investigate the factors contributing to these performance problems and to propose new ideas to design and maintain granular shoulders while keeping ownership costs low. This report includes observations made during a field reconnaissance study, findings from an effort to stabilize the granular and subgrade layer at six shoulder test sections, and the results of a laboratory box study where a shoulder section overlying a soft foundation layer was simulated. Based on the research described in this report, the following changes are proposed to the construction and maintenance methods for granular shoulders: • A minimum CBR value for the granular and subgrade layer should be selected to alleviate edge drop-off and rutting formation. • For those constructing new shoulder sections, the design charts provided in this report can be used as a rapid guide based on an allowable rut depth. The charts can also be used to predict the behavior of existing shoulders. • In the case of existing shoulder sections overlying soft foundations, the use of geogrid or fly ash stabilization proved to be an effective technique for mitigating shoulder rutting.

Reinforced Slope with Geogrids, HR-548, 1997

The objective of this research study is to evaluate the performance, maintenance requirements and cost effectiveness of constructing reinforced slope along a concrete bikeway overpass with a Geogrid system such as manufactured by Tensar Corporation or Reinforced Earth Company. This final report consists of two separate reports - construction and performance. An earlier design report and work plan was submitted to the Iowa DOT in 1989. From the Design Report, it was determined that the reinforced slope would be the most economical system for this particular bikeway project. Preliminary cost estimates for other design alternatives including concrete retaining walls, gabions and sheet pile walls ranged from $204/L.F. to $220/L.F. The actual final construction cost of the reinforced slope with GEDGRIDS was around $112/L.F. Although, since the reinforced slope system was not feasible next to the bridge overpass because of design constraints, a fair cost comparison should reflect costs of constructing a concrete retaining wall. Including the concrete retaining wall costs raises the per lineal foot cost to around $122/L.F. In addition to this initial construction cost effectiveness of the reinforced slope, there has been little or no maintenance needed for this reinforced slope. It was noted that some edge mowing or weed whacking could be done near the concrete bikeway slab to improve the visual quality of the slope, but no work has been assigned to city crews. It was added that this kind of weed whacking over such steep slope is more difficult and there could possibly be more potential for work related injury. The geogrid reinforced slope has performed really well once the vegetation took control and prevented soil washing across the bikeway slab. To that end, interim erosion control measures might need to be considered in future projects. Some construction observations were noted. First, there i s no specialized experience or equipment required for a contractor to successfully build a low-to-medium geogrid reinforced slope structure. Second, the adaptability of the reinforced earth structure enables the designer to best fit the shape of the structure to the environment and could enhance aesthetic quality. Finally, a reinforced slope can be built with relatively soft soils provided differential settlements between facing are limited to one or two percent.

Low-Cost Rural Surface Alternatives: Demonstration Project, TR-664, 2015

The goals of this project were to implement several stabilization methods for preventing or mitigating freeze-thaw damage to granular surfaced roads and identify the most effective and economical methods for the soil and climate conditions of Iowa. Several methods and technologies identified as potentially suitable for Iowa were selected from an extensive analysis of existing literature provided with Iowa Highway Research Board (IHRB) Project TR-632. Using the selected methods, demonstration sections were constructed in Hamilton County on a heavily traveled two-mile section of granular surfaced road that required frequent maintenance during previous thawing periods. Construction procedures and costs of the demonstration sections were documented, and subsequent maintenance requirements were tabulated through two seasonal freeze-thaw periods. Extensive laboratory and field tests were performed prior to construction, as well as before and after the two seasonal freeze-thaw periods, to monitor the performance of the demonstration sections. A weather station was installed at the project site and temperature sensors were embedded in the subgrade to monitor ground temperatures up to a depth of 5 ft and determine the duration and depths of ground freezing and thawing. An economic analysis was performed using the documented construction and maintenance costs, and the estimated cumulative costs per square yard were projected over a 20-year timeframe to determine break-even periods relative to the cost of continuing current maintenance practices. Overall, the sections with biaxial geogrid or macadam base courses had the best observed freeze-thaw performance in this study. These two stabilization methods have larger initial costs and longer break-even periods than aggregate columns, but counties should also weigh the benefits of improved ride quality and savings that these solutions can provide as excellent foundations for future paving or surface upgrades.

TENSILE AND CREEP BEHAVIOR OF GEOSYNTHETICS USING CONFINED-ACCELERATED TESTS

A major aspect in geosynthetics creep analysis is the load level applied to the specimen, usually referred as a percentage of the geosynthetic ultimate tensile strength (UTS). Since both tensile and creep standard tests are performed with in-isolation specimens, they may not reproduce the possibly significant effect of soil-geosynthetic interaction. A new creep testing machine was recently developed and successfully addressed this concern. However, further developments allowed tensile tests to be performed in the same conditions used in nonconventional creep ones. This paper presents the results of nonconventional tensile tests performed with a woven biaxial polyester geogrid. They were used to define its UTS in the same conditions employed in creep tests performed with the new equipment. Despite changes in tensile curves shapes were found, the UTS from confined, accelerated and confined-accelerated tensile tests were quite similar to those obtained with standard tensile test procedure.

Análise experimental da conexão entre blocos segmentais e geogrelha de PVA

The test system connection segmental blocks and geogrids at the Department of Civil Engineering, UNESP - Guaratinguetá order to verify the strength of the connection system when subjected to different confining stresses. The present work aims to demonstrate the procedures for carrying out the test as well as the placement of concrete blocks. Were analyzed two ways of placing the blocks in the press. An entire block and two halves in the first layer, named position 12, compared to a different format, two entire blocks in the first layer, named position 21; also geogrids: single and double layer. From the data obtained for the peak strength of 20 tests it was possible to obtain the envelopes break in the connection for single and double layer. In 2011, the size of the concrete block used in the test was lower when compared with previous years. What resulted in significant decreases in the loss of connection in single layer and it was noted that there was no decrease in the strength of connection in the double-layer tests, despite the smaller area of contact between the block and geogrid. It is concluded that, through the analysis of geogrids after running the test, the concrete block is responsible for theforce that allows the movement of the geogrid due to the force from the ground

Ensaios laboratoriais para a determinação da resistência de conexão entre geogrelhas de PVA e blocos segmentais

During the retaining wall project in soil reinforced with geogrids and face milling system for segmental blocks is essential to determine the maximum connection resistance between the block and the geogrid. Thus, the aim of this study was to analyze the connection resistance based on ASTM D- 6638-01 between the segmental block model MW of Muros Terrae® company with the geogrids model Fortrac® M 35 / 20x20, Fortrac® M 55 / 30x20, Fortrac® M 80 / 30x20 and Fortrac® M 110 / 30x20 of HUESKER Synthetic GmbH using gravel 1 as a filling material. As a result, the resistance curves were obtained for the four models of geogrids and was described how it fracture. An additional investigation was the average gain connection resistance percentage when it is applied to geogrid a second layer instead of a single layer. The average percentage gains in the connection resistance to the geogrids model Fortrac® M 35 / 20x20, Fortrac® M 55 / 30x20, Fortrac® M 80 / 30x20 and Fortrac® M 110 / 30x20 were, respectively, 63.20 %, 63, 47%, 62.23 % and 51.34 %. Finally, we made a comparative analysis of the results of this study with those obtained by Guimarães (2006), Urashima et. al (2008) and Almeida and Toma (2011) to evaluate which combinations offered higher connection resistance

Equipamento para realização de ensaios de tração confinada e aquecida em geossintéticos

Pós-graduação em Engenharia Civil - FEIS

Il dimensionamento delle sovrastrutture stradali non pavimentate

A comparison between main design methods for unpaved roads is presented in this paper. An unpaved road is made up of an unbound aggregate base course lying on a usually weak subgrade. A geosynthetic might be put between the two in reinforcing and separating function. The goal of a design method is to find the appropriate thickness of the base course knowing at least traffic volume, wheel load, tire pressure, undrained cohesion of the subgrade, allowable rut depth and influence of the reinforcement. Geosynthetics can reduce the thickness or the quality of aggregate required and improve the durability of an unpaved road. Geotextiles contribute to save aggregate through interaction friction and separation, while geogrids through interlocking between his apertures and lithic base elements. In the last chapter a case study is discussed and design thicknesses with two design methods for the three possible cases (i.e. unreinforced, geotextile reinforced, geogrid reinforced) are calculated.