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STRESSES AND STRAINS IN UNDRAINED COMPRESSION TEST 249

load is now accompanied by the circle sequence 5, 6, 7 . . . in a similar manner as in


Example 2, until complete failure occurs. In this example we can recognise the behaviour
of fine sand saturated with water when loaded to failure.
SUPMARY
In this paper the h theory of stress analysis in saturated soils, as originally developed
by Skempton, has been extended to include the case of soils which tend to undergo volume
change on shearing due to structural effects, such as dilatancy. The results appear to be
in qualitative agreement with typical undrained triaxial tests on saturated soils.
BIBLIOGRAPHY
C~LDERAND!~EYPTON( 1948). ” The Angle of Shearing Resistance in Cohesive Soils for Tests at Constant
Water Content.” Proc. 2nd Int. Conf. on Soil Mechanics, Vol. I, p. 185.
KJEUMAN (1986). “ Triaxial Tests on Sand.” Proc. 1st Int. Conf. on Soil Mechanics. Vol. II, p. 16.
SKEYPTON (1948). “ A Study of the Immediate Triaxial Test on Cohesive Soils.” PYOC.2nd Int. Conf.
on Soil Mechanics. Vol. I, p. 192.
TAYLOR (1948). “ Shearing Strength Determinations by Undrained Cylindrical Compression Tests with
Pore Pressure Measurements.” Pvoc. 2nd Int. Cmf. on Soil Mechanics. Vol. V, p. 45.
TERZAGHI-PECK (1948). “ Soil Mechanics in Engineering Practice.” New York, Wiley.

THE CALIFORNIA BEARING RATIO METHOD FOR THE


DESIGN OF FLEXIBLE ROADS AND RUNWAYS*
by E. H. DAVIS, B.Sc.
Road Research Labckatwy, Defiartment of Scientijc and Industrial Research

One of the most important applications of soil mechanics to road and airfield engineering
is to the calculation of the thickness and strength of pavement which has to be placed on a
s& formation to provide a stable riding surface. Such calculation is known as pavement
design.
For the purposes of pavement design, types of construction are divided into two classes :
rigid pavements which are partly or entirely composed of concrete, and gexiile pavements
which are composed of bituminous materials usually on a base of macadam or pitching. This
paper is solely concerned with the design of flexible pavements.
In recent years a considerable number of methods of pavement design has been
proposed for flexible pavements. Some of these methods are empirical and are based on
experience of the performance of different roads or runways. Others are based on
theoretical considerations of the stresses or strains involved and the remainder are based on
a combination of the theoretical and empirical approaches. All the methods relate the
thickness of construction to the strength of the soil on which the pavement is founded (the
subgrade) and to the trafi6c conditions, the severity of which is usually given in terms of the
maximum wheel load of the traffic using the pavement.
The many methods available can give widely different results. The theoretical aspects
involved are not yet fully understood so that it is probably true to say that at present the
empirical type of method generally gives more reliable results than the theoretical type.
It should be realised that until comparatively recently the design of roads and runways
often took little account of the type and condition of the soil foundation and that the use of
any rational method of design represents an important advance in road and airfield
engineering.
It was considered at the Road Research Laboratory that the. first aim should be to
produce a reliable empirical method of pavement design for British conditions ; the more
theoretical approach has not, however, been neglected and a mathematical theory of the
*crown copyright reserved.

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250 E. H. DAVIS
stresses in layered elastic systems has been
developed by Fox (Ref. 1) and experimental
work is in hand to check the values given by
this theory.
Experience with a number of methods of
pavement design has shown that an empirical
method, known as the California bearing ratio
(C.B.R.) method, was likely to prove the most
suitable for use in this country, and this method
was therefore selected for study. The present
paper describes this method, and the investiga-
tions that have been made at the Road Research
Laboratory to determine its reliability and the
best .procedure for its use.

BACKGROUNDTO THE CALIFORNIA BEARING


RATIO K.B.R.) METHOD OF FLEXJBLE
PAVEMENT I?ESIGN
Most soil mechanics workers are probably
familiar with the C.B.R. test and method of
design for flexible pavements. Essentially the
test consists in measuring the load required to
cause a plunger of standard size to penetrate
the soil at a standard rate. It is carried out
either on the soil #n situ or confined in a layer
5 in. deep in a heavy cylindrical metal mould
of 6 in. internal diameter. The plunger is
cylindrical, flat-ended and 3 sq. in. in cross-
section and is forced into the soil at 04X in. per
minute. During penetration, the surface of
FIG. 1. TYPICALC.B.R. TEST RESULTS
the soil is loaded with a surcharge equivalent to
the probable weight of pavement. The load-penetration curge so obtained is compared with
a standard curve for crushed rock, and the C.B.R. of the soil is the load required to produce a
particular penetration (usually 0.1 in.) expressed as a percentage of the load derived from the
standard curve for the same penetration. A typical result is shown in Fig. 1 (test 1).
‘This test was originally devised by the C.alifomia State Highway Department (Ref.
2,3) who, as the result of nine years’experience prior to 1936, found that soil having a certain
C.B.R. always required the same thickness of flexible macadam construction on top in order
to prevent plastic deformation iu the soil. The California curve relating the thickness of
road construction to the C.B.R. is that for the wheel load of 7,000 lb. shown in Fig. 2. The
curve for the wheel load of 12,000 lb. was added later as the result of further experience in
California of heavier traflic condition*subsequent to 1936. The curve for the wheel load
of 9,000 lb. has been obtained by interpolation between the curves for the wheel loads of
7,000 and 12,000 lb. It is an implied assumption.of these curves that all kinds of flexible
construction of the macadam type spread the load to approximately the same extent.
The C.B.R. test was adopted by the U.S. Corps of Engineers during the last war as the
basis for the design of flexible pavements for military airfields. The California curves for
roads were first extrapolated to give curves for wheel loads up to 70,000 lb. This extra-
polation was made (Ref. 3) by calculating the maximum shear stress in the surface of the
subgrade for the values of C.B.R. and depths of construction given by the California curve
for a wheel load of 12,000 lb. on the assumption that the pavement and subgrade behaved
as a single, uniform, elastic medium. The thickness of construction for any higner wheel

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CB.R. METHOD FOR DESIGN OF FLEXIBLE ROADS & RUNWAYS 251

FIG. 2. DIZSIGNCURVES FOR ROADS, CALIFORNIA


BEARING RATIO METHOD (CALIFORNIA STATE
HIGHWAY DEPARTMENT) FIG. 3. DESIGN CURVES FOR AIRFIELDS,
CALIFORNIA BEARING RATIO METHOD
(U.S. Corps of Engineers)

load and for any particular C.B.R. of the subgrade was then assumed to be that at which the
maximum shear stress for this higher wheel load equalled the maximum shear stress for the
wheel load of 12,000 lb. and for the same C.B.R. The original extrapolated curves have been
modified slightly in the light of subsequent experience, particularly experience from
accelerated traffic tests on trial sections specially designed to check the curves. The
revised curves are given in Fig. 3 (Ref. 4).
The standard U.S. Corps of Engineers’ method of interpreting the results of C.B.R.
tests (Ref. 4) is to use the C.B.R. value at a penetration of 0.1 in. unless the value at a
penetration of O-2 in. is greater. In the latter case the test is repeated on a fresh specimen
and if the new value at the penetration of O-2 in. is still the greater, this value is used. If
the initial portion of the load-penetration curve is concave upwards, a correction is made
by orawing a tangent to the curve at the point of greatest slope and transposing the axis of
load so that the tangent passes through the origin. The corrected load-penetration curve
is then the tangent from the new origin as far as the point of contact with the re-sited curve,
and thence the curve itself. This method of correction is illustrated in Fig. 1 for test 2.
The U.S. Corps of Engineers’ methoa of interpreting the results of a C.B.R. test is used at
the Road Research Laboratory, but other authorities use, for example, the value at a
penetration of O-1 in. whatever the shape of the curve and it is therefore important to know
the manner ill which the values of C.B.R. have been obtained when comparing values quoted
by different authorities.
In the standard procedure of the U.S. Corps of Engineers the soil is immersed in water
for four days under a surcharge equivalent to the weight of pavement before making the
penetration test. It should be emphasised that this is only a precaution against the moisture
content of the subgrade reaching a particularly high value with the water table in the surface
of the subgrade. (This condition is only reproduced in the specimen if soaking is complete
in four days.) It is commonly considered that, ingeneral, this is an unnecessarily severe condition
to impose and that the equilibrium moisture content of many subgrades is considerably less
than that obtained by soaking the soil in the C.R.R. test. This, however, is only a criticism
of the soaking part of the test procedure and does not, in itself, cast any doubt on the validity

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252 E. H. DAVIS
of the design curves which give the thickness required for a given wheel load when the sub-
grade has a certain C.B.R. and are not concerned with the procedure for estimating the
equilibrium moisture content of the subgrade.
THE VALIDITY OF THE C.B.R. DESIGN CIJRVES
(a) Runway curves. In order to check the validity of the curves given in Fig. 3
independently of any analysis made by the U.S. Corps of Engineers (which until recently
was not available), Prof. A. W. Skempton, of Imperial College, University of London, and the
author made a study of the’full reports of the American accelerated traffic tests (these are
reviewed in Ref. 3) and deduced the data in Table I.
In the traflic tests, a loaded trailer was towed over a runway or test section containing
different thicknesses of flexible constructron, until a specified number of passes had been
made. A variety of materials was used in the foundation of the test sections, ranging from
gravel and crushed limestone to ‘cement-stabilised soil. Observations were then made of
the behaviour of the base and subgrade by means of trenches cut through the construction.
The values of C.B.R. given in Table I were obtained from tests made immediately prior to
the traffic tests either in situ, or on undisturbed, unsoaked specimens. They thus relate to
the material in its existing condition and not to the material after soaking.
The C.B.R. design thicknesses in Table I, for the tests in which the load was repeated
5,000 or more times in a traffic lane 5 or 6 ft wide, have been taken as the full thicknem
given by the runway curves in Fig. 3, i.e. they are for “ capacity operation”.. Tests in
which the load was repeated less than 5,000 times, on the other hand, have been taken as
being equivalent to “ limited operation”, and the design thicknesses have been reduced
20 per cent. This is in accordance with the original requirements of the U.S. Corps of
Engineers (Ref. 5).
The behaviour of the layer of construction considered in each case was divided into
three categories :-
(i) No failure. No appreciable deformation of the layer considered by the end of the
traffic test, in which case it was possible that a lesser thickness of construction
would have been adequate;
(ii) Definite failure. Severe deformation of the layer considered, in which case it was
possible that failure would still have occurred with a greater thickness of
construction.
(iii) Critical condition. The thickness of construction above thz layer considered being
critical, a greater thickness being known to give no failure and a lesser thickness
being known to give definite failure.
The actual thicknesses of construction are plotted against the design thicknesses in
Fig. 4a. If the C.B.R. curves are correct and contain no factor of safety and if the
accelerated traffic tests impose the same severity of loading as actual runway operation,
the “ critical condition ” points should all lie on the 45” line in this figure. In fact, these
points are about equally spaced on either side of this line and all but one lie close to it. Within
the limits of accuracy of the test data, there is thus considerable evidence to support the
\ralidity of the runway curves. Further supporting evidence is provided by the “ no failure ”
points, five out of six of which lie above the 45” line, and the “ definite failure ” points, seven
out of nine of which lie below the 45” line.
It is apparent from Fig. 4a that any factor of safety with the C.B.R. method can only
arise either from the greater severity of loading conditions in the accelerated traffic tests than
that on actual runways, or from conservative estimates of the C.B.R. used for design. The
factor of safety arising from the former cause will, of course, depend on the traffic conditions
on any particular runway, but it is not thought that this would be large for a modern air-
port operating/anywhere near to capacity. The factor of safety arising from the latter cause
can be considerable when the C.B.R. for soaked specimens is used and when the water table
at the actual airfield is well below the surface. As evidence of this, the results of an

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DA-IA FROM A%EFUCAN ACCELEIUTHD ;TIu: xc TESTS
I I I
In situ or Thickness of construction
Layer of construction Classifi- undisturbed Wheel No. of above layer considered.
Site. considered. cation. C.B.R. load repeti- Remarks.
-per cent. -lb. tions. Actual C.B.R.
-in. design-in

Stockton . . . Subgrade (clay). 5 25,000 5,000. 24 23 Critical condition in subgrade.


II ,I 5 40,000 5,000 36 28 ,, ,, 8. ,*
-- -,
Barksdale . . . Base (clay-gravel). GF 20 20,000 5,000 8 8 Definite failure in base.
, 22 50,000 5,000 11 i2
I 1) I* ,. I, $9 ,I
Base (loa;). ML 6 20,960 5,090 13 19 I, ,, , .,
9, ,, >, 6 50,000 5.000 17 27 I, 3. 8, >,
50,000 5,000 18 19 I, ,* I, ,I
20,000 5,000 16 16 Critical condition in subgrade.
20,000 5,000 17 20
20,090 5,000 17 19
50,000 5,000 28
50,006 5,000 29

El&n .. . . . . Subgrade (sand). 37,000 7,000 13 114 Critical condition in subgrade.


I I, ,, I “f I :: 50,000 7,000 14 13 I, ,, II *,

Santa Maria . . . Subgrade (silty sand). 40,000 1,800 9 11 Definite failure ,m subgrade.
>I 2, II 40,000 1,800 9 8 Critical condition _in subgrade.

Corpus Christi Base (clay-sand). 15,000 6,000 5 6 Critical condition. <n base.
Compacted subgrade
15,000 6,000 15 10 No failure in subgrade.
Uncompacted sub-de
15,000 6,000 21 13 ,, ,, ,, ,,

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Dothan 20,000 1,000 5 9 Definite failure in base. Ro
50,000 3,000 9 11 No failure in subgrade. w
-
Fargo . .. Base (silty sand). 20,000 1,600 6 12 Definite failure in base. 2
12,500 3,600 24 22 No failure in subgrade.
8. ,, 20,000 1,600 30 23 Definite failure in subgrade.
z
v!
Grenier 15,000 4,000 54 5 No failure in subgrade.
~- I___ -_--
Natchitoches . . . Base (sand-clay-gravel). GF 35 15,000 1,500 2 2 No failure in,base. ii!
Subgrade (clay). CH 5 15,000 1,500 12 14 Critical failure in subgrade.
254 E. H. DAVIS

extensive investigation of runways made by


the Canadian Department of Transport
may be mentioned (Ref. 6). Thisinvestiga-
tion was directed to producing a new
empirical method of flexible pavement
design using the results of plate-bearing
tests on the subgrade and on the base, in
conjunction with experience of the thick-
nesses of existing runways in Canada and
their known load-carrying capacities. In
the investigation, correlations. were also
obtained between the results of the plate-
bearing tests and of other strength tests
including C.B.R. tests made on both
unsoaked and soaked undisturbed speci-
mens of soil. Using the results of tests
30_ __
0 5 lo IS x) 2s 3s
on soaked specimens from eight airfields,
DESIGN THUKNESS-incl’es
the design thicknesses of construction
given by the C.B.R. method were 125 to
300 per cent of the thicknesses given by
the Canadian method. (These latter
thicknesses corresponded approximately to
the actual thicknesses found to be re:
quired.) On the other hand, the design
thicknesses obtained by using values of
C.B.R. for unsoaked specimens were 8.5 to
175 per cent of the Canadian design
thicknesses.
(b) Road cwves. The results ot
investigations by the Road Research
Laboratory into the causes of defects in
Fxc. 4. COMPARISON BETWEEN ACTUAL AND DESIGN roads provide some evidence as to the
TOTAL THICKNESS OF CONSTRUCTION BY C.3j.R.
METHOD
validity of the curves in Fig. 2. Data
from investigations at seven sites are given
in Table II. At all these sites it was considered that where the road had be-
come damaged, this was due to failure in the subgrade. As with the American accelerated
traffic tests, the behaviour of the road was divided into three categories :-
(i) No failure. No appreciable deformation or cracking of the road surface, the
thickness of construction being adequate and possibly more than adequate.
(ii) Definite failure. Severe cracking or deformation of the surface, the thickness of
construction being definitely inadequate.
(iii) Critical condition. Slight cracking or deformation of the surface, the thickness of
construction being critical, i.e. a lesser thickness would probably have resulted in
definite failure and a greater thickness in no appreciable damage.
The traffic flow at each site was estimated, where possible, from traffic surveys. Light
traffic of less than 56 commercial vehicles per day was considered to be equivalent to a
maximum wheel load of 7,000 lb. ; medium traffic of 50 to 300 commercial vehicles per day,
to a maximum wheel load of 9,000 lb. ; and heavy traffic of more than 300 commercial
vehicles per day, to a maximum wheel load of 12,000 lb.
The actual thickness of construction at each site is plotted against the design thickness
(obtained from the curves in l;ig. 2 and the C.H.R. obtained ijz s&c or from undistarbcd,
unsoakcd specimens of the subgracic) in Fig. 4b. Evidence of the validity of the design curves

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C.B.R. METHOD FOR DESIGN OF FLEXIBLE ROADS & RUNWAYS 2%
TABLE II
DATA FROM ROAD RESSA :H LABORATORY INWSTIGATIONS OF DEE :TS IN ROADS.
I I I otal thickness
Casagrande In sifu or M.O.T. Wheel load f construction
Site. classification undisturbed classification assumed Condition of road.
of subgrade C.B.*. of road. for design &ual C.B.R.
soil. -per cent. -lb. -in. design
-in.
--
CH 2-s 9.ooo 9 22 kn-face severelycracked.
Definite failure.
A CH 3.5 9,~ 15-5 18 Surface slightly cracked.
Critical condition.
CL 10 9 10 surface disintegrated.
I I
s.f@6

--
Definite failure.

3 9,6fl6 9 11 Severe cracking and da


formation. Definite
B failure.
3 9,6@J 13 16 Slight cracking. Critical
.condition.
--
GP 9 3 9,@J6 7 11 Severe cracking. Defi-
C nite failure.
GP 9 3 9.ooO 12 11 Slight cracking. Criti-
cal condition.

CL 15 2 12,666 5 9 Severe cracking, some


deformation. Definite
D failure.
CL 13 2 12,666 7 95 Slight cracking. Critical
condition.

CH 2 Unclassified 7.ooo 21 22 Some deformation.


E Critical condition.
CH . 2 Unclassified 7,669 25 22 Satisfactory. No failure.
--
CH 4 1 g.ooo 8 17 Badly deformed. Deti-
i
nite failure.
F CH 15 1 g,ooo 8 8 Slight cracking Critical
condition.
CH 16 1 9,ooo s-5 7.5 Satisfactory. No failure.
--
1 12,600 10 19.5 Severe cracking and de-
formation. Definite
failure.
1 12,696 25 19.5 Satisfactory. No failure.

‘s provided by the fact that all the ” critical condition ” points lie close to the 45” line, all
the “ definite failure ” points he below the line and all the ” no failure ” points lie above
the line. The number of points in this figure is hardly sufficient to provide conclusive
evidence and further investigations of this type are desirable.
THE RELATIONSHIP BETWEEN THE C.B.R. OF UNSOAKED SPECIMENS OF SOIL AND THEIR
MOISTURE CONTENT AND DRY DENSIIY
As an aid to design based on the C.B.R. of unsoaked specimens of soil, an investigation
has been made at the Road Research Laboratory into the effect of moisture content and dry
density on the C.B.R. of unsoaked specimens of six British soils ranging from a heavy clay
to a gravel. The particle-sire distributions of these soils are given in Fig 5, and other
classification data in Table III.
S&3mens of each soil were remoulded at predetermined moisture contents and statically

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256 E. H. DAVIS

PARTICLE SIZE - millimetres


i
Cl07 tine Mesydym C.ay,,e Fme M d C Gravel
-+ tilt rend :a% ?a:$

FIG. 5. PARTICLE-SIZE DISTRIBUTION OF SOILS USED IN INVESTIGATION

compacted in a hydraulic press to constant dry densities both above and below the maximum
dry density given by the B.S. compaction test (B.S. 1377 : 1948). Except for soil C, the
soils were oven-dried before remoulding. No surcharge was applied to the soil during the
penetration test. The values of C.B.R. for each soil are plotted on a logarithmic scale
against moisture content for constant dry density in Figs. 6 to 11, each point being the average
of results of tests on the top and bottom of one specimen.
It will be seen from Figs. 6 to 11 that, for the higher moisture contents, the relation
between log C.B.R. and moisture content for constant dry density can be approximately
represented by a series of parallel straight lines. For equal intervals in dry density, these
lines are also approximately equally spaced. The scatter of the points is greater for the
coarse-grained soils (D, E and F) than for the fine-grained soils (A, B and C). For soil E the
scatter is so bad that for the higher moisture contents the curves are shown dotted to
TABLE III.
LTI ON OF SOIL.s USED IN THE IN VESTIGATION.
- - -
I B.S. compaction test.

Casagrande Liquid
Plasti-
city Specific
I- Optimum
Soil. Location. classifi-
cation.
limit
-per
cent.
index
-per
cent,
gravity
of soil
particles.
1: Maximum
dry
density
moisture
content
-per cent.

A (Heavy clay) Staines,


--

CH
_-

75 42 2.76
_- -lb. Jcu.ft

97
_----
26
Middlesex
B (Sandy clay) Harmondsworth, CL 31 11 2.67 112 16
Middlesex
C (Silty sand) Ripon, Yorks SF 24 I 3 2.62 117 13
D (Coarse sand) Hertingfordbury, SC Non-plastic 2.70 125 10
Herts I
E (Closely Virginia Water, su Non-plastic 2.67 102 13
graded sand) Surrey I
F (Sandy Oxton, Notts GP Non-plastic 2.63 129 8
gravel) I
- -

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A DRY DENSITY- 105 LS./CU.FT
VOIDS RATIO - D 621
A ORY MNSITY - 100 LB./CU.FT
VOIOS RATIO l 0.702
l DRY DENSITY - 95 LB/CU FT
VOIDS RATIO - 0.790

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, I
I
VOIDS RATlo = 0.387
b DRY DENSITY - I IS LB/CU.FT
\IDIOS RATIO - 0.449
0 DRY DENSlTY - II0 LB./cu.FT
WOS RATIO = 0.512
I I I I
Fig 7 SOIL I3 Fig 13. SOIL B.
0 5 IO I5 20 25 30 0 10 20 30 40 50 60 70 80 90 100
MOISTURE CONTENT - per cent DEGREE OF SATURATION - per cent
258 E. H. DAVIS
indicate their unreliability. A possible explanation of this scatter of the points for sands
and gravels is that during static compaction the compactive force is resisted by arching action
between the soil particles so that a crust of much higher dry density than the average is
formed at the top and bottom of the specimen. This effect could easily vary considerably
from specimen to specimen. With gravels there is an additional cause of scatter due to
the random chance of the largest size of particles lying immediately under the penetration
plunger. Other methods of preparing specimens are being investigated.
For comparative purposes, the same horizontal and vertical scales have been used in
all the Figs. 6 to 11. The relative effect of changes in moisture content and dry density for
the soils investigated can, therefore, be studied from the slope and spacing of the lines
respectively.
TABLE IV
RELATIVE EFFECT OF CHANGE IN MOISTURE CONTENT AND DRY DENSITY ON THE C.B.R. OF
DIFFERENT Sorts. (FROM FIGS. 6 TO 11)
(The figures in the table are only generally applicable for moisture contents more than 50 per cent of the
saturation moisture content.)
X=Increase in log C.B.R. Y =Decrease in moisture content-per cent
Z=Increase in dry density-lb. /cu. ft

x/y x/z
soil for constant dry density for constant moisture content
(Slope of lines in Figs. 6 to 11) (Spacing of lines in Figs. 6 to 11)

A (Heavy clay) . .. ... . .. 0.05 0.026


B (Sandy clay) . .. ... ... 0.10 0.032
C (Silty sand) ... ... . .. 0.11 0.038
D (Coarse sand) ... ... ... o-10 0.053
E (Closely graded sand) . .. ... 0 0.057
F (Sandy gravel) .. . . .. ... 0.16 0.049

From Table IV, the log C.B.R. of soil F is seen to be three times as sensitive to unit
change in moisture content as soil A. The sensitivities of the log C.B.R. of soils B, C and D
to such change lie intermediate between soil A and soil F. Also from Table IV, the
sensitivity of the log C.B.R. value to unit change in dry density is seen to increase generally
with increasing coarseness of the soil.
As the dry density of granular soils is usually higher than that of cohesive soils, the range
of moisture contents commonly occurring in the former is smaller than that in the latter soils.
A better comparison between the different soils investigated is therefore obtained by plotting
log C.B.R. for constant dry density against degree of saturation (ratio of the volume of
water to the volume of voids expressed as a percentage). This has been done in Figs. 12 to 17.
TABLE V
RELATIVE EFFECT OF CHANGE IN DEGREE OF SATURATION AND DRY DENSITY ON THE C.B.K.
OF DIFFERENT SOILS. (FROM FIGS. 12 TO 17)
(The figures in the table are only generally applicable for degrees of saturation more than
50 per cent.)
P=Average increase in log C.B.R. Q=Decrease in degree of saturation-per cent
R= Increase in dry density-lb. /cu. ft
I 1
I
P/Q
Soil for constant dry density equal P/R
for 100 per cent saturation
to B.S. maximum dry density

A (Heavy clay) ......... 0.015 0.066


B (Sandy clay) ......... 0.018 0.080
C (Silty sand) ......... 0.017 0.092
D (Coarse sand) ......... 0.014 0.090
E (Closely graded sand) ...... 0 0.057
F (Sandy gravel) ......... 0.016 0.107

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. DRY DENSITY = 120L CUFT.
(VOIOS RATIO - 0.361 B
A DRY DENSITY - IISLB. CUFT
(VOIOS RATIO - 0.422)
0 DRY OENSltY = IIOLB. CU FT
(VOIDS RATIO * 0.467)
0 DRY DENSITY = IOSLB. CU.FT
(VOIOS RATIO. O,SSB)

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I
Sdturdtm line
Fig.14 SOIL C
4 DRY DENSITY - 130 LB. CU FT I I I I I
(VOIOS RATIO = 0.300)
.h DRY DENSITY - 12SLB. CU FT I *
0
(VOIDS RATIO = 0.351)
DRY DENSITY - IZOLB. CU.FT I. - A I I ’ ’ ’
(VOIDS RATIO = 0 405)
0 DRY DENSITY = I IS LB CU FT
(VOIDS RATIO = 0.469)
I I I
zig
I
/’
claturdtion line I I
oL
Fig.9
5

SOIL
MOISTURE

D
IO
I
IS 20
CONTENT - per cent
25 30 0
’’’’‘L
F lg 1s SOIL D I ----t-
DEGREE OF SATURATION - per cent
260 E. H. DAVIS

Table V shows that, except for soil E. the sensitivity of log C.B.R. to unit change in
degree of saturation varies little between the different soils. The sensitivity to change in
dry density, however, increases slightly with increasing coarseness of the soil. Except
for soil E, the main difference between the C.B.R. /dry density/degree of saturation
relationships for the different soils lies in the values of C.B.R. for a saturation of 100 per cent,
the point from which the curves start. This difference is shown in Table VI.
It is considered that Figs. 6 to 17 can be used as a guide to the types of C.B.R. /dr!-
density/moisture content or degree of saturation relationships to be expected with other
soils. The number of C.B.R. tests required for each new soil can thus be reduced to a
minimum.
TABLE VI
C.B.R. OF SATURATED SOIL AT THE MAXIMUM DRY DENSITY GIVEN BY THE B.S. COMPACTION TEST
(From Figs. 12 to 17).

Soil C.B.R-per cent

lty sand) ... . ..

OTHER FACTORS AFFECTING THE C.B.R. OF A SOIL

As with the results of other tests for measuring the strength of soil, the C.B.R. of a
soil is affected not only by its moisture content and dry density but also by the structure
of the soil particles. It is therefore desirable that a method of preparing specimens should
be used which produces a structure in the specimen identical with that in the field. The
method of statically compacting specimens prepared from oven-dried soil used for all but
soil C is not necessarily the best from this point of view, although it is the most convenient
for obtaining a specimen of predetermined dry density and moisture content.
Rem&ding. In common with the results of other tests for measuring the strength of
soil, the C.B.R. of a remoulded clay may be less than that of the undisturbed clay at the
same moisture content and dry density. Which value is used for the design of pavements
on clay subgrades in cut depends upon estimates of the extent to which construction traffic
will disturb the subgrade. For the design of pavements on clay fill, the value for remoulded
clay should be used.
Method of compaction. The log C.B.R. of specimens of soil C (silty sand) and soil D
(coarse sand), compacted by a dynamic technique similar to that in the B.S. compaction
test, were only 70 to 90 per cent of the log C.B.R. of specimens statically compacted to the
same dry density at the same moisture content. However, with soils A (heavy clay) and
B (sandy clay) the two methods of compaction gave very similar values of C.B.R. Thus, it
is likely that the method of compaction is of little importance with cohesive soils, but may
have a considerable effect with granular soils. A limited amount of data on soil C (silty sand)
has indicated that dynamic compaction gives values of C.B.R. in closer agreement with
field values.
Treatment of soil before compaction. During tests on soil C (silty sand) it was discovered
that the log C.B.R. of specimens prepared from soil previously oven-dried was only 45 to 90
per cent of the value when the soil had not been oven-dried. On the other hand, for soils
A (heavy clay) and B (sandy clay), there was little difference between the C.B.R. of
specimens prepared from soil oven-dried or not oven-dried.
Other factors. The effect of different weights of surcharge has still to be investigated,
although it is known that this is only likely to affect the results of penetration tests on
granular soils. Further comparisons between the results of undisturbed and in situ tests

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0 DRY DENSITY: 110 LB./CU FT
VOIDS RATIO= 0 51s
A DRY DENSITV * IOOLB/CU FT
100 VOIDS RATIO. 0.587
50
20

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IO
2
b 5
k
; 2
I
d
$ 500 A DRY DENSITY = 135 LB/CU FT
VOIDS RATIO . 0 216
A DRY DENSITY - I30 LB/CU FT
4
a 200 VOIDS RATIO- 0 263
a
f loo
‘0
1 5
Fig.ll. SOIL
10 15
F
I
20 25 30 0
I
IO

Fig.17. SOIL F
20 30 40
I
50
I
60
I
70 80
1
go
1
loo
MOISTURE CONTENT - per cent DEGREE OF SATURATION - per cent
262 E. H. DAVIS
have also to be made, although available evidence shows that results from these two types
of test agree fairly well.
USE OF C.B.R./DRY DENSITY/MOISTURE CONTENTRELATIONSHIPSFOR THE DESIGN
OF PAVEMENTS
Case 1. Clay subgrades. Except near an exposed surface during the summer, clay
soils in this country are nearly always saturated or very nearly saturated under field
conditions. This does not mean that the moisture content is necessarily equal to that
obtained in a soaked C.B.R. specimen since this is equivalent to a free water level in the
surface. Depending on the season in which the pavement is constructed, the moisture
content of the surface of a clay subgrade at the time of construction may be higher or lower
than the equilibrium value reached some while after the pavement has been completed.
Research into the equilibrium moisture content is being undertaken at the Road Research
Laboratory, but meanwhile, where the water table is at least five feet below the natural
ground surface, available evidence suggests that the value found at a depth of three to four
feet in homogeneous soil is similar to the equilibrium value under an impermeable pavement.
In the soil above a level of three to four feet, in its natural state, the moisture content is
subject to seasonal variations.
It follows that the C.B.R. for designing a pavement on undisturbed clay in cut, should
be either the value for an undisturbed specimen taken from a depth of three to four feet, or
the value at the surface, if this is lower and if it is estimated that a considerable time will
be required for equilibrium conditions to be reached.
If the subgrade consists of compacted clay fill, its initial condition may be represented
by a point such as point A in Fig. 6. However, if it is estimated that the equilibrium
moisture content will be, for example, 31 per cent, the C.B.R. for design purposes is given
by a point such as B and not by the point A, since it is likely that the conditions in the
surface of the subgrade will change from A to B subsequent to construction. With a highly
impermeable clay, this change may take place so slowly that it might be feasible to design
on a C.B.R. intermediate between A and B, but until it is possible to estimate the rate of
change reliably, it is safer to use the value given by point B.
Case 2. Granular subgrades. The equilibrium moisture content in the surface of an
unsaturated granular subgrade can also be reasonably assumed to be equal to the moisture
content at a depth of three to four feet in the natural soil, provided that the dry density
at this depth is equal to that at the surface. For example, the initial conditions might be
represented by point C in Fig. 9, and the equilibrium conditions by point D. However,
if the subgrade is compacted to a higher dry density, for example point E. in Fig. 9, equilibrium
conditions may possibly be represented by a point such as point F having a lower moisture
content than D anci a lower dry density than E. Research into the movement of moisture
under pavements at present being undertaken at the Road Research Laboratory should
enable a point such as F to be more exactly located.
ACKNOWLEDGMENTS
The greater part of the work described in this paper was carried out at the Road
Research Laboratory of the Department of Scientific and Industrial Research as part of the
programme of the Road Research Board. The paper is published by permission of the
Director of Road Research.
The author’s thanks are due to Mr. D. J. Maclean, head of the Soils Section of the Road
Research Laboratory, and to his colleagues in that section for their valuable help. He is
also indebted to Prof. A. W. Skempton, of Imperial College, University of London, for his
suggestions and co-operation in the preparation of the data in Table I and Fig. 4a.
REFERENCES
1: Fox, L. “ Computation of traffic stresses in a simple road structure.” Road Research Technical
Paper No. 9, London, 1948 (H.M. Stationery Office).

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