Building Roads on Sabkha Soils with Geosynthetic Systems

Jan-Maarten Elias
Product Manager Soil Reinforcement
Colbond bv
Arnhem, The Netherlands

Summary

Road engineers often face the challange to design a solid road foundation on top of very soft soils which
are characterized by sabkha soils. With the help of geosynthetics innovative solutions can be offered to
several situations. This paper gives an overview of these several solutions and the design principles
behind these options. Also, the paper give some new insight on which properties of geosynthetics are
important for designing road structures on sabkha soils. Furthermore, the paper will present the
geosynthetic products which can be used into these roadstructures.

Keywords: Road design, sabkha, unpaved road, paved road, geogrid, geotextile, high modulus geogrid
composite, piling, traffic intensity, axle loading,

1. Introduction

Sabkha is an Arabic expression to describe recent coastal sediments with a high salt content and are
characterised by very low bearing capacities and low SPT values. Sabkha soils are widely distributed in
the Arabian Peninsula. Sabkha soils are not only found in the Middle East but are also widely distributed
over the world, like in India, Australia, USA and Southern Africa where sabkha soils have different
expressions [1]. The geotechnical problems caused by sabkhas are now well defined and although several
standard soil improvement techniques are still extensively used, more economical and long-lasting soil
improvement methods are playing an increasing role in foundation work of roads and highways. One of
the most economical soil improvement solution is the use of geosynthetics. Not only are geosynthetics
used as a reinforcement or as a separators, they more and more are using in combinations with other
foundation technologies. This paper presents several standard possible stabilisation methods used in
sabkha soils with geosynthetic systems and reveals the benefits of using geosynthetics.

2. Geotechnical properties of Sabkha Soils

Although several papers have been published about the sabkha characteristics, a rough distinction
between muddy and sandy sabkhas can be made [2].

Muddy sabkhas: These soils are generally found between +2m and -6m related to present sea level
and are all near the coast (Fig. 1). These sabkha soils are relatively young.
Sandy sabkhas: Sandy sabkhas are often sandy layers interbedded with sandy mud. These ancient
soils can be found as far as 50 km inland (Fig.2).

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Fig. 1 Muddy Sabkha Areas along the Arabian Gulf Coast

Fig. 2 Sandy Sabkha Areas Inland

Table 1 highlights the physical characteristics of both sabkha types. Clearly, the muddy sabkhas are the
worst to construct your road on. This paper will continue with these muddy sabkhas since these are the
most critical of the two.

Table 1. Typical soil properties of muddy and sandy sabkhas [2]

Properties Muddy Sabkhas Sandy Sabkhas
Percentage Fines 25 to 95 5 to 25
Salt content (%) 2 to 18 2 to 15
Water content (%) 25 to 90 4 to 40
In-situ density 1.0 to 1.35 1.3 to 1.85
Internal friction 00 to 220 200 to 350
Percentage of Ca CO3 (%) 20 to 90 > 30
Plasticity index 0 to 40 Non plastic
Cohesion (kN/m2) 0 to 55 Zero
Compression index 0.4 to 0.95 Zero
S.P.T. values (blows) 0 to 4 2 to 10
Static cone resistance (MN/m2) 0.2 to 2 1 to 6
Bearing capacity (kN/m2) 15 to 30 30 to 60

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3. Possible Stabilisation Methods

Before building infrastructure on sabkha soils, a stabilisation method has to be selected to improve the
bearing capacity of the soils. There have been many different stabilisation methods discussed. The main
methods are:
Filling the sabkha soils with different stone gradings, from large diameters down to smaller ones,
untill the minimum required bearing capacity is reached.
Pre-loading with an embankment to incresae the consolidation of the natural soil
Installing chemical additives
Mechanical soil improvement techniques like vibroflotation, heavy tamping related methods, sand
columns and piling.
Geosynthetics

Each of these methods has its advantages and disadvantages. This paper goes into the possibility of using
geosynthetics. Their use is becoming more and more common as they usually present an economic
advantage to the more traditional methods.

4. Geosynthetics for Sabkha

Geosynthetics to stabilize soil have been used over a long period. Already thousands of years ago special
pressed paper was used as soil reinforcement (Fig.3). Later the Romans have used organic materials like
strawmats to stabilize road structures. Only the past century other materials have been used, first products
out of steel and later polymer reinforcement products, to stabilize and reinforce structures to take away
the restriction of the natural friction angle of the soil used.

Fig. 3 Soil Reinforcement with pressed paper along the Eufraat

In principle there are two main geosynthetic products used in the road foundation for sabkha soils:
Geotextiles (Fig.4): a planar, permeable, polymeric nonwoven textile material [3]
Geogrids (Fig.5): a planar, polymeric structure consisting of a regular, open network of connected
tensile elements and whose openings are much larger than its constituents [3]

Furthermore, there are geogrid+geotextile composites which provide a 2-in-1 solution (Fig. 6).

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 Fig.4 Geotextile Fig.5 Geogrid Fig.6 Geogrid composite

The main geosynthetic characteristics which are important to function on sabkha soils are mentioned
below (Table 2) and are based on the EN standard for roads and the trafficed areas [4].

Table 2. Important geosynthetic characteristics for sabkha soil

Geotextile Geogrid Geogrid composite

Function: filtration + separation Function: reinforcement Function: reinforcement +
filtration + separation
Characteristic Unit Characteristic Unit Characteristic Unit
Tensile strength in both kN/m Tensile strength in kN/m Tensile strength in kN/m
directions both directions both directions
Resistance to static kN Elongation at break % Elongation at break %
puncture
Dynamic perforation mm Durability - Resistance to static kN
resistance puncture
Opening size m Dynamic perforation mm
resistance
Water permeability m/s Opening size m
Durability - Water permeability m/s
Durability -

The Durability aspect covers the assessment on weathering and service life. The weathering test indicates
the maximum exposure time on site before the geosynthetics have to be covered by soil. The service life
is reviewed after several tests and is based on the type of material used in relation to the conditions of use.
For example, the oxidation resistancy for polypropylene and the resistance to hydrolysis for polyester.

The above characteristics have to be measured according to EN or ASTM standards. However, the
European standards (EN) and the American standards (ASTM) are not equal and can therefore show
different values. One example is for the geotextile where the measurement of the Opening Size should be
done with standard seives. Since the ASTM seives are different than the EN seives, there will be different
results for the same geotextile. An other example is for the geogrid . The speed of the ASTM tensile test
is slower than the EN test. This can result in different tensile test results for the same geogrid. When
needed to compare between EN and ASTM results for product comparisons, it is advised to consult an
independent expert or to go to product manufacturers which have both ASTM and EN testresults.

5. Geosynthetic Systems for Sabkha Soil

5.1 Introduction

Based on the axle loading and the traffic intensity, a rough indication can be made which geosynthetic
system can be selected to build on sabkha soil. Both criteria are more discussed on the next section. The
other sections show the different geosynthetic systems.

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5.2 Axle Loading and Traffic Intensity

The axle loading is based on the maximum axle load of a vehicle, either truck or a car. Table 3 shows
how the axle loading is characterized in this paper. The traffic intensity is based on the number of axle
passes per year. The axle passes are used instead of the number of vehicles because first it is difficult to
make a difference between the number of cars and trucks. Second, the road is being attacked during each
axle pass and each pass has to be absorbed by the roadstructure. Table 4 shows a rough indication of
several traffic intensity levels. The fact that there are many other possibilities to make such a selection for
both criteria is recognized, however, these tables give a tool for the geosynthetic systems presented in this
paper and are based on best practises of using geosynthetics in roads worldwide.

Table 3. Axle loading (max. kN per axle per vehicle)

< 50 kN (5 tons) Small
50 kN – 100 kN (5 – 10 tons) Medium
> 100 kN (10 tons) High

Table 4. Traffic intensity (number of axle passes per year)

< 100,000 Small
100,000 – 1,000,000 Medium
> 1,000,000 High

5.3 Selection of Geosynthetic System

With the axle loading and traffic intensity defined, a guideline can be given of which geosynthetic system
has to be used on top of low bearing capacity sabkha soils and is presented in Table 5. This table refers to
the appropriate paragraph of Chapter 5 which discusses the system in more detail.

Table 5 also shows the type of road surface. In most cases the road surface is selected on the basis of the
expected axle loading and traffic intensity during the life-time of the structure. For Table 5, only the
unpaved and paved surface are selected. Further detail of the surface layer itself is often based on the
applicable national standards on road design and construction to which is refered if more information is
necessary.

Table 5. Selection of the Geosynthetic System for Muddy Sabhkas

Input Output

Axle Traffic Road surface Geosynthetic Single or multi Paragraph

loading Intensity system geogrid layers
Low Low Unpaved Geotextile - 5.4
Low Medium Unpaved Geogrid + Single 5.5
geotextile
Medium Medium Unpaved Geogrid (high Single 5.6
modulus) +
geotextile
Medium Medium Paved Geogrid + Single 5.7
geotextile
Medium High Paved Geogrid + Multi 5.8
geotextile
High High Paved Geogrid (high Multi 5.9
modulus) +
geotextile

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5.4 Unpaved Road for Low Axle Loading + Low Traffic Intensity

Building an unpaved road for low axle loading and low traffic intensity on sabkha soils only need
a geotextile layer. The geotextile will prevent mixing of the good gravel layer with the small
muddy particles of the sabkha which is called the ‘pumping effect’. This pumping effect is
created by the constant dynamic wheel loads creating wateroverpressure in the sabkha soil. The
wateroverpressures create water travelling upwards to the gravel layers. With the geotextile as the
filter, no small muddy particles will get into the gravel layer. This results in a clean subbase layer
which remains its stiffness during the road life. Although some rutting may appear at the
roadsurface, this is often not very critical. Figure 7 shows the cross-section of the lay-out. If
rutting appears, this is often during the first installation phase. The rutting can be filled with new
gravel (see Fig. 8).

Fig. 7 Unpaved Road for Low Axle Loading+Low Traffic Intensity

Fig. 8 Filling up the rutting shortly after installation.

Ruts filled with new granular material

Granular fill

Geosynthetic

Sabkha soil

5.5 Unpaved Road for Low Axle Loading + Medium Traffic Intensity

In this case a reinforcement layer is needed to increase the stiffness of the foundation. Although
the axle loading can be up to 100 kN, a geogrid + geotextile (or a geogrid composite) can be used
to create a solid foundation (Fig. 9). The geogrid will increase the stiffness, while the geotextile
will separate the soiltypes and filter out any wateroverpressures in the sabkha to prevent the
pumping effect. Still some minimum rutting may appear but this is not critical. The rutting results
in the mobilisation of the geogrid which is therefore creating the additional stiffness in the
foundation. This is explained in Chapter 6. Again, if rutting appears, it should be filled up with
new gravel shortly after installation.

Fig. 9 Unpaved Road for Low Axle Loading+Medium Traffic Intensity

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5.6 Unpaved Road for Medium Axle Loading + Medium Traffic Intensity

Increasing the traffic intensity will have impact on the required stiffness. More and more dynamic
loads will be taken up by the foundation layer which is resulting in some higher requirements for
the reinforcement layer. The geogrid should have a higher modulus than the previous geogrid
layer in paragraph 5.5. This can be measured by the 2% modulus of the geogrid. An example is
the Enkagrid TRC which has been assessed by the Ministry of Communication in Saudi Arabia
for sabkha soils [5]. Figure 10 presents the proposed cross-section.

Fig. 10 Unpaved Road for Medium Axle Loading + Medium Traffic Intensity

5.7 Paved Road for Medium Axle Loading + Medium Traffic Intensity

When the road engineer selects to design a paved road structure on top of muddy sabkha, the use
of the geogrid and geotextile is helpful for a longer road life. The geogrid for reinforcement and
the geotextile for the separation effect (Fig. 11).

Fig. 11 Paved Road for Medium Axle Loading + Medium Traffic Intensity

5.8 Paved Road for Medium Axle Loading + High Traffic Intensity

The more traffic intensity, again the higher the stiffness should be to hold the dynamic loading. In
this case, a multiple geogrid layer is used to create a stiff raft (or reinforced mattrass) underneath
the bitumen and base layers. The top layer geogrid is spreading the loads over a wider area, while
the bottom geogrid layer is taking up the horizontal forces. Still a geotextile is needed to prevent
the mixing of the different soil types (Fig.12).

Fig. 12 Paved Road for Medium Axle Loading + High Traffic Intensity

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5.9 Paved Road for High Axle Loading + High Traffic Intensity

This ultimate situation requires the combination of a high modulus geogrid together with a
geotextile. Furthermore, additional geogrid layers should be used to spread the high axle load
over a wide area. The more loadspreading within the foundation layer, the more the foundation
will act as a working platform or a stiff matrass. Figure 13 provides the cross section of the
situation. Figure 14 is showing a design for a project in the UAE where all elements in the total
road layer are presented. More information about this design and its principles are presented in
Chapter 6.

Fig. 13 Paved Road for High Axle Loading + High Traffic Intensity

Fig. 14 Design for a High Axle Loading + High Traffic Intensity Paved Road

5.10 Reinforced Embankments on Sabkha Soil

Often, roads are build on embankments. When the dynamic loads are not traffeling down into the
sabkha soil, the foundation can be expressed as an embankment. This paper uses the minimum
thickness of an embankment of 2.0 m which is based on historical experiences with reinforced
embankments and stabilized roads.

For all embankment structures, a multi-layer geogrid lay-out is suggested. The multi-layers are
creating a stiff sandwich on top of which the road can be built. Table 6 presents the different
geosynthetic systems.

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Table 6. Reinforced Embankments with Geosynthetics on Sabkha Soils
Embankment Geosynthetic system Single or multi Figure
geogrid layers
2.0 m – 3.0 m high Geogrid + geotextile Multi Figure 15
3.0 m high Geogrid + geotextile Multi Figure 16
On piles Geogrid + geotextile Multi Figure 17

The higher the embankment, the more load has to be spread over the sabkha soil. Calculation methods are
able to design the exact lay-out and the number of geogrid layers for each type of embankment. More
attention is given to a special system, the reinforced embankment on piles (Fig. 17), in the next paragraph.

Fig. 15 Reinforced Embankment 2-3 m height

Fig. 16 Reinforced Embankment 3 m height

Fig. 17 Reinforced Embankment on Piles

5.11 Reinforced Embankments on Piles

It is important to realize that all systems discussed till now in Chapter 5, are all preventing differential and
local settlements. When the natural subsoil is likely to consolidate, different systems come into play
which can prevent the consolidation settlements. When a foundation is needed and allowing for zero
settlement during construction and service life, a reinforced embankment on piles is a very feasible and
practical solution. Although there are additional costs compared to the other presented geosynthetic
systems, a new cost-effective system has been developed and approved in The Netherlands for railway
systems [6]. The combination of a low-cost piling system and the geogrid layered reinforcement is very
interesting to take into account when looking into the different options to stabilize the sabkha soil before
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 starting the construction. The piles are in-situ formed piles installed at a very high speed. The maximum
depth can be upto 17 m. This system is preventing any consolidation settlement because each pile is
installed till it reached the good bearing capacity layer (normally a sandlayer). Figure 18 shows the
installation procedure of this piling system.

Fig. 18 Installing the piling system for an embankment on piles [6]

6. Design principles
6.1 Introduction

Till today, a final design code for geosynthetics in roads has not been established. However, several
design philosophies have proven themselves over the past years. This chapter starts with the status-quo on
the combination of a design with a geosynthetic and the existing national road design standard which is
mostly used for the surface layer. Then, the chapter goes into the two important and accepted design
philosophies for using geosynthetics as a reinforcement in roads on soft soils. The first philosophy is for
the unpaved road, the second philosophy is for the paved road situation. Also, some references for the
reinforced embankments are discussed. For all these calculation methods, design software has been
developed which allows the engineer to make the first step towards the final design.

6.2 Current practise of road design with geosynthetics

Although no final design code is currently available which covers the total road design including
geosynthetics, major contributions have been made by several research programs to combine the existing
road design codes with geosynthetics base/subbase stabilisation. An example is the AASHTO Committee
4E which has created a base for further reseach into this subject [7]. In most of the cases, the standard
practise is to use the geosynthetic as a increased bearing capacity layer which improves the base/subbase
(see section 6.3 and 6.4) before applying the standard national road design code, like AASHTO,
AUSTROADS.

6.3 Unpaved Roads

The unpaved reinforced road design philosophy is based on the membrane method [8]. When some small
rutting appears the reinforcement is acting as a membrane which creates tension. This tensioned geogrid
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 membrane will create an upward force to resist further rutting at the top of the surface (Fig. 19). The
stiffness of the geogrid reinforcement is an important input parameter. Special design tools are available
in the market to calculate the minimum thickness of the roadfoundation for unpaved roads.

Fig. 19 Unpaved Road Design Model

6.4 Paved Roads

For paved roads, the available method is based on the combination membrane method [8] and the bearing
capacity method [9], [10]. The wheel load is spread down through the road foundation. The stiffer the
foundation layer is, the more loadspreading will appear. Using geogrids will increase the stiffness of the
foundation and therefore will also increase the loadspreading (Fig.20). The bearing capacity of the sabkha
soil is calculated and based on the CBR value. This bearing capacity is checked with the load on top of
the sabkha soil. When the bearing capacity is higher than the load, the factor of safety will be greater than
1.0. The same check can be done with the bearing capacity of the base and subbase layer.

Fig. 20 Paved Road Design Model

6.3 Reinforced Embankments

Designing reinforced embankments are based on the global stability calculation of which the Bishop
method is the most common. Reference is made to [11] where the accepted calculation methods for both
reinforced embankments and the reinforced embankment on piles are presented.

7. Conclusion
Very low bearing capacity muddy sabkha soils are often around the coasts of the Middle Eastern
Peninsula. New stabilization methodologies are currently available to construct infrastructural works on
these sabkha soils. A very cost-effective way of stabilization is the use of geosynthetics. Three types of
geosynthetics have been presented and all three can work together to provide the most benefitial solution
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 per project. A indicative design tool has been given which is based on the maximum axle loads and the
number of axle passes per year. This tool provides the engineer to select an appropriate geosynthetic
system for his/her project circumstances. Based on this selection, the first design step can be made which
is based on the presented design models. The second step is to incorporate the national requirements for
the remaining part of the total road structure, like the surface layer.

8. References
1. AIBAN S.A., AL-AMOUDI O.S.B., AHMED I. and AL-ABDUB WAHHAB,
“Reinforcement of a Saudi Sabkha Soil Using Geotextiles”, Sixth International Conference on
Geosynthetics, Altanta, 1998

2. JUILLIE Y. and SHERWOOD D.E., “Improvement of Sabkha Soil of the Arabian Gulf
Coast”, Eighth European Conference on Soil Mechanics and Foundation Engineering, Helsinki,
1983

3. GEVERS W.A., DEN HOEDT G. and VOSKAMP W., “Geosynthetics, Terms and
Definitions”, IGS News, Vol. 8, No. 2, July 1992, pp. 5-7

4. EN 13249, Geotextiles and geotextile-related products – Characteristics required for use

in the construction of roads and other trafficced areas (excluding railways and asphalt inclusion),
2001

5. MINISTRY OF COMMUNICATION SAUDI ARABIA, “Enkagrid TRC assessment for

Sabkha Soils”, Riyadh, Saudi Arabia, 1999

6. VOORBIJ FUNDERINGSTECHNIEK and HEIBEDRIJF HYLKEMA ., “Voton HSP

Palen”, The Netherlands, 2002

7. AASHTO COMMITTEE 4E and GMA (Geosynthetic Materials Association),

“Geosynthetic Reinforcement of the Aggregate Base/Subbase Courses of Pavement Structures”,
GMA White Paper II, July 2000

8. GIROUD J.P. and NOIRAY L., “Geotextile-Reinforced Paved Road Design”, Journal of
the Geotechnical Engineering Division, American Society of Civil Engineers, Vol.107, No. GT9,
pp. 1233 – 1254, 1981

9. HOUSLY G.T. and JEWELL R.A., “Design of Reinforced Unpaved Roads for Small Rut
Depths”, Geotextiles, Geomembranes and Related Products, ed. G. den Hoedt, Balkema,
Rotterdam, The Netherlands, pp. 171 – 176, 1990

10. MEIJER N. and ELIAS J.M., “Design Methods for Roads Reinforced with
Multifunctional Geogrid Composites for Subbase Stabilization”, Kunststoffe in de Geotechnik,
Technical University Munich, Germany, 1999

11. BS 8006, “Code of Practice for Strengthened/Reinforced Soils and Other Fills”, British
Standards Institution, London, UK, 1995 / 1999.

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