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ln-situ CBR testing by indirect methods

Essais CBR in-situ par des méthodes indirectes

M.LIVNEH, Professor of Civil Engineering, Transportation Research Institute, Technion, Haifa, Israel

SYNOPSIS For several years, some penetration tests such as SPT, DPA and DCP are being used to determine the
CBR values of subgrades or of existing pavements without requiring the digging of test pits. This paper presents their
correlative equations which have recently been modified due to several bearing capacity evaluation works of subgrades
and of existing Israeli roads and runways.Results indicate that the modified correlations can be used for translating
values of the above penetration tests into in-situ CBR values with plausible reliability. Additionally, this paper
indicates that the vane shear test or the unconfined compression test can be used for the same purpose but with a
somewhat lower reliability. The two latter tests, which are limited to clayey and silty subgrades only, are used for
predicting in-situ CBR values where drilling operations are needed in any event.

INTRODUCTION THE DCP TEST

For several years, some penetration tests such as DCP, A description of this test is presented in a number of
DPA, and SPT have been used to determine the CBR values works such as Kleyn (1975), and is therefore not
of subgrades or of existing pavement layers without included here. At the same time, the Israeli
requiring the digging of test pits. Their ability to do transformation equation from DCP to CBR values, is
away . with test pits is the great advantage of these slightly different from those presented in the technical
tests, as it is thus possible to reduce costs and literature, and its expression is (Livneh, 1987; Livneh
minimize disturbance to traffic. Practically, these & Ishai, 1987):
tests can be termed semi non-destructive (Semi-NDT)
tests. Moreover, the direct in-situ CBR test log CBR = 2.20 - 0.71 (log DCP)1-5 (1)
occasionally leads to considerable scatter of results,
sometimes as high as a coefficient of variation of 60% where,
(Livneh, 1987; Smith and Pratt, 1983), leading to
diminished predictive power. Therefore, in such cases, DCP is the ratio between the depth of penetration in
the above penetration tests are preferable, as their millimeters and the number of blows required to
coefficient of variation is usually lower, (Livneh, achieve such penetration.
1987; Smith and Pratt, 1983). CBR is the material's CBR in % in depth of the DCP's
penetration.
For the SPT test, drilling through the pavement 's
layers is required . Thus, in those cases, the vane A comparison of the above expression and other
shear test can be used to determine the in-direct CBR expressions presented in the technical literature is
values of the existing subgrade , when the subgrade is, shown by Livneh (1987a & 1987b). This comparison
of course, of clayey or silty type. Also, in these indicates the plausible validity of Eq. (1). Recently,
cases, the unconfined compression test can be carried however, an additional correlation obtained from field
out in the laboratory on undisturbed samples extracted and laboratory studies, has been published, and an
from the soil in the course of the drilling process. additional comparison with it is warranted. This
correlation is (Harrison, 1987):
Naturally, the correlative equations used in calculating
the CBR value from the above test results are empirical log CBR = 2.81 - 1.32 (log DCP) (2)
ones, and it is therefore necessary to occasionally test
their need for modifications. And, indeed, this paper Table 1 presents the required comparisons for a number
presents the needed modifications for these correlations of typical DCP values.
as recently tested in several investigations of
subgrade and pavement bearing capacity of existing TABLE 1
Israeli roads and runways. The analysis for these Comparison of Calculated CBR Values
modifications was made possible by carrying out the
above tests in combination with the direct in-situ CBR CBR in % according to Equation No.:
test, after digging test pits.
DCP (mm/blow) (1) (2)
The above modified correlative equations are described
in this paper with the aim of contributing to the issue 100 1.6 1.5
of the applicability of the DCP, SPT, DPA tests, as well 50 4.2 3.7
as of the vane shear and the unconfined compression 25 10.6 9.2
tests, to subgrade and pavement evaluation-works, whose 15 19.7 18.1
practical value has been recently shown in Israel in a 10 30.9 30.9
number of important site-investigations, both in 5 61.0 77.2
airfields and inter-urban roads. 1 158.5 645.7

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Table 1 indicates that Eq. (1) leads to CBR values which
are approximately 15% higher than those obtained by
means of Eq. (2), for DCP values of approximately 15
mm/blow and upward. This increase stems from the fact
that the cone head angle is 30" in the test which leads
to Eq. (1) and 60" in the test which leads to Eq. (2).
The difference between the above two penetrometers, as
obtained in a special investigation designed to assess
it (Kleyn, 1975), was indeed of a similar order of
magnitude, (see Figure 1). Additionally, it is important
to note that the advantage of Eq. (1) is in the lower
range of DCP values, where the CBR values calculated by
means of this equation are more plausible than those
calculated by means of Eq. (2).
log CBR = -5.13 + 6.55 (log SPT)'0-26
(3)
N=19
R2=0.955
where,
SPT is the relationship between the depth of
penetration in millimeters (300 mm) and the
number of blows required for such penetration.
A description of the above equation and the results of
the field tests, are presented in Figure 2. Finally, it
is important to mention here that the applicability of
this test is in the SPT range corresponding to CBR
ranges from approximately 15% to very high values.

THE DPA TEST

The DPA test is also used in site-investigations for

building foundations. A description of this test is
presented by Bergdahl (1979) and the recommended
transformation equation is (Livneh & Ishai, 1988):

log CBR = 2.20 - 0.45 [log (3.47 x DPA)]1,5 W

where.

DPA is the relationship between the depth of

penetration in millimeters (200 mm) and the
number of blows required for such penetration.

It is important to note that the applicability of this

test is in the DPA range corresponding to the CBR range
from very low values up to approximately 20%. Its
obvious advantage lies in the fact that it enables the
determination of subgrade strength in existing pavements
of great thickness as well, for example in airfield
pavement structures.

6 8 10 20 40 60 80100
D C P ~ m m /b lo w
Fig. 1 DCP-CBR Relationship, after Kleyn (1975)

THE SPT TEST

The SPT test is very cornnon in site-investigation works

for building foundations. The easy availability of this
test permits its application in determining pavement
bearing capacity as well, especially in those cases
where penetration by means of the DCP is difficult, or
in cases where pavement thickness exceeds 800 mm, which
is the maximum thickness at which the DCP test can be
applied.

The equation for transforming SPT values into CBR values

has been presented by Livneh & Ishai (1987b), and was
then improved by Livneh and Ishai (1988). Now, after
additional field data have been gathered, it is possible
to determine the following recommended expression: Fig. 2 SPT-CBR Relationship.

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THE VANE SHEAR TEST. UNCONFINED COMPRESSION TESTS

The vane shear test has been used for many years to Unconfined compression tests can be run on undisturbed
determine the indirect CBR values of clayey and silty samples taken out from the soil, using drilling
subgrades (Wiseman and Zeitlen, 1961). The latest equipment. The correlative equation between the
published correlation in Israel for calculating the CBR unconfined compression strength and the corresponding
values from the vane shear strength values is due to CBR value is; (see also Figure 4):
Livneh & Ishai (1983) and is given by the following
expression:
CBR = 6.02 x a,0,39 (7)
2
CBR = 3 x fj * 5 x rf (5) R = 0.33
where, N - 21
where,
7y is the vane shear strength in kg/cm.
CBR is the calculated in-situ CBR in %. af is the unconfined compression strength in
kg/cm2
Recent soil investigation-works carried out in various
airfields in Israel, led to the following correlation CBR is the calculated in-situ CBR in %
(see also Figure 3):

CBR = 3.72 x Tf0 -81 (6)

R2 = 0.56
N = 29
In the above correlation, the logarithmic relationship
has been chosen in order to enforce a predicted CBR
value of zero for a given value of zero. It can be
seen that the modified correlation conforms with
equation 5, where the predicted CBR equals 3 x for
high values of a given and the predicted CBR equals 5
x 7^ for low values of a given t ^. In addition, it
should be noted that the value of RZ is not sufficiently
high, suggesting limitations in the use of the vane
shear test for the prediction of the in-situ CBR values.
However, it is still recommended to apply this test as
an indirect CBR test.

Unconfined Compression
S tre n g th - Kg / c m 2
Fig. 4 Unconfined Compression Strength - CBR
Relationship.

Comparison of Equation 7 with Equation 6 indicates that

2
0 ^ equals 2xrf only when rf equals 6 kg/cm . For lower
values of t ^, a^ is lesser than 2 x t ^. These facts are
due, among other reasons, to the difference in the
shearing rate of these two tests.

Finally, the use-limitations of this test, which stem

2
from the low value of R , are more significant than
those associated with the vane shear test.

Vane shear strength

T f - K g /c m 2
Fig. 3 Vane Shear Strength - CBR Relationship.

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SUMMARY AND CONCLUSIONS REFERENCES

It is well known that the advantage of various Bergdahl, V. (1979), "Development of the Dynamic
penetration tests, such as DCP, DPA and SPT, in Probing Test Method, Design Parameters in
assessing the bearing capacity of subgrades and Geotechnical Engineering". Proc. 7th European Conf.
structures of flexible pavements, is in that they do not on Soil Mechanics and Foundation Engineering,
require the digging of test pits in existing roads or Brighton.
runways. This advantage is, of course, expressed in a
lower cost of execution and less disturbances to passing Harison, J.A. (1987), "Correlation between
traffic. Practically, these tests can be termed semi California Bearing Ratio and Dynamic Cone
non-destructive tests, (Semi-NDT). The same applies to Penetrometer Strength Measurement of Soils", Proc.
the vane shear and the unconfined compression tests in Instn. Civ. Engs. Part 2, 83, Technical Note No.
clayey or silty subgrades only. 463.

Previous papers have presented empirical correlations
between direct in-situ CBR tests and the above mentioned
tests. This paper presents testing aimed at modifying
these correlations by means of several works, recently
carried out in Israel, investigating the bearing
capacity of subgrades and existing pavements for both
runways and roads. The conclusions obtained from the
analysis of the four works are:
Kleyn, E.G. (1975), "The Use of the Dynamic Cone
Penetrometer (DCP)", Transvaal Roads Department
Report, No. L2/74.
Livneh, M. (1987a), "The Correlation Between Dynamic
Cone Penetrometer Values (DCP) and CBR values",
Transportation Research Institute, Technion - Israel
Institute of Technology, Publication No. 87-303.

a. The correlative transformation from DCP, SPT or DPA Livneh, M. (1987b), "The Use of Dynamic Cone
values to direct CBR values, can be used with plausible Penetrometer in Determining the Strength of Existing
reliability. The equations of the modified Pavements and Subgrades", Proc. 9th Southeast Asian
transformations are presented in this paper by Eqs (1), Geotechnical Conf., Bankok.
(3) and (4).
Livneh, M., Ishai, I. (1983), "In-Situ Tests vs.
Design Parameters for Pavements on Silty Subgrades".
b. The vane shear test and the unconfined compression Proc. 7th Asian Regional Conf. on Soil Mechanics and
test can be used for estimating the in-situ CBR values Foundation Engineering, Haifa.
of clayey or silty subgrades, but with a lower
reliability. Livneh, M., Ishai, I. (1987a), "Pavement and
Material Evaluation by a Dynamic Cone Penetrometer",
Finally, it is important to emphasize that the DCP test Proc. 6th Int. Conf. on the Structural Design of
permits determining the in-situ CBR value of materials Asphalt Pavements, Ann-Arbor.
with any range of strength but to a limited depth of 800
mm. In contrast, the DPA test permits determining the Livneh, M., Ishai, I. (1987b), "The Relationship
in-situ CBR of materials with a medium to low range of between SPT and In-Situ CBR Values for Subgrades and
strength, but to a greater depth. Owing to the strength Pavements in Arid Zones". Proc. 8th Asian Conf. on
limitation, this test cannot occasionally be carried out Soil Mechanics and Foundation Engineering, Kyoto.
from the existing pavement's base-course and it is
therefore necessary to vertically drill through the Livneh, M., Ishai, I. (1988), “ The Relationship
structural layers until the DPA cone achieves the depth between In-Situ CBR Test and Various Penentration
at which the strength values of the structural layers Tests", Proc. 1st Int. Symp. on Penetration Testing,
are appropriate to the test's ability. Similarly, the IS0PT-1, Orlando.
SPT test is not limited in depth but always necessitates
vertical drilling. It is applicable to materials with a Smith, R.B. and Pratt, D.N. (1983), "A Field Study
strength range of medium to high. As for the vane shear of In-Situ California Bearing Ratio and Dynamic
and unconfined compression tests, they also necessitate Penetrometer Testing For Road Subgrade
vertical drilling. Their applicability is limited to Investigation", Australian Road Research Board,
clayey or silty soils only. 13(4).

ACKNOWLEDGEMENTS Wiseman, G. and Zeitlen, J.G. (1961), "A Comparison

Between the CBR and the Shear Strength Methods in
Most of the results of the penetration tests and the the Design of Flexible Pavements" , Proc. 5th Inter.
direct in-situ CBR tests presented in this paper, were Conf. on Soil Mechanics and Foundation Engineering,
obtained from works which have been recently carried out Vol. II , Paris.
for the Israeli Airports Authority, and thanks are
therefore due. Thanks are also due to the Israeli Public
Works Department (PWD) for use of the test results
obtained for Road No. 34

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