in situ monitoring of the long-term settlement of high-fill subgrade · 2019. 7. 30. ·...

Research ArticleIn Situ Monitoring of the Long-Term Settlement ofHigh-Fill Subgrade

Liang Jia ,1 Jian Guo,2 and Kai Yao 3

1Associate Professor, College of Civil Engineering, Lanzhou University of Technology, Lanzhou 730050, China2Master Student, College of Civil Engineering, Lanzhou University of Technology, Lanzhou 730050, China3Research Fellow, Department of Civil and Environmental Engineering, National University of Singapore, Singapore, 117576

Correspondence should be addressed to Kai Yao; [email protected]

Received 16 July 2018; Revised 16 August 2018; Accepted 26 August 2018; Published 30 September 2018

Academic Editor: Venu G. M. Annamdas

Copyright © 2018 Liang Jia et al.*is is an open access article distributed under the Creative CommonsAttribution License, whichpermits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.

Monitoring the settlement of high-fill subgrade plays a significant role in maintaining the service quality of highways. To in-vestigate the postconstruction settlement of high-fill subgrade under gravity stress and vehicle loads, in situ monitoring wascarried out on the Lanzhou-Yongjing highway. Single-point settlement meters were buried in various depths under the drivewayand road shoulder. *e evolution of settlement with time and space was analyzed. *e results show that the settlement of the roadshoulder is greater than that of the driveway; the settlement of the subgrade increases with time and tends to be stable after 1 year;the vehicle loads have no big effect on the settlement of the subgrade; the exponential model can be adopted to predict thesettlement of the Lanzhou-Yongjing highway accurately.

1. Introduction

High subgrade more than 4m is commonly adopted inChina [1], usually leading to big subgrade settlement. Severesettlements of the subgrade will cause many engineeringproblems, such as subgrade failure and pavement cracks(e.g., [2–4]). *erefore, the monitoring of the subgradesettlement is of great significance to ensure the safety andstability of the subgrade. Extensive researches have beenconducted to investigate the settlement of the high-fillsubgrade by in situ monitoring or theoretical analysis.*e evolution of the settlement has been grossly investigated(e.g., [5–10]), while prediction models have also been de-veloped for capturing the development of the subgradesettlement (e.g., [11–13]). However, each study is based ontheir own soil type so that the availability settlement pre-diction model may be limited, as the heterogeneous filedsediments consist of various soil types interlayered at ran-dom [14, 15]. Although Terzaghi’s conventional linear one-dimensional model [16] can be adopted to predict the ul-timate primary consolidation settlement for the foundation,the in situ consolidation is a three-dimensional problem

with varying coefficients of consolidation [15, 17]. In ad-dition, the unsaturated state of the subgrade will pose moredifficulties for accurate settlement prediction of the subgrade[18].*is study is to investigate the evolution of the subgradesettlement of the Lanzhou-Yongjing highway (Figure 1), fora better understanding of the deformation characteristics ofthe high-fill subgrade. Single-point settlement meters wereused for the long-term monitoring of the postconstructionsubgrade settlement. Moreover, the prediction models werealso proposed based on the measured settlement data.

2. In Situ Monitoring

2.1. Site Condition. For the Lanzhou-Yongjing highway, thesection from 24 + 160 km to 25 + 838 km was with high-fillsubgrade. *e settlement meters were set up from 24+ 400 km to 24 + 405 km, which were semifilling and sem-iexcavating subgrades (Figure 2(a)). On the right side of thesubgrade, a steep slope was there while flood drainage was onthe left side of the subgrade. *e materials excavated fromthe slope were used to fill the subgrade.*emaximum fillingheight of this section was 18.3m. From 0–12.3m height, the

HindawiAdvances in Civil EngineeringVolume 2018, Article ID 1347547, 9 pageshttps://doi.org/10.1155/2018/1347547

mailto:[email protected]://orcid.org/0000-0001-5904-1710http://orcid.org/0000-0001-8846-5184https://creativecommons.org/licenses/by/4.0/https://doi.org/10.1155/2018/1347547

subgrade was filled with loess. From 12.3–16.1m height, itwas filled with a sandy pebble. From 16.1–18.3m height, itwas filled with gravel. *e physical and mechanical prop-erties of the subsoils are shown in Table 1.

2.2. SettlementMonitoring. Single-point settlement meterswere adopted to monitor the long-term settlement of thesubgrade. *e measurement range of the single-pointsettlement meter is 200mm while its sensitivity is

Figure 1: Location of the Lanzhou-Yongjing highway in China (Map Data © 2017 Google).

2m 8mCentral line

Single-pointsettlement

meter

III

(a)

km 24 + 405 (embedded depth:18.3m)


km 24 + 403 (embedded depth:12.0 m)




Side line Central line

I II

(b)

Figure 2: (a) Layout profile of the single-point settlement meters. (b) Planar graph of the single point settlement meters.

2 Advances in Civil Engineering

0.05mm. *e layout of settlement meters is shown inFigure 2. It can be seen that, for both the road shoulderand driveway, 6 layers of settlement meters were em-bedded. *e embedment depth is reflected in Figure 2(b),which were 3 m, 6 m, 9m, 12m, 15m, and 18.3 m, re-spectively. *e schematic diagram of the single-pointsettlement meter is shown in Figure 3. *e settlementmeter consists of a settlement plate, an electrical dis-placement sensor, a measuring rod, a metallic hose, ananchor head, an extension bar, and a bottom anchor head.As the ground settles with the placement of fill, the set-tlement plate moves downward. *e inductance of thecoils of an electrical displacement sensor changesaccording to the motion of the settlement plate. *en, thevariation of inductance is reflected by a frequency signalto a data logger. Figure 4 illustrates the setup process ofsingle-point settlement meters. Figure 4(a) shows theboreholes with a diameter between 90mm and 127mmdriven to the design depth for the setup of single-pointsettlement meter. In Figure 4(b), the bottom anchor wasconnected with the extension bar, and then cement slurrywas poured into the ground through the PVC tube.Figure 4(c) states the process of connecting other ex-tension bars until it reaches the designed depth for theembedment of the settlement plate. In Figure 4(d), sandwas adopted for backfilling the hole, and the settlementplate was fixed. Figure 4(e) shows the automatic datacollection system connecting with the single-point set-tlement meters, which could collect the settlement data bythe CMNET wireless transmission network [19]. And thesettlement data can be saved automatically once every 5days.

3. Test Results and Analysis

3.1. Test Results. *e variation of a settlement with time fordifferent depths of the road shoulder is shown in Figure 5,while the variation of a settlement with time for differentdepths of the driveway can be found in Figure 6. It can beseen from Figure 5 that the settlement of the subgrade tendsto be stable after around one year. For various layers of thesubgrade, the top part of the subgrade shows a bigger set-tlement, and the maximum settlement can be observed onthe top of the subgrade.*is is due to that the subgrade itselfhas some amount of compression under the self-weight. *eLanzhou-Yongjing highway was operated for traffic from 1Oct 2015, but no significant growth of settlement can beidentified after that time. *is is due to that the Lanzhou-Yongjing highway was mainly built for the tourism service,

and the traffic load was small without heavy vehicles. FromDecember 2015 to February 2016, no settlement had beenobserved in the subgrade. However, the subgrade heave upto 3mm was detected. It is because this area belongs to theseasonally frozen soil region, and the frozen soil during winter

Table 1: Physical and mechanical parameters of subsoil.

Soil type *ickness (m) Moisturecontent (%)Gravity(kN.m3)

Voidratio

Compressioncoefficient (MPa−1)

Compressionmodulus (MPa)

Bearing capacityeigenvalues (kPa)

Loess 10.4 8.5 14.1 0.96 0.21 6.2 150Loess 4.8 16.5 14.9 0.89 0.23 7.6 180Pebble 3.3 21 24.8 1.15 — — 400Mudstone — — 25.3 — — — 600

ϕ300 Split pin

Settlement plate

Measuring rod

Metallic hose

Anchor head

Extension bar

Joint for the extension bar

Backfill

Bottom anchor head

Cement slurry

Electrical displacement sensor

ϕ90~ϕ127

Figure 3: Schematic diagram of the single-point settlement meter.

Advances in Civil Engineering 3

leads to the ground heave [20]. By comparing Figures 5 and 6,it can be identified that the settlement of the road shoulder islarger than that of the driveway. It is because the lateralrestraint of the driveway is larger than that of the roadshoulder. *e traffic loading of the driveway is about three

times than the overtaking lane.*e road shoulder is only usedto parking temporarily. According to the monitoring data for26 months, the maximum settlement of the road shoulder ontop of the subgrade is 53.86mm, while the maximum set-tlement of the driveway is 38.52mm. Larger settlement of the

(a) (b)

(c) (d) (e)

Figure 4: Setup of the single-point settlement meter and the automatic data collection system.

00 60 120 180 240 300 360 420

Time (day)480 540 600 660 720

–10

–20

–30

–40

–50

Settl

emen

t (m

m)

780

Depth of 15mDepth of 12mDepth of 9m


Figure 5: Variation of the settlement with time for different depths of the road shoulder.


road shoulder can be attributed to the horizontal movementof the slope of the subgrade, which may be caused by thevehicle load (e.g., [21, 22]). *is finding is very important asthe differential settlement may lead to cracks in the pavement.

3.2. Prediction Model for Subgrade Settlement. According to[22], the prediction methods for subgrade settlement can becharacterized into three categories. *e first is a theoreticalmethod based on Terzaghi’s one-dimensional consolidationtheory.*e secondary type of prediction is numerical analysisby adopting Biot’s consolidation theory [23] and the soilconstitutive model. *e third one is to develop the re-lationship between settlement and time according to themeasured data by curve fitting, which is adopted in this study.Hyperbolic, logarithmic, power, and exponential functionswere used as the prediction models for the variation of set-tlement with time for both road shoulder and driveway, asshown in Figures 7 and 8. In the prediction models, St is thepredicted settlement (in mm) while t is the time (in day); a, b,and c are the fitting parameters. For the hyperbolic model, thefollowing type of the formula was adopted:

St �a

t + b− c. (1)

For the logarithmic model, it is in the form ofSt � a ln(t + b)− c. (2)

*e power function is shown as

St � atb. (3)

*e exponential function is

St � a + bect

. (4)

It can be seen in Figures 7 and 8 that these four functionscan give a reasonable prediction of the subgrade settlement,

for both road shoulder and driveway. Among these fourmodels for the road shoulder, the exponential function cangive the best prediction of the subgrade settlement, witha correlation coefficient R2 more than 0.977 for each depth ofthe subgrade. In terms of the driveway, both power functionand exponential function show the precise prediction for thesubgrade settlement.

In addition, if the settlement for each time point is dividedby the settlement of 400 days, the normalized settlementcurves can be found in Figure 9. It can be identified that, forboth road shoulder and driveway, the normalized settlementfor various depths falls in a narrow band. *e exponentialfunction can still be available as the prediction model for thenormalized settlement.With the correlation coefficient higherthan 0.97, the fitting models for the normalized settlement ofroad shoulder and driveway are

St

S400� 1.25656− 1.23861e−0.00421t,

St

S400� 2.25814− 2.24139e−0.00147t,

(5)

where St/S400 is the normalized settlement which equals tothe measured settlement at any time point divided by thesettlement of 400 days, while t is the time (in days).

4. Conclusion

*e settlement of the subgrade gradually increases withtime up to two years, but most of the settlements wouldfinish within one year. *e increment rate of the settle-ment decreases with time. *e settlement of the roadshoulder is greater than that of the driveway. Hyperbolic,logarithmic, power, and exponential functions can beadopted to predict the subgrade settlement. And expo-nential function shows the very accurate prediction for the

0

–5

–10

–15

–20

–25

–30

–35

–40

Settl

emen

t (m

m)

0 60 120 180 240 300 360 420 480 540 600 660 720 780Time (day)



Figure 6: Variation of the settlement with time for different depths of driveway.


0 50 100 150 200 250 300 350 400Time (day)

0

–5

–10

–15

–20

–25

–30

–35

–40

Settl

emen

t of r

oad

shou

lder

(mm

)

Depth of 15m:y = 6978.37977/(x + 210.14878) – 31.50594R2 = 0.96482Depth of 12m:y = 4100.74559/(x + 140.44602) – 30.18941R2 = 0.91941Depth of 9m:y = 4870.20558/(x + 134.97076) – 37.02322R2 = 0.93473Depth of 6m:y = 2549.83082/(x + 69.99996) – 37.39122R2 = 0.90364Depth of 3m:y = 6135.07349/(x + 128.59211) – 52.29845R2 = 0.92124Depth of 0m:y = 4086.54802/(x + 63.62263) – 58.40354R2 = 0.96482

(a)

0 50 100 150 200 250 300 350 400Time (day)

0

–10

–20

–30

–40

–50

–60

–70

–80

Settl

emen

t of d

rivew

ay (m

m)

Depth of 15m:y = –12.5262 ln/(x + 80.39731) + 56.16513R2 = 0.96557Depth of 12m:y = –12.92871 ln/(x + 71.71092) + 55.83625R2 = 0.97803Depth of 9m:y = –15.36107 ln/(x + 71.66068) + 65.2888R2 = 0.97961Depth of 6m:y = –12.88227 ln/(x + 17.00869) + 44.35138R2 = 0.96352Depth of 3m:y = –16.12831 ln/(x + 20.91726) + 56.87835R2 = 0.96867Depth of 0m:y = –20.91537 ln/(x + 27.29094) + 74.11092R2 = 0.98917

(b)

0 50 100 150 200 250 300 350 400Time (day)

0

–10

–20

–30

–40

–50

–60

–70

–80

Settl

emen

t of r

oad

shou

lder

(mm

)

Depth of 15m:y = –1.2147x0.4613R2 = 0.88104Depth of 12m:y = –1.31156x0.47436R2 = 0.92977Depth of 9m:y = –2.29534x0.41301R2 = 0.9001Depth of 6m:y = –2.7069x0.41722R2 = 0.96048Depth of 3m:y = –3.81843x0.39005R2 = 0.93328Depth of 0m:y = –6.73197x0.33641R2 = 0.90092

(c)

0 50 100 150 200 250 300 350 400Time (day)

0

–10

–20

–30

–40

–50

–60

–70

–80

Settl

emen

t of r

oad

shou

lder

(mm

)

Depth of 15m:y = –24.20582 + 25.52354e–0.00455xR2 = 0.9796Depth of 12m:y = –30.72304 + 30.77717e–0.00373xR2 = 0.98865Depth of 9m:y = –33.36082 + 33.38854e–0.00433xR2 = 0.97752Depth of 6m:y = –36.20173 + 35.20248e–0.00514xR2 = 0.97077Depth of 3m:y = –44.19435 + 43.45718e–0.00557xR2 = 0.98927Depth of 0m:y = –56.09408 + 55.39939e–0.0061xR2 = 0.99234

(d)

Figure 7: Predictionmodel for the settlement of the road shoulder: (a) hyperbolic function; (b) logarithmic function; (c) power function; (d)exponential function.


0

–10

100 200 300Time (day)

400

–20

–30

–40

–50

–60

Settl

emen

t of d

rivew

ay (m

m)

Depth of 15m:y = 6347.72526/(x + 223.35068) – 26.6876R2 = 0.91381Depth of 12m:y = 7662.18181/(x + 240.69733) – 29.9875R2 = 0.93686

Depth of 0m:y = 4500.23788/(x + 101.66915) – 44.25593R2 = 0.91421

Depth of 3m:y = 5873.66458/(x + 147.90113) – 41.01602R2 = 0.91839

Depth of 6m:y = 6475.38907/(x + 179.76047) – 35.23274R2 = 0.95092

Depth of 9m:y = 6670.83631/(x + 203.8607) – 31.53818R2 = 0.93644

0

(a)

0 100 200 300Time (day)

4000

–10

–20

–30

–40

–50

–60

Settl

emen

t of d

rivew

ay (m

m)

Depth of 15m:y = –242.2267 ln (x + 213.7441) + 2066.0044R2 = 0.98763Depth of 12m:y = –23.05869 ln (x + 292.96015) + 131.84425R2 = 0.98675

Depth of 0m:y = –20.00502 ln (x + 77.60183) + 86.11545R2 = 0.97798

Depth of 3m:y = –18.77346 ln (x + 93.00436) + 84.21554R2 = 0.96915

Depth of 6m:y = –14.901 ln (x + 85.96412) + 66.63018R2 = 0.96729

Depth of 9m:y = –18.92663 ln (x + 175.93845) + 98.2703R2 = 0.97454

(b)

0 100 200 300Time (day)

4000

–10

–20

–30

–40

–50

–60

Settl

emen

t of d

rivew

ay (m

m)

Depth of 15m:y = –0.00714x1.30145R2 = 0.92779Depth of 12m:y = –0.00102x1.66045R2 = 0.8912Depth of 9m:y = –0.00573x1.38983R2 = 0.90921Depth of 6m:y = –0.01193x0.29244R2 = 0.8688Depth of 3m:y = –0.4583x1.10256R2 = 0.90819Depth of 3m:y = –0.25276x0.83934R2 = 0.93319

(c)

100 200 300Time (day)

400

–10

–20

–30

–40

–50

–60

Settl

emen

t of d

rivew

ay (m

m)

Depth of 15m:y = –30.25603 + 31.59832e–0.00221xR2 = 0.98028Depth of 12m:y = –27.99689 + 29.11608e–0.00276xR2 = 0.97732Depth of 9m:y = –26.63765 + 27.85277e–0.00388xR2 = 0.97342Depth of 6m:y = –27.81853 + 28.94687e–0.005xR2 = 0.97425Depth of 3m:y = –34.26215 + 36.0034e–0.00518xR2 = 0.97826Depth of 0m:y = –38.92486 + 40.61333e–0.00593xR2 = 0.98667

00

(d)

Figure 8: Prediction model for the settlement of driveway: (a) hyperbolic function; (b) logarithmic function; (c) power function; (d)exponential function.


subgrade settlement in both road shoulder and driveway.*e normalized settlement can also be predicted well bythe exponential function.

Data Availability

All the data used to support the findings of this study areincluded within the article.

Conflicts of Interest

*e authors declare that they have no conflicts of interest.

Acknowledgments

*is work was supported by the National Natural ScienceFoundation of China (Grant No: 51568044). *e Program ofStudy Abroad for Middle Age and Young Scholars sup-ported by Lanzhou University of Technology is alsoacknowledged.

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1.0

0.8

0.6

0.4

0.2

0.0

Nor

mal

ized

settl

emen

t

0 100 200Time (day)

y = 1.25656 – 1.23861e–0.00421x R2 = 0.98194



300 400

(a)

1.0

0.8

0.6

0.4

0.2

0.0

Nor

mal

ized

settl

emen

t

y = 2.25814 – 2.24139e–0.00147x R2 = 0.97525

0 100 200Time (day)



300 400

(b)

Figure 9: Variation of the normalized settlement with time: (a)road shoulder; (b) driveway.


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in situ monitoring of the long-term settlement of high-fill subgrade · 2019. 7. 30. ·...

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