Search Results (5)

Engineered landfill covers are vital for environmental sustainability. This study investigates the shear behaviors of geocomposite drainage (GCD) and geomembrane (GM) interfaces—smooth (GMS), impinged texture (GMTI), and embossed texture (GMTE)—under 10, 30, and 50 kPa of normal stress and 0%, 50%, and 100% moisture levels using large-scale direct shear tests. All interfaces showed strain-softening behavior. At 50 kPa and 0% moisture, GCD–GMTI had the highest peak strength (28 kPa), whereas GCD–GMS had the lowest (10 kPa) at 100% moisture. Moisture and normal stress showed a coupling effect, reducing strength and friction angle. At a 0% moisture level, the strength of the GCD–GMS and GCD–GMTI interfaces under 50 kPa of normal stress was 500% and 250% of that at 10 kPa, respectively; at a 100% moisture level, these proportions decreased to 310% and 230%, respectively. For GCD–GMTE, the ratio slightly increased from 3.0 to 3.2, indicating better wet performance. Texture significantly affected strength: peak strength at 50 kPa was reduced by 41% (GCD–GMS), 16% (GCD–GMTI), and 26% (GCD–GMTE) as moisture increased from 0% to 100%. Large displacement (LD)-to-peak ratios were 0.8–0.9 (GCD–GMS), 0.7–0.8 (GCD–GMTI), and up to 1.0 (GCD–GMTE). Friction angles were reduced from 18° to 9°, 23° to 18°, and 18° to 14° for GCD–GMS, GCD–GMTI, and GCD–GMTE, respectively. Vertical deformation was <0.6 mm. Shear mechanisms depended on texture and moisture. Microscopic and 3D scans revealed moisture-induced GMTI smoothing, reducing interlocking and strength. Full article

Geosynthetic materials (i.e., geogrids, geotextiles and other geocomposites) act as an interlayer system and are widely used in construction applications. In pavement structures, geosynthetic layers provide potential benefits such as reinforcement, reflective cracking mitigation, increased fatigue life, and improved drainage and filtering. However, few studies have addressed the installation and construction practices of geosynthetics in pavements. Furthermore, the study of geosynthetics and their contribution during construction are limited. In this paper, a full-scale field study was conducted and three trial sections were constructed; two types of geosynthetics, a fibreglass geogrid and a geogrid composite, were installed in the asphalt binder course and at the interface between the subgrade and base layer, respectively, to be compared with a control section without geosynthetic reinforcement. Trial sections were instrumented to monitor the pressure applied on the subgrade, the strain in the base lift of the asphalt binder course, the temperature, and the moisture within the pavement structure during construction. In addition, post-construction field testing was performed to measure the stiffness of the pavements after construction. The results indicated that geosynthetic-reinforced pavements can maintain pavement resilience during construction and significantly mitigate the disturbances caused by construction activities. The geogrid embedded in the asphalt layer was demonstrated to reduce the pressure at the subgrade caused by paving equipment by 70% compared with the control section, while simultaneously reducing the longitudinal and transverse strain at the bottom of the asphalt layer by 54% and 99%. Observations from the geogrid composite test section also demonstrate the potential to minimize the impacts of future freeze–thaw at the subgrade due to the improved drainage and indirect insulation effect. Full article

The evaluation of geosynthetic interface friction is a key parameter for the stability of coupled geosynthetics, as in landfill capping liner. At the present time, few types of tests are suitable for measuring the interface friction at low normal stress: one of these is the inclined plane, usually carried out under a vertical stress of 5 kPa. This type of test is not without critical aspects, mainly due to the nonuniform normal stress state induced by the inclination of the plane, but, on the other hand, the most widespread direct shear test generally cannot be performed at such low values of normal stress. After a short discussion on the pros and cons of these two types of test, the paper presents a comparison of the interface friction angles obtained, for three interfaces, by means of an inclined plane and an unconventional direct shear apparatus, under the same low normal stress. The peculiarity of this latter device is of ensuring a gradual increase of the mobilized strength, in a way similar to what occurs during the inclined plane test. The good correspondence of the results of the two types of tests confirmed the validity of both the test approaches. Full article

Drainage materials are widely used, among other uses, in the construction of landfills. Regulations require a drainage layer in the base and a covering for the landfill. The implementation of a gravel drain requires a lot of material and financial outlays. New geocomposite materials are an alternative, and facilitate construction. The aim of the research was to compare the drainage properties of the Pozidrain 7S250D/NW8 geocomposite and gravel drainage. The model test was performed on a specially prepared test stand. The research was carried out for model #1, in which the gravel drainage was built. Model #2 had a drainage geocomposite built into it. The test results show the values of the volumetric flow rate for geodrains, with a maximum value of 40 dm³·min⁻¹. For the gravel layer, values of up to 140 dm³·min⁻¹ were recorded. Another parameter recorded during the damming of water by the embankment was the speed of water suction by the geosynthetic and gravel drainage; the values were 0.067 and 0.024 m³·s⁻¹, respectively. The efficiency of water drainage through the geocomposite was sufficient. It is possible to use the slopes of the landfill for drainage, which will reduce material and financial outlays. Full article

Poor subsurface drainage is frequently identified as a factor leading to the accelerated damage of roadway systems. Geocomposite drainage layers offer an alternative to traditional methods but have not been widely evaluated, especially in terms of the impact of changes on both drainage capacity and stiffness. In this study, both paved and unpaved test sections with and without an embedded geocomposite drainage layer were constructed and tested. The geocomposite layers were installed directly beneath the roadway surface layers to help the rapid drainage of any infiltrated water and thus prevent water entering the underlying foundation materials. The laboratory, field, and numerical analysis results showed that the geocomposite layers increased the permeability of roadway systems by two to three orders of magnitude and that it can effectively prevent the surface and foundation materials from becoming saturated during heavy rainfall events. For the stiffness of the sections, the paved sections with and without a geocomposite layer showed that the composite modulus values measured at the surface were more reflective of the foundation layer support conditions beneath the geocomposite layer than the geocomposite layer itself. The unpaved road section with the geocomposite layer yielded lower composite modulus values than the control section but showed overall better road surface conditions after a rain event due to the improved subsurface drainage condition. Full article