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This has safety implications, and also results in a significant increase in track maintenance due to subgrade deterioration.
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Previous researches addressed the problems due to soft subgrade in several ways and provided solutions namely geosynthetics & coarse fill for construction on these soils insitu.
Similarly, the maximum dry density (MDD) has decreased and the optimum moisture content (OMC) has increased with RBI Grade 81 addition to subgrade.
In most of the cases, in-situ soil would not be able to bear traffic/wheel loads coming on it and many roads fail due to poor soil subgrade.
The performance of the subgrade, both in the short- and long-term, is dependent on environmental factors, in particular, an increase in subgrade moisture content due to high rainfall can result in subgrade distress or shear failure under cyclic loading (i.e. train passage).
Furthermore, due to varying climatic conditions, subgrade soil may fluctuate between a saturated and unsaturated condition.
The thickness of the layers within the pavement system will typically decrease as constructed over subgrade due to the increased cost of the materials.
The low thermal conductivity helps to prevent permafrost action of soil layers beneath it and failure of the subgrade due to frost penetration.
While for the old subgrade, due to its comparatively high stiffness, it can well spread the load on the pavement statically or dynamically.
Due to the differences of actual subgrade sections, the fluctuations of road surface may interfere with the formation of boundary layers to some extent.
However, construction of pavements on poor subgrade is unavoidable due to several constrains.
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