Rules of thumb for minimizing subsoil compaction

Subsoil compaction is persistent and can affect important soil functions including soil productivity. The aim of this study was to develop recommendations on how to avoid subsoil compaction for soils exposed to traffic by machinery at field capacity. We measured the vertical stress in the tyre–soil contact area for two traction tyres at ca. 30‐ and 60‐kN wheel loads on a loamy sand at field capacity. Data on resulting stress distributions were combined with those from the literature for five implement tyres tested at a range of inflation pressures and wheel loads. The vertical stress in the soil profile was then predicted using the Söhne model for all tests in the combined data set. The predicted stress at 20 cm depth correlated with the maximum stress in the contact area, tyre inflation pressure, tyre–soil contact area and mean ground pressure. At 100 cm depth, the predicted vertical stress was primarily determined by wheel load, but an effect of the other factors was also detected. Based on published recommendations for allowable stresses in the soil profile, we propose the ‘50‐50 rule’: At water contents around field capacity, traffic on agricultural soil should not exert vertical stresses in excess of 50 kPa at depths >50 cm. Our combined data provide the basis for the ‘8‐8 rule’: The depth of the 50‐kPa stress isobar increases by 8 cm for each additional tonne increase in wheel load and by 8 cm for each doubling of the tyre inflation pressure. We suggest that farmers use this simple rule for evaluating the sustainability of any planned traffic over moist soil.     

Seasonal dynamics in wheel load‐carrying capacity of a loam soil in the Swiss Plateau

Subsoil compaction is a major problem in modern agriculture caused by the intensification of agricultural production and the increase in weight of agricultural machinery. Compaction in the subsoil is highly persistent and leads to deterioration of soil functions. Wheel load‐carrying capacity (WLCC) is defined as the maximum wheel load for a specific tyre and inflation pressure that does not result in soil stress in excess of soil strength. The soil strength and hence WLCC is strongly influenced by soil matric potential (h). The aim of this study was to estimate the seasonal dynamics in WLCC based on in situ measurements of h, measurements of precompression stress at various h and simulations of soil stress. In this work, we concentrated on prevention of subsoil compaction. Calculations were made for different tyres (standard and low‐pressure top tyres) and for soil under different tillage and cropping systems (mouldboard ploughing, direct drilling, permanent grassland), and the computed WLCC was compared with real wheel loads to obtain the number of trafficable days (NTD) for various agricultural machines. Wheel load‐carrying capacity was higher for the top than the standard tyres, demonstrating the potential of tyre equipment in reducing compaction risks. The NTD varied between years and generally decreased with increasing wheel load of the machinery. The WLCC simulations presented here provide a useful and easily interpreted tool to guide the avoidance of soil compaction.     

Technical solutions to reduce the risk of subsoil compaction: effects of dual wheels, tandem wheels and tyre inflation pressure on stress propagation in soil

The use of heavy machinery is increasing in agriculture, which induces increased risks of subsoil compaction. Hence, there is a need for technical solutions that reduce the compaction risk at high total machine loads. Three field experiments were performed in order to study the effects of dual wheels, tandem wheels and tyre inflation pressure on stress propagation in soil. Vertical soil stress was measured at three different depths by installing probes into the soil horizontally from a dug pit. In one experiment, also the stress distribution below the tyre was measured. Beneath the dual wheels, vertical stresses at 0.15 and 0.3 m depth were lower between the two wheels than under the centre of each wheel, despite the gap between the wheels being small (0.1 m). At 0.5 m depth, vertical stress beneath the wheels was the same as between the two wheels. The stress interaction from the two wheels was weak, even in the subsoil. Accordingly, measured stresses at 0.3, 0.5 and 0.7 m depth were highest under the centre of each axle centre line of tandem wheels, and much lower between the axles. For a wheel load of 86 kN, tyre inflation pressure significantly affected stress at 0.3 m depth, but not at greater depths. Stress directly below the tyre, measured at 0.1 m depth, was unevenly distributed, both in driving direction and perpendicular to driving direction, and maximum stress was considerably higher than tyre inflation pressure. Calculations of vertical stress based on Boussinesq's equation for elastic materials agreed well with measurements. A parabolic or linear contact stress distribution (stress declines from the centre to the edge of the contact area) was a better approximation of the contact stress than a uniform stress distribution. The results demonstrate that stress in the soil at different depths is a function of the stress on the surface and the contact area, which in turn are functions of wheel load, wheel arrangement, tyre inflation pressure, contact stress distribution and soil conditions. Soil stress and soil compaction are a function of neither axle load nor total vehicle load. This is of great importance for practical purposes. Reducing wheel load, e.g. by using dual or tandem wheels, also allows tyre inflation pressure to be reduced. This reduces the risk of subsoil compaction.     

Calculating the contact area of trailer tyres in the field

The spectacular increase in the weight of self-propelled harvesters since the early 1980s also applies to trailed implements such as slurry spreaders, compost spreaders, cutter-blowers and general farm trailers. With axle loads exceeding 10 tonnes/axle (tandem 20 tonnes, tridem 27 tonnes), risks of severe compaction can now be expected, not only in field crops but also in grassland. Calculation tables for accurately evaluating contact surfaces of transport tyre, given their properties, load and inflation pressure, are insufficient at the present time. Equations for traction tyres are not suitable for trailer tyres.To overcome this deficiency, contact areas in the field were recorded on 19 sites, from soft to hard surfaces, using 24 different trailer tyres, with varying loads and inflation pressures. The regression calculations for evaluating the contact area apply to a total of 143 measurements.The dimensions of the tyre (width × unladen diameter), the load on the wheel and the inflation pressure are all highly significant variables for evaluation of the soil contact area. Considering the average residual standard deviation for each regression calculation, the best approximations are achieved by taking into account the tyre structure (cross-ply and radial), the width of tyre for cross-ply tyres and the type of tyre, in the case of a radial tyres (low profile or terra profile).Moreover, contrary to expectations, observations show that with low levels of load, reducing inflation pressure can also reduce the contact area.As regards soil hardness, observations show that there is no direct link between a hard soil and a reduced contact area; this relationship does not appear to be linear. The calculations are considered to be reliable on semi-firm to firm soil, frequently found on temporary grassland or natural grassland (penetration resistance 6.5–25.0 MPa).     

Measuring and predicting Stress Distribution under Tractive Devices in Undisturbed Soils

The objective of this study was to compare predicted stresses with measured stresses within the soil profile underneath a tractor rear tyre as affected by soil type, dynamic load, and contact pressure. The major principal stress, octahedral normal stress, and octahedral shearing stress were compared. A three-dimensional non-linear finite element model was used to predict soil profile stresses while stress state transducers were used to measure soil stresses beneath a moving tyre in the field. Principal stresses, octahedral normal stresses, and octahedral shearing stresses were calculated from the measured stresses. Predicted values of soil stress obtained from the finite element model were compared against measured values obtained from field experiments. Generally, the results from the finite element model were found to be compatible with the experimental results. The study of compaction on two soils indicated that, at the same dynamic load, compaction of clay soils was far more severe than that of coarsely textured soils.     

Soil compaction produced by tractor with radial and cross-ply tyres in two tillage regimes

The aim of this paper was to quantify soil compaction induced by tractor traffic on two tillage regimes: conventional tillage and direct drilling. Traffic was simulated with one pass of a conventional 2WD tractor, using four configurations of cross-ply rear tyres: 18.4–34, 23.1–30, 18.4–38 and 24.5–32, and four configurations of radial tyres 18.4R34, 23.1R 30, 18.4R 38 and 24.5R 32, with two ballast conditions used in each configuration. The experiment was conducted in the east of the Rolling Pampa region, Buenos Aires State, Argentina at 34°25′S, 59°15′W; altitude 22 m above sea level. Rut depth after traffic and soil bulk density and cone index in a 0–450-mm profile were measured before and after traffic. Considering topsoil level, in two tillage regimes, all treatments induced significant values of soil compaction as compared to the control plot without traffic. Subsoil compaction increased as total axle load increased and was independent of ground pressure. For the same tyre configuration, radial tyre caused less soil compaction than the cross-ply.     

A new approach for modelling vertical stress distribution at the soil/tyre interface to predict the compaction of cultivated soils by using the PLAXIS code

Soil compaction by agricultural machines can have adverse effects on crop production and the environment. Different models based on the Finite Element Method have been proposed to calculate soil compaction intensity as a function of vehicle and soil properties. One problem when modelling soil compaction due to traffic is the estimation of vertical stress distribution at the soil surface, as the vertical stress is inhomogeneous (non-uniform) and depends on soil and tyre properties. However, uniform stress distribution at the soil/tyre interface is used to predict the compaction of cultivated soils in most FEM compaction models. We propose a new approach to numerically model vertical stress distribution perpendicular to the driving direction at the soil/tyre interface, employing the FEM models of PLAXIS code. The approach consists of a beam (characterised by its geometric dimensions and flexural rigidity) introduced at the soil surface and loaded with a uniform stress with the aim to simulate the action of a wheel at the soil surface. Different shapes of stress distribution are then obtained numerically at the soil surface by varying the flexural rigidity of the beam and the mechanical parameters of the soil. PLAXIS simulations show that the soil type (soil texture) modifies the shape of the stress distribution at the edges of the contact interface: a parabolic form is obtained for sand, whereas a U-shaped is obtained for clay. The flexural rigidity of the beam changes the shape of distribution which varies from a homogenous (uniform) to an inhomogeneous distribution (parabolic or U-shaped distribution). These results agree with the measurements of stress distributions for different soils in the literature. We compared simulations of bulk density using PLAXIS to measurement data from compaction tests on a loamy soil. The results show that simulations are improved when using a U-shaped vertical stress distribution which replaces a homogenous one. Therefore, the use of a beam (cylinder) with various flexural rigidities at the soil surface can be used to generate the appropriate distribution of vertical stress for soil compaction modelling during traffic.     

Reducing the risk of soil compaction by applying ‘Jordværn Online’® when performing slurry distribution

Abstract

Through a case study, it is shown that the potential of applying JORDVÆRN Online® as a decision-making tool aimed at supporting sustainable in-field traffic provided the farmer with the potential to improve and maintain the soil as a continued growth medium for the future agri-food production. The combination of CTF and optimal selected tyre configurations provides the farmer with the potential of cropping agricultural land without creating permanent soil compaction. Additional, the case study indicates an urgent need for the development of alternative systems for in-field traffic in wet conditions, e.g. multiple-axle trailers with real low-inflation tyres.     

Soil stress as affected by wheel load and tyre inflation pressure

The relative importance of wheel load and tyre inflation pressure on topsoil and subsoil stresses has long been disputed in soil compaction research. The objectives of the experiment presented here were to (1) measure maximum soil stresses and stress distribution in the topsoil for different wheel loads at the same recommended tyre inflation pressure; (2) measure soil stresses at different inflation pressures for the given wheel loads; and (3) measure subsoil stresses and compare measured and simulated values. Measurements were made with the wheel loads 11, 15 and 33 kN at inflation pressures of 70, 100 and 150 kPa. Topsoil stresses were measured at 10 cm depth with five stress sensors installed in disturbed soil, perpendicular to driving direction. Contact area was measured on a hard surface. Subsoil stresses were measured at 30, 50 and 70 cm depth with sensors installed in undisturbed soil. The mean ground contact pressure could be approximated by the tyre inflation pressure (only) when the recommended inflation pressure was used. The maximum stress at 10 cm depth was considerably higher than the inflation pressure (39% on average) and also increased with increasing wheel load. While tyre inflation pressure had a large influence on soil stresses measured at 10 cm depth, it had very little influence in the subsoil (30 cm and deeper). In contrast, wheel load had a very large influence on subsoil stresses. Measured and simulated values agreed reasonably well in terms of relative differences between treatments, but the effect of inflation pressure on subsoil stresses was overestimated in the simulations. To reduce soil stresses exerted by tyres in agriculture, the results show the need to further study the distribution of stresses under tyres. For calculation of subsoil stresses, further validations of commonly used models for stress propagation are needed.     

轮式和履带式车辆行走对农田土壤的压实作用分析

由履带式行走机构代替轮胎被认为是减缓大型农业车辆对土壤压实的有效手段之一。与轮胎相比,履带具有更大的接地面积,能够有效减小车辆对土壤的平均压力。然而履带与土壤接触面间的应力分布极不均匀,应力主要集中在各承重轮下方,履带减缓土壤压实的能力是目前有待研究的问题。该研究通过在土壤内埋设压力传感器,测试比较了相近载质量的轮胎和履带式车辆作用下,0.15和0.35 m深度土壤内的最大垂直及水平应力,同时研究了车辆行驶速度对土壤内垂直及水平应力大小的影响。基于土壤压实分析模型计算了轮胎和履带压实的0.1~0.7m深度土壤内的最大垂直及水平应力分布。通过对0.15和0.35 m深度的土样进行室内测试,比较了轮胎和履带式车辆压实对土壤透气率、先期固结压力及干容重大小的影响。结果表明,履带相比较于轮胎,能够减小土壤内的垂直及水平应力,但垂直应力的减小量比水平应力大;轮胎对0.15和0.35m深度土壤作用的平均最大垂直应力分别约为履带的2.2及2.0倍,而平均最大水平应力仅分别约为履带的1.2及1.1倍。轮胎作用下的最大垂直及水平应力在表层土壤内明显大于履带,但两者的应力差值随着土壤深度的增加逐渐减小,分别在0.7和0.4 m深度时无明显差别。轮胎和履带压实作用下,0.15和0.35 m深度土壤内的垂直及水平应力均随车辆行驶速度的增加而减小,履带作用下的应力减小速度大于轮胎。履带作用下0.15和0.35 m深度内土壤的透气率均明显小于轮胎,但土壤的先期固结压力及干容重无显著区别。研究结果为可为农业车辆行走机构的选择及使用提供参考。     

SoilFlex: A model for prediction of soil stresses and soil compaction due to agricultural field traffic including a synthesis of analytical approaches

Soil compaction is one of the most important factors responsible for soil physical degradation. Soil compaction models are important tools for controlling traffic-induced soil compaction in agriculture. A two-dimensional model for calculation of soil stresses and soil compaction due to agricultural field traffic is presented. It is written as a spreadsheet that is easy to use and therefore intended for use not only by experts in soil mechanics, but also by e.g. agricultural advisers. The model allows for a realistic prediction of the contact area and the stress distribution in the contact area from readily available tyre parameters. It is possible to simulate the passage of several machines, including e.g. tractors with dual wheels and trailers with tandem wheels. The model is based on analytical equations for stress propagation in soil. The load is applied incrementally, thus keeping the strains small for each increment. Several stress–strain relationships describing the compressive behaviour of agricultural soils are incorporated. Mechanical properties of soil can be estimated by means of pedo-transfer functions. The model includes two options for calculation of vertical displacement and rut depth, either from volumetric strains only or from both volumetric and shear strains. We show in examples that the model provides satisfactory predictions of stress propagation and changes in bulk density. However, computation results of soil deformation strongly depend on soil mechanical properties that are labour-intensive to measure and difficult to estimate and thus not readily available. Therefore, prediction of deformation might not be easily handled in practice. The model presented is called SoilFlex, because it is a soil compaction model that is flexible in terms of the model inputs, the constitutive equations describing the stress–strain relationships and the model outputs.     

Theoretical effect of wheel loads on subsoil stresses

This study highlights the previously expressed concerns of soil researchers who have indicated that compaction pressures or stresses in the deeper layers of soil are determined by the amount of surface load. Modifications of Boussinesq theory by Froelich and further modification of Froelich's equations by Soehne were used to predict and develop graphical relationships for maximum allowable loads and/or mean surface contact pressures beneath loaded farm machinery tyres. Vertical compressive stresses at different subsoil depths were calculated and design loads for a currently used high flotation tyre were examined for comparative purposes. For highly compactible soils the results indicate that mean surface contact pressures should not exceed maximum allowable stresses in the subsoil for individual wheel loads which exceed approximately 30 kN. Thus, it appears that future designs based upon limited ground contact pressures are essential. This will require limitations on vehicle wheel loads and the use of more tyres and axles on heavy equipment.     

A simplified method for estimating soil compaction

We describe a simplified model that allows users to explore some of the main aspects of soil compaction. It is intended for use by non-experts, such as students, and is written as an easy-to-use spreadsheet. It estimates soil bulk density under the centre-line of a wheel track from readily available tyre details. The model uses an analytical method to estimate the propagation of stress in the soil. It contains compactibility data for contrasting soils and it accounts for both rebound and recompression realistically. We present examples that show the potential of the model in selecting tyres and wheel systems to minimise compaction.     

Compaction of a Eutric Cambisol under heavy wheel traffic in Switzerland:: Field data and a critical state soil mechanics model approach

Subsoil compaction has become a problem of world-wide concern, especially under highly mechanised agricultural practices. Severe structural degradation impedes plant growth. Therefore, compaction must be limited to layers which can be structurally reclaimed with reasonable effort by tillage. The purpose of this study was to investigate the impact of a single pass with a sugar beet harvester on the soil properties of an unploughed Eutric Cambisol. In autumn 1998 and 1999 field measurements and laboratory testing were carried out in Frauenfeld, Switzerland. The wheel loads were 107 kN in 1998 and 108 kN in 1999. Changes of bulk density, total porosity, macroporosity and pre-consolidation pressure show that compaction effects were restricted to the topsoil (0–0.25 m depth). Below 0.25 m depth no changes were measured. The compaction beneath the tyre was modelled with a two phase finite element model in the framework of critical state soil mechanics. The model predicts the degree and depth of compaction of an Eutric Cambisol caused by a single pass in Switzerland. Modelled data and field results agree quite well.     

Simulating soil deformation using a critical-state model: I. Laboratory tests

The paper examines the ability of a critical-state model to predict stresses and deformations of agricultural soil in a variety of laboratory shear and compression tests. The critical-state model used is a simple extension to the well-known Modified Cam Clay model. The extension provides a smoother transition from elastic to plastic behaviour and, amongst other things, introduces a capacity to model cyclic loading. The model is incorporated into a finite-element program. The model predictions are compared with: experimental observations of simple and direct shear tests with both constant normal stress and constant volume conditions; cyclic uniaxial compression tests; compaction tests in U-shaped and V-shaped boxes; and observations of some gross structural features caused by shear in direct-shear boxes. Predictions are made for both the compressing, strain-hardening and the expanding, strain-softening regimes of behaviour. In all cases the material properties for the model were obtained from tests other than those being used for the comparisons. The model predictions generally compare well with the various experimental results, although some numerical problems were encountered in strain-softening conditions. This demonstrates the versatility of the critical-state model for predicting fairly general stress and, deformation conditions in unsaturated soils using only five material-property constants. It also demonstrates that common laboratory strength and compression tests are adequate to measure the material properties.     

Evaluating the performance of a soil compaction sensor

One of the most significant soil parameters affecting root growth is soil compaction. It is therefore important to be able to determine the presence of compacted layers, their depth, thickness and spatial location without the necessity of digging a large number of holes in the field with either a spade or backhoe. Previous investigations have identified soil compaction by different methods such as: using ground penetrating radar, acoustic systems, vertical and horizontal penetrometers and instrumented wings mounted on the faces of tines. Linking the output from these sensors to global positioning systems would give an indication of the spatial patent variation. The aim of this study was to evaluate the performance of a soil compaction profile sensor in both controlled laboratory and field conditions. The sensor consisted of a series of instrumented flaps; a flap is defined as the sensing element which comprises one half of a pointed leading edge to the leg of a tine to which strain gauges are placed on the rear face of the flap. Studies measured the effect of compaction on the changes in the soil resistance acting upon a flap face in a soil bin laboratory and under field conditions. The results indicated that the sensor was sensitive to differences in soil strength at different depths in soils. A technique was developed to identify the soil compaction resulting from different tyre inflation pressures and loads. The soil compaction profile sensor was tested on a number of fields in south‐eastern England to determine the changes in soil strength below the wheelings of a pea harvester operating at different tyre inflation pressures.     

The performance of agricultural tyres in soft soil conditions

In intensive arable farming, more and bigger tyres are having to be used in order to support the ever increasing loads to be transported. In Dutch agriculture, to keep rut formation and subsoil compaction within critical limits, it is assumed that tyre inflation pressure should be reduced to 100 kPa or less. However, it is shown that reducing the inflation pressure leads to an exponential decrease in tyre loading capacity. To compensate for this phenomenon, bigger, i.e. wider tyres, with more loading capacity at these low inflation pressures, are needed.The rate of soil-pressure reduction with depth is slower for wider tyres, which is in principle a disadvantage where subsoil compaction risks are concerned. In practice one may avoid problems by using tyres with dimensions that ensure a sufficiently low level of pressure in the tyre-soil contact area. A low, harmless, level of pressure is then reached in the lower tilth and subsoil.Applying low-ground-pressure (LGP) systems often means that special wheel equipment is needed, such as steered wheels in a tandem configuration, 4-wheel drive, etc.     

Effect of the number of tractor passes on soil rut depth and compaction in two tillage regimes

The initially high level of soil compaction in some direct sowing systems might suggest that the impact of subsequent traffic would be minimal, but data have not been consistent. In the other hand on freshly tilled soils, traffic causes significant increments in soil compaction. The aim of this paper was to quantify the interaction of the soil cone index and rut depth induced by traffic of two different weight tractors in two tillage regimes: (a) soil with 10 years under direct sowing system and (b) soil historically worked in conventional tillage system. Treatments included five different traffic frequencies (0, 1, 3, 5 and 10 passes repeatedly on the same track). The work was performed in the South of the Rolling Pampa region, Buenos Aires State, Argentina at 34°55′S, 57°57′W. Variables measured were (1) cone index in the 0–600 mm depth profile and (2) rut depth. Tyre sizes and rut depth/tyre width ratio are particularly important respect to compaction produced in the soil for different number of passes. Until five passes of tractor (2WD), ground pressure is responsible of the topsoil compaction. Until five passes the tyre with low rut depth/tyre width ratio reduced topsoil compaction. Finally, the farmer should pay attention to the axle load, the tyre size and the soil water content at the traffic moment.     

TECHNIQUES FOR MEASURING CHANGES IN THE PACKING STATE AND CONE RESISTANCE OF SOIL AFTER THE PASSAGE OF WHEELS AND TRACKS

Methods are described for measuring the changes in the horizontal and vertical distribution of packing state and cone resistance following the passage of wheels and tracks over prepared beds of soil. A gamma-ray transmission system was employed with automatically controlled scanning in a 2 × 2 cm grid in soil sections of 1.08 m length by 0.3 m depth, using a scintillator/photomultiplier detector assembly with stabilized pulse-height analysis and magnetic tape recording. Changes in cone resistance were measured in a 2 cm (vertical) by JO cm (horizontal) grid in a section 1.4 m length by 0.5 m depth using an electrically driven penetrometer with load and displacement simultaneously recorded on an XY plotter and magnetic tape. Results were analysed and displayed graphically by computer with packing state expressed by a number of optional properties (dry bulk density, total porosity, air-filled porosity, void ratio, or specific volume). Pronounced differences in packing state and soil strength were observed as a result of the passage of a two-wheel-drive tractor, with and without cage wheels, and a crawler tractor. Adding a cage wheel decreased slightly the compaction below the rubber tyre, but formed a partially compacted zone below the cage wheel. Increases of dry bulk density and soil strength were recorded below the crawler track but the values for these properties did not reach the maximum values found below the rubber tyre.     

割草机对苜蓿地土壤压实的试验研究

用纽荷兰HW320自走式割草压扁机压地1～10次,测定不同压实次数、不同深度土壤体积密度、硬度、孔隙度、三相比、透水性等指标的变化及其每次压实后苜蓿产量的变化。结果表明：割草机压实对苜蓿地土壤结构参数影响显著;碾压次数越多,影响程度越大;割草机主要使0～30 cm土层的土壤结构产生压实;对透水性影响最为敏感;压实导致苜蓿减产,10次压实使每公顷苜蓿年损失干草4464 kg。