methods of soil and base stabilization
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8/12/2019 Methods of Soil and Base Stabilization
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SOIL,SUBBASE,BASE
STABILIZATION METHODS
AND DESIGN OF FLEXIBLEPAVEMENTS
DR SUNIL BOSE
FORMER , HEAD FLEXIBLE PAVEMENTS DIVISION,
CENTRAL ROAD RESEARCH INSTITUTE
NEW DELHI(sunilb.crri@gmail.com, +919810376409)
&
BRIG Y.S. SIROHI
M/S ALCHEMIST TOUCHNOLOGY LTD
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WHY SHIFT TO STABILIZATION
Conventional construction material likeaggregates is becoming progressively scarce on
account of environmental concerns as well as
legal restrictions on quarrying while theconstruction activity has expanded phenomenally.
This has shifted focus from large scale use of
conventional aggregates to use of local, recycled
and engineered marginal aggregates in
construction.
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SOIL STABILIZATION
THE TERM SOIL STABILIZATION ITSELF IMPLIES
THAT THE SOIL IS UNSTABLE.
IMPLYING THAT IT IS UNSUITABLE FOR TAKING
THE LOAD, FAILS DUE TO SHEAR.
SHOWS EXCESSIVE SETTLEMENT CAN BECONSIDERED AS EXCESSIVE SETTLEMENT
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NECESSITY OF SOIL STABILIZATION
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DIFFERENT METHODS OF SOIL
STABILIZATION
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MECHANICAL STABILIZATION
• Mechanical soil stabilization meansstabilization without adding and chemical
or admixtures.
• It involves addition or removal of soil
component
• Index properties of soil , gap graded soilsare poor bases for compaction
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ADVANTAGES OF MECHANICAL
STABILIZATION1) ECONOMICAL2) SIMPLE TO CARRY OUT
3) RAPID, CONSTRUCTION CAN BE IMMEDIATELY
STARTED
DISADVANTAGES OF MECHANICAL
STABILIZATION
1) EFFECTIVE ONLY UPTO A CERTAIN EXTENT
2) NOT SUITABLE FOR ALL SOIL TYPES
3) REQUIRES SPECIAL EQUIPMENT
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SOIL – LIME STABILIZATION• THIS TYPE OF STABILIZATION IS SPECIALLY
EFFECTIVE IN CASE OF PLASTIC CLAY
• SLAKED LIME IS FOUND TO BE VERY EFFECTIVE IN
SUCH SOILS
• THIS METHOD IS GENERALLY USED FOR BASESAND SUBGRADES
• LIME IS EITHER USED ALONE OR IN COMBINATION
WITH FLYASH OR CEMENT
• THE PERCENTAGE OF LIME REQUIRED FOR
COARSE GRAINED SOILS IS 2% TO 8% & 5%
TO 10% FOR PLASTIC SOILS
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ADVANTAGES OF LIME STABILIZATION
1) CHEAP2) EASY AVAILABILITY OF LIME
3) EXPERT SUPERVISION IS NOT NEEDED
DISADVANTAGES OF LIMESTABILIZATION
1) NO DRASTIC ALTERATIONS IN PROPERTIES2) SUITABLE ONLY FOR PLASTIC CLAYS
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CEMENT STABILIZATION:
• THE SOIL STABILIZATION WITH CEMENT ISKNOWN AS SOIL STABILIZATION
• THE CEMENT ACTION IS THE RESULT OF
CHEMICAL WITH SILICON PRESENT IN SOIL
PRESENT IN SOIL DURING THE PROCESS OF
HYDRATION. THIS HAPPENS IN NON-COHESIVE
AND COARSE GRAINED SOIL
• VERY FEW PARTICLES FOR CEMENT BONDING IN
CASE OF FINE GRAINED COHESIVE SOIL
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ADVANTAGES OF CEMENT
STABILIZATION1) LARGE INCREASE IN STRENGTH
2) VERY USEFUL FOR LOOSE SOIL AND NON-
COHESIVE SOIL
3) PERMANENT SOLUTION
DISADVANTAGES OF CEMENT
STABILIZATION1)COSTLY
2)COMPLICATED PROCEDURE3)NOT USEFUL FOR CLAYS, ORGANIC SOILS AND
EXPANSIVE SOILS
4)SHRINKAGE CRACKING
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CLASSIFICATION OF BITUMEN
STABILIZATION
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ADVANTAGES OF BITUMEN
STABILIZATION
1) DURABLE FOR A YEARS2) CHEAPER THAN SOIL CEMENT
3) VERY USEFUL FOR ROAD, SUBGRADES AND
WATER PROOF STRUCTURES
DISADVANTAGES OF BITUMEN
STABILIZATION
1) EFFECTIVE FOR ONLY SOME SOIL TYPES2) NOT USEFUL FOR FOUNDATION
3) WATER PROOFING RATHER THAN STRENGTH
ENHANCEMENT IS ACHIEVED
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FLYASH STABILIZATION :• FLYASH IS WATER MATERIAL FORMED DUE OF
MINERAL COAL
• POSSES A DIFFICULTY FOR DISPOSAL
• WHEN USED IN SOIL STABILIZATION ITS ACTION ISTWOFOLD:
1) IT FORMS FILLER OR POZOLANA MATERIAL
2) IT HYDRATES FORMING CEMENT LIKE GEL
• FLYASH BY ITSELF IS RARELY USED IN SOILSTABILIZATION
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ADVANTAGES OF FLYASH STABILIZATION
1) ECOFRIENDLY AS IT HELPS IN RECYCLING
OF FLYASH
2) SIMPLE
3) CHEAP
4) RAPID
DISADVANTAGES OF FLYASH
STABILIZATION
1)CEMENT BE USED AS STAND ALONE METHOD
2) ENHANCEMENT IS NOT SUBSTANTIAL
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DURABILITY TEST ASTM D 559
5 HRS IN WATER, DRYING AT 70 DEG C FOR 41
HRS, 12 CYCLES, 18 TO 20 STROKES WITHBRUSH, NEXT REWEIGH THE SAMPLES AND
DETERMINE THE WEIGHT CHANGE.
ALTERNATE
FREEZE /THAW
-24 DEG C FOR 24 HRS
THAWING AT 21 DEG C FOR 24 HRS
12 CYCLES AND REWEIGH SAMPLESLIMITS
GRANULAR SOILS 4%, COHESION SOIL 7%
BASE < 20%, SUBBASE < 30, SHOULDERS < 30 %
IRC 3 (2012) f fl ibl i l d fl ibl
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IRC 37 (2012) for flexible pavements include flexible
pavements with Bituminous surfacing over:
(i) Granular base and subbase
ii) Cementitious bases and subbases with a crack
relief layer of aggregate interlayer below the
bituminous surfacing
(iii) Cementitious bases and subbases with SAMIbetween bituminous surfacing and the
Cementitious base layer for retarding the reflection
cracks into the bituminous layer
(iv) Reclaimed Asphalt Pavement (RAP) with or withoutaddition of fresh aggregates treated with foamed
bitumen/ bitumen emulsion.
(v) Use of deep strength long life bituminous
pavement
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Base
1. Granular(WMM)2. Cement treated
3. Bitumen-emulsion treated
4. Foamed bitumen treated5. HIR/CIR
Some commercially available stabilisers
/cementitious materials/ bitumen-
emulsion make marginal aggregates
suitable for bases
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Pavement design modelThe basic approach is same as that of IRC:37-
2001The thrust is to
1.Limit rutting in bituminous layer
2.Limit rutting in non-bituminous layers3.Limit cracking at the top and bottom of
bit. Layer
4. Limit cracking in the cemented layer
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Elastic layered approach pavement model
t
v
E1,h1, 1
E2,h2, 2
E3,h3=, 3
z
A three layer flexible pavement
Granular layer
Subgrade
t
BC layerDual wheel load
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Rut resistantBC and DBM II
Fatigue resistant
layer DBM
Granular layers
DBM II
Subgrade
DBM I
Pavement life is increased at least twice
by mix design alone.Less thickness for
same design life
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(a)
(b)
Figure Cracks at bottom(a) and top(b)
BT BT
Granular base Granular base
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CRITERIA 1
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Min 7 day UCS of cementitious base = 4.5 to 7 Mpa
(IRC:89- 2010)
E(Mpa)= 1000 UCS
Min 7 day UCS values for the cemented subbase : 1.5
MPa to 3.0 Mpa(IRC:89-2010)
Initial modulus of cemented GSB: 2000 MPa to 4000
Mpa
Low strength cementitious material may not retain the
initial modulus because of cracks due to shrinkage,construction traffic as well as wetting and drying
A lower modulus of 600 MPa may be adopted for
design(SA)
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Fatigue of cemented layer(Austroads)
12804.0
])191/113000(
[
E RF N
RF=1 for heavy commercial vehicles>1500
Valid for E in the range 2000-10000 MpaRecommended RF=2 for truck traffic less
than 1500 per day
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Fatigue Relationship for various types of cemented materials
40
60
80
100
120
140
160
180
200
100000 1000000 10000000 100000000 1000000000 10000000000
Number of Load Repetitions
A p p l i e d S
t r a i n
( m i c r o s t r a i n )
Appli ed Strain (microstrain) (µε)
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A SAMI of CRMB/PMB must be provided
over the cemented layer to delay the cracks
propagating to the bituminous layer.
A granular of thickness 75 to 150mm
sandwiched between the bituminous layerand cemented layer may extend the fatigue
life of the bituminous layer by about three
to five times than without it
Cracking of cemented base is the end of
design life of the pavement
Use of cemented base to obtain
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Use of cemented base to obtaincost effective pavements
(SA/AUSTRALIA/US)
75mm to 150mm of aggregate layer
increases the fracture life of the bit.top
by 3 to 5 times. Neglect residual life of
asphalt layer if its thickness<175mm AUSTROADS
BC/DBM layer
Aggregate
Layer
Cementitious
layer
Gran.subbase
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Fatigue fracture life as per the IRC:37
( For 80% reliability)
Nf =2.21 x 10-4 x (1/ t )3.89 x (1/E)0.854
E values are given in the draft
One has freedom to select a binder
depending upon experience
Rutting of subgrade has not been aproblem as per current IRC:37
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Fatigue equations for 90% reliability
Nf = 0.711 * 10-04 x [1/εt]3.89 * [1/E]0.854Effect of bitumen content and air void
Nf = 0.5161 * C*10-04 x [1/εt]3.89 * [1/E]0.854
WhereC= 10M, .. (AI,Shell)
Va =air void and Vb=volume of bitumen,
Nf = fatigue life, єt= maximum tensile strain at the
bottom of DBM
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CRITERIA 3
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Rutting in flexible pavement
If elastic vertical subgrade strain, Єz is
limited, Єz gets limited in all layers
Good correlation between rutting on
surface and Єv Єp/ Єz= K x (N)c
Єp= Plastic deformation
Such an approach was adopted byother countries also
MEPDG uses another approach
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5337.48 )/1(101656.4 z
Nr
Rutting equation for 80%
and 90% reliability
N= 1.41x 10-8x [1/εv] 4.5337
Above Eqs. guards against ruttingin granular layer and the subgrade
only
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RESULTS OF IIT PAV PROGRAM
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250 250 250 250 250 250 250
80 90 110 13090 110 130
100 100100
100
100100
10060
5050
30 40
5050
4050
50
0
100
200
300
400
500
600
700
2-5 6-10 11-20 21-30 31-50 51-100 101-150
P a v e m e n t T h i c k n e s s i n m
m
Traffic in msa
CBR 5%
CT Subbase-D+F(E=600 Mpa) CT Base(E=5000 Mpa) Aggregate Layer (E=450 Mpa) DBM SDBC(upto 5msa)/BC
Bituminous pavements with cemented base and cemented
subbase having 100mm of aggregate interlayer for crack
relief. Upper 100mm of the cemented subbase is the
drainage layer(BC and DBM at OBC)
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1. Low strength base develops only fine
cracks and the reflected cracks in BT also
would be fine and impermeable to water(Trial sections in TN)
2. Higher strength cemented layers may
develop wide cracks which may reflect tothe bituminous layer(PCA)
3. Cemented bases performed well in tial
sections (i)Krishnagiri-Topurghat Road
project(Tamilnadu) FWD and BB deflection
(ii) Ahmedabad-Udaipur(NH8) (iii)
Jamnagar refinery in Gujarat
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(iv) Ahmedabad-Baroda expressway
(v) Achad-Manor in Maharashtra
(v) Chitradurga haul road in Karnataka(FWD)
(vi) Durbal-Hanjik Road in Srinagar
(viii) Reasi-Pauni Road in Jammu(Dist:Katra)
Cement content around 4 to 6%
ADVANCEMENT MIXING/MILLING
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Rotavator Zipper
Milling and Mixing Writgen
FULLY MECHANISED STABILIZATION MACHINE- STEHR
ADVANCEMENT – MIXING/MILLING
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SPECIAL EQUIPMENTS USED FORSTABILIZATION PROJECTS IN INDIA
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STEHR EQUIPMENT
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TECHNICAL DATA-STEHR
Integrated, dustfree stabilizer with John Deere Engine:• Working width: 2400 mm
• Working depth: 0-400 mm
• Total length: 12 m
• Total width: 2,80 m
• Total height: 3,15 m
• Total weight: 22800 kg
• Recycled Area: Max 700 sq mtr/hr ( upto depth 400mm)
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EXECUTION –STEHR -1
1- SPREADING AND LEVELLING
2- MIXING
3- LAYING
4- STABILIZED LAYER
BEFORE COMPACTION
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National Highway Application in India
GSB – 200mm
Sub grade – 300mm
WMM – 250mm
BC - 40mm
DBM - 60mm
GSB – 100mm
Embankment Local Soil (CBR 12)
Soil + 4% RBI – 225mm (Borrowed Soil)
SDBC - 40mm
20 MSA, 15 % CBR
RBI Method = 365 mm (450mm IRC 37)
Conventional= 550 mm
IRC 37 30 msa, 3% CBR
RBI Method = 500 mm
Conventional= 810 mm
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CONSTRUCTION USING THE
WMM PLANT
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National Highway Application in India
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CONSTRUCTION USING
ROTORVATOR
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VIEW OF MACHINE PARTS – RBI BAGS -4
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PWD Jammu--Pic no 125% 10 MM Aggregate+25%20
MM Aggregate+50% Stone
Dust+4% RBI Grade 81—
125 MM
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Suratgarh Rajasthan—
Pic no 2 PMC 20 MM
70% Soil+30% Aggregate+4% RBI Grade 81—150 MM
GSB—
100 MM
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Affordable in Rajasthan--Pic no 4 SDBC-25 MM
75% Soil+25% 20 MM Aggregate+4%
RBI Grade 81—150 MM
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Dadu Phagi Road in HP--Pic no 3
BC-40 MM
25% 10 MM Aggregate+25% 20 MM
Aggregate+50% Stone Dust+5% RBI Grade 81
GSB Existing
Subgrade Existing
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Bidar -Karnataka
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IN-PLANT STABILIZATION/RECYCLING
IN SITU STABILIZATION/RECYCLING
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IN-SITU-STABILIZATION/RECYCLING
CONDITION BEFORE RECYCLING
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CONDITION BEFORE RECYCLING
Existing Pavement Condition Before Recycling
EXISTING PAVEMENT CRUST
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EXISTING PAVEMENT CRUST
Existing Pavement Crust Before Recycling
IN-SITU-RECYCLING WITH STABILIZER
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Milling & mixing with Stabilizer & Water using IN-Situ-
Recycler
COMPACTION
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COMPACTION
Compacting Recycled Layer
AFTER ROAD MARKING
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AFTER ROAD MARKING
Cold Recycling Stretch after two months
EXISTING PAVEMENT CONDITION
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EXISTING PAVEMENT CONDITION
Poor Pavement Condition
MILLING OF EXISTING PAVEMENT
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MILLING OF EXISTING PAVEMENT
Milling is in progress with Asphalt Zipper
MIXING STABILIZER
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MIXING STABILIZER
COMPACTION OF MIXED MATERIAL
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COMPACTION OF MIXED MATERIAL
Compaction in Progress-Initial Compaction using Tandem
Roller & Final Compaction using Pneumatic Tired Roller
Initial Compaction Final Compaction
COMPACTED STABILIZED
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RECYCLED SURFACE
Compacted Surface of Stabilized Recycled Layer
SDBC IN PROGRESS
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Primed Recycled Surface
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