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Use of Locally Available Materialsand Stabilisation Technique
Dr. M.S. AMARNATHBangalore University
Bangalore
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Soil Stabilization
The soil stabilization means the improvement ofstability or bearing power of the soil by the use of
controlled compaction, proportioning and/or the
addition of suitable admixture or stabilizers.
Basic Principles of Soil Stabilization.
Evaluating the properties of given soil Deciding the lacking property of soil and chooseeffective and economical method of soil stabilization
Designing the Stabilized soil mix for intended stabilityand durability values
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Need for Soil Stabilization
Limited Financial Resources to Provide acomplete network Road System to buildin conventional method
Effective utilization of locally availablesoils and other suitable stabilizing agents.
Encouraging the use of IndustrialWastages in building low cost constructionof roads.
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Methods of Soil Stabilization
Mechanical StabilizationSoil Cement Stabilization
Soil Lime StabilizationSoil Bitumen Stabilization Lime Fly ash Stabilization Lime Fly ash Bound Macadam.
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Mechanical Stabilization
This method is suitable for low volume roadsi.e. Village roads in low rainfall areas.
This method involves the correctlyproportioning of aggregates and soil,adequately compacted to get mechanicallystable layer
The Basic Principles of Mechanical Stabilizationare Correct Proportioning and EffectiveCompaction
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Desirable Properties of Soil-
Aggregate Mix Adequate Strength
Incompressibility
Less Changes in Volume
Stability with Variation in water content
Good drainage, less frost Susceptibility
Ease of Compaction.
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Factors Affecting Mechanical
Stabilization
Mechanical Strength of aggregates
Gradation Properties of the Soil
Presence of Salts
Compaction
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Mechanical Strength
When the soil is used in small proportion to fill
up the voids the crushing strength of aggregatesis important
Gradation
A well graded aggregate soil mix results in a mixwith high dry density and stability values
Properties of soil
A mix with Plasticity Index, results poor stabilityunder soaking conditions. Hence it is desirable tolimit the plasticity index of the soil
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Presence of Chemicals Presence of Salts like Sulphates and mica
are undesirable
Presence of Calcium Chloride is Beneficial
Compaction
Effective Compaction is desirable to
produce high density and stability mix
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Soil Cement Stabilization
Soil Cement is an intimate mix of soil,cement and water, compacted to form astrong base course
Cement treated or cement modified soilrefers to the compacted mix when cement isused in small proportions to impart some
strength Soil Cement can be used as a sub-base or
base course for all types of Pavements
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Factors affecting soil cement stabilization
Soil
Cement
Pulverisation and Mixing
Compaction
Curing
Additives
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Soil
THE PHYSICAL PROPERTIES
Particle Size Distribution
Clay content
Specific Surface
Liquid limit and Plasticity Index
Cement
A increase in cement content generally
causes increase in strength anddurability
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Pulverisation and Mixing Better the Pulverisation and degree of mixing,
higher is the strength
Presence of un pulverised dry lumps reducesthe strength
Compaction
By increasing the amount of compaction drydensity of the mix, strength and durability alsoincreases
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Curing
Adequate Moisture content is to be retained in
order to accelerate the strength
Additives
There are some additives to improve properties
Lime
Sodium hydroxide Sodium Carbonate
Calcium Chloride
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Design of SoilCement Mix
Soil Cement specimens are prepared withvarious cement contents in constant volumesmoulds
The compressive strength of these specimenstested after 7 days of curing
A graph is plotted Cement content Vs
compressive strength
The Cement Content Corresponding to astrength of 17.5 kg/cm2 is taken as design
cement content
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Soil Lime Stabilization
Soil- Lime has been widely used as a
modifier or a binder
Soil-Lime is used as modifier in high plasticity
soils
Soil Lime also imparts some binding action
even in granular soils
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Soil-Lime is effectively used in Expansivesoils with high plasticity index.
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Factors affecting Properties of Soil-Lime
Lime Content
Generally increase in lime content causesslight change in liquid limit and considerableincrease in Plasticity index
The rate of increase is first rapid and then
decreases beyond a certain limit
The point is often termed as lime fixationpoint
This is considered as design lime content
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Type of Lime
After long curing periods all types of limesproduce same effects. However quick limehas been found more effective thanhydrated lime
Calcium Carbonate must be heated at highertemperature to form Quick lime calciumoxide( CaO)
Calcium oxide must be slaked ( by the
addition of water) to form Hydrated lime
Compaction Compaction is done at OMC and maximum
dry density.
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Curing
The strength of soil-lime increases with curingperiod upto several years. The rate ofincrease is rapid during initial period
The humidity of the surroundings also affectsthe strength
Additives
Sodium metasilicate, Sodium hydroxide and
Sodium Sulphate are also found usefuladditives
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Soil- Bituminous Stabilization
The Basic Principles of this stabilization areWater Proofing and Binding
By Water Proofing inherent strength and
other properties could be retained
Most Commonly used materials are Cutbackand Emulsion
Bitumen Stabilized layer may be used as
Sub-base or base course for all the roads
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Factors affecting properties of soil-bitumen
Soil
The particle size, shape and gradation of thesoil influence the properties of the soil-bitumemix.
Types of Bitumen
Cutbacks of higher grade should be preferred
Emulsions generally gives slightly inferiorresults than Cutback.
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Amount of Mixing
Increasing proportion of bitumen causes adecrease in dry density but increases thestability after a certain bitumen content
The optimum bitumen content for maximumstability generally ranges from 4 to 6%
Mixing
Improved type of mixing with low mixing period
may be preferred
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Compaction
Effective Compaction results higherstability and resistance to absorb water
Additives Anti stripping and reactive chemical
additives have been tried to improve the
properties of the mixes Portland cement can also be used along with
the soil bitumen
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Use of Locally Available Materials
in Road Construction
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Necessity
Scarcity of good qualityaggregates / soil for roadconstruction
Production and accumulation ofdifferent waste materials
Disposal and environmentalproblem
Economical and gainful
utilisation
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Limitations of Using Waste Materials
Quality of waste is not controlled bytheir manufacturers
Characteristics of by-products vary in a
wide range Road construction practice is
accustomed to traditional materials ofsteady quality
Specifications of layers compaction oftraditional materials are not suitable forwaste materials
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General Criteria for Use of WasteMaterials
Amount of yearly produced wastematerial should reach a certain lowerlimit
The hauling distance should beacceptable
The material should not have apoissonous effect
The material should be insoluble inwater
The utilisation should not have apollutional effect to the environment
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Special Requirement for Using WasteMaterials
Free from organic matter
Should not swell or decay asinfluenced by water
Should not be soluble in water
Particles should be moderatelyporous
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Industrial wastes
Thermal Power Stations
* Fly ash
* Bottom ash
* Pond ash
Steel Plants
* Blast furnace slag* Granulated blast furnace slag
* Steel slag
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Utilisation of fly ash
Thermal power - Major role in powergeneration
Indian scenario - Use of coal with highash content
- Negligible utilisationof ash produced
Bulk utilisation - Civil engineeringapplications like
construction of roads &embankments
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Can be used for construction of Embankments and backfills Stabilisation of subgrade and sub-baseRigid and semi-rigid pavements
Fly ash properties vary widely, to becharacterised before use
Major constituents - oxides of silica,aluminum, iron, calcium & magnesium
Environmentally safe material for roadconstruction
Possesses many favourable properties forembankment & road construction
Utilisation of fly ash
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Favourable properties of fly ash Light weight, lesser pressure on sub-soil
High shear strength
Coarser ashes have high CBR value
Pozzolanic nature, additional strength due to self-hardening
Amenable to stabilisation
Ease of compaction
High permeability
Non plastic Faster rate of consolidation and low compressibility
Can be compacted using vibratory or static roller
Engineering properties of fly ash
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Engineering properties of fly ashParameter Range
Specific Gravity 1.90 2.55
Plasticity Non plasticMaximum dry density (gm/cc) 0.9 1.6
Optimum moisture content (%) 38.0 18.0
Cohesion (kN/m2) Negligible
Angle of internal friction (j) 300 400
Coefficient of consolidation Cv (cm2/sec) 1.75 x 10
-5 2.01 x10-3
Compression index Cc 0.05 0.4
Permeability (cm/sec) 8 x 10-6 7 x 10-4
Particle size distribution (% of materials)Clay size fraction
Silt size fraction
Sand size fraction
Gravel size fraction
1 10
8 85
7 90
0 10
Coefficient of uniformity 3.1 10.7
Differences between Indian & US fly
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Differences between Indian & US flyashes
Property compared Indian fly ash US fly ash
Loss on ignition(Unburnt carbon)
Less than 2 percent
5 to 8 per cent
SO3 content 0.1 to 0.2 percent
3 to 4 per cent
CaO content 1 to 3 per cent 5 to 8 per cent
Increase inconcentration ofheavy metals
3 to 4 times incomparison tosource coal
10 times or more incomparison to sourcecoal
Rate of leaching Lower Higher
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Fly ash for road embankment
Ideally suited as backfill material for urban/
industrial areas and areas with weak sub soils Higher shear strength leads to greater
stability
Design is similar to earth embankments
Intermediate soil layers for ease ofconstruction and to provide confinement
Side slope erosion needs to be controlled byproviding soil cover
Can be compacted under inclement weatherconditions
15 to 20 per cent savings in construction cost
depending on lead distance
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Fly ash for road embankment
Earth
CoverEarth
Cover
Bottom ash or
Pond ash
Typical cross section of fly ash road embankment
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Approach embankment for secondNizamuddin bridge at Delhi
Length of embankment - 1.8 km
Height varies from 6 to 9 m
Ash utilised - 1,50,000 cubic metre
Embankment opened to traffic in 1998
Instrumentation installed in theembankment showed very goodperformance
Approximate savings due to usage of flyash is about Rs.1.00 Crore
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Approach embankment for secondNizamuddin bridge at Delhi
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Spreading of pond ash
Compaction of pond ash
Second Nizamuddin bridge approach embankment
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Stone pitching for slope
protection
Traffic plying on theembankment
Second Nizamuddin bridge approach embankment
Utilisation of fly ash
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Utilisation of fly ashFour laning work on NH-6 (Dankuni to Kolaghat)
Water logged area
(soft ground conditions)
Compaction of fly ash over layer of geotextile
Length of stretch
54 kmHeight of embankment 3 to4 m
Fly ash utilisation 2 Millioncubic metres
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Reinforced fly ash embankment
Fly ash - better backfill material forreinforced embankments
Polymeric reinforcing materials
Geogrids, friction ties, geotextiles
Construction sequence similar toreinforced earth structures
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Okhla flyover approach embankment
First geogrid reinforced fly ash approachembankment constructed in the country
Length of embankment
59 m Height varied from 5.9 to 7.8 m
Ash utilised 2,700 cubic metre
Opened to traffic in 1996 Performance has been very good
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Pond AshFill
7.8 to5.9 m
Facingpanels
Filtermedium Geogrids
Reinforced foundation mattress of bottom ash
Okhla flyover approach embankment
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Okhla flyover approach embankment
Erection of facing panels
Rolling of pond ash
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Support provided tofacing panels during
construction
Laying of geogrids
Okhla flyover approach embankment
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Hanuman Setu flyover approach embankment
Geogrid reinforced fly ash approachembankment
Length of embankment 138.4 m
Height varied from 3.42 m to 1.0 m
Opened to traffic in 1997
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Sarita Vihar flyover approach embankment
Length of embankment 90 m
Maximum height 5.25 m
Embankment opened to traffic inFeb 2001
Polymeric friction ties used forreinforcement
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Sarita Vihar flyover reinforced approach embankment
Arrangement offriction ties before
laying pond ash
Laying of friction ties
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Compaction usingplate vibrator near
the facing panels
Compaction of pondash using static andvibratory rollers
Sarita Vihar flyover reinforced approach embankment
Fl h f d t ti
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Fly ash for road construction Stabilised soil subgrade & sub-
base/base courses Mixing with soil reduces plasticitycharacteristics of subgrade
Addition of small percentage of lime or
cement greatly improves strength Leaching of lime is inhibited and
durability improves due to addition of flyash
Pond ash & bottom ash can also bestabilised
Lime-fly ash mixture is better alternativeto moorum for construction of WBM /
WMM
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Construction of semi-rigid/ rigidpavements
Lime-fly ash concrete
Dry lean cement fly ash concrete
Roller compacted concrete
Fly ash admixed concrete pavements
Lime-fly ash bound macadam
Precast block paving
High performance concrete
Fly ash for road construction
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WBM Gr II/WMM 150 mm
WBM Gr III/WMM 75 mm
GSB 350 mm
BM 75 mm
DBM 100 mm
Bituminous concrete 40 mm
Typical cross section of flexiblepavement conventional section
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Fly ash + 6% cementstabilised layer 150 mm
Typical cross section of flexiblepavement using fly ash
WBM Gr III/WMM 75 mm
Pond ash 350 mm
BM 75 mm
DBM 100 mm
Bituminous concrete 40 mm
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Pond ash 300 mm
DLFC 100 mm
Fly ash admixed PQC 300 mm
Typical cross section of rigid pavement using fly ash
D t ti d j t
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Demonstration road projectat Raichur
Total length of the road 1 km
Five sections of 200 m each with different
pavement sections
Pond ash has been used for replacing moorum
in sub-base course
Stabilised pond ash used for replacing part of
WBM layer One rigid pavement section using DLFC and
RCCP technology was laid
Performance of all the specifications is good
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Mixing of lime
stabilised pond ash
Compaction ofstabilised pond ashusing road roller
Demonstration road project using fly ash at Raichur
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Construction of roller
compacted concretepavement
View of thedemonstration roadstretch after three years
Demonstration road project using fly ash at Raichur
Demonstration roa
d project using fly ash
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A rural road near Dadri in District GautamBudh Nagar, Uttar Pradesh was selected
Total length of road 1.4 km
Bottom ash used as embankment fill
Base course constructed using fly ashstabilised with 8% cement
RCCP Wearing course 10 cm thickness
RCCP Mix proportion 1:2:4 30 per cent of cement and 20 per cent of
sand replaced with fly ash in RCCP
Shoulders 8% cement stabilised fly ash
Demonstration road project using fly ashnear Dadri (U.P)
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Bottom ash
RCCP wearing course - 0.1 m
Stabilised fly ash
base - 0.1 mStabilised fly ash
Shoulder
Soil cover
Demonstration road project using fly ashnear Dadri (U.P) Typical section
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Stabilised base course
Compaction of RCCPMixing & laying of RCCP
Demonstration
road project usingfly ash near Dadri
(U.P)
IRC Guidelines / Specifications
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IRC Guidelines / Specifications
Guidelines available on pavement construction
IRC 60 Tentative guidelines for use of lime flyash concrete as pavement base or sub-base
IRC 68 Tentative guidelines on cement fly
ash concrete for rigid pavement construction
IRC 74 Tentative guidelines for lean cementconcrete and lean cement fly ash concrete asa pavement base or sub-base
IRC 88 Recommended practice for lime flyash stabilised soil as base or sub-base inpavement construction
Guidelines for use of fly ash in road
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Guidelines for use of fly ash in roadembankments
Published recently by Indian Roads Congress(SP- 58:2001)
Includes design aspects also
Handling and construction
Loose layer thickness of 400 mm can beadopted if vibratory rollers are used
Moisture content - OMC + 2 per cent
Use of vibratory rollers advocated
Minimum dry density to be achieved - 95per cent of modified Proctor density
Ash layer and side soil cover to beconstructed simultaneously
l f l l
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Utilisation of steel slags
Total production of slag from steelindustries is about 8.0 million tonnes
Types of slags
Blast furnace slag Granulated blast furnace slag
(GBFS)
Air cooled slag Steel slag
Granulated blast
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Granulated blastfurnace slag
Contains reactive silicaSuitable for lime / cementstabilisation
Air cooled blast
furnace slagNon reactive
Suitable for use as
coarse aggregates
CRRI work on utilisation of
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CRRI work on utilisation ofsteel slags
Characterisation of slags produced atdifferent steel plants
Laboratory studies on Lime-GBFS mixes
Semi-field studies on Lime-GBFS concrete
Test track studies on usage of slags inroad works
Properties of air cooled slag
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p gProperty Durgapur Bhilai Rourkela Delhi
QuartziteSpecificationrequirements
Specific
gravity
2.78
2.82
2.82
3.33
2.97
2.99
2.67 -
Waterabsorption(%)
1.53 1.72
0.58 1.38
0.74 1.29
0.48 2% Max
Los
Angelesabrasionvalue (%)
18.80 25.00 14.28 34.00 40% Max
Impactvalue (%)
15.79 14.80 16.90 24.50 30% Max
Soundnessvalue (%) 1.66 1.17 0.33 0.17 12% Max
Percentagevoids
46.40 43.90 43.10 43.80 -
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Steel slags
Obtained as a waste product duringproduction of steel
Particle size varies from 80 mm to 300microns
Compared to blast furnace slag, steelslag contains lower amount of silica,higher amounts of iron oxide and
calcium oxide Due to presence of free lime, steel slag
should be weathered before using it inconstruction
Road projects executed under CRRI
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Road projects executed under CRRIguidance using slags
Plant roads at Visakhapatnam
Test tracks in collaboration with APPWD using slags from Visakhapatnam
Steel Plant
Test tracks in collaboration with OrissaPWD using slags from Rourkella Plant
Test tracks at R&D Centre for Iron &Steel, Ranchi using Slags from BokaroPlant
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Construction oftest track using
slag at Orissa
Labour based techniquesfor construction of
stabilised layer
Lime
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View of finishedsurface of road
constructedusing slags at
Orissa
Limestabilisationof iron slags
(Orissa)
Processed municipal wastes
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p
Processed municipal wastesutilised for construction oftest track on village roadnear Delhi
Stabilised municipal wasteused for construction of sub-base layer
Performance of stretch isgood
Kimberlite tailings
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Kimberlite tailings
Kimberlite tailings are waste produced from
diamond mining Can be used in base or sub-base course by
adopting mechanical or cement stabilisation
High value of water absorption makes them
unsuitable for use in bituminous pavement
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