Case study of construction quality control monitoring and strength evaluation of a lateritic pavement using the dynamic cone penetrometer

Amadi, Agapitus Ahamefule; Sadiku, S.; Abdullahi, M.; Danyaya, H.A.

doi:10.1016/j.ijprt.2018.07.001

Cited by 21 publications

(10 citation statements)

References 6 publications

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Section: Resultsmentioning

confidence: 99%

“…The subgrade can either be a natural existing ground (original subgrade) or an embankment constructed from borrowed material (new subgrade). In both cases, the minimum permissible CBR value for subgrade is 10% [46], and the relative ratings of the shearing resistance based on CBR values are given in Table 6 [47]. The soaked and unsoaked CBR values of treated and untreated Teluk Intan peat cured for 7, 14, and 28 days are presented in Figures 9-11, respectively.…”

Section: Cbr and Comparisonmentioning

confidence: 99%

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The Implementation of Industrial Byproduct in Malaysian Peat Improvement: A Sustainable Soil Stabilization Approach

et al. 2021

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Peat is a well-known problematic soil associated with poor engineering properties. Its replacement with an expensive competent foundation material is practiced for road embankment construction which is costly and causes greenhouse gas emissions. Therefore, this paper investigated the effectiveness of a byproduct from a metal industry (silica fume) to stabilize peat along with ordinary Portland cement (OPC) through a series of experimental tests. After peat-indexed characterization, a number of standard compaction and mechanical tests were performed on the stabilized and parent peat. For this purpose, nine designated mixes were prepared possessing various combinations of silica fume (SF) and 10–20% OPC. Unconfined compressive strength (UCS) and California Bearing Ratio (CBR) tests were carried out after 7, 14, and 28 days of curing to assess strength enhancement and binder effectiveness, and the microstructural evolution induced by the binders was examined with scanning electron microscopy (SEM). The analysis revealed a substantial improvement in mechanical properties with the incorporation of SF and OPC, ultimately meeting the minimum strength requirement for highway construction (i.e., 345 kPa). A peak UCS of 1063.94 kPa was recorded at 20% SF, and an unsoaked CBR value of 42.95 was observed using 15% SF and 15% OPC after 28 days of curing. Furthermore, the increasing percentage of hydraulic binders exhibited brittle, collapsible failure, while the microstructural study revealed the formation of a dense matrix with a refined pore structure in the treated peat. Finally, a significant statistical analysis was carried out by correlating the test parameters. In this way, rather than stockpiling and dumping, an industrial byproduct was implemented in peat stabilization in an eco-friendly manner.

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Section: Resultsmentioning

confidence: 99%

Section: Cbr and Comparisonmentioning

confidence: 99%

The Implementation of Industrial Byproduct in Malaysian Peat Improvement: A Sustainable Soil Stabilization Approach

et al. 2021

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“…This is because the resistivity of a material is largely dependent on the fluid content and matrix or mechanical properties. A study by [26] proposed soils' competency rating based on resistivity range (Table 1). This was used to classify the soils.…”

Section: Resistivity Resultsmentioning

confidence: 99%

“…The subgrades of the unstable section classify as A-7-6 and A-6 clayey soils with low to high plasticity while those of the stable section are A-2-4 silty soils with low plasticity. The plasticity index of subgrade soil provides clues on potential volumetric changes, permeability, and distress condition under unstable groundwater situations after construction [26]. Soils with low plasticity and liquid limit are often desired as subgrades soils for highway construction to prevent largely volume changes in soils that could trigger the failure of the highway during alternate wetting and drying of the soils in wet and dry seasons.…”

Section: Geoscience Engineeringmentioning

confidence: 99%

Integrated Resistivity, Index, and Strength Characteristics of Subgrade Soils: Implication for Highway Pavement Failure Studies in North-Central Nigeria

Opemipo

Oloruntola

Oladele

2022

GSE

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Integrated geophysical and geotechnical studies have been carried out to determine the geological cause(s) of the failure of sections of Ajaokuta -Anyigba Highway, North-central Nigeria. Forty-eight (48) Vertical Electrical Soundings (VES) were conducted on failed and stable sections of the highway. Also, twenty-one (21) subgrade soil samples close to VES stations from the unstable and stable sections of the highway were subjected to laboratory geotechnical analyses which include grain size distribution, Atterberg limits, compaction (Optimum Moisture Content, OMC, and Maximum Dry Density, MDD) and California bearing ratio (CBR) at soaked and unsoaked states following American Society for Testing and Material (ASTM) standards as appropriate. The geophysical results show that low resistivity (10-100 Ohms-m) inferred as clay/silt of low competence characterizes the subgrade soils of the unstable segment. While higher resistivity (148-272 Ohms-m) interpreted as sandy-clay/silt with moderate competence was obtained for the subgrade soils of the stable segment. Results of Geotechnical tests show that the subgrade soils of the unstable segment have geotechnical properties that generally fall below required standard specifications. Strong correlations of R = 0.86, 0.9, and -0.88 were obtained between CBR and sand, resistivity, and the amounts of fines, while a fairly strong correlation of R = -0.67 was obtained for the plasticity index. The high level of correlation implies that CBR can be predicted from geophysical data and other geotechnical parameters. The study has revealed that the advanced weathering of the underlying Mica-Schist to clayey/silty subgrades with unsuitable geophysical and geotechnical properties is a major contributor to the instability of the highway.

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“…Therefore, the choice of the design parameters is very important at the onset of the design process. Also control during the construction of the pavement layers is an essential part of the construction process performed to ensure that the final product meets design specifications as well as in-service performance of the pavement [2]. The pavement dimensioning procedure can be effected with the CEBTP [4] approach or using softwares such as Ecoroute and and Alizé, which compares the pavement material characteristics to the traffic demands.…”

Section: Introductionmentioning

confidence: 99%

Pavement dimensioning with and on lateritic materials of the Mbu–Baforchu area

et al. 2019

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The present study was conducted on lateritic sub-grade soils with the pavement structure built using lateritic materials. The objective of this work was to characterize the lateritic materials and obtain a correlation between the modulus of elasticity (E dyn) and the Californian bearing ratio (CBR) around the Mbu-Baforchu area in a bid to dimension a second access highway to the city of Bamenda. Identification tests (water content, particle size analysis, Atterberg limits) and mechanical characteristics tests (Modified Proctor, CBR and simple compression) were carried out on soil samples taken from the field. The CBR results were variable with values between 32 and 49 for burrow materials, while those for sub-grade vary between 6.5 and 14.4. A regression equation between the E dyn and CBR for the burrow material gave E dyn = 155.8exp (0.0541CBR) with a regression coefficient of 0.9599 while that for the sub-grade material was E dyn = 69.064exp (0.0706CBR) with a regression coefficient of 0.9295. The burrow and sub-grade soils fall within the S3 and S5 soil classes respectively. The HRB classification pits the burrow materials in the A-2 class with a group indices varying between 0 and 6, which describes them as a clayey loamy soils with (compressible nodular silty sands), while the sub-grade soils falls in the A-7-5 class and having variable group indices (12-20), thereby characterizing them as inorganic clays of high plasticity. The pavement structure designed for consists of a bituminous cover of 5 cm, a base course of 20 cm and a sub-base course of 20 cm. The pavement structure can carry a traffic loading of up to 3000 vehicles per day, inducing stresses and deflections within the pavement structure which are lower than their required permissible values. With ε t = − 14.5 μdef, ε t, perm = 62.8 μdef for the riding surface; σ t = − 0.118 MPa with σ t, perm = 0.427 MPa representing the permissible value for the base layer and ε z = 103.8 μdef, ε z, perm = 487.3 μdef for the sub-base layer; which reassures us that the pavement structure is durable.

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Case study of construction quality control monitoring and strength evaluation of a lateritic pavement using the dynamic cone penetrometer

Cited by 21 publications

References 6 publications

The Implementation of Industrial Byproduct in Malaysian Peat Improvement: A Sustainable Soil Stabilization Approach

The Implementation of Industrial Byproduct in Malaysian Peat Improvement: A Sustainable Soil Stabilization Approach

Integrated Resistivity, Index, and Strength Characteristics of Subgrade Soils: Implication for Highway Pavement Failure Studies in North-Central Nigeria

Pavement dimensioning with and on lateritic materials of the Mbu–Baforchu area

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