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CONCEPTUAL RESEARCH ON SUBBASES WITH RECYCLED CONCRETE AGGREGATES
AND CONCRETE FOR LOW VOLUME ROADS CONSTRUCTION Vijay Kumar
Research Scholar, Department of Civil Engineering, Eklavya University, Damoh (M.P.) India
Prof. Hari-Ram Sahu
Asso. Prof., Department of Civil Engineering, Eklavya University, Damoh (M.P.) India
Abstract - Low-volume roads (LVRs) are an integral part of the road system of all countries, and their importance extends to all aspects of the social and economic development of rural communities. It is well known that the number of quiet roads in the world far exceeds the mileage of crowded roads. India has a road network of over 5.89 million km, making it the second largest road network in the world. India's LVR forms a significant portion of 4.1 million km, which represents about 70% of all types of roads in India. For this reason, they often form major links for access to local and regional education, medical, recreation and commercial activities. Universally, there is no exact definition for low volume roads (LVRs), but it could be defined primarily as tertiary roads that carry AADT of 200 to 500 vehicles per day (Oglesby 1985; Smith, 1983; Meyer; Hudson, 1987; Gourley and Greening 1999;
Hall and Bettis 2000; Southern African Development Community (SADC), 2003). Even in advanced countries like the USA, approximately two thirds of the LVRs carry less than 400 vehicles per day.
Keywords: Bitumen Emulsion Stabilized Bases (BESB); Cement Treated Bases (CTB);
Cement Treated Subbase (CTSB); Recycled Concrete Aggregates (RCA); Strains; KENPAVE.
1 REQUISITE OF A PAVEMENT STRUCTURE
The purpose of the patch is to provide a functional surface for safe operation vehicle.
The general requirements for sidewalks are:
The vehicle must drive within the defined speed range
Road roughness should not cause vehicle vibration beyond acceptable levels and minimize noise from moving vehicles. The safe operation of the vehicle should not be compromised.
It must be thick enough to disperse the load stress of the wheel to the subfloor.
1.1 Need for the Study
It is becoming more and more important in road construction. In the United States, about 80% of this recycled material is used in the recycling process, making it more economical, environmentally friendly and contributing to sustainable development. Therefore, the use of this recycled material in India is limited due to the lack of recycling technology and less research work done in this area. For 10 years, especially for LVR from an
economic point of view, the use of recycled aggregate has increased domestically. Due to the low strength of RCA, it is necessary to stabilize this material with an emulsion of cement and bitumen, and its binding effect provides certain strength. This study assesses the performance of cemented and emulsion treated aggregate sub-bases/sub-bases in terms of durability, fatigue, and potential at various recycled concrete aggregate (RCA) contents. In addition, sub-bas /base with RCA can be examined for mechanical properties such as CBR, UCS, and durability.
2. EARLIER RESEARCH WORKS ON STABILIZED BASES AND SUBBASES 2.1 Earlier Studies on Emulsion Treated Mixes
Maluku et al. (1981) we discussed the
behavior of the cold mixture. A freeze-
thaw Young's modulus test was
performed to characterize the tensile
strength of the cold blend. In this study,
the authors investigated the types of
aggregate used, the grades used, the
variation in moisture content, and the
effects of temperature effects. Slightly
111
different temperatures affect tensile
strength and spring properties. It was also observed that as the evaporation of water increased, the tensile strength and modulus increased. In this article, the author found some correlation between the tensile strength test and the Young's modulus test. Vacuum saturation has also been observed to affect the mixture.
Farrar and Ksaibati (1996) discussed the effect of modulus on the low emulsification base treatment. The modulus of elasticity can be estimated using the diameter or 3-axis test (AASHTO T294921). Generally, granular soil should be treated with emulsified asphalt. The above two sources are rated A1a. Sieve analysis and moisture density tests are performed on the above two sources. These are the next steps to test the effectiveness of anemulsified bitumen.
Choose between two aggregate sources, sample preparation, and find the optimal water content, stabilization, Young's modulus test, and emulsification-based effectiveness for the source. In the modulus test, road materials are divided into two types. They are limited and unlimited. In this paper, the combined mixture is made of aggregate from the above sources.
3 MATERIAL COLLECTION AND SAMPLE PREPARATION
This research approach involves separate preparation of samples for bitumen emulsion-treated substrates, cement- treated substrates/substrates, and substrates with different RCA percentages. Recycled concrete aggregate is crushed using the jaw crusher described in this chapter. First, the sample is prepared with bitumen emulsion, cement, natural aggregate (NA) and RCA. The sample is then tested to determine the corresponding mechanical properties such as indirect tensile strength (ITS), modulus of elasticity (MR), and fatigue potential. Similarly, for cemented mixtures of recycled aggregate and RCA mixtures, samples are prepared and tests are performed. This chapter details the corresponding tests. The methodology for this study is shown in the flowchart in Figure 3.1.
4 TESTS ON AGGREGATES
The various test conducted on the aggregate are as follows,
Aggregate gradation
Shape test of aggregate
Aggregate Impact test
Los Angeles abrasion tests
Specific gravity and
Water absorption test 5.TESTS ON AGGREGATES
The physical properties of natural aggregate made from recycled concrete (indicators of elongation and delamination, impact strength of aggregate, wear value of loss angel, water absorption, specific density, etc.) use laboratory test methods. Will be decided.
This chapter presents a sieving analysis of various batches of natural aggregate and RCA.
5.1 Blending of Aggregates
To prepare the samples for conducting the tests like Modified Compaction test, UCS, ITS, fatigue and durability tests, RCA and virgin aggregates were taken in proportions of (100/0, 75/25, 50/50, 25/75, 0/100) to get required proportions of RCA and VA we need to blend. The gradation curve drawn for all the constraints of the different blending of aggregates is shown in Table 5.1. The corresponding blended aggregates curves are shown in figure 5.1.
Table 5.1 Gradation results for RCA
and virgin aggregates
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Figure 5.1 Gradation curve for different
blends of aggregates 6 GENERAL
Road analysis and design is based on the IRC: SP722015 specification for flexible road design in LVR. The lane composition and traffic volume [1msa, 2msa] of the LVR with a CBR of 5% were taken into consideration. Road design was carried out in stages at various stages. First, the elastic modulus of the pavement layer is calculated according to the IRC:
SP722015 of the given composition.
Second, the approximate thickness of the various layers is determined based on the Odemark equivalent thickness method for small amounts of flexible pavement, both cement-stabilized and emulsion- stabilized. Third, stress analysis is performed using KENPAVE software to optimize the thickness of each layer.
Finally, the composition of the pavement is determined based on the corresponding normal stress and strain calculated by the KENPAVE software.
6.1 Determination of Resilient Modulus (MR)
The resilient moduli of subgrade, granular subbase and granular base are calculated as follows.
a) Resilient Modulus of Subgrade (MR, subgrade)
The resilient modulus of subgrade is calculated using the empirical equations given below
b) Resilient modulus of granular subbase (MR, GSB)
The resilient modulus of granular subbase is calculated as follows:
Where. h= thickness of granular subbase (GSB) in mm
c) Resilient modulus of granular base (MR, GSB)
The resilient modulus of granular subbase is calculated as follows:
The resilient modulus of cement stabilized RCA bases and subbases are determined as explained in earlier chapters. The values of MR cement treated bases with composition of 100RCA_4C and 75RCA_4C are taken as 718MPa and 1148MPa respectively.
Similarly, the value of MR for cement treated subbase (75RCA_2C) is taken as 711MPa for design of flexible pavements.
For design of emulsified asphalt treated bases (EATB), 75% RCA with 8% BEC is considered with corresponding average MR value of 990MPa. The values of MR for WBM-III and Bituminous Macadam layers are taken as 450MPa and 600MPa respectively (IRC: 37-2018).
6.2 The Determination of Equivalent Thickness using Odemark’s Method In this study, the equal thickness of bases is decided primarily based totally at the Odemark`s approach. In this approach, the values of relative stiffness of the exclusive mixes are equated to achieve the equal thickness of the exclusive mixture of the mixes. The grade by grade system of the Odemarks` approach is depicted with inside the following determine 6.1
The system for figuring out the equal thickness of a four-layered machine is defined as follows:
The stiffness values of following
four layered structures are l1, l2, l3 and
l4 for layer-1, 2, three and four
respectively. Firstly, the equal thickness
(he)1-2 is decided via way of means of
equating l1 and l2.
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Figure 6.1 The step-by step procedure of Odemark’s Method
The pavement composition and corresponding resilient moduli for the unstabilized, cement, emulsion stabilized pavements are shown in following tables from 6.1 to 6.4.
Table 6.1 Unstabilized Pavement Composition for CBR=5 (IRC: SP-72-2015)
Table 6.2 Resilient Modulus Matrix for unstabilized pavement layers (IRC: SP-72- 2015)
Table 6.3 The proposed pavement composition for Cement Stabilized Roads
Table 6.4 The proposed pavement composition for Emulsion Stabilized Roads
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6.3 Summary of Pavement Design
The cross-section details of Tests 1 and 2 are shown in Tables 6.4 and 6.5 below, and the corresponding sections of the cement and bitumen emulsion-stabilized roads of Test 1 are shown in Figures 6.6 and 6.7, respectively. From Figure 6.6, the aggregate layer that mitigates the cracks, namely H. WBM III provided with all compositions above CTB. Also note that bitumen crushed stones are only offered in the road section of the T9 traffic category specified in IRC: SP722015. For
traffic classes T7 and T9, a mixture of 100% RCA and 4 is used to build the basic course. The cement stabilization base layer does not cover categories T7 and T9. However, cement stabilization bases and underlays are offered in the T8 category. 75% RCA blends and 2%, 4 ment are used in construction and trackbeds, and transportation categories, respectively. Figure 6.8 compares the total thickness of the various pavement sections for cement-based pavement.
Table 6.5 The cross-section details for pavements with CTB and CTSB
Table 6.6 The cross-section details for pavements with EATB and CTSB
Figure 6.2 Pavement Composition for Cement Stabilized Pavements (Trial-1)
115
Figure 6.3 Pavement Composition for Bitumen-Emulsion Stabilized Pavements (Trial-
1) 4 RECOMMENDATIONS OF THE STUDY In summary, it is recommended to be able to prepare a cemented base (4 μm) by completely replacing the natural aggregate with RCA. In addition, 75% RCA is recommended for the construction of cement stabilization base courses. It has also been proposed to replace natural aggregate with 75% RCA in bitumen emulsion-stabilized roadbeds for low volume road construction. In conclusion, it can be concluded that recycled concrete aggregate (up to 75%) can be successfully used to build stable trackbeds and base layers on low-traffic roads.
5 FUTURE SCOPE
1. The potential for rutting of mixtures treated with emulsified asphalt can be assessed.
2. Fatigue tests can be performed at various temperatures and bitumen emulsion contents.
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