scholarly journals Geotechnical Evaluation of Road Pavement Failure along the Awotan-Akufo Road, Oyo State Southwestern Nigeria

2019 ◽  
pp. 1-11
Author(s):  
Apanpa, A. Kazeem ◽  
Olayiwola, Hameed ◽  
Anjonrin, Ademola
Keyword(s):  
Moisture Content ◽  
Asphalt Pavement ◽  
Optimum Moisture Content ◽  
Traffic Load ◽  
California Bearing Ratio ◽  
Engineering Properties ◽  
Southwestern Nigeria ◽  
The Road ◽  
Road Pavement ◽  
Natural Moisture Content

In order to access the cause(s) of road failure and proffer preventive measures for the future reconstruction of the Awotan-Akufo road, southwestern Nigeria, the geotechnical engineering properties of the subgrade soil, asphalt pavement thicknesses, drainage and traffic load were evaluated. Soil samples were collected from test pits 1 m deep and at an interval of 50 m and subjected to geotechnical analyses in accordance to AASTHO specification. The grain size distribution revealed that 70% of the entire samples from Awotan-Lifeforte and Adaba failed sections along Akufo road contain amount of fines more than 35% passing through sieve No. 200. The Natural Moisture Content range from 5.73 - 20.21% (Awotan-Lifeforte section) and the entire samples from Adaba failed sections have high natural moisture content ranging from 16.20 - 23.20%. From Atterberg limit test, the Liquid limit of 12 - 56% (Awotan-Lifeforte section) and 26.00 - 40.00% (Adaba Section) were obtained. The Plastic Limit and Plasticity Index of the soils ranges from 8.43 to 49.10% and 1.01 to 7.0% (Awotan-Lifeforte section), and 23.10 - 35.50% and 1.50 - 7.10% (Adaba Section) respectively. Linear shrinkage varies from 0.80 to 9.60% and from 3.10 to 8.80% for Awotan-Lifeforte and Adaba sections, respectively. The Maximum Dry Density of the soils ranged from 1.625 - 1.835 mg/m3 at Optimum Moisture Content of 13.4 - 17.3% (Lifeforte-Awotan section), and MDD of 1.752 - 1.975mg/m3 at Optimum Moisture Content of 13.4-17.3% (Adaba section). The unsoaked California Bearing Ratio are 30.08, 70.14, 39.08%, and the soaked California Bearing Ratio values are 26.17, 11.41, 33.41% (Lifeforte-Awotan section) respectively. At Adaba section of the road, the unsoaked California Bearing Ratio is 3.46, 87.70, 70.14%, and soaked California Bearing Ratio values are 3.42, 32.56, 39.83%. The average asphalt pavement thicknesses around Awotan-Lifeforte section range from 0.60 - 1.10 inches, and that of Adaba section range from 0.57 to 1.46 inches. The study concluded that the road pavement subgrade is silty clay and the geotechnical properties rated below the specifications of the Federal Ministry of Works and Housing at some failed portions. Asphalt pavement thicknesses are grossly inadequate and far below NAPA 2007 recommendation. As such the road cannot withstand the heavily loaded trucks that ply it on regular basis. All aforementioned contributed to the untimely failure of the road.

scholarly journals Improvement the california bearing ratio of expansive subgrade using SiCC column

2018 ◽  
Vol 195 ◽  
pp. 03003
Author(s):  
Agus Setyo Muntohar ◽  
Willis Diana ◽  
Edi Hartono ◽  
Anita Widianti
Keyword(s):  
Moisture Content ◽  
Expansive Soil ◽  
Optimum Moisture Content ◽  
California Bearing Ratio ◽  
Dry Density ◽  
Load Bearing Capacity ◽  
The Road ◽  
Road Pavement ◽  
Cbr Test ◽  
Problematic Soil

In Indonesia, many main roads have been constructed on problematic soil. The chemical improvement is widely used to shallow soil modification and stabilization. This paper introduces the use of a SiCC column to strengthen the load-bearing capacity of the expansive soil. In the road pavement design, California Bearing Ratio (CBR) is a most useful parameter to define the pavement layers. Hence, this paper is aimed to investigate the effect of SiCC column on the CBR of compacted expansive soil. Two groups of specimens were prepared for CBR test under soaked condition. A set of specimens are prepared on the wet side (Specimen A), and a set of specimens are compacted on the dry side of optimum moisture content (Specimen B). The objective of this research is to determine the effect of moisture content and dry density on the CBR value. The experiment results show that the SiCC column significantly increases the CBR of expansive soil on both dry and wet side of optimum moisture content. The specimen compacted on the dry side exhibit a higher CBR than the specimen compacted on the wet side of optimum moisture content.

Assessment of Gneiss-Derived Residual Soils as Materials Used in Road Pavement Structures

2020 ◽  
Vol 3 ◽  
pp. 12-25
Author(s):  
Olaoluwa Oluwaniyi ◽  
Imoleayo Fatoyinbo ◽  
Akinola Bello ◽  
Joshua Owoseni
Keyword(s):  
Moisture Content ◽  
Linear Shrinkage ◽  
Optimum Moisture Content ◽  
Soil Samples ◽  
Dry Density ◽  
Residual Soils ◽  
Maximum Dry Density ◽  
Road Pavement ◽  
Natural Moisture Content ◽  
Pavement Structures

Failure of highway pavement and collapse of building in basement complex of Nigeria is often related to the instability of the residual. This study evaluated the strength characteristics of gneiss-derived residual Soils as materials usable for road pavement structures. A total of eleven soil samples derived from granite gneiss were subjected to laboratory geotechnical analyses based on standard practices. The geotechnical analyses reveal the soils’ natural moisture content, specific gravity, grain sizes, consistency limits, shearing strengths, maximum dry density, and optimum moisture content. Based on AASHTO classification, the soil samples are classified as A-7-6, A-6, and A-7-5. The results of the laboratory analyses revealed that the natural moisture content and specific gravity ranged from 8.30 to 22.70% and 2.6 to 2.8 respectively. Particle size analysis reveals that the coarse contents of the soils ranged from 28.8% to 59.8% and amount of fines ranged from 40.2 to 71.2%. The liquid limit ranged from 31.3% to 68.3%, plastic limit ranged from 20% to 28.0%, plasticity index ranged from 4.8% to 38.90% and linear shrinkage ranged from 5.7 to 13.6%. The maximum dry density ranged from 1481 kg/m3 to 1921 kg/m3 and optimum moisture content ranged from 15.2% to 27.6%. Undrained triaxial shear strength (Cu) ranged from 43.0 Kpa to 250.3Kpa, angle of friction ranges from 11.7 to 29.30, and unconfined compressive strength ranged from 153 to 356.5Kpa. The results indicate that the residual soils are poor sub-grade and foundation materials due to their high amount of fines, linear shrinkage values, plasticity, and swelling potential, as well as low maximum dry density.

scholarly journals Enhancing the Engineering Properties of Subgrade Materials Using Processed Waste: A Review

Geotechnics ◽  
2021 ◽  
Vol 1 (2) ◽  
pp. 307-329
Author(s):  
Samuel Y. Amakye ◽  
Samuel J. Abbey ◽  
Colin A. Booth ◽  
Abdul-Majeed Mahamadu
Keyword(s):  
Load Capacity ◽  
Effective Means ◽  
Expansive Soil ◽  
Traffic Load ◽  
Engineering Properties ◽  
Waste Materials ◽  
The Road ◽  
Road Pavement ◽  
Materials Used ◽  
Processed Waste

Subgrade materials refer to the original ground underneath a road pavement, when these materials are made up of expansive soil it is referred to as expansive subgrade. Sometimes, these materials do not have sufficient capacity to support the weight of the road pavement and traffic load, which means they require some form of modification and re-engineering to enhance their load capacity. Chemical modification techniques using traditional stabilisers (such as cement and lime) have proved to be an effective means of subgrade stabilisation. However, high costs and environmental concerns associated with the use and production of these additives have highlighted the need for more sustainable and environmentally friendly substitutes. This study reviews the use of industrial by-products and other waste materials used for subgrade stabilisation, focusing on the sustainability of using processed wastes and how they alter the engineering properties of weak subgrade, compared to the use of cement and also reviews the availability of processed waste materials in quantities sufficient to meet the current demand for subgrade stabilisation. The findings illustrate that, processed waste is less expensive and has better sustainability credentials compared to cement. Moreover, processed wastes are available in sufficient quantities to meet existing demands for subgrade stabilisation. Therefore, it is recommended that the use of processed wastes should be promoted and utilised to improve and enhance the geotechnical properties of weak subgrade materials where possible.

scholarly journals Engineering Geophysical Investigation of Road Failure in a Basement Complex Terrain, Southwestern Nigeria

2021 ◽  
pp. 40-51
Author(s):  
Ismaila Abiodun Akinlabi ◽  
Christianah Oluwakemi Adegboyega
Keyword(s):  
California Bearing Ratio ◽  
Electrode Spacing ◽  
Dry Density ◽  
High Plasticity ◽  
Southwestern Nigeria ◽  
The Road ◽  
Road Pavement ◽  
Sandy Clay ◽  
2D Resistivity ◽  
Poor Drainage

Geoelectrical and geotechnical investigations were conducted to determine factors responsible for pavement failure in some segments of Adebayo Alao-Akala road in Ibadan, southwestern Nigeria. The geoelectrical investigation employed Schlumberger vertical electrical sounding conducted at fifteen stations occupied along two failed segments and one stable segment of the road, using station spacing of 25 m and maximum electrode spread of 100 m. 2D electrical resistivity survey was also conducted using the dipole-dipole electrode array with electrode spacing, a, of 1 m and expansion factor, n varied from 1 to 5 m. The VES data were interpreted quantitatively by partial curve matching and computer iteration technique and geoelectric sections were generated while 2D resistivity structures of the subsurface were produced from the inverted 2D resistivity data. The geotechnical investigation involved Grain size distribution, Atterberg limits, Compaction and California Bearing Ratio tests conducted on subsoils collected beneath the segment. The failed segments are underlain by low-resistivity clayey subgrade of resistivity mostly less than 100Ωm while the stable segment overlies sandy clay/clayey sand mixture of relatively higher resistivity, ranging from 200Ωm to 530Ωm. The subsoils of the failed segments comprise high-plasticity sandy clay and sandy gravelly clay while those of the stable segment are medium plasticity sandy clayey gravel. The values of maximum dry density are 1.46 Mg/m3-1.73 Mg/m3, 1.71 Mg/m3-1.86 Mg/m3 and 1.75 Mg/m3-1.82 Mg/m3 respectively, with corresponding optimum moisture content of 7%-8%, 11%-20% and 10%-17% and California bearing ratio under soaked condition for 48 hours of 7%-8%, 17%-20% and 11%-17% respectively. The failure of the road pavement is attributable to the clayey nature of the subgrade, and poor drainage. The stable segment is underlain by excellent-to-good subgrade materials. Ingress of surface water into the clayey subgrade occasioned by poor drainage of run-off resulted in deformation of the road pavement in response to vehicular load.

scholarly journals Geotechnical investigation of road pavement failure along arigidi / oke - agbe akoko, southwestern, Nigeria

2020 ◽  
Vol 8 (2) ◽  
pp. 35
Author(s):  
Thompson Henry Tolulope Ogunribido ◽  
Tunde Ezekiel Fadairo
Keyword(s):  
Compressive Strength ◽  
Specific Gravity ◽  
Moisture Content ◽  
Unconfined Compressive Strength ◽  
Soil Samples ◽  
California Bearing Ratio ◽  
Dry Density ◽  
Geological Condition ◽  
Road Pavement ◽  
Natural Moisture Content

Twenty soil samples collected from the failed portions in the study area were air dried for two weeks before analyses. Each soil samples were subjected to eight engineering tests which include: natural moisture content, atterberg limit, specific gravity, compaction, unconfined compressive strength, California bearing ratio, grain size and hydrometer analysis. Results showed that the natural moisture content ranged from 17.7% to 37.8%, liquid limit from 48.5% to 62.4%, plastic limit from 18.3% to 26.8%, plasticity index from 25.7% to 37.7%, shrinkage limit from 5.8%-12.5%, optimum moisture content from 14.2% to 32.4%, maximum dry density from 1301 Kg/rn3 to 2002 Kg/rn3. Soaked California bearing ratio ranged from 5% to 17%, unsoaked from 15% to 38%, specific gravity from 2.5 to 2.68, unconfined compressive strength r from 112.8 Kpa to 259.7 Kpa, shear strength from 56.4 Kpa to 129.9 Kpa and hydrometer analysis from 48.5% to 72.1%. Based on the Federal Government specifications for pavement construction, for the soil to be suitable, stabilization with bitumen, Portland cement, lime, coal fly ash, and saw dust should be done. Road pavement failure along Arigidi – Oke Agbe road was due to poor engineering geological condition of the sub-grade soils and poor drainage systems.  

scholarly journals ANALISIS TEBAL PERKERASAN JALAN RAYA MAGELANG-PURWOREJO KM 8 SAMPAI KM 9 MENGGUNAKAN METODE BINA MARGA 1987

2018 ◽  
Vol 2 (1) ◽  
Author(s):  
Sudarno Sudarno ◽  
Lulut Fadhilah ◽  
Achmad Afif ◽  
Siti Nurobingatun ◽  
Heru Hariyadi ◽  
...  
Keyword(s):  
Carrying Capacity ◽  
Secondary Data ◽  
Traffic Load ◽  
Cone Penetrometer ◽  
The Road ◽  
Dynamic Cone Penetrometer ◽  
Road Pavement ◽  
Central Java ◽  
Key Word ◽  
Pavement Overlay

<p>Abstrak. The Highway that connect Magelang Purworejo is one of the Collector roads in Central Java. Magelang-Purworejo’s Highway has a fairly high traffic load, based on a survey conducted by LHR in 2017 of 4392 vehicles. A high enough amount of LHR causes the road to damage the hair cracked. Based on the above, the thickness of the pavement or overlay is planned. This plan begins with a survey of the number of passing vehicles for twenty-four hours (LHR), then surveying the carrying capacity of ground using DCP tools, then measuring the skill of using digital teodholit. Then look for references and secondary data in the form of traffic growth, rainfall data and road class data. After all the data obtained then calculated the thickness of road pavement using the method of Bina Marga 1987. Based on these calculations obtained the required re-layer is 3 cm.</p><p><br />Key word: road pavement, overlay, dynamic cone penetrometer</p>

scholarly journals COMPACTION ASSESSMENT OF RECYCLED AGGREGATES FOR USE IN UNBOUND SUBBASE APPLICATION

2014 ◽  
Vol 20 (2) ◽  
pp. 169-174 ◽  
Author(s):  
Vahid Ayan ◽  
Mukesh C. Limbachiya ◽  
Joshua R. Omer ◽  
Seyyed Masoud Nasr Azadani
Keyword(s):  
Moisture Content ◽  
Asphalt Pavement ◽  
Optimum Moisture Content ◽  
Recycled Concrete ◽  
Recycled Aggregates ◽  
Dry Density ◽  
Reclaimed Asphalt Pavement ◽  
Maximum Dry Density ◽  
Reclaimed Asphalt ◽  
Natural Aggregates

Study was recently conducted at Kingston University to assess the suitability of using recycled concrete aggregate (RCA) and reclaimed asphalt pavement (RAP) in unbound subbase mixtures. The results showed that the use of 100% recycled aggregates increased the optimum moisture content and decreased the maximum dry density of the sub-base materials in comparison with natural aggregates. Moreover, the replacement of RCA by reclaimed asphalt pavement by 50% decreased the optimum moisture content and increased the maximum dry density in proportion to 100% RCA. The effects of physical properties on 0% air void and compaction curve were discussed for each type of subbase. The CBR values of the subbase materials prepared with 100%RCA is lower than subbase mixture with 100% natural aggregates. The CBR further decreased for replaced subbase with RAP so that 50%RCA + 50%RAP is not suitable for unbound subbase from the point of CBR view. In each mix the trend of CBR value was investigated in terms of water content. This research found some significant practical points to use in site works.

scholarly journals Monolayer asphalt pavement. Western requirements in Polish realities

2014 ◽  
Vol 13 (4) ◽  
pp. 153-160
Author(s):  
Piotr Koźlarek
Keyword(s):  
Road Network ◽  
Asphalt Pavement ◽  
Single Layer ◽  
Technical Condition ◽  
Traffic Load ◽  
Base Layer ◽  
Construction Time ◽  
Road Pavement ◽  
Local Roads ◽  
Base Course

Polish road network is made up of 95% local roads. Their technical condition is much worse in comparison to motorways and national roads network. The lack of financial resources is one of the main reasons for this situation. That is why there is a continuous search for technologies, that allow for fast and cheap pavement repair or modernization. The monolayer asphalt pavement is such a solution offering in addition to cost effectiveness and shorter construction time, also an increased durability. Our western neighbors developed the technical regulations for this technology under the name "Asphalttragdeckschicht" which is marked as AC 16 TD. In direct translation "Asphalttragdeckschicht" means supporting wearing course / base layer. The monolayer asphalt pavement consists of a single layer with thickness between 5 to 10 cm made of HMA that links the functions of two layers – asphalt base course and asphalt wearing course. Thanks to this, the monolayer is resistant to environmental conditions and provides an adequate bearing capacity for a given traffic load. Insufficient funding and the impossibility to put the street out of operation were the bases for the investor’s decision to build a 220m section of road pavement using the monolayer pavement technology in Pruszków near Warsaw. This project gave the possibility to learn and gain an experience with a new western technology applied to Polish reality.

scholarly journals Investigation On The Causes Of Distress Affecting Perfomance Of Asphalt Pavement

2021 ◽  
Vol 23 (09) ◽  
pp. 209-220
Author(s):  
ZerihunBelayneh Woldesenbet ◽  
◽  
Mulugeta Regassa Yimam ◽  
Mengistu Mena Kuleno ◽  
◽  
...  
Keyword(s):  
Asphalt Pavement ◽  
Flexible Pavements ◽  
Engineering Properties ◽  
Primary Data ◽  
Maintenance Strategy ◽  
The Road ◽  
Different Types ◽  
Data Survey

Flexible pavements are designed to serve a specified design period without significant failures, but once it was constructed and opened to traffic, after a few years, different types of distresses or damages are occurring. This study focused on the investigation of the causes of the distresses of the study area, which is affecting performance of the pavement. To do the study, a primary data survey performed directly in the field in order to identify, classify, and quantify the extent of defects/distresses. At the same location, samples collected and brought to the laboratory for testing to determine the engineering properties of soils, for both severely distressed and non-distressed sections. It was concluded from the results obtained that the road was constructed with materials with poor engineering properties compared with ERA standard, has lack of routine maintenance strategy and this created condition in which minor distresses expanded to be major distress for the road that highly hinder its performance.

scholarly journals Effectiveness of the iDOP-PH adhesion promoter in relation to adhesion of the pavement bitumen

2021 ◽  
pp. 201
Author(s):  
Yan Pyrig ◽  
Andrey Galkin ◽  
Pavlo Roman
Keyword(s):  
Thermal Stability ◽  
Research Work ◽  
Inhibitory Effect ◽  
Traffic Load ◽  
Adhesion Promoter ◽  
Adhesion Properties ◽  
Adhesion Promoters ◽  
The Road ◽  
Road Pavement ◽  
Standard Quality

Asphalt pavement is permanently influenced by various environmental conditions and traffic load. Because of this after a certain period numerous defects may appear on the surface of the road pavement. These defects include peeling, chipping, pots, cracks etc. The low water proof resistance of the asphalt concrete (conditioned by low adhesion of the bitumen to aggregate surface) is considered to be one of the reasons for appearance of these defects. Adhesion promoters’ use is the most common method to increase adhesion activity of pavement bitumen. Goal. The objective of the current research work is the evaluation of influence of the domestic adhesion promoter iDOP on the conventional and adhesion properties of bitumen. Methodology. To achieve this goal, the following was done: the effect of the adhesive promoter iDOP on the standard quality indicators of bitumen was determined according the requirements of the current standards DSTY 4044 and SOU 45.2-00018112-067; the effect of the adhesive promoter on the adhesion of bitumen to the glass surface (according to the DSTU B.V.2.7-81 method) and to the surface of aggregates with different mineralogy was evaluated by the rotating bottle method according to DSTU EN 12697-11; the thermal stability of the iDOP-PH promoter was tested by simulating the technological ageing of bitumen according to the method given in GOST 18180 and the RTFOT method. Results. Grounding on the experimental data obtained, it was found that the adhesive promoter iDOP-PH does not affect the standard indicators of the quality of bitumen (penetration, softening and breaking point temperatures, ductility). During hardening with the RTFOT method, a slight inhibitory effect of the promoter is observed, which appears as an increase in the values of residual penetration and ductility compared to bitumen without promoter. The iDOP-PH promoter increases the adhesive capacity of bitumen, which is confirmed by the adhesion data determined by the improved method given in GOST B.V.2.7-81 and the rolling bottle method. Originality. It is shown that the iDOP-PH promoter has a relevantly low thermal stability. With this the main factor affecting the decrease in thermal stability is the long time exposing of the binder at high temperature by GOST B.V.2.7-81 method. Practical value. It is shown that the promoter concentrations recommended by the supplier are insufficient, and to ensure the required values of the adhesion (standardized in СОУ 45.2-00018112-067) it is advisable to increase the concentration of the iDOP-PH promoter in bitumen to 0.3 - 0.6%.

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