Development of Single-Phase Microbial Cementation Method and to Investigate its Efficacy on Bearing Capacity, UCS, and Permeability of Sandy Soils

Microbially induced calcite precipitation (MICP) is a method based on collaborative knowledge of microbiology, chemistry and geotechnical engineering. The objective of this study was to investigate the increase of the bearing capacity and the unconfined compressive strength (UCS) as well as the reduction of the permeability of sandy soil using MICP. Experiments were carried out using Bacillus Pasteurii, on three different types of sand. The admixture of bacterial culture and cementation (BCC) solution all-in-one with sand by single-phase injection was applied to induce cementation. Three samples of the selected sand were treated with varied concentrations of BCC solution, ranging from 0.05 to 0.2 L/kg, with a curing period of 3, 7 and 14 days. The test results indicated an enhancement of 55% in UCS for sand treated with a BCC content of 0.05 to 0.2 L/Kg and a reduction of 40% in permeability for untreated sand with an effective diameter of 0.5 mm treated with 0.2 L/kg of BCC solution after 14 days of curing. The results of a plate load test (PLT) on MICP treated sand showed an increase in the ultimate bearing capacity (qu) by about 2.95 to 5.8 times and a 1.7 to 3.31-fold reduction in settlement corresponding to the same load applied on untreated footing. Further investigation of the size and shape of the bearing plate on bearing capacity and settlement was carried out through a plate load test. The higher and more favorable results shown by a rectangular plate compared to a circular plate indicate that the first is preferable.

Experimental Study on the Compaction Characteristics and Evaluation Method of Coarse-Grained Materials for Subgrade

Coarse-grained materials are widely used in high-speed railway construction, and it is of great significance to research its compaction characteristics due to the high quality control requirements. In this regard, a field compaction experiment was conducted at a subgrade near Bazhou Station of Beijing-Xiong’an Intercity Railway. The test results of the compaction effect were presented in this study at first. The roller-integrated compaction measurements (i.e., compaction meter value, CMV) were compared with several traditional in-situ tests (i.e., plate load test, light falling weight deflectometer test, and shear wave velocity test). Then the stability of CMV was evaluated by the proposed δ criterion. The spatial uniformity of compaction was further investigated. Based on the analysis, the target value of CMV was preliminarily determined. It showed that Evd was more variable than CMV. The results convincingly indicated that the compaction parameters increased with the increasing number of roller passes at first. A further increase in compaction effort could result in the decompaction of material when the compaction number up to a certain value. The stability analysis method proposed in this study showed its potency of quantifying the percentage of areas with acceptable compaction. The geostatistical analysis could reflect the spatial uniformity of compaction. Overall, the conducted study could provide a useful reference for geo-material compaction control in the transportation engineering.

Falling Weight Deflectometre And Plate Load Test: Direct And Indirect Comparative Testing

Plate load test is a widely used method in Latvia both in quality control and in road design process. This test is performed according to the standard DIN 18134. Such test usually takes at least 30 minutes and requires certain load weight. Considering the relatively long time needed for this test, alternatives were sought and a potential alternative was defined to perform testing with Falling Weight Deflectometre (FWD). In order to check this assumption both direct and indirect testing was performed and correlation between the results of both tests was defined. In the first case the test was performed in the same location with both pieces of equipment on a surface of unbound pavement. In the second case the test with Falling Weight Deflectometre was performed on the surface of bituminous pavement but plate load test was performed in the same location on the surface of base course with prior demolition of bituminous layers. In order to compare the results of indirect comparative testing, the backcalculation for the data acquired with Falling Weight Deflectometre was performed according to German calculation method. Results acquired with direct testing showed that the testing with Falling Weight Deflectometre and plate load test are interchangeable if no characterization of the layer compaction is required. The German method of backcalculation (FGSV, 2014) is very simple. Despite positive references from other specialists this method in comparative testing did not show sufficiently good correlation with the results acquired in plate load test.

Development of Deflection Prediction Model for Interlocking Concrete Block Pavements

Interlocking concrete block pavement (ICBP) is one of the pavement types adopted worldwide, as it is economical and exhibits improved structural performance. The primary objective of the present study was to develop a deflection prediction model for ICBP considering the most influential parameters using the plate load test. The finite element method (FEM) based software PLAXIS was also employed to predict the plate load deflection to reduce laboratory cost and time. Statistical analysis was carried out to assure the identical deflection values between the laboratory plate load test and FEM analysis. Sensitivity analysis was performed to finalize the most significant parameters for developing the deflection prediction model using the Design Expert software. Two deflection models were predicted for zigzag shape blocks with two laying patterns: stretcher and herringbone. The model was developed in SPSS software by performing 1,680 trial experiments. The results from ANOVA statistical analysis proved that the developed model possessed a significant fit for a 95% confidence level. The predicted deflection model was validated using field deflection measurements obtained from four different roads using Benkelman beam deflection (BBD) and light weight deflectometer (LWD). Statistical two-tailed test results proved that the predicted deflection model was compatible with the observed field deflection value.

Dynamic Analysis of Machine Foundation with and without Geosynthetic Reinforced Soil Beds

Most of the machine foundations are located in the regions with poorly graded soil including loose sand. Hence, the experimental studies are undertaken to evaluate the dynamic parameters of geosynthetics using cyclic PLT. This paper presents the results of the 10 m2 area of the model cyclic plate load test conducted on geosynthetics reinforced soil beds with similar density, supporting square footing, the results of cyclic PLT from the laboratory-model tests on square footings resting on a sand bed. The various intensity of cyclic load (loading-unloading) applying on the footing and then the elastic recovery of the footing alike to each intensity of loading obtains during the tests to determine the coefficient of elastic uniform compression (Cu) of sand. Results showes that the provision of geosynthetics like geogrid and jute the value of Cu decreases due to elastic recovery increases as compared to unreinforced soil bed, by 06% to 94% and natural frequency 03% to 76% . Introduction of planer geogrid at the base of the geosynthetic matress not only enhance the load carrying capacity but also increasing the elastic recovery to making them more elastic and prevents footing to failure due to vibration. In addition to the experiments also analyses various dynamic parameters of the machine foundation using cyclic PLT on the geosynthetics

Investigation of Mechanical and Hydrologic Characteristics of Porous Asphalt Pavement with a Geocell Composite

Porous asphalt pavement is a part of the permeable pavement system, which can be used to mitigate the negative impacts of urbanisation on the water hydrological cycle and environment. This study aims to assess the mechanical and hydrologic characteristics of porous asphalt pavements, with and without geocell composites, using a plate load test, falling weight deflectometer test, and rainfall simulation test. The corresponding results indicate that the elastic modulus of the unreinforced pavement is lower than that of the reinforced pavement. The analysis demonstrates that the use of geocell composites effectively increases the load-bearing capacity of the pavement. When the base layer is reinforced with geocells, its load-bearing capacity increases. Observation of the rainfall simulation tests on the reinforced pavement indicates that the reinforced pavement effectively handles the surface runoff.

The improvement of the dynamic behavior of railway bridge transition zone using furnace slag reinforcement: A numerical and experimental study

Transition zones between railway tracks and bridge decks can cause higher dynamic impacts. A solution is smoothly changing the track stiffness by gradually mixing steel furnace slag into the stone ballast. A nominated bridge transition zone is divided into 5 blocks of 7 meters long, with the mixing percentages of 0%, 25%, 50%, 75% and 100%. The mechanical behaviors of furnace slag-ballast combinations (FS-BCs) were studied using experiments of shear strength test, Los Angles abrasion index and plate load test. Furthermore, the dynamic behavior of bridge transition zone with FS-BCs blocks was investigated using a field validated FEM model. Results show that the 100%, 75%, 50% and 25% furnace slag by weight of ballast can increase the shear strength and ballast layer bending modulus by 13%, 12%, 9% and 7% at speed of 300 km/h compared with those of the stone ballast. The FEM study shows that rail deflections are reduced about 20%, 14%, 21% and 16% at speed of 300 km/h corresponding to 100%, 75%, 50% and 25% FS-BCs and accelerations are significantly reduced as well as increasing FS content of each block in bridge transition zone so that a smooth bridge transition zone can be achieved.