Base Course Research Articles

Schedule Acceleration Planning in Construction Project (Case Study: Japek II Selatan Tollroad)

This study focuses on the remaining work at stations (STA) 53+950 to 54+550 in Jakarta – CikampekII Selatan Toll Road Package III project to find the critical path, completion durations, and projectcosts before and after acceleration. The CPM Technique was used to compile network planningdiagrams, determine the critical path and project duration. Crashing Project was applied to crashschedule through the total project duration and cost whose changes due to the implementation of thecrashing method. The critical path was found in mobilization, tree felling, clearing, dig and haul,borrow material, subgrade preparation, base course (A grade), subbase course (B grade), drainagelayer, lean concrete (t=10 cm), concrete pavement, concrete barrier type B, and signage. In the CPM,the duration of project completion is 214 days. The total project budget under normal circumstancesis Rp22.073.412.654. After accelerating with the Crashing Project by proposed overtime was obtainedthe reduced total cost of Rp32.004.882 from the total normal cost of Rp22.073.412.654 toRp22.041.407.771 with an optimum duration of 183 days

Effect of adding dune sand to tuff in Saharan road construction

The south region of Algeria is characterized by a wide surface, a scattered population and a very small ratio of road length per habitant. To allow the development of agricultural, industrial and touristic activities between different cities in the south of Algeria, it is necessary to maintain and to develop the road infrastructure. However the development of these infrastructures necessitates the use of huge amount of certified aggregates from quarries which is not available in the vicinity of the need. For these raisons, in the framework of sustainable development, a strategy which consists in using local materials like fine sediments (dune sand) and other types of material is engaged. The materials constituting the road layers, until today, have been limited to certain so-called noble materials (gravel, aggregates, etc.), but these are being depleted as a result of the intensive exploitation and the scarcity of quality careers. Gypso-limestone encrustation tuffs, the most used materials in pavements (base course and base course) in the Saharan areas such as southern Algeria, have shown acceptable behavior for many years until these last days, when this type of material begins to present certain limits under the effect of the intensity of the traffic. In order to promote the abundant wind sands in these regions, we are interested in developing the dune sands in the pavement as a mixture with the tuffs. The present work presents a contribution to the study of the behavior of the tuff of the Adrar region (South of Algeria) alone and mixed with the sand dunes in different formulations. The aim is to evaluate the evolution of mechanical properties including resistance to simple compression, the ability to compaction and punching (RBC). The work also discusses the influence of the addition of cement in low levels on the performance of the mixture.

Development of a sustainable stabilized macadam road base using steel slag as supplementary cementitious material

As the main waste product of iron and steel industry, steel slag possesses considerable cementitious activity, making it a promising alternative to cement in Cement Stabilized Macadam (CSM). However, CSM was inevitably exposed to groundwater and rainwater when served as the pavement base course, leading to concerns over poor early strength and potential pollutant leakage, which are the main factors that may hinder the widespread utilization of steel slag in CSM base. To address these issues, this study investigated the feasibility of using steel slag powder to produce CSM. Steel Slag Powder-Cement Stabilized Macadam (SSCSM) samples were prepared and the hydration products, microstructure, mechanical properties, water damage resistance and heavy metal ions leaching behavior were investigated. The results show that the nucleation effect of steel slag powder accelerates the early hydration, but the C-S-H produced by hydration is not sufficient to form a stable hydration product network, so the microstructure of SSCSM is looser than that of CSM. The addition of steel slag powder improved the shrinkage performance of SSCSM, and the mechanical properties and heavy metal ion leaching concentration of SSCSM meet the engineering application requirements when the steel slag powder replacement level does not exceed 30 %. It was also found that the addition of steel slag powder promoted the development of pores in SSCSM samples after dry-wet cycles, resulting in the reduction of water damage resistance. Compared with conventional CSM, the use of SSCSM can not only reduce 4 % of raw material cost and 23.5 % of equivalent CO2 emission, but also mitigate the heavy metal ions leaching risk associated with steel slag, making it an effective and sustainable solution for steel slag recycling.

Stabilization of lateritic soil with Portland cement and crushed granite for pavement base courses

The aim of this work is to propose reconstituted materials, by cement-based improvement of lateritic gravels and joint cement improvement and lithostabilization, that are technically suitable for use in base courses. The study focused on two (02) different lateritic gravels, LG1 with a fine content of 24% and LG2 with a fine content of 15%. For lithostabilization, 0/25 granite crushed stone was used and the cement used was CEM II/B-LL 42.5. For cement improvement, three (03) cement contents (1%; 1.5% and 2%) were studied, and for joint stabilization, the granite crushed content was set at 10%, with only the cement content varying by 1%, 1.5% and 2%. The mixes were obtained by adding the cement mass calculated from the total gravel mass collected and the cement rate studied to the raw gravel or to a mixture of 90% gravel and 10% granite crushed stone. The results of physical-mechanical tests such as the Atterberg limits, Modified Proctor and California bearing index of stabilized materials were analyzed in comparison with the initial values of raw materials without stabilization. The results show that cement increases the plasticity index but improves the bearing capacity of lateritic gravels better than joint stabilization. However, joint stabilization does improve gravel bearing capacity compared with untreated raw gravel. For use as a base course in accordance with CEBTP specifications [3], in addition to the 10% granite crushed content, LG1 must be upgraded to at least 1.5% cement and LG2 to 1%.

Effects of Ground Coal Bottom Ash and Calcium Chloride on the Compaction Properties of Cement Stabilized Cold In-Place Recycling (CIPR) Pavement Base Course

Effects of Ground Coal Bottom Ash and Calcium Chloride on the Compaction Properties of Cement Stabilized Cold In-Place Recycling (CIPR) Pavement Base Course

Utilization of Tunnel Waste Slag for Cement-Stabilized Base Layers in Highway Engineering.

The rapid expansion of highway infrastructure in the mountainous regions of China has led to a significant increase in tunnel construction, generating substantial amounts of tunnel waste slag. Concurrently, the development of transportation infrastructure has created a critical shortage of natural aggregates, necessitating the exploration of alternative sustainable sources. This study aimed to conduct a comprehensive evaluation of the physical and mechanical properties of tunnel waste slag and explore its potential for utilization in cement-stabilized base courses for highway engineering applications. The uniaxial compressive strength of the parent rock (tunnel waste slag) ranged from 81 MPa to 89 MPa in the desiccated state, indicating its suitability for use as a construction material. This study also determined the maximum dry density (2.432 g/cm3) and optimal moisture content (5.4%) of cement-stabilized mixtures incorporating recycled aggregates derived from tunnel waste slag. The splitting tensile strength of these mixtures at 28 days varied from 0.48 MPa to 0.73 MPa, demonstrating robust mechanical performance. Moreover, the unconfined compressive strength of these mixtures escalated from 7.0 MPa at 7 days to 11.0 MPa at 90 days, signifying a substantial enhancement in strength over time. These results validate the viability of utilizing tunnel waste slag in highway engineering and furnish valuable insights for designers, concrete manufacturers, and construction firms engaged in the development of cement-stabilized aggregate base courses.

Influence of subgrade spatial variability on strain-alleviating ability of geogrids and rutting life in flexible pavement

This study employs the Random Field Finite Difference Analysis to assess how subgrade spatial variability impacts geogrid reinforcement’s strain-alleviating ability and the reinforced pavement’s rutting life. The geogrid’s abilities to reduce critical strains are evaluated using a strain-alleviating ratio and compared between deterministic and spatially variable scenarios. The analysis involves six geogrid reinforcement arrangements, considering two kinds of geogrid stiffness (G1 and G2) and three typical positions: top (L1), mid-depth (L1-2) and bottom (L2) of the base course. Key findings include: (a) Subgrade spatial variability significantly amplifies mean critical strains and leads to irregular strain and stress distributions, which in turn impacts the strain-alleviating ability of the geogrid reinforcements and potentially changes the optimal geogrid position. (b) The impacts of subgrade spatial variability on the geogrids’ strain-alleviating ability vary with the type of critical strains, the geogrid position, and the coefficient of variation and scale of fluctuation of subgrade modulus. When the geogrid is located at L2 (G_L2), its ability to alleviate critical subgrade strain is significantly compromised. (c) The adverse effect of subgrade spatial variability on the rutting life of G_L2 reinforced pavement is significant and can be mitigated by homogenising a very thin sublayer at the subgrade surface.

Soil characterization, CBR modeling, and spatial variability analysis for road subgrade: a case study of Danchuwa – Jajere Road, Yobe State, Nigeria

Road construction projects require a thorough understanding of soil properties to ensure the stability and longevity of the infrastructure. This study investigates soil properties along a proposed 34 km road alignment in Yobe State, Nigeria, to characterize soil variability for road construction and develop a predictive model for California Bearing Ratio (CBR). Of the 34 soil samples analyzed, 30 were classified as A-3(1) and four as A-1(1) according to the AASHTO system. Geotechnical testing, including particle size distribution (grading percentages: gravel 0.02%–75.34%, sand 15.5%–90.88%, fines 8.92%–34.84%), Atterberg limits (liquid limits 17%–33%, plastic limits 14%–27%, plasticity index <12%), specific gravity (2.01 to 2.73), compaction (maximum dry density 1.83–2.19 Mg m−3, optimum moisture content 7.29%–14.42%), and CBR tests (values ranging from 5%–62%), were conducted. Correlation analyses revealed strong positive relationships between maximum dry density (r = 0.82) and specific gravity (r = 0.89) with CBR values. Cluster analysis segmented the samples into four distinct groups: Cluster 0 (11 samples), Cluster 1 (9 samples), Cluster 2 (5 samples), and Cluster 3 (9 samples). A linear regression model predicted CBR using maximum dry density and specific gravity (mean squared error = 9.82, R2 = 0.92). Based on CBR criteria, 8 out of 34 samples (CBR 20%–53%) satisfied subbase requirements, while none met the recommended minimum CBR of 80% for base course materials. This study enhances road construction planning through soil variability analysis, effective soil categorization via cluster analysis, and a reliable CBR prediction model. While on-site materials are unsuitable for subgrade and subbase layers, alternative materials or ground improvement techniques are recommended for the base course layer to enhance bearing capacity.

A Review on Developing HiPER Bituminous Mix Using Existing Binder and Modifier

Heavy commercial vehicles combined with high pavement temperatures induce higher stresses in base and surface courses layers resulting in premature pavement distresses such as rutting and cracking. Therefore, it's essential to create a binder that performs better in heat and is more elastic and rigid so that it may be utilized to bear heavy axle loads. For several years, efforts have been made in India and worldwide to develop new pavement materials and improve the specifications of paving mixes and their constituents. One of the emerging solutions is use of a French asphalt mix known as “Enrobé à Module Élevé (EME)” or “High-Modulus Asphalt (HiMA) Mix”. This mix offers unique performance characteristics such as high stiffness and durability, good resistance to permanent deformation and fatigue. Therefore, HiMA mixes also referred as High Performance (HiPER) Bituminous Mixes. EME mixes uses a hard grade binder (HB), have higher binder content and lower air voids. The unique challenges in preparation of HiPER bituminous mix is selection of bitumen, which shall be hard grade bitumen (stiffer than VG40). In India, binder stiffer than VG40 are not commonly available commercially. Also, selection of modifiers used to produce hard grade binders and to enhance the performance of the binders that provides higher resistance to permanent deformation as well as to cracking. The main focus of this study is to find potential of modifier(s) to develop hard grade binder (HB) and use of HB for the preparation of mixes at various binder content and evaluated with the target of producing HiPER bituminous mix. Marshall stability and indirect tensile strength (ITS) tests are conducted to assess the mixes for HiPER bituminous mix

The use of asphalt waste dust for stabilization of sustainable pavement recycling

The asphalt waste dust as a sustainable material for stabilizing pavement recycling, which is cold in-place recycling (consists of reclaimed asphalt pavement, crushed rock aggregate base, and ordinary Portland cement), was presented in this study. To understand the effect of asphalt waste dust on stabilizing pavement recycling, 10–30 wt% asphalt waste dust was added and compared with the behavior of pure old-asphalt pavement material and old-asphalt pavement material mixed with 3.5 % OPC. The compaction test, unconfined compressive strength test (UCS), indirect tensile strength tests (IDT), and scanning electron microscope analysis were conducted under various mixing conditions. The addition of asphalt waste dust up to 20 wt% achieved desirable results of UCS and IDT involved with microstructural development, which were beyond the standard requirements of the base course from the Department of Rural Roads and the Department of Highway. A maximum of 20 wt% asphalt waste dust can be utilized for practical use with pavement recycling in the base course.

Fatigue characteristics of cement-stabilized steel slag base course for asphalt pavement structure considering different paving methods

ABSTRACT This study investigates different on-site paving methods for the base course, establishing a model using the computational programme GAMES based on the elastic layered system theory. The impact of the number of paving layers, paving thickness and the bonding condition at interfaces between sub-layers on the fatigue characteristics of the asphalt pavement structure with the cement-stabilized steel slag (CSS) base course is investigated. Furthermore, this study explores the impact of factors such as forming method, curing time and cement content on the fatigue characteristics of the CSS mixtures through laboratory indirect tensile test. The results indicate that the impact of the bonding conditions at paving interfaces between sub-layers due to layered paving on the tensile stress at the bottom of the CSS base course is much greater than that of the asphalt surface course. The tensile stress at the bottom of the CSS base course increases first and then decreases as the paving interface moves from top to bottom, indicating the existence of the most unfavourable paving interface. It is recommended to use vibration compaction method for forming the CSS base course to reduce the paving interface, thereby enhancing the fatigue resistance of the pavement structure.

Mechanical performance of an asphalt stabilized base with natural asphalt, hydrated lime and Portland cement

This study aimed to evaluate the mechanical performance of an asphalt stabilized base with natural asphalt mix (ASB-NA) with added contents of 1.0 %, 2.0 %, and 3.0 % of Hydrated Lime (HL) and Portland Cement (PC). Tests were employed under dry and wet conditions to analyze the response to monotonic loading in compression and indirect traction and evaluate the susceptibility to water. Additional tests were conducted to analyze the resistance to cyclic dynamic loading, employing resilient modulus, permanent deformation, and fatigue resistance testing. The results reported that adding HL and PC in ASB-NA significantly increased the mechanical performance under monotonic and dynamic loading. These increases were evidenced by higher compressive strength, indirect tensile strength, resilient modulus, fatigue resistance and permanent deformation. Regarding water susceptibility (durability), higher resistance values to moisture damage were presented for the samples with 2 % HL and PC contents. This paper presents new materials for pavement asphalt base courses, which would reduce asphalt consumption, save energy, cut costs, and protect the environment.

Comparative Study of Airport Layer Thickness Planning Between US Army Corp Graphical Method and Federal Aviation Administration (FAA) PCN-ACN and PCR-ACR Method

Airport pavement is designed following the US Corporation of Engineers method or better known as the California Bearing Ratio (CBR) method and the FAA (Federal Aviation Administration) method which issues regulations for calculating airport pavement structures, namely AC (Advisory Circular) 150_5320_6D which same as the method CBR. In 2021, the FAA issued a standard for calculating airport pavement structures, namely AC (Advisory Circular) 150_5320_6G which uses the FAARFIELD assistance program. The difference in pavement thickness is at most 7.6 cm, on the flexible pavement type base course. In the FAARFIELD Auxiliary Program, all aircraft loads are taken into account as a contributor to pavement damage indicated by the CDF value that can accommodate aircraft loads, in contrast to the graphical method where aircraft are converted to design aircraft. The thickness of the base course using the graphical method is greater than that of the FAARFIELD Assistance Program, this is because when performing calculations, the initial base course value is the minimum value based on the minimum base course table for the use of top foundation layer material (AC No.150_5320_6G). The thickness of the surface course pavement is the same according to FAA provisions for the critical thickness of the surface course which is 4 in or 102 mm.

Influence of bio-based and refined rejuvenators on asphalt mixture with cold RAP

ABSTRACT In the recent years, research on the effects of rejuvenation on hot mix asphalt (HMA) with a high amount of RAP (Reclaimed Asphalt Pavement) has intensified. However, the vast majority of scientists focus on the technology of preheated RAP addition (e.g. in the parallel dryer). It was decided to investigate the effect of rejuvenators on asphalt mixtures containing non-preheated RAP (RAP cold addition into the mixer). Different types of rejuvenators were used in the research. The tests were carried out for the binder course and the base course. The optimal amount of cold RAP in the mixtures was determined and based on the initial tests of stiffness modulus and air void content, the amount of rejuvenators was adjusted for later tests. Tests of air void content, stiffness, resistance to water and frost and rutting resistance were carried out in the laboratory. Afterwards tests in the asphalt mixing plant were conducted for the rejuvenator with the best results for the base course. The results obtained confirmed the potential of using rejuvenators for mixtures with cold RAP addition into the mixer. It has been shown that bio-based rejuvenators are suitable for the use in different types of asphalt mixtures.

Characteristics of life-cycle carbon dioxide emissions of arterial highway maintenance and the influencing factors

With the focus of highway development transitioning from construction to maintenance, a comprehensive understanding of the characteristics and influencing factors of carbon dioxide (CO2) emissions from highway maintenance activities is crucial for formulating effective strategies to promote the low-carbon development of road infrastructure. However, the quantitative relationships between CO2 emissions from highway maintenance schemes and factors such as pavement deterioration, traffic volume, and road grade remain unclear owing to a lack of comprehensive, multi-category, and real data. Using real maintenance data from 340 arterial highway segments in China, this study conducts the life cycle assessment (LCA) to estimate CO2 emissions from maintenance activities and examines the primary emission sources among various structural layers and materials. Furthermore, multiple linear regression (MLR) analysis is conducted to investigate the impact of traffic volume, road grade, and pavement deterioration on CO2 emissions from maintenance projects, and factors influencing the early-stage degradation of pavement performance. The results demonstrate that average CO2 emissions from heavy rehabilitation projects are 6.97 times higher than those from medium rehabilitation projects. Emissions from heavy rehabilitation projects exhibit a significantly negative linear relationship with the riding quality index (RQI) before maintenance (p < 0.05), and emissions from medium rehabilitation projects show a significant negative linear relationship with the pavement condition index (PCI) before maintenance (p < 0.05). Emissions from heavy and medium rehabilitation projects are significantly positively correlated with heavy vehicle traffic volume before maintenance (p < 0.05). Moreover, the early-stage degradation of PCI after heavy rehabilitation and RQI after medium rehabilitation exhibit significantly negative linear relationships with their respective indicators before maintenance (p < 0.05). The early-stage degradation of RQI after heavy rehabilitation is significantly positively correlated with CO2 emissions from the base course and cushion layers (p < 0.05). The findings emphasize that timely maintenance and reduction of CO2 emissions from asphalt mixing equipment are essential for mitigating emissions from road maintenance. This study offers valuable insights for advancing the low-carbon development of highways in temperate regions.

Design of sustainable bituminous concrete pavement with cement–treated granular layers constructed on stabilized subgrade

Purpose Designing a sustainable bituminous concrete with long-term performance is a challenging problem. In addition, strength of the subgrade has a crucial impact on pavement design. This paper aims to concentrate on subgrade soil stabilization with granite dust powder (GDP) and crumb rubber powder (CRP) to improve the engineering properties of the soil. Further design of bituminous concrete pavement with cement-treated layers in base and subbase course layers was carried out with life cycle cost analysis and life cycle assessment for 1 km of a four-lane national highway. Design/methodology/approach Subgrade soil stabilized with GDP and CRP is characterized as per Indian Standards (IS)-2720 to determine the optimum dosage. Further, the mechanistic-empirical pavement design was carried out using Indian Road Congress-37 (2018), analyzed using IITPAVE software and validated with ANSYS software. The life cycle cost analysis is carried out using the net present value method, and the life cycle assessment is performed according to the cradle-to-grave approach. Findings A soil mix comprising 10% GDP and 2.5% CRP yielded a soaked California bearing ratio value of 6.58%. In addition, the design of bituminous concrete pavement with cement-treated granular layers showed a 26.9% reduction in life cycle cost and 59.4% reduction in total carbon footprint per kilometer compared to the pavement with traditional aggregate layers. Originality/value The research on subgrade stabilization with sustainable materials like GDP and CRP incorporating mechanistic empirical pavement design, life cycle cost analysis and life cycle assessment is limited. Overall, the study recommends the use of GDP and CRP to stabilize soil for subgrade application and incorporate cement-treated granular layers, which offer economic and environmental benefits compared to traditional pavement construction.

Performance evaluation of marginal materials in geosynthetic reinforced base layers

The high-altitude regions are prone to natural disasters such as landslides, and tunnelling that generate substantial amounts of debris. Utilising these waste (marginal) materials in the pavement sector offers a viable solution. This study aims to stabilise tunnel muck, landslide debris, and Reclaimed Asphalt Pavement using geosynthetics (geogrid, geocell, double geogrid, and geogrid + geocell) for the base course. Cyclic Plate Load tests were performed on pavement prototypes built with available marginal materials and conventional GSB as the base/subbase course, with Black cotton and silty soil subgrades. The results indicated that geosynthetic reinforcement significantly improved the performance of marginal materials by lowering permanent deformation and increasing design life. The pavement prototypes reinforced with double geogrid and geogrid + geocell indicated rutting performance equivalent to conventional GSB for specific combinations. Additionally, incorporating geosynthetics in pavement layers increased the structural strength of the base layers by a layer coefficient ratio factor ranging from 1.1 to 2.5.

Can rubberized-asphalt comprising tire-derived aggregates produced through dry process be an alternative subsurface road material?

The major objective of this study was to investigate the suitability of utilizing tire-derived aggregates (TDA) at varying contents for the design of rubberized-asphalt base / subsurface layers through the dry process, along with (i) understanding the cracking potential and mechanical stress-strain response of the different materials under cyclic and confining stresses through triaxial resilient modulus (MR), dynamic modulus |E*|, and static semi-circular bend test, and (ii) assessing bonding strength of TDA with binder-aggregate matrix through moisture susceptibility test. The scope encompassed preparation of ten base course mixtures: one unbound granular base (UGB), three cement treated base (CTB), two asphalt treated base (ATB), and four rubberized-asphalt treated base (RATB) and obtaining mechanical performance at varying temperature-frequency combinations totaling 2636 data points. Triaxial MR tests indicated that CTB mix displayed highest modulus followed by ATB and RATB mixes, which was then followed by the UGB mix mainly ascribed to cement / asphalt treatment of the unmodified control subsurface material. Further, a finite element modeling study helped optimize the confinement levels to obtain realistic |E*| of ATB and RATB mixes. |E*| test results depicted that RATB mixtures would be rut-resistant at higher temperatures as they performed similar to the ATB mixes as well as crack-resistant at low to intermediate temperatures with significantly lower |E*| than ATB mixes, attributed to slower rate of change of viscosity with changing temperature in conjunction with enduring viscoelastic property (1.5–3 times higher phase angle than ATB) ascribed to high asphalt binder content and resilient nature of the rubber particles. Albeit the fracture toughness of ATB was twice higher than RATB, the latter had higher fracture energies, mainly due to the resiliency rendered by the rubber inclusions in concert with the extra viscous effect provided by the rubber-asphalt binder conglomerate. Based on the performance-based ranking, RATB mixes performed better than control mixes, and thus were adjudged as the most suitable alternative subsurface / base course materials in a pavement system. It is envisioned that this research will advance the current understanding of utilizing TDA in asphalt base / subbase courses using the dry process, and further assist in judging the viability of using rubberized-asphalt as potential sustainable alternatives to conventional systems to develop futuristic resilient pavement infrastructures with a strong emphasis on recycling of end-of-life tires, conservation of materials, and circular economy.

Finite Element Analysis of Geogrid-Incorporated Flexible Pavement with Soft Subgrade

Improving the durability of flexible pavements and constructing new roads on weak soil foundations present significant challenges, prompting designers to explore alternative methods to prolong pavement lifespan. Geosynthetics have emerged as a promising solution for soil stabilization, with various materials developed for this purpose. The current study concentrates on using the finite element (FE) method to examine the effectiveness of geogrid-incorporated flexible pavements on soft soil substrates. A three-dimensional layered pavement is constructed with an FE model, incorporating subgrade layers of varying strengths based on their California bearing ratio (CBR) values, with a geogrid layer implemented to enhance subgrade stability. Additionally, attention is also given to investigating the effect of base course thickness. The findings reveal that the geogrid layer primarily influences the formation of plastic strains in the subgrade rather than resilient strains, effectively reducing vertical compressive strain by approximately 40%. With increasing CBR values, there is a reduction in vertical strain, although the influence zone extends up to a depth of 300 mm within the subgrade. At the surface of the subgrade, vertical strain decreases by around 17%, 39%, and 49% as the CBR values increase from 1% to 3%, 5%, and 8%, respectively.

Geotechnical Assessment of Selected Lateritic Soils in Southwest Nigeria for Road Construction and Development of Artificial Neural Network Mathematical Based Model for Prediction of the California Bearing Ratio

Investigation of the geotechnical characteristics of eighteen different lateritic soils within southwest Nigeria was carried out to determine their suitability for road construction. To achieve this goal, the lateritic soils samples were subjected to different laboratory tests, including specific gravity, Atterberg limits, grain size analysis, California bearing ratio, and compaction, in accordance with the ASTM standard procedure. The results of the tests showed that the specific gravity varied between 2.55 and 2.81; the linear shrinkage varied between 6.68% and 10.98%; the liquid limit varied between 37.17% and 56.93%; the plastic limit ranged from 19.47% to 37.14%; the plasticity index ranged from 3.81% to 30.29%; the fine sand content ranged from 37.07% to 62..93%; the fines content ranged from 36.4% to 60.9%; the maximum dry density ranged from 1747 kg/m3 to 2056 kg/m3 ; the optimum moisture content ranges from 10.94% to 20.51%; the un-soaked California bearing ratio ranged from 14.7% to 45.6%; and the soaked California bearing ratio ranged from 10% to 31%. Based on these results, all the studied soils can be used as road subgrade, while none except Loc.5/S1 is suitable for road subbase. However, none of the soils meets up with the requirement for road base course. The suitability of laterite for the construction of road depends largely on the California bearing ratio. However, laboratory tests for determining the California bearing ratio is tedious, time consuming and costly. As a result of this difficulty, there is a need to develop soft computing models to predict laterite California bearing ratio from index properties with cheap and simple tests. Thus, the experimental datasets of the eighteen studied lateritic soils were used to create and train artificial neural network (ANN) models to predict California bearing ratio from liquid limits, plasticity index, linear shrinkage, fine sand content and fines content. The proposed ANN models were compared with the multiple linear regression models proposed in this study and various regression based models suggested in the literature via statistical analyses. Based on the model comparison, the proposed ANN models outperformed the rest of the models; they presented the highest R 2 and the lowest RMSE, MAPE and MAE values. Thus, the ANN models are validated. To enhance the practical application of the proposed ANN models, they were transformed into simple mathematical equations, which gave the same predictions as the direct ANN models. Thus, they can be used for practical purposes.