Road Base Material Research Articles

Effect of ionic soil stabilizer on the properties of lime and fly ash stabilized iron tailings as pavement base

The large use of iron tailings is in urgent need given its huge emissions and pollution to environment. This paper sought to utilize a large quantity of iron tailings with fly ash and lime to prepare road base materials, and use ionic soil stabilizer (ISS) to improve its pavement performance. Different dosage ISS content of was added to the lime-fly ash stabilized iron tailing materials to improve the mechanical strength, frost resistance properties and decrease the dry shrinkage. The results show that the UCS of the specimen with 0.67 % ISS represents enhancement of 195.5 % compared to the control sample at 7 d. After undergoing 15 freeze-thaw cycles, the residual UCS ratio remains at 76.6 %, whereas the control sample exhibits signs of failure. Additionally, the dry shrinkage strain at 30 d was 66.3 % lower than that of the control sample without ISS. The mechanisms underlie that the adsorbed ISS onto iron tailings can reduce the repulsion between total fine particles by lowering the general zeta potential, thus decreasing the porosity of the road base materials. Besides, the ISS can hinder the phase transformation from ettringite (AFt) to monosulfoaluminate (AFm) and its hydrophobic groups can prevent the infiltration and migration of water. The findings reveal that ISS significantly enhances the pavement performance of the stabilized iron tailings, thereby presenting a novel approach for the incorporation of iron tailings in road construction endeavors.

The Use of Waste Materials Red Mud and Fly Ash as Road Embankment Fill

This study provides a comprehensive evaluation of red mud as a sustainable material for road base construction, particularly in combination with bottom ash. Red mud, a by-product of the Bayer process used in alumina extraction, is known for its high alkalinity and heavy metal content. For this reason, this waste material causes environmental challenges. Red mud sourced from the Eti Aluminum Factory in Seydişehir, Konya (Turkey), was stabilized with bottom ash. Then, these waste materials were tested through a number of experiments, such as in relation to their Atterberg limits, compaction characteristics, unconfined compressive strength (UCS), California bearing ratio (CBR), and microstructure through a scanning electron microscopy (SEM) analysis. The results highlight that the UCS of stabilized red mud samples significantly improved with the addition of bottom ash and longer curing periods. Specifically, the UCS values increased from 0.5 MPa to 2.5 MPa after 28 days of curing. Moreover, RM specimens stabilized with 25% bottom ash achieved a CBR value of 146.64% after 28 days, far exceeding Turkey’s road fill material requirement, which mandates a minimum unsoaked CBR value of 15%. These findings indicate that red mud stabilized with bottom ash not only meets but exceeds the structural requirements for road base materials. This approach provides a sustainable solution for the environmental management of red mud while contributing to infrastructure development. Through the recycling of these industrial by-products, this study presents a viable method to reduce waste and support economic and environmental sustainability in road construction projects.

Blending phosphogypsum to mitigate radionuclide leaching for sustainable road base applications

Production of phosphoric acid generates a calcium sulfate byproduct known as phosphogypsum (PG). PG is not considered a suitable standalone road base material because of concerns such as strength and presence of radionuclides. This paper investigates the latter, specifically the influence of blending PG with common alkaline road base aggregates – limerock (LR) and recycled concrete aggregate (RCA) – on radionuclide leaching. Radionuclide leaching from several PG sources was assessed for gross alpha, gross beta, uranium, and combined radium (226 + 228). Solution pH affected Ra226 mobility, with minimum concentrations exhibited at a pH in the range of 6 to 8. Mobile Ra226 concentrations in RCA blends decreased compared to original PG; Ra226 mobility initially increased at low LR replacements but decreased with increasing mass of LR (50 %–75 %). The data suggest an additional mechanism beyond pH alone impacted Ra226 mobility from the blends, possibly the binding or substitution of radium by elevated concentrations of Ba, Sr, or Ca. Blending with RCA resulted in radionuclide concentrations below respective drinking water thresholds, mitigating leaching concern from PG-RCA road base blends. PG-LR blends can meet regulatory limits when incorporating appropriate PG sources, providing an avenue for PG-amended road base materials. The blending approach reduced Ra226 mobility from PG-amended base, accommodating more PG use, serving as an alternative scenario to end-of-life stacking.

The strength, reaction mechanism, sustainable potential of full solid waste alkali-activated cementitious materials using red mud and carbide slag

Alkali-activated cementitious material (AACM) is a green building material which effectively utilizes industrial solid wastes, such as red mud (RM), ground granulated blast furnace slag (GGBS). However, there are problems with using conventional alkali activators (NaOH, Na2SiO3), including strong corrosivity and high cost. In order to solve this problem, this study prepares full solid waste cementitious materials (FSWCM) by activating RM and GGBS using carbide slag (CS) instead of traditional alkali activator. Based on the response surface method (RSM), the effects of RM content, CS content and water-binder ratio on the performance of FSWCM were studied. The microstructure changes of FSWCM with different RM contents were analyzed by XRD, TG, FTIR and SEM-EDS. The results showed that the optimized content of RM and CS was 40 % and 20 % respectively, and the 28-d compressive strength reached 14.11 MPa, which met the requirements of road base materials. The regression model established by RSM had high accuracy and could accurately predict the performance response values. The alkaline environment created by CS-RM facilitated the decomposition of active components in GGBS, resulting in the formation of a considerable amount of C-(A)-S-H gel via polycondensation. With the increase of age, Na+ dissolved in RM replaced Ca2+ in C-A-S-H to form N-A-S-H gel. The hydration products N-A-S-H, C-(A)-S-H and CaCO3 were intertwined to form a stable and dense three-dimensional network structure, which provided excellent mechanical properties. Sustainability analysis shows that FSWCM has significant advantages in cost control and environmental friendliness compared with AACM.

Mechanical properties and microscopic mechanism of solid waste based binder solidified stone waste

The stone waste generated by stone industry occupy land resources, cause safety hazards and need to be efficiently resourcefully utilized. In this study, the CGF solid waste based binder (abbreviated as CGF) with calcium carbide residue (CCR), ground granulated blast furnace slag (GGBS), and fly ash (FA) as components was developed to solidify the stone waste. Through “treating waste with waste”, the resource utilization of solid waste was realized. The mechanical properties and reaction mechanism of CGF solidified stone waste were investigated through unconfined compressive strength (UCS), XRD, and SEM–EDS tests. The results show that CGF has the better solidify effect on stone waste, and its strength meets the requirements of the road base material standards. Compared to cement, the CGF solidified stone waste existed higher UCS at both 7 and 28 d of curing. The UCS of CGF solidified stone waste reaches 2.93 and 4.42 MPa under curing of 7 and 28 d at 5% binder content, which is 1.61 and 1.37 times higher that of P.O. 42.5 cement. Furthermore, the primary mineral-based stone wastes will not react with the binder, and the CGF generates gelling products such as C-S–H C-A-H, and C-A-S–H through alkali-activated reactions between the components of CGF. These gelling products enhance the UCS of solidified stone wastes through cementing and filling effects. The findings provide a feasible approach with low-carbon emission and low-cost for resourceful utilization of stone wastes.

Durability Performance of CGF Stone Waste Road Base Materials under Dry-Wet and Freeze-Thaw Cycles.

The disposal of stone waste derived from the stone industry is a worldwide problem. The shortage of landfills, as well as transport costs and environmental pollution, pose a crucial problem. Additionally, as a substitute for cement that has high carbon emissions, energy consumption, and pollution, the disposal of stone wastes by utilizing solid waste-based binders as road base materials can achieve the goal of "waste for waste". However, the mechanical properties and deterioration mechanism of solid waste-based binder solidified stone waste as a road base material under complex environments remains incompletely understood. This paper reveals the durability performance of CGF all-solid waste binder (consisting of calcium carbide residue, ground granulated blast furnace slag, and fly ash) solidified stone waste through the macro and micro properties under dry-wet and freeze-thaw cycling conditions. The results showed that the dry-wet and freeze-thaw cycles have similar patterns of impacts on the CGF and cement stone waste road base materials, i.e., the stress-strain curves and damage forms were similar in exhibiting the strain-softening type, and the unconfined compressive strengths all decreased with the number of cycles and then tended to stabilize. However, the influence of dry-wet and freeze-thaw cycles on the deterioration degree was significantly different; CGF showed excellent resistance to dry-wet cycles, whereas cement was superior in freeze-thaw resistance. The deterioration grade of CGF and cement ranged from 36.15 to 47.72% and 39.38 to 47.64%, respectively, after 12 dry-wet cycles, whereas it ranged from 57.91 to 64.48% and 36.61 to 40.00% after 12 freeze-thaw cycles, respectively. The combined use of MIP and SEM confirmed that the deterioration was due to the increase in the porosity and cracks induced by dry-wet and freeze-thaw cycles, which in turn enhanced the deterioration phenomenon. This can be ascribed to the fact that small pores occupy the largest proportion and contribute to the deterioration process, and the deterioration caused by dry-wet cycles is associated with the formation of large pores through the connection of small pores, while the freeze-thaw damage is due to the increase in medium pores that are more susceptible to water intrusion. The findings provide theoretical instruction and technical support for utilizing solid waste-based binders for solidified stone waste in road base engineering.

Durability of geopolymer cementitious materials synergistically stimulated by Ca2+ and Na+

Fewer studies related to the durability of multi-source solid waste geopolymer cementitious materials and the massive accumulation of industrial solid waste are urgent problems to be solved in practice in Inner Mongolia, China. In this paper, blast furnace slag (BFS), fly ash (FA), and calcium carbide slag (CCS) are used as the main raw materials to prepare geopolymer cementitious materials (BFCG) with Calcium Carbide Slag as the Ca-source alkali activator and NaOH as the Na-source alkali activator, considering their durability properties. By assessing the indicators of mechanical performance, engineering performance, and the synergistic mechanism of Ca2+ and Na+ in multi-source solid waste geopolymer, four sets of BFCG ratio optimization schemes are selected. XRD, FT-TR, SEM-EDS, and other testing methods are used to analyze its freeze–thaw resistance and acid–alkali-salt corrosion resistance. The following conclusions are drawn: the BFCG prepared under the synergistic excitation of Ca2+ and Na+ has better resistance to freezing and thawing, as well as acid-alkali-salt corrosion, both of which are in accordance with the standard specifications for road construction in China. After the freeze–thaw cycles, BFCG still has more three-dimensional network-like silica-aluminate structures, a compact micromorphology, and small pores. Its strength loss rate is 0.56 %–15.56 %, the mass loss rate is 0.19 %–1.26 %, and the relative dynamic modulus is 79.56 %–100.25 %. In a NaOH environment, the crystal type of BFCG did not change significantly, and the resistivity coefficients are 115.78 %–143.54 %. In a Na2SO4 environment, the decalcification or dealumination of C-A-S-H gel leads to the formation of a gel rich in silicon, magnesium, and aluminum phases, with a corrosion resistance coefficient of 101.8 %–119.96 %. In a HCl environment, HCl erosion inhibits the growth of hydration product crystals, with corrosion resistance coefficients ranging from 73.83 % to 97.24 %. BFCG-D has the best resistance to freezing and thawing as well as acid and alkali corrosion. BFCG-D has the best resistance to freezing and thawing as well as acid and alkali corrosion. These studies show that BFCG offers a promising solution for improving the durability of road base materials and reducing industrial solid waste.

Blending as a strategy for using phosphogypsum in granular road base: physical performance and implications

The use of phosphogypsum (PG) as a construction material continues to gain considerable attention worldwide. In the United States(US), the specific use of PG as a road base material has received renewed interest on a federal level. Previous work investigated the use of road base, either PG alone or stabilized with cementitious materials. This study investigated the physical characteristics of compacted PG sources and novel blends with traditional base aggregates compared to industry and state requirements. Specimens were created by blending up to 50% PG from five gypstacks in Florida, US with limerock (LR) and recycled concrete aggregate (RCA). The LBR for PG-LR and PG-RCA blends surpassed bearing strength (LBR) requirements and ranged from 102 to 130% and 155–210% at 50:50 ratios, and increased by 2–60% with decreasing PG content from 50 to 30%. The data suggest success of PG-amended granular base reported here relies largely on the strength of the original aggregate.

Recovery and reuse of phosphogypsum: Effect of ternary cementitious materials on the performance of phosphogypsum pavement base layers

In this paper, the performance of a new type of phosphogypsum (PG) pavement material is studied under the joint action of ternary cementitious materials (cement, mineral powder, and fly ash), CaCl2 and gravel. The experimental results of mechanical properties and durability of the material system, including compressive strength, splitting strength, dry and wet cycle, freeze-thaw cycle, etc., confirm that the material system can meet the design standards for road base material design standards for highways and primary highway sub-base. The test results of SEM, XRD, EDS, contact angle, and solubility of trace elements show that the material system does not cause secondary pollution to the environment, and its strength mainly comes from the C-S-H gel and calcium alumina (AFt) generated by the reaction of the reactive substances in the cementitious materials with PG in an alkaline environment. Finally, the optimal ratio of modified PG: mineral powder: cement: fly ash: gravel: water: CaCl2 was 50:8:3:0:39:11:0.22, and its 7d compressive strength, splitting strength, loss of strength in dry and wet cycles, loss of strength in freezing and thawing cycles, and water absorption were 6.41 MPa, 6.84 MPa, 3.01%, 16.22%, and 8.87%, respectively.

Sustainable development of pavement base stabilization using future road base material (FROBM)

Sustainable road construction has emerged as a critical issue in assessing natural resources and urban development. With the rapid expansion of pavement networks to meet growing traffic demands, road base construction relies heavily on the consumption of natural aggregates and Ordinary Portland Cement (OPC) through the cement-treated base (CTB) technique. This practice contributes to the global warming and greenhouse gas (GHG) emissions associated with road construction. This study investigated a novel road base material, Future Road Base Material (FROBM), which emphasizes both eco-friendliness and economic advantages. Fine crushed rock (FCR) served as the parent aggregate and was modified with a chemical binder comprising 4% of the FCR weight. The proposed sustainable cementitious material, functioning as a non-OPC binder, incorporated fly ash and hydrated limestone as pozzolanic materials, along with sodium hydroxide (NaOH) as an alkali additive. An asphalt emulsion (AE) was employed as a special additive to enhance crucial pavement engineering properties. Through life cycle analysis (LCA), the construction activities and material acquisition of each stabilized base technique were evaluated in terms of project costs and carbon footprints. The non-OPC binder offered sufficient compressive strength for a stabilized base course. Furthermore, the addition of AE improved the elastic modulus and modulus of rupture of the non-OPC binder-stabilized mixture. Utilizing a non-OPC binder and AE in the base layer provides advantages in terms of construction cost and environmental impact. Although the costs increased slightly, the GHG emissions were reduced by approximately 30% compared to conventional base materials, with equivalent functionality and service life for road construction. The proposed stabilizing agent reduced the operational processes and demand for natural aggregates compared with the unbound FCR base course. Road-base stabilization using a non-OPC binder and AE represents an innovative approach to mitigate waste in coal mining and power plant industries by transitioning to a cleaner product. The concept of the FROBM serves as a valuable guideline for the development of future sustainable pavement materials.

Performance Study on Laterite Road Base Stabilised with Emulsions Incorporating Biochar

This study explores the utilisation of biochar as an innovative and sustainable additive to emulsions for stabilising laterite road base material in pavements, with the environmental benefit of sequestering atmospheric carbon and stable form storing. A diverse range of design mixtures for the treated road base material with the proposed biochar–emulsion binder was developed for experimental validation and subsequent steps encompassed an array of laboratory tests to scrutinise the engineering attributes of the mixtures. The tests were selected to assess various properties such as unconfined compressive strength, tensile strength, resilient modulus, flexural modulus, fatigue life, and deformation characteristics. To gain practical insights from real-world conditions, two field trials were also conducted to evaluate the performance of the stabilised road base. The findings revealed that a design mix incorporating 5% biochar and 6% emulsion delivered an average unconfined compressive strength (UCS) of 1.5 MPa, which adheres to the standard UCS range for cemented lightly bound base course material. The optimal ratio of biochar to emulsion was identified as 1:1.6, which delivered a higher resilient modulus value than did the minimum stipulated by the literature for average daily traffic in the first year of design. As the temperature rose, the stabilised laterite base exhibited a reduction in its flexural modulus; however, it demonstrated minimal susceptibility to fluctuations in frequency. The deformation observed in the wheel-tracking tests for mixtures of the optimum biochar-to-emulsion ratio was less than 1 mm, which is remarkably lower than the maximum requirement outlined in the literature (i.e., 15 mm). Furthermore, visual inspection post-testing detected minimal cracking. These findings indicate that the integration of biochar and emulsion in the construction of road pavements is a promising technique that could contribute to carbon sequestration and climate change mitigation without sacrificing pavement performance. The successful field trials provided further evidence of the feasibility of this novel technique.

Preparation and Mechanism Analysis of Stainless Steel AOD Slag Mixture Base Materials.

To promote resourceful utilization of argon oxygen decarburization (AOD) slag, this research developed a new three-ash stabilized recycled aggregate with AOD slag, cement, fly ash (FA), and recycled aggregate (RA) as raw materials. The AOD slag was adopted as an equal mass replacement for fly ash. The application of this aggregate in a road base layer was investigated in terms of its mechanical properties and mechanistic analysis. First, based on a cement: FA ratio of 1:4, 20 sets of mixed proportion schemes were designed for four kinds of cement dosage and AOD slag replacement rates (R/%). Through compaction tests and the 7-day unconfined compressive strength test, it was found that a 3% cement dosage met the engineering requirements. Then, the unconfined compressive strength test, indirect tensile strength test, compressive rebound modulus test, and expansion rate test were carried out at different age thresholds. The results showed that the mixture's strength, modulus, and expansion rate increased initially and then stabilized with age, while the strength and modulus initially increased and then decreased with increasing R. Secondly, based on X-ray diffraction (XRD) and scanning electron microscopy (SEM) used to analyze the mechanism, it was found that the strength, modulus, and expansion rate of the new material can be promoted by blending AOD slag, due to its ability to fully stimulate the hydration reaction and pozzolanic reaction of the binder. Finally, based on the strength and modulus results, R = 3% was identified as the optimal ratio, which provides a reference point for the effective application of AOD slag and RA in road base materials.

Use of municipal solid waste incineration (MSWI) bottom ash as a permeable subgrade material: An experimental and mechanism study

ABSTRACT As a traditional method of waste treatment, municipal solid waste incineration (MSWI) has become one of the main methods of urban waste treatment. However, as a byproduct of MSWI, a large amount of MSWI bottom ash is not reused in current practice. This study innovatively posits MSWI bottom ash as an eco-friendly adsorbent rather than a pollutant, exploring its potential application as a permeable subgrade material. The results reveal that MSWI bottom ash exhibits promising properties to serve as a permeable subgrade material to achieve the permeability and improve the sustainability for subgrade. Due to the arrangement of its particles, it shows excellent performance in shear strength and permeability, which are comparable to or surpass those of sandy soils. The average pore width of 14.200 nm allows heavy metal substances to be encapsulated within the matrix, significantly reducing their leachability, thereby aligning with environmental friendliness standards. Its adsorption capacity is about 6.60 mg/g, and the adsorption capacity per volume is 3.66 times and 2.04 times that of fly ash and clay, respectively. The mechanism analysis shows that the adsorption process is monolayer heterogeneous adsorption. This paper presents a novel perspective on reusing MSWI bottom ash and provides evidence supporting its effective utilization as a permeable subgrade material, offering substantial environmental benefits through enhanced adsorption ability. Implications: Municipal solid waste incineration (MSWI) is a common method for municipal solid waste treatment, while the MSWI bottom ash is often not reused. This paper explored the explores the feasibility of using MSWI bottom ash as a permeable road base material. The results show that the particle arrangement enables excellent shear strength and permeability, comparable to sandy soil. It meets safety requirements for the leaching of heavy metals and acts as an adsorbent for pollutants leaching from permeable pavements. Furthermore, the mechanisms underlying these behaviors of MSWI were confirmed by microstructural and mineralogical analyses. These indicate that MSWI bottom ash has great potential as a permeable road base material. This paper provides a clear understanding of the physical, mechanical and environmental properties of MSWI bottom ash, which can promote its reuse in practice.

Determination of the Composition of Fly Ash, Bottom Ash and Lime or Cement Mixtures as Road Base Material. Case Study: Road Preservation of Sp. Kereng - Bereng Bengkel – Pilang – Pulang Pisau, Central Kalimantan

Determination of the Composition of Fly Ash, Bottom Ash and Lime or Cement Mixtures as Road Base Material. Case Study: Road Preservation of Sp. Kereng - Bereng Bengkel – Pilang – Pulang Pisau, Central Kalimantan

Evaluation of road performance and micro-mechanism analysis of bentonite plastic concrete subgrade

This study evaluated the performance of bentonite plasticized concrete with good deformation coordination as a road base material, to address the poor deformation coordination of rigid base layers in roads. Through tests such as slump, strength, permeability, and scanning electron microscopy (SEM) and x-ray diffraction (XRD), the study analyzed the variations in workability, mechanical properties, and durability of plastic concrete as a base material under different bentonite and cement contents, as well as the underlying micro-mechanisms. The results showed that plastic concrete exhibited good workability, which improved with increased bentonite and cement content. The 28-day mechanical properties of the plastic concrete met the design criteria for road base layers and had features of higher load-bearing capacity, good toughness, slow strength attenuation, and overall integrity. In durability, the increase of bentonite content enhanced the concrete’s permeability, but decreased abrasivenes and shrinkage. From economic, performance, and engineering perspectives, the optimal bentonite and cement contents for the plastic concrete base were in the ranges of 90 kg m−3 to 120 kg m−3 and 110 kg m−3 to 150 kg m−3, respectively.

Study on phosphogypsum-based low-carbon road base materials

Study on phosphogypsum-based low-carbon road base materials

Experiment Study of Road Base Materials Properties Using Recycled Aggregates with Additives Type and Mix Method

Experiment Study of Road Base Materials Properties Using Recycled Aggregates with Additives Type and Mix Method

Application of Road Base Materials Using Asphalt Concrete Recycled Aggregates

Application of Road Base Materials Using Asphalt Concrete Recycled Aggregates

Mechanical, hydraulic, and particle breakage properties of recycled concrete aggregates blended with autoclaved aerated concrete (AAC) grains for unbound road base and subbase materials in Vietnam

Mechanical, hydraulic, and particle breakage properties of recycled concrete aggregates blended with autoclaved aerated concrete (AAC) grains for unbound road base and subbase materials in Vietnam

Enhancing the chemical performance of phosphogypsum as a road base material by blending with common aggregates

Interest in reuse of phosphogypsum (PG) road base materials has resurged as alterative disposal to stacking, but is limited due to regulatory constraints surrounding chemical composition and mobility. Prior to implementation of a waste product, direct exposure and leaching-to-groundwater risk should be determined, however the chemical behavior of PG blended with other base materials has not been thoroughly investigated. The total and leachable concentrations of trace metals, anions, and radionuclides from several PG sources, common base aggregates, and PG-aggregate blends were assessed. Between PG samples, older PG leach lower As, Sr, Mo, and fluoride than newer from the same facility. Blending PG with aggregates reduced total and leachable concentrations of interest for at least one blend, attributed to decreased PG content, change in pH, or addition of binding minerals. Blending PG with limerock or recycled concrete aggregate reduces direct exposure and leaching-to-groundwater risk, expanding opportunities for PG reuse.