Construction and Building Materials 298 (2021) 123866

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Construction and Building Materials

journal homepage: www.elsevier.com/locate/conbuildmat

Performance analysis of cement treated base layer by incorporating

reclaimed asphalt pavement material and chemical stabilizer
Rishi Singh Chhabra, G.D.R.N. Ransinchung ⇑, Sk Sohel Islam
Department of Civil Engineering, Indian Institute of Technology Roorkee, Uttrakhand, India

h i g h l i g h t s

Utilization of 100% RAP material for cement treated base is a sustainable approach.

Satisfactory performance in terms of strength and durability by RAP mixes.

Economically viable, as the cost per km section is reduced by 43% by using existing RAP materials.

Acceptable in-situ stiffness on a test track of 15 kms, after back calculated by Falling-weight deflectometer (NDT).

a r t i c l e i n f o a b s t r a c t

Article history: Milling of an existing pavement after it’s service life engenders massive production of reclaimed asphalt
Received 9 November 2020 pavement material (RAPM), which may cause disposal issues. The current study highlights the sustain-
Received in revised form 2 June 2021 able valorization of RAPM in the cement-treated base (CTB) layer by incorporating chemical stabilizers
Accepted 3 June 2021
by the full-depth reclamation (FDR) method. CTB mix was prepared in the laboratory by using 100%
Available online 12 June 2021
RAPM with varying cement and chemical admixture content. In order to identify the effect of different
content of cement and chemical stabilizer on the laboratory measured different engineering properties
Keywords:
of CTB mix were evaluated. Furthermore, to impart more insights on the laboratory-designed CTB mix
Cement-treated base
Chemical stabilizer
under actual traffic conditions, the test track was also laid and being monitored by the durability prop-
Durability erties of fields sample and falling weight deflectometer (FWD) analysis. Four cement contents of 3.5, 4.0,
Falling weight deflectometer 4.5, and 5 percent and five chemical stabilizer contents of 0, 3.0, 3.5, 4.0, and 4.5 percent by weight of
Full-depth reclamation cement were added. From obtained data, it can be concluded that mix prepared with 4.5% cement and
Reclaimed asphalt pavement material 4% chemical stabilizer provides the best result in terms of strength parameters and durability properties
of studied samples. FWD data advocates that constructed pavement with a designed CTB layer imparts
low fatigue behavior as compared with the performance criteria prescribed in Indian Roads Congress
(IRC) guidelines. Our study accentuated that 100% recycling of RAPM in FDR technology can be a viable
solution as the comprehensive cost analysis showed a 45% cost reduction for the proposed mix by incor-
porating studied materials.
Ó 2021 Elsevier Ltd. All rights reserved.

1. Introduction require a significant amount of energy in the form of fuel during

transport, which has resulted in poor air quality. Hence, due to
Since the early 2000s, with the increased construction activities, the unavailability of quality natural aggregates, several Govern-
demand for global extraction of construction materials also ment agencies now focussed on reusing the existing reclaimed
increased [1], resulting in scarcity of pavement construction mate- asphalt pavement materials (RAPM), which is considered viable
rials such as natural aggregates. To get natural aggregates to the due to its economic and environmental benefits [2–4]. Most of
site, a distance of 50 km is common in the Northern part of India. the pavements in India are flexible pavement, therefore, recon-
Moreover, the extraction and transportation of natural materials struction, and maintenance from these pavements after their ser-
vice life can reap the benefits of getting a massive amount of
Reclaimed asphalt pavement materials (RAPM) [5,6]. Using RAPM
⇑ Corresponding author at: Department of Civil Engineering, Indian Institute of from existing pavement has a pivotal role in the modern construc-
Technology Roorkee, Uttrakhand, India. tion industry; it minimizes the requirement for virgin aggregates.
E-mail addresses: [email protected] (R.S. Chhabra), [email protected]
Moreover, it proves economical in saving hauling cost as in-plant
(G.D.R.N. Ransinchung), [email protected] (S.S. Islam).

https://doi.org/10.1016/j.conbuildmat.2021.123866
0950-0618/Ó 2021 Elsevier Ltd. All rights reserved.
Rishi Singh Chhabra, G.D.R.N. Ransinchung and Sk Sohel Islam Construction and Building Materials 298 (2021) 123866

recycling required additional haulage cost, which results in [8,9,12,18,23,24], no particular RAPM dosing rates are directly
increased CO2 emissions and time. suggested for the usage of RAPM in CTB as per literature. So,
The concept of stabilizing soils and aggregates for pavement in the current study, an effort has been made to utilize 100%
purposes has been around for more than a century. Engineered RAPM at the site by Full-depth reclamation (FDR) using cement
CTB was first used in 1935 to improve the roadbed for State High- with Stabilroad (SR) Stabilizer.
way 41 near Johnsonville, South Carolina [7]. Reclaimed asphalt The specific objective of this study was to evaluate the
pavement material (RAPM) is obtained from distressed pave- mechanical properties of CTB mix with 100% RAP material in
ments or bituminous pavement layer removal through cold terms of moisture-density relationship (MDD-OMC), unconfined
milling or pavement demolition [2,19]. Full Depth Reclamation compressive strength (UCS), California bearing ratio (CBR) and
(FDR) of RAP materials with ordinary Portland cement and water durability properties. The studied mixture was prepared by incor-
is a technique in which the existing materials are reused to porating a varying percentage of cement and chemical stabilizer,
achieve strength and stiffness [3,8,9]. In this technique, the cur- and fixed proportion of RAPM by conforming laboratory-
rent top damaged layer is pulverized with a pre-spread stabilizing measured engineering properties. In order to identify the robust-
agent at the site along with the underlying layer up to the desired ness of the designed mix, a 15 km test section was constructed,
depth resulting in a strong Cement Treated Base (CTB) [9,44]. and the durability properties of field core samples were studied
Given economic considerations, the FDR method is a recom- by the wetting–drying method for the long-term performance of
mended practice [4,10–12] over Cold in plant technology as it pavement. Also, to identify the response of the designed pave-
saves haulage and plant cost. This CTB differs from the conven- ment in terms of stress, strain, and defection against the design
tional CTB as here recycled materials are mixed cement; to traffic load was calculated by falling weight deflectometer
improve the mechanical properties of the base course. To further (FWD). A back-calculation algorithm technique determined the
strengthen the recycled CTB material, the use of chemical stabiliz- pavement layer’s elastic modulus to scrutinize the performance
ers (CS) has been recommended by Government agencies in India of the designed pavement layer. To predict performance of CTB,
[10]. However, prepared CTB with Commercial Chemical Stabiliz- the experimental work presented in this study provides one of
ers (CCS) constructed from RAP materials should satisfy minimum the first investigations into how 100% recycling of RAP material
strength characteristics of 4.5 and 7 MPa after 7 and 28 days in FDR technology can be worthwhile by mixing a suitable pro-
respectively [10,13,14]. portion of cement and studied stabilizer. Furthermore, a cost
More recent attention has focused on providing a strong analysis study has also been provided. Due to practical con-
base or sub-base as a weak sub-base or base, and scanty mix straints, this paper cannot provide a comprehensive review of dif-
stability is the foremost cause of rutting at the surface [15]. ferent percentages of RAP material added as the aim of the
Literature study suggests, due to continued hydration of cement current study, as stated above, is to use 100% RAPM in the project
in CTB, there is an increase in its strength [11,14]. However, the satisfying desired strength as well as durability characteristics
effect of cement’s self-cementing property could be a contribut- both in the laboratory and at the field.
ing factor for reflecting cracking in the road surface [21,48]. To
retard the reflection of cracks (if any) from the CTB layer in to
the surface layer, Stress absorbing membrane interlayer (SAMI) 2. Materials and mix design
is to be provided necessarily above the CTB layer [41]. The
crack relief layer SAMI can be either of modified binder layer 2.1. Cement and chemical stabilizer
with aggregate or of wet mix macadam (WMM) material con-
forming to Ministry of Road Transport & Highways (MoRTH) The cemented matrix binds the material particles together and
specifications [48]. Several laboratory studies [4,8,9,16–19] and is responsible for increased strength. Ordinary Portland cement
a few field [12] studies have accessed the efficacy of CTB using grade 43 as per Indian Standards IS: 8112 [25], which consists of
RAP materials. But most of the research rely on mechanical calcium oxide, calcium silicates, and aluminates, has been pro-
properties of CTB are limited to laboratory studies only. Up to cured from Vishwa Samudra Engineering Pvt Ltd for research pur-
now, far too little attention has been paid to the applicability pose. Potable water conforming to IS: 456 [26] was used for mixing
of laboratory investigations and field strength and durability and moist curing of the mixes prepared.
properties of CTB recycled using RAP materials. Even within A chemical stabilizer named Stabilroad Stabilizer was utilized,
laboratory studies, researchers have focussed mainly on which is an odorless powdered form cement additive. The recom-
mechanical properties such as California bearing ratio (CBR) test mended dosage of chemical stabilizers to be mixed varies from
value, unconfined compressive strength (UCS), moisture-density 0.5% to 5.0% by weight of cement content (IRC: SP: 89) [10]. It is
relationship, and decidedly less on durability characteristics. believed that by adding a Stabilroad Stabilizer with cement, the
Researchers have reported that due to the presence of RAP process of cement hydration increases, which forms a concrete
materials, the strength of the mix reduces [12,20,22]. However, skeleton. Increased cement hydration may result in the number
few studies [8,17] have reported a positive impact of using of cracks caused by volume reduction. Tables 1 & 2 presents the
RAPM in CTB. Yuan et al., in their research, concluded that on physical properties and chemical composition of the cement and
increasing RAP content, both Optimum Moisture Content Stabilroad Stabilizer.
(OMC) and Maximum Dry Density (MDD) decreases. They stated The X-Ray Diffraction (XRD) analysis was conducted to identify
that UCS and ITS also increased linearly on increasing RAP con- the primary mineralogical composition of studied materials, and
tent [22]. Reza et al. investigated the effect of cement and RAP the same results are depicted in Figs. 1(a)–1(b). Fig. 1(a) suggest,
on the mechanical properties of the stabilized base by using the cement consists of Portlandite and Calcite in its composition is
in-situ FDR technique [12]. They claimed that increasing cement responsible for producing the C-S-H gel in cement mortar.
content resulted in a shear increase in UCS and CBR. By adding Whereas, Stabilroad Stabilizer, which is a company-tailored addi-
RAP material in the CTB mix, OMC increased due to the pres- tive, is primarily composed of Okenite (Calcium-Silicate-Hydrate)
ence of RAP material in it; however, MDD of the same was and sanidine (Potassium-Aluminium-Silicate). At the same time,
found to be decreased due to the presence of bitumen in RAP the existence of Quartz was also found in XRD analysis. The pres-
material [12]. Although a great body of research has been car- ence of aluminium silicate hydroxide was also observed in the
ried out on different RAPM percentages in CTB to date, e.g. form of Halloysite.
2
Rishi Singh Chhabra, G.D.R.N. Ransinchung and Sk Sohel Islam Construction and Building Materials 298 (2021) 123866

Table 1
Physical properties of cement and stabilroad stabilizer.

Cement Stabilroad Stabilizer

Property Value Property Value
Specific gravity 3.10 Physical state Dust
Fineness (%) 3 Colour White
Standard consistency (%) 35 Specific gravity 2.78
Bulk density (kg/m3) 1624 Particle shape Angular
Initial setting time (min) 30 Mineralogical composition Okenite, Sanidine
Water absorption 0.41 Water absorption –
Specific surface area (m2/kg) 388.5
Particle shape & texture Angular

Table 2
Chemical composition of cement and stabilroad stabilizer.

Chemical composition SiO2 Al2O3 Fe2O3 CaO MgO SO3 Na2O K2O LOI*
OPC-43 19.4 3.7 2.8 66.1 2.9 1.8 0.22 0.45 1.9
Stabilroad Stabilizer 38.29 26.03 0.57 15.58 2.3 0.63 5.23 6.9 –

*LOI: Loss in Ignition.

2.2. Reclaimed asphalt pavement materials (RAPM)

P Cement
2000 Reclaimed pavement material was supplied by Vishwa Samudra
Engineering Private Limited from the old distressed pavement sec-
Ca
tion, as shown in Fig. 2(a), (2b) and 2(c). The existing pavement
A= Alite section was suggested for Full-depth reclamation (FDR), and the
1500
C= Calcium Silicate
RAPM was taken up to 300 mm depth from the pavement surface
Intensity (counts)

Ca= Calcite
G= Gypsum with the help of cold in-situ recycler. Initially, Reclaimed Asphalt
1000 P= Portlandite Pavement Materials (RAPM) were pulverized after subjected to
the heavy-duty thermostatically controlled oven for 48 h by main-
C taining 100 °C. Average bitumen content (ABC) in RAPM material
C
G A
was found to be 2.8% by weight of the total mix using the Cen-
500
A trifuge extraction method as per ASTM D 2172 [26]. Table 3 repre-
P P
A G sents the physical properties of RAPM.

0
2.3. Mix design
0 20 40 60 80 100
In the current investigation, to study the effect of 100% RAPM
2- theta on the CTB mixes, UCS samples were prepared for designing the
mix. In order to achieve the desired minimum UCS value of 4.5–
Fig. 1a. XRD profile of cement.
7.0 MPa in 7/28 days, cement content was varied from 3.5%  5%
whereas, Stabilroad Stabilizer content (by weight of cement con-
tent) was varied from 3.0%  4.5% content with an increment of
0.5%. In total, 20 mixes were prepared, details of which are given
in Table 4.
35000
O Stabilroad
30000

25000 O= Okenite
S= Sanidine
Intensity (counts)

20000 N= Nacrite
Ha= Halloysite
15000 S Q= Quartz

10000
N O
Q Q
5000 S
Ha O

0 20 40 60 80 100
2- Theta

Fig. 1b. XRD profile of stabilroad stabilizer. Fig. 2a. Condition of old distressed.

3
Rishi Singh Chhabra, G.D.R.N. Ransinchung and Sk Sohel Islam Construction and Building Materials 298 (2021) 123866

Highways (MoRTH) specifications [48]. The function of SAMI layer

BC 30 mm is to retard the reflection cracks from the CTB layer which are the
result of self-cementing property of cement structures [42,47].

WBM 3. Experimental program

300 mm
The moisture-density relationship, UCS, and CBR of the RAPM
were evaluated in the laboratory. For field evaluation, the durabil-
ity of the stabilized layer was checked, cylindrical cores taken from
site had been tested for wetting and drying test in the laboratory in
accordance with ASTM D559/559M (2015), IS: 4332 Part (IV)
SUB GRADE
500 mm (1968), IRC: SP: 89 (2010) and IRC: SP: 89 (2018) [10,13,27,28].
Moreover, in order to understand the exact response of the pave-
ment, non-destructive testing was done by falling weight deflec-
tometer (FWD) for the strength evaluation of the layer in
Fig. 2b. Cross section of old pavement. accordance with IRC: 115 (2014) [29].

3.1. Moisture-density relationship

Optimum Moisture Content (OMC) and Maximum Dry Density

(MDD) for reclaimed asphalt pavement material mixtures were
determined after replacing the aggregate fraction retained on
22.4 mm IS Sieve with the material of 4.75 mm to 22.4 mm size
in accordance with IS: 2720 (Part VIII) [30]. The purpose of a labo-
ratory compaction test is to determine the proper amount of mix-
ing water to be used when compacting the soil in the field and the
resulting degree of denseness, which can be expected from com-
paction at the optimum moisture content (OMC). To accomplish
this, a laboratory test that will give a degree of compaction compa-
rable to that obtained by the field method used is necessary. In the
present case, the modified compaction test was conducted employ-
ing a larger diameter of 150 mm mold, having a volume of
2250 cm3 IS: 2720 (Part VIII) [30]. RAPM mixture was compacted
in five layers, each layer being given 55 blows using rammer of
4.9-kg weight with a free-falling drop of 450 mm. To provide better
interlocking between the layers and to minimize the cracks in the
specimen, each layer was scarified before adding the materials for
the next compacted layer [31].

3.2. Unconfined compressive strength

Fig. 2c. Reclaimed asphalt pavement materials.

Unconfined compressive strength (UCS) [10] has been used by

Table 3 many highway agencies [11,14,32] for characterizing strength of
Physical properties of reclaimed asphalt pavement materials. the cement-treated base. Unconfined Compressive strength (UCS)
Property Test MoRTH Test Methods
test was carried out on a cube specimens of size 150 mm prepared
Results Specifications by mixing the RAPM mix at its Optimum Moisture Content (OMC)
Specific Gravity 2.57 – IS:2386 Part
in accordance with IS: 2720 (Part VIII) [30] after replacing the
(III) aggregate fraction retained on 22.4 mm IS Sieve with the material
Water Absorption 1.67% 2% IS:2386 Part of 4.75 mm to 22.4 mm size. Test samples were prepared by using
(III) a vibratory hammer and were cured for seven days moist curing by
Aggregate Impact 23 40 IS:2386 Part
covering with wet gunny bags. Proper curing ensures sufficient
Value (IV)
Liquid Limit 19.05 45 IS:2720 Part (V) water in the compacted test specimen so that hydration reaction
Plasticity Index 4 20 IS:2720 Part (V) occurs between cement, water, and RAPM. The cement hydrates
Free Swelling Index 10 50 IS:2720 Part forming hydrated compounds in the presence of moisture, which
(XL) eventually hardens over time, producing a cemented matrix. The
specimens were cured for 7 days and 28 days moist curing using
gunny bags, respectively. Curing affects the structural properties
2.4. SAMI layer in the case of Cement treated base (CTB). It’s a well-established fact
that curing is important, as, water is required for hydration reac-
A stress absorbing membrane interlayer (SAMI) is provided tion to start within the CTB layer [7]. To ensure proper curing,
above the CTB layer, before placing the final surface layer as moist curing is suggested by many agencies and researchers
depicted in Fig. 3. The crack relief layer SAMI provided can be of [7,13,41,45]. Taha et al. [46] suggest curing should be done in
either modified binder applied at the rate of 10–12 kg/10 m2 cov- sealed bags, whereas, Mohammadinia et al. [31] considered a
ering 01 m3 of 11.2 mm aggregates, or wet mix macadam (WMM) humidity-controlled chamber for curing of CTB layer. For the cur-
of 100 mm thickness conforming to Ministry of Road Transport & rent research work, to ensure proper moist curing, wet gunny bags
4
Rishi Singh Chhabra, G.D.R.N. Ransinchung and Sk Sohel Islam Construction and Building Materials 298 (2021) 123866

Table 4
Details of CTB mixtures.

Mixture ID Additive’s content (%) Weight of Mix (kg) Density of mix, (kg/m3) OMC (%)
Cement Stabilroad Stabilizer
Mix 1 3.5 0 7.738 2292.74 6.80
Mix 2 4.0 0 7.768 2301.63 7.60
Mix 3 4.5 0 7.778 2304.59 8.42
Mix 4 5.0 0 7.803 2312.00 9.20
Mix 5 3.5 3.0 7.754 2297.48 6.52
Mix 6 4.0 3.0 7.772 2302.81 7.36
Mix 7 4.5 3.0 7.795 2309.63 8.35
Mix 8 5.0 3.0 7.808 2313.48 9.05
Mix 9 3.5 3.5 7.750 2296.30 6.31
Mix 10 4.0 3.5 7.779 2304.89 6.42
Mix 11 4.5 3.5 7.801 2311.41 7.42
Mix 12 5.0 3.5 7.815 2315.56 8.45
Mix 13 3.5 4.0 7.762 2299.85 6.20
Mix 14 4.0 4.0 7.789 2307.85 6.92
Mix 15 4.5 4.0 7.813 2314.96 7.60
Mix 16 5.0 4.0 7.826 2318.81 8.70
Mix 17 3.5 4.5 7.775 2303.70 6.16
Mix 18 4.0 4.5 7.798 2310.52 6.41
Mix 19 4.5 4.5 7.809 2313.78 6.94
Mix 20 5.0 4.5 7.829 2319.70 7.73

Fig. 3. Schematic details of pavement layers.

were used as it can retain moisture for a larger duration of time. of its maximum dry density. RAPM mixtures taken for the test
The gunny bags are kept moist for a period of seven days, as men- were the combinations considered after replacing the aggregate
tioned in the relevant specifications [10,13,41]. After 7/28 days, the fraction retained on 22.4 mm IS Sieve with the material of
test specimens were crushed to total failure in the compression 4.75 mm to 22.4 mm size as has been done in the case of com-
testing machine and recorded the load in accordance with IS:516 paction test.
[33].

3.4. Scanning electron microscopy (SEM) analysis

3.3. California bearing ratio
The Scanning electron microscopy (SEM) was used for deter-
Based on a literature review from past studies [12,17,34,35], the
mining the sample’s surface topography. SEM analysis was imple-
strength of RAPM in terms of CBR test value increases with the
mented under a 3–4 nm resolution and an accelerated voltage of
addition of virgin aggregates to the mix. However, in the present
15 kV using Carl Zeiss Ultra Plus machine. The Scanning Electron
laboratory mix design, efforts have been made to use 100% RAPM
Microscopy (SEM) analysis was performed as per ASTM E986
by adding cement and Stabilroad Stabilizer. The compaction mold
(2010) specification, which describes the shape and textural details
of 150 mm diameter having a volume of 2250 cm3 was employed
of studied materials. The sample was in solid form, having a thick-
for the test, and laboratory test specimens were prepared under
ness less than 1 cm. Samples were mounted on metal stubs and
dynamic compaction in accordance with IS: 2720 (Part XVI) [36].
coated before being subjected to an electron beam from a Scanning
The material was filled in five equal layers, and each layer was
electron microscope.
compacted by giving 55 evenly distributed blows with a hammer
of weight 4.89 kg [17]. Three specimens were prepared for each
mix by compacting the sample at 98% of MDD at corresponding 3.5. Field test
OMC. CBR test was conducted on remolded specimens of RAPM
mixtures with cement along with and without chemical stabilizer. In order to achieve the sustainability of the laboratory mix
For each mold preparation, about 7 kg material were measured and design, a 15 km’s test section was constructed by using 100% RAPM
thoroughly mixed with water to give the required water content in CTB layer. The methodology followed in order to study field per-
(Optimum Moisture content). The compaction was done at 98% formance is described as follows:
5
Rishi Singh Chhabra, G.D.R.N. Ransinchung and Sk Sohel Islam Construction and Building Materials 298 (2021) 123866

3.5.1. Durability against wetting–drying cycles

Several studies [9,12,17,18,31,37,38] from the past had reported
that RAPM could be used for the cement-treated base. However,
those studies were based on the strength or stiffness parameter
only. Wetting and drying test have not been reported in the liter-
ature to investigate the durability test for the long-term perfor-
mance evaluation of the stabilized layer for Indian Highways. To
understand the resistance of compacted stabilized materials under
adverse weather conditions, a durability test (wetting and drying)
was performed in accordance with IS: 4332 (Part IV) [28]. Cylindri-
cal cores were taken from the site at an interval of two km (Figs. 4
& 5) to the laboratory to perform a wetting and drying test. For the
purpose of analysis of long-term strength in the field, the residual
strength of the cylindrical core had also been tested on the cylin-
drical samples after 12 cycles of wetting and drying. Based on
the climatic condition of the project site, the ‘Wetting and Drying’
procedure was adopted for the durability test of the cylindrical
core sample. First, the sample was put underwater for 5 h then,
after taking out the sample from water tank, it was weighted and
given 20 vertical strokes with a wired-scratch brush firmly around
the sample and again took a measurement, then put in an oven for
next 42 h at 70° C; this was one complete cycle of 48 h. After each
cycle, the weight loss in the sample was determined with the help
of a wire-scratch brush applying 20 vertical strokes twice on the
sides and four strokes given at each end. After each cycle, the loss
in weight of the sample was noted.

3.5.2. Falling weight deflectometer (FWD) test

FWD is a non-destructive structural evaluation testing tech- Fig. 5. Extracted stabilized cylindrical core from site.
nique in which the layers of the pavement remain undisturbed.
It provides ease in data collection techniques and helps in mea-
suring the response of load in terms of stress, strain, or deflection 4. Results and discussions
[30,39]. The FWD generates a load pulse by dropping weight in
the range of 50 to 350 kg from a height of fall in the range of 4.1. Moisture-density relationship
100 to 600 mm. This load pulse is transmitted to the pavement
through a circular load plate of diameter 300 mm. The load pulse Fig. 6(a) and (b) show the variations in optimum moisture con-
generated by the FWD under the load plate momentarily deforms tent (OMC) and maximum dry density (MDD), respectively, with
the pavement into a bowl shape. FWD data were analyzed using a different cement and chemical stabilizer contents for the reclaimed
back-calculation algorithm to estimate the elastic moduli of the asphalt pavement material. Trial mixes were made using 100%
pavement layers. RAPM for CTB using cement and Stabilroad Stabilizer. From the fig-
ure, it can be understood that upon increasing the cement content,
the MDD value of the mixture increases, whereas upon using a
chemical stabilizer, the mixture’s MDD value increased by up to
4 percent, after which it decreases. By carefully examining the
data, MDD of all mixes prepared with a chemical stabilizer was
higher than those without treated with a chemical stabilizer. Fur-
ther, the mix prepared with 5% cement and 4.5% chemical stabi-
lizer showed a maximum dry density value (2261 kg/m3)
corresponding to it’s OMC (8.70%). However, not much difference
was observed for MDD in mixes prepared with 4.5% & 5% cement
nevertheless, OMC tends to increase from 7.60% to 8.70% due to
the fact that chemical stabilizer was found to behave as a cemen-
titious material; hence it’s moisture carrying capacity also
increased. This is in agreement with some previous studies
[4,17,18].

4.2. Unconfined compressive strength

In preparing Cement-Stabilroad Stabilizer mixes for 100 percent

RAPM, UCS values after seven days of curing increased in all cases,
as shown in Fig. 7, there is a close relationship between UCS and
cement content. The cemented matrix holds together the material
particles and is responsible for enhanced strength. Further, based
on the fact that increasing the cement content strength will
Fig. 4. Cylindrical core extracted for wetting and drying test. increase, chances of shrinkage cracks increase. So, to overcome this
6
Rishi Singh Chhabra, G.D.R.N. Ransinchung and Sk Sohel Islam Construction and Building Materials 298 (2021) 123866

2.29 results that the unconfined compressive strength of the RAPM

3.5% C 4% C 4.5% C 5% C mix prepared with cement tends to increase on increasing cement
2.27
percentage but did not achieve a minimum UCS of 4.5 MPa. A min-
2.25 imum unconfined compressive strength of 4.5 MPa for cement and
MDD (g/cm3)

2.23 7 MPa for lime or lime-fly ash stabilized granular material is rec-
ommended for constructing the cement-treated base, ensuring
2.21
moist curing by IRC: SP:89-2018 [10]. It should be noted that the
2.19 laboratory value of UCS should be 1.1 times higher than the target
design strength because of the variability in the construction field
2.17
(IRC: SP: 89-2019) [5]. However, even after seven days of curing, a
2.15 lower value of UCS was reported due to the inclusion of 100%
2.13 RAPM. Hence, due to the presence of bitumen film around the
0 3 3.5 4 4.5 RAPM as no virgin aggregates were used in the construction,
Stabilroad Stabilizer content (%) cement paste found it difficult to make a strong cement aggregate
bound around it. On closely observing Fig. 7, the desired UCS value
of 5.28 MPa was being obtained by preparing the test specimen
(a) Cement- Stabilroad Stabilizer mix containing 4.5% cement and 4%
10 Stabilroad Stabilizer (by weight of cement). Hence, for 28 days of
3.5% C 4% C 4.5% C 5% C
9 curing, the mixes were prepared by using 4.5% cement and 4% Sta-
bilroad stabilizer (by weight of cement), and it’s UCS was reported
8 as 6.23 MPa. On observing the results of 7 & 28 days UCS, it can be
OMC (%)

7 concluded that the UCS value of the mix can be increased on

increasing the curing time. This is in agreement with the previous
6
studies [12,16,23,40,44].
5
4 4.3. California bearing ratio (CBR)
3
The properties of soil–cement mixes are usually assessed based
2
0 3 3.5 4 4.5
on strength tests made on the materials after the stabilizer has
been allowed sufficient time to harden. Hence, the CBR test was
Stabilroad Stabilizer content (%) carried out on RAPM mixtures with or without cement/chemical
stabilizer after ensuring continuous moist curing for seven days.
(b) The results of the soaked CBR test are shown in Fig. 8. The CBR
value increased with an increase in cement and chemical stabilizer
Fig. 6. (a) Results of Maximum dry density of RAPM mixture; (b) Results of content. From all the molds prepared, though many molds showed
Optimum moisture content of RAPM mixture. CBR value greater than 100%, but for optimizing the chemical sta-
bilizer content and cement content, based on UCS test values also,
mix prepared with 4.5% cement and 4% chemical stabilizer was
7 3.5% C 4% C 4.5% C 5% C selected for further experimental work. All the samples were care-
fully checked for expansion, and no such expansion was reported,
6
resulting in excellent performance even in soaked conditions.
5
UCS (MPa)

4.4. SEM analysis of mortar

4

3 SEM images of Cement and Stabilroad Stabilizer and their corre-

sponding mortar paste were analyzed in Fig. 9(a)–9(b). Fig. 9(c)
2 shows cement particles have a rough texture and angular shape

1
120
0 3.5% C 4% C 4.5% C 5% C
0 3 3.5 4 4.5
100
Stabilroad Stabilizer content (%)
CBR (%)

Fig. 7. Unconfined compressive strength (7 Days). 80

60
effect, the addition of a chemical stabilizer at different percentages
of cement was done with cement to reduce the shrinkage effect
and also to save cement percentage in the cement treated base. 40
Another factor that affects the strength of CTB is curing time. So,
after getting the optimum amount of Cement-Stabilroad Stabilizer 20
at seven days UCS, mixes were then prepared for 28 days curing. 0 3 3.5 4 4.5
No such work has been reported in the previous literature to date.
Stabilroad content (%)
Fig. 7 shows the average UCS (average of three specimens) of
the moist cured mixes at seven days. It was noticed from the Fig. 8. CBR for stabilized specimens.

7
Rishi Singh Chhabra, G.D.R.N. Ransinchung and Sk Sohel Islam Construction and Building Materials 298 (2021) 123866

Fig. 9a. Cement.

Fig. 9c. Cement mortar paste.

Fig. 9b. Stabilroad stabilizer.

Fig. 9d. Stabilroad stabilizer containing mortar.

and are granular in nature, whereas in Fig. 9(d), Stabilroad Stabi-

lizer displays, particles with an angular shape with a sharp edge. and drying) obtained from the cylindrical core sample’s primary
Scanning Electron Microscopy (SEM), confirmed the pozzolanic analysis are presented in Table 5.
compounds formed due to the combination of cement and Stabil-
road Stabilizer. Remarks. Maximum permissible weight loss (%) (IRC : SP : 89 (Part
II)  2018)  14% [10], whereas the average weight loss was reported
as 2.49%.
4.5. Durability study on field core sample
Closer inspection of Table 5 shows that the total weight loss
Durability against wetting and drying cycles test is commonly observed after 12 cycles for the core sample was 2.49% satisfying
known as the durability test. Two different tests procedures are the limits mentioned in IRC: SP: 89 (Part II) [10]. Results showed
given in guidelines (ASTM D 559/D559M  15, 2015) [28] for ‘Wet- minimal volume change, which again confirms the durability along
ting and Drying’ and ‘Freezing and Thawing.’ After 12 cycles, the with the strength of the RAPM mix prepared with cement and
specimen was placed in an oven at 110° C for 70 h, and then the chemical stabilizer. The condition of the core sample after 12
final weight of the core sample was taken. The test was conducted cycles is shown in Fig. 10. Turning now to the experimental evi-
on a cylindrical core extracted from the site, as mentioned earlier. dence of the residual strength of the cylindrical core sample, the
The durability results and residual UCS (after 12 cycles of wetting average residual UCS of stabilized RAPM cores was found to be
8
Rishi Singh Chhabra, G.D.R.N. Ransinchung and Sk Sohel Islam Construction and Building Materials 298 (2021) 123866

Table 5
Wetting and drying, and residual strength of samples (stabilised CTB layer).

Sample Weight loss after twelve Loss Residual UCS of Core

No. cycles (g.) (%) (MPa)
1 203 2.7 5.4
2 229 2.3 4.38
3 231 2.47 4.75
4 209 2.35 4.5
5 252 2.66 5.15
6 189 2.25 4.33
7 203 2.7 5.35
Average 2.49 4.84

Fig. 11. FWD Field data collection pattern.

Table 6
Average pavement and air temperature.

Avg. Pavement Temperature in °C Avg. Air Temperature in °C Date of

Testing
41.6 36 17–09-2019
43.7 37 18–09-2019

the pozzolanic compounds were formed due to the combination

of Cement and Stabilroad Stabilizer. Similar results were reported
by Yuan et al. (2011) by adding RAP material for CTB with minimal
weight loss after the wetting and drying test.

4.6. Field study by falling weight deflectometer (FWD)

In order to understand the exact field conditions, FWD equip-

ment was taken to the site to collect a large number of data in a
shorter duration of time. For deflection measurement of a two-
lane two-way single carriageway, data were collected at a maxi-
mum spacing of 500 m, as shown in Fig. 10 (IRC: 115-2014) [29].
Fig. 10 shows the field data collection pattern adopted in this study
Fig. 10. Condition of core sample after durability test. by FWD for the entire stretch. In order to cover the whole pave-
ment stretch while covering lane 2, the first data point was col-
lected at a distance of 250 m, so that the data was collected in a
staggered manner, as shown in Fig. 11. FWD was performed on
4.840 MPa after 12 cycles of durability test. A possible explanation the top asphalt concrete (AC) layer. Back-calculation values from
for this might be the mineralogical tests e.g. X-ray diffraction FWD permitted in identifying the in-situ stiffness of each layer.
(XRD) and Scanning Electron Microscopy (SEM), which confirmed The layer moduli for the bituminous layer, cement-treated base,

1280
Surface Moduli for Bituminous layer

1270

1260

1250
(MPa)

1240

1230

1220

1210

1200

Chainage (Km)
Fig. 12. Back-calculated surface moduli.

9
Rishi Singh Chhabra, G.D.R.N. Ransinchung and Sk Sohel Islam Construction and Building Materials 298 (2021) 123866

4580

Base Moduli for Cement Treated Base

4560

4540

(MPa) 4520

4500

4480

4460

Chainage (Km)
Fig. 13. Back-calculated moduli for cement-treated base.

0.9

0.8

0.7

0.6
Deflecon (mm)

0.5

0.4

0.3

0.2

0.1

0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 1010.51111.51212.51313.51414.515
Chainage (km)

D0 D1 D2 D3 D4 D5 D6

Fig. 14. FWD deflection data.

and subgrade layer, which was obtained after the FWD, require 1500 mm and 1800 mm from the center of the loading plate. Seven
corrections for temperature. Temperature correction is applied number of deflection sensors were placed at a distance of 0 mm,
for the bituminous layer only as bitumen is a viscoelastic material 300 mm, 600 mm, 900 mm, 1200 mm, 1500 mm and 1800 mm
whose properties vary mostly with the temperature variation. So, respectively; FWD deflection data is shown in Fig. 13; deflection
the back-calculated bituminous modulus is corrected for the stan- data is normalized for standard load, and then back-calculation
dard design temperature; in this case, it is 35 °C (IRC: 115-2014) was being done by the KGP Back software (Fig. 14).
[29]. Table 6 summarizes air temperature and pavement tempera- The recommended strain value at the bottom of the bituminous
ture, which were collected while running FWD tests during the layer is 0.326E-03, and vertical compressive strain at the top of the
entire duration. subgrade layer is 0.615E-0.3 (IRC: 37, 2018) [41]. It was noted that
The average design moduli of in-service layers were found to be the tensile strain at the bottom of the bituminous layer was found
1243, 4530, 339 MPa for the bituminous, cement-treated base (us- to be a 0.0385E-03, and compressive strain on subgrade was
ing Stabilroad Stabilizer) and subgrade layer, respectively. The 0.132E-03, which appears to be reduced considerably on cement
detailed values of back-calculated stiffness moduli for bituminous stabilized base. For cumulative fatigue damage analysis of the sta-
and cement-treated base layers are shown in Figs. 12 and 13. D0, bilized CTB, Eq. (1) [42,42] is to be used as given below,
D1, D2, D3, D4, D5 and D6 are the values of deflection measured
0:972ðrtjMrupÞ
at a position of 0 mm, 300 mm, 600 mm, 900 mm, 1200 mm, log10 Nfi ¼ ð1Þ
0:0825
10
Rishi Singh Chhabra, G.D.R.N. Ransinchung and Sk Sohel Islam Construction and Building Materials 298 (2021) 123866

Table 7a
Cost per km with Conventional Layer (BC/DBM/WMM/GSB).

Item Thickness Width Length Quantity Cost incurred Amount

mm m m * ` (INR) Lacs
BC 40 5.5 1000 220 8410 18.50
DBM 80 5.5 1000 440 7800 34.32
WMM 250 5.5 1000 1375 1300 17.88
GSB 200 5.5 1000 1100 1000 11.00
Prime Coat 5.5 1000 5500 24 1.32
Tack Coat (A) 5.5 1000 5500 17.5 0.96
Tack Coat (B) 5.5 1000 5500 10 0.55
Milling 100 5.5 1000 550 100 0.55
Cost of per km section 85.08 ($116,277)

NOTE: BC = Bituminous concrete; DBM = Dense bituminous macadam; WMM = Wet mix macadam; GSB = Granular sub-base; ` (INR) = Indian Rupee, $ (USD) = United States
Dollar.

Table 7b
Cost per km with Adopted Layers (BC/SAMI/CTB).

Item Thickness Width Length Quantity Cost incurred Amount

mm m m * ` (INR) Lacs
BC 40 5.5 1000 220 8410 18.50
SAMI 10 5.5 1000 55 53 0.03
CTB 300 5.5 1000 1650 1600 26.40
Prime Coat - 5.5 1000 5500 24 1.32
Tack Coat (A) - 5.5 1000 5500 17.5 0.96
Tack Coat (B) - 0 0 0 0 0.00
Cost of per km section 47.21 ($64,521)

*Quantity and Rate of pavement crust layers is in m3 while of tack coat and prime coat in m2.
NOTE: BC = Bituminous concrete; SAMI = Stress absorbing membrane interlayer; CTB = Cement treated base; ` (INR) = Indian Rupee, $ (USD) = United States Dollar.

where, Nfi = Fatigue life of CTB material, rt = tensile stress at the 7(a)–7(b)) have further strengthened our confidence in using
bottom of CTB layer, MRup = 28-day flexural strength of the cemen- chemical stabilizers with cement. Cost incurred (per km) were ana-
titious base, and ðrtjMrupÞ ¼ Stressratio: lyzed, adopting guidelines provided by Central Public Works
The cumulative fatigue damage (CFD) caused due to load repe- Department [43]. For the current study, transportation and labour
titions by different categories and magnitudes during the design cost was excluded. The total reduction in cost was found to be
life of the pavement is estimated using Eq. (2) as given below, 37.87 Lacs, the cost per km section. By using 100% RAPM with a
X cement additive and Stabilroad Stabilizer, there is a 44.54%
CFD ¼ ðNijNfiÞ ð2Þ decrease in cost, as the use of natural aggregates and bitumen
requirements reduced substantially. Moreover, based on the fati-
where, ni = repetitions of expected axle load, and Nfi = fatigue life,
gue damage analysis of stabilized CTB, the bituminous layer’s
the CTB would sustain.
thickness was considerably reduced.
Hence, using the above equation, fatigue life for stabilized CTB
was found to be 8.6  103 msa, and the cumulative fatigue damage
(CFD) caused by different categories and different magnitudes dur- 6. Conclusion
ing the design life of pavement was found to be 0.001747; using
Eq. (2), which is less than one, which means the design is accept- This study’s specific objective was to evaluate the CTB mix con-
able (IRC: 37, 2018). Together these results provide important taining varying percentages of cement and Stabilroad Stabilizer
insights into pavement performance under standard loading condi- using in-situ RAPM in place of virgin aggregates. Improved engi-
tions based on IRC guidelines [41]. The pavement consists of the neering properties were observed by the addition of cement and
cement-treated base that has reduced the pavement’s fatigue Stabilroad Stabilizer in CTB layer. Moreover, no shrinkage cracking
behaviors, as established by the performance criteria used in IRC was observed in the investigated installation of the CTB layer. The
guidelines for the design of flexible pavements [41]. Montepara use of chemical additive with cement might leads to the alteration
et al. (2012) reported the acceptable elastic moduli with RAP and of their functionalities and properties. However, in addition to this,
natural aggregates for sub-base construction. Another researcher, 10 mm thick layer of polymer modified binder layer with 11.2 mm
Isola et al. (2013) [17] confirmed the advantages of using RAP in size aggregates chipping know as Stress absorbing membrane
CTB without any failure based on FWD studies. interlayer (SAMI), which is a crack relief layer (IRC:37-2018), had
been provided between CTB and the surface layer, so that in the
5. Cost benefits future, the cracks due to self-cementing phenomenon (if any)
may not propagate in upward direction. Results indicate that the
Apart from the environmental benefits, using cement treated optimum moisture content, maximum dry density, and California
base layer incorporating chemical stabilizer may reduce number bearing ratio value will generally increase by adding 4.5% of
of trips requirement for natural aggregates and layer thickness. cement and 4.0% chemical stabilizer additive. Among different
As well as, current study emphasized that utilizing studied mate- cement and chemical additive percentages, the UCS value of
rial will significantly minimize the construction cost as compared 5.28 MPa was obtained by preparing test specimen cement-
with the conventional one. The results of the cost comparison of chemical stabilizer mix containing 4.5% cement and 4% Stabilroad
in situ stabilization and the traditional method, as shown in Tables Stabilizer (by weight of cement). Hence, for 28 days of curing the
11
Rishi Singh Chhabra, G.D.R.N. Ransinchung and Sk Sohel Islam Construction and Building Materials 298 (2021) 123866

mixes were prepared by using 4.5% cement and 4% Stabilroad Sta- [7] A.-A.-R. Rasha, M.A. Al-jumaili, K.-R.-A.-Z. Ahlam, Study of cement treated base
agreagate properties for pavement structure, Int. J. Inf. Res. Rev. 5 (2018)
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concluded that on increasing the curing time, the UCS value of study on the resilient modulus of cement-treated mixtures of RAP and
the mix can be increased. aggregates using indirect tensile, triaxial and flexural tests, Constr. Build.
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mechanical properties. This study confirms the importance of P. Ceratti, Flexural fatigue evaluation of cement-treated mixtures of reclaimed
asphalt pavement and crushed aggregates, Constr. Build. Mater. 158 (2018)
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Rishi Singh Chhabra: Methodology, Investigation, Data cura-
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[20] S.M. Abraham, G.D.R.N. Ransinchung, Influence of RAP aggregates on strength,
Declaration of Competing Interest durability and porosity of cement mortar, Constr. Build. Mater. 189 (2018)
1105–1112, https://doi.org/10.1016/j.conbuildmat.2018.09.069.
The authors declare that they have no known competing finan- [21] Sridhar Reddy Kasu, Kumar Manupati, Amaranatha Reddy Muppireddy,
Investigations on design and durability characteristics of cement treated
cial interests or personal relationships that could have appeared reclaimed asphalt for base and subbase layers, Constr. Build. Mater. 252 (2020)
to influence the work reported in this paper. 119102, https://doi.org/10.1016/j.conbuildmat.2020.119102.
[22] S. Singh, G.D. Ransinchung, K. Monu, Sustainable lean concrete mixes
containing wastes originating from roads and industries, Constr. Build.
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The authors would like to thank the team of M/s Vishwa Samu-
design of cement-treated base materials with high content of reclaimed
dra Engineering Private Limited, for their support during the pro- asphalt pavement, (2011) 110–119. https://doi.org/10.3141/2212-12.
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technology mentioned in the paper; it is only used to achieve the pavement (RAP) for using it as base course of flexible pavement, Procedia
Eng. 189 (2017) 434–439, https://doi.org/10.1016/j.proeng.2017.05.069.
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