2. Government Accession No. 3. Recipient's Catalog No.

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1 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FHWA/OH-2004/ Title and Subtitle Structural Support of Lime or Cement Stabilized Subgrade Used with Flexible Pavements 5. Report Date November Performing Organization Code 7. Author(s) Dr. Eddie Chou Laurent Fournier Zairen Luo Jason Wielinski 9. Performing Organization Name and Address The University of Toledo College of Engineering Department of Civil Engineering 2801 West Bancroft Street Toledo, OH Sponsoring Agency Name and Address Ohio Department of Transportation 1980 W Broad Street Columbus, OH Performing Organization Report No. 10. Work Unit No. (TRAIS) 11. Contract or Grant No. State Job No (0) 13. Type of Report and Period Covered Final Report 14. Sponsoring Agency Code 15. Supplementary Notes 16. Abstract Lime or cement stabilizations have been used to modify wet and soft roadbed soils so that the roadbed can carry the load of construction vehicles without excessive rutting. Lime stabilization is recommended for finegrained and high plasticity soils, and cement stabilization is recommended for coarse-grained and low plasticity soils. The durability and structural benefits of the stabilized roadbed soils have been investigated in this study through four tasks. First, the in-situ conditions of stabilized subgrade were investigated using the Dynamic Cone Pentrometer (DCP) test. The results show that the moduli of stabilized soils are generally higher than non-stabilized soils several years after construction. The second task investigated the durability and strength characteristics of stabilized soils through laboratory tests. Unconfined compressive strength, California Bearing Ratio, and resilient modulus of stabilized soils are all higher than non-stabilized soils. After freezing and thawing cycles, the stabilized soils retain more strength and modulus than the non-stabilized soils. The third task evaluated the conditions of 4 test sections on State Route 2 in Erie County, with subgrade stabilized with 6% cement, 5% lime, 3% lime with 3% cement, respectively, and a control section with no stabilization. Pavement deflection measurements were taken during different stages of construction and for each of the 3 years after construction. The back calculated subgrade moduli show that stabilization increases the subgrade modulus, with the cement treated soil being the strongest initially, followed by the 3% lime plus 3% cement section. However, the lime stabilized subgrade continues to gain strength three years after construction. The cement stabilized section has sandy soils, while the other sections have clayey soils. Task 4 developed a design procedure to quantify the increase in strength and modulus as an effective subgrade modulus in order to include the structural benefit of stabilized subgrade in the current pavement thickness design procedure. 17. Key Words Lime stabilization, cement stabilization, durability, pavement, effective subgrade modulus 18. Distribution Statement No restrictions. This document is available to the public through the National Technical Information Service, Springfield, Virginia Security Classif. (of this report) Unclassified 20. Security Classif. (of this page) Unclassified 21. No. of Pages Price Form DOT F (8-72) Reproduction of completed page authorized

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3 Structural Support of Lime or Cement Stabilized Subgrade Used with Flexible Pavements Draft Final Report State Job No Principal Investigator: Eddie Y. Chou Co-Authors: Laurent Fournier, Zairen Luo, and Jason Wielinski The University of Toledo Prepared in Cooperation with The Ohio Department of Transportation and The U. S. Department of Transportation Federal Highway Administration November 2004

4 DISCLAIMER The contents of this report reflect the views of the authors who are responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the Ohio Department of Transportation or the Federal Highway Administration. This report does not constitute a standard, specification or regulation. D-ii

5 ACKNOWLEDGMENTS The authors would like to thank the Ohio Department of Transportation and the Federal Highway Administration for supporting this study. The assistance provided by the technical liaisons of this project: Mr. Roger Green, Mr. Aric Morse, and Mr. Randy Morris are greatly appreciated. Mr. Nick Donofrio, project engineer with District 3, and Mr. Mike Gramza of District 2, also provided necessary assistance in soil sample collection. Mr. Issam Khoury of the Ohio University also provided the DCP data used in this study. Without their assistance, this project could not be completed. D-iii

6 TABLE OF CONTENTS Page List of Figures...v List of Tables...vii Executive Summary...I Introduction...1 Objective of Research...6 General Description of Research...7 Findings of the Research Effort...21 Conclusion and Recommendations...64 Implementation Plan...68 Appendix A: Subgrade Stabilization and Structural Contributions Accounted for by Different States...A1 Appendix B: DCP Test Results...B1 Appendix C: Tests Results in-laboratory...c1 Appendix D: Back-Calculated Moduli...D1 Appendix E: Comparisons of Two Clay Soils...E1 Appendix F: Test Parameters Chosen for the Resilient Modulus Test...F1 Appendix H: List of Reference Literature...G1 D-iv

7 LIST OF FIGURES Figure 1. Deflection Data Taken at Multiple Surfaces...15 Figure 2. Schematic Diagram Showing the Development of the Equivalent Resilient Modulus...19 Figure 3. Subgrade Moduli Estimated from DCP from Various Sites...23 Figure 4. Subgrade Moduli estimated from DCP from ERI-SR Figure 5. Estimated Modulus at Different Depths from DCP Test Result of Field Sections...25 Figure 6. UCS Tests for Recompacted Soil from ERI-2 (24-hour capillary soaking before UCS tests)...30 Figure 7. A-ratio from UCS Tests Testing of Soil from ERI SR2 (24-hour capillary soaking before UCS tests)...31 Figure 8. Unconfined Compressive Strength of Laboratory Compacted Specimens from ERI SR Figure 9. UCS versus Moisture Content for Laboratory Compacted Specimens...33 Figure 10. UCS Strength versus Number of Freeze-Thaw Cycles for Clayey Soil from Lorain County...34 Figure 11. UCS of Soil Samples with Various Treatments on Clayey Soil from Lorain County...35 Figure 12. CBR of Soil Specimens after Various Treatments and Freeze-Thaw Cycles in Laboratory for Soils from ERI-SR2 (56 Blows)...36 Figure 13. A-ratio from CBR Testing...37 Figure 14. Resilient Modulus of Untreated Soil from Nevada, Wyandot County...38 Figure 15. Resilient Modulus of Untreated Soil from the Maumee River Crossing...39 Figure 16. Resilient Modulus of Maumee and Nevada Clay, at 2% above Optimum Water Content and with Different Stabilizers...40 Figure 17. A Ratio from Resilient Modulus, Maumee and Nevada Clay, at 2% Optimum Water Content and with Different Stabilizers...41 Figure 18. Resilient Modulus of Natural and Stabilized Nevada Soil, Compacted at Optimum Proctor plus Two Percent Moisture Content...42 D-v

8 Figure 19. Resilient Modulus of Natural and Stabilized Maumee River Crossing Soil, Compacted at Optimum Proctor plus Two Percent Moisture Content...43 Figure 20. Correlation of Unconfined Compressive Strength and Resilient Modulus for Various Mixtures after Durability Testing...45 Figure 21. Scatter Plots for Deflections Taken on ERI-SR2 in Figure 22. Scatter Plots for Deflections Taken on the Surface of Pavement on ERI-SR Figure 23. Scatter Plot of Back Calculated Modulus from FWD Deflections on ERI-SR2.50 Figure 24. Subgrade Modulus Back Calculated from Deflections Taken on Various Surfaces...51 Figure 25. Backcalculated Subgrade Modulus with Time...54 Figure 26. Backcalculated Median Modulus from ERI SR Figure 27. B Ratio from Backcalculated Median Modulus...55 Figure 28. Scatter Plot of Model Obtained B versus Equation Obtained B...58 Figure 29. B versus D3 for a Typical AASHTO/ODOT Flexible Pavement Design...59 Figure 30. AASHTO Equation Design Curve...59 Figure A1. Subgrade Stabilization and Structural Contributions Accounted for by Different States (Adopted from Kentucky DOT Report)...A1 Figure E1. Hydrometer Analysis of the Nevada Clay...E2 Figure E2. Hydrometer Analysis of Maumee River Crossing Clay...E3 Figure E3. Resilient Modulus of Soil from Nevada, Wyandot County...E4 Figure E4. Resilient Modulus of Soil from the Maumee River Crossing...E5 Figure E5. Proctor Curve of Nevada Clay...E6 Figure E6. Proctor Curve of Nevada Clay with 5% Lime...E7 Figure E7. Proctor Curve of Maumee River Crossing Clay...E8 Figure E8. Proctor Curve of Maumee River Crossing Clay with 5% Lime...E8 D-vi

9 LIST OF TABLES Table 1. DCP Test Locations...9 Table 2. Summary of the Soil Characterization Tests...10 Table 3. Table 4. Test Section on ERI - SR Summary of Laboratory Tests Performed...12 Table 5. Input Parameters Used in Modulus Back Calculation...17 Table 6. Parameters Used for AASHTO and Mechanistic Design...20 Table 7. Table 8. Changes in Soil Characteristics Due to Laboratory Stabilization...27 Chemical Composition of Lime Obtained from X-Ray Diffraction...28 Table 9. CBR Test Result for Soils from ERI - SR Table 10. A Estimation from Lab Tests...56 Table 11. Table 12. Table 13. Table B1. Table B2. Table B3. Table C1. Table C2. Table C3. Table C4. Table C5. Table C6. Table D1. Table D2. Table D3. Table D4. B Estimation from Back Calculation Results...57 Pavement Reduction for Different Values of B, Mr, and A...61 Summary of the Research Efforts...62 DCP Result for Stabilized Sections...B1 DCP Result for Non-Stabilized Sections...B2 DCP Result for ERI - SR2...B3 Properties of Soil Samples from ERI-SR2...C1 Properties of Soil Samples from Lorain County...C3 Unconfined Compressive Strength (psi) of Laboratory Compacted Specimens...C4 UCS Test Result for Soil Samples from Lorain County...C5 Freeze-thaw Test (with 5% dolomitic lime)...c6 Freeze-thaw test (ERI-2, station: , with 6% cement)...c7 Medians of Back-Calcualted Moduli by Using "MODULUS' and "EVERCALC" (ksi)...d3 80-Percentiles of Back-Calcualted Moduli by Using "MODULUS' And "EVERCALC" (ksi)...d4 Back-Calculated Subgrade Modulus Using Boussinesq Equation...D5 Back-Calculated Subgrade Modulus Using Two-Layer Model...D7 D-vii

10 Table D5. Table D6. Table D7. Table D8. Table D9. Table D10. Table D11. Table D12. Table D13. Table D14. Table D15. Table D16. Table D17. Table D18. Table D19. Table D20. Back-calculated Moduli Based upon Deflections Taken at Intermediate Course (Lime...D8 Back-calculated Moduli Based upon Deflections Taken at Intermediate Course (Cement)...D9 Back-calculated Moduli Based upon Deflections Taken at Intermediate Course (Control)...D10 Back-calculated Moduli Based upon Deflections Taken at Intermediate Course (Lime with Cement)...D11 Back-calculated Moduli Based upon Deflections Taken at Surface Course Lime 2001)...D12 Back-calculated Moduli Based upon Deflections Taken at Surface Course (Cement 2001)...D13 Back-calculated Moduli Based upon Deflections Taken at Surface Course (Control 2001)...D14 Back-calculated Moduli Based upon Deflections Taken at Surface Course (Lime with Cement 2001)...D15 Back-calculated Moduli Based upon Deflections Taken at Surface Course (Lime 2002)...D16 Back-calculated Moduli Based upon Deflections Taken at Surface Course (Cement 2002)...D17 Back-calculated Moduli Based upon Deflections Taken at Surface Course (Control 2002)...D18 Back-calculated Moduli Based upon Deflections Taken at Surface Course (Lime with Cement 2002)...D19 Back-calculated Moduli Based upon Deflections Taken at Surface Course (Lime 2003)...D20 Back-calculated Moduli Based upon Deflections Taken at Surface Course (Cement 2003)...D21 Back-calculated Moduli Based upon Deflections Taken at Surface Course (Control 2003)...D22 Back-calculated Moduli Based upon Deflections Taken at Surface Course (Lime with Cement 2003)...D23 D-viii

11 Structural Support of Lime or Cement Stabilized Subgrade Used with Flexible Pavements Start Date: April 28, 2000 Duration: 55 months Completion Date: November 28, 2004 Report Date: January 2, 2004 State Job Number: 14746(0) Report Number: Funding: $157,330 Principle Investigators: Eddie Y. Chou, Ph.D.,P.E. University of Toledo ODOT Contacts: Technical: Roger Green Office of Pavement Engineering Administrative: Monique R. Evans, P.E. Administrator, R&D For copies of this final report go to or call Ohio Department of Transportation Office of Research & Development 1980 West Broad Street Columbus, OH Problem Lime and cement stabilizations have been used to modify soft and wet soils to provide a suitable construction platform. This study was initiated to ascertain the long-term durability of lime (or cement) stabilized roadbed soils, and to quantify the structural benefit, if any, of lime or cement stabilized roadbed soils, so that it can be incorporated into the flexible pavement thickness design. Objectives 1. To determine the long-term performance of lime or cement stabilized subgrades subjected to Ohio climatic conditions. 2. To determine the effect of lime and cement stabilized roadbed soils on flexible pavement life and performance 3. To quantify the subgrade support of lime or cement stabilized soils so that the added support may be used to reduce pavement thickness with both empirical and mechanistic design procedures. Description Most of the subgrade soils in Ohio are fine-grained clayey or silty soils occasionally mixed with sandy soils. Fine-grained soils are highly sensitive to moisture content and their strength decreases drastically as moisture content

12 increases. Chemical stabilization has been used to modify wet and soft fine-grained soils so that the roadbed can carry the load of construction vehicles without excessive rutting. The durability and structural benefits of the stabilized roadbed soils have been investigated in this study through four tasks. In the first task, the long-term, in-situ conditions of several stabilized subgrade were investigated through the Dynamic Cone Penetrometer (DCP) testing. The DCP results show that the in-situ strengths of stabilized soils are generally higher than non-stabilized soils, several years after construction. The second task investigated the durability and strength characteristics of stabilized soils through a series of laboratory tests. The results show that unconfined compressive strength, California Bearing Ratio, and resilient modulus of stabilized soils are all higher than non-stabilized soils. After repeated freeze-thaw cycles, the strength and modulus of soils generally decrease, yet the stabilized soils retain more strength and modulus than the non-stabilized soils. Several different soils ranging from clayey to sandy were tested. Cement stabilization is more effective for sandy soils and lime or lime plus cement are more effective for clayey soils. The third task evaluated the four test sections constructed as part of the State Route 2 reconstruction project in Erie County. Three of the test sections have subgrades stabilized with 12 inches of 6% cement, 5% lime, 3% lime with 3% cement, respectively, and the fourth section is the control section with no stabilization. Pavement deflections were measured during different stages of the construction and for each of the three years after construction. The subgrade modulus values were back calculated from the measured deflections. The results show that all three stabilized sections have higher subgrade modulus than the control section. Although stabilization with cement had the fastest stiffness increase initially, the lime stabilized subgrade was the strongest after 2-3 years of field service. The average increase in subgrade modulus is between 10 to 35 percent. Task 4 developed a design procedure to quantify the increase in strength and modulus as an effective subgrade modulus in order to include the structural benefit of stabilized subgrade in the flexible pavement thickness design procedure. The effective subgrade modulus is a function of the depth of stabilization, characteristics of the original subgrade, the type of chemical stabilizer used, and the design traffic loadings. Conclusions & Recommendations Lime and cement stabilizations are effective ways to modify soft and wet roadbed soils that allow construction of pavements on these soils. Although most fine-grained soils in Ohio are considered non-reactive, meaning the initial strength increase due to lime stabilization is likely to be less than 50 psi (345 kpa), the strength continues to increase with time. This study shows that lime or cement stabilized soils maintain the strength increase with time. Considering the structural benefit of soil stabilization can result in the reduction of pavement thickness. Therefore, it is recommended that lime or cement stabilized subgrade be used more systematically and be considered as part of the pavement structure when designing and constructing flexible pavements. Implementation Potential The recommendation to use more soil stabilization and the developed design D-II

13 procedure may be implemented immediately. D-III

14 INTRODUCTION Chemical stabilization with lime or cement is an effective way to improve fine-grained roadbed soils. The addition of lime or cement to soils reduces the plasticity and the water content of the soils thereby increasing the workability. Stabilized soils facilitate construction by providing a stronger roadbed to carry construction traffic. Lime and cement also chemically react with soil that results in the increase of strength and stiffness. Other benefits include increased permeability and decreased volume changes. However, the effects of stabilization vary depending on soil type, amount of stabilizer used, temperature and duration of curing. At this time, the structural benefits of soil chemical stabilization are not accounted for in ODOT flexible pavement thickness design. Whereas lime stabilization significantly improves roadbed soils initially, the potential longterm strength improvement may not be fully developed due to non-reactive soil, freezethaw damage, or high sulfate content in the soil. Cement stabilized soil may also suffer from freeze- thaw deterioration and sulfate deterioration. The initial strength of both materials may decrease over time. These effects have not been quantified and vary among different soil types. This study was initiated to ascertain if there are long-term benefits of chemical (lime/ cement) stabilization in Ohio, and to enable engineers to include potential structural benefits of chemical stabilization into pavement thickness designs. Background Roadbed soil is one of the most critical components in the design and construction of highway pavements. Its properties can very significantly depending on numerous parameters such as soil composition, gradation, moisture content, state of stress and degree of compaction. Lime and cement have been used to improve pavement roadbed soils and base materials for many years in the United States. Recently, the shortage of high quality aggregates in many D-1

15 areas has led to an increasing interest in stabilized subgrade in order to reduce the demand for those aggregates. The use of lime/cement stabilization also reduces the amount of energy required to produce paving materials. ODOT currently uses lime or cement stabilized subgrades as an alternative to soil undercutting (i.e. replacement), when soft or unstable roadbed soils are encountered. According to the ODOT Construction Inspection Design Manual (2002), lime stabilized subgrade (Item 206) is recommended for A-7-6 or A-6-b with a PI greater than 20. Either quicklime or hydrated lime can be used. The amount of lime used is between 4% to 8% by weight, with a planned amount of 5%. Cement stabilized subgrade (Item 804) is recommended for A-3-a, A-4-a, A-4-b, A-6-a, and some A-6-b soils with a Plasticity Index of less than 20. The amount used is between 4% to 10% by weight, with a planned amount of 6%. Lime reacts with medium, moderately fine, and fine-grained soils that result in decreased plasticity and swelling, and increased workability and strength. The National Lime Association states that lime stabilization may be effective whenever clay contents (particle size <2µ) of the soil is greater than 7 percent and the Plasticity Index is greater than 10. Lime is a general term for quicklime or hydrated lime. Quicklime is a produced by calcining limestone, and hydrated lime is a produced by the hydration of quicklime. Some typical forms of lime are quicklime (CaO), dolomitic quicklime (CaO MgO), hydrated dolomitic lime [Ca(OH)2 MgO], and hydrated high-calcium lime [Ca(OH)2]. Quick lime or dolomitic quick lime absorbs more water than hydrated lime. The addition of lime to fine-grained soils initiates several reactions. Cation exchange and flocculation/agglomeration begin immediately after mixing. Cation exchange occurs when the calcium ions of the lime replace sodium and other cations in the clay. This decreases the thickness of water film surrounding the clay particles, reducing the amount of water soil can absorb. As a result, plasticity is greatly reduced. Flocculation /agglomeration reactions cause a rapid change of the soil structure where soil particles are edge to face and D-2

16 attract each other. Flocculated soil has higher strength, lower compressibility, and higher permeability than the same soil in a dispersed state. The higher strength and lower compressibility result from the particle-to-particle attraction and the greater difficulty of displacing particles when they are in a disorderly array instead of parallel to each other as in the case of dispersed soils. The higher permeability in the flocculated soil are due to the larger (although fewer) channels available for flow, resulting in less flow resistance through a flocculated soil than through a dispersed soil. Another reaction, called pozzolanic reaction, occurs when calcium ions react with water and various forms of soil silica and alumina that exist in the clays, to form cementing materials. The addition of lime to soil increases the ph of the soil water to a high level (ph of saturated lime water is 12.4). At elevated ph levels, the silica and alumina in soil become soluble and start to react with calcium ions to form hydrated calcium silicates and hydrated calcium aluminates. Pozzolanic reactions are time and temperature dependent. Therefore, the strength gain is gradual but may continue for several years. Temperatures less than 50 to 55 degrees Fahrenheit (10 to 13 degrees Celsius) may impede the reaction and higher temperatures accelerate the reaction. The most important factors controlling the development of pozzolanic cementing materials in a lime-stabilized soil are the characteristics of the soil. The major characteristics which affect the ability of the soil to react with lime to produce cementitious materials are soil ph, organic carbon content, natural drainage, presence of excessive quantities of exchangeable sodium, clay mineralogy and particle size distribution, degree of weathering, presence of carbonates, extractable iron, and silica-aluminum ratio. If a soil is nonreactive, extensive pozzolanic strength gain will not be obtained regardless of the amount of lime or the curing conditions. However, such soils can be stabilized with lime when fly ash or other sources alumina/ silica are added to the soil/lime mixture. Lime-fly ash stabilization is beyond the scope of this project. Strength development in cement stabilized soil is much more rapid than lime stabilized soil, because the finely ground cement already contains an ample amount of silica and D-3

17 alumina which allows the cementation to occur immediately. Cement stabilization is also suitable for less reactive soil or coarser-grained soils. Cement stabilization may not be suitable for very fine grained, high clay content soils due to difficulties in mixing the cement with soils of high plasticity. The use of stabilizers (lime, cement) can greatly improve the mechanical properties of the fine grain roadbed soils, transforming them into a suitable structural material. The state of Ohio constructs a significant portion of its pavement on fine grain soils. These clays and silts usually have a moderate to low montmorillonite content, suggesting low lime reactivity. ODOT currently does not assign any structural value to stabilized roadbed soils. The 1993 AASHTO Design Guide does not have a specific design procedure for stabilized roadbed soils. However, some states have assigned structural coefficient to stabilized materials. See Figure A1 of Appendix A. For example, South Carolina uses 0.15, Mississippi uses , Arkansas uses 0.07 for lime and 0.20 for cement, and Kansas uses 0.11 for lime stabilization. The Kentucky DOT and the University of Kentucky studied the performance of stabilized subbase highways constructed during the last 20 years. They used 85 th percentile in situ CBR values to estimate the structural layer coefficient of treated soils. The resulting structural coefficient for soils treated with hydrated lime is 0.106, for soils treated with Portland cement, 0.127, for soils treated with lime/cement, 0.11, and for soils treated with lime and kiln dust, They also used actual pavement performance (PSI) to back estimate the structural coefficient of stabilized materials. They found that some stabilized sections do provide structural benefit while others do not. The back estimated structural coefficients of the stabilized materials range from to In Ohio, soil stabilization is currently used primarily as an alternative to soil undercutting (i.e., replacement of soft soils with stronger materials such as granular soils) to provide a construction platform to carry the load of heavy construction vehicles without excessive D-4

18 rutting. Subgrade stresses induced by construction traffic are likely to be higher than the stresses that the subgrade will experience after the completion of pavement construction. Therefore, it is logical and desirable to include the improvement of soil strength due to soil stabilization in pavement design. Given that the current AASHTO flexible pavement design procedure, which is adopted by ODOT, uses subgrade resilient modulus to characterize roadbed soil support, a procedure to reflect any structural benefit of soil stabilization into the design subgrade resilient modulus is desirable. Such a procedure is described in the finding section of this report. D-5

19 OBJECTIVE OF THE RESEARCH Objective of the Study: The objectives of the proposed study are: 1. To determine the long-term performance of lime and cement stabilized subgrades subjected to Ohio climatic conditions. 2. To determine the effect of lime and cement stabilized subgrades on flexible pavement life and performance 3. To quantify the subgrade support of lime and cement stabilized soils so that the added support may be used to reduce pavement thickness with both empirical and mechanistic design procedures. D-6

20 GENERAL DESCRIPTION OF RESEARCH This study was intended to investigate if lime or cement stabilization of roadbed soils provides long-term structural benefits, and if so, how to incorporate the structural benefits of soil stabilization into pavement thickness design. The properties of lime or cement stabilized roadbed soils were measured from soil samples obtained in the field. Comparisons between initial strength gains versus long-term developed strength were made. Laboratory studies were conducted to study the effects of various parameters on the strength and durability of stabilized soils. Nondestructive pavement deflection testing was used to determine the increased roadbed soil modulus resulting from lime or cement stabilization. The structural benefits were quantified in pavement design procedures in terms of increases in effective roadbed soil resilient modulus. This research project consists of five separate tasks. Task 1 was to collect data related to existing pavements constructed with lime or cement stabilized roadbed soils. Task 2 was to perform laboratory investigation of stabilized and non-stabilized soils in order to compare their characteristics including durability under freezing-and-thawing. Task 3 was to compare the test pavement sections on SR 2 in Erie County (ERI- SR2) constructed with stabilized and non-stabilized roadbed soils. Task 4 was to analyze the findings of Tasks 1 through 3 and establish a procedure to quantify the structural benefit of soils stabilized with lime or cement in pavement thickness design. Task 5 was to draw conclusions and make recommendations based on the findings of this study. D-7

21 Task 1: Investigate Ohio Experience on Lime Stabilized Roadbed Soils The first task was to investigate the experience of using lime (or cement) stabilized subgrade in Ohio. Although lime/cement stabilization has been recognized to be beneficial during construction, its impact on pavement performance has not been well documented. A number of flexible pavement sections with lime stabilized roadbeds were identified. Originally, in-situ stabilized roadbed soil samples were to be obtained from these pavements. However, after several attempts, it was determined that it was not possible to extract soil specimens undisturbed, due to the granular nature of the soils. Instead, Dynamic Cone Penetrometer (DCP) data were obtained. Table 1 lists the pavement sections where DCP test data were obtained. As indicated in the table, some sections that were planned to be stabilized were found to have been non-performed. Therefore, only a limited number of in-service pavement sections with stabilized roadbed soils were available for analysis. D-8

22 Table 1. DCP Test Locations County Route District Project No. Logs Year Depth and Treatment Performed? Adams SR Lime No Fayette US Logan US Erie SR Delaware US Blog Blog Lime No Lime No Lime or Cement Yes Lime Yes Franklin Livingston Lime Yes Hamilton SR Lime Yes (1 inch = 2.54 centimeters) From the DCP data, the Penetration Index (PI), in mm/blow, is determined. The California Bearing Ratio (CBR) is correlated with Penetration Index. In turn, the resilient modulus of the roadbed soils, M R (in psi) is correlated with CBR by equation (2). 1.5 Upper Limit : log( CBR) = [log( PI)] (1.a) 1.5 Lower Limit : log( CBR) = [log( PI )] (1.b) M R = 1200 CBR (2) Using the in-situ DCP data, the structural characteristics of lime stabilized subgrade are compared with those of non-stabilized subgrade. D-9

23 Task 2: Perform Laboratory Durability Study under Simulated Ohio Climate Laboratory compacted soil specimens were used to determine the immediate and long term effects of soil stabilization. Soil samples were taken from four different locations. Table 2 shows the origins and classifications of these soils. On SR 2 in Erie County, untreated, natural soil samples were obtained from each of the four test sections prior to the stabilization work, as shown in Table 3. Table 2. Summary of the Soil Characterization Tests Soil Origin Property (1) Sandy Soils (Section b) State Route 2 Erie County Clayey Soils (Sections a, c, d) (3) Lorain County Maumee River Lucas County Nevada, Wyandot County (2) (4) (5) (6) Plastic Limit N/A* Liquid Limit N/A* Plasticity Index N/A* Color Brown Brown Dark Dark Grey Yellow Yellow Brown % Passing # % 40% 43% Classification A-3a A-4a. A-4b, A-6a A-6a A-6a A-4a * Not applicable for coarse grain soils Table 3. Test Sections on ERI- SR2 5% Lime Treated (a) 6% Cement Treated (b) Control Section (c) 3% Lime & 3% Cement Treated (d) Beginning Station End Station Length (meters) D-10

24 Soil samples were obtained with the cooperation of ODOT personnel from Districts 2 and 3. Special effort was made to insure that representative samples were obtained in each site. Soil samples were first air-dried, pulverized and sieved pass a #4 sieve, as required by ASTM D 698 for determination of moisture-density relationship and ASTM D 2166 for unconfined compressive strength using a 4-inch diameter mold. Soil ph value, optimum moisture content, percentage passing No. 200 sieve, Atterberg limits, maximum dry density, unconfined compressive strength, and resilient modulus of each soil sample were determined, both before and after being treated with various stabilizers. Table 4 summarizes the tests performed. The soil specimens were also subject to freezing-and thawing cycles in controlled temperature and moisture environments to determine their long-term durability. Freezethaw cycles cause a volume increase and strength reduction. Previous studies have shown that initial unconfined compressive strength of the cured mixture is a good indicator of freeze-thaw resistance. The results of these tests are presented in the findings section of this report. Table 4 is a description of the tests performed on each type of soil. D-11

25 Table 4. Summary of Laboratory Tests Performed Origin ERI-SR2, Section a ERI-SR2, Section b ERI-SR2, Section c ERI-SR2, Section d Lorain County Soil Classification A-4a. A-4b, A-6a Tests Performed ph test (D4972) Atterberg limits (ASTM D4318) 5% lime stabilized Atterberg limits (ASTM D4318) Sieve analysis (D422) 5% lime stabilized sieve Analysis (D422) Proctor test Proctor test, 5% lime stabilized CBR (ASTM D1883) Stabilized CBR, after curing Stabilized CBR, after 12 cycles of freezing- thawing Freeze-Thaw Test (ASTM D560) UCS tests (D2166) Stabilized UCS, after curing (D2166) Stabilized UCS, after Freeze- Thaw A-3a 5% Lime stabilized Atterberg Limits (ASTM D4318) Sieve analysis (D422) 5% Lime stabilized sieve Analysis (D422) Proctor test Proctor test, 5% lime stabilized CBR (ASTM D1883) Stabilized CBR, after curing Stabilized CBR, after Freeze- Thaw Freeze--Thaw Test (ASTM D560) UCS tests (D2166) Stabilized UCS, after curing (D2166) Stabilized UCS, after Freeze- Thaw A-4a, A-6a Ph test (D4972) Atterberg limits (ASTM D4318) Sieve analysis (D422) Proctor test UCS tests (D2166) A-6a, A-6b Ph test (D4972) Atterberg limits (ASTM D4318) 3% Lime + 3% Cement stab. Atterberg Limits (ASTM D4318) Sieve analysis (D422) 3% Lime + 3% Cement stabilized sieve Analysis (D422) Proctor test Proctor test, 3% Lime + 3% Cement stabilized CBR (ASTM D1883) 3% Lime + 3% Cement Stabilized CBR, after curing 3% Lime + 3% Cement Stabilized CBR, after Freeze- Thaw Freeze-Thaw Test (ASTM D560) UCS tests (D2166) Stabilized UCS, after curing (D2166) A-6a ph test (D4972) Atterberg limits (ASTM D4318) 3% Lime + 3% Cement stab. Atterberg Limits (ASTM D4318) 5% hydrated lime Atterberg Limits (ASTM D4318) 5% dolomitic lime Atterberg Limits (ASTM D4318) 10% hydrated lime Atterberg Limits (ASTM D4318) 10% dolomitic lime Atterberg Limits (ASTM D4318) Number of Specimens D-12

26 Maumee River Crossing, Lucas County Nevada, Wyandot County A-6a A-4b 15% hydrated lime Atterberg Limits (ASTM D4318) 15% dolomitic lime Atterberg Limits (ASTM D4318) 6% Cement stab. Atterberg Limits (ASTM D4318) 9% Cement stab. Atterberg Limits (ASTM D4318) 12% Cement stab. Atterberg Limits (ASTM D4318) Sieve analysis (D422), stabilized and non-stabilized UCS tests (D2166), non-stabilized UCS tests (D2166), stabilized (10 stabilized mixtures) UCS tests (D2166), after Freeze- Thaw cycles ph test (D4972) Atterberg Limits (ASTM D4318) Hydrometer Analysis (D422) Proctor test 5% Lime stabilized proctor test 5% Cement stabilized proctor test 2% Cement 3% Lime stabilized proctor test Resilient Modulus(T ) Resilient Modulus after Freeze- thaw cycles (T ) UCS tests (D2166) ph test (D4972) Atterberg Limits (ASTM D4318) Hydrometer Analysis (D422) Proctor test 5% Lime stabilized proctor test 5% Cement stabilized proctor test 2% Cement 3% Lime stabilized proctor test Resilient Modulus(T ) Resilient Modulus after Freeze- thaw cycles (T ) UCS tests (D2166) Task 3: Field Comparison of Non-Stabilized and Stabilized Subgrades A test pavement was constructed as part of a planned flexible pavement reconstruction project on State Route 2 in Erie County in District 3. The project was planned with limestabilized subgrade. Four adjacent sections, which consisted of a control section with nonstabilized subgrade and three stabilized sections, each with the top 12 inches (30.5 cm) of the subgrade stabilized with: 5% lime, 6% cement, 3% lime with 3% cement, respectively, were constructed. During construction, part of the originally planned control section was undercut after proof rolling showed that the roadbed soil was too soft for construction. The final control section was reduced to feet (400 meters) long. D-13

27 Falling Weight Deflectometer (FWD) deflection data were measured to back-calculate the subgrade modulus. Dynamic cone penetration testing was also performed to compare the in-situ strength of the subgrade soils. Back-Calculation of Modulus One way to evaluate the effect of soil stabilization is to back-calculate the modulus of the stabilized subgrade based upon measured pavement deflections. Deflection data were measured after the completion of the subgrade, intermediate course, and surface course in Deflection data on the surface course were also measured in 2002 and Figure 1 shows the pavement structure and the locations where deflection data were measured. D-14

28 "$' "#$%&'! (1 inch = 2.54 cm) Figure 1. Deflection Data Taken at Multiple Surfaces D-15

29 For deflection data taken at the surface of the subgrade, the Boussinesq equation was used to calculate the modulus of subgrade as a uniform half-space with infinite depth. Only the measured deflection directly below the center of the loading was used. The subgrade modulus, Mr, was estimated by: 2(1 υ 2 ) qa Mr = (3) w where: is the Poisson ratio, assumed as 0.4 q is the applied pressure, measured in psi a is the load radius, equal to 6 inches w 0 is the measured deflection at the center of load, in inches 0 Other deflection data For deflection data taken on base, intermediate, and surface courses, the entire deflection basin (measured by seven sensors) is used to back calculate pavement layer moduli for multiple layers. Two back calculation programs, MODULUS and EverCalc, were employed. The stabilized layer was combined with the underlying non-stabilized subgrade as a single layer. Back calculation results depend on the selected parameters. The following parameters were used and are shown in Table 5. D-16

30 Table 5. Input Parameters Used in MODULUS Back Calculation Plate Radius: inches Number of Sensors: 7 Distance of Sensors from Plate (inches): 0, 8, 12, 18, 24, 36 and 60. Weight Factor: 1.0 for each sensor Thickness (inches) Poisson Moduli Range (ksi) Ratio Minimum Maximum (deflections on Bound Layer surface course) (deflection on intermediate course) ,000 Base Course * 52* Subgrade Starting modulus: 10,000 psi *These values were chosen after multiple trials (1 inch = 2.54 cm)(145 psi = 1 MPa) Task 4: Analysis of Results and Establish a Procedure to Facilitate Design This task was intended to quantify and incorporate the structural benefits of soil stabilization into existing design procedure. A procedure to determine the design subgrade resilient modulus value for stabilized soils has been developed. Based on the findings of tasks 1, 2 and 3, the effective design subgrade resilient modulus of stabilized soil is estimated as a function of the original soil resilient modulus, the type and amount of stabilizer added, and the thickness of the stabilized layer. Procedure Development Many states that use the AASHTO Pavement Design Guide procedure either assign a layer coefficient to the stabilized layer or assume a subgrade modulus in order to account for the structural benefit of a stabilized layer. In this study, an improved or equivalent subgrade modulus as a result of stabilization is derived, since it can be adopted by both the D-17

31 current procedure and the upcoming Mechanistic-Empirical procedure. Figure 2 illustrates the computing sequence that derives the equivalent subgrade modulus. A layered elastic mechanistic pavement model, based on Kenlayer software, was used to evaluate the improvement of the subgrade resilient modulus provided by 6 to 24 inches (15 to 61 cm) of stabilized subgrade. The objective is to find an equivalent subgrade modulus that combines the overall support of the stabilized layer and the non-stabilized subgrade below it. The equivalent subgrade modulus is found by making the expected structural life of the two pavements equal that is, matching tensile strain at the bottom of the asphalt layer or compressive strain at the surface of the subgrade, whichever matches first. The improvement of the soil resilient modulus (which can be estimated by the CBR or UCS values), can be expressed by: Mr = A (4) stabilized Mr Natural The value of A is estimated based on the results of tasks 2 and 3. The type of stabilizer (cement or lime) used, amount (percent by weight) of stabilizer used, and type of soil being stabilized all influence the value of A. The equivalent subgrade modulus can be expressed by: Mr = Mr* = B (5) equivalent Mr Natural The values of B are computed using the layered elastic models. B is influenced by the A coefficient, thickness of the stabilized layers, and the thickness of the pavement. D-18

32 E1 E2 t0 D1 D1 t1 D2 Mr D2 Mr A typical AASHTO equation design is analyzed through a mechanistic model. The tensile strain at the bottom of the asphalt layer t0 and the compressive strain at the top of roadbed soil, c0, are computed, for further comparison D3 Mr stab c1 A stabilized layer (with modulus Mrstab) is added to the design, providing a 4 layer system The strain at the bottom of the asphalt layer and at the top of the roadbed soil are computed. D1 t1 c2 t0 D2 d D1* D2 c3 Mr* The equivalent Resilient Modulus Mr* is obtained by keeping constant all the other parameters while increasing the resilient modulus, until the strains in the two systems and, are the same The reduction of the thickness is computed by using the equivalent resilient modulus and decreasing the thickness of the HMA layer until the strain at the bottom of the asphalt layer equals t0 The potential saving in the asphaltt layer thickness, d=d1-d1* Figure 2. Schematic Diagram Showing the Development of the Equivalent Resilient Modulus D-19

33 Parameters The computation was based on a typical design of a rural highway in Ohio. The typical pavement structure consists of a hot mix asphalt layer over a granular layer for drainage purpose. The thickness of the granular layer is assumed to be constant at six inches. The thickness of the hot mix asphalt layer is adjusted to the subgrade conditions and other design parameters, such as traffic and design reliability. The design parameters assumed for this study are shown in Table 6. Table 6. Parameters Used for AASHTO and Mechanistic Designs AASHTO Parameters Mech. Parameters (1) (2) (3) Asphalt Layer Structural Number : 0.35 Modulus : 450 ksi Granular Layer Structural number : 0.14 Modulus : 35 ksi Thickness : 6 inches Design Reliability 90% for W 18 50% Standard Deviation S 0 = 0.49 Transfer Function Coefficient (1.45 ksi = 10 MPa) Asphalt Inst. Coef. 20

34 FINDINGS OF THE RESEARCH EFFORT The findings of this study are reported in this section. They are: 1. The results of comparing the in-situ conditions of lime stabilized versus nonstabilized subgrades underneath existing pavements using the DCP test. 2. The results of the laboratory investigation of the durability of lime or cement stabilized soils. 3. The results of monitoring and evaluating the four test pavement sections constructed on State Route 2 in Erie County. 4. The developed procedure to incorporate the structural benefit of lime or cement stabilized subgrade through calculating an equivalent subgrade modulus for pavement thickness design. 1. FIELD EVALUATION USING DCP TEST The DCP tests were performed on several pavement sections, some with stabilized subgrades, and some without. The effect of stabilization was evaluated through the following: 1. comparing the subgrade resilient modulus of the stabilized and non-stabilized sections 2. comparing the resilient modulus of the stabilized layer (0-12 inches, ( cm) below the surface of the subgrade) with the non-stabilized layer underneath The resilient modulus values were estimated from the penetration index (inches per blow) through indirect correlation with CBR as described earlier. Figure 3 shows that the median modulus values at various depths below the surface of the subgrade for the stabilized sections (Hamilton SR 126, Franklin-Livingston Ave., 21

35 and Delaware US 23) and the non-stabilized sections (Adams SR 32, Fayette US 35, and Logan US 33). The modulus of the first layer (0-6 inches, cm) is usually significantly higher than the other layers, in both stabilized and non-stabilized projects. This may be due to two reasons: (1) the presence of some gravels from the drainage layer above can disturb the penetration of the Dynamic Cone Penetrometer and (2) the effect of compaction of the subgrade surface. Therefore, comparing average modulus values between 6 to 12 inches, ( cm) below the surface of subgrade may be more meaningful. From Figures 3 and 4, the aforementioned comparisons can be evaluated: 1. the upper layers of the stabilized sections have a much higher average modulus ( ksi or MPa) than the non-stabilized moduli (15-70 ksi or MPa) 2. the average modulus of the non-stabilized layers decreases rapidly then reaches a low stable value below 6 inches (15.24 cm) of depth (Adams-32 and Logan- 33). The modulus of the stabilized layer remains high for the first two layers (0-6 and 6-12 inches) and then decreases rapidly to a low stable value below 12 inches of depth. The ratio of stabilized modulus to non-stabilized modulus may be estimated to be about 2. 22

36 Median Subgrade Modulus estimated from DCP, Mr (ksi) Depth (in) below subgrade Hamilton - SR 126 Stabilized sections Non stabilized sections 2 Franklin - Livingston Avenue 3 Delaware- US23 6 Adams SR32 7 Fay- US35 8 Log- US33 (1 inch = 2.54 cm) Figure 3. Subgrade Moduli Estimated from DCP from Various Sites Figure 4 shows the results for the test sections on ERI- SR2. Similarly, the stabilized soils are stronger than non-stabilized soils. Again, the ratio of stabilized modulus to non-stabilized modulus seems to be at least 1.5 to 2. The cement stabilized section was divided into two subsections because one section showed much higher average modulus than the other, indicating that cement stabilization was not quite successful in that part of the section. This may be due to some soil characteristics, especially clay content, varying within the section. Cement stabilization is more effective for soils with lower clay content. Part of the originally planned control section was undercut during construction. The DCP result shows the average strength (or modulus) of that section is the strongest among all sections. 23

37 0 Median Subgrade Modulus estimated from DCP, Mr (ksi) Depth (in) below subgrade ERI-2 6% cement-i ERI-2 6% cement-ii ERI-2 3% cement+ 3% lime ERI-2 5% lime ERI-2 Control section ERI-2 Undercut section (1 inch = 2.54 cm) Figure 4. Subgrade Moduli Estimated from DCP from ERI-SR2 Figure 5 shows the box plot that includes the minimum, maximum, the lower and upper quartile, and the median values at each pavement section. It seems that values for the stabilized soils are higher, but the variations in stabilized sections are also somewhat higher than the non-stabilized sections. The larger scatter may be attributed to the very high strength at a few stabilized subgrade locations since only five or six DCP tests data were obtained at varying interval distances at each pavement section. More detailed results of DCP analysis are shown in Appendix B. 24

38 Stabilized Non- Stabilized Stabilized Non- Stabilized Stabilized Non- Stabilized Stabilized Non- Stabilized 0-6" 6-12" 12"-18" 18"-24" Depth & Treatment Lower 25% Minimum Median Maximum Upper 25% (1.45 ksi = 10 Mpa) Figure 5. Estimated Modulus at Different Depth from DCP Test Result of Field Sections 25 Subgrade Modulus, Mr, ksi

39 2. LABORATORY INVESTIGATION Soil Characteristics Characteristics of the soils before and after being treated with lime or cement in the laboratory are shown in Table 7. Each characteristic that changed is described below. More detailed results can be found in Appendix C. Atterberg Limit Table 7 shows that the addition of stabilizer, either lime or cement, changed the Atterberg limits of soil. Plasticity index (PI) decreases by a value of 2 to 5. The change caused by cement is smaller than that caused by lime. The decrease in PI of clayey soils indicates an improved workability, which is an immediate benefit of stabilization. Grain Size Table 7 also shows the result of wet sieve analysis. The addition of stabilizer causes clay particles to agglomerate forming larger particles, therefore, reducing the apparent percentage of soil particles passing the No.200 sieve. Optimum Moisture Content Test Additional changes due to stabilization include an increase of optimum moisture content by a value of 2 to 4 percent and a slight decrease in maximum dry density for lime treated soils. For cement treated soil, these changes are less apparent. 26

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