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Construction and performance study of cement stabilised road - A case study

Article · May 2016

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CONSTRUCTION AND PERFORMANCE STUDY OF CEMENT STABILISED ROAD –
A CASE STUDY

A. K. Sinha, Sr. Scientist, CSIR-CRRI, New Delhi, sinha.crri@nic.in

V. G. Havanagi, Sr. Principal Scientist, CSIR-CRRI, New Delhi, vasant.crri@nic.in

ABSTRACT: Rapid industrialization and large scale road infrastructural development in India,
has resulted in huge scarcity of construction materials. There is a thrust to investigate the
methodology to reduce the thickness of pavement crust to conserve the conventional construction
materials viz. soil and aggregate. This is possible by using chemically (cement) stabilized
material in sub grade and sub base layers of road pavement. To investigate this, a 300 m
experimental test track was constructed on Amritsar – Wagha border section (near Amritsar) of
NH-I which was widened to four lanes divided highway from two lanes. Design and construction
was carried out as per MORTH and IRC guidelines. Cement stabilized layers was used on the
left side of widening portion (two lanes) of the road towards Wagha Border. In order to compare
the performance of cement stabilized road vis-s-vis conventional construction, the test track was
divided into two sections. First section was constructed by using conventional local
soil/aggregate/bituminous materials. In the second section, local soil and granular sub base
materials were stabilized with cement (2.5 %) and used for the construction of sub grade and
granular sub base layers. The paper presents the design of unstabilised and stabilised pavement
layers. Methodology is presented considering the experience gained during the field
construction. Quality of construction was evaluated during and after construction by sand
replacement method, unconfined compressive strength and plate load test. Modulus of elasticity
was also evaluated. Pavement performance observation was carried out by visual inspection and
using different equipments like Benkelman beam and dip stick. It was concluded that
performance of stabilised and unstabilised sections were comparable even after reduced total
thickness of stabilised pavement section.
Keywords: Cement, stabilisation, performance, pavement, construction.

1. INTRODUCTION

Large scale road infrastructural development is being carried out in the country under different
programmes viz. National Highway Development Program (NHDP), Pradhan Mantri Gram

1
Sadak Yojana (PMGSY), State Road Development programmes etc. resulting in huge
consumption of naturally available materials like soils and aggregates are being utilized in the
road construction. This has created severe scarcity of these conventional materials, which have to
be brought from large distances increasing the total cost of construction. Therefore, there is need
to search a methodology to reduce the thickness of pavement layers. Cement stabilization may be
used to improve the properties of soil and aggregate resulting the reduced pavement layers.
Yusuf Mohammad (2005) stated that cement is most suitable stabilizing agent for non plastic
coarse grained material. Pengpeng (2011) concluded that a material is regarded to be suited for
treatment with cement, if it has physical parameters like LL < 50, PI< 6 and silt + clay < 35 %.
The mechanical strength of cement treated granular material comes from the coupled
contribution of the compacted granular skeleton and hydration of cement. The compacted
granular skeleton strongly determines the mechanical stability of cement treated granular
material under loading. The hydration of cement influences the bonding strength between the
particles. Xuan (2012) studied the matrix of cement treated mixture and found that the aggregate
structure is mainly governed by the type of aggregate, its gradation and degree of compaction
and bonding phase or matrix is controlled by the cement content, the fines content, the moisture
content, the curing time and curing condition. Kennedy (1983) studied the effect of moisture
variation on dry density of compacted cement treated mix. It was found that the dry density will
be maximum at optimum moisture content and slight variation in moisture content from
optimum moisture content will reduce the dry density of the cement treated compacted mix.
White and Gnanendran (2002) studied the effect of sample preparation and parent material used
on properties and behaviour of cement treated material. It was found that material and sample
preparation has a significant effect on the properties and behaviour of cement treated material.
The most appropriate preparation procedure for sample would be one that produces laboratory
prepared samples which represent the field conditions as closely as possible and due to this fact;
Gyratory compaction was recommended for sample preparation. Yoon and Abu-Yoon and
Farsakh (2009) studied the effect of cement content on maximum dry density of the cement
treated material. It was found that as the cement content will increase, the value of maximum dry
density will also increase at OMC. It was also found that there is significant increase in
maximum dry density as compared to cement treated mixture.

2
The Amritsar – Wagha border section of NH-I was proposed to be widened from two lanes to
four lane divided highway under Built Operate and Transfer (BOT) mode which is around 40 km
length. On this section, construction of experimental test track was carried out using cement
stabilization technique near Verka chowk (fly over), Amritsar, Punjab. The total length of test
track is about 300 m which is divided into two sections. First one, cement stabilized layer of 100
m from Chainage 462 + 450m to 462 + 550m and other one is conventional construction
(without stabilization) of 200 m from Chainage 462 + 550m to 462 + 750m. The whole section is
constructed on the left side of widening portion of the road towards (two lanes) Wagha Border.
First section was constructed using cement stabilized technique in the sub grade and granular sub
base layers while second section was constructed using conventional local
soil/aggregate/bituminous materials. Design of pavement was carried out considering the design
procedure of stabilized road as per different codes of practices viz. Indian, South African and
Tanzanian method of construction. During construction, different geotechnical parameters i.e.
density, moisture content, were evaluated. After the construction, performance observation of the
section was carried out by using different equipments like Benkelman beam, dip stick and plate
load. The performance observation was compared with that of conventional section. The paper
presents the design of pavement, construction methodology, results of quality check during
construction and results of pavement performance study.
2. SOIL CHARACTERIZATION
Grain size analysis was carried out as per Indian standard procedure. Grain size distribution
curve of local soil is shown in the Fig.1. Grain size analysis results indicate that soil contains 38
% sand, 57 % silt and 5 % clay. Liquid limit of soil was observed to be in the range of 22 - 25 %
and plastic limit was in the range of 10 %. The soil was classified as per Indian Standard
procedure as ML. The maximum dry density and optimum moisture content were observed to be
in the range of 19.8 – 20.3 kN/m3 and 10 – 12 % respectively. Compaction curve of soil is shown
in the Fig. 2. The CBR value was determined in the range of 7 – 10 %.
The CBR test was carried out as per IS:2720-Part 16-1979. Samples (sub grade and GSB) were
prepared at their respective maximum dry density and optimum moisture content mixed with 2.5
% cement. Samples were cured for 7 days in moist sand. The samples were then removed and
soaked in water for 4 days before testing. It was observed that that CBR values increases to 130
% for subgrade and 145 % for GSB materials.

3
 100

Percentage finer, %
80

60

40

20

0
0.001 0.01 0.1 1 10
Sieve size, mm
Fig. 1 Grain size distribution curve of local soil
Result : MDD =20 kN/m3 , OMC = 10

25
Zero air void line
Dry density, kN/m3

20

15

10
2 6 10 14 18
Moisture content, %

Fig. 2 Proctor compaction curve of soil

Compaction curve of Delhi silt

3. DESIGN OF PAVEMENT
Design of pavement conventional section (unstabilised) was carried out as per Indian road
congress code (IRC-37, 2012) and cement stabilized section was designed considering the code
of practice of Indian, United Republic Tanzanian national road design method, TRRL method,
and South African mechanistic design method considering the average annual traffic growth rate
of 7.5 %, life of pavement of 20 years, CBR value of sub grade = 7 % and traffic of 20 MSA.

4
Pavement crust thickness for unstabilized and stabilised sections is given in Tables 1. Based on
these designs, an optimal design cross section of experimental test track was adopted for the
construction. A typical cross section of the stabilized pavement layers is shown in the Fig. 3.

Table 1. Pavement crust thickness with or without stabilization by different methods

Sr. No. TRRL South Tanzanian Experimental trial Section
Africa
Unstabilised Stabilised
1 150 AC 50 AC 100AC 40BC 40 BC
2 ----- ------ 150 CRR 90 DBM 90 DBM
3 150 GB 1 150 G 1 150 C1 250 WMM 150 WMM
4 150 CB 2 250 C3 150 C2 260 GSB
300 (150+150)
(GSB-II and III with 2.5 %
cement)
5 Sub grade, Sub grade, Sub grade, Sub grade soil, 200
CBR >15 % CBR >15 % CBR > 15 % CBR > 7 % (Sub grade top layer with
2.5 % cement, CBR >15 %)
300
(Sub grade lower layer,
CBR = 7 %)
GB 1 and G 1 - Graded crushed stone; CB 2 - Cemented road base; C 1 & 2- Cemented
crushed stone; C 3 - Cemented natural gravel; CRR - Cemented fresh rock; AC - Asphalt
continuously graded

40 BC
90 DBM

WMM, 150
2H:1V
Granular sub base (II & III), 300

Subgrade soil (2.5 % cement), 200

Subgrade soil (CBR = 7 %), 300

All dimensions are in mm

sub

Fig. 3 A typical cross sectional view of stabilised pavement layers

5
4. PAVEMENT LAYERS
Design specifications of different pavement layers are given below.
4.1 Sub Grade Layer
Sub grade of the pavement was constructed in two layers of total thickness 500mm. Lower layer
of thickness 300mm was constructed similar to conventional method without stabilization.
However, the upper layer of thickness 200 mm was constructed with 2.5 % cement stabilization
having CBR value more than 15 %.

4.2 Granular Sub Base (GSB) Layer

Granular sub base layer of thickness 260/300 mm (unstabilised/stabilised section) was

constructed in two layers viz. 130/150 mm upper layer of grade –II (close graded) and 130/150
mm lower layer of grade –III (coarse graded). Gradation of GSB layer is given in the Table 2 as
MORTH (2012) section 401.2.2. The maximum dry density and optimum moisture content was
observed to be 23 kN/m3 and 6 % respectively. Design mix of GSB contents of 35 % of 40 mm
size, 15 % each of 20 mm and 10 mm size and 35 % of stone dust.

Table 2. Grading for granular sub base materials

Sl. Sieve size, Percentage by weight passing the sieve
No. mm GSB Upper layer (II) GSB Lower layer (III)
1 53 100 100
2 26.5 70-100 55-75
3 9.5 50-80
4 4.74 40-65 10-30
5 2.36 30-50
6 0.425 10-15
7 0.075 <5 <5

4.3 Wet Mix Macadam (WMM) Layer

Wet Mix Macadam is designed as per requirement of MORTH specifications (2013). The coarse
and fine aggregate were mixed proportionally to arrive at the design mix. WMM layer of
thickness 250/150 mm (unstabilised/stabilised sections) was constructed in two layers viz. 125
mm each and 150 mm in single layer in the case of stabilised section. The maximum dry density

6
and optimum moisture content was observed to be 23.2 kN/m3 and 5 % respectively. Design mix
of GSB having 40 mm size of 35 %, 20 mm size of 20 %, 10 mm size of 22 % and stone dust 23
%.
4.4 Bituminous Layers
Two layers of bituminous layers were designed over laying on WMM layer viz. Dense
Bituminous Macadam (DBM) and Bituminous Concrete (BC) layers of road pavement. Dense
Bituminous Macadam and bituminous Concrete was designed as per requirement of MORTH
specifications. The coarse and fine aggregate were mixed proportionally to arrive at the design
mix. Thickness of DBM/BC layers were designed as 90/40 mm.
4.5 Stabilized Layers
Sub grade soil (top) of 200 mm thickness was mixed with 2.5 % cement. Granular sub base of
thickness 130 mm in two layers were mixed with 2.5 % cement.

5. CONSTRUCTION OF EXPERIMENTAL TEST TRACK SECTION

The site of proposed experimental test track is passing through water logging due to lower
natural ground level resulting small pond. The water was removed by pumping and slush of 1m
depth was removed. After that, natural ground was compacted and around 2 m high embankment
was constructed. Sub grade top of 200 mm was mixed with 2.5 % cement by weight.
Accordingly, 100 m section was divided into small compartment of size 10m × 3m and
calculated amount of cement was kept in each compartment as shown in the Fig. 4.
Each cement bags were open and spreaded manually. Top level of subgrade was leveled by auto
level as shown in the Fig. 5. After that, cement and soil were mixed by grader in dry condition.
Harrowing and leveling method was adopted for mixing as shown in the Figs. 6 and 7. Proper
mixing was observed after three times of harrowing and leveling. Completion of homogeneous
mix was checked manually through visualization considering the colour & depth of mix, quantity
of soil and cement etc. After that, proper profile was checked by total station as shown in the Fig.
6. Then, water is sprinkled to achieve optimum moisture content (around 2 % more of OMC).
Compaction was carried out by vibratory roller.
Curing: After completion of compaction of stabilized sub grade layer, GSB first layer (130+40 =
170 mm loose) was laid immediately and kept covered for 7 days.
After that, GSB first layer is mixed with cement and water as explained above and shown in the
Figs. 8 & 9 before and after watering. Compacted GSB first layer of thickness 130mm was

7
constructed and kept for 7days curing covering the layer by spreading of second layer of GSB
(170mm loose). Similarly, after 7 days, second layer of GSB was mixed with cement, compacted
and cured for 7 days covering with loose WMM layer. Remaining bituminous pavement layers
were constructed as same as conventional method.

Fig. 4 Cement bag staked and spreaded on Fig. 5 Leveling of top surface after spreading
subgrade of cement

Fig. 6 Mixing of soil and cement by grader Fig. 7 Mixing of soil and cement by grader

8
 Fig. 8 Dry mixing of GSB soil and cement Fig. 9 Sprinkling of water on mixed GSB+cement

6. FIELD INVESTIGATION DURING CONSTRUCTION OF EXPERIMENTAL TEST

TRACK
Based on the methodology developed for mixing and compaction as discussed in the above
sections, all the layers of experimental test track were constructed. The experimental test track
construction was evaluated by carrying out different field tests viz. sand replacement method,
unconfined compression test, plate load test and discussed below.

6.1 Degree of Compaction

During construction, quality measurement of each layer in term of degree of compaction was
carried out by sand replacement method as per Indian standard procedure. The results of degree
of compaction of sub grade and GSB layers were given in Table 3. It was observed that degree of
compaction was varied in the range of 94 - 101 %.
6.2 Unconfined compressive strength (UCS)
Undisturbed sample of size 38 mm diameter by using Shelby tube of stabilized sub grade layer
was taken out from the site after 7 days curing. After that, UCS value was determined in the
laboratory as per Indian standard procedure (IS 4332-part-5, 1970). It was observed that UCS
value is in the range of 15 to 18 kg/cm2 which is suitable for the construction sub base layer as
per IRC 37 (2012).

9
Table 3. Degree of compaction of stabilized sub grade and GSB layers
Material Chainage Field Dry Moisture Degree of
density content compaction
(kN/m3) (%) (%)
Stabilized 462+400 m 1.98 10 99
Sub grade 462+420 m 1.92 12 96
462+430 m 1.94 11 97
Laboratory 462+435 m 1.95 10 98
3
MDD=19.9 kN/m
462+445 m 1.96 13 98
OMC = 10 %
462+460 m 1.94 12 97
462+475 m 1.97 11 99
462+495 m 1.88 10 94
Stabilized GSB 462+430 m 2.25 6 98
462+440 m 2.3 7 100
Laboratory 462+450 m 2.28 8 99
3
MDD=23 kN/m 462+470 m 2.29 6 100
OMC = 6 %. 462+495 m 2.32 7 101

6.3 Plate load test

Plate load test was carried out to evaluate the settlement and modulus of elasticity of stabilized
GSB and bituminous concrete layers as per IS 1888(1992). Test was carried after construction of
the road and open for traffic. For testing of GSB layer, a ditch of size 40 cm ×40 cm was made
from the bituminous layer to the top of the GSB layer. Then, load was applied through a circular
plate of diameter 300 mm using hydraulic jack. The reaction required for the same was obtained
through a loaded truck. Load was measured using a proving ring of capacity of 20 ton attached to
the chassis of truck and a hydraulic jack. Average settlement of the plate was observed using dial
gauges attached to a datum bar. Complete set up of the plate load tests on GSB layer and
bituminous layer are shown in Figs. 10 and 11 respectively. The test was carried out on (a) top
layer of GSB layer (b) top layer of bituminous surface.

10
6.3.1 Settlement
The stress ~ settlement curves are shown in the Figs. 12 – 13 for stabilised GSB layer and BC
layer respectively. The variation of settlement with respect to stress is parabolic in nature. It was
observed that settlement of stabilized GSB layer (2.4 mm) was less than conventional GSB layer
(3 mm) for the same loading stress of 708 kN/m2. Plate load test was conducted on the top of
bituminous concrete layer under the same loading stress indicated a settlement of 0.9 mm with
stabilized layer in comparison to 0.98 mm for conventional construction. The results indicate that
stabilized section has less settlement in comparison to conventional section.

Fig. 10 Plate load test set up on GSB layer Fig. 11 Plate load test set up on BC layer

11
 Stress, kN/m2
0 200 400 600 800
0
GSB layer (stabilised)
GSB layer (conventional)

Settlement, mm 1

3
Fig. 12 Stress ~ Settlement curves on top of GSB layer

Stress, kN/m2
0 200 400 600 800
0
BC layer (stabilised)
BC layer (conventional)

0.25
Settlement, mm

0.5

0.75

1
Fig. 13 Stress ~ Settlement curves on top of bituminous layer

6.3.2 Modulus of elasticity

The data obtained from plate load tests were used to estimate the modulus of elasticity of
compacted surface of stabilized and unstabilised GSB and bituminous layers. Modulus of
elasticity (Es) is determined using equation 1.

12
 pa
E s  1.18 For rigid plate 1


Where as

Es = Modulus of elasticity,

p = Applied stress on the plate is estimated under a wheel load of 4.085 ton (8.17 ton standard
axle load) = 577.9 kN/m2.

a = Radius of plate = 150 mm.

∆ = Deflection, mm corresponding to the applied stress.

For a typical GSB stabilized layer, modulus of elasticity is calculated as below.

pa 577.9  15
E s  1.18  1.18 = 4894 kN/m2
 2.09

Value of modulus of elasticity estimated at different chainages for GSB and bituminous layer is
summarized in Table 4.

Table 4. Values of modulus of elasticity

Section Place of test Chainage Standard wheel Settlement Es
stress, (kN/m2) (mm) (kN/m2)
1a GSB stabilized layer 462+460 m 577.9 2.09 4894
1b GSB conventional layer 462+490 m 577.9 2.5 3409
2a BC stabilized layer 462+480 m 577.9 0.77 13284
2b BC conventional layer 426+510 m 577.9 0.83 12324

It was observed that modulus of elasticity of stabilized GSB layer is 44 % more in comparison to
conventional GSB layer while the value of bituminous concrete layer ( under stabilized Sub
grade and GSB) is 8 % more than conventional bituminous concrete layer.

13
7. PAVEMENT PRFEORMANCE STUDY

The pavement performance of the experimental test sections was evaluated by visual condition
survey, deflection study by Benkelman beam and roughness observation by dipstick. The
determination of the same has been discussed below.

7.1 Visual condition survey

There was no visual crack, pot holes and rutting observed along the completed experimental test
track. Overall condition of the cement stabilized section is comparable to conventional section.

7.2 Deflection study

Benkelman beam deflection measurements were carried out to assess its structural capacity as
per IRC-81(1997). The pavement surface deflections were measured at 10 m interval in
staggered manner on both wheel paths (LWP & RWP) of experimental test section by using a
standard 2-axle loaded truck having a rear axle load of 8.17 tonnes with tyre pressure of 5.6 kg
per cm2. The pavement temperatures were measured at regular intervals for applying needed
corrections. Average temperature of the pavement was observed to be 400C during the test.
Accordingly, temperature correction value is -0.05 mm is applied to each of the deflection
measurement. Sub grade soil samples were collected from the shoulder and tested in the
laboratory for determining the type of soil and its moisture content. The soil is a fine grained
silty material with clay content and moisture content of 6 %. Considering the average annual
rainfall < 1300 mm, the correction factor for seasonal variation is assumed as 1.5 as per IRC 81.
This factor is also applied to each of the temperature corrected value of deflection measurements.
For each of the both sections (stabilized and conventional), the mean deflection and standard
deviation were calculated. The characteristics/rebound (Dc) deflection is then arrived by using
the equation 2.

Dc = X + 2σ 2
Where Dc = Characteristics deflection.
X = Individual deflection, mm
σ = Standard deviation, mm.

14
The result for each of the section has been summarized in Table 5. It is observed that rebound
deflections values of the cement stabilized GSB layer (0.437) is comparable to that obtained for
conventional section (0.429).

Table 5. Characteristics deflection of pavement

Sections Location Mean Standard Characteristics Average rebound

deflection deviation deflection deflection (mm)
(x, mm) (σ, mm) (Dc, mm)
Stabilized Left lane 0.486 0.020 0.527
section Median 0.347 0.437
0.321 0.013
lane
Conventional Left lane 0.398 0.022 0.441
section Median 0.429
0.405 0.006 0.417
lane

7.3 Roughness study

Roughness of the pavement is expressed as International Roughness Index (IRI) and expressed
as m/km. It is measured by Dipstick (digital level and profiler). The instrument was moved along
a wheel path (survey line) by alternately pivoting the instrument about each leg in clockwise
direction. Elevation difference between the front and rear legs of the road along longitudinal
distance are recorded. The inbuilt software analyses the data and computes the IRI in length of
m/km. This IRI value is converted into Roughness (mm/km) by using following equation 3 as
per IRC SP-16 (2004).
BI = 630 (IRI)1.12 3
Whereas BI – Bump integrator Roughness, mm/km
IRI – International Roughness index, m/km
The result of roughness values for each section is given in Table 6. It was observed that
roughness values of stabilised section was in the range of 2525 - 2590 and 2800 - 2850 for
conventional section of the road. It was concluded that stabilised layer has good riding quality in
comparison to unstabiised conventional layers as roughness value is less of former section.

15
Table 6. Comparison of roughness values (mm/km)

Sections Location Roughness, Condition of

(mm/km) road
Stabilized section Left lane 2525 Average
Median lane 2590 Average
Conventional section Left lane 2800 Average
Median lane 2850 Average
As per IRC SP 16 (2004) :- Good < 2000, Average = 2000-3000, Poor > 3000

8. CONCLUSIONS
After detailed laboratory study, design and construction specification were developed for
stabilised sub grade and sub base layers with different national and international code of
practices. An experimental test track of 300 m long road was constructed on Amritsar – Wagha
border section (near Amritsar) of NH-I by cement (2.5 %) stabilized sub grade and granular sub
base layers (4 lane divided road). In order to compare the performance of cement stabilized road
vis-s-vis conventional construction (unstabilised) was also carried out. Apart from field
evaluation by sand replacement method (density), unconfined compressive strength test, plate
load test (modulus of elasticity) during construction, pavement performance of the completed
sections was evaluated by visual inspection, measuring deflection by Benkelman beam and
roughness by dipstick equipment. Followings are the conclusions.
 It was observed that degree of compaction was achieved during the construction of both
stabilised and conventional sections in the range of 94 - 101 %.
 It was observed that value of unconfined compressive strength of stabilised section (sample
obtained from field) is in the range of 15 to 18 kg/cm2.
 The result from plate load test indicated that settlement of stabilized GSB layer is less than
conventional GSB layer for the same loading stress.
 It was observed that modulus of elasticity of stabilized GSB of entire pavement layer is 44 %
more in comparison to conventional GSB layer while the modulus values indicated 8 % more
than conventional flexible layer.

16
  It was observed that rebound deflections and roughness values of the cement stabilized
section is comparable to that obtained for conventional section.
ACKNOWLEDGEMENT
The authors are thankful to the Director, CSIR-Central Road Research Institute, New Delhi for
giving permission to publish the paper. Authors like to thank to M/s Rohan Rajdeep Toll Roads
Private Limited, Amritsar, Punjab for sponsoring the construction of experimental test track and
support provided during construction and field measurements.
REFERENCES
1. IRC 37 (2012). Guidelines for the design of flexible pavement, Published by Indian Road
Congress, New Delhi, India.
2. IRC 81(1997). Guidelines for strengthening of flexible road pavements using Benkelman
Beam Deflection technique. Published by Indian Road Congress, New Delhi, India.
3. IRC SP:16 (2004). Guidelines for surface evenness of highway pavements. Published by
Indian Road Congress, New Delhi, India.
4. IS 1498 (1970). Classification and identification of soils for general engineering purposes.
Published by Beauro of Indian standard, New Delhi, India.
5. IS 1888(1982). Methods of load test on soil. Published by Bureau of Indian standard, New
Delhi, India.
6. IS 4332-part-5(1970. Methods of test for stabilized soils: Determination of unconfined
compressive strength of stabilized soil. Published by Bureau of Indian Standards, New Delhi.
7. MORTH (2001). Specifications for road and bridge works. Published by Ministry of Road
and Highway Transport, New Delhi, India.
8. Pengpeng Wu (2011). Cement-Bound Road Base Materials. Submitted to Delft University of
Technology, Delft, Netherlands.
9. White, G W and Gnanendran (2002). The characterisation of cementitious in-situ stabilised
pavement materials: the past, the present and the future. Road & Transport Research
Journal, Volume11, No. 4.Page no. 56-69.
10. Xuan Dongxing (2012). Cement Treated Recycled Crushed Concrete and Masonry
Aggregates for Pavements. MS thesis submitted to Wuhan University of Technology, China.
11. Yoon, S. and M. Abu-Farsakh (2009). Laboratory investigation on the strength
characteristics of cement-sand as base material. KSCE Journal of Civil Engineering 13(1),
Page no. 15-22.
12. Yusuf Mohammad (2005). Investigating the potential for incorporating Tin Slag in road
pavement. Ph.D thesis submitted to University of Nottingham.

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