I - 6 Batch 2022 Project Report

“SOIL STABILIZATION BY USING TERRAZYME IN
ROAD CONSTRUCTION”
A project report submitted for the partial fulfilment of the requirement for
the award of degree
BACHELOR OF TECHNOLOGY
in
CIVIL ENGINEERING
Submitted by
SRI SURYA VILLA -18221A0148
PAVAN VAMSI GANDHAM -18221A0112
MANIKANTA KUMAR MANNE -18221A0125
NAGA SUBRAHMANYAM UNDRU -18221A0146
Under the esteemed guidance of
Mr. G.S.V.KARUNA SRI M.Tech,(Ph.D)
DEPARTMENT OF CIVIL ENGINEERING

BVC ENGINEEING COLLEGE ODALAREVU
(AUTONOMOUS)
(Approved by A.I.C.T.E, New Delhi and Affiliated to
J.N.T.U.K, Accredited by NAAC with “A” Grade)
2018-2022
(AUTONOMOUS)
CERTIFICATE
This is to certify that this work entitled “SOIL STABILIZATION BY
USING TERRAZYME IN ROAD CONSTRUCTION” is a bonafied
work carried by Sri Surya Villa(18221A0148), Pawan vasmi
Gandham(18221A0148), Manikanta kumar Manne(18221A0148), and
Naga Subramanyam Undru(18221A0148) for the partial fulfilling of the
requirement for the award of degree Bachelor of Technology in Civil
Engineering during a period between 2018-2022)
Project Guide Head of the Department

Mr.G.S.V.KARUNA SRI Mr.G.S.V.KARUNA SRI
M.Tech,(Ph.D) M.Tech,(Ph.D)
Head of the Department Department of civil engineering
Department of civil engineering.
(AUTONOMOUS)
The project work entitled “SOIL STABILIZATION BY USING

TERRAZYME IN ROAD CONSTRUCTION” has been examined and
evaluated by the following board of Examiner on...…June 2022.
Project Guide Head of the Department
Mr.G.S.V.KARUNA SRI Mr.G.S.V.KARUNA SRI

M.Tech,(Ph.D) M.Tech,(Ph.D)
Head of the Department Department of civil engineering
Department of civil engineering.
External examiner
ACKNOWLEDGEMENT
Any accomplishment requires the effort of many people and this work is of no
exemption. Initially, we sincerely acknowledge our esteemed institution BVC
ENGINEERING COLLEGE for giving us space and providing opportunity to fulfil
my dream to be an engineering graduate.
We highly indebted to Mr. G.S.V. KARUNA SRI, Head of the Department of Civil
Engineering for encouragement and cooperation in allowing us attend a live project
during internship tenure. We reverentially thank him.
We convey our whole thanks to guide Mr. ANAYA RAMBABU, Deputy Executive
Engineer panchayat raj department amalapuram who has patiently guided us right
from starting of the project to its successful completion and his valuable support
motivation and immense knowledge and experience helped us in all the times of
completion of project work.
Also it is our privilege to thank all site engineers and staff of panchayat raj department
amalapuram for providing sound knowledge and necessary equipment for successful
completion of project work.
Project associates;
Villa sri surya -18221A0148
Gandham pavan vamsi -18221A0112
Manne manikanta kumar -18221A0125
Undru naga subrahmanyam -18221A0146

VISION OF INSTITUTION
To become a leading technical institution of academic excellence by imparting high
patterns of discipline though innovative programs of global standards making our
students technologically superior and ethically strong to serve the nation
MISSION OF INSTITUTION
To create an environment that shall faster the growth of intellectually capable,
innovative professionals who can contribute to the growth of technology in partnership
with industry and develop and harness it for the welfare of the nation and mankind
DEPARTMENT VISION
To invoke a responsible civil engineer with high technical competencies by providing
state-of-the art laboratories, steadfast staff and research; through them elevate high and
research to befit the current and offing challenges in civil engineering
DEPARTMENT MISSION
To offer under-graduate and post-graduate programmes in civil engineering skill
development course that adds value to student competencies.
To promote quality education, research and consultancy for industrial and societal
needs.
To inculcate moral and ethical values among the students
To impart knowledge with emphasis on the development of leadership qualities in

students
To provide state-of-art research that contributes to a congenial learning environment.
To encourage students to pursue higher education and take competitive exams and
various career enhancing courses.
To establish centres of excellence in emerging areas of research.
To have regular interaction with industry and offer solutions to their proble
DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

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ABSTRACT
This project is in depth investigation of the geotechnical engineering properties of the

subgrade and base soils used in the construction of rural road in amalapuram area by
local government Andhra Pradesh India. The road construction is from Avidi-
machavaram to pulletikuru R&B road and the length of the road is 8.20km by using
alternative technology TERRAZYME (BIO ENZYME). The samples were subjected
to following laboratory test; Atterberg limit test, compaction test, California bearing
ratio test. This indicates that samples with high silt clay content are susceptible to
volume changes when wet. The liquid limit and plastic ranges from 24% to 48% and
27% to 25 respectively with base sample having the highest in both cases. This shows
that base sample has high clay content and its load bearing capacity could be reduced
when wet. The maximum dry densities ranged from 5.4% to 14.2% respectively. The
California bearing ratio is from 78% to132% (unsoaked). This shows the subgrade
samples are excellent to good while base sample is fair to poor
Key words; laterite, subgrade, atterberg limit, compaction test, California bearing
ratio

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Contents
I. INTRODUCTION…………………………….………………….………..............6
1.1 Terrazyme……..…………………………………………………………………..6
1.1.1 Mechanism of stabilization…………………………………………………….08
1.1.2 Benefits and properties of terrazyme…………………………………………..09
1.1.3 Working of terrazyme………………………………………………………….09
1.2 Types of pavements………………………………………………………………10
1.3 Basic requirements of pavements………………………………………………...10
1.4 Functions of pavements………………………………………………………….11
1.5 Location………………………………………………………………………….13
II. LITERATURE REVIEW....……………………………...………….…….…...14
2.1 General …………………………………………………………………………..14
2.2 Red soil………………………………………………………………………...…14
III. LABORATORY EXPERIMENTS…………………………………………….20
3.1 general…………………………………………………………………………....20
3.2 laboratory tests…………………………………………………………………....20
3.2.3 Specific gravity……………………………………………………………....…23
3.2.4 Grain size distribution…………………………….…………………………….25
3.2.5 Modified proctor compaction test……………….……………………………...25
3.2.6 California bearing ratio (CBR) test………….……………………………….…26
3.2.7 Field CBR test………………………………….…………………………….…28
IV TEST RESULTS………..……………………………..………………….......…29
4.1 General……………………………………………………………………………29
4.2 Part-A…..…………………………………………………………………………29
4.3 Part-B……………………………………………………………………………..34
V TOPOGRAPHIC SURVEY……….………..…………………….………….......40
5.1 Topographic survey………………………………………………………………40
5.2 Traversing………………………………………………………………...........…40
5.3 Cross-section & detailing………………………………………………...…….....40
VI TRAFFIC STUDIES………………………………………………………….....41

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6.1 Traffic count……………………………………………………………………...41
6.2 Traffic growth rate and forecast…………………………………………………..42

VII GEOMETRIC DESIGN………………………………………………………..43
VII PAVEMENT DESIGN…………...…………………………………………….47
8.1 Factors affecting pavement design……………………………………………….47
8.2 Traffic parameters……………………………………………………..…………50
8.3 Computation of design traffic………………………………………………….…52
IX CONSTRUCTION………………………… …………………………………...58
9.1 Construction equipment……………………………..…………………………....58
9.2 Construction procedure……………………….…….…………………………….58
X CONCLUSION………………………………..……………………………….…63
XI REFERENCES………………………………………….……………………….64

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LIST OF TABLES
No Title Page.no
1 Properties of terrazyme 10
2 Dilution ratio 32
3 Standard load values 34
4 Test results 36
5 Average daily traffic 53
6 Geometric design tables 54
7 Pavement thickness 66
LIST OF ABBREVATIONS
IRC Indian roads Congress

WBN Water Bound macadam
PMGSY Pradhan Mantri Gram Sadak Yojana
CBR California Bearing Ratio
OMC Optimum Moisture Content
MDD Maximum Dry Density
LL Liquid Limit
PL Plastic Limit
PI Plasticity Index
AADT Annual Average Daily Traffic
HCV Heavy Commercial Vehicles
MCV Medium Commercial Vehicles
AAT Annual Average Traffic
ROW Right Of Way
SP Special Publications
BT Bituminous Treatment
IS Indian Standards
MSL Mean sea level
VDF Vehicle Damage Factor
ESAL Equivalent Standard Axle Load
GSB Granular Sub Base

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1.INTRODUCTION
The process of improving the strength and durability of soil is known as soil
stabilization. The main aim of stabilization is cost reduction and to efficiently use
the locally available material. Most common application of stabilization of soil is
seen in construction of roads and airfields pavement. Chemical stabilization is done
by adding chemical additives to the soil that physically combines with soil particles
and alter the geotechnical properties of soil. Enzymes enhance the soil properties
and provide higher soil compaction and strength. Terrazyme is non-toxic, non-
corrosive and inflammable liquid which can be easily mixed with water at the
optimum moisture content. Terrazyme improves the properties of soil and strength
of soil significantly. Life of a structure increases as CBR value is increased and
consistency limits are decreased. The chemical bonding of the soil particles is
increased by the use of Terrazyme and a permanent structure is formed which is
resistant to wear and tear, weathering and infiltration of water in soil. Apart from
improving strength of soil this bio enzyme replaces the need of granular base and
sub base. Terrazyme dosage entirely depends on the type of soil, clay content and
plasticity index of soil. Different parameters were considered in the present work to
check the effects of Terrazyme on local soil. This paper is organized as follows. In
section 1.1 a brief introduction of Terrazyme is given in section 2 the work done in
past is reviewed finally, the experimental results and application Procedure are
presented in section 4 and 9 respectively. Conclusion and references are mentioned
in section 10 and 11.
1.1 TERRAZYME
Terrazyme is a liquid enzyme which is organic in nature and is formulated from
the vegetable and fruit extract. It improves the quality of soil like CBR, durability
and decreases the OMC, plasticity index of soil. The effect of Terrazyme on soil is
permanent and the soil becomes bio degradable in nature. The reason behind the
improvement of soil properties is the cation- exchange capacity of the clay. Friction
among the soil particles increases as the water is expelled out from the soil.
Terrazyme forms a protective coating around the clay and thereby making clay

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particles water repellent. These organic enzymes come in liquid form and are
perfectly soluble in water, brown in colour and smells like molasses. Irritation in
eyes may be caused by Terrazyme sometimes but the handling of this enzyme is
easy i.e., masks and gloves are not required. Dosage of Terrazyme is of utmost
importance, if less amount of Terrazyme is mixed with soil the effects will not be
satisfying which means soil will achieve less stability and if Terrazyme is overdosed
it will result in the higher cost and stabilization will become ineffective. In order to
find out the optimum dose of Terrazyme in particular soil series of CBR test is
performed on each sample with different amount of Terrazyme
1.1.1 Mechanism of Stabilization
Terrazyme reacts with absorbed water layer of clay particle and causes
reduction in the thickness around particle of soil, this result in the reduction of voids
between the particles of soil, thereby giving soil particle a closer orientation with
low compaction. This ultimately results in the decrease in swelling capacity of soil
and it also reduces permeability of soil.
1.1.2 Benefits of Terrazyme
As the strength and stiffness of the soil is increased by adding Terrazyme to

soil maintenance cost gets reduced by 30 to 50 %. lt decreases the plastic
characteristic of soil. Pavement thickness is reduced by 30 to 50%. Construction
time is reduced by 50%. Terrazyme improves load bearing capacity of soil.
Terrazyme base structures has higher CBR value. environmentally friendly and bio-
degradable products. the product has been accredited by IRC (Indian road congress)
1.1.3 Properties of Terrazyme

It is an organic liquid formulated from vegetable extracts. Temperature shall
be maintained at 55-degree centigrade otherwise Terrazyme loses its properties.
This organic liquid is stable in nature and the risk of decay is negligible. It is
required to dilute Terrazyme with water before application. The aroma of
Terrazyme has no harmful effect.
enzyme

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H2O + clay Calcium silicate hydrate
UNTREATED TREATED
Figure 1-1 : SOIL WITHOUT &WITH TERRAZYME

Table 1 : PROPERTIES OF TERRAZYME
no PROPERTY VALUE
1. Specific gravity 1.05
2. pH value 3.50
3. Appearance Dark brown
4. Total dissolved salts 19.7 ppm
5. Hazardous content None
6. Boiling point 212° F
7. Evaporation rate Same as water
8. Solubility in water Complete
9. Reactivity data Stable
1.1.4 Working of Terrazyme

● Clay Water Effect — Terrazyme reduces size of double layer of clay, thereby
reducing swell in clayey in soils Cation Exchange — Thickness of double
layer is reduced permanently, which reduces the water absorbed by clay,
which in turn reduces plasticity in clay and increases the molecular structure.
● Terrazyme stabilization effects — Organic cations have large flat structures
approaching size of clay particles, which then neutralizes the negative charge
of clay by covering it
● Other Terrazyme effects — It facilitates the removal of pore water leading to

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higher densities and reduced void percentages, leading to realignment of
particles, thereby reducing permeability of soil
1.2 Types of Pavements

A pavement is hard crust constructed over the natural soil for the purpose of providing
a stable and even surface for the vehicles. The pavement supports and distributes the
wheel loads and provides an adequate wearing surface. Pavements are basically of 3
types:
1. Flexible pavements
2. Rigid pavements
3. Semi-flexible pavements.
1.2.1 Flexible pavement:

The flexible pavement is built up in several layers. The natural soil beneath the
pavement is known as sub-grade. Sub-base is built over the sub-grade and the base is
constructed over the sub-base. The top layer is known as surfacing, which is usually
bitumen. The flexible pavement can resist only very small tensile stresses because of
its limited rigidity. Any deformation in the sub-grade results in a corresponding change
in the surface of the pavement.
1.2.2 Rigid pavement:

The rigid pavement is made of cement concrete. As the concrete layer is quite strong,
the sub-base may not be required. The rigid pavements have high flexural strength and
can resist high tensile stresses. The pavements are capable of bridging small
depressions in the sub-grade.
1.2.3 Semi – Flexible pavement:

A semi flexible pavement has flexural rigidity in between that of a rigid pavement and
a soil-cement flexible pavement. Such pavement is usually made of pozzolanic
concrete, lean concrete or in base course or sub-base. As the flexural strength of such
layers is limited, the pavement can resist only moderate tensile stresses.
1.3 Basic Requirements of Pavements:

The basic requirement of a good pavement is to provide a stable, non-yielding surface
for the movement of heavy vehicles. The pavement surface should be even along the

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longitudinal profile to have least rolling resistance so that fast, heavy vehicles can move
safely and comfortably. Unevenness of the surface cause vertical oscillations and the
increases wear and tear and fuel consumption of vehicles. It also adds to the discomfort
and fatigue to the passengers of fast-moving vehicles.
The pavement carries the wheel loads and distributes over a wide area on the sub- grade.
Consequently, the stresses transferred to the sub-grade are considerably smaller than
the contact pressure. The distribution of the load depends upon the thickness and the
characteristics of the material used in the pavement. A pavement layer that distributes
the wheel load through the largest area per unit thickness of the layer is the most
efficient.
The pavement layers should not be over-stressed. Even for a well-designed pavement,
there would be a small, temporary deformation when loads pass over it. These
deformations must be kept within the permissible limit.
The pavement may be constructed over an embankment or in a cutting. The pavement
should not be constructed above a maximum level of the ground water table to keep it
dry. Moisture variation and frost actions are main causes of deterioration of the sub-
grade. On the other hand, when the water content is decreased, shrinkage cracks
develop which cause differential movement in rigid pavements and cracks in flexible
pavements. The pavements should provide with a suitable drainage system.
In case of rigid pavements, the temperature and shrinkage stresses should be properly
controlled. In case of flexible pavements there should be a good bond between the
individual particles of materials used and also between the surfacing and the base to
check stripping or braking up the pavement.
1.4 Functions of Pavement Materials

Different components of the pavement have the following characteristics and
functions.
1.4.1 Sub-grade:
The sub-grade is layer of natural soil prepared to receive the layers payment. The sub-
grade should be strong enough to take up the stresses imposed due to loads without
shear failure or excessive deformation. It is the general practice to compact at least top
50cm layer of sub-grade under controlled conditions of optimum moisture content at
maximum dry density. It is essential to evaluate strength properties of sub-grade

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required. As the loads are ultimately received by the sub-grade, if it is weak, it will fail.
The soil is generally treated to increase its strength and to improve its properties.
1.4.2 Sub-base and base courses:
These courses provide a medium to spread the wheel loads to the sub-grade. The
courses usually consist of broken stones, brick or aggregates. Boulder stones, bricks on
edges and stabilized are also used for sub-bases. However, it is preferable to use small
size graded aggregates because large stones and bricks have a tendency to penetrate the
wet soil and to cause undulation and unevenness in pavement. As the stresses in sub-
base are much lower than those in the base, the material used is inferior to that in the
base. The sub-base is also known as soling.
1.4.3 Surface course:
The purpose of the surface course, also known as wearing course, is to give a smooth
riding surface and resist pressure from wheels. The surface course also provides a
watertight barrier against infiltration of surface water.
In flexible pavements, a surface course usually consists of a bituminous surfacing. In
rigid pavements, the cement may act as a base course as well as surface course. There
are many types of surface treatments, depending upon the availability of materials and
plants and the magnitude of the load and the factors affecting pavement design.
Figure 1-3 : COMPONENTS OF SUB GRADE
1.5 Flexible Pavement
A true flexible pavement yields “elastically” to traffic loading. It is constructed with a

bituminous-treated surface or a relatively thin surface of hot-mix asphalt (HMA) over
one or more unbound base courses resting on a sub-grade. Its strength is derived from

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the load- distributing characteristics of a layered system designed to ultimately protect
each underlying layer including the sub-grade from compressive shear failure.
Progressively better materials are used in the upper structure to resist higher near
surface stress conditions caused by traffic wheel loads. These materials include an all-
weather surface that is resistant to erosion by the environment and traffic action.
The bituminous surface layer must also be resistant to fatigue damage and stable under
traffic loads when pavement temperatures are in excess of 65° C.
1.6 IRC: SP 72 – 2015

It is titled “Guidelines for the design of flexible pavements for low volume rural roads”.
It is a special publication of Indian Roads Congress printed in 2015as the revision of
chapter 5 in IRC: SP 20 – 2002 “Rural Roads Manual” dealing with flexible pavement
design of rural roads. References will be made to this code throughout the design part
of this project.
1.7 IRC: SP 20 – 2002

It is titled “Rural Roads Manual”. It is also a special publication of Indian Roads
Congress published in 2002. The guidelines provided in the manual have largely been
drawn from the relevant Indian Roads Congress Codes, IS Codes, Ministry of Road
Transport & Highways Specifications for Road & Bridge Works and other similar
publications available on the subject. References will be made to this code in most parts
LOCATION

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Starting point; Uppudi of Mummidivaram mandal
Ending point : Gollavelli of Mummidivaram mandal
2 LITERATURE REVIEW
2.1 GENERAL
In this chapter a review of literature presented on importance of sub grade in
pavement design of expansive soils, sub grade treatment methods for expansive
soils as sub grade material and a brief description on Terrazyme are given under.
2.2 RED SOILS

2.2.1 Lacuoture and Gonzalez (1995)
They had conducted study on the effects of Terrazyme on sub-base and subgrade.
The reaction of the soil treated with Bio Enzyme was observed and compared with
soil without Bio Enzyme. It was concluded that soil showed improvement in short
duration of time but the cohesive soils showed improvement successively.
2.2.2 Bergmann (2000)

He had concluded from his study on bio enzyme that for imparting strength to the
soil, bio enzyme requires some clay content. He stated that for successful
stabilization of soil minimum 2% clay content is required and 10 to 15 % of clay
content gives good results. Compared to 28 % of untreated soil CBR after I, 2, 3, 14
week was found as 37, 62, 66 and 100 respectively.
2.2.3 Manoj Shukla et al. (2003)

He had carried out test on five different types of soil. The clay content in soil varies
from low to high. Tests were conducted on soil samples with and without Bio
Enzymes to determine different engineering properties, Atterberg's limit, CBR and
UCS at different curing period in laboratory. Little to high improvement is seen in
the physical properties of soil with Bio Enzyme. The reason behind this little
improvement is the chemical composition of soil which is less reactive with the Bio
Enzyme. Sandy to silty type soil showed improvement in the CBR and UCS. It was
observed that pavement thickness is reduced by 24 to 48 %. In places where the

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availability of granular material is less, Bio Enzyme treated soil with thin
bituminous coating can satisfactorily fulfill the pavement requirement.
2.2.4 Shankar et al. (2009)
He had conducted tests on lateritic soil of Dakshina Annad (district of India). The
initial liquid limit and plastic limit of soil were 25 % and 6% respectively. The
lateritic soil of the district was not satisfying the sub base requirement. For
satisfying the sub base course requirements sand is mixed with soil in different
proportions until specified values were attained. Study was done on the effect of
enzyme, on soil properties like CBR, UCS and permeability for a period of 4 weeks.
CBR value increased by 3000/0 with about 10 % sand and 200ml/m30f enzyme
mixed with soil after 4 weeks of curing. An increase of 3000/0 is seen the CBR
value, increase of 450% in unconfined compressive strength value and decrease of
42 % in permeability of soil was seen with high dosage of enzyme of 200mI/2m3
after 4 weeks of curing. It was concluded from the CBR results of treated and
untreated soil that addition of enzyme in non-cohesive soil has no effect on the
cohesion less soil. It was also stated that the bio enzyme used shall be checked for
its effect on type of soil in laboratory prior to the field application. In order to check
the efficiency of Bio Enzyme in field, test was performed on National Highway
which affirms that soil blended with enzyme shows high CBR value than ordinary
soil.
2.2.5 Venkata Subramanian & Dinakaran (2011)
They had performed test on 3 different soils with different properties. These soils
were tested with different dosage of enzyme. The liquid limit and plasticity index
of soil were reported as 28, 30, 46 % and 6, 5 and 6 % respectively. An increase of
157 to 673 % is seen in CBR after 4 weeks of curing and 152 to 200 % in UCS.
Vijay Rajorial Suneet Kaur (2014) carried out a theoretical evaluation of enzyme.
Reduction of about 18 to 26 % is seen in cost of construction of roads by using
Terrazyme as a soil stabilizer, constructed by public work department in
Maharashtra. Structures made of bio enzyme are economical and have greater
strength.
2.2.6 Faisal Ali et.al (2012)111
The focus on this research is on the improvement of engineering properties of three

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natural residual soils and mixed with different proportions of liquid chemical. Series
of laboratory test on engineering properties, such as unconfined compressive
strength (UCS), consistency limits, moisture-density relationship (compaction) was
undertaken to evaluate the effectiveness and performances of this chemical as soil
stabilizing agent. The results show that addition of the liquid stabilizer can reduce
plasticity and shrinkage by eliminating re-absorption of water molecules; It reduces
optimum moisture content by ionizing and exchanging the water molecules on the
surface of the clay platelets; It increases maximum dry density by neutralizing and
orderly re arranging the clay platelets and increases the compressive strength by
increasing the inter particles bonding.
2.2.7 Peng et al. (2011)141
Conducted unconfined compression tests on three soils; fine-grained, silty loam and
coarse-grained textures named as Soil I, Soil Il and Soil III respectively. Three soils
were stabilized with quicklime and an enzyme (Perma-zyme). The samples were
cured up-to 60 days in two different conditions; air-dry and in sealed container. In
air-dry curing the samples were allowed to dry at room temperature where as in
sealed container the moisture was preserved in the samples during the curing time.
The enzyme was found more effective in air-dry curing for Soil I and Soil II than
quicklime where as it was not effective for Soil Ill in air-dry curing and for three
soils in sealed curing too. In sealed containers, the quicklime was found more
effective than the enzyme as the water in the specimens was not allowed to
evaporate which promoted the further hydration of quicklime.
2.2.8 Shukla Metal (2010) isi
Made experiments on an expansive soil treated with an organic, eco-friendly bio-
enzyme stabilizer in order to assess its in swelling expansive soils. The
experimental results indicate that the bio stabilizer used in the present investigation
is effective and the swelling of oil reduces we side of OMC.
2.2.9 M B Mgangira et al (2009) 171

Thus, the aim of this paper is to present laboratory results on the effect of enzyme
bazd liquid chemicals as soil stabilizer. I soil had plasticity index of 35 and the other
had PI of 7. Tests —Atterberg limits, Standard proctor and unconfined compressive
strength

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● Treatment with enzyme-based products to lead a slight decrease in PI of both
"soil
• Enzyme based chemical treatment of two soils using the two products showed a
mixed effect on the UCS. No consistence significant improvement in UCS could be
attributed to treatment
2.2.10 A.U. Ravishankar etal (2009)

Conducted a comprehensive study of the Terrazyme soil stabilizer product with
abundantly available lateritic soil in Dakshin Kannada and Udupi districts does not
satisfy the requirements (Liquid Limit and Plasticity Index S.6 %) to be used as a
base course material in pavements. In order to improve its properties, the soil is
blended with sand at different proportions unless until it satisfies the Atterberg's
Limits for subbase course. The effect of enzyme on soil and blended soil in terms
of Unconfined Compressive Strength (UCC), California Bearing Ratio (CBR),
Compaction md permeability are studied at has been observed that, the CBR values
of the enzyme treated soil blend decreases with increase in sand content. The CBR
value of blended soil increased by 300 percent with 10 percent sand with a dosage
of200mI/ 2 m) of soil. By comparing CBR values of the unblended and blended soil
after enzyme treatment it was found that enzyme is not effective for soil containing
higher percent of cohesion less soil and also observed that Enzyme is found to be
ineffective for improving consistency limits.
2.2.11 R.A. VELASQUEZ et.al (2006) 191

The sub-grade stabilization effectiveness and mechanisms of two enzyme products
(enzyme A and B) were investigated using chemical analysis and resilient modulus
testing. Two types of soil were tested in this study. A soil with a high percentage
of fines (96.4% passing 200 sieve) and high clay content (75.2%) (Soil I) and a soil
with a relatively low fines content (59.7% passing 200 sieve) and low clay content
(14.5%) (Soil 11). Enzyme A and B reduced the compaction effort and improved
soil workability during specimen preparation. Thus, less pressure was used to obtain
the target density of the treated specimens compared to the untreated specimens; the
addition of enzyme A did not improve the resilient modulus of Soil I but increased
by an average of 54% the resilient modulus of Soil Il; the addition of enzyme B to
Soils I and Il had a pronounced effect on the resilient modulus. MR of Soil I

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increased by an average of 69% and for Soil Il by 77%; the resilient modulus
increased as the curing time increased; enzyme A increased the shear strength of
Soil I by an average of 9% and of Soil Il by 23%; enzyme B increased the shear
strength of Soil I by an average of 31% and of Soil Il by 39% and the type of soil,
percent of fines and the chemical composition are properties that affect the
stabilization mechanism. Therefore, special attention should be paid to select the
proper treatment to be used for different soils.
2.2.12 Marasteanu et al. (2005)1101

Conducted resilient modulus and tri-axial tests on two soils which were stabilized
with two different enzymes. Soil-I has 96% of fines (75% of clay) a SPG of 2.73
and plasticity index of 52%. Soil-II has 60% of fines (14.5% of clay) and plasticity
index of 9.4%. Chemical analysis of only one enzyme (A) was conducted, as the
supplier of the other enzyme (B) did not agree for this. The chemical analysis for
the enzyme included pH, metals concentrations (e.g., Ca, Fe, and Al), total organic
carbon concentration, and inorganic anion concentrations (e.g., Cl-, N03- and S04
2-). The pH of product A was 4.77 and had very high concentration of potassium
(K), and moderate to high concentrations of calcium (Ca), magnesium (Mg), and
sodium (Na). The metal concentration and inorganic anion concentration are given
in Tables I and 2. The tests were conducted on a base (Base-I) as well to compare
the results. The protein concentration in the undiluted product A was 9230 mg/L.
The presence of protein alone does not indicate that the solution will exhibit
enzymatic activity therefore enzyme activity tests were conducted and it was found
that the product A exhibited no detectable enzymatic activity for the used substrates.
This indicates two possibilities: Product A is a highly purified enzyme solution that
contains only a single enzyme or group of enzymes that catalyse reactions not tested
for in our experiments or product A may not stabilize soil via enzymatic activity but
rather via some other mechanism, possibly due to their surfactant-like
characteristics.
2.2.13 Milburn & Parsons (2004) [12]

conducted different tests (freeze-thaw, wet-dry, leach testing, Atterberg limits and
strength tests) on soils (classified as CH, CL, ML, SM, and SP) stabilized with lime,
cement, Class C fly ash, and Permazyme I I-X. Compaction, Unconfined

18
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compression, stiffness, freeze-thaw, wet-dry and leaching tests were Conducted on
two silty soils (ML and SM) treated with Permazyme I I-X at a dosage
recommended by the supplier. ML and SM soils had fines 88 and 30%, LL 30 and
20% and PI 7 and 3% respectively. Compaction test for treated soils was carried
out at moisture content 1% less than the optimum. But only 4% and 1% increase in
dry density was found for ML and SM soils respectively. The soil samples for two
soils after 28 days of curing were tested for stiffness and no improvement was
recorded. Similarly for freeze-thaw very modest improvement and for wet-dry and
leaching tests no improvement was observed.
2.2.14 Alan F. Rauch et. a1(2002) 1121
Standard laboratory soil tests were conducted to measure changes in the engineering
properties of five clay soils when treated with three liquid chemical products. The
tests involved three reference clays (Kaolinite, Illite, Montmorillonite) two high-
plasticity natural clays, and three representative liquid stabilizers (ionic, polymer,
enzyme types). Each treated and untreated soil was characterized in terms of the
Atterberg limits, compacted unit weight, one-dimensional free swell potential, and
undrained triaxial shear strength. The first two soils listed are high plasticity, natural
clay soils of mixed mineralogy obtained from locations in Texas. The mesquite clay
is believed to be high in sulfates. although the sulfate content was not quantified.
The other three soils are each composed of predominately one clay mineral:
Kaolinite, Illite. And sodium Montmorillonite. These reference clay samples were
chosen to test the effects of each production the most commonly encountered clay
minerals. Overall, no marked changes in these engineering properties were observed
due to chemical treatment in these tests. Although individual cases can be identified
where a certain product appeared to improve a property of a particular soil, no
consistent trend was observed. It is possible that higher application rates, in excess
of the supplier recommendations, might produce more significant. beneficial
effects. Laboratory testing of chemical soil stabilizers is sometimes criticized for
not accurately simulating field conditions or predicting reported soil improvements
in the field.

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20
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3 LABORATORY EXPERIMENTAL PROGRAMME
3.1 GENERAL
In this chapter, properties of different types of materials used during the laboratory
experimentation are presented. Cyclic load tests conducted on a prepared Expansive soil,
and stabilized expansive soil with Terrazyme model flexible pavement systems.
3.2 LABORATORY TESTS

Various tests were carried out in the laboratory for finding the index and Engineering
properties of the Different materials used during the study. CBR, direct shear test, consistency
limits and compaction tests were conducted by using different percentages of Terrazyme mixed
with red soil for finding optimum percentage of Terrazyme. The details of these tests are
given in the following sections.
3.2.1 Index Properties of Soil:

Standard procedure recommended in the respective I.S. codes of practice [ IS:2720(Part-5)-
1985; IS:2720 (Part-6)-1972], were followed while finding the Index properties viz. Liquid
Limit and Plastic Limit and of the samples tried in this investigation.
3.2.1.1 Liquid Limit:
Liquid Limit (LL) is the minimum water content (w1) at which the soil can flow under its own
weight (has no strength). is defined as the moisture content at which 25 blows (taps) in the
standardized liquid limit determination device (Casagrande apparatus), will just close a
specific groove in a sample of soil. Another common method for its determination is the cone
penetrometer test method.
3.2.1.2 Plastic Limit:
Plastic Limit (PL) is the minimum water content (wp) at which the soil can be rolled into a
thread 3 mm in diameter, without breaking.
3.2.1.3 Plasticity Index:
Plasticity Index (PI or Ip) is defined as the water content range over which a soil exhibits plastic
behaviour. It is the difference between the Liquid and Plastic Limits of a soil.
PI = LL – PL
(or)
Ip = w1 – wp

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Since many properties of clays and silts such as their dry strength, compressibility,
consistency near the plastic limit etc. can be correlated with the liquid limit and plastic limits
(Atterberg’s limits), plasticity chart was developed.
Below shows the Plasticity Chart being used in the Indian Soil Classification System. All
points representing inorganic clays lie above the "A" Line and all points for inorganic silts lie
below it.
Figure 3-1 : LIQUID LIMIT APPARATUS
Figure 3-2 : PALSTICITY CHART

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3.2.2 DFS TEST (IS: 2720 (PART-40)1977):
Definition: Free swell is the increase in volume of a soil, without any external Constraints,
on submergence in water.
The possibility of damage to structures due to swelling of expensive clays need be identified,
at the outset, by an investigation of those soils likely to possess undesirable expansion
characteristics. Inferential testing is resorted to reflect the potential of the system to swell under
different simulated conditions. Actual magnitude of swelling pressures developed depends
upon the dry density, initial water content, surcharge loading and several other environmental
factors.
Why need to determine Free swell index of Soil?
Free swell index determination of soil helps to identify the potential of a soil to swell which
might need further detailed investigation regarding swelling and swelling pressures under
different field conditions.
Apparatus
1. Sieve - 425-micron IS Sieve.

2. Glass Graduated Cylinders - lOO-ml capacity 2 Numbers. (IS: 878 -1956).
3. Glass rod for stirring.
4. Balance of capacity 500 grams and sensitivity 0.01 gram.
3.2.2.1 Procedure to determine Free Swell Index of Soil
1. Take two 10 g soil specimens of oven dry soil passing through 425 micron IS Sieve.
2. Each soil specimen shall be poured in each of the two glass graduated cylinders of 100
ml capacity.
3. One cylinder shall then be filled with kerosene oil and the other with distilled water up
to the 100 ml mark. After removal of entrapped air (by gentle shaking or stirring with
a glass rod), the soils in both the cylinders shall be allowed to settle. Sufficient time
(not less than 24 h) shall be allowed for the soil sample to attain equilibrium state of
volume without any further change in the volume of the soils.
4. The final volume of soils in each of the cylinders shall be read out.

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Figure 3-3 : DIFFERENTIAL FREE SWELL TEST
3.2.2.2 How to Calculate Free swell Index of soil?
The level of the soil in the kerosene graduated cylinder shall be read as the original volume of
the soil sample & kerosene being a non-polar liquid does not cause swelling of the soil. The
level of the soil in the distilled water cylinder shall be read as the free swell level.
The free swell index of the soil shall be calculated as follows:
Where,
● Vd is the volume of soil specimen read from the graduated cylinder containing distilled
water
● Vk is the volume of soil specimen read from the graduated cylinder containing kerosene
REPORT:
1. Read the level of the soil in the kerosine graduated cylinder as the original volume
of the soil samples, kerosine being non polar liquid does not cause swelling of the
soil.
2. Read the level of the soil in the distilled water cylinders as free swell level.
3. Record the individual and the mean results to the nearest second decimal.
3.2.3 SPECIFIC GRAVITY

The Pycnometer is used for determination of specific gravity of soil particles of both fine
grained and coarse-grained soils. The determination of specific gravity of soil will help in the
calculation of void ratio, degree of saturation and other different soil properties.

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EQUIPMENT
1. Pycnometer of about 1 litre capacity
2. Weighing balance, with an accuracy of 1g.
3. Glass rod
4. Vacuum pump
5. Oven
6. Sieve (4.75 mm)
PROCEDURE
1. Dry the pycnometer and weigh it with its cap (W1).
2. Take about 200g to 300g of oven dried soil sample passing through 4.75mm sieve
into the pycnometer and weigh again (W2).
3. Add water to cover the soil and screw on the cap.
4. Shake the pycnometer well and connect to the vacuum pump to remove entrapped air
for about 10 to 20 minutes.
5. After the air has been removed, fill the pycnometer with water and weigh it (W3).
6. Clean the pycnometer by washing thoroughly.
7. Fill the clean pycnometer completely by water up to its top with cap screw on.
8. Weigh the pycnometer after drying it on the outside thoroughly (W4).
Calculation:
The specific gravity of soil (Gs) is calculated by using the following equation.
Sp. gravity (Gs)=[W2-W1]/[(W2-W1) –(W3-W4)
Where,
W1=empty weight of pycnometer
W2= weight of pycnometer +oven dry soil
W3= weight of pycnometer +oven dry soil +water
W4= weight of pycnometer + water full

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Report:The result of specific gravity test is reported to the nearest two digits after
decimal.
3.2.4 GRAIN SIZE DISTRIBUTION:

Grain size distribution was determined as per IS: 2720 (PART 4)- 1985. The soil fraction
retained on 75 micron IS sieve was analysed by sieve analysis using set of IS sieve as
prescribed by IS 460-1962.
Figure 3-5 : SEIVE ANALYSIS
3.2.5 Modified Proctor Compaction Test

Modified Proctor Test is used to determine the optimum moisture content of the soil sample.
In the test the mixed wet soil is made in to five equal parts and compacted in the mould using
a rammer of weight 4.89 kg from a fall of 450 mm giving 56 blows for each layer. Likewise,
the sample is compacted for different water contents and their respective dry densities are
obtained. A curve is drawn between the dry densities and the water content and thus the
optimum moisture content is obtained.

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Figure 3-6 : MODIFIED PROCTOR TEST
3.2.6 California Bearing Ratio (CBR) Test

Different samples were prepared in the similar lines for CBR test using red soil with terrazyme
and the details of which are given in Table – 2. The CBR tests were conducted in the laboratory
for all the samples as per IS code (IS: 2720 (Part 16) – 1979). As shown in figure 3-8.
Table 2 : DILUTION RATIO
Terrazyme 5x dosage guidelines
Cubic metre of soil to be treated by one litre of terrazyme 5x
12.7 m3 11.4 m3 10.5 m3
13.6 m3 12.7 m3 11.8m3
15.0 m3 14.1 m3 13.2 m3

15 % 65 %
% Of fines passing # 200 sieve (0.075 mm)
Dilution chart as per tests conducted in karnataka state university

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This is a penetration test developed by the California division of highways, as a method for
evaluating the stability of soil sub grade and other flexible pavement materials. The test results
have been correlated with the flexible pavement thickness requirement for highways.
The CBR test may be conducted in the laboratory on a prepared specimen in a mould or in-situ
in the field.
The laboratory CBR apparatus consists of a mould 150 mm diameter with a base plate and a
collar, a loading frame with the cylindrical plunger of 50 mm diameter and dial gauges for
measuring the expansion on soaking and the penetration values.
In brief the penetration test consists of causing a cylindrical plunger of 50 mm diameter to
penetrate a pavement component material at1.25 mm/minute. The load values to causes 2.5
mm and 5.0 mm penetration are recorded. These loads are expressed as percentage of standard
load value obtain from the average of large number of tests on crushed stones are 1370 and
2055 kg (70 and 105 kg/cm2) respectively at 2.5 and 5.0-mm penetration.
The specimen in the mould is subjected to four days soaking and the swelling and water
absorption values are noted. The surcharge weight is placed on the top of the specimen in the
mould and the assembly is placed under the plunger of loading frame. The load values are
noted corresponding to penetration values of 0.0, 0.5, 1.0, 1.5, 2.0, 2.5, 3.0, 3.5,4.0, 4.5, 5.0,5.5,
6.0, mm.
Figure 3-8 : CBR TESTING MEACHINE
The load penetration graph is plotted alternatively the load values may be converted to
pressure value and plotted against the penetration values.

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Two typical types of curves may be obtained. The normal curve is with convexity upwards and
loads corresponding to 2.5- and 5.0-mm penetration values are noted.
Sometimes a curve with initial upwards concavity is obtained, including the necessity of
correction. In this case the corrected origin is established by drawing a tangent AC from the
steepest point A on the curve. The load values corresponding to 2.5 and 5.0mm penetration
values from the corrected origin C are noted.
The causes for the initial concavity of the load penetration curve calling for the correction of
origin are due to
(i) the bottom surface of the plunger or the top surface of the soil specimen not being truly
horizontal, with the result the plunger surface not being in full contact with the top of the
specimen initially and
(i) the top layer of the specimen being too soft or irregular.
The CBR values are calculated using the relation;
CBR % =
Load sustained by the specimen at 2.5- or 5.0-mm penetration × 100%
Load sustained by the standard aggregates at the corresponding penetration level
The following table gives the standard loads adopted for different penetrations
for the standard material with a C.B.R. value of 10
STANDARD LOAD VALUES

Table 3 : STANDARD LOAD VALUES
Penetration of Plunger (mm) Standard Load (kg)
2.5 1370
5.0 2055
7.5 2630
10.0 3180

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12.5 3600
Figure 3-9 : ELEMENTS OF CBR TESTING MEACHINE
3.2.7 FIELD CBR TEST:

Dynamic cone penetration tests were carried out on the existing subgrade surfaces to
determine the DCP based on the CBR values at field moisture content and in situ density.
3.3 SUMMARY
The properties of materials used and the experimental procedures followed during the
laboratory experimentation are discussed in this chapter. The results of the laboratory tests
will be discussed in the following chapter.
4 LABORATORY TEST RESULTS

4.1 GENERAL
In the laboratory CBR test conducted using red soil stabilised with different percentages of
Terrazyme, with a view to find the optimum percentage of Terrazyme. Before doing this, we
did preliminary tests conducted for base coarse soil.
4.2 PART-A
Various preliminary tests were conducted on untreated red soil.
4.2.1 LIQUID LIMIT

Table 4 : VARIATION OF LIQUID LIMIT OF RED SOIL
No. of Empty wt. Wet wt. Dry wt. Water%

blows
40 25 44 39 43
28 24 45 45 41.5
20 26 46 42 41
15 25 51 36 40
LIQUID LIMIT 41.2

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LIQUID LIMIT
43.5 43
43
Water content%
42.5
42 41.5
41.5 41
41
40.5 40
40
39.5
0 10 20 30 40 50
No.of blows
Graph 1: VARIATION OF LIQUID LIMIT FOR RED SOIL OF DIFFERENT SAMPLES
4.2.2 Plastic limit

Table 5 : VARIATION OF PLASTIC LIMIT FOR RED SOIL OF DIFFERENT SAMPLES
SAMPLE-1 SAMPLE 2 SAMPLE 3
Soil sample &water For 60gm-18gm water For 80gm- For100gm-25gm water
content in wt. 22gm water
Empty wt. Of cane(w1) 20 17 20
Empty wt. Of cane + 29 27.5 30.23

wt. Of wet soil (w2)
Empty wt. Of cane + 27.5 26 28.73
wt. Of dry soil (w3)
wt. Of water(w2-w3) 1.5 1.5 1.5
wt. Of soil(w3-w1) 7.5 9 1.5
Water content%(w) 20 16.67 17.18
4.2.3 Grain Size Analysis

Table 6 : SEIVE SIZE ANALYSIS FOR RED SOIL
Grain size %Fineness

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4.75 98.1
2.36 93.6
1.18 87.8
0.6 77
0.425 63
0.3 41.2
0.15 14.8
0.075 5.8
0 0
Cu=4 Cu=1.44
Sieve Analysis Distribution curve

120
100
Percentage of passage
80
60
40
20
0
0.01 0.1 1 10
Sieve opening in(mm)

Graph 2 : SEIVE ANALYSIS CURVE

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4.2.4 COMPACTION PARAMETERS
TABLE 7 : COMPACTION VALUES FOR UNTREATED RED SOIL OF DIFFERENT

SAMPLES
Wt. of Empty Empty Wet Dry Water Bulk Dry

mould mould wt. wt. wt. density(g/cc) density
%
compacted wt. (KN/m3)
soil
5680 3882 25 80 77 5.08 1.831 17.09
5870 3882 25 70 67 6.50 2.025 18.64
6128 3882 25 67 63 9.84 2.288 20.43
6106 3882 26 58 54 12.98 2.265 19.66
6026 3882 25 88 79 15.55 2.184 18.54
Proctor compaction
21 20.43
dry density(kN/m3)
20.5
19.66
20
19.5
19 18.64 18.54
18.5
18
17.5 17.09
17
16.5
0 2 4 6 8 10 12 14 16 18
water content %
Graph 3: VARIATION OF OMC

Compaction value optimum moisture content=9.84, Maximum dry density=20.43
4.2.5 un-soaked CBR for untreated soil
TABLE 8 : LAB CBR VALUES FOR UNTREATED RED SOIL OF DIFFERENT SAMPLES
Penetration (dial Proven ring Load (proven CBR %

gauge) ring*5*7.125)
0 0 0
50 0.427 15.23

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100 0.568 20.24
150 0.90 32.4
200 1.02 36.43
250 1.09 39.04 2.85
300 1.154 41.14
350 1.235 44.02
400 1.311 46.72
450 1.396 49.76
500 1.436 51.17 1.43
550 1.493 53.22
600 1.562 55.66
4.2.6 SOAKED CBR FOR UNTREATED SOIL

TABLE 9 : LAB CBR FOR UNTREATED RED SOIL OF DIFFERENT SAMPLES
Penetration (dial Proven ring Load (proven CBR %

gauge) ring*5*7.125)
0 0 0
50 0.13 4.92
100 0.24 9.21
150 0.45 16.38
200 0.56 20.27
250 0.73 26.3 1.92
300 0.82 29.22
350 0.84 30.07
400 0.86 30.92
450 0.88 31.54
500 0.89 32.05 1.56
4.2.7 Preliminary properties of untreated soil

TABLE 10 : PRELIMINARY PROPERTIES OF UNTREATED RED SOIL
SI. Laboratory test symbol results Relevant ISC codes

Atterberg’s limits

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Liquid limit WL 41.3% IS 2720-part V
Plastic limit WP 17.95% IS 2720-part V
Plasticity index PI 23.35% IS 2720-part V
Specific gravity G 2.3 IS 2720 part III
2 Grain size analysis

Coefficient of uniformity CU 4 IS 2720 part IV
Coefficient of curvature CC 1.1 IS 2720 part IV
3 Compaction parameters
Optimum moisture content OMC 9.84% IS 2720 part VIII
Maximum dry density MDD 20.43 IS 2720 part VIII

(KN/m3 )
California bearing ratio (un CBR 2.85 IS 2720 part XVI
soaked)
Differential free swell DFS 42 IS 2720 part XI
4.3 PART-B
Various test results for treated red soil.
4.3.1 INDEX PROPERTIES
Standard procedures recommended in the respective I.S. Codes of practice [ IS:2720 (Part-
5)-1985; IS:2720 (Part-6)-1972 J were followed while finding the Index properties viz.
Liquid Limit and Plastic Limit of the samples tried in this investigation. The results of Liquid
Limit tests on soil treated with Terrazyme can be seen with 40.2 % with 6.67% of Terrazyme
as shown in table 4.8. The results of plastic Limit tests on red soil treated with Terrazyme
can be seen that with varies percentage of Terrazyme the plastic limit of soil showing below
values.
TABLE 11 : VARIOUS OF INDEX PROPERTIES FOR RED SOIL TREATED WITH

DIFFERENT ML OF TERRAZYME
S.NO Dosages of Terrazyme(ml) Liquid Limit (%) Plastic limit (%)
1 Red soil 32.00 20.20

2 Red soil+ 0.1 ml Terrazyme 31.40 20.43

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3 Red soil + 0.2 ml 30.44 20.54
Terrazyme
4 Red soil + 0.3 ml Terrazyme 30.2 20.89
Various of index properties for red soil treated with different ml of Terrazyme
LIQUID LIMIT
33 32
32 31.4
31 30.44 30.2
liquid limit (%)
29.5
30
29
28
red soil red soil+0.1ml red soil+0.2ml red soil+0.3ml ed soil+0.4ml
terra terra terra terra
red soil + ml of terrazyme
Graph 4: LIQUID LIMIT GRAPH AFTER ADDITION OF TERRAZYME
PLASTIC LIMIT
21.1
21.2
20.89
plastic limit (%)
21
20.8 20.54
20.6 20.43
20.4 20.2
20.2
20
19.8
19.6
red soil red soil+0.1ml red soil+0.2ml red soil+0.3ml red soil+0.4ml
terra terra terra terra
red soil + ml of terrazyme
Graph 5: PLASTIC LIMIT CHART AFTER ADDITION OF TERRAZYME
DRY DENSITY USING TERRAZYME

IS Heavy compaction tests were conducted as per IS: 2720 (PART VIII). All the red soil
samples are mixed with varies percentage of Terrazyme. Graphs are drawn between water
content and dry density for each percentage increment of water in the red soil, from these
results optimum moisture content and maximum dry density values are arrived. The results
and graph from these tests are presented below from table 6.9 and graph 6.4

36
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TABLE 12 : VARIATION OF COMPACTION PARAMETERS FOR RED SOIL TREATED
WITH DIFFERENT % OF TERRAZYME
SI. Material OMC (%) MDD (KN/m3)

NO
1 Red soil 11 20.5
2 Red soil+ 0.1 ml Terrazyme 10.16 20.6
3 Red soil + 0.3 ml Terrazyme 8 20.69
4 Red soil + 0.3 ml Terrazyme 7 20.8
12 11
10.16
10
8
8 7
OMC (%)
6.5
0
0 1 2 3 4 5 6
Red soil+ml of terrazyme
Graph 6: GRAPH BETWEEN OMC % & TREATED SOIL WITH TERRAZYME
4.3.2 Un- soaked CBR for treated soil with Terrazyme

The CBR tests were conducted in the laboratory for all the red soil samples treated with 6.67
percentage of Terrazyme per IS. code (PART-16)-1979). The results of un soaked CBR tests
on red soil treated with 6.67 percentage of Terrazyme, the un soaked CBR value of soil are
presented below from table.6.10
TABLE 13 : UN-SOAKED CBR FOR TREATED SOIL WITH TERRAZYME
Percentage Proving ring Load (proven ring CBR%

(dial gauge) *5*7.125)
0 0 0
50 0.23 8.32

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100 0.51 18.28
150 0.91 32.57
200 1.67 59.71
250 2.01 71.79 5.24
300 2.03 72.34
350 2.04 73.01
400 2.07 73.85
450 2.08 74.39
500 2.11 75.41 3.67
550 2.14 76.26
600 2.24 80.21
4.3.3 4 Day soaked CBR values with different samples.

SAMPLE 1
Table 14 : 4 DAY SOAKED CBR VALUES (SAMPLE 1 )
Percentage Proving Ring Load (proving CBR %

(Dial gauge) ring *5*7.125)
0 0 0
50 0.65 23.16
100 0.94 33.49
150 1.59 56.64
200 1.91 68.04
250 2.15 76.59 5.59
300 2.17 77.31
350 2.18 77.66
400 2.21 78.73
450 2.22 79.09
500 2.25 80.16 3.90
550 2.27 80.87
600 2.30 81.94
Calculations:
CBR value (in%) = p*100/1370
=76.59/1370*100
=5.59

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Where, P is the plunger force (in kN) at 2.5 mm penetration
CBR value (in%) = p*100/2055
= 80.16/2055*100
= 3.90
SAMPLE 2
Table 15 : 4 DAY SOAKED CBR VALUES ( SAMPLE 2)

0 0 0
50 0.43 15.32
100 0.89 31.71
150 1.72 61.23
200 1.98 70.54
250 2.13 75.88 5.54
300 2.14 76.24
350 2.16 76.95
400 2.19 78.02
450 2.21 78.73
500 2.24 79.8 3.88
550 2.28 81.23
600 2.32 82.65
Calculations:
CBR value (in%) = p*100/1370
= 75.88/1370*100

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= 5.54
CBR value (in%) = p*100/2055
= 79.8/2055*100
= 3.88
SAMPLE 3
Table 16 : 4 DAY SOAKED CBR VALUES (SAMPLE 3)

0 0 0
50 0.56 19.95
100 0.76 27.08
150 1.42 50.59
200 1.89 67.33
250 2.10 74.81 5.46
300 2.12 75.53
350 2.15 76.59
400 2.19 78.02
450 2.23 79.44
500 2.27 80.87 3.94
550 2.30 81.94
600 2.32 82.65
Calculations:

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CBR value (in%) = p*100/1370
= 74.81/1370*100
= 5.46
Where
P is the plunger force (in kN) at 2.5 mm penetration
CBR value (in%) = p*100/2055
= 80.87/2055*100
= 3.94
Where
P is the plunger force (in kN) at 5.0 mm penetratio
Average CBR value (in%) of 3 samples @ 2.5 mm penetration =5.59+5.54+5.46/3
=5.53
Average CBR value (in%) of 3 samples @ 5.0 mm penetration =3.9+3.88+3.94/3=3
5 Topographic survey
5.1 Topographic Survey
Topographic survey true to ground realties have been done using precise instrument Dumpy
level and Magnetic compass by the concerned departmental persons for bringing out data.
The in-house standards, work procedures and quality plan prepared with reference to IRC: SP
19-2001, IRC: SP 20, IRC: SP 13 (with respect to surveys for rivers/streams) and current
international practices have been followed during the above survey.
5.2 Traversing
Traverse has been done by compass having angular measurement accuracy of ± 0.50 degree.
Traversing was done with magnetic compass. In a compass traverse The sides of the traverse
are measured with a tape. In compass traverse, the bearings of all lines are measured with a
compass.. In other words, the lengths of the traverse lines should be as great as possible. The
effect of the centring error is small if the lines are long. Taking the above into consideration,
traversing work is carried out and deflection angle and curve length were determined. Based
on the above two parameters, remaining elements like point of curvature, point of tangent,
length of transaction curve, tangent length, mid ordinate and apex distance were calculated.

41
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5.3 Levelling
Differential levelling is used for profile levelling and cross-sectioning of the proposed road.
The levels obtained in profile levelling are used for plotting the longitudinal section which is
required for fixing the gradients and determining the earth work quantities. Cross section
levelling is done to determine the difference of elevations of the ground surface along the lines
perpendicular to the centre line of the proposed road at an interval of Profile levelling
commenced from a benchmark and ended at a bench mark.Intermediate bench marks are first
marked on the alignment at suitable interval.
5.4 Cross-section & Detailing

Cross sections were taken at 20 m interval and at closed intervals of 10 m in curved portion of
the existing road. All physical features of the road were recorded. Cross sections covered full
width of the road way.As the MSL is not available near the proposed road, temporary bench
mark is fixed on the basement of Bus shelters existing at the starting point of the proposed road
and cross-section levels were taken with respect to bench marks.
6 TRAFFIC STUDIES
In the present scenario of up gradation of the road, 3-day, 24-hour traffic volume count has
been conducted on the already completed or similar type of PMGSY road in the vicinity of the
project road. The Classified Volume Count survey has been carried out in accordance with the
requirements of the TOR and relevant codes (IRC: SP: 19-2001, IRC: SP 20, IRC: SP 72 –
2015). The surveys have been carried out by the departmental personnel and the same is used
in finalizing the design of pavement.
6.1 Traffic count:

It is a count of vehicular or pedestrian traffic, which is conducted along a particular road, path,
or intersection. A traffic count is commonly undertaken either automatically (with the
installation of a temporary or permanent electronic traffic recording device), or manually by
observers who visually count and record traffic on a hand-held electronic device or tally sheet.
Traffic counts can be used by local councils to identify which routes are used most, and to
either improve that road or provide an alternative if there is an excessive amount of traffic.
Also, some geography fieldwork involves a traffic count. Traffic counts provide the source
data used to calculate the Annual Average Daily Traffic (AADT), which is the common

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indicator used to represent traffic volume. Traffic counts are useful for comparing two or more
roads, and can also be used alongside other methods to find out where the central business
district (CBD) of a settlement is located. Traffic counts that include speeds are used in speed
limit enforcement efforts, highlighting peak speeding periods to optimize speed camera use
and educational enforcement.
6.2 Traffic Data and Analysis:

The traffic count done was classified into different vehicle category as given below:
• Motorized vehicle comprising of light commercial vehicle, medium commercial vehicle (rear
axle load of 6 Ton and the front axle load of 3 Ton), heavy commercial vehicle (rear axle load
of 10.2 Ton and the front axle load of 5.1 Ton), trucks, buses, agricultural tractors with trailers,
car, jeep, two wheelers etc. Non- motorized vehicles comprising of cycle, rickshaw, cycle van,
animal drawn vehicle etc.
6.3 Traffic Growth Rate and forecast:

In the absence of any specific information to the Field Engineer an average annual growth rate
of 6% over the design life has been adopted as per IRC: SP 72:2015 clause 3.2.3.
6.4 FIELD DATA SHEET FOR TRAFFIC CENSUS (BOTH

DIRECTIONS)
Table 17: AVERAGE DAILY TRAFFIC
Average
Laden /
Daily
Sl. No Hour Un-laden Day 1 Day 2 Day 3 Total
Traffic
1 2 3 4 5 6 7 8
1 Cars, jeeps, Vans 9 9 18 36 12
2 Auto Rickshaws 18 12 19 49 16
Scooters/Motor
3
bikes 28 31 21 80 27
4 Buses (HCV) 0 0 0 0 0
5 Trucks (HCV) Laden 5 8 19 32 11
Un-laden 7 2 14 23 8
Agricultural
Tractors/Trailor’s Laden 12 20 13 45 15
6
(MCV)

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Un-laden 13 10 14 37 12
7 cycles 35 49 38 122 41
8 Cycle Rikshaws 0 0 0 0 0
Animal Drawn Solid wheel
9
Vehicles cart 9 10 9 28 9
Pneumatic
0 0 0 0 0
type cart
Total 136 151 165 452 151
1 Total Commercial Vehicles per 46

day (CPVD)
2 Total Motorized vehicles per day 101
Total Non- motorized vehicles per
3 50
day
7 GEOMETRIC DESIGN
The geometric design standards for this project conform to PMGSY guidelines and the
guidelines as stated in IRC: SP 20 – 2002. Recommended design standards and the standards
followed for this road are described below.
7.1 Terrain
The classification of terrain was selected from plain classification for which following criteria
will be applicable as per IRC: SP 20 – 2002, Clause 2.3.
Table 18: CLASSIFICATION OF TERRAIN AS PER IRC: SP 20 – 2002, CLAUSE 2.3.
Terrain classification Cross slope of the country
Plain 0-10% More than 1 in 10
The cross slope of this proposed road is 2.49%, hence it is classified as plain terrain.
7.2 Design Speed

The proposed design speed along this project road is selected from the following table
as per IRC: SP 20 – 2002, Clause 2.4

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Table 19: PROPOSED DESIGN SPEED AS PER IRC: SP 20-2002, CLAUSE 2.4
Plain terrain
Road classification
Ruling Minimum
Rural Roads (VR) 50 40
The design speed for this road project is considered as 50 kmph as the road falls under plain
terrain with a gradient of 0.024% (which is less than ruling gradient of 3.3%), the design speeds
at curves are reduced to 45 kmph, and necessary provision towards erection of the cautionary
boards is made in the estimate.
7.3 Right of Way (ROW)

The requirement of ROW for this road is as follows (as specified in IRC: SP 20 – 2002, Clause
2.6.1)
Table 20:REQUIREMENT OF ROW AS PER IRC: SP 20 -2002, CLAUSE 2.6.1
Plain and Rolling Terrain
Open Area Built-up Area

Road classification
Normal Range Normal Range
Rural roads (VR) 15 15-25 15 15-20
In open area required ROW is available but in built up area only 5 to 6 m is available i.e., from
chainage at 2/360 to 2/700 km.
7.4 Roadway Width

Roadway width for the proposed village road is as specified in IRC: SP 20 – 2002, Clause
2.6.1
Table 21: ROADWAY WIDTH AS PER IRC: SP 20 -2002, CLAUSE 2.6.2
Terrain Classification Roadway Width (m)
Plain 7.5
But, in built up area, 5 to 6 m is available.

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7.5 Carriageway Width
The width of carriageway for this project road is 3.75 m (as specified in IRC: SP 20 – 2002,
Clause 2.6.4) For the proposed road from 0/0 to 2/700 km. the carriage way width is 3.75 m
and the shoulders on both sides is of 1.125 m and the road way width proposed is 6.00 m.
7.6 Shoulders
It is proposed to provide 1.125 m wide shoulder on both sides the road from 0/0 to 3/0 km.
7.7 Sight Distance

The safe stopping sight distance is applicable in the geometric design. The sight distance
values for this road as per IRC: SP 20 – 2002 Table 2.12 recommendations are presented
below:
Table 22: THE SAFE STOPPING SIGHT DISTANCE AS PER IRC: SP 20 - 2002
Design Speed Safe Stopping Sight Distance (m)

(km/hr)
40 45
50 60
There are no junction points for this road project and in straight road portion sufficient
stopping sight distance is available as per codal requirement i.e., 60 m for design speed of 50
kmph in this road project.
7.8 Radius of Horizontal Curve

According to IRC: SP 72 – 2015, Clause 2.10 recommendations / standards, the
minimum radius of horizontal curve for this project road is given below:
Table 23: RADIUS OF HORIZONTAL CURVE AS PER IRC: SP 20 - 2002
Radius of Horizontal Curve (m)

Terrain Category
Ruling Minimum Absolute Minimum
Plain 90 60

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There are three horizontal curves at chainages 0/720, 2/320 and 2/570 existing in the proposed
road alignment. At all curve locations extra road width proposed are 0.60 m, 0.80 m and 0.80
m respectively, and the speeds are reduced to 45 kmph.
7.9 Camber & Super elevation

A camber adopted for this road section is given below as per IRC: SP 72 – 2015
A camber of 3.5% is proposed for this road project as the rain fall of the area is more than 1000
mm and the maximum super elevation proved is 7% for this road project. (As per Clause 2.10.3
of IRC: SP 20 – 2005 CAMBER AS PER IRC: SP 72 – 2015
7.10 Vertical Alignment

The present road is in plain terrain as the maximum longitudinal gradient is 2.49% < 10%. And
vertical alignment is well within ruling gradient as per table 2.1 and 2.19 of IRC SP 20 – 2002.
A minimum gradient of 0.3% for drainage purpose is considered for designing the vertical
alignment of this road.
7.11 Vertical Curves

As the maximum gradient of the proposed road is 2.49%, which falls under plain terrain with
ruling gradient (3.3%), vertical curves were not proposed in this road project.
7.12 Side Slope

Side slope for this rural road where embankment height is less than 3.0 m is given in the table
below as per IRC: SP 72 – 2015, Clause 2.6.6
Table 25: SIDE SLOPE AS PER IRC: SP 72 – 2015, CLAUSE 2.6.6
Condition Slope (H: V)
Embankment in silty/sandy/gravel soil 2:1
Embankment in clay or clayey silt or

inundated condition 2.5:1 to 3:1
The side slopes were proposed for this road as per codal requirements.
7.13 Extra Widening of Pavement:

The Extra Widening of Pavement at Curves as per IRC: SP 20 – 2002, Table 2.17
Table 26: EXTRA WIDENING AS PER IRC: SP 20 – 2002, TABLE 2.17

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Radius of curve (m) Up to 20 21-60 Above 60
Extra Widening for 3.75m wide single lane

Carriageway (m) 0.90 0.60 NIL

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8 PAVEMENT DESIGN
Considering the sub-grade strength, projected traffic and the design life, the pavement design
for low volume PMGSY roads was carried out as per guidelines of IRC: SP 72 – 2015.
8.1 Factors affecting pavement design:

8.1.1 Wheel Load:
The thickness of the pavement depends upon the design wheel load. The design wheel load is
selected after considering the actual wheel loads of various vehicles, contact pressure, load
repetition, the dynamic efforts and many other factors. The design wheel load will depend upon
the multiple wheel load assembly, as in the dual or multiple wheel loads.
8.1.2 Sub-grade:
The thickness of the pavement depends upon the properties of the sub-grade. A thicker
pavement is required over a weaker soil. The thickness also depends upon the stress-strain
characteristics of the soil under static and repeated loads. As the strength and the volume
change of the soil depend upon the moisture changes, the worst conditions should be
considered in the design.
8.1.3 Climate:
The climatic factors such as rainfall and temperature changes affect the properties of soil. The
rainfall affects the moisture changes, in the soil which affect the strength. The temperature
changes affect the pavement. In flexible pavements, the choice of the bituminous binder
depends upon the temperature. In rigid pavements, the warping stresses are caused by
temperature changes. If the temperature is likely to fall to the freezing point, the possibility of
the frost action is to be considered.
8.2 Pavement materials:

Stress distribution in the pavement layers depends upon the behaviour of the materials used.
Fatigue behaviour of the pavement materials and their durability under adverse conditions
should be considered. Aggregates bear the stresses occurring in the pavement and have to resist
wear due to abrasive action of traffic. The aggregate should be hard, strong and of the required
size and gradation to bear the stress.

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8.3 Location:
Design of pavement should be done considering its location with respect to ground surface.
Height of the embankment, the depth of the cutting and the level of water table should also be
considered. All these factors affect the performance of the pavement.
8.4 Miscellaneous factors:

There are some special factors, which affect the design of pavements. For example, in case of
semi-rigid pavements, the formation of shrinkage cracks, the crack pattern and the mode of
their propagation should be considered in its design.
8.5 Design Life

A design life of 10 years was considered for the purpose of pavement design of flexible and
granular pavements. IRC: SP 72, Clause 3.3
8.6 Design Traffic

The average annual daily traffic (AADT = 230) for the opening year as well as the total
commercial vehicle per day (CVPD = 33) was presented in Table 5.2. The annual growth rate
of 6% over the design life is adopted as per IRC: SP 72, Clause 3.2.3
8.7 Determination of ESAL applications

Only commercial vehicles with a gross laden weight of 3 tons or more are considered. The
design traffic was considered in terms of cumulative number of standard axles to be carried
during the design life of the road. The numbers of commercial vehicles of different axle loads
are converted in to number of standard axle repetitions by a multiplier called the Vehicle
Damage Factor (VDF). An indicative VDF value was considered as the traffic volume of rural
road does not warrant axle load survey.
For calculating the VDF, the following categories of vehicles was considered as
suggested in paragraph 3.4.4 of IRC: SP 72 – 2015.
Laden heavy/medium commercial vehicles
Un-laden /partially loaded heavy/medium commercial vehicles
Over loaded heavy/medium commercial vehicles
Indicative VDF values considered 10% of laden MCV and 10% laden HCV as

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Over loaded given below: as per page 10, SP: 72 clause 3.4.4
Table 27: HCV AS OVER LOADED GIVEN BELOW: AS PER PAGE 10, SP: 72
Laden Un-laden / Partially laden
HCV 2.58 0.31

MCV 0.31 0.02
Lane distribution factor (L) for Single Lane Road = 1.0
Cumulative ESAL application = ,
where = ESAL application per day. The Cumulative ESAL application for the
project road as per paragraph 3.5 of IRC SP: 72 – 2015 is presented in towards the end of this
chapter.
8.8 Sub-grade CBR

The sub grade CBR arrived is 5% (after conducting tests on the collected soil samples) was
considered and the calculated traffic is 179330 and the traffic falls in T4 category (Cumulative
ESAL Applications for T4 category is 100000 to 200000) as per Clause 3.5 of SP 72 – 2015
8.9 Design of flexible pavement

It is necessary to carry out a comprehensive field materials survey and the needed laboratory
tests on representative samples to maximize the use of locally available materials for use in
sub-base, base and surface courses as such or after suitable blending using the design traffic
parameter and the sub grade strength parameter. The pavement thickness and composition can
be determined from the design catalogue. The total thickness requirement and also the
thickness of various layers have been arrived at; keeping in view the soil should be used. The
soil can be improved by mechanical stabilization or by modification with a suitable additive
like lime, lime-fly ash, cement, etc.

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Figure 8-1 : PAVEMENT DESIGN CATALOGUE FOR FLEXIBLE PAVEMENTS
8.10 Traffic Parameters:

8.10.1 Composition of Rural Traffic:
It is not only the traffic volume but also its composition that plays an important role in
determining the pavement thickness and composition. There is a wide variety of vehicles
plying on rural roads, half or even more of the total number being non-motorized, mostly
bicycles and animal drawn carts among the motorized vehicles, the two -wheeled motor cycles
constitute a sizable proportion followed by tractors tractor-trailers, pick-up vans, jeeps and
cars. Heavy commercial vehicles (HCV) like full –sized trucks and buses are relatively very
few in number, their proportion out of the total may be as low as 5%, sometimes even lower.
The number of medium-heavy commercial vehicles (MCV) like tractor –trailers and medium-
sized trucks is generally much higher than the number of HCV. Even though the number of
animal drawn carts is on the decline, these are still sizable in number. The number of
tractors/tractor- trailers is gradually on the increase, while the number of motor cycles is
increasing rapidly. For purposes of pavement design, the large number of bicycles, motorcycles
and pneumatic –tired animal drawn carts are of little consequence and only the motorized
commercial vehicles of gross laden weight of 3 tons and above (i.e., HCV &MCV) are to be
considered. A procedure has also been suggested to evaluate and consider the effect of solid-
wheeled carts (SWC) in computing the design traffic for pavement design.

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8.10.2 Traffic Growth Rate:
Some of the simple methods for estimating the traffic growth rates at given below:
8.10.3 Trend analysis:

The past trend of growth is analysed, and the rate established by fitting a relationship of the
type
The future rate of growth can be fixed equal to or higher than the past rate depending on socio
economic considerations and the future growth potential of the region where the road is
located. Local enquiries in this regard are often very useful.
8.10.4 Recommended Growth Rate:

In the absence of any specific information available to the designer, it is recommended that an
average annual growth rate of 6% over the design life may be adopted.
8.10.5 Design Life:

While selecting the design life of a pavement it must be borne in mind that at the end of a
design life, it will only need to be strengthened, so that it can continue to carry traffic
satisfactorily for a further specified period. It is necessary to carry out proper condition surveys
at least once a year, so that the nature and rate of change of condition will help identified as to
when the pavement will require strengthening. A design life of 10 years is recommended for
purposes of pavement design for gravel roads and for flexible pavements. This design life
period of 10 years has been recommended to ensure that neither the strengthening be carried
out too soon nor will the design for a very long period be unduly expensive by the way of high
initial investment required.
The aspect of stage construction is especially relevant to the very low volume roads (design
traffic less than 0.1 msa) which are initially designed and constructed as all-weather gravel
roads
After monitoring the performance and growth in volume composition of traffic over 5 years or
so, it can be suitably strengthened and black-topped where necessary. Suitably postponing the
metalling and black-topping of gravel roads can go a long way in connecting more of the
unconnected habitations within the same investment.

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The aspect of possible up gradation of a rural road to a higher category road at a future date
must be kept in view, especially ensuring proper compaction of sub grade which serves as a
foundation of a pavement.
8.11 Computation of Design Traffic:

8.11.1 New Road:
In case of a new road an approximate estimate should be made of traffic that
would play on the road considering the number of villages and their population along the road
alignment and other socio-economic parameters. Traffic counts can be carried out on an
existing road in the vicinity with similar conditions and knowing the population served as well
as agriculture or industrial produce to be transported the expected traffic on the new proposed
load can be estimated.
Likely traffic on the proposed road can also be estimated on the basis of O-D
survey along the near the existing roads which presently the serve the villages proposed to be
connected.
Due consideration should be given to “Diverted” and “Generated” traffic
anticipated as a consequence of the development of the proposed road, land use of the area
served, the probable growth of the traffic and the design life.
8.11.2 Average Annual Daily Traffic:

Average daily traffic (ADT) for 24 hours should be computed for each vehicle type, both
during the peak harvesting season and also during the lean season. Knowing the duration of
harvesting season, the total traffic during the year can be computed and consequently the
Average Annual Daily traffic (AADT) can be computed for each vehicle type.
Although the number and duration of harvesting seasons can vary from one
region to the other, typically two harvesting seasons during the course of a year are taken.
If T is the average number of commercial vehicles of a given category, plying per day during
the lean season, the enhanced traffic during the peak season can be denoted by nt, over and
above the lean season traffic T, the value of n varying widely from one region to the other.
Typically, it takes about 40% of the duration of a harvesting season (t) to build up the traffic
from lean – season level T to the peak. The peak traffic may continue for about 20% of the

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duration of the harvesting period before coming down to the lean season traffic level over a
period of time, again 40% of the total duration of the harvesting season. With these
assumptions, the total number of reputations (N) of a given vehicle type during the course of a
year is given by:
8.12 FLEXIBLE PAVEMENT DESIGN CALCULATIONS as per SP 72-

2015
The 24 hours traffic counts over a period of 3 days on a single lane Rural Road during the
PEAK harvesting season gives the following results for Average Daily traffic.
In this area there are two Harvesting Seasons, each harvesting season duration is about two
and half months (75 days). Since Non-harvesting season data is not available, it is assumed
that the Traffic during Non-harvesting season is half of the peak harvesting season.
ANNUAL AVERAGE DAILY TRAFFIC

Table 28: ANNUAL AVERAGE DAILY TRAFFIC
Vehicle Type No. of Vehicles HCV MCV

1 Car, Jeep, Van LV 12
2 Auto Rickshaw LV 16
3 Scooters / Motor Bikes LV 27
4 Bus HCV 0 0
5 Trucks HCV 19 19
6 Tractors MCV 27 27
7 Cycles NMV 41
8 Cycle Rickshaws / Hand cart NMV 0
9 Horse Cart / Bullock Carts NMV 9
151 19 27
10 Pedestrians 88
Total motorized vehicles per day (mvpd) 101

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Total non-motorized vehicles per day (nmvpd) 50
ANNUAL AVERAGE DAILY TRAFFIC
Annual Average Daily Traffic (AADT) = T + (1.2nTt/365)

Annual Average Daily Traffic (AADT) = 151+(1.2*1*151*75/365)
= 189
AADT assuming an initial growth rate of 6% = (AADT*1.06*1.06)
= 189*1.06*1.06
= 212
opening of the road after completion = 212/151
= 1.40
Table 29: AADT VALUES
TYPE ADT 50% ADT Projected AADT
MCV Laden 15 8 11
MCV Un-Laden 12 6 8
MCV Over Laden 0 0 0
HCV Laden 11 6 8
HCV Un-Laden 8 4 6
HCV Over Laden 0 0 0
MCV laden medium commercial vehicle
MCV Un-laden medium commercial vehicle
MCV Over laden medium commercial vehicle
HCV Laden heavy commercial vehicle
HCV Un-laden Heavy commercial vehicle

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HCV Over laden heavy commercial vehicle
8.12.1 VEHICLE DAMAGE FACTOR

Table 30: VEHICLE DAMAGE FACTOR VALUES
Vehicle Laden Un-laden Overladen

For HCV 2.58 0.31 2.86
For MCV 0.31 0.02 0.34
Cumulative ESAL applications over 10 years @ 6% growth rates
ESAL = MCV x VDF + HCV x VDF

= (11*0.31) + (8*0.02) +(8*2.58) +(6*0.31)
= 26.07 No’s/day
Cumulative ESAL Applications N = T0 x *365*[(1+r/100) n-1/(r/100)] x L

= 26.07x 365 x [(1+6/100)10-1 / (6/100) x 1
= 125423
ESAL 125423 No’s/day
Table 31: TRAFFIC CATEGORY VS ESAL AS PER IRC SP 72-2015
Traffic
cat. T1 T2 T3 T4 T5 T6 T7
10000 30000 60000 100000 200000 300000 600000
ESAL
30000 60000 100000 200000 300000 600000 1000000
According to N value obtained, Traffic Category comes under T4
Proposed design pavement thickness from IRC SP 72-2015
8.12.2 CUMMULATIVE ESAL APPLICATIONS

Table 32: CUMULATIVE ESAL VS CBR VALUE
Earth
100000 to 200000 crust
required
Avg 25 mm BT
CBR 5.53 5 to 6 75 mm WBMGr.III

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Sub grade 75 mm WBMGr.II 300 mm
strength 150 mm Granular sub
CBR base
8.13 Pavement Design

For N = 125423 and avg. CBR of 5 to 6% referring the TRAFFIC
CATEGORY (T4) in the range 100000 to 200000 and the SUB GRADE CATEGORY
(S2) (CBR Value is 5-6, FAIR), from pavement design catalogue is 300 mm (75 + 75 + 150)
8.13.1 Composition of Flexible Pavement

The designed pavement thickness and composition was calculated by referring Figure 4
(Pavement design catalogue) of IRC: SP: 72 – 2015. Top layer of WBM was treated with
bituminous surface.
The pavement layers for this road project are provided as given below:
8.13.2 THICKNESS OF PAVEMENT LAYERS

Table 33: THICKNESS OF PAVEMENT LAYERS
Top Layer Premix Carpet with Type B Seal 20 mm

Coat
Base Layer WBM Grading III & WBM Grading 150 mm

II
Sub – Base Granular Sub-base Grading II 150mm

Layer
Total thickness 300 mm

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CROSS SECTIONAL DETAILING OF EMBANKMENT :
Proposed 20 mm OGPC with Seal Coat
Proposed Gr.III WBM Layer 75 mm compacted thick
Proposed Gr. II WBM Layer 75mm compacted thick
Proposed Granular Shoulders 150 mm

thick
Proposed Granular Sub Base 100 mm thick
Existing Granular Sub Base 125 mm thick
B.T W.B.M Gravel
Gravel Shoulders Gravel
Figure 14 : CROSS SECTIONAL DETAILING OF EMBANKMENT

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9 CONSTRUCTION
9.1 Construction Equipment:
Construction by manual means and simple tools has been considered for the project as per the
guideline of NRRDA. For handling of bulk materials like spreading of aggregates in sub-base
& base courses by mix-in-place method, use of motor grader & tractor-towed rotator has been
allowed in line with the schedule of rate for PMGSY work.
Compaction of all items was proposed by ordinary smooth wheeled roller if the thickness of
the compacted layer does not exceed 100 mm. It is also considered that, hot mix plant of
medium type & capacity with separate dryer arrangement for aggregate is proposed to be used
for bituminous surfacing work that can be easily shifted.
9.2 Construction procedure

9.2.1 Preparation for Earthwork
After setting out existing ground shall be scarified to a minimum depth of 150 mm and levelled
manually and compacted with ordinary roller to receive the first layer of earthwork. In filling
area, existing embankment will be generally widened on both sides as per the alignment plan.
Continuous horizontal bench, each at least 300 mm wide, shall be cut on the existing slopes
for bonding with the fresh embankment/sub-grade material as per Cl 301-7
9.2.2 Embankment work
Material from borrow pits will be used for embankment construction as well as the approved
material deposited at site from roadway cutting and excavation of drain & foundation may be
used. Layer of the earth shall be laid in not more than 25 cm (loose) thick layers & each layer
of the soil is compacted up to 30 cm below the sub-grade level at OMC to meet 97% of
Standard Proctor Density.

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9.2.3 Sub-grade
Material from borrow pits will be used for construction of top 30 cm as sub-grade. Soil in
these sections is quite good for road construction. Top 30 cm up to the sub-grade level and
shoulder at OMC to meet 100 % of Standard Proctor Density by proper control of moisture
and by required compaction with a smooth wheeled roller.
9.2.3.1 Application procedure of Terrazyme
General
General application of Terrazyme to the subgrade materials involved in various steps.
Application procedure:
step 1: scarifying and pulverising the soil surface
Figure 9-1: SCARIFYING AND PULVERISING THE SOIL SURFACE

Step 2: calculating the quantity of enzymes
Figure 9-2: CALCULATING THE QUANTITY OF ENZYMES

Step 3: adding enzymes to water tank

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Figure 9-3: ADDING ENZYMES TO WATER TANK
Step 4: spraying enzymes into the soil
Figure 9-4: SPRAYING ENZYMES INTO THE SOIL

Step 5: mixing of soil, metal and enzymes
Figure 9-5: MIXING OF SOIL, METAL AND ENZYMES

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Step 7: rolling the treated surface
Figure 9-7: ROLLING THE TREATED SURFACE

Step 8: finished sub grade
Figure 9-8: FINISHED SUB GRADE
9.2.4 Sub-base
Sub base material in the form of stone aggregates and stone dust as available in the area to be
used in GSB Grade III layer.
9.2.5 Base
Stone aggregates will be used in base course. 63 mm to 45 mm size (Grading 2) aggregate has
been proposed for the bottom layer and 53 mm to 22.4 mm (Grading 3) size has been proposed
for the top layer. Removing pot holes and filling irregularities with chipping a week before
laying the base course as per IRC:111 and surface must dried with a blow lamp.
9.2.6 Shoulder
Earthen shoulder proposed to be constructed in layers and compacted to 100% of Proctor’s
Density. First layer of shoulder proposed to be laid after the sub–base layer is laid. Thereafter
earth layer proposed to be laid with base layer of pavement is laid and compacted.

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9.2.7 Tack coat
A tack coat is generally laid over bituminous base at 6-7.5kg per 10m^2 area as per IRC:16.
The coat must be done with VG10 grade of straight run bitumen. If asphalt is laid on fresh
bitumen there is no need to apply tack coat.
9.2.8 Placement of mix

Towed mixer with provision for heating and stirring to keep aggregates and filler suspended
in the mix with a minimum quantity of like or stone dust sprinkled over it. The temperature of
bitumen is kept at 150-170degC and then spread with mechanical paver.
9.2.9 Rolling
In the bubbles occur while laying the bitumen layer, then they shall be punctured while the
mastic is hot and surface is rectified.it is thoroughly compacted by rolling at less than 5kmph
and a roller weighing 10t and tire pressure 7kg/cm^2.
9.2.10 Control
(a)2 tests are carried out in a lot to check penetration and marshal stability
(b)1 test of sieve analysis should be done for every 50cum of aggregate
(c)Total weight of specimen tested should not be less than 5kg.
(d)Temperature at the time of laying should not be more than 170degC
(e)Surface finish:

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The longitudinal profile is tested with a straight edge 3m long while mastic is still hot.
Irregularities>4mm shall be corrected and mastic is laid only when outside temperature is
greater than 15degC.
10 CONCLUSION
The proposed road is a 6.9 km village road and assigned as link road in core network of
Uppalaguptam Mandal in east Godavari District. The road link road from Gollavalli R&B road
to Uppudi H. peta (via) Sannavilli, Munipalli, Pedagadavalli, Chinagadavalli and L.S. Peta.
● The addition of the Terrazyme to the soil reduces the clay content and thus increases
in the percentage of coarser particles, reduces the plastic limit and liquid limit of
unmodified soil. The liquid limit and plastic limit decreasing irrespective of the
percentage of Terrazyme.
● The maximum Dry Density attained at 6.67%. (OMC goes on decreasing with
increase in percentage of Terrazyme).
● The Un soaked CBR goes on increasing in percentage of addition of Terrazyme to
the red soil. It is also identified that addition of 6.67% Terrazyme yield high CBR value
in soaked conditions.
● From the above analysis it is found that Terrazyme up to 6.67% can be utilized for
strengthening the red soil subgrade of flexible pavement with a substantial save in cost of
construction.
● The initial cost of using Terrazyme is high as compared to traditional approaches
but the benefit of using Terrazyme is that the maintenance cost is zero, making this
approach economically cost effective.

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The dosage of enzyme is the optimum one because the consistency limits are reduced and the
soaked CBR increased after 4 days of soaked condition.
● The thickness of the pavement is designed based on Equivalent Single Axle Load (ESAL)
calculations under the code IRC: SP 72 - 2015. The proposed road has a thickness of (300
+ 20) mm with 150 mm GSB (Gravel Sub Base), 150 mm Base Coarse (75 mm Grade II
and 75 mm Grade III) and 20 mm is prime, tack and seal coats.
● In this way, we designed a flexible pavement for a low volume road in rural area.
11 REFERENCES
a) Faisal Ali “stabilisation of residual soils using liquid chemical” (2012) civil engineering
department, faculty of engineering, national defence university of Malaysia, Kuala
Lumper, Malaysia.
b) Akshaya Kumar Sabat, ISSN 2249-6149; Issue 2, vol.1(January-2012) “A study on
some geotechnical properties of lime stabilised expansive soil -Quarry dust mixes”.
International journal of emerging trends in engineering and development.
c) Venkata Subramanian. C& Dinakaran, G. 2011. “Effect of bio- enzymatic soil
stabilization on unconfined compressive strength and California bearing ratio”. Journal
of engineering and applied sciences: 6 (5):295-298.
d) Peng H. T, Su, H. T., Zhang, X. P. & Wang J. 2011. “An experimental comparison of
compressive strength of soil stabilized with enzyme and ground quick lime”. Advanced
material research 280: 9-12.
e) Shukla, M., Bose, S. & Sikdar, P.2010. “Enzyme for stabilization of soil in road
construction a cost-effective approach”. IRC Seminar “Integrated development of rural
and arterial road networks for socio – economic development”, New Delhi.
f) Ali, F.H. Wong, L.S. And Hashim, R. (2010) “Engineering properties of improved
fibrous peat”, Scientific Research and Essays 5 (2), 154-169

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g) M B Mgangira 2010 “evaluation of the effects of enzyme- based liquid chemical
stabilizers on sub grade soils” CSIR, Built Environment, Pretoria.
h) Shankar, A. U., Rai, H. K. & Mithanthaya, R.2009. “Enzyme stabilised lateritic soil as
a highway material”. Indian road congress Journal.
i) R. A. Velasquez, M. O. Marasteanu& R. M. Hozalski (2006) Investigation of the
effectiveness and mechanisms of enzyme products for subgrade stabilisation,
international journal pavement engineering, 7:3,213-220.
j) Marasteanu, M. O., Hozalski, R., Clyne, T.R. & Velasquez, R.2005. “Preliminary
laboratory investigation of enzyme solutions as a soil stabilizer”. Minnesota department
of transportation, Research Services.
k) Mihai, O.M. Ray, H. Timothy, R.C. and Raul, V. (2005) “preliminary laboratory
investigation of enzyme solutions as a soil stabilizer”, MN/RC-2005-25 Report.
Minnesota department of transportation.
l) Alan F. Rauch, Jacqueline S. Harmon, Lynn E. Katz, and Howard M. Liljestrand
measured effects of liquid stabilizer on engineering properties of clay transportation
research record 1787 Paper No. 02-3244.
m) Tentative guidelines for the design of flexible pavements. IRC-37 2012.
n) The carbon group, L. “Perma-Zyme-11x soil stabilization for road construction and
natural liners”.
o) INDIAN standards – IS: 2720 (Part 2) – (1980) Methods of test for soils determination
of moisture content. New Delhi, India.
p) IS : 2720 Part 3 (1985) (Reaffirmed 1995). Indian Standard Method of tests for soils.
Specific gravity. Bureau of Indian Standards, New Delhi.
q) IS : 2720 part 4(1985) (Reaffirmed 1995). Indian Standard Method of tests for soils.
Grain size analysis. Bureau of Indian Standards, New Delhi.
r) IS : 2720 part 5(1985) (Reaffirmed 1995). Indian Standard Method of tests for soils.
Determination of Liquid and Plastic limit. Bureau of Indian Standards, New Delhi.
s) IS : 2720 part 6(1985) (Reaffirmed 1995). Indian Standard Method of tests for soils.
Determination of Shrinkage factor. Bureau of Indian Standards, New Delhi.
t) IS : 2720 part 7(1985) (Reaffirmed 1995). Indian Standard Method of tests for soils.
Determination of Water content-dry density relation using light compaction. Bureau of
Indian Standards, New Delhi.

67
ODALAREVU
u) IS :2720 part 10(1985) (Reaffirmed 1995). Indian Standard Method of tests for soils
Determination of UCS. Bureau of Indian Standards, New Delhi.
v) IS :2720 part 16(1985) (Reaffirmed 1995). Indian Standard Method of tests for soils.
Determination of CBR. Bureau of Indian Standards, New Delhi.
w) S.K. Khanna and C.E.G. Justo, A Textbook of HIGHWAY ENGINEERING
x) L.R. Kadiyali, A Textbook of TRAFFIC AND TRANSPORTATION PLANNING.
y) K.R. Arora, A Textbook of SOIL MECHANICS AND FOUNDATION

ENGINEERING
z) The proposed road is designed by using following codes:

a. IRC: SP 72 – 2015 – Guidelines for Design of Flexible Pavements for low
volume rural roads.
b. IRC: SP 20 – 2002 – Rural Road

68
ODALAREVU

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“SOIL STABILIZATION BY USING TERRAZYME IN

DEPARTMENT OF CIVIL ENGINEERING

Project Guide Head of the Department

The project work entitled “SOIL STABILIZATION BY USING

Project Guide Head of the Department

Mr.G.S.V.KARUNA SRI Mr.G.S.V.KARUNA SRI

Villa sri surya -18221A0148

Gandham pavan vamsi -18221A0112

Manne manikanta kumar -18221A0125

Undru naga subrahmanyam -18221A0146

To inculcate moral and ethical values among the students

To impart knowledge with emphasis on the development of leadership qualities in

To provide state-of-art research that contributes to a congenial learning environment.

To establish centres of excellence in emerging areas of research.

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

This project is in depth investigation of the geotechnical engineering properties of the

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

6.2 Traffic growth rate and forecast…………………………………………………..42

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

IRC Indian roads Congress

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

1.1.2 Benefits of Terrazyme

As the strength and stiffness of the soil is increased by adding Terrazyme to

1.1.3 Properties of Terrazyme

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

Figure 1-1 : SOIL WITHOUT &WITH TERRAZYME

1.1.4 Working of Terrazyme

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

1.2 Types of Pavements

1.2.1 Flexible pavement:

1.2.2 Rigid pavement:

1.2.3 Semi – Flexible pavement:

1.3 Basic Requirements of Pavements:

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

1.4 Functions of Pavement Materials

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

Figure 1-3 : COMPONENTS OF SUB GRADE

1.5 Flexible Pavement

A true flexible pavement yields “elastically” to traffic loading. It is constructed with a

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

1.6 IRC: SP 72 – 2015

1.7 IRC: SP 20 – 2002

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

Ending point : Gollavelli of Mummidivaram mandal

2.2 RED SOILS

2.2.2 Bergmann (2000)

2.2.3 Manoj Shukla et al. (2003)

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

2.2.9 M B Mgangira et al (2009) 171

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

2.2.10 A.U. Ravishankar etal (2009)

2.2.11 R.A. VELASQUEZ et.al (2006) 191

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

2.2.12 Marasteanu et al. (2005)1101

2.2.13 Milburn & Parsons (2004) [12]

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

DEPARTMENT OF CIVIL ENGINEERING BVCEC (A)

3.2 LABORATORY TESTS

3.2.1 Index Properties of Soil: