Search

The study aimed to assess the suitability of ceramic waste aggregate and recycled asphalt pavement aggregate as an alternative for base course material. An experimental research design method and Non-Probability sampling techniques were used. The comparative analysis of ceramic waste aggregate and recycled asphalt pavement aggregate were blended with crushed stone aggregate at different proportions by weight and their laboratory result was compared with standard specifications. The study results shown that the aggregate crushing value (ACV) for neat Crushed stone aggregate (CSA) and Recycle asphalt pavement (RAP) are 19.20% and 8.20% respectively and the blended CSA with 10%, 20%, 30%, 40% and 50% of RAP were 18.20%, 16.4%, 15.90%, 14.40%, and 13.10% respectively. Similarly, a 24.32% - 12.06% for Los Angeles abrasion (LAA) and 18.50% - 12.60% for aggregate impact value (AIV) were found to the lower and higher value in the range of the test result. The CBR test for a different proportion of RAP (10% - 50%) blended with CSA was also conducted and an economically acceptable result of 104.20% was found at 30% RAP mix at 98% maximum dry density (MDD). Additionally, the California Bearing Ratio (CBR) test result for 100%RAP at 98%MDD was 49.10%. On the other hand, the experimental tests were conducted on different proportions of Ceramic West aggregate (CWA) (10%, 20%, 30%, 40%, and 50%) which satisfy the principal mechanical properties of aggregate materials. The ACV result for neat CWA is 26.70% while the blended CWA- CSA aggregate was tested with 10%, 20%, 30%, 40%, and 50% of CWA with its complement of CSA as indicated and at 20% CWA replacement of CSA test results were (21.60%, for ACV), (26.31% for LAA), (106.9 for CBR) and (20.60 for AIV). For this investigation an economically acceptable results were achieved by satisfying the Ethiopian road authority (ERA) standard specification limit at 20% CWA and 30% RAP blended with CSA for base course construction material.

Most of the roads constructed in Ethiopia fail prematurely before serving the design life due to various causes arising from many factors. One of the roads that failed before reaching its design lifetime is the Bako to Nekemte Trunk Road. This road was constructed and opened to traffic in 2013. The design pavement life was estimated at 20 years. However; pavement failures have manifested since 2014 after it was opened for traffic. The main objective of this research was to investigate the cause for the failure of flexible pavement on the Bako to Nekemte road segment. To achieve this objective, the study was followed by the experimental research type and purposive sampling method. Also, field observation and pavement condition survey methods for data collection were used. The asphalt, base course, subgrade, and sub-base layer material sampled from the road segment are the material used for this study. Different pavement failures such as rutting, pothole, alligator cracking, raveling, edge cracking, depression, and corrugation were observed along the road section. For estimations of pavement condition index, the road was divided into five different sections based on distress densities, which were measured during the pavement condition survey. From those five sections, four sections were selected for the determination of the Pavement Condition Index (PCI). Using systematic random sampling 159 sample units were evaluated for Pavement Condition Rating (PCR) and the result shows 1.89% excellent, 8.18% very good, 20.13% good, 31.45% fair, 18.87 % poor, 18.24% very poor, and 1.26% failed. Based on PCI value, samples of pavement layer were taken from failed surface condition (1), poor surface condition (2), and none distressed area (1) for comparison purposes. Different quality tests like Atterberg limit, wash gradation, soil classification, compaction test, California Bearing Ratio (CBR), Los Angeles Abrasion (LAA), Flakiness Index ( FI), Aggregate Crushing Value (ACV), Ten percent fines value (TFV), bitumen content, and gradation of asphalt were carried out. The results of these tests were compared with ERA specifications to identify the probable cause of pavement failure. The study found that the cause for failure of flexible pavement in the case of Bako to Nekemte was: insufficient and absence of side drainage structure, traffic loading, poor gradation of base course and sub-base material, and poor quality of subgrade soil. The study also recommended that the road urgently needed routine maintenance as a treatment option to reduce further deterioration and extend its service time.

The main problems in road construction and maintance work in Ethiopia availability of a large amount of appropriate quality materials in road construction sites, aggregates in different size fractions are not readily obtainable, necessitating their procurement from long distances, thereby causing an exorbitant increase in construction costs. One of the main problems in constructing the asphalt paving mixture is obtaining a sufficient amount of filler material from crushing fine rock material and low percent using ordinary Portland cement (OPC), hydrated lime (HL) and marble dust. To overcome this problem, it is important to come across alternative filler material to address this gap using naturally available material. Currently, renewed attention has been given to the use of ‘waste’ materials instead of conventional aggregates in pavement construction. This research study investigates the potential use of ‘Enset’ fiber ash as a partial replacement of conventional filler material in hot mix asphalt supported by experimental laboratory investigation. In order to achieve this study, purposive sampling techniques were adopted to select the sample size and location. The study evaluated the potential of ‘Enset’ fiber ash as filler for the design of dense-graded hot mix asphalt by referencing traditional filler control mix procedures based on standard specifications, and a crush rock filler was utilized as a conventional filler material as a control for comparison. The Marshal Stability and Rutting Test (RT) was conducted to determine the HMA specimen's performance. Several HMA specimens were prepared using aggregate blend according to ASTM D 1559 with four different percentages of ‘Enset’ fiber ash (EFA) of 15%, 25%, 35% and 45% filler replacement the total filler weight used in the control mix. Specimens were prepared and tests performed according to EN 12697-22 procedure-B for rutting test. All HMA properties were taken at 4% air void and determined their optimum bitumen content (OBC). Almost the same result with the control mix was observed in the study at 15% and 25% of the ‘Enset’ fiber ash (EFA) replacement. However, higher Marshall Stability, a lower void filled with asphalt, better flow, a good void in mineral were observed at 25% ‘Enset’ fiber ash (EFA) replacement. At this rate, the rutting performance is less than that of the control mix but is within the specifications of 2.78mm and 2.9 mm of rutting depth less than 6mm that satisfies the EN 13108 requirement. As a result, Enset fiber ash filler can replace traditional filler material up to 25% of the total filler weight used in this study. It was recommended to use ‘Enset' fiber ash (EFA) as a filler material as a partial replacement in a bituminous paving mixture up to the specificed percentage by weight replacement.

Understanding the behavior of expansive soil and adopting the appropriate control measures should be great for civil engineers. Extensive research has been going on to find the solutions associated with problems of expansive soils. There have been many methods available to control the expansiveness of these soils. The removal of expansive soils and replacement with suitable material has been widely practiced worldwide. Reasonable material is available within economic distances; however, suitable materials is not readily an available in urban areas for borrowing, which has to be hauled from a long distance. Instead of borrowing suitable soil from a long distance away, after stabilization with cost effective and readily available industrial and agricultural waste materials, it is economical to use locally available plastic soil. Such wastage products are also used to minimize environmental hazards such as CO2 in the atmosphere to minimize the percentage of industrial products used for stabilization, such as cement. Marble dust (MD), an industrial waste product, Rice husk ash (RHA), agricultural waste products, and cement are industrial products in this present study. The general objective of study was to examine the effects of poor subgrade soil stabilization using the mixture of MD, RHA and cement to enhance sub-standard soil engineering properties to be used as subgrade materials. Moisture content, Atterberg limits, grain size analysis, soil classification, free swell index, basic gravity, compaction (maximum dry density, optimum moisture content) and CBR value test have been calculated in this analysis. The design of the analysis followed by the experimental method of study were adopted, which started with sample selection. A disturbed samples was collected from the pit at a depth of 1.5 m to 2m from ground level in order to avoid the inclusion of organic matter by considering the free swell index value and observation was considered. The chemical analysis of MD and RHA was conducted in laboratory and the main oxides are (SiO2+Al2O3+Fe2O3) were 70.13% for RHA and 42.43% for MD. The RHA chemical properties satisfy the requirement, while MD did not meet the requirement of ASTM C 618. The Gomata Teachers’ Condominium (GTC) soil sample laboratory result have 42.72% plastic index (PI), 85% free swell index and its CBR value of 2.265%. The Millennium Secondary school (MSS) soil sample has a 48.79% PI, 87% free swell index and 2.121% CBR value. Therefore this soil samples are highly expansive were checked before any stabilizations process based on their plasticity index and CBR value based on standard specification requirement , then stabilization was achieved by stabilization by proposed (0,8MD,6MD+2C,4MD+4C,2MD+6C,8C,6MD+2RHA, 4MD+4RHA, 2MD+6RHA,8RHA,6RHA+2C,4RHA+4C,2RHA+6C,2MD+2RHA+4C,4MD+2RHA+2C, 2MD+4RHA+2C) proportion. Then LL, PI, OMC, and CBR decreased as the cement ratio increased, while PL, MDD and CBR value increases instead of MD and RHA increases, however, as MD and RHA increase, the quantity of cement decreases. The laboratory outcome was compared with the requirement of Ethiopian road authority standard, ASTM and AASHTO. Based on this study all mixing stabilizers (MD-cement, RHA-cement, MD-RHA, MD-RHA-cement) and 8% of RHA and cement fulfill the ERA standard specification requirements for its CBR swell value. However, 8% of marble dust alone does not fulfill the Ethiopia road authority requirements for CBR swell. The MD and RHA standalone does not improving some of the engineering properties of soil samples used for subgrade construction. However, they mixed with different percentages of cement can effectively stabilizer for this expansive soil for road sub-grade construction.