This is very good Presentation of Soil Civil Engineering in Civil Branch

1. SWAMI VIVEKANAND COLLEGE OF
ENGINEERING, INDORE
Department of Computer Engineering
SESSION:January to June 2018
SUBMITTED BY – 1. Kunal Bangar
(0822cs151047)
1

2. NAME OF MAJOR PROJECT : “SOIL
STABLIZATION USING SOME MATERIALS”
SUBJECT CODE : CE-806
CLASS : VIIIth
SEM (CE-1)
MAJOR PROJECT
2

3. Soil Stabilization is the alteration of soils to enhance their
physical properties. Stabilization can increase the shear
strength of a soil and/or control the shrink-swell properties
of a soil, thus improving the load bearing capacity of a sub-
grade to support pavements and foundations.
Soil Stabilization can be utilized on roadways, parking
areas, site development projects, airports and many other
situations where sub-soils are not suitable for construction.
Stabilization can be used to treat a wide range of sub-grade
materials, varying from expansive clays to granular
materials. This process is accomplished using a wide variety
of additives, including lime, fly-ash, and Portland cement.
Other material byproducts used in Stabilization include lime-
kiln dust (LKD) and cement-kiln dust (CKD). 3
Introduction

4. 4
Types
. MECHANICAL STABLIZATION
CHEMICAL STABLIZATION
PHYSICAL STABLIZATION
ELECTRICAL STABLIZATION

5. MECHANICAL STABLIZATION
• In this technique mechanical energy is used (rollers, plate
compactors, tampers etc. By choice or nature of soil) to improve the
soil properties by compaction.
• Preferably for construction of embankment for roads, railways
etc.
• Mechanical stability depends upon the degree of compaction.
Normally, the compaction is done at optimum water content.
Uses―
 Simplest method of soil stabilization.
 To improve the sub-grades of low bearing capacity.
 Extensively used for construction of bases, sub-bases and
surfacing of roads.

6. In chemical stabilization, soil is stabilized by adding different
chemicals. The main advantage of chemical stabilization is that
setting time and curing time can be controlled. Chemical
stabilization is however generally more expensive than other
types of stabilization.
The following chemicals have been successfully used –
 Calcium Chloride.
 Sodium Chloride.
 Sodium Silicate.
 Polymers.
 Chrome Lignin.
 Other chemicals.
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CHEMICAL STABLIZATION

7. PHYSICAL STABLIZATION
7
In this method two or three types of soil are mixed together to
improve the physical properties of the soil. This improves the
gradation of the mixture to well graded material. This
technique is usually preferable in the construction of roads
where we may encounter more than one type of soil.
QUITE OFTEN SOME ADDITIVES MAY ALSO BE
ADDED FOR THE PURPOSE-
 CEMENT STABILISATION.
 LIME STABILISATION.
 BITUMEN STABILISATION.
 RESIN STABILISATION.

8. ELECTRICAL STABLIZATION
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Electrical stabilization of clayey soils is done by method
known as electro-osmosis. This is an expensive method of soil
stabilization and is mainly used for drainage of cohesive soils.

9. 9
OBJECTIVE
With the rapid growth of population, fast urbanization and
more construction of building and structure has result in
reduction of good quality available land. There is no choice
for people to use soft and weak soil around for construction
activities. such soils posses poor shear strength and high
swelling and shrinkage. The mechanical behaviour of such
type of soil has to improved by employing stablization and
reinforcement techniques to make it reliable for construction.
Black cotton soil is the one of the major issue in INDIA.
When exposed to variation in moisture content the undergo
high swelling and shrinkage making it more complicated for
engineerng point of view.

10. Glass
Strength of the glass-aggregate blend is dependent on the size
of glass cullet used in the mix and the aggregate type. The
strength of the blend will decrease as the cullet size increases
when combined with either aggregate.
The addition of glass to road base, at the recommended
levels, does not compromise the properties of the aggregate it
is combined with and provides additional environmental and
economic benefits.

11. Flowchart
11

12.  Green interval: It is the green indication for a particular
movement or set of movements and is denoted by Gi. This is the
actual duration the green light of a traffic signal is turned on.
 Red interval: It is the red indication for a particular movement or
set of movements and is denoted by Ri. This is the actual duration
the red light of a traffic signal is turned on.
Phase: A phase is the green interval plus the change and clearance
intervals that follow it. It allows a set of movements to flow and
safely halt the flow before the phase of another set of movements
start.
• Lost time: It indicates the time during which the intersection is not
effectively utilized for any movement. For example, when the
signal for an approach turns from red to green, the driver of the
vehicle which is in the front of the queue, will take some time to
perceive the signal (usually called as reaction time) and some time
will be lost before vehicle actually moves and gains speed.
12

13. Saturation flow
 Saturation flow is a very important road traffic performance
measure of the maximum rate of flow of traffic. It is used
extensively in signalized intersection control and
design. Saturation flow describes the number of passenger car
units (pcu) in a dense flow of traffic for a specific intersection
lane group.
 This baseline can be increased or decreased
depending upon the situation Factors such as:
 Lane width
 Grade
 Pedestrians
 On-street parking
13

14. Example
Assume: 2 phases, 3s Yellow for each
∑=
−
+
= phases
i
i
O
s
C
L
C #
1
1
55.1






+−
++
=
1900
508
1900
820
1
5)33(5.1
OC
s47=OC
C2 = 508
C1 = 820
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15. Methods Of Design
 Webster Method.
 Trial Cycle Method.
 IRC Method.
 Approximate Method.
15

16. WEBSTER METHOD
• Webster’s Optimum Cycle
Formula –
• C0 Optimum Cycle Length, sec
• – L: Total lost time, sec (2n+R)
• N – no. of phase
• R – all red time
• – Ci / S : total critical
volume/saturation flow
∑=
−
+
= phases
i
i
O
s
C
L
C #
1
1
55.1
This method is based on normal traffic and
saturation flow . 16

17. TRIAL CYCLE METHOD
The 15 minutes traffic count n1 and n2 on road 1 and road 2
are noted during the design peak hour flow.
Some suitable trial cycle c1 sec assumed and the number of
the assumed cycles in the 15 minutes or (15*60 ) seconds
period is found to be ( 15* 60)/c1 i.e.- 900/c1 .
Assuming an average time headway of 2.5 sec, the green
period G1 and G2 of roads 1 and 2 are calculated to clear
the traffic during the trial cycle .
G1 = 2.5 n1 c1 / 900 , G2 = 2.5 n2 c2 / 900
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18. TRIAL CYCLE METHOD
 The amber period A1 and A2 are either calculated
or assumed suitably ( 3-4 seconds ) and the trial cycle
length; is calculated ,
‘C1 = ( G1 + A1 + A2 )
 If the calculated cycle length C1’ works out to be
approximately equal to the assumed cycle length C1 ,
the cycle length is accepted as the design cycle .
 Otherwise the trials are repeated till the trial cycle
lenth works out approximately equal to the calculated
value .
18

19. IRC METHOD
It is the combination of approximate method ,
webster method and another check by IRC .
 Used approximate method and find out the total cycle
length .
= ( Ga + Aa ) + ( Gb + Gb )
 Find green time by
Ga = 6 sec. + ( na-1 ) 2
Gb = 6 sec.+ ( nb – 1) 2
 Ga and Gb calculated from approximate should not be
less than , Ga and Gb calculated from IRC method. 19

20. APPROXIMATE METHOD
 Amber period are selected , it may be 2,3 or 4 sec for
low , medium and high traffic.
 The clearance for pedestial time is also calculated
west zone pedestial walking speed of 1.2 m/s .
 The min. red time equal to pedestial clearance time +
initial walk period.
Or Min. red time = green time + amber time
 Min. green time = pedestial clearance time + initial
walk period – amber time
Or green time = red time – amber time 20

21. APPROXIMATE METHOD
 with pedestial signal the initial interval is the
walk period should not be less than 7sec .
 Where no pedestial signal is used , a min. period of 5
sec is used as a initial period .
 West zone approach volume the green time
calculated is increased for road A with higher traffic
volume use relation –
Ga/Gb = Ha/ Hb
 The additional period extra time is distributed to
green time in proportional to traffic time.
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22. PASSENGER CAR UNIT
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DEFINITION -
CLASS PCU
1. BIKE 0.5
2. CAR, AUTO ,TEMPO 1
3. CYCLE , RIKSHAW 1.5
4. TRUCK, BUS, TRACTOR 3
5. HORSE TRANCE VEHICLE 4
6. BULLACK AND HAND CART 6
7. LARGE BULLACK CART 8
 Passenger Car Unit (PCU) is a metric used in
Transportation Engineering, to assess traffic-flow rate
on a highway. A Passenger Car Unit is a measure of
the impact that a mode of transport has on traffic
variables (such as headway, speed, density) compared
to a single standard passenger car.

23. FLOW AND DENSITY OF VEHICLES
AASTHA TALKIES TO MALWAMILL
TIME
PERIOD
2
WHEELERS
3
WHEELE
RS
CAR/VAN BUS Total vol.
PCU/hrs
8:00-9:00 138 03 09 07
9:00-10:00 147 05 10 05
10:00-11:00 163 10 13 04
11:00-12:00 126 09 12 02
12:00-1:00 133 10 07 03
1:00-2:00 123 07 09 00
2:00-3:00 129 09 11 02
3:00-4:00 117 05 12 05
4:00-5:00 131 08 06 06
5:00-6:00 145 11 13 07
6:00-7:00 153 06 09 05
7:00-8:00 171 08 11 02
23

24. FLOW AND DENSITY OF VEHICLES
MALWAMILL TO AASTHA TALKIES
24
TIME
PERIOD
2
WHEELERS
3
WHEELERS
CAR / VAN BUS TOTAL
VOL.
PCU/ HR.
8:00-9:00 61 07
9:00-10:00 66.5 12
10:00-11:00 75 19
11:00-12:00 71.5 17
12:00-1:00 69 15
1:00-2:00 59 09
2:00-3:00 60.5 18
3:00-4:00 64 15
4:00-5:00 56.5 20
5:00-6:00 72 24
6:00-7:00 79 16
7:00-8:00 74.5 18

25. FLOW AND DENSITY OF VEHICLES
LIG TO NANDANAGAR
TIME
PERIOD
2
WHEELERS
3
WHEELERS
CAR/VAN BUS Total vol.
PCU/hrs
8:00-9:00 87 00 00 08
9:00-10:00 91 03 04 07
10:00-11:00 123 06 11 08
11:00-12:00 131 02 09 03
12:00-1:00 139 08 13 02
1:00-2:00 117 05 07 03
2:00-3:00 99 06 05 05
3:00-4:00 105 05 08 08
4:00-5:00 111 04 10 07
5:00-6:00 128 04 06 08
6:00-7:00 137 06 03 04
7:00-8:00 125 09 05 03 25

26. TIME
PERIOD
2
WHEELERS
3
WHEELERS
CAR/VAN BUS Total vol.
PCU/hrs
8:00-9:00 113 01 05 11
9:00-10:00 135 03 08 09
10:00-11:00 167 06 12 05
11:00-12:00 151 10 09 02
12:00-1:00 130 08 07 01
1:00-2:00 123 05 07 02
2:00-3:00 110 07 12 03
3:00-4:00 119 07 08 05
4:00-5:00 129 11 10 08
5:00-6:00 149 09 06 09 26

27. COMPARISON
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28. CONCLUSION
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