UTILIZATION OF CLASSIFIED EXCESS READY-MIXED CONCRETE

(CERM-Con) AS PARTIAL SUBSTITUTE FOR SUBBASE

IN QUEZON CITY PAVEMENTS

Corpuz, Kimberly C.
Dulce, Christian G.
Garcia, Ishaeleen Kate B.
Manacho, Lienard M.
Villanueva, Kevin Christian O.

Bachelor of Science in Civil Engineering

Department of Civil Engineering, Polytechnic University of the Philippines
E-mail: kimberlyccorpuz024@gmail.com, tyan.duls@gmail.com, ishagarciyeah@gmail.com,
lnrdmnch@gmail.com, kcovillanueva@gmail.com

Adviser:
Engr. Kenneth Bryan M. Tana
Faculty, College of Engineering, Polytechnic University of the Philippines

Abstract: Annually, there are approximately two to ten percent of the excess on the actual
volume of needed concrete on the construction site that becomes unusable and comes back to
the batching plant. Today, there are various ways to reduce and recycle these unused excess
concrete. One of these is the process of classifying it, in which the excess concrete will undergo a
classifying process – the concrete will be put in a machine called” classifier” that will remove water,
cement and admixtures, if any, leaving only sand and gravel. The researchers will study the use
of these classified excess ready-mixed concrete as a partial substitute for subbase material in
pavements.

I. THE PROBLEM AND ITS Several components make up the

BACKGROUND
Introduction
A pavement refers to the durable
surfacing of a road, airstrip, or a similar
area. Its primary function is to transfer
loads to the underlying subbase and
subgrade. Pavements have a specific level
of plasticity that enables it to reduce shock
against moving loads above it.
roadway (Civil Engineering Terms, n.d.).
Every layer has a significant use that make
up an efficient pavement system. The
typical components of a pavement are
embankment, subgrade, base course, and
the pavement itself.
An embankment is a thick wall of
earth constructed to support a road or
railway over a low ground, or to prevent
water from a river or the sea from flooding
the area. A subgrade is the in-situ material,
commonly soil, on which the pavement

1
structure is being placed. The subgrade is
easily characterized by their resistance to
deformation due to moving loads, and the
load bearing capacity, or its strength. Then
beneath the subgrade is the base course.

The base course is divided into two

parts: the base and the subbase. The base
is a layer of specified or selected material
with a specified thickness constructed on
the subbase or subgrade to evenly
distribute the loads and provide drainage.
The base differs to subbase, base being
the load-bearing layer immediately below
the pavement, and its function is to provide
strength and support to the pavement,
while the subbase is the layer below the
base that serves as the overall support and
transmits the loads to the subgrade while
providing drainage after the base.
Conceptual Framework
The following stages define how the
system passed through the input-process-
output cycle. First, the Input Phase where
the processes and materials needed to
acquire the desired prototype and the
parameters for the computation of the data.
The next phase, Process Phase, is
consists of the methods on how the
systems will be created systematically. It
involves the analysis and development of
the prototype and testing of the prototype.
Lastly, the Output Phase must
comply accordingly with the objectives set
on this project. Further analysis was set in
the process phase in order to achieve the
objectives.
II. REVIEW OF LITERATURE AND
STUDIES
Synthesis
Roads play a very important role
because it is the channel of daily activities.
Roads are the primary mean of
transportation. It provides access to
different places which makes a crucial
contribution to the economic growth and
development of any countries. For this very
reason, Roads are subjected to an
unending study to further improve its
status. Many problematic soils need
modification. Research are made to add
materials with strengthening properties to
create more stabilized soil. Due to
extremely cost of construction materials
nowadays, studies are made to lessen the
cost by either minimizing the waste or
finding another suitable material that are
cheaper. Ready mix concrete has the
largest waste and cutting its waste is a
great deal. Several experiments which lead
to recycling its aggregates and
incorporating it in road pavement as a
subbase and subgrade. Design are made
to take full advantage of using not just
recycled aggregates but also other
materials such as crushed sea shells. This

2
material is used to improved subgrade
performance by means of soil stabilization
and other performance-related properties.
III. METHODOLOGY
Method of Research
Project Design
Sample collection. The clay sample
treated in this study is taken below the
ground surface in Cubao, Quezon City.
The Soil samples will be mixed with
Classified Excess Ready-Mix Concrete
using the following proportions:

Experimental method is an attempt by the

researcher to maintain or control overall

SAMPLE

SAMPLE

SOIL (%)

CON (%)
CERM-
factors that may affect the result of the

CODE
experiment. In doing this, the researchers’
attempted to determine or predict what
may occur. This method deals with the
phenomenon of cause and effect. A UCPS*-100-0 100 0
Experimental research needs planning and B UCPS*-75-25 75 25
requires a baseline or a control group. C UCPS*-50-50 50 50
Experimental design enables the
D UCPS*-25-75 25 75
researcher to test his hypothesis by
reaching valid conclusions about Properties determination. These
relationships between independent and experiments will follow the standard
dependent variables.
experiments prescribed by the DPWH
Standard Specifications for Public Works
The following diagram is a
and Highways, 2004 Edition: Volume II,
framework on how the experimental study
Highways, Bridges and Airports.
is to be conducted.
AASHTO Soil Classification System
(ASCS). AASHTO Soil Classification
System is used as a guide for the
classification of soils and soil-aggregate
mixtures for highway construction
purposes.

Atterberg Limits. Soils containing fines

(silt and clay) display the properties of
plasticity and cohesiveness where a lump
of soil can have its shape changed or
remolded without the soil changing in
volume or breaking up. This property
depends on the amount and mineralogy of
the fines and the amount of water present
or moisture content.

3
The California Bearing Ratio Test. This
method covers the determination of the
bearing ratio of soil when compacted and
tested in the laboratory by comparing the
penetration load of the soil to that of the
standard material. This was done in
accordance with AASHTO T193 or the Test
Method for the California Bearing Ratio.
As shown, the soil classification system
being classified in this study was based on
AASHTO classification system since the
application is for road construction.
Therefore, in accordance with the said
system, the specified sample of soil with
CERM-Con of the following was described
as:

Los Angeles Abrasion Test. This test  UCPS-100-0: A-2-4(0)

evaluates the structural strength of coarse  UCPS-75-25: A-2-4(0)
aggregate. It gives an indication of quality  UCPS-50-50: A-2-4(0)
as determined by resistance to impact and  UCPS-25-75: A-3(0)
wear. The results do not automatically
permit valid comparisons to be made b. Atterberg Limits.
between sources distinctly different in
origin, composition or structure. Could not be interpreted because the
specified sample was NON-PLASTIC and
NON-LIQUID.
IV. RESULTS AND DISCUSSION
c. Abrasion.
Final Interpretation of Soil Samples

a. Grading Abrasion Loss, %

100 93
90
Grading
80
100%
70 63
90% 57
60
80% 50
40
70% 40
60% 30

50% 20

40% 10
0
30% UCPS-100-0 UCPS-75-25 UCPS-50-50 UCPS-25-75

20% Abrasion Loss, %

10%

0% The results for Abrasion test performed to the

UCPS-100-0 UCPS-75-25 UCPS-50-50 UCPS-25-75
specified samples are presented above. The
Abrasion results of UCPS proportions
50mm 37.5mm 25mm indicated that the higher percentage of
19mm 12.5mm 9.5mm CERM-Con had the lowest abrasion loss.

4
 d. California Bearing Ratio (CBR)  UCPS-75-25: 11.75%
 UCPS-50-50: 10.25%
Moisture-Density Relationship:  UCPS-25-75: 7.10%
Maximum Dry Density

V. SUMMARY OF FINDINGS,
Max. Dry Density, kg/cu.m CONCLUSIONS AND
2500 RECOMMENDATION

2000
Summary of Findings
1500
After a crucial analysis and interpretation of
1000
the various data, researchers arrived at the
500 following findings:

0 1. Final Interpretation of Outputs

UCPS-100-0 UCPS-75-25 UCPS-50-50 UCPS-25-75

Max. Dry Density, kg/cu.m a. Grading.

UCPS-100-0, UCPS-75-25, UCPS-50-50
and UCPS-25-75 passed from the required
The Maximum Dry Density of Samples A, B,
composition by DPWH Blue Book.
C, and D is 1650 kg/cu.m, 1787 kg/cu.m,
1910 kg/cu.m and 2060 kg/cu.m,
b. Atterberg Limits.
respectively, as shown.
All samples are NON-PLASTIC and NON-
LIQUID.
Optimum Moisture Content
c. Abrasion.
Optimum Moisture Content, % The abrasion loss percentages of every
18 UCPS samples were presented: UCPS-
16 100-0 with 93%, UCPS-75-25 with 63%,
14 UCPS-50-50 with 57%, UCPS-25-75 with
12 40%.
10
d. California Bearing Ratio.
8
Results exhibited by the samples from the
6
California Bearing Ratio were shown as
4
follows: UCPS-100-0 with 14%, UCPS-75-
2
25 with 58%, UCPS-50-50 with 8%, UCPS-
0
UCPS-100-0 UCPS-75-25 UCPS-50-50 UCPS-25-75 25-75 with 38%, with swell indices provided
Optimum Moisture Content, % 0.26%, 0.21%, 0.04% and 1.9%,
respectively.
As shown above, the Optimum Moisture
Content (OMC) of the specified samples 2. From the interpreted findings among
are the following: the samples, the optimal mass ratio of
CERM-Con to its overall weight is 75% soil
 UCPS-100-0: 16%

5
+ 25% CERM-Con, with a CBR of 58% and
a swell index of 1.9%.
Conclusions
Among the test samples procured by the
researchers, the samples were perfectly
handled and every sample passed the
requirements of DPWH Blue Book that the
fraction passing the 0.075 mm sieve shall
not be greater than two thirds of the fraction
passing the 0.425 mm sieve.
The samples did not exhibit any indications
of plasticity and liquidity from the
experiments performed on every sample.
Even with this result, the samples were still
approved for California Bearing Ratio
experiment.
The abrasion loss percentages with
regards to the CERM-Con-soil
proportioning is varied inversely: the higher
the CERM-Con Composition, the lower its
abrasion loss percentage.
With regards to the eligibility of samples
based on the matrix given by DPWH, only
UCPS-25-75 and UCPS-75-25 were
eligible for being a subbase substitute and
were identified with a CBR of 58% and 38%
and a swell index of 0.26% and 1.9%,
respectively.
For the optimal mix, the swell index shall be
lower, in order to yield higher bearing ratio.
Among the two samples eligible for being
the subbase, the optimal CERM-Con-to-
soil mix is 75% soil + 25% CERM-Con.
It is therefore concluded that there is a
potential in utilizing Classified Excess
Ready-Mixed Concrete as a partial
substitute for subbase material.
Recommendations
Based on the findings and conclusions,
recommendation for future researchers are
the following:
1. To use another soil source as a new
subbase material.
2. To add new intervals on
proportioning for experimentation.
3. To look for materials with higher
potential than CERM-Con as a
substitute – much better as an
alternative – for subbase material.
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