Innovative Testing Investigations on the Influence of Particle Morphology and Oil Contamination on the Geotechnical Properties of Sand

Shear strength and the permeability in a soil mass are two prime parameters that characterize the geotechnical behaviour of the soil. These parameters (c', Ø’, k) help assess the bearing capacity and settlement characteristics of foundations, stability of slopes, lateral earth pressure on retaining walls and fluid infiltration. Geo environmental contamination resulting from chemicals and oil spills are becoming very common news and these  alter the inter-particle behaviour of the soil, making it to lose its strength and deformability considerably and also become less permeable. This study focuses on the effects of contamination of sands with different grading size and particle shapes on its shear strength and its coefficient of permeability. Well graded and gap graded sand samples were used in the research. A simple statistical approach was used to define not only the particle size but also its shape distribution. Comparison of the shear strength of these sand samples were tested in an automated motorised direct shear apparatus under both dry and fully saturated conditions (with water and also with oil). The coefficient of permeability of the two sands under clean and contaminated conditions was obtained using a modified falling head permeability test. It was observed that the well graded sand which was submerged in oil apparently had the lowest peak shear strength values. However, a higher order of cohesion was apparent when the soil was contaminated with oil. Permeability was also an issue, as by virtue of its viscosity, the oil hindered the water seepage through the sand samples when compared with clean sands. However, it appeared that with more viscous liquid contaminants, the rate of water infiltration was notably higher. Permeability was also affected by the particle grading and shape distribution. The significant loss in strength and the tortuosity of water flow in the soils can cause major problems such as unwarranted floods and potential failures in civil engineering works. Therefore, the extent of the problem that is caused by oil contamination needs to be truly understood to minimize unwarranted construction risk.&nbsp

Weaving length and lane-changing behavior at two-sided weaving section along federal road FT050: jalan kluang – ayer hitam

Weaving is defined as a movement of vehicles that crossing over the direct traffic from on-ramp to off-ramp. Apparently, weaving maneuver lead to collision risk and weaving turbulence especially at twosided weaving section. The following study recognize the maximum weaving length and lane-changing rate on Federal Route 50 (FT050) segment. Visual recording technique was used at two different locations that are called as Site A (KM15) and Site B (KM16). Data of traffic volume was extracted by playback the video/personal computer. Analysis was made using spreadsheet and applied the methodology of the Highway Capacity Manual 2010. The study found that Site A has more tendencies to encounter longer weaving turbulence with maximum weaving length ranging from 1952 m to 2120 m, compared to site B that is 1866 m to 1882 m. Site A with a longer distance of weaving section 358 m has higher intense of total lane-changing rate that is 1142 lc/h compared to Site B with a distance of weaving section 316 m has total lane-changing rate of 812 lc/h. Shorter weaving distance may cause less lane-changing activity because drivers does not prefer to perform weaving at shorter weaving section as it is forced the drivers to perform weaving drastically in more crammed situation and risk to dealing with accident is huge. The findings shall help to understand more on causes of weaving turbulence at weaving section by referring HCM 2010 methodology

Weaving length and lane-changing behavior at two-sided weaving section along federal road FT050: jalan kluang – ayer hitam

Weaving is defined as a movement of vehicles that crossing over the direct traffic from on-ramp to off-ramp. Apparently, weaving maneuver lead to collision risk and weaving turbulence especially at twosided weaving section. The following study recognize the maximum weaving length and lane-changing rate on Federal Route 50 (FT050) segment. Visual recording technique was used at two different locations that are called as Site A (KM15) and Site B (KM16). Data of traffic volume was extracted by playback the video/personal computer. Analysis was made using spreadsheet and applied the methodology of the Highway Capacity Manual 2010. The study found that Site A has more tendencies to encounter longer weaving turbulence with maximum weaving length ranging from 1952 m to 2120 m, compared to site B that is 1866 m to 1882 m. Site A with a longer distance of weaving section 358 m has higher intense of total lane-changing rate that is 1142 lc/h compared to Site B with a distance of weaving section 316 m has total lane-changing rate of 812 lc/h. Shorter weaving distance may cause less lane-changing activity because drivers does not prefer to perform weaving at shorter weaving section as it is forced the drivers to perform weaving drastically in more crammed situation and risk to dealing with accident is huge. The findings shall help to understand more on causes of weaving turbulence at weaving section by referring HCM 2010 methodology