I - 6 Batch 2022 Project Report
I - 6 Batch 2022 Project Report
I - 6 Batch 2022 Project Report
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)
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)
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;
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 encourage students to pursue higher education and take competitive exams and
various career enhancing courses.
To have regular interaction with industry and offer solutions to their proble
Key words; laterite, subgrade, atterberg limit, compaction test, California bearing
ratio
LIST OF ABBREVATIONS
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
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.
enzyme
UNTREATED TREATED
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
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.
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.
LOCATION
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.
(or)
Ip = w1 – wp
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.
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. 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.
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. 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.
Where,
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.
The load penetration graph is plotted alternatively the load values may be converted to
pressure value and plotted against the penetration values.
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.
CBR % =
The following table gives the standard loads adopted for different penetrations
for the standard material with a C.B.R. value of 10
2.5 1370
5.0 2055
7.5 2630
10.0 3180
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.
4.2 PART-A
Various preliminary tests were conducted on untreated red soil.
42.5
42 41.5
41.5 41
41
40.5 40
40
39.5
0 10 20 30 40 50
No.of blows
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
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
100
Percentage of passage
80
60
40
20
0
0.01 0.1 1 10
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 %
TABLE 8 : LAB CBR VALUES FOR UNTREATED RED SOIL OF DIFFERENT SAMPLES
3 Compaction parameters
Optimum moisture content OMC 9.84% IS 2720 part VIII
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.
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
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
12 11
10.16
10
8
8 7
OMC (%)
6.5
0
0 1 2 3 4 5 6
Red soil+ml of terrazyme
0 0 0
50 0.23 8.32
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
SAMPLE 2
Table 15 : 4 DAY SOAKED CBR VALUES ( SAMPLE 2)
Calculations:
CBR value (in%) = p*100/1370
= 75.88/1370*100
SAMPLE 3
Table 16 : 4 DAY SOAKED CBR VALUES (SAMPLE 3)
Calculations:
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.
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.
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)
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.
The cross slope of this proposed road is 2.49%, hence it is classified as plain terrain.
Plain terrain
Road classification
Ruling Minimum
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.
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.
Plain 7.5
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.
Table 22: THE SAFE STOPPING SIGHT DISTANCE AS PER IRC: SP 20 - 2002
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.
Plain 90 60
The side slopes were proposed for this road as per codal requirements.
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.
Indicative VDF values considered 10% of laden MCV and 10% laden HCV as
Table 27: HCV AS OVER LOADED GIVEN BELOW: AS PER PAGE 10, SP: 72
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.
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.
Some of the simple methods for estimating the traffic growth rates at given below:
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.
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.
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.
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.
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
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.
= 1.40
MCV Laden 15 8 11
MCV Un-Laden 12 6 8
HCV Laden 11 6 8
HCV Un-Laden 8 4 6
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
Earth
100000 to 200000 crust
required
Avg 25 mm BT
CBR 5.53 5 to 6 75 mm WBMGr.III
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)
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.
9.2.4 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.
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
(e)Surface finish:
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.
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