DEANS INFRATECH PRIVATE LIMITED

Tailor made insitu soil stabilization solution

Soil stabilization technology leads to enhanced compressive strength, modulus of elasticity,

bending tensile strength absorbing vibrations from heavy vehicular traffic

"Your Road Construction project in the best of hands"

Since inception Soil Stabilization Compound Technology has been a

fast, time-saving, innovative, safe and inexpensive alternative to

conventional processes and stands for a comprehensive know-how acquired from several hundred projects in the most diverse

applications.

In close co-ordination with clients, customized solutions for specific tasks are worked out. Those who have been economically successful

for many years may not only be justifiably proud of their past, but can also promise their staff and customers a good future.

“Innovative, unique and cost effective alternative road construction

method with a patented soil stabilization technology from Germany”.

Contents

1. Deans Infratech Pvt. Ltd.

2. Introduction

3. Overview

4. Classification of roads

5. Soil Stabilization

6. Advantages & comparison over traditional road construction

7. Composition of Soil Stabilization compound

8. Product information

9. Applications

10. Processing Steps

11. Green Tech

12. Machinery

13. Road repairing with recycling technique

14. On-going projects – Tura, Meghalaya

15. Letter from PWD (Roads), Tura, Meghalaya

16. Newspaper clippings

17. Contact

18.

DEANS INFRATECH PVT. LTD.

Deans Infratech Pvt. Ltd. was incorporated in 2011 by its promoter Mr.

William Dean who returned to India after a stint of over 27 years in Germany. With a strong desire to serve the motherland Mr. William Dean

brought in the state of art soil stabilization technology for road construction. In a matter of months DIPL was awarded with three road projects in Tura,

Meghalaya through its Joint Venture Partner CCL International Ltd. (Formerly AAR Infrastructure Ltd) for approx. 70 kms. The work is in full swing and

slated for completion in December, 2013.

To strengthen its arm, DIPL has now started indigenous production of eco-friendly soil stabilization mineral compound named “Deans InfraCrete®. The

sample tests have been successfully carried out by Central Road Research

Institute (CRRI), the only recognized body in India, responsible for certifying the results for compliance with the Indian Standards as laid down by IRC.

The results have been extremely encouraging.

GROUP COMPANIE

WIT GmbH (Germany)

WIT Inc. (U.S.A.) INDIAN ASSOCIATES

G. M. Chemicals

CCL International Ltd.

BSE:531900 | 58888: | IND:Trading | ISIN code:INE778E01023 | SECT:Service

INTERNATIONAL ASSOCIATES

PHILOSOPHY _______________________________________________ VISION To be a leader in the technology driven infrastructure sector with an extensive reach, driven by strong values of integrity, excellence & cutting

edge technology.

MISSION Deans Infratech is committed towards promoting exchange of new cutting edge technologies from all over the world, to provide a new dimension to the

Infrastructure sector through value creation for our stakeholders and a clear path focus on sustainable development.

INTRODUCTION

Substantial World Wide Cost Savings with Alternative Road

Construction Methods

Great concern has been expressed for some considerable time in both the public and private

sectors of Governments and Municipalities the world over, concerning the deteriorating

condition of vital road networks due to the lack of funding availability.

Each year, the declining situation accelerates due to costly preventive maintenance not

being carried out. Various interest groups that include special Government appointed

committees are continuously examining new or alternative road construction technology to

identify more cost-effective construction and maintenance methods, so this trend can be

halted and reversed. The use of soil stabilization technology is widely being used world

over and many roads have been built and evaluated during the last ten years with

extremely encouraging results.

Several Governments worldwide have instructed their bureau of standards to conduct

research into new testing procedures that would provide road construction engineers and

consultants, with an effective means of assessing in advance the extent to which soil

stabilization will improve the mechanical properties of their road materials. Once these new

testing procedures have been identified and published, there will undoubtedly be a major

swing towards the use of soil stabilization due to the huge benefits inherent in the possibility

of using insitu soils (which would otherwise be unsuitable and require transporting away to

waste). Simultaneously, the need to import expensive better gravels to replace unsuitable

materials would be minimized.

Projections show that billions of rupees would be saved annually in terms of reduced

maintenance costs not only from a reconstruction point of view, but also from a reduced

need for routine grading and watering of graveled roads. Certain tests carried out over a

twelve month period have revealed that the stabilized sections did not require any routine

grading, whereas identical but untreated sections of the same roads, required grading at

least once or twice per month.

To date, thousands of kilometers of roads throughout the world have been successfully

treated, some for private end users and others for Highways, States, Districts and Villages,

regional and municipal bodies where the engineers concerned have monitored and kept

effective records on performance.

In many areas around the world, vital road networks are deteriorating, causing

concern to governments at all levels. The cost of road construction and

maintenance is often the single biggest expenditure item for governments the

world over, in any sizeable country, these costs can invariably run to billions of

rupees annually. Due to lack of funding in many countries, a more cost-effective

construction and maintenance method must be established.

The use of soil stabilization is now a seriously consideration alternative, with

many roads being built and evaluated during the last ten years with extremely

encouraging results. Soil stabilizers when added to the soil, or road base material

alters that material to improve its engineering properties.

This occurs through a variety of mechanisms including increased compaction, density and

bearing strength, binding soil particles, reducing the soil’s susceptibility to changes from

changing moisture content, reducing the amount of water entering the soil and

waterproofing the soil. Ionic soil stabilization offer a low cost alternative to traditional

construct methods, and has the advantage of being able to utilize the insitu soil.

Due to these successful results and cost-effective methods, Soil Stabilization Technology

has gained credibility among the many government sectors around the world. Currently this

technology has been adopted in markets like Australia, China, Philippines, India, Poland,

France, Italy, South Africa, Nigeria, Congo Republic, Ivory Coast, Holland, Brazil, USA,

Honduras and many other countries throughout the world. It is the intention of Deans

Infratech to target all other countries in the world, as they developed and realize the

beneficial financial advantages of this type of technology.

After assessment, research and testing to provide construction engineers with

information regarding the extent to which soil stabilization improves the

mechanical properties of their materials, there has been a major swing to the use

and acceptance of soil stabilizers. This is primarily due to the dramatically reduced

cost of initial construction of the roads and the yearly necessity of heavy

maintenance as a result of inclement weather. Thus the high annual budgets for

maintenance costs, dictate that it has been accepted as an alternative method of

low-cost road and house construction in many countries.

Using Soil Stabilization Technology, governments have been assured of annual savings in

their maintenance budgets, together with reduced cost of new road construction projects

using insitu material. The collateral benefits here, also allow the government to construct

more new roads with the same tax rupee budget, and carry out less frequent annual

maintenance programs as the roads last longer and not deteriorate as quickly, if at all.

OVERVIEW

Road Transport is vital to India's economy. It enables the country's transportation sector

contribute 4.7 percent of India’s gross domestic product, in comparison to railways that

contributed 1 percent, in 2009-2010. Road transport has gained in importance over the years

despite significant barriers and inefficiencies in inter-state freight and passenger movement

compared to railways and air. The government of India considers road network as critical to the

country's development, social integration and security needs of the country.

India's road network carries over 65 percent of its freight and about 85 percent of passenger

traffic.

Indian road network is administered by various government authorities, given India's federal

form of government. The table below describes the regulating bodies.

Road

classification Authority responsible Total kilometers (as of 2011)

National

Highways

Ministry of Road Transport & Highways

(Central government of India)

70,934; plus 40,000 kilometers

under implementation

State Highways State governments (state's public works

department) 131,899

Rural and urban

roads

Local governments, panchayats and

municipalities 3,117,763

A highway in Assam, an eastern state of India A highway in Rajasthan, connecting Jaipur and New Delhi

In general, roads in India are primarily bitumen-based macadamized roads. However, a few of

the National Highways have concrete roads too. In some locations, such as in Kanpur, British-

built concrete roads are still in use. Concrete roads were less popular prior to 1990s because of

low availability of cement then. However, with large supplies of cement in the country and the

virtues of concrete roads, they are once again gaining popularity. Concrete roads are weather-

proof and require lower maintenance compared to bituminous roads.

The National Highways are the backbone of the road infrastructure and the major roads in India.

They carry most of India's freight and passenger traffic. State highways and major district roads

constitute the secondary and interconnecting roads in India.

CLASSIFICATION OF ROADS

Expressways

Mumbai Pune Expressway

Expressways make up approximately 600 km (370 miles) of India's road network, as of

2011.These high-speed roads are four-lane or six-lane, predominantly access controlled. The

expressways in use are:

Greater Noida - Agra Yamuna Expressway (165 kilometers)

Ahmedabad Vadodara Expressway (95 kilometers)

Mumbai-Pune Expressway (93 kilometers)

Jaipur-Kishangarh Expressway (90 kilometers)

Allahabad Bypass Expressway (86 kilometers)

Durgapur Expressway (65 kilometers)

Ambala Chandigarh Expressway (35 kilometers)

Chennai Bypass Expressway (32 kilometers)

Delhi-Gurgaon Expressway (28 kilometers)

NOIDA-Greater NOIDA Expressway (24 kilometers)

Delhi-NOIDA Flyway (23 kilometers)

Hyderabad Expressway (12 kilometers)

Hosur Expressway (10 kilometers)

Kona Expressway (8 kilometers)

On 9th of August 2012, the 165 kilometer Yamuna Expressway India's longest six-laned

controlled-access opened which will reduce the time travel between Agra and Greater Noida

from 4 hours to just 100 minutes.

While the start of several expressway projects - such as the Ganga Expressway - have been

delayed for 3 or more years, because of litigation and bureaucratic procedures, India expects

another 3,530 kilometers of expressways to come up by 2014 from the projects under

construction. The government has drawn up an ambitious target to lay 18,637 kilometer network

of brand new expressways by 2022.

Most of the existing expressways in India are toll roads.

NATIONAL HIGHWAYS

National highway between Mumbai and Chennai A recently added 4-lane highway in India

The main highways running through the length and breadth of the country connecting major

ports, state capitals, large industrial and tourist centers, etc. National Highways in India are

designated as NH followed by the highway number. Indian national highways are further

classified based on the width of carriageway of the highway.

As of March 2012, India had completed and placed in use the following newly built highways:

5,839 kilometers of its 4-lane Golden Quadrilateral highway,

6,011 kilometers of its 4-lane North–South and East–West Corridor highway,

353 kilometers of 4-lane port connectivity highways,

4,553 kilometers of 4-lane inter-capital highways,

961 kilometers of 4-lane bypass and other national highways.

The above 17,700 kilometers of highways connect most of the major manufacturing centers,

commercial and cultural cities of India.

The National Highways Authority of India (NHAI) is the authority responsible for the

development, maintenance and management of National Highways entrusted to it. The NHAI is

undertaking the developmental activities under National Highways Development Project

(NHDP) in 5 phases. The NHAI is also responsible for implementing other projects on National

Highways, primarily road connectivity to major ports in India.

As of June 2012, under Phase I, II, III and V of India's national effort has already finished and

put in use about 18,000 kilometers of 4/6 lane highways. The country is in process of building an

additional 33,441 kilometers of 4 to 6 lanes, international quality highways throughout India. Of

this target, about 13,700 kilometers of modern highways were under implementation in June

2012, and about 18,000 kilometers of highways have been identified for contract award. India

road building rate has accelerated in recent years and averaged about 11 kilometers per day in

second half of 2011. The country targets to build 600 kilometers of modern roads every month

through 2014.

National Highway classification

Lanes Length (km) Percentage

Single Lane / Intermediate

lane 18,350 26%

Double lane 36031 51%

Four Lane/Six lane/Eight Lane 16,553 23%

Total 70,934 100%

STATE HIGHWAYS

A bridge in Allahabad Bandra Worli Sea Link, Mumbai A state road in Andhra Pradesh

Indian democracy is a federal form of government. Power to enact and implement laws, such as

those relating to infrastructure, are distributed between the central government and the state

governments. State Governments, thus have the authority and responsibility to build road

networks and state highways. Independent of the national highways and NHDP program

described above, several state governments have been implementing a number of state highway

projects since 2000. By 2010, state highway projects worth $1.7 billion had been completed, and

an additional $11.4 billion worth of projects were under implementation.

The State Highways provide linkages with the National Highways, district headquarters,

important towns, tourist centers and minor ports and carry the traffic along major centers within

the state. These arterial routes provides connectivity to important towns and cities within the

state with National Highways or State Highways of the neighboring states. Their total length is

about 137,712 km.

The Ministry of State for Surface Transport in India administers the national highway system,

and state highways and other state roads are maintained by state public works departments. The

central and state governments share responsibilities for road building and maintaining Indian

roads.

The sort able table below summarizes the recently completed and under implementation state

highways in India's road network. These state highways range from 2-lane, all season highways

to 6-lane, divided, access controlled expressways.

Recent investments in State Highways of India, by State and Union Territories

State / Union Territory

Newly added State

Highways

(1995-2010), kilometers

State Highways under

implementation

(as of 2010), kilometers

Andaman Nicobar Island

Andhra Pradesh 45 1230

Arunachal Pradesh

Assam

216

Bihar

348

Chandigarh

Chhatisgarh 271

Dadar & Nagar Haveli

Daman Diu

Delhi

Goa

State / Union Territory

Newly added State

Highways

(1995-2010), kilometers

State Highways under

implementation

(as of 2010), kilometers

Gujarat 507 973

Haryana

66

Himachal Pradesh

Jammu & Kashmir

Jharkhand

Karnataka 63 1593

Kerala

42

Lakshadweep Islands

Madhya Pradesh 1,673 1070

Maharashtra 426 1820

Manipur

Meghalaya

Mizoram

Nagaland

State / Union Territory

Newly added State

Highways

(1995-2010), kilometers

State Highways under

implementation

(as of 2010), kilometers

Orissa

193

Pudducherry

Punjab 465 73

Rajasthan 416 1475

Sikkim

TamiNadu 113 303

Tripura

Uttaranchal

State / Union Territory

Newly added State

Highways

(1995-2010), kilometers

State Highways under

implementation

(as of 2010), kilometers

Uttar Pradesh

3358

West Bengal

India

(State Highways, recent

additions, TOTAL)

3,979

12,760

RURAL AND URBAN ROADS

Vellayambalam-Sasthamangalam Road, Trivandrum

These are important roads within a district connecting areas of production with markets and

connecting these with each other or with the State Highways & National Highways. It also

connects Taluka headquarters and rural areas to District headquarters within the state.

State/UT Single lane

(km)

Intermediate lane

(km)

Double lane

(km)

Multilane

(km)

Total

(km)

Kerala

18900

Tamil

Nadu 4,797 757 1,761 47 7,362

India added over 500,000 kilometers of paved single lane rural roads between 2005-2011. Here is one

in rural Andhra Pradesh

The rural roads in India form a substantial portion of the Indian road network. These roads are in

poor shape, affecting the rural population's quality of life and Indian farmer's ability to transfer

produce to market post-harvest. Over 30 percent of Indian farmer's harvest spoils post-harvest

because of the poor infrastructure. Many rural roads are of poor quality, potholed, and unable to

withstand the loads of heavy farm equipment. These roads are also far from all season, good

quality 2-lane or 4-lane highways, making economic resource flow slow, and logistical costs

between different parts of India one of the highest in the world.

For the development of these rural roads, Pradhan Mantri Gram Sadak Yojana (or "Prime

Minister Rural Roads Scheme"), was launched in December 2000 by the Indian government to

provide connectivity to unconnected rural habitations. The scheme envisions that these roads will

be constructed and maintained by the village panchayats.

In some parts of India, where the government has attempted to manage it directly as a local

social spending program, this program has produced limited results and no lasting change over

10 years, in either the quality or quantity of rural road network.

In other parts of India, the Pradhan Mantri Gram Sadak Yojana and a sister program

named Bharat Nirman (or Build India) have privatized the rural road construction projects and

deployed contractors. The effort has aimed to build all-season, single lane, paved asphalted roads

that connect India's rural and remote areas. A significant portion of funding for these projects has

come from the World Bank and Asian Development Bank. This has produced results, which are

presented in the table below.

Rural road network in India, trends over 10 years

Kilometers

in 2001

Kilometers

as of May 2011

Kilometers

under construction in

2011

Total rural roads 2.7 million 3.1 million 0.1 million

Paved, not maintained rural roads 0.5 million

Unpaved rural roads 2.2 million 1.9 million

Paved, maintained rural roads

728,871 53,634

New rural roads

322,900 82,743

A rural road in Jharkhand, an eastern state of India

In a 2011 report, The Economist noted the rural road scheme and Mahatma Gandhi National

Rural Employment Guarantee to be India’s biggest single welfare project, costing over $8 billion

a year. Alone, it eats up over 3% of all public spending in India. The report claims Jairam

Ramesh, the minister in charge of the central government department administering the program,

criticizes uneven, patchy implementation of the scheme. He describes wasteful construction of

items such as roads that quickly crumble away. The results, in many areas, fall short of the huge

sums spent. The funds aimed to employ local villagers through their panchayats is not changing

the quality of rural roads, rather ending up in wasteful spending and corrupt government

officials’ pockets. The gloomiest estimates suggest two-thirds of allocated scheme funds is being

squandered. A review published by the Ministry in September 2011 found that skilled

technicians were unavailable at almost every site. There were rules banning the use of machinery

or contractors, labour is usually by shovel, resulting in patchy construction of roads, drains,

ponds, dams and other assets that are of very poor quality. The government scheme has failed to

improve India’s awful rural infrastructure. These rural roads get washed away each monsoon,

only to be rebuilt, badly, the following year.

SOIL STABILIZATION

Soil stabilization is the use of to modify the structure or properties of soil to make the soil

denser, or to increase binding of the soil particles, to increase the soil’s ability to bear load

without deformation, or to reduce surface loss or erosion through wind rain, or the

movement of traffic over it.

The most widely used forms of soil stabilization are cement and lime, the latter having been

used in ancient Mesopotamia, and forms of cement having been used for centuries. In many

civilizations, straw was mixed with mud to increase its strength for building purposes. From

the early 1900’s particularly with the production of huge volumes of waste chemicals from a

range of industrial processes, including paper manufacture, the petrochemical industry, food

processing, and the like, ways had to be found of safely disposing of, or utilizing these

wastes without simply dumping them in waterways, with the inevitable large scale pollution

that invariably followed.

In the USA alone it was estimated that in the 1920’s as much as 25 million cubic meters of

spent sulphite liquor from paper mills was being dumped in waterways. It had been

observed that when this waste, which was a mix of sulphuric acid, sulphonic acid, timber

resin, wood sugars and other waste extracted from the paper pulp, was applied to roads, it

reduced dust. Research was also undertaken in the USA by some universities and the US

military, particularly during the Second World War, to ascertain what reactions or processes

were occurring in the soil through application of the sulphite liquor. This was to further

determine which constituents were proving beneficial in reducing dust and in so doing,

having a stabilization effect on the insitu soil.

It was found that electrostatically charged surface active agents (surfactants), and mineral

acids which are also charged, were reacting with clay in the soils and modifying the clay.

Exactly how this was occurring was not fully understood because of the complexities of clay

and the minute size of many clay particles (less than 2 microns).

In Australia there are 4 producers of similar products all of whom have copied formulae

from other manufacturers. There are also 2 producers of a product that performs in a

similar way but use enzymes in conjunction with surface active agents. There is also a

manufacturer of a similar enzyme based product in the Philippines. The use of enzymes is

copied from the laundry detergent industry, whereby charged enzymes are used to attach

to dirt etc. on clothing.

A product using different chemistry is produced in Europe under the name Consolid. The

chemistry used by Consolid was researched in the early 1990’s and while it offered

potential, it needed further R&D to be viable, its high cost is a major negative factor. In this

industry, it is clear that many of the people producing and marketing ionic soil stabilizers

have little knowledge of the processes through which they work and they invariably attempt

to apply the same product in all soil types. Very few of the suppliers of soil stabilizers are

doing little if any research and it is questionable if many of them would know where to start.

It is the conviction that if we continue to systematically develop a solution to effectively

stabilize each of the major clay types, we will be in a position to tailor a solution for each

and every specific application. It is a straight forward procedure for a soil laboratory or

University to identify the clay types and amounts of mineral components, by conducting an

X-Ray diffraction analysis. With solutions specifically tailored to the clay chemistry of each

soil, German Technology will be in a position to apply a product that will work far better

than existing solutions and with a far greater degree of certainty and consistency.

SOIL BINDING

Neutralizing the charge imbalance sites on clay particles does not necessarily lead to binding

of the particles. Several different types of bonds are possible and research is required to

determine the most appropriate binding agents.

By the addition of Soil Binding Additive, the compaction process working on the ionized

Water vigorously exchanges its ions with the soil particles so that the pellicular water breaks

its electrochemical bond in an irreversible process converting to free water which then runs

off and is compacted away. The ionic exchange process allows for a better orientation of the

soil particles, reduces moisture and compaction energy and permits the gaining of

maximum density.

Due to this effect, the design CBR.is taken at the value corresponding to the maximum dry

density. Soil stabilized with Soil Binding agent loses between 30% and 90% of its moisture

with respect to the Optimum Moisture Content (O.M.C.).

The maximum dry density of the treated soil rises by up to 15%. The reduction of the

porous - capillary structure and the permeability, enable the body of the road to conserve

its density and bearing strength. The result of this effect is an improvement in the bearing

capacity of the foundation of the road, which can be translated in important reductions to

the box depth of each structural element.

Soil binding additive works in soils which contain clay particles; gravel and fines mixes

containing per volume around 20% at 0.075 mm fines; in sand and fines, mixes containing

30% fines by volume. The amount of gravels embedded in the road achieves an increase in

the density and bearing strength, a minimization of capillary effect, a reduction in

maintenance and lengthening of the life of the road.

The use of Soil binding additive on main highways and expressways is effective and its cost

is more than covered by reduction in the structural elements of the pavement. With

electrochemical stabilization, local materials are made more useable, producing obvious

savings in transportation and material costs. Comparing the cost of additive stabilized roads

with other conventional methods of construction and/or stabilization, savings of 40 to 70%

can be achieved.

TESTING OF SOILS TREATED WITH SOIL BINDING ADDITIVE

Soil binding additive increases compaction, increases soil density and increases bearing

strength so testing should be to measure these. Tests of bearing strength or compressive

strength (provided it is not an unconfined sample of soil) are appropriate for gravels treated

with additive California Bearing Ratio (CBR) tests are appropriate to show the increase in

bearing strength of gravels when treated compared with the same gravel untreated. A 4 day

soaked CBR test comparing the CBR in the same soil treated with additive and untreated will

indicate the increase in CBR (bearing capacity) achieved with soil binding additive. A note of

caution should be sounded with regards to CBR results as with some good quality gravels,

small changes in moisture content around the Optimum Moisture Content (OMC) can

significantly change the CBR, so that a CBR by itself may be misleading. Ideally a series of

CBR’s should be done with moisture content varied from under OMC up to 2% over OMC,

and plotted against moisture content, i.e. prepare a bearing strength/moisture graph. Apart

from the soaked CBR test penetrometer testing of compacted soil when it has dried,

whether in the laboratory or insitu in the field is appropriate. Shear strength tests are also

applicable.

Soil Binding Additive is Both a Binding Agent and Soil Stabilizer. It reacts with the surface of

clay particles to modify the clay and reduce its susceptibility to water. As an “Stabilizer”

Additive relies on ionic exchange reactions to perform its expected functions satisfactorily.

The active “ingredients” are calcium lignosulphonate and other ionic exchange agents.

Sulphonate is derived from mineral oils (hydrocarbon chains) modified with sulphuric acid to

form sulphonate. The sulphonate in additive is in the form of a lignosulphonate, combining

lignin, the natural polymer which binds the fibers in trees. Additive is a “surface active

agent” (surfactant). Surfactants have the ability to form micelles in solution, which gives

them their soap-like or detergent action.

Soil Binding Additive also binds the fine particles and increases compaction of the surface

layer to prevent dust in roads, driveways, yards, construction sites and car parks. Additive

is manufactured from a powerful natural organic binding agent. In its capacity as a

compaction aid and soil stabilization agent, it will increases soil density and bearing

strength, while reducing voids plasticity.

In effect, it binds and compacts to create a hard, durable surface and prevent surface

abrasion loss. Additive is a liquid concentrate that mixes in water for ease of application.

Additive is environmentally safe and is effective irrespective of soil type. Additive has been

used since 1996 to treat roads in Canada, and was found to be impervious to the sub-zero

temperatures of the frozen north, where recent winters were recorded as the worst ever in

over 100 years.

Three specific properties theoretically make Additive extremely useful for soil

Stabilization:

1. Its ability to fix, displace or replace exchange cations in clays.

2. Its ability to waterproof soil materials (particularly clay but not necessarily clays

only) by displacing adsorbed water and water of hydration and preventing re-

adsorption of this water.

3. Its ability to bind clay and granular particles.

Operating Principle of Soil Binding Additive

Blending the homogeneous Additive mixture into the soil

How Does It Work?

To obtain even a most basic understanding of the action of Soil Stabilization Compound as

an effective soil stabilizer, it is necessary to have some knowledge of the nature of clay

particles and the interaction of water and clay. This brief explanation touches simplistically

on the nature and properties of clay, the attraction of water to it, its role in road

construction, problems of road failure and the stabilizing action of Soil Stabilization

Compound soil stabilizer

Small particles of sand and silt are particles of original rock or small mineral crystals. Of the

fine particles in the soil and in typical road gravel, only clays, unlike sand and silt, have

undergone mineralogical change. The mineral structure of clays is typified by octahedral or

tetrahedral joined together in a lattice structure. The lattice molecular structure of clays is

such, that they exhibit a net electrical charge on the surface of the particles. The charge

may be predominantly anionic (--) on the flat surface and cationic (+) on the edges.

Clay particles are called layer silicates as the lattice structures form layers so that many

clay particles resemble minute fish scales. As a result some clayhas an enormous surface

area per gram. The large surface area of the clays combined with the electrostatic attraction

between water and clay can result in enormous forces in the process of swelling and

shrinkage of clays (up to 10,000 atmospheres of pressure), such that the swelling of clay

results in the breakage of the constructed road.

The water molecule is Di-polar, i.e. it has the oxygen at one end and the hydrogen at the

other end of the molecule so that there is a net (--) charge at one end of the molecule and

a net (+) charge at the other end. It is this characteristic of the water molecule which

weakly attracts one molecule to another and gives water it's surface tension. Water, which

is a conductor, is electrostatically attracted to the surface of the clay particles. In fact clay

particles are surrounded by a layer of water electrostatically bound to the clay. This layer is

called a “diffuse double layer " because the molecules of water and cations close to the clay

particle surface are tightly bound while the molecules of water in the outer part of the

electrostatically bound water are more weakly held.

It is this affinity (attraction) between water and clay which gives clay its properties of

cohesion and plasticity, properties which sand and silt do not possess. Clay is therefore

essential in a gravel as its plasticity (plastic nature when wet) enables the road to be

shaped and compacted, and its cohesion binds all of the rocks, sand and silt together.

The majority of road failures are associated with the action of water (sometimes the lack of

water), or perhaps more precisely, the interaction between water and the clay particles in

the road. Wetting and drying cycles can cause the road to break up through associated

swelling and shrinkage of clay in the road. High moisture content can make gravels with

high clay content very soft and plastic so they become very boggy in wet weather.

On the other hand, road gravels with insufficient clay or poorly compacted clay, which thus

lack cohesion, can become loose dusty and corrugated in dry weather (similar to dry sand

on the beach compared to wet sand).

Soil Stabilization Compound is an advanced soil stabilizer which has an extremely powerful

ionizing action in water, which induces cation (+ ions e.g. Ca++, Na+, K+, Mg++, H+ )

exchange at the surface of the clay particles in the gravel. By the process of ionic exchange

water that would normally be electrostatically bound to the clay particles, is replaced by

ions allowing much of this water to be expelled as free water.

Other processes occur through the use of Soil Stabilization Compound, including coagulation

and flocculation of clay particles after compaction and some cementing action through

formation of insoluble salts.

The result of treating a soil with Soil Stabilization Compound is that, on compaction, clay

particles can be moved much closer together thus reducing voids, and achieving a

significant increase in soil density, with better particle interlock and increased agglomeration

of the clay. The bearing capacity (ability to hold up under heavy loads or high traffic

volume) of the road is increased significantly, and road wear is greatly reduced.

The process of ionic exchange induced by Soil Stabilization Compound at the surface of clay

particles is a permanent process. The net charge on an ion is greater than the electrostatic

attraction of a water molecule so that after ionic exchange, the net forces of attraction at

the surface of the clay particles are largely neutralized.

Treatment with Soil Stabilization Compound permanently reduces the attraction between

water and clay and reduces the swell and shrinkage of the clay. Use of Soil Stabilization

Compound has been shown to increase the bearing capacity of a compacted gravel by as

much as 250% according to the California Bearing Ratio (C.B.R.), which is a standard

measure of bearing capacity used worldwide.

ADVANTAGES & COMPARISON OVER TRADITIONAL ROAD

CONSTRUCTION

Soil Stabilization Technology is the result of a consistent, market-oriented development of the

product. After numerous scientific trials and laboratory trials Soil Stabilization Technology got

stamp of approval from independent accredited institutions for road construction. Soil

Stabilization Technology was adopted and used in a number of world-wide road construction

projects under the most diverse geological and meteorological conditions. Soil Stabilization

German Technology is tried and proven in enough countries in the world and under varying

adverse climatic conditions, such as extreme heat and equally extreme cold and frost, to be

considered as an alternative cost-effective method of road construction for national highways,

secondary and feeder roads. Soil Stabilization Technology completely lives up to the individual

requirements of clients, especially in terms of effectiveness and results.

We offer the highest quality for the stabilization of soil and the modification of concrete by tried

and tested products. Our international laboratories check every kind of soil for every customer, if

desired, in order to guarantee that our product and application rate fits every customer’s need and

budget.

World-wide independent tests prove that Soil Stabilization technology cement additives

demonstrate the highest effectiveness and the best cost-benefit ratio. Therefore, we provide a

guarantee of 5 years on Soil Stabilization Technology products.

Soil Stabilization Technology -

the bionic way of cement modification – learned from nature

ecologically sustainable construction of roads

environmentally-friendly and long-lasting roads

15 years of experience in the development of cement additives

stands for saving time and money

reduction of CO2 emissions and environmental protection

- reduction of costs for excavation, transportation and landfill by up to

30%

Soil stabilization technology provides for significant resistance to environmental influences such as acid and salt

Soil stabilization technology’s water impermeability prevents damages from frost and thermal heat leading to

prolongation of life of the road

Soil stabilization technology leads to enhanced compressive strength, modulus of elasticity, bending tensile

strength absorbing vibrations from heavy vehicular traffic

Product advantages with Soil Stabilization German Technology

Reduced CO² emissions from raw materials, energy carriers and production

Well-known technology, the process steps are known, tried and tested

Compatible with all commercial cements

Faster cement hydration process which results in improved product features

Homogeneous compound = targeted control of the setting reaction

Extremely high resistance and durability due to high connectivity

Save money with Soil Stabilization German Technology

No costs for earth excavation

No transports to landfill sites

No purchases of materials for base course

No supplies of filling materials

Reduction of top coats

Reduction of costs for repairs

Minimal maintenance costs

No anti-capillary layers needed

Immobilization of hazardous materials without disposal and land fill charges

Save time with Soil Stabilization German Technology

No off-time expenditure for earth excavation

No transports needed to landfill sites

No deliveries of materials for base layer and anti-frost layer

No supplies of filling materials

Possibility of avoiding deep foundations (after prior static inspection and if foundation

conditions are favorable)

No settlement periods required

Stabilization and immobilization possible in one procedure

"Both economical & ecological"

Soil Stabilization German Technology - Product Properties

• High load and bearing capacity after 24 hours

• Very resistant and durable

• No formation of cracks

• No problems with settlement

• Impermeable, leak-proof surfaces

• Acid-resistant, salt resistant

• Processing possible up to -6 °C and under water

• Can be used for virtually any soil

• Immobilization of hazardous substances

• Favorable alternative to concrete technology

Soil Stabilization German Technology - Ecology

• Purely mineral components

• Completely recyclable

• Use of materials available on-site

• Less pollution of the environment as a result of considerably reduced transport

• Natural surfaces – no periods required for settlement

• As a result of building time reduction, reduction of building traffic and impact on general

traffic (diversions, queues, etc.)

• Groundwater protection

TRADITIONAL VS SOIL STABILIZATION TECHNOLOGY

ADVANTAGES OF THE SOIL STABILIZATION TECHNOLOGY

Heavy Load Capacity High Durability

Resistant Against Acid and Salt Leak-Proof Surfaces

Adaptable to Most Soil Types No maintenance is Necessary

Environmentally friendly Time and Manpower Saving

The stabilized layers have a very high load bearing capacity due to the long needle like

crystals (vertical dive) that form during the hydration process.

The stabilized layers generated are very high in tensile strength which allows for the

absorption of vibration from heavy trucks and equipment. These layers achieve a flexibility

that allows for the vibratory movement.

COMPOSITION OF SOIL STABILIZATION COMPOUND

"Soil Stabilization Technology makes the base course safe against weathering, by

being stronger & more flexible"

Soil Stabilization Technology consists of various alkaline and geo-alkaline elements, as

well as other complex compounds. It neutralizes the fulvic and carboxylic acids and thus

boosts the cement hydration processes. Structural changes by the additional neo formation

of minerals during the cement hydration result in a considerable increase of the pressure

resistance, the modulus of elasticity, the bending and longitudinal strength and frost

resistance (without crack formation).

Soil Stabilization Technology is used as an additive to the usual cement for the stabilization

of soil. Without having to change the soil, and in a fast and safe way, nearly all soils (except

for peat) can be utilized to become base courses with extremely high strength, with or

without a low wearing surface (e.g. asphalt). In the same operation, pollutants which are

hazardous to the environment can be permanently immobilized in the soil. After a short

period of time the areas which have been treated with Soil Stabilization Technology will not

absorb water, so that construction can be carried out independently of the weather.

In contrast to conventional road construction, Soil Stabilization Technology uses the natural

resources to construct the base course on site. The road structure reinforcement, compared

to the regular construction, is drastically reduced while increasing the base course at the

same time. Soil Stabilization Technology base courses show a load-bearing capacity which is

5 to 8 times higher than conventional base courses made from gravel. Due to the increased

load-bearing capacity, the thickness of the wearing surface can be reduced. In contrast to

the asphalt construction of conventional base courses, which is more than 20cm thick, the

thickness of the Soil Stabilization Technology base courses can be greatly reduced or left

out completely. Along with the revolutionary Soil Stabilization Technology construction, the

reduction of the wearing surface has a time and cost saving effect on the road construction

project.

PRODUCT INFORMATION

Product Name: Soil Stabilization additive

Composition:

100% mineral content.

Consists of alkaline and Earth alkaline structures. It contains natural oxides, chlorides,

sulfates and carbonate minerals.

Description:

Mineral Powder of White colored, non-toxic, non-detrimental for the health and

environmentally friendly.

Origin: Germany

Application:

Soil stabilization and soil compaction of almost all kinds of soils including clay, sand, shale,

even oil shale, salty soils, soils which are containing organic materials and even -according

to the previously made analysis- contaminated soils.

Mechanism:

Will be added into the standard cement in the ratio of 2-2,5% and mixed with the soil.

Additive neutralizes the existing acids and supports the hydration process by allowing for

longer crystals.

Features of Additive stabilized soils:

It can transform almost all kinds of soils or bases into a very strong, typical 150MN/m2

foundation layer without replacing the existing soil in the field. (for a 30cm thick stabilized

surface). The stabilized surface does not allow the penetration of the water or ice. Therefore

it significantly increases the physical life of the stabilized layer and does not need

maintenance costs for a long time.

Stabilized surface is resistant against oil, salt, acids and chemicals.

SAFETY DATASHEET OF SOIL STABILIZATION ADDITIVE

PART 1 Chemical

Composition Concentration CAS Number Classification LD50 LC50

Chloride (Natural) 27% - - - -

Oxide (Naturall) 11% - - - -

Sulfate (Natural) 9% - - - -

Silikate (Natural) 53% - - - -

PART 2

Physical - Chemical Properties

Form Smell and Colour Smell Threshold Value

Powder / Granulate Odourless, White to Grey Unknown

Specific Weight PH - Value in dest. H2O Steam Pressure

1000Kg/m3 at 200C 9 Unknown

Melting Point in 0C Freezing Point in 0C Gas Density (Air=1)

>1.0000C Unknown, Solid Unknown, Fast

Combustion Spontaneous Combustion No No

PART 3

Stability Thermal Stabile

Incompatible Substances None

Dangerous Solution Products None

PART 4

Toxicology Data Means of Contact Skin contact to be avoided

Absorption through skin to be avoided

Eye contact to be avoided

Inhalation to be avoided

Swallowing: Unknown

Actions to be taken in case of acute contact:

In case of inhalation or swallowing of the material a medical doctor should be consulted

and patient should rinse with sufficient water.

In case of eye contact immediate rinse with water.

Effects of long exposure to product:

Unknown

Maximum exposure Irritation Interactions

Unknown Unknown Unknown

PART 5 Mobility Adsorption

No(an-organic mineral phases binding of heavy metals

Desorption Decomposability

No No (an-organic mineral phases)

Accumulation Eco toxicology

No bio accumulation No

PART 6

Protection of Labor Personal protective outfit: Safety glasses, work gloves, dust mask as prevention

measures against eye, skin, and inhalation contact.

Inhalation protection: Dust concentration of > TWAEV(Timed Weighted Average

Exposure Limit) 10 mg/m3 Usage of dust mask.

Eye Protection: Safety glasses in case of dust usage of contact lenses is not

recommended.

Shoes: Closed shoes, boots for example to avoid skin contact.

Usage in enclosed areas: Ventilation is advised when dust burdening is > 10 mg / m3

TWAEV

Measures to be taken in case of Clean with dry means of cleaning; minimization of dust,

spillage or leakage: avoid inhalation.

Disposal No special actions to be taken; disposal in accordance with

local rules and regulations

Handling Minimization of dust

Storage Dry storage with advise for durability

Special information for sea transport No risk for sea transport

PART 7 Inhalation Consultation of medical doctor and rinse with water

Swallowing Swallowing of dangerous amounts is not likely, but in case

of swallowing drink water and consult a medical doctor.

Start vomiting.

Eye Contact Rinse eyes with sufficient water

Skin Contact Avoid skin contact

APPLICATIONS

“German soil stabilization technology has wide application with no boundaries”

ROADS

"Deans InfraCrete®” eco-friendly soil stabilization mineral compound is used for

Construction of sub-base and base layers of pavements. It is an environment

friendly alternative for conventional pavement construction techniques in which

the sub-base and base layers of a pavement are built using GSB, WMM and

WBM methodologies. “Deans InfraCrete®” can be used to re - engineer and

stabilize a wide range of soils from clay, silt to gravelly soils. It can be used to

stabilize in-situ soil available on site to construct sub-base and base layers of a

pavement, and thus eliminate the requirement for transportation and use of

aggregates. As per IRC37: 2001 the minimum CBR required for sub grade and

sub-base layers for a pavement are 2% and 30% respectively and CBR values

well over these minimum requirements can be obtained with any kind of soil on

utilization of Deans InfraCrete® thus making it a one stop solution for everything.

RAILWAYS

“Deans InfraCrete®” can be used for stabilization of railway embankments, which can be built

effectively at a lesser cost when compared to conventional construction methods. It is used for

the construction of sub-structure layers of railway embankment, which plays a very significant

role in load transfer. The use of “Deans InfraCrete®” for soil stabilization in embankments

creates a stiff platform where horizontal shear strains and vertical settlements are controlled

and minimized. The main incentive in using “Deans InfraCrete®” for stabilization is its flexibility

and usability for any kind of soil at an optimal cost with lesser construction times in comparison

to conventional methods.

AIRPORTS

Air Strips/Runway of airstrips take moving as well as static loads of aircrafts. It is important to have a

Stabilized base of an airstrip to render it sufficient bearing capacity and to provide a non-skid surface

free from loose soil and gravel thus protecting the undercarriage of planes from loose gravel. Moreover

the use of “Deans InfraCrete®” not only provides the soil the required CBR and compressive strength,

but also eliminates the possibility of any loose soil by binding them together and preventing the dust

during the take off of planes.

PORTS

“Deans InfraCrete®” can be used for the construction of unloading and storage yards in ports.

The unloading yards in ports have the requirements to bear the loading of heavy machinery

like cranes, heavy commercial vehicles and materials. The in-situ soil does not have suitable

bearing capacity and required compaction to take these loads without any deformation. Thus

the use of “Deans InfraCrete®” not only gives them the required compaction and load bearing

capacity but also enables them to attain it using the local available materials at a lesser

construction cost, saving valuable time and money. The application is not only limited to the

unloading and storage yards but also can be used in construction of parking lots for vehicles.

The main problem in construction of parking lots is the disruption caused to the normal flow

of traffic and day-to-day activities. This problem can be easily eliminated with the use of

“Deans InfraCrete®”, which can build the yards with minimum disruption to the traffic flow

because of its faster and efficient construction time.

Other wide application of German soil stabilization technology besides road construction:

• Access routes for the oil, gas and timber industries

• Biogas plants

• Biogas storage areas

• Chaff storage

• Dam reinforcements

• Embankment stabilization

• Establishment of base courses under hall floors

• Footpaths, cycle paths, forest roads and agricultural roads

• General foundations

• Harbor premises and wharf ages

• Hard shoulder compression

• Landfill sites

• Parking, container storage points, logistics centers

• Replacement of depth foundations

• Silage storage.

• Slope reinforcements, grouting

• Tunnel and sewage system construction

COMPARING SOIL STABILIZATION TECHNOLOGY WITH THE TRADITIONAL

CONVENTIONAL METHOD

PROCESSING STEPS

Step 1: Taking the soil sample and measuring the CBR

Step 2: Determining the quantities of Additive + cement according to the CBR

(generally on 30cm depth, for 1m2 area 50 kg cement + 1 kg Additive

Step 3: preparation of the surface

Secure traffic ability

Reduce water content of soil, if required

Pre-leveling/pre-compaction of rough grade level

Obstruction-free traffic ability of the area

Marking/pegging of stabilization area

Safeguarding of subterranean service pipes

Step 4: watering the surface

Step 5: Spreading of Additive and cement mixture with spreading machine

Step 6: Mixing of Additive cement and water with a Soil-mixing Machine

Step 7: Leveling with a grader

Step 8: Compaction of the surface with vibrating drum roller

Step 9: Leveling the surface with single drum roller

Step 10: Quality assurance

Geotechnical support using static plate tests according to DIN 18134 and using

dynamic plate tests as well as falling weight equipment

Removal of drilling cores

Compression strength tests, etc.

Result: Base mechanic is finished with the bitumen-asphalt layer

GREEN TECH

"Throughout the world, scientists are looking for new processes to improve the

energy and environmental balance. SOIL STABILIZATION GERMAN TECHNOLOGY

is your commitment to nature"

Soil Stabilization Compound is made 100% from the earth’s natural resources and is

produced in an environmentally-friendly way. Worldwide, the cement industry is responsible

for 5% of the CO² emissions caused by man. By the use of the binder, Soil Stabilization

German Technology, CO² emissions are reduced, as the proportion of cement can be

decreased by up to 20% depending on the building project.

Working with Soil Stabilization German Technology means being able to use the

available ground, instead of gravel, as a base course. Due to the impermeable surface,

industrial leakages cannot soak into the groundwater. Contaminated ground can be

encapsulated and used with a new layer. Soil Stabilization German

Technology neutralizes available fulvo-carbon acids. Areas which were stabilized with Soil

Stabilization German Technology can be re-naturalized at all times without residues or

negative effects on nature.

Ecology Fact Sheet:

only mineral components

completely bio-degradable

use of in situ (on site) materials

low environmental pollution through considerably reduced transportation

natural surfaces

groundwater protection

reduction of the construction time by a decrease of the construction traffic and traffic

in general

"Immobilization with Soil Stabilization German Technology"

The recycling of immobilized contaminated soil and building materials as building ground, or

a hydraulically bound base course in road construction and civil engineering, is basically

feasible with Soil Stabilization German Technology procedures in accordance with

environmental aspects.

By using the additive, Soil Stabilization Compound, combined with Portland cement, a

solid, waterproof body which stops the exposition of pollutants is created.

For the client, the immobilization with Soil Stabilization Compound saves a lot of costs. A

considerably more expensive off-site remediation is no longer required when the respective

environmental requirements are taken into account.

"GreenTech benefits from the Soil Stabilization German Technology”

Saving of costs:

Immobilization of hazardous materials without disposal and landfill charges

Saving of time:

No earth excavation

No transports needed to landfill sites

No deliveries of materials for base course and anti-frost layer

No supplies for filling materials

Possibility of avoiding deep foundations (after prior static inspection and if foundation

conditions are available

Stabilization and immobilization possible in one procedure

Product properties:

Long life, high load and bearing capacity

Impermeable, leak-proof surfaces

Processing possible up to -6 °C and under water

Can be used for virtually any soil

Ecology:

Completely recyclable

Groundwater protection

"Soil Stabilization German Technology connects economic and ecological aspects

in various fields"

For infrastructural measures

Due to new challenges, aspects of sustainability gain considerable importance regarding

building measures in the field of infrastructure. Climate change, human-induced

catastrophes, foreseeable economic circumstances for future generations, as well as the

securing and development of existing infrastructure as a basis of life, are becoming the

Centre of political discussions.

It is known that the financial means used to date are not sufficient to preserve and develop

infrastructure, and that this situation will hardly change in a positive way. Soil

Stabilization German Technology addressed this matter many years ago. The technology

of Soil Stabilization Compund makes it possible to plan, build and preserve in a more

efficient and effective way with regard to sustainability criteria.

Nowadays, sustainable and ecological building is more important than ever and this aspect

will continue to gain attention and importance in the future. With Soil Stabilization

German Technology , you can develop your prospective building by means of a

technology which guarantees sustainable construction through realized potential savings –

building material and time.

MACHINERY

"Machinery required for the use of soil stabilization German technology"

STONE CRUSHER

The crushers are used for repairing roads, recycling materials, making foundations for

roads, highways, high-speed train (TGV) lines, platforms, servicing and creation of ski runs,

landscaping, farming and vineyards, etc. The stone crushers work by percussion (impact) by

means of mobile hammers (made of tempered or carbide steel) rotating around a shaft

made of treated steel. They are fixed to a rotor which rotates in the direction opposite to

the tractor’s forward motion. The raised stones are crushed against the anvil.

Characteristics of BPR 250:

A front-end opening of 35 cm, protected by a double row of chains, thus preventing any

stone projections

A reinforced large-diameter rotor ensuring flow, striking force, for work between 12

and 20 cm in depth

A V-belt driven rotor transmission, ensuring protection and flexibility

A rear door, facilitating access to the rotor and hammers

Quick replacement of hammers

Equipment with free running series wheel

Hydraulically controlled rear door

Dual rotor drive

Automatic belt stretching

Reinforced frame

Data Sheet BPR250

Work width (m) 2,50

Weight (kg) 3040

Required horsepower (hp) 130

Number of hammers 32

Power takeoff (rpm) 1000

DECOMPACTOR

Non-stop Decompactor with spring blades

Extremely robust scarification tool intended for:

decompaction in depth

breaking up of roads

scarification of earth before crushing

preparatory work or mixing in soil treatment

uprooting and removal of stones.

TECHNICAL DATA

Teeth spacing

Tool type Number

of teeth

Longitudinal

Cm

Transversal

Cm

Frame

width

cm

Work

depth

cm

Weight

kg

Required

power

rating

Hp

NS 25-7 7 127 36 250 0 - 50 912 90 - 110

VIBRATING PLATE

The vibrating plates allow compaction of:

Thin & thick layers

Granular materials

Mixed soils

Pavers

Path curved and flat slopes

Stabilized soils

Construction of sports grounds

The vibrating plates are equipped with a hydraulic reservoir integrated in the frame, an oil

cooling system and a pump which independently drives each motor.

The model is designed for a front and rear 3-point coupling setup and is driven by a 540

rpm power takeoff.

Dynamic compacting by vibrating plates:

Principle of compacting:

Dynamic energy

Main parameters:

Weight

Frequency

Amplitude

Applications:

Thick and thin layers

Granular materials

Mixed soils

Paving stones

Bumped, flat & pitted roads

Stabilized earth

Technical Data GBV 55 H3P

Weight (kg) 1660

Hydraulic motor Gear

Pump Triple

Max. pressure (bar) 200

Max. power takeoff (rpm) 540

Frequency (Hz) 25 – 60

Amplitude (mm) 2,12

Centrifugal force (KN) 3 x 55

Compacting depth (cm) 10 – 55

Max. Front / Rear slope (%) 100

Max. Left / Right slope (%) 25

Number of pads 3

Pad dimensions (mm) 850 x 905

Work width (mm) 2600

SPREADER & BINDER

A high precision, variable speed spreader for the Soil Stabilization Agent. It offers high

control capability, optimum equipment, and high precision, excellent reliability. The control

system allows controlling the distribution of the products to be spread with easy and rapid

programming. The programmable controller adapts the quantity to be spread automatically

with respect to the moving vehicle’s speed. This system is an intelligent spreading system.

A large reservoir is supplied by feeder conveyors. This reservoir feeds three independent

spreader conveyors which spread the product out over a width of 2.46 m to 2.76 m

(according to the model).

Programmable Controller Rotor Feeder Conveyer

Equipment’s in spreader

Horizontal tank with dome

Road signaling devices

Temperature and oil pressure indicators

Feeder conveyor

Reservoir

Spreader conveyor, in three sections

Spreader width 2.50 m

Onboard computer

Filling probe with luminous indicator

TECHNICAL DATA

Tank capacity (ltr) 3

Connection/ conduit fill 3”/3”

Overall width (mm) 2550

Working width (mm) 2460

Partial width (mm) 3 x 820

Quantity max. spread 2 km/h (l/m2) 50

Hydraulic power required 50 ltr /min X 180 bar

Hydraulic flow max. authorized (ltr/min) 60

Weight (kg) 1140

SOIL MIXER-PULVERIZER

The soil mixer is the ideal machine for professionals in the soil stabilization field. It

works in the direction opposite to the machine’s forward motion, is equipped with a

dual transmission, and a rotor of large diameter and high tooth density made of

carbide steel in order to obtain a homogeneous mixing of excellent quality. It has

two hydraulically controlled flaps to level and retain the material to be worked. The

machine may work to a depth of 0 to 40 cm. 6 interchangeable plates made of hard

stainless steel are mounted in the mixing reservoir to prevent the wearing out of the

body and parts.

TECHNICAL DATA

Work width Total width Weight Work speed

250 cm 284 cm 4170 Kg 0.2 – 1.0

km/h

Number of

teeth

Rotor

diameter

3-point coupling

system Work depth

114 85 cm Cat. III 0 - 40 cm

Required horsepower (HP)

180 to 280

ROAD REPAIRING WITH RECYCYLING TECHNIQUE

4 Step process:

Ripping Crushing Grading Compacting

Cost effective and ecological process

In situ recycling of existing materials (pebbles, bricks, tiles, concrete slabs, bituminous

coated elements, etc.). Conventional processes not only exhaust quarries, but also pollute

the environment with transport vehicles. For roads made with material fill-ins, crushing

(grading) is done in situ. Therefore, this process reduces costs and improves results

because we obtain a homogeneous material with a sufficient amount of fine materials to

bind the traffic lane surface. Thanks to vibrating plates, an exceptional final result is

obtained.

The technique consists of the following phases.

Ripping of the road to a thickness of 5-10 cm with the decompactor.

Crushing of the road to a thickness of 5 to 10 cm with the stone crusher to get materials for

the new traffic lane.

Profiling: forming the road profile (banking or grading of top layer section) with a

hydraulically controlled grader blade.

Compaction done with a vibrating plate, equipped with 3 independent articulated pads,

adapting automatically to the road section.

When the roads have a granulometry (stone size) not exceeding 0 – 60 mm, a drill is used

to repair a road because it allows regenerating the traffic lane surface. Drilling is followed by

profiling, if necessary, and compacting.

ON GOING PROJECTS - TURA, MEGHALAYA, INDIA

Projects under execution in joint collaboration with Ghaziabad based company – CCL

International Limited (Formerly AAR Infrastructure Ltd.)

Page 58 of 67

PWD (ROADS) – MEGHALAYA

NEWSPAPER CLIIPINGS

CONTACT

Mr. William Dean

Managing Director Deans Infratech Pvt. Ltd. B-99, Sector 44, Noida, Uttar Pradesh – 201301. Tel: 0120- 4134970 Mob.: +91 9999768818 Email: williamdean@witgmbh.com williamdean@deansinfratech.com