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Yes. In 1987, Mississippi rebuilt about 1.5 miles of State Route 15 in Stone County using pond ash in stabilized pavement-base sections. During three years of monitoring, several ash mixes deflected less than the conventional control, but the cement-treated section also showed the most cracking. The findings describe performance only through 1990; they do not establish the road’s later condition or total service life.
How the State Route 15 test was built
The Federal Highway Administration (FHWA) reports that the project reconstructed approximately 2.4 km (1.5 miles) of State Route 15 in Stone County in 1987. Pond ash from subbituminous coal was used in five test sections: four stabilized with lime and one with Portland cement. A separate 1.36 km (0.85-mile) section of mechanically stabilized sand-clay served as the control. All sections were mixed in place and surfaced with a double bituminous surface treatment. (FHWA guidance, FHWA-RD-97-148)
Pond ash is a mixture of fly ash and bottom ash that has been sluiced into a pond. In this project, the mixes combined different proportions of fine and coarse ash with sand-clay granular material, then used different amounts of stabilizer. The comparison was therefore among particular material recipes—not between a single, uniform “ash” material and conventional road construction. (TRID catalog abstract for the 1992 final report)
| Section or mix | Stabilizer | What the available sources report |
|---|---|---|
| Four lime-stabilized ash sections | 2%–7% lime | The 6% and 7% lime sections had substantially lower measured deflection than the control and 2% lime section. The 2% mix was the exception to the final report catalog’s general finding of better structural characteristics than the control. (FHWA guidance; TRID catalog abstract) |
| Cement-stabilized ash section | 7.5% Portland cement | It had substantially lower measured deflection than the control, but also the most observed cracking after three years. (FHWA guidance) |
| Control | Mechanically stabilized sand-clay subbase | The control had no observed cracking after three years; it was the comparison section, not an ash mix. (FHWA guidance) |
FHWA reports core compressive strengths of 4,500–8,700 kPa (650–1,260 psi) for the 7% lime base and 15,900 kPa (2,300 psi) for the cement base. These are reported results for those project sections, not general strength expectations for pond-ash pavement bases. (FHWA guidance)
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What the monitoring found
Deflection
Engineers measured pavement deflection annually after construction through 1990. The 6% and 7% lime sections and the 7.5% cement section had much lower deflection readings than the control and 2% lime sections. That is a result from this field comparison; it does not, on its own, prove a longer service life or show that other pond-ash mixes would perform the same way. (FHWA guidance)
Cracking and overall condition
After three years, the control and the 2% lime section had no observed cracking. The 7.5% cement section had the most. FHWA describes shrinkage cracking as common in cement-stabilized granular materials and states that none of the cracking observed in the trial was considered structural. (FHWA guidance)
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The catalog abstract for the 1992 final report offers a broader assessment: all test and control sections performed well through three years, with no significant distress and good rideability. It says the ash sections, except for the 2% hydrated-lime mix, had better structural characteristics than the control. The listed evaluation measures included deflection, distress and rideability surveys, and unconfined compressive-strength tests on drilled cores. (TRID catalog abstract)
What the trial does—and does not—show
The evidence supports a bounded conclusion: some of the tested ash-and-stabilizer mixes showed favorable structural measurements over three years, while cracking varied by mix. The cement section illustrates why the trial should not be reduced to a single winner: it had low deflection but the most observed cracking. FHWA did not consider that cracking structural, and the final-report catalog describes the sections as performing well overall through the monitored period.
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The available project sources report monitoring through 1990. They do not establish State Route 15’s condition after that period, when the test sections were removed or altered, or how long any section ultimately lasted. The three-year result should not be extended into a claim about the road’s present condition or full service life.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Why the result cannot be generalized to every ash base
FHWA’s guidance emphasizes that stabilized-ash performance depends on the material and construction details, including gradation, drainage, blending, compaction, moisture, curing, strength, and durability testing. It notes that pond ash can vary in gradation and that ash reclaimed from a lagoon should be allowed to drain. These are engineering considerations for project-specific design and testing, not proof that every listed procedure was used on Route 15. (FHWA guidance)
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The Route 15 story is also distinct from broader coal-ash use statistics. FHWA cites an American Coal Ash Association survey reporting that 0.6 million metric tons (0.7 million tons) of bottom ash and/or boiler slag were used in road base or subbase in 1996. That figure concerns reported U.S. use in that year, not the amount used in the Mississippi project. (FHWA guidance, citing the 1996 survey)
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