Use of natural gravel in sub base, base and patchwork

Its adverse effects and some suggestive measures

During rainy season, if the rainfall is good everybody expects good yield of crops and
inevitably bad roads. If there are no or few rains in a particular rainy season, better condition of roads is
assured. Formation of pot holes, sinking of roads, bad condition of berms and gravel roads in slushy is a
common sight during rains. Good rains and bad roads go hand in hand in our state. Use of highly plastic
gravel in sub base and WBM layers is the main cause of this statement because gravel attracts, retains
water and becomes soft when water content gets higher. Such condition initiates and accelerates the
deterioration of road condition.
Gravels available in almost all the approved (and unotherised) quarries in our state do not satisfy
the stipulated requirements for gravel or moorum specified in APSS or MORT & H (formerly MOST)
standard specifications. Most of the so called gravels are highly plastic in nature and not suitable for use
in a) In sub base construction, b) WBM patch work, c) as blindage in WBM and d) in gravel berms. The
test results on thousands of gravel samples done in Soil Testing Cell Vijayawada and Road Research
Station Hyderabad clearly confirm this. The so called gravel from approved quarries is nothing but red
earth and it is suitable, at best, for sub grade or shoulder construction. Due to ignorance or lack of
willingness to learn from failures, AP Highway Engineers are accustomed to using the so called gravel
extensively in road construction.
Digging pits in the damaged road stretches revealed the presence of wet gravel in WBM layers
and in gravel base in almost all the cases. Also, in many cases bottom of BT surface is wet. The wetness
below BT surface weakens BT layer.

Reasons for damage due to use of gravel

Gravel due to presence of negative charged particles in gravelly soils, they attract, absorb and
retain water.. Water molecules and negative charged particles in gravel are attracted to each other
developing plasticity. Gravel present in WBM layers (or WBM patchwork) or in gravel base attracts
water through a) ingress of water through berms and slopes, b) increased capillary rise due to negative
charged particles (in sub grade soils, sub base and blindage gravel), c) high water table condition, d)
seepage and e) Water retained during construction and curing. Once the water content in gravel exceeds
plastic limit value, the moist gavel turns to plastic state.
In sub base: Gravel in plastic state in sub base leads to plastic deformation failure because a
material in plastic state is not capable of withstanding additional load other than its self weight.
Development of plastic spots in gravel base results in sinking of BT roads at many places. Most Highway
Engineers are of the view that such sinking is due to poor sub grade or embankment soils. In fact the
sinking is due to the presence of gravel base as sub base and development of soft plastic spots in gravel
after absorption of water. Similar sinking is observed where gravel base was laid over existing WBM or
BT surfaces and filling deep pot holes with gravel prior to renewals. It is very difficult and costly to
repair such roads when some soft spots are developed in gravel base.
In base and patchwork: Water reaches where WBM is loose or gravel is more and Gravel turns
into plastic state. It reduces internal friction among coarse aggregates and acts as a lubricant for them. It
allows coarse aggregates to rotate or slide laterally under the impact of heavy loads. Such phenomena
results in formation of pot holes and damage to freshly laid BT layers. Extensive pothole forming and
development of undulations is due to movement of coarse aggregates enabled by wet and soft gravel in
between them.
It has to be noted here that some roads done with gravel base and WBM with gravel blindage are
in reasonably good condition. As long as water is prevented from entering into sub base and traffic
intensity is not heavy, the road condition will be satisfactory even if some unsuitable materials are used.
It is very essential for every road Engineer to understand the requirements of sub base, base and
berms as per standard specifications. He shall be equally thorough and knowledgeable about the quality
and suitability of locally available materials.

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 Sub base Requirements
IRC: 37-2001 specifies a minimum CBR of 30% for roads with design traffic intensity more than
2msa and a minimum CBR of 20% for roads with design traffic intensity less than 2msa. For all R&B
roads it is preferable to adopt a minimum CBR of 30% for sub base.
MORT & H standard specification for road and bridge works (401) specifies that the mix of
materials provided in sub base shall satisfy the following requirements:
1) It shall produce a minimum 4 days soaked CBR value specified
2) It shall satisfy the specified gradation or gradings given in table 400-1and 400-2 of MORT &
H specifications for road and bridge works.
3) The material in the mix shall have 10 percent fines value of 50 KN or more.
4) The material passing 425 microns in the mix shall have liquid limit and plasticity index not
more than 25% and 6 % respectively
Requirement 4 is specified to prevent the use of water absorbing materials like the gravels
being used. Higher plasticity index indicates higher water absorbing capacity which effects
durability.
Sub base needs the strength to withstand heavy compressive stresses induced under heavy traffic
under adverse climatic conditions. The sub base shall neither deform nor get crushed under the impact of
heavy loads.
The sub base layer provided shall not be treated as sub base (and part of the road crust) if all the
above requirements are not satisfied. In such situation, the net effective crust thickness provided is the
thickness of metal and BT layers only.

Table 400-1. Grading for Close-Graded Granular Sub-Base Materials

IS Sieve Per cent by weight passing the IS sieve
Designation Grading I Grading II Grading III
75.0 mm 100 -- --
53.0 mm 80-100 100 --
26.5 mm 55-90 70-100 100
9.50 mm 35-65 50-80 65-95
4.75 mm 25-55 40-65 50-80
2.36mm 20-40 30-50 40-65
0.425 mm 10-25 15-25 20-35
0.075 mm 3-10 3-10 3-10
CBR Value(minimum) 30 25 20

Table 400-2. Grading for Coarse Graded Granular Sub-Base Materials

IS Sieve Per cent by weight passing the IS sieve
Designation Grading I Grading II Grading III
75.0 mm 100 -- --
53.0 mm 100
26.5 mm 55-75 50-80 100
9.50 mm
4.75 mm 10-30 15-35 25-45
2.36 mm
0.425 mm
0.075 mm < 10 < 10 < 10
CBR Value (Minimum) 30 25 20

In the MORT & H standard data 2003 Granular Sub Base courses furnished here, type
of materials is not mentioned. Selection of materials is to be done based on the sub base requirements
mentioned in clause 401, availability of materials and economy of construction. Locally available gravel

2
from approved quarries may be one of the cheapest road construction materials but it is not satisfying any
of the sub base requirements. In the above data, gravel is not mentioned.
Close Graded Granular Sub Base
Materials
Grading
384 cum loose compacted to 300cum CBR
( 128mm to 100mm )
2.36mm
53mm to 9.5mm 9.5mm to 2.36mm
I below 30%
=50% =20%
=30%
2.36mm
26.5mm to 9.5mm 9.5mm to 2.6mm
II below 25%
=35% =25%
=40%
2.36mm
9.5mm to 4.75mm 4.75mm to 2.36mm
III below 20%
=35% =12.5%
=52.5mm%

Coarse Graded Granular Sub Base table

Materials
Grading
384 cum loose compacted to 300cum CBR
( 128mm to 100mm )
2.36mm
53mm to 26.5mm 26.5mm to 4.75mm
I below 30%
=35% =45%
=20%
2.36mm
26.5mm to 4.75mm
II __ Below 25%
=75%
=25%

2.36mm
9.5mm to 4.75mm
III __ below 20%
=66%
=34mm%

Considering all the sub base requirements and including gravel fraction also, some combinations
were tested for close graded GSB mixes with available materials. These combinations are based on
practicability in execution and economy in estimation.
Tested Mixes of gravel associated GSB for Sub base
CBR
Type of metal to be blended Natural gravel Metal Stone dust or sand
Required
Grade III 30% 45% 20% 35%
HBGranite 20% 50% 10% 40%
The above mixes are expected to satisfy the specified requirements of close graded GSB. The
proportions of gravel, metal and stone dust are finalised considering the likely variations in mixing. They
are tried on some roads and found to be satisfactory when there are no rains during execution. However,
during rainy season, some problems arose while executing the above combinations. If it rains after
collection of materials or after spreading of materials but before the completion of compaction, gravel
becomes slushy and the materials are to be replaced. Hence extra care is to be taken while executing the
above mixes also. Compaction of materials collected shall be completed before any rain. One greater
disadvantage observed with these mixes is the poor drainage due to the presence of gravelly soil.
Alternate internal drainage arrangements are to be provided if these mixes are opted.

3
 GSB mixes without any gravel
Surface Drainage Measures: IRC; 37 states, “The performance of a pavement can be seriously
affected if adequate drainage measures to prevent accumulation of moisture in the pavement
structure are not taken. Some of the measures to guard against poor drainage conditions are
maintenance of transverse section to good shape to reasonable cross fall to facilitate quick run-off of
surface water and provision of appropriate surface and sub-surface drains where necessary. When the
traditional granular construction is provided on a relatively low permeability sub grade, the granular sub
base should be extended over the entire formation width in order to drain the pavement structural section.
Care should be exercised to ensure that its exposed ends do not get covered by the embankment soil.”
Such provision of drainage measures is not seen in any estimate sanctioned in our Department.
Only in works taken up by NHAI drainage measures are observed. Now in new CRF road works the
drainage aspect is considered.
In view of the disadvantages with gravel base or gravel associated GSB, it is preferable to go for
GSB mixes without any gravel for all roads to obtain the best results. However, combinations of locally
available and comparatively cheaper materials may be adopted as far as possible. GSB layers without any
gravel act as excellent drainage layers and they are to be extended to the outer edge of formation as
stipulated in IRC: 37.
Some GSB combinations are noted below:
1) Mix of hard blasted granite fractions such as various sizrs of metal and dust to satisfy the
specified grading.
2) Crushed chatru (rock overburden) and about 30% of granite stones to satisfy GSB
requirements.
3) Mix of different sizes of crushed HOG metal.
4) WBM with cheaper materials such as HOG in GSB
Combinations 1 and 2 are being adopted in 4-laneing works taken up by National Highway
Authority of India. They give excellent strength, act as drainage layer and executed under any condition.
Where the sub base thickness required is very high, combination of lower sub base(satisfying
grading III) and upper sub base (satisfying Grading I) provided the cost of lower sub base is considerably
cheaper.
A combination adopted for CRF work is shown here. Here, no gravel or such plastic materials
which absorb moisture is provided. Also, the layers extended up to the edge of formation to act as
drainage layer.

Upper sub base with grade III metal,

12.5mmand 6mm chips with stone dust to LSB
LSB satisfy grading III of table 400-2

Lower sub base with 6mm chips and stone dust

to satisfy grading III of table 400-2 (LSB)

Sub Bases for low traffic roads

The following combinations may be adopted low traffic roads and by-lanes.
1) Sub base with crushed stone dust 128mm loose compacted to 100mm thick layers.
2) Gravel sand mix in 1:1 proportion 132mm loose compacted to 100mm thick layers.

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 For shoulders or berms, it is preferable to adopt gravel and sand mix in 2:1 proportion 132mm
loose compacted to 100mm thick layers.
Use of natural gravel in WBM layers and in patchwork
In WBM construction, using 25% quantity of only gravel in its natural form is causing many
early failures.

Disadvantages of using gravel in its natural form in WBM

a) Under heavy vehicular traffic, extensive damage of the road will occur when the WBM is fully
soaked due to ingress of water.
b) Even under low traffic conditions, undulations will develop when the WBM becomes soaked
during rainy season as presence of moisture in WBM reduces the bond with BT surfacing. Moisture
below BT surfacing cause lstripping of bitumen.
c) Sealing pot holes become very difficult once damage is started. New pot holes sprout up
frequently adjacent to the recently sealed ones.
d) Treatments done even after a few years are likely to be damaged due to presence of gravel in
WBM. Ex: Failure of BM + SDBC done over previously (5 to 6 years back) widened carriageway
Stipulations of MORT & H standard specifications for road and bridge works for
stone screenings and binder
404.2.6. Screenings: Screenings to fill voids in the coarse aggregate shall generally consist of
the same material as the coarse aggregate. However, where permitted, predominantly non-plastic
material such as moorum or gravel (other than rounded river borne material) may be used for this
purpose provided liquid limit and plasticity index of such material are below 20 and 6 respectively and
fraction passing 75 micron sieve does not exceed 10 percent.
Screenings shall conform to the grading set forth in Table 400-8. The consolidated details of
quantity of screenings required for various grades of stone aggregates are given in Table 400-9. The table
also gives the quantities of materials (loose) required for 10 sq. m for sub-base/base compacted thickness
of 100/75 mm.
The use of screenings shall be omitted in the case of soft aggregates such as brick metal, kankar,
laterites, etc. as they are likely to get crushed to a certain extent under rollers.

Table 400-8, Grading for Screenings

Grading Size of IS Sieve Percent by weight passing
classification screenings Designation IS Sieve.
13.2 mm 100
11.2 mm 95-100
Type A 13.2 mm
5.6 mm 15-35
180 micron 0-10
11.2 mm 100
Type B 11.2 mm 5.6 mm 90-100
180 micron 15-35

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 404.2.7. Binding material: Binding material to be used for water bound macadam as a filler
material meant for preventing raveling, shall comprise of a suitable material approved by the Engineer
having a Plasticity Index (PI) value of less than 6 as determined in accordance with IS: 2720 (Part-5).
The quantity of binding material where it is to be used will depend on the type of screenings.
Generally, the quantity required for 75 mm compacted thickness of water bound macadam will be 0.06-
0.09 Cum/10 Sq. m and 0.08-0.10 m3/10 m2 for 100 mm compacted thickness.
The above-mentioned quantities should be taken as a guide only, for estimation of quantities for
construction etc.
Table: 400-9. Approximate Quantities of Coarse Aggregates and Screenings required for 100/75
mm Compacted Thickness of Water Bound Macadam (WBM)

Sub Base/Base Course for 10 Sqm Area.

Screenings.
Crushable Type such as
Stone Screening.
Moorum or Gravel.
Size Compacted Loose
Classification For WBM Sub-
Range Thickness Qty. Grading Grading
base / base Loose
Classification & Classification
course (loose Qty.
Size. & Size.
quantity)
90mm to 1.21 to Type A 0.27 to 0.3 to0.32
Grading 1 100 mm Not uniform
45mm 1.43 Cum 13.2 mm 0.3 Cum Cum
0.22
63mm to 0.91 to Type A 0.12 to
Grading 2 75 mm -do- to0.24
45mm 1.07Cum 13.2 mm 0.15Cum
Cum
Type B 0.20 to
-do- -do- -do- -do- -do- -do-
11.2 mm 0.22Cum

53mm to 0.18 to
Grading 3 75 mm -do- -do- -do- -do-
22.4mm 0.21Cum
Materials that satisfy screenings and binder:
6mm chips confirm to the requirements of type A screenings. Stone dust satisfies the type B
screenings and binder
Quantities of aggregates, stone screenings and binder for WBM (MORT&H data 2003
Coarse Type A Type B
Item Binder(dust)
Aggregates screenings(6mm) screenings(dust)
Grad I WBM 1.21 cum 0.27 cum nil 0.08 cum
Grade II WBM with type A
0.91 cum 0.12 cum nil 0.06 cum
screenings
Grade II WBM with type B
0.91 cum nil 0.20 cum 0.06 cum
screenings

Grade III WBM 0.91 cum nil 0.18 cum 0.06 cum

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 From the above data, material quantities for different WBM layers are:
Description Type of screenings metal 6mm chips Stone dust
WBM with Grade I Type A (6mm) 1.21 cum 0.27 cum 0.08 cum
WBM with Grade II Type A (6mm) 0.91 cum 0.12 cum 0.06 cum
WBM with Grade II Type B (stone dust) 0.91 cum 0.20 cum 0.06 cum
WBM with Grade III Type B (stone dust) 0.91 cum 0.18 cum 0.06 cum

WBM works done using stone dust instead of gravel are giving excellent performance in
Vijayawada Municipal Corporation. Similarly, works done in Bhimavaram Division are quite satisfactory
and it is the best way to improve the durability of road works. Even pot hole filling with metal and dust
followed by BT patchwork is really good. Many other Departments are also shifting from using gravel to
stone screenings.
For works where there is no immediate BT proposal, WBM with gravel and sand or stone dust
mixed in 1:1 or 1:2 proportion may be used. Here the mixing of sand or stone dust controls the harmful
effects of plasticity but the capillary transmission of water is not prevented. Blending of stone dust is
comparatively better than blending with sand.
It gives best results if WBM is done without any gravel for all the layers. In some cases it is not
possible and at least the top layer shall be done with stone screenings to keep the bottom of BT surface
dry all the time. For controlling plasticity of gravel, a quantity of stone dust or sand 30 to 40% is
necessary in laboratory tests. In field it is not possible to mix in the same proportion as in laboratory.
Hence, blending of gravel with stone dust or sand is preferable in 1:2 proportions out of the 25 %
blindage quantity.
Pothole filling: Pot holes are to be filled with metal and dust and the top is to be covered with
BT patchwork. This type of patchwork was proved to be a great success for a few roads in Bhimavaram
Division. By this method no new pot holes will form adjacent to patches done as the dust present in pot
hole filled absorbs moisture around the patchwork done. It is very economical when compared with semi
grout patchwork for bigger pot holes.
Berms: Good and durable berms are very essential for the durability of the carriageway and for
the safety to road users. It is preferable to go for granular berms with gravel and sand proportioned in 2:1
ratio. Such mixes are likely to produce a CBR of 15% and resist deformation. It is always preferable to
provide these granular berms up to the edge of road formation. Present practice of doing berms with
unsuitable soils, though cheaper, do not serve any purpose.
MORT&H Standard Specifications for road and bridge works clearly specifies a minimum
maximum dry density of 1.75 g/cc for the material to be used in shoulders.
It also specifies that no borrow pits are dug within 10m from toe of embankment as such digging
of pits will effect the stability of formation slopes.

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 A comparative study of advantages and disadvantages of WBM with gravel as blindage and
WBM with stone screenings is presented hereunder:
Item WBM with gravel WBM with screenings
Execution Very fast and easy Needs more time
cost 2 to 4% cheaper 2 to 4% costlier
No attraction to water.
Affinity with Attracts water from all directions, absorbs and
Temporarily absorbs but no
water assists capillary rise
retention
Drainage Poor drainage Excellent drainage
Internal Increases internal friction in
Reduces internal friction in coarse aggregates
friction coarse aggregates
When gravel in WBM turns to plastic state, it acts
as a good lubricant for coarse aggregates. It allows
the aggregates to rotate, move in lateral direction
All these problems can be
Lubricant for resulting in formation of potholes and development
avoided if we do WBM using
aggregates of undulations. This is the reason for damage of
screenings.
renewals done after the WBM and BT. Even pot
hole filling done using gravel creates similar
problems for works done subsequently
There is no cohesion in
Cohesion of gravel is good enough to hold fine
screenings. Binding of coarse
cohesion aggregates but it is not sufficient to hold coarse
aggregates is by filling of
aggregates.
voids

Durability poor Many times better

It is necessary for top layer.

The additional cost can be
Primer sealing Not being used in many cases compensated by providing
MSS or SDBC instead of
WBM+BTSD+SC

Needs regular watering and

Maintainance Raking up problem is less when thick layer of early sealing of layers. In
gravel is laid on top. multy- layered construction
careful planning is necessary.

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 Table 1: Test results on Gravel samples collected from approved quarries in West Godavari
District, Krishna District, Guntur District and Prakasam District in Andhra Pradesh.
Liqui
Plasticity
Sl % passing d CBR
Location of Quarry index
No. 75µ sieve limit in %
in %
in %
Kunkudu quarry Km 67/500 of Narasapur –
1 31 36 14 11
Aswaraopet Road
Road side quarry Km 91/440 of Narasapur –
2 32 39 17 12
Aswaraopet Road
3 Road side quarry Km 36/500 of E.G.K Road 35 37 17 9
Quarry at Km 26/000 of Eluru – Jangareddy Gudem
4 32 39 16 13
Road
Janampeta quarry at Km 11/600 of E.M Road +
5 33 38 16 10
0.200 Km CT
6 Quarry at Km 16/900 of P.K Road + 0.800 Km CT 34 38 16 8
7 Gajjaram quarry at Km 2/508 of P.K Road 34 38 12 12
Arugolanu quarry at Km 2/800 of P.N Road +
8 33 38 17 12
3.000Km CT
9 Quarry at Km 135.180 of M-N-K Road 34 41 12 11
10 Quarry at Km 8.30 of SN Road + 0.40 Km CT 34 39 11 12
11 Quarry at Km 8.65 of Y.S.Road 32 37 13 10
12 Quarry at Km 11.60 of V.V.Road +0.2 CT 33 36 16 9
Jakkampudi Quarry at Km 10.80 + 0.40 CT 1.0 of
13 36 37 13 10
VV Road
14 Purushotapatnam Quarry at Km 4.830 V.V.Road 34 37 12 11
Gollanapalli Quarry at Km 23.80 with 2.20 CT to
15 33 40 15 12
TVV Road
Quarry at Veerapanenigudem at Km 35.4 of
16 35 41 13 10
V.V.Road
Ammanabrolu quarry Km 39/700 on Chirala –
17 36 37 13 13
Ongole Road
18 Dronadula quarry Km 0/0 on DTC road 28 47 11 14
19 Ongole – Nanadyala Road Km 4/830+1.000 Km CT 24 38 16 10
Podili – Nanadavaram Road Km 0/600+0.800 Km
20 30 36 17 9
CT
21 Medarimetla quarry Km 0/600 on MN Road 32 36 17 10
22 Ollapalem – Vemulapadu Road Km 9/800 23 36 11 13
23 Quarry Km 12/800 of Kandukuru – Pamarru Road 36 37 13 14
24 Macherla – Sri Sailam Road at Km 2.500 29 38 18 8
25 Macherla – VP South Road at Km 22.310 33 32 16 8
26 N – R Road at Km 4.90 29 37 14 11

Sd-D.V.Bhavanna Rao SE(R&B)