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INDIAN HIGHWAYS
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 Use of Locally Available Non
Conventional Materials in the
Construction of Rural Road Pavements
by Dr. Suresh Kumar, Er. Nazish Akhtar

Abstract
The paper suggests a framework for preparing a database on the availability of materials in a locality with all
details such as quantity available, engineering properties and how they can be used in pavement construction.
The paper is aimed at providing suitable gradation for sub base layer in flexible pavement with locally available
materials known as marginal material. Preliminary study was carried out to identify locally available construction
materials. For this purpose different types of local materials were tried to explore their potential of using in sub-
base layers as well as in improving sub-grade strength.
Based on theexperimental studies carried out on the construction materials such as moorum, kankar,
gravel, construction and demolition waste collected from different areas of Koderma town and in the vicinity of
Chandwara block, in koderma district of Jharkhand State, it has been observed that the selected materials
which are abundantly available in the area could be used effectively for the construction of unbound layers of
pavement for moderate traffic road.
The materials experimented include marginal materials such as construction and demolition waste (Dismantled
P.C.C etc.), Gravel &kankar, soil/moorum (all locally available). Exhaustive tests were performed in grading different
components & the CBR value of all the mixes were measured, along with other strength parameters and
properties. Field compaction tests by sand replacement method (as prescribed by National Rural Road Development
Agency, New Delhi) were carried out to achieve optimum conditions at proctor density.
Based on the test result of designed mix the design of pavement as per IRC codal provisions were done. It
is noteworthy, that the pavement designed based on use of non-conventional materials in GSB layer and sub-
grade strength improvement (CBR increasing from 4.43 to 6.03 for sub-grade) result in the reduction of overall
pavement thickness by 50 mm, resulting in the considerable saving in materials and overall cost as well as
preserving our precious environment.
Key Words:-
CBR–California bearing ratio, GSB–Granular Sub-base, IRC–Indian Road Congress, PCC–Plain Cement Concrete

1. Introduction angularity and surface texture, locally available and the local soil was
1.1 General degradation during construction and prepared in an engineered way so that the
under repeated loads, freeze-thaw characteristics of sub-base layer thus

O
ne potential area of usage
for locally available
material in flexible
pavement construction is in the unbound
layers of the pavements such as base, sub
base that rest on compacted soil layer
called the sub-grade. The performance of
unbound granular pavementlayers depends
greatly on the properties and quality of the
aggregates used. One of the factors
contributingto failure inboth rigid and
flexible pavements is the poor
performance of unbound layersresulting in
reduced life andcostly maintenance. The
characteristics of unboundlayers depend
on shear strength,density, gradation, fines
content, moisture level, particle
cycles and drain-ability.
Thus the selection of material for
construction of unbound granular layers
plays a prominent role in the pavement
construction and its performance.
However, the quality of locally available
aggregate or borrowed aggregate can be
modified by using the stabilization
technique, which results in lesser
thickness of unbound layer and better
pavement performance. The material used
for construction of unbound granular
layers is many a time borrowed from
other places thereby increasing the cost
of pavement construction. In the present
work, the mixture of marginal materials
prepared meets the specification
prescribed in cl. 5.2.2.3, Table-3, sl. no. 3
of IRC SP-72, 2007. The PI value obtained
for the graded mix of sub-base was 3.5
(less than 6 as prescribed in IRC SP-72,
2007). The resulting design-mix having P.I.
value 3.5 & C.B.R value 26.5 (named as
trial mix b) meets the requirement
mentioned in cl. 7.1.1., p-20-22 of IRC
SP-72, 2007.
Presently the existing design
methods for bituminous pavements of
trunk roads are being revised to
incorporate stabilization techniques and
bound materials. However more cost
effective approach is needed for low

Indian Highways, September 2016 19

volume roads to bring down their 2007, states that by making the
construction cost. In this regard, use of locally available materials,
research work done abroad has suitable and economical designs
brought into light increasing can be worked out.
amount of evidenceto show that 1.2 Scope
moreuse can be made of locally
Scope of the work includes
available materials for
study of possibility of using
construction of lowtraffic
marginal materials which are
Volume rural roads. Low locally available as sub-base
Dr. SURESH KUMAR Er. NAZISH AKHTAR
volume roads typically carry less LM-35329 LM-100030 materials in flexible pavement
than 200 vehicles per day. Over Associate Professor M.Tech Student,
MIT Muzaffarpur-842003 Bihar-842003
and as a stabilizing agent for sub-
a 20 year period, even with high sureshmit_civil@yahoo.co.in nazish1989akhtar@gmail.com grade strength improve-ment.
growth rates, it is unlikely that the 1.3 Objectives
design traffic loading will exceed one Road bases are expected to conform The specific objectives of the
million cumulative equivalent standard to specified material gradation and
present study are:
axles (msa). A very wide variety of non- provide high mechanical stability. The
conventional materials have been grading should contain sufficient low 1. To investigate the possibility of using
successfully used where traffic is low. plasticity fines (material passing 425 marginal material in sub-base of flexible
pavement.
The sub-base course acts as micron sieve) to produce dense material,
secondary load spreading layer in flexible with less than 5 per cent air voids when 2. To determine CBR value & other
pavement and also as a drainage layer. compacted. properties of mixture of soil and marginal
To ensure drainage function efficiently, In the present work, different material in different proportions, at
the amount of fines (material passing materials such as construction & proctor density.
0.075 mm sieve) must be limited. For demolition waste, gravel, kankar, 3. To improve sub-grade strength in order
well-sealed roads in tropical areas, and moorum/soil (all locally available) etc. toreduce the design pavement thickness.
where surface and road side drains are have been tried. The test result pertaining
4. To design the pavement based on the
good, unsaturated moisture conditions to the use of marginal materials were
results of investigation.
prevail and sub-base specifications may found to be encouraging in accordance
be relaxed. The selection of sub-base with the IRC codal provisions, the same 5. To implement the designed data in
material will therefore depend on the have been used for actual implementa- actual road construction on a pilot plant
design function of the layer and the tion under pilot plant construction. scale.
anticipated moisture regime, both in- 2. Use of Marginal Material
The present research is well
service and during construction. In many in Sub-base
supported by the directions issued by IRC
circumstances the requirements of a sub- 2.1 Materials
which is as below.
base are governed by its ability to support The physical property of marginal
construction traffic without excessive The Indian Road Congress (IRC)/
material selected and used are given in
deformation or raveling. A high quality NRRDA guidelines advocate use of table-1.
sub-base material is therefore required locally available materials. IRC SP:72,
where loading or climatic conditions are
severe. Otherwise, in case of low traffic Table No.-1 Physical Property of Marginal Material
volume roads,the material requirements
Sl. No. Test Trial Mix
for sub-base course can be relaxed.
A B C D E F
The road base is the main load 1 Soaked 23 26.5 18.01 13.5 13.2 12.91
spreading layer of the pavement. A wide CBR (%)
range of materials can beused in 2 PI Value 5.5 3.5 7 7.5 8 10
unbound layers of road including
3 Water 3 3 3.5 3.5 3.5 3.5
construction and demolition waste,
Absorption
kankar, moorum, gravels, etc. The
4 MDD gm/cc 2 2.15 1.99 1.99 1.89 1.89
suitability of materials for use depends
primarily on thedesign traffic level and 5 OMC 8.97 8.66 9.42 9.22 9.10 9.11
the local environment. PI: Plasticity Index; MDD: Maximum dry density; OMC: Optimum Moisture Content.

20 Indian Highways, September 2016

2.2 Gradation Trial Mix (A)- 40% soil/moorum, construction and demolition waste.
In order to obtain the gradation of 25% kankar, 15% gravel, 20% Trial Mix (E)- 50% soil/moorum,
marginal materials, six mix proportions construction and demolitionwaste. 20% kankar, 10% gravel, 20%
were prepared. Sieve analysis were Trial Mix (B)- 30% soil/moorum, construction and demolition waste.
carried out and the average values of 25% kankar, 25% gravel, 20% Trial Mix (F)- 55% soil/moorum,
results were rounded off, and used for construction and demolition waste. 20% kankar, 7% gravel, 18%
the gradation to be followed during the
Trial Mix (C)- 40% soil/moorum, construction and demolition waste.
investigation. Table 2 shows the
20% kankar, 15% gravel, 25% From the data presented in table
gradation obtained.
construction and demolition waste. no.2, it is evident that the gradation
The respective proportions in trial
Trial Mix (D)- 45% soil/moorum, obtained in case of trial mix B is most
mixes are as described under
25% kankar, 10% gravel, 20% suitable. Therefore further investigations
Table No. -2 Gradation of Marginal Material
are carried out on this selected mix (trial
mix B).
Sl. No. Sieve Trial Mix
Size A B C D E F The salient features of the selected
1 45 mm 100 100 100 100 100 100 mix is given below:
2 26.5 mm 75-95 N-A 100 100 100 100 From the data presented in table no.
3 9.5mm 40-75 30.60 50-85 60-100 100 100 2, it is evident that the gradution
4 4.75mm 30-60 25-55 35-65 50-85 55-100 70-100 requirements in case of trial mix B is
5 2mm 20-45 15-40 25-50 40-70 40-100 55-100 most suitable. Therefore further
6 425 micron 15-30 8-20 15-30 25-45 20-50 30-70 investigations are carried out on this
7 75 micron 5-20 2-8 5-15 5-20 6-20 8-25 selected mix (trial mix B).
Table No. -3 Sieve Analysis The salient features of the selected
IS (mm) % of Passing Lower Limit of Passing Uper Limit of Passing mix is given below:
45.00 100 100 100 2.3 CBR
9.500 51.37 30 60 Standard proctor test was carried
4.750 32.43 25 55 out for various proportions of marginal
2.000 19.56 15 40 material. The test samples were
0.425 12.47 8 20 prepared by static compaction. After
0.075 3.77 2 8 obtaining the maximum dry density from
the proctor test, CBR test was carried
Table No. -4 Soaked CBR and Modified Proctor density
out at that density.
1 Soaked CBR (%) 26.5
2 MDD gm/cc 2.15 The salient features of the selected
3 OMC 8.66 mix is given below :

Graph No.-1 Graph no. 2

Penetration (mm)

Indian Highways, September 2016 21

3. Construction Methodo- Based on the results on soil Graph no. 6
logy stabilization by marginal materials (table
3.1 Sub grade stabilization no. 6) the final selection of soil: Marginal
Stabilization of existing sub-grade material mix composition workout to be
was done with the use of marginal 90%: 10%.
materials in different proportion mixed The relevant properties are as
with ordinary soil. under:
For this purpose 10% marginal The salient features of ordinary soil
material & 90% ordinary soil was used. is given below:
The salient properties of marginal Graph no. 3
material & ordinary soil are described
in table no. 5,6 & 7
The physical property of ordinary SUB-GRADE CONSTRUC-
soil used, are given in table no. 5 TION- Immediately prior to the laying
Table No.5 Physical property of of sub-grade the ground were finished
ordinary Soil to MORTH Clause 301 or 305 as
Sl. No. Properties Value applicable. The ground was prepared by
1 Liquid Limit 41 removing all vegetation and other
2 Plastic Limit 24 extraneous matter, lightly sprinkled with
3 Plasticity Index 17 water and rolled with two passes of 80-
4 OMC 16 100 kN smooth wheeled roller.
5 MDD 1.82
The 10% marginal material and
6 Soaked CBR (%) 4.43 Graph no. 4 90% local soil were properly mixed and
Table No. 6 –Marginal material mixed with placed on the rolled surface in three
ordinary soil in different proportions.
layers. The first layer of 100 mm
Sl. Type of OMCMDD Soaked
thickness, 2nd layer of 100 mm thickness
No. Material CBR
and the third layer of 50 mm thickness
1 Soil 16 1.82 4.43
was placed, every time watered and
2 Marginal 8.66 2.15 26.5
rolled with a 80-100 kN smooth wheeled
Material roller. Thus, the stabilized layer of sub-
grade B grade showed increase of CBR value
3 Soil+ 5% 14 1.89 5.70 from 4.43 to 6.03. The compaction test
Marginal results are as mentioned below:
material 3.2 Sub-Base preparation
4 Soil+ 10% 13 1.91 6.03 The salient features of the
stabilized mix of soil and marginal The sub-base layer was prepared
Marginal
material is given below: with the use of marginal material such
material
as construction & demolition waste
Table no.-7 The selection of mix (dismantled PCC etc.) Gravel, Kankar,
property for sub-grade material Graph no. 5
moorum (All locally available) in the
Sl. Type of OMC MDD Soaked
designed proportion (trial mix B)
No. Material CBR
1 Soil 16 1.82 4.43 The salient properties of sub-base
2 Marginal 8.66 2.15 26.5 materials such as Gradation, CBR value,
Material OMC & MDD and compaction tests
are presented in table no. 2,3,4,9 &graph
grade (B)
no. 1,2 respectively.
3 Soil/ 13 1.91 6.03
moorum+ SUB-BASE CONSTRUCTION:
10% The designed thickness of sub-base
Marginal layer worked out to be 125 mm. as per
material the pavement design.Therefore the

22 Indian Highways, September 2016

entire layer was laid in single stroke as
per the standard procedure laid down by
IRC codes. The compaction test results
are as mentioned below.
4. Pavement Design
The design of flexible pavement
involves the interplay of several
variables, such as, The Wheel loads,
Traffic, Climate, Terrain, Soil
characteristics and sub-grade conditions.
With a view to have a unified approach
Table No. 8
Field Density of Sub-Grade
(Sand replacement method)
Observation Tables
(a) Calibration of Sand
(i) Mean weight of sand in cone
(of pouring cylinder) (W2) in gm =
(ii) Volume of calibrating cylinder (V)
in cc.=
(iii) Weight of sand (+cylinder) before
pouring (W1) in gm. =
(iv) Mean weight of sand (+cylinder)
after pouring (W3) in gm. =
(v) Weight of sand to fill calibrating
cylinder. (Wa=W1-W2-W3) in gm.=
(vi) Bulk density of sand Ys = (Wa/V)
gm/cc =
(b) Determination of Soil Density
(i) Determination number =
(ii) Weight of wet Soil from hole
“Ww” gm =
(iii) Weight of sand (+cylinder) before
pouring “W1” in gm. =
(iv) Weight of sand (+cylinder) after
pouring “W4” in gm. =
(v) Weight of sand in hole, in gm.
“Wb” = (W1-W4-W2) =
(vi) Wet density of Soil “Yw”=Ww/Vh
(vii) Moisture content Container No.=
(viii) Moisture content (%) = “w”=
(ix) Wt of dry soil from hole =
(x) Dry density “Yd” = Yw* 100/
(100+w) gm/cc =
(xi) MDD =
(xii) % Compaction = Yd/MDD*100
Indian Highways, September 2016
for working out the design of flexible The detailed design is as follows.
pavement in the country, the IRC
guidelines in IRC SP-72-2007 is widely
followed. The two most important factors
for pavement design are the CBR values
of the soil and the traffic census data.
CBR value for designed graded material
of sub-base can be referred from table
no. 4 Graph no. 1,2. The traffic census
data was collected from the roads in
vicinity of the proposed site. Design calculation (As per IRC SP-72-2007)
TableNo. 9
Field Density of GSB Non-Conventional Material
(N.C.M.) (Sand replacement method)
Observation Tables Thickness of layer in mm = 125
(a) Calibration of Sand
(i) Mean weight of sand in cone
360 (of pouring cylinder) (W2) in gm = 361
(ii) Volume of calibrating cylinder (V)
1180 in cc.= 1180
(iii) Weight of sand (+cylinder) before
6105 pouring (W1) in gm. = 5845
(iv) Mean weight of sand (+cylinder)
4067 after pouring (W3) in gm. = 3802
(v) Weight of sand to fill calibrating
1678 cylinder. (Wa=W1-W2-W3) in gm. = 1682
(vi) Bulk density of sand Ys = (Wa/V)
1.4220 gm/cc = 1.4250
(b) Determination of GSB Density (N.C.M)
(i) Determination number =
(ii) Weight of wet GSB from hole
2113 “Ww” gm 2296
(iii) Weight of sand (+cylinder) before
5627 pouring “W1” in gm. = 5145
(iv) Weight of sand (+cylinder) after
3875 pouring “W4” in gm. = 3389
(v) Weight of sand in hole, in gm.
1392 “Wb” = (W1-W4-W2) = 1395
2.153 (vi) Wet density of GSB “Yw”=Ww/Vh 2.339
(vii) Moisture content Container No.=
13.000 (viii) Moisture content (%) = “w”= 8.660
1838 (ix) Wt of dry GSB from hole = 2097
(x) Dry density “Yd” = Yw* 100 /
1.905 (100+w) gm/cc = 2.152
1.910 (xi) MDD = 2.150
99.738 (xii) % Compaction = Yd/MDD*100 100.093
23
 DESIGN OF FLEXIBLE N=1=1 (Assumed as per IRC:58-2002)
PAVEMENT t = Duration of harvesting season in n = Design life in years = 10
(IRC:SP:72-2007) days= 65
Cumulative ESAL = 60000-100000= T3
Before opening of the traffic = 318Λ x
CBR – 6.00%
(1+r) Λ x = 318 x (1+0.06)Λ4 (Sec. 3.5)
Sub grade category – S3 ADT = 401 application
Design type : Stabilized sub-grade r = assuming an initial growth rate = 6%
with non-conventional material in x= Years before opening of the road to
granular sub-base. traffic = 4 Pavement Thickness and
Composition
There are 2 harvesting season in Proportionate HCV & MCV out of the
the area, each having a duration of about ADT For cumulative ESAL applications
65 days, The above traffic count data (SWC may be converted into Laden of 61100, referring to the Traffic
was collected 4 years before opening MCV (1 SWC = 2 Laden MCV) category in the range 60000-100000 and
the road to traffic. Since the peak As per clause 3.4.6 of IRC:SP:72-2007 the sub-grade category of CBR, 5-6, as
harvesting season traffic data is not HCV(L)-1x401/262 = 1.5 per Fig 4 of Page no. 16, 275mm thick
available, traffic volume has been HCV (UL)-1x401/262 = 1.5 pavement should be provided.
considered double the traffic during the MCV(L)-17x401/262 = 26.0 Design pavement crust thickness
non-harvesting season (n=1). MCV(UL)-10x401/26 = 15.3 (In mm) = 275 mm
TOTAL = 44
Existing crust thickness
Commercial Vehicles per day (CVPD)
Computation of Design Traffic (measured) In mm (Avg.) = 0 mm
for Design
Parameter
Vehicle Damage Factor (VDF)
Total motorized & Non motorized Vehicle Type Laden Unladen/
vehicle per day (as per traffic survey A Recommended For new Crust
Parially Layers:
conducted and forecasting according to HCV 2.58 0.31
specification of IRC: SP:72-2007 & IRC MCV 0.31 0.02 1 Sub Base:
: SP: 108). (ii) G.S.B. 125 mm
Bicycle & Cycle Rickshaw = 180 (With non-conventional
As per Traffic Census, Proportion
Motor Cycle = 50 of Laden &Unladen vehicles are material)
Cars, Jeeps & LCV = 7 approximately equal in no. (Sec. 3.4.4) 2 Base Course:
Full sized trucks/bus (Laden) = 1 ESAl per day, To (i) WBM Grade – II
Full sized trucks/bus (Un-Laden) = 1 = 1.5x 2.58 + 1.5 x 0.31 + 26 x 0.31 + 75 mm
Agricultural Tractor-Trailers and 15.3 x 0.02 = 12.70 (ii) WBM Grade – III
Cumulative ESAL 75 mm
Jugads (L) = 9
= T0x 365 x [{(1+r)n-1}]/r] x L 3 Surfacing:
Agriculture Tractor-Trailers and
application, N 20mm PMC and Seal Coat
Jugads (UL) = 10
Animal-Drawn carts (Solid Wheeled) = T0 x 4811 x L
5. Conclusion
= 4 = 12.7 x 4811 x 1
The physical and strength
Total = 262 N = 61,100 characteristics of various waste
Where, T0 = ESAL per day = number materials like Marginal material were
of commercial vehicles per day in the examined in laboratory and the results
Average Annual Daily = T+1.2nTt/365
year of opening x VDF = 12.7 were found to be within the specified
= 262+(1.2x1x262x65)/365 limits as per MORTH. Salient outcomes
L= Lane distribution factor;
AADT = 318 of the study are enlisted in following
L= 1 for single lane/intermediate lane=1 section.
Where, T = Average Traffic, plying per
day during the lean season = 262 r = Annual growth rate of commercial The use of marginal materials
vehicles (In%) = 6 % along with local soil/ mixed in designed

24 Indian Highways, September 2016

proportion proves its worth for use in GSB
layer. The designed marginal material
(trial mx B) consist of 30% soil/ Moorum,
25% Kankar, 25% gravel, 20%
Construction and Demolition waste. The
designed thickness reduces from 175
mm to 125 mm whereas the CBR value
increases from 4.43 to 6.03 thus saving
50 mm depth in overall pavement
thickness.
From the above, it can be inferred
that use of locally available marginal
materials needs to be accorded its
rightful place for construction of
moderate traffic volume rural road.
Considerable saving in construction cost
and slowing down of environmental
degradation can be achieved by adopting
Indian Highways, September 2016
use of marginal materials. In the present
work the benefit of using marginal
materials is two fold. Number one there
is reduction of 50 mm thickness in
pavement layer and number two there is
saving of scarce natural resources from
further exploitation.
References:
• “Use of Marginal Material in Road
Construction Editorial, Indian Highways,
vol. 26, No. 26, Aug 1998. pp 3-4.
• Ministry of Road Transport & Highways,
Fourth Revision (2001).
• Portas S; 2004; Case Study: Mechanical
Reliabilioty of Sub-grade Layer Built with
Demolition waste materials; 2 nd
International Congress on New
Technologies and Modelling Tools for
Roads, Societa Italiana Infrastructure
Viarie, Florence, Italy.
• Cook JR, Bishop EC, Gourley CS and
Elsworth N E, Promoting theuse of
marginal materials’, Published by TRL
limited, 2001
• Indian Roads Congress Special
Publication 72, ‘Guidelines for desing of
flexible pavements for low volume roads’,
2007
•NRRDA, Ministry of Rural Development,
Government of India, ‘Quality Assurance
Handbook for Rural Roads’, 2007
• Rollings R R, ‘Substandard Materials for
Pavement Construction’, ARRB
Proceedings, Volume 12, Part-7, 1984
• Alvin H Meyer and Hudson W R,
‘Preliminary Guidelines for Material
Requirements for Low Volume Roads’, 4 th
International Conference on low Volume
roads, TRR 1106, 1987 
25
INDIAN HIGHWAYS SEPTEMBER 2016