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Steps to Improve Roads on Black Cotton Soils

D V Bhavanna Rao, M.Tech., FIE.,


Chief Engineer, R&B , Retired
Roads & Buildings Department
Government of Andhra Pradesh.
Email: bhavannarao@yahoo.co.in
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Generally, lands with black cotton soils are fertile and very good for agriculture,
horticulture, sericulture and aquaculture. Good irrigation systems exist, rainfall is
high and people are affluent in these areas. Though black cotton soils are very
good for agricultural purposes, they are not so good for laying durable roads. Good
road network is a basic requirement for the allround development of an area.
Unfortunately, poor road network is hampering the full fledged development of the
otherwise prosperous areas.

For developing a good and durable road network in black cotton soil areas, the
nature of soils shall be properly understood. Black cotton soils absorb water
heavily, swell, become soft and lose strength. Black cotton soils are easily
compressible when wet and possesses a tendency to heave during wet condition.
BC soils shrink in volume and develop cracks during summer. They are
characterised by extreme hardness and cracks when dry. The stability and
performance of the pavements are greatly influenced by the sub grade and
embankment as they serve as foundations for pavements. On such soils suitable
construction practices and sophisticated methods of design are to be adopted. In
the present paper, reasons for poor condition of roads in B.C soils and measures to
be taken for construction and improvement of roads on BC soils are presented.



Following are some of the important reasons for poor condition of roads in BC soil
terrain.
Nature of BC soils
Poor drainage facilities
Use of gravelly soil in base and sub-base
Improper estimate preparations
Plying of overloaded vehicles and iron wheeled tractors trolleys/carts
Damage of roads during collection of materials
Forming roads on canal banks and tank bunds
Nature of Black Cotton Soils
Roads running in black cotton soils are known for bad condition and unpredictable
behavior for which the nature of the soil contributes to some extent. Nature of
blackcotton soils is discussed here.
a. BC soils absorb water heavily, swell, become soft, lose strength, easily
compressible and has a tendency to heave during wet condition.
b. BC soils shrink in volume and develop cracks during summer. They are
characterized by extreme hardness and cracks when dry.
c. Soils are called highly expansive when Free Swell Index exceeds 50%. Such
soils undergo volumetric changes leading to pavement distortion, cracking
and general unevenness due to seasonal wetting and drying.
d. BC soils produce a CBR value of 2 to 5% if compacted efficiently

Indian Road Congress code IRC: 37-2001, Guidelines for design of flexible
pavements, suggested the following in Appendix 4 for pavement on expansive
soils.
a. Buffer layer: Providing a
non expansive layer of 0.6
to 1m thick prevents
ingress of water into
expansive soil layer and
counteracts swelling. It
also reduces the harmful
effects of heaving and
reduces the stress on
expansive layer.
b. Blanket course: A
blanket course of at least
225 mm thick composed of
coarse/medium sand or non plastic moorum with PI less than 6% shall be
provided for full width of formation over expansive subgrade.
c. Drainage: Appropriate surface drainage and subsurface system to prevent
ingress and retention of water in the pavement structure.
d. Thick BT surfacing: Desirably, 40mm thick BT surfacing shall be provided
to prevent ingress of water.
Poor Drainage Facilities
For Indian roads drainage is a badly neglected aspect. Special publication of Indian
Roads Congress, IRC: SP 42 clearly gives guidelines for providing surface and sub
surface drainage systems. The main objective of road drainage is to prevent early
damage of the pavement due to entry of excess of water and preventing saturation
up to a depth of 1 meter belowthe top of sub grade.
Various types of damages arising due to inadequate drainage are listed below.
a. Reduction in bearing capacity of sub grade soil
b. Pavement failures like potholes, rutting, waviness and corrugation in flexible
pavement
c. Reduction in strength of many pavement materials like stabilised soil, WBM
and BT surfacing
d. Damages to shoulder and pavement edges from surface water
e. Considerable erosion of soilfrom sub strata, slopes, cut and hill side due to
surface water.
Water enters the pavement structure in one or a combination of the following
ways:
a. Ingress of water through berms and porous BT surfacing
b. Seepage water flowing across the pavement structure
c. High water table conditions
d. Capillary rise of water through embankment and sub grade soils
e. Absorption of water during curing of subsequent layers
The importance of drainage arrangements is stressed in the Editorial of Indian
Highways, October 2004 edition. Some excerpts are presented here under.
Adequate arrangements to cater for both surface drainage and sub surface
drainage are essential to prevent flooding of roads, weakening of road structure,
formation of potholes, stripping of bitumen etc. The aim of good design should,
therefore, be to remove the surface water efficiently and to keep water level well
below pavement. Pavements are damaged more by water than from the effect of
large volumes of traffic. The results of AASHTO road test have clearly indicated that
the rate of serviceability loss of pavement where sub grade soil is saturated was 10
to 40 times higher as compared to those on dry sub grade soils.
On many of our roads there is no drainage system to drain off
the water from the road crust and sub grade. On soaking of the
road crust and sub grade the pavement stability reduces
drastically. A drainage layer in the form of coarse graded
granular sub base shall be laid for the full width of formation as
shown in the Figure 2. It also acts as a capillary cut off. At some locations capillary
rise of water soaks the sub grade and crust for which GSB as drainage layer is a
good remedy.
In the above table, observed heights of capillary rise in various soils are given. It
indicates that the chance of ground water entering into the road crust is very high
in BC soil embankment and sub grade.

Use of Gravelly Soil in Base and Sub-base
The biggest contributor of road damages in the southern states is the use of highly
adhesive and plastic gravelly soil in sub base and base layers. Even today, many
highway engineers strongly believe that adhesive quality is very much required for
sub base and blindage materials. A look into the definitions and specifications
prove that this belief is totally wrong.
Definition of sand and gravel as per Code IS: 1490 1987: Sand and gravel are
defined as Cohesion less aggregates of angular, subangular, sub-rounded,
rounded, flaky or flat fragments of more or less unaltered rocks or minerals.
According to the system, gravel is the fraction of the material between 80mm IS
sieve size and 4.75mm IS sieve size. Sand is a fraction of the material between
4.75mm IS sieve size and 75 micron IS sieve size.
Andhra Pradesh Standard Specification 138 for moorum: The moorum shall be
composed of well graded coarse siliceous and gritty to touch and free from dirt and
deleterious matter. Material passing 75 micron shall not exceed 10%. Liquid limit
shall not exceed 20% and Plasticity index shall not exceed 6% for sub base, filler
material in surface treated WBM roads and backing for revetment. The above
values are 33% and 6to 9% respectively for filler material in WBM roads.

Fourth revision of Ministry of Shipping, Road Transport and Highways (MOSRT&H)
specifications for road and bridge works Clause 401 and IRC: 37 2001, specified
the following requirements for the materials to be used in sub-base.
a. Material in mix passing 425 micron sieve shall have liquid limit less than
25% and Plasticity index less than 6%.
b. Material passing 75 micron sieve shall be less than 10%.
c. Material in the mix shall satisfy specified grading
d. Material in mix shall have 10% fines value more than 50 KN

MOSRT&H 404.2.6 for 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 river born 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.
MOSRT&H 404.2.7. Binding material: Binding material to be
used for water bound macadam as a filler material meant for
preventing raveling, shall comprise a suitable material approved
by the Engineer having a Plasticity Index (PI) value of less than
6
501.2.2: Coarse aggregates for BT courses: Coarse aggregates
shall consist of crushed rock, crushed gravel or other hard
material retained on 2.36mm sieve. They shall be clean, hard,
and durable, of cubical shape, free from dust and soft or friable
matter, or other deleterious matter. Where crushed gravel is
proposed for use as coarse aggregate, not less than 90% by
weight of the crushed material retained on the 4.75mm sieve
shall have at least two fractured faces.
All the above requirements clearly indicate that if the locally available gravel is to
be used in sub-base or in base or as coarse aggregates for bituminous surfacing,
the gravel must be rocky type material not soil type material.
Materials available in various approved gravel quarries throughout Andhra Pradesh
are red earth, clayey gravel or clayey sand but not gravel or moorum as per the
stipulations of Standard Specifications. R&B (Roads & Buildings) Soil Testing Cell,
Vijayawada and R&B Road Research Station, Hyderabad are conducting tests on
soils for the past 35 years. Number of test results on samples from different
Districts of Andhra Pradesh are obtained and enclosed for perusal. Some of the test
results fromvarious Districts are enclosed for perusal. As Executive Engineer Roads
and Buildings Quality Control division, Vijayawada, the author conducted tests on
gravel samples from various gravel quarries in Andhra Pradesh and their results
also produced values in the range shown in Table 2.

What does the gravel test results shown in the Table-2 indicate?
a. The material available in our gravel quarries is not gravel and it may be
called as red earth only.
b. It possesses all bad qualities of BC soils such
as water absorption, softening, high plastic
nature, expansiveness and easy
compressibility etc., but to a lesser extent.
c. It produces high Maximum Dry Density and
useful for use in sub grade and shoulder construction.
d. Blending gravel with stone dust, sand or flyash will reduce the harmful
effects of gravel to some extent but it is very difficult in the field for proper
blending.
e. Blending may be resorted to only for very low traffic roads and no gravel
shall be allowed for high traffic roads in the road
crust.
Improper Estimate Preparations
In the estimates prepared for repairs or improvement
works the provisions made are not as per the site
requirements. Proper training of the Engineering
personnel at the time of entering into the department
and regular refresher courses regarding the latest
development and techniques is a must for any
organization to succeed. The importance of training was
not given any in our PWD setup. From Figure 3, it can be
seen that the shoulders, embankment and sub grade
were done with black cotton soil. Sub-base was done
with red earth duly considering it as gravel. The base
courses consist of coarse aggregates with red earth
blindage.



Both the black cotton soil and redearth absorbs water and becomes soft and
compressible. For these roads, there is huge chance of water entering the
embankment, sub grade, shoulder, sub-base and base and most of the water
entering the pavement is likely to be absorbed by black cotton soil and red earth. If
the blindage gravel in WBM layers is saturated lot of pot holes form on the
bituminous surface. If the so called gravel base or sub grade are soaked sinking
type of failures take place.
Plying of Overloaded Vehicles and Iron Wheeled Tractor, Trolleys & Carts
Plying of overloaded vehicles is prevalent in this area and the resultant high vehicle
damage factor causes damage to all categories of roads. Plying of iron wheeled
tractors during agricultural operations spoils the bituminous surfacing. It is very
difficult for R&B department to
control the unauthorized plying of
the vehicles. Government has to
take stringent measures to prevent
the overloaded and iron wheeled
vehicles plying on our roads.
Damage of the Roads During Collections of Materials
Vehicles conveying construction materials to the road site carry very heavy loads,
inducing high vehicle damage factor, damage the sub grade, sub base and base
layers. This type of damage is predominant when Water Bound Macadam layers are
constructed. Strict control regarding over loading of vehicles shall be exercised and
collection of materials shall not be allowed during rainy season. During rainy
season, sub grade soils are saturated and are in a plastic state. Plying of heavy
loaded vehicles at such times cause irrepaerable damage to the roads.




Forming Roads on Canal Banks and Tank Bunds
Road network in BC soil areas generally consist of roads
running on canal and drain bunds. Inspection tracks formed
on canal banks are converted as roads (in Guntur District).
Maintaining these roads is extremely difficult. The durability
of these roads depend on the type of soils with which the
bunds are formed. Also these roads are prone to damage
during canal draw down condition and at the times of silt
clearance done by Water Users Associations or Irrigation
Department. Lining of canals is the proper solution to
improve the durability of roads but it involves huge
expenditure. Reasons for frequent failure of canal slopes:
Most of the canals run on BC soils which are highly plastic
and expansive in nature. On such soils canal slopes shall be
formed to 3H: 1V to 4H: 1V so that the slopes are stable.
Otherwise canal lining or retaining walls is necessary to
protect the canal slopes. In most of the cases, the canal (or
road) slopes are in the range of 1H: 1V to 1H: 1V and
there is neither lining of canals nor retaining walls at most of
the places. Hence the canal or road slopes are highly
vulnerable to damage during canal draw down condition and silt clearance of the
canals.
Figure. 4, canal slopes in stable condition when water is flowing. During drawdown
condition water force on slopes gets removed allowing pore pressures and swelling
pressures push the soil in to the canal.








Failure of canal slopes during draw
down condition: When the canal runs
full the water force exerts pressure on
the slopes. After saturation of soil in
the slopes pore pressure develops and
the water force is countered resulting
in the equilibrium state. During draw
down condition the water force acting on the slopes is suddenly removed and there
is no opposing force to the force developed in soil of slopes. It results in the
pushing of soil slices into the canal. This causes damage to the road formation.
Sudden shutdown of canals causes extensive damage to road and canal slopes.
During Ognee Cyclone several Irrigation canals were shut down resulting in
extensive damages to R&B roads and canal slopes.
Failure of canal slopes during silt clearance: Water Users Associations or Irrigation
engineers take up silt clearance on canals to increase the cross section area of the
canal or channel to allow sufficient flow of water. Actually, due to steep slopes, the
canal slopes are very close to critical state. The grass grown on the berms and
slopes and accumulated silt act asstabilising forces to some extent .Once, the
chunks of soil and grass along this are removed, the stabilising moments are
reduced causing the failure of canal or road slopes. More soil falls into the canal
nullifying the effort of Irrigation people and extensive damage to the road running
on the canal.





Recommendations for Improvement of Roads in BC
Soil Areas
1. Drainage layer in the form of Granular Sub Base
with crushed aggregates, up to the formation edge
shall be provided in all new road constructions. In
widening works GSB as a drainage layer shall be
extended up to the edge of formation
2. Base widths shall be more than BT surfacing width
by 150mm to 200mm on either side to prevent
accumulation of water below BT surfacing and to
protect BT edges.
3. Multi layer base constructions shall be restricted to
places where required machinery is not available.
Wet Mix Macadam or Crusher Run Macadam is
cheaper than WBM at many places.
4. Use of natural gravel, which is highly plastic, shall
not be allowed in sub base or base layers.
5. Earthwork excavations near the toe of formation
shall be prohibited. Only selected earth required as
per clause 305 of MOSRT&H Specifications for road
and bridge works shall be allowed duly ignoring the
cost criteria.
6. Shoulder and sub grade are the most neglected
items in the road construction. Equal importance
shall be given to these items as specified in the above mentioned clause.
7. For recently done roads, drainage chutes 300mm450mm with drainage
material using HBG crushed aggregates confirming to type A grading of table
300-4 shall be provided from the bottom edge of sub base to the edge of
formation. They shall be spaced at 25m on both sides.
8. Necessary steps shall be taken to prevent the unauthorized plying of iron
wheeled vehicles and overloaded vehicles.


After analyzing the various reasons for the poor condition of roads in the coastal
Districts where the soils are black cotton, an effort was made to improve the
condition of R&B roads in Guntur District. An opportunity came in the shape of Kala
Chakra function in January 2006 at Amaravathi in which some remedial measures
suggested are implemented. The results are very good as observed after one and
half years.
For improving the road connectivity to the pilgrim town of Amaravathi in Guntur
District on the occasion of Kalachakra Initiation - January 2006, several R&B
roads are widened and improved to facilitate smooth flow of traffic.
In all, 10 roads for a length of 62.28 Km are widened and strengthened and 4
roads for a length of 24.16 Km are improved in less than 6 months time. The main
reason for the early completion is the use of fully mechanized Granular Sub Base
and Wet Mix Macadam. If the old specifications are adopted, it would have taken 2
years time.
The existing roads are with 150 to 200mm thick gravel base (done with gravelly
soil or red earth), 200mm to 250mm thick WBM with gravelly soil blind age and a
thin bituminous surfacing. Such roads are widened with the provisions shown in the
figure 5.
The remedial measures implemented in Kala Chakra works are:
a. Providing GSB with HBG crushed
aggregates as sub base up to the edge
of formation.
b. Providing Wet Mix Macadam in base
layers.
c. Providing suitable soils for the shoulders.
d. Improving road geometrics wherever necessary.
e. Badly damaged stretches are recycled by fully picking the crust, removing
the gravelly soil, sectioning the picked metal, rolling, applying stone dust as
screenings and binder. By this way the sunken roads are converted as new
WBM surfaced roads. Further, GSB is proposed in low lying stretches and
overall WMM followed by BM and SDBC. This process was adopted for
strengthening and improving two problematic roads namely Tadikonda
Kantheru road and Mangalagiri and Neerukonda roads in Kala Chakra works.
The performance of all the above roads is very good after the rainy season in which
the rainfall is very high. No undulations or sunken portions are noticed as has been
the case with the old methods. Several problematic roads are improved in R&B
circle Guntur during the last two years. District Administration is very happy with
the condition of roads.
References
1. Ministry of Road Transport & Highways Specifications for Road and Bridge
Works 2001.
2. Ministry of Rural Development Specifications for Rural Roads- 2004.
3. Bhavanna Rao D.V (2005)," Adverse effects of using natural gravel in sub
base, base and Water Bound Macadam. Indian Road Congresss Indian
Highways February (2005).
NBMCW September 2007
Courtesy : http://www.nbmcw.com

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