EBOOK HIGHWAY ENGINEERING LABORATORY 2nd edition eISBN

CIVIL ENGINEERING WORK INSTRUCTION Page :
JKA/ DCC30112/ 2022 Edition :
DUCTILITY TEST OF BITUMEN Checking No.
(Reference Standard:
BS EN 13589) Effective Date:
Amendment Date:

1.0 OBJECTIVE OF EXPERIMENT :
1. To measure the ductility of a given sample of bitumen
2. To determine the suitability of bitumen for its use in road construction

2.0 SUMMARY OF THEORY :
The Ductility Test of Bitumen is one of the important tests of bitumen which is essential
before using it in road construction. The Ductility Test of Bitumen used to measure the
adhesive and elastic properties of any bitumen sample.

The bituminous binder used in the pavement should be ductile enough to take up the
deformations acting upon it without exceeding the deflection limit. Ductile bitumen can
form a thin ductile film around the aggregate particles. Thus, it does not crack at low
temperatures. However, the films of brittle bitumen are not ductile and crack may easily
develop in lower temperatures.

Ductility: It is the property of a material by virtue of which a material is able to undergo
plastic deformation when pull force is applied without rupture or breaking.

Ductility of Bitumen: The amount in centimeter by which the bitumen can stretch before
breaking is called ductility of bitumen.

.

Ductility Test of Bitumen
Grade of Bitumen: There are five grades of bitumen on the basis of penetration value.
They are demonstrated as S-35, S-45, S-55, S-65, S-90, and S-200.

Higway Engineering Laboratory page 43

3.0 EQUIPMENT :

Ductility apparatus Briquette mold- 3 in no Thermometer Water Bath
Other accessory apparatus include: Knife, Heating oven and Beaker

4.0 MATERIALS:

1. Bitumen of known grade
2. Glycerine
3. Dextrin

3. 0 DETAILED PROCEDURE : REFERENCE
DOCUMENT
WORK PROCESS
The ductility test of bitumen is carried out in two steps: page 44

Sample Preparation: In this step, the bitumen sample is filled in the
briquette mold after melting it.

Testing of the Specimen: In this step, the bitumen sample taken in the
mold is tested for its ductility in the ductility testing machine.

A. Sample Preparation:

1. Take the bitumen sample in a beaker and heat it to a temperature
of 75-100°C- above its approximate softening point. Allow the
bitumen to melt until it is converted completely into a liquid state.

2. Prepare a mixture of glycerine and dextrin in equal proportions. Mix
it well. Then coat the surface of the brass plate and the interior of
the sides of the briquette mold. This prevents the bitumen from
sticking to the mold.

Higway Engineering Laboratory

WORK PROCESS REFERENCE
DOCUMENT
1. Fix the sides, clip over the base plate, and tighten the screw of the
clip with the help of a screwdriver.

2. Prepare all the three briquette molds in a similar manner.

3. Pour the melted bitumen in the briquette mold until they are full.

4. Allow the mold to cool at room temperature in air for about 30 to
40 minutes.

5. Place the whole assembly with brass plate and mold in a water
bath, which is maintained at 27 °C for about 30 minutes.

6. Cut the excess bitumen on the surface with the help of hot,
straight-edged putty knife or spatula and level the top surface. The
dimension of the briquette thus formed is exactly 1 sq. cm.

B. Testing of the Specimen:

1. Place the brass plate along with mold containing the specimen
again in the water bath at 27 °C for 85-95 minutes.

2. Remove the briquette from the base plate, unscrew the clips, and
remove the sides of the briquette mold.

3. Attach the assembly of bitumen sample with a base plate with the
help of rings of the clips to the pins or hooks in the ductility
machine. One clip of the mold is attached to the moving part
while the other clip is attached to the fixed part of the ductility
machine.

4. Tighten the screw of the clips of the mold with the help of a
screwdriver.

5. Check the pointer of the ductility machine is at zero. (Or note
down the initial reading of the ductility machine).

6. Switch on the ductility machine and adjust the gear so that the
movable part moves at the speed of 50 mm/minute. (The pull rate
of the machine is to be maintained 50 mm/min).

Higway Engineering Laboratory page 45

WORK PROCESS REFERENCE
DOCUMENT
7. Thus, the two clips are pulled apart horizontally at uniform speed
until the briquette specimen ruptures.

8. Measure the distance between the clips at the time of rupture of
the specimen

Observation:

As the ductility machine is allowed to run, one end of the machine
remains fixed, while the other end is pulled apart. The distance at
which the thread of the bitumen breaks is to be noted down for all the
three samples. If the specimen does not break even at 75 centimeters,
the machine is stopped and the ductility value is then mentioned as
greater than 75 cm.

DATA :

Description Sample- 1 Sample- 1 Sample- 1

Initial Reading (a) in mm

Final Reading (b) in mm

Ductility (b-a) in mm
Ductility of the sample = Average value of ductility of 1, 2, 3.

The ductility test of bitumen specimen is dependent on the grade
of the bitumen. Hence, ductility requirements vary with the grade
of the bitumen. Minimum ductility values standardized by Bureau
of Indian Standard for Bitumen Type1 for different grades are
tabulated below:

Grade of Bitumen Type-I Ductility (in cm)
S – 35 50
S – 55 75
S – 65 75
S – 90 75
S – 200 75

Higway Engineering Laboratory page 46

DISCUSSION : * Interpret and comment the results obtained
a By performing a bitumen ductility test, whether the given bitumen
b. . sample meets the ductility specifications as given in the standard.

Compare with the standard value and the value of the experiment made
and conclude whether the sample meets the ductility criteria.

CONCLUSION
a. Giveyourconclusion fromthis experimental and explain
the result you get.

REFERENCES: Give at least 5 references you refer

Higway Engineering Laboratory page 47

Experimental
Comprehension

Questions

1. How do you test ductility of bitumen?
2. How do you test for ductility?
3. Why do we do ductility test on bitumen?
4. What is the purpose of ductility test?

Higway Engineering Laboratory page 48

WORK INSTRUCTION Page :
Edition :
CIVIL ENGINEERING FLOAT TEST OF BITUMEN Checking No.
JKA/ DCC30112/ 2022 (Reference Standard:
Effective Date:
ASTM D139 – 16) Amendment Date:

1.0 OBJECTIVE OF EXPERIMENT :

To determine the consistency of the bitumen by float test.

2.0 SUMMARY OF THEORY :

A Float test of Bitumen is generally used to determine the consistency of a highly viscous
bitumen sample. The consistency of bitumen is an important property of bitumen to find
out before using. The float test of bitumen gives us an idea about how the bitumen sample
behaves in temperature changes and resistance to flow.

The float test of Bitumen measures the consistency of the bitumen when it is not possible to
determine the consistency by penetration test or viscosity test. Consistency of Highly
viscous bitumen is tested by float test. The distillation residues and residues from emulsion
are tested by float test. Consistency of bitumen is an essential parameter to analyze the
quality of bitumen.

Consistency measures the susceptibility of the bitumen to temperature change and
resistance to flow. The bituminous binder used in the pavement should be able to resist
the deformations applied to it. and consistency affects the ability of bitumen to resist
deformations. Hence, it is important to ascertain the consistency of bitumen before its use.

Higway Engineering Laboratory page 49

3.0 EQUIPMENT :
The apparatus used in the float test of bitumen are described below:

Floating apparatus Thermometer Water bath

Other accessory : Spatula, Heating oven, Beaker and Stopwatch

4.0 MATERIAL

1. Bituminous material- cutback bitumen or asphalt or tar products REFERENCE
2. Glycerine DOCUMENT
3. Dextrine
page 50
5.0 DETAILED PROCEDURE :

WORK PROCESS
The procedure to carry out the float test of bitumen is described
below:
A. Sample Preparation :
1. Take the bitumen sample in a beaker and heat it to the lowest

possible temperature. Allow the bitumen to melt until it is
converted completely into a liquid state sufficient for pouring.
2. Stir the bitumen sample thoroughly to get a homogenous sample
free from any air bubbles.
3. Prepare a mixture of glycerine and dextrin in equal proportions.
Mix it well.
4. Take the brass plate and coat it with the mixture prepared in the
above step. Then place the smaller end of the brass collar on the

Higway Engineering Laboratory

WORK PROCESS REFERENCE
DOCUMENT
brass plate.
5. Pour the air-free homogenous bitumen sample into the collar as page 51

per your convenience till it is filled slightly above the top.

B. Asphalt and Asphalt Products :

1. Allow the specimen to cool down at room temperature for about
15 minutes.

2. Then place the specimen in the water bath for 5 minutes and
maintain the temperature of 5 °C.

3. Remove the sample from the water and trim the sample from the
top of the collar with the help of a slightly-heated steel knife or a
spatula.

4. Place the collar and base plate with the sample again in the water
bath for at least 15 minutes at 5°C. Care should be taken that the
duration does not exceed 30 minutes.

C. Tar Product :

1. Immerse the tar products in the water of the water bath
immediately for 5 minutes and maintain the temperature of 5 °C.

2. Remove the sample from the water and trim the sample from the
top of the collar with the help of a slightly-heated steel knife or a
spatula.

3. Place the collar and base plate with the sample again in the water
bath for at least 15 minutes at 5°C. Care should be taken that the
duration does not exceed 30 minutes.

D. Preparation of Warm Bath:

1. Heat the water bath to the temperature required for testing of the
sample- 50 °C.

2. Maintain this temperature throughout the test without stirring.
Variations up to ± 5°C from the specified temperature are allowed.

3. Ensure the temperature by immersing the thermometer in the
water. The bulb of the thermometer should be immersed below the
top of the water level to a depth of 40 ± 2 mm.

Higway Engineering Laboratory

WORK PROCESS REFERENCE
DOCUMENT
4. . Heat the water for a minimum of 15 minutes and not more than 30
minutes.

e. Testing of the Specimen:

1. Remove the collar along with the sample from the base plate.

2. Place the sample along with the collar to the aluminum float and
fix it with a screw.

3. Immerse this assembly in water for 1 minute at 5 °C.
4. Take out the assembly from the water and remove the water from

inside of the float, if present inside.

5. Hover the assembly immediately into warm bath prepared
previously of temperature about 50 °C ensuring that the collar is
tightly attached to the float. No seepage of water should occur at
the time of testing between the collar and float.

6. Take a stopwatch and start the timer as soon as the assembly is
introduced into the warm bath.

7. Note the time in seconds at which the water breaks through the
specimen with the help of a stopwatch. This time gives the float
value.

DATA :
Following observations are to be recorded during the float test of
bitumen
(A sample observation table for float test of bitumen is drawn
below)

Observations Specimen – 1 Specimen – 2
Time in Second

Float Value = Average float value of 1 and 2.

Higway Engineering Laboratory page 52

DISCUSSION : * Interpret and comment the results obtained
a. Give the reason why warm bath should be prepared previously of

temperature about 50 °C
b. Give the result for any other properties determined including

temperature. Give your explanation.

CONCLUSION
a. Give your conclusion from this experimental and explain the result you get.

REFERENCES: Give at least 5 references you refer

Higway Engineering Laboratory page 53

Experimental
Comprehension

Questions

1. What is float test of bitumen?
2. What are the objective of float tests for bitumen?
3. What are the suitable bitumen material for this test?
4. Why we need to calculate the average value?

Higway Engineering Laboratory page 54

CIVIL ENGINEERING WORK INSTRUCTION Page :
JKA/ DCC30112/ 2022 Edition :
MARSHALL STABILITY TEST Checking No.
1.0 OBJECTIVE (Reference Standard:
ASTM D6927 - 06) Effective Date:
Amendment Date:

To determine the optimum bitumen content in the mix wearing course and binder
course in designing the pavement structural of flexible pavement

2.0 THEORY

Flexible pavement design consists of two main elements that is design thickness and mix
design. The design thickness is related to the semester 6 syllabus, which is designedbased on
Road Note
29.Mix design is focused on a mixture of substances used as binder layers and wear layers.
These materials must be through a proper mix design. There are various methods of mix
design, but the Marshall Mix design method is the most popular.

Apart from determining the optimum bitumen content, this method can also specify
aggregate grading on the most suitable mix design. The Marshall method outlines the
procedure beginning with specimen preparation until the determination of optimum
bitumen content.

Marshall Method is as follows :
1. Aggregate Grading
2. Aggregate Blending
3. Preparation of mixedgroups
4. Compaction
5. Unit Weight Determination
6. Marshall Stability Test
7. Hollow Computation
8. Determination of Optimum Bitumen Content

Higway Engineering Laboratory page 55

The test described above will be conducted in accordance with procedures established
by Malaysian Standard (MS), British Standard (BS) and the American Society for Testing
Materials (ASTM).

Marshall Stabilitytest should be conducted to determine optimum bitumen content of the
mixture to be used so that the mixture obtained is a good mix in terms of workability levels
and also in terms of structural strength. In Marshall stability test, we will make several different
bitumen premix sample and all premix samples will be tested for its stability and flow. These
values will be compared in six graphs to select the optimal bitumen that has the best
stability value. The average values of bulk specific gravity, stability, flow, VFB and VIM
obtained above shall be plotted separately against the bitumen content and smooth
curve drawn through the plotted value.

Densit
Stabilit

Flo
VIM
VF

% Bitumen

Five different types of graphs in Marshall Design

Themean optimumbitumencontentshallbedeterminedbyaveragingfiveoptimum
bitumen contents so determined as follows;

a. Peak of curve taken from the stability graph
b. Flow equals to 3 mm from the flow graph
c. Peak of curve taken from the bulk specific gravity graph
d. VFBequalsto75%forwearingcourseand70%forbindercoursefromtheVFBgraph
e. VIMequalsto4.0%forwearingcourseand5.0%forbindercoursefromtheVIMgraph.

3.0 EQUIPMENT Marshall Testing Machine

• Test Machine Marshall
• Head of steeltesting
• Water isotherms (waterbath)
• Extrusion Jack
• Marshall Compactor Machine
• Oven
• Weighing Scale

Higway Engineering Laboratory page 56

Material for sample of bitumen

Compaction Machine Water Bath
4.0 DETAILED PROCEDURE :

WORK PROCESS REFERENCE
The procedure of this test is stated in detail BS 1377:1985 DOCUMENT

A. Preparation of Specimen (Premix) page 57
1. Aggregates and fillers that will be used are be determined

2. The mixture comprises sufficient aggregate, sand and filler to
produce a specimen of approximately 1200g. Preheat the
aggregate in oven at 150 C for at least 4 hours

3. Heat the bitumen at the same temperature or the temperature of
the mixture

4. The hot aggregate, will be heated again in bowl (pan). Heat
without adding any bitumen mix for 1-2 minutes. Then add the
correct amount of bitumen. The bitumen content that is used is the
percentage of weight of the total mix. Use bitumen content ... %

5. The temperature during the mixing of aggregate and bituminous
mixture should not be below than 137 C

6. While preparing the mixture, the ram and Marshall mold should be
cleaned and heated to 137 C

7. Put the mold on the table and put a piece of filter paper into the
mold. Pour the hot mix into the mold and smoothen the top
surface. Then put another piece of filter paper.

Higway Engineering Laboratory

WORK PROCESS REFERENCE
DOCUMENT
8. Place the molds on a pedestal and compact on both top and
bottom surfaces Of 55 blows, which is designed for maximum tire
pressure 0.75 MN/m2

9. Remove the collar; leave the specimen for a while as the second
mixture is prepared and take out the specimen using an extrusion
jack. Let the specimen cool before testing it.

B. To test the specimen
1. Weigh and record the specimen’s weight in the air. Then weigh

the specimen again by putting it in water and record its weight.
Calculate the unit weight of the specimen Heat the specimen in
the water isotherms (water bath) at 60 ± 1° C for 30-40 minutes
Clean the surface of the head tester. Put the specimen in the
middle of the head. Fix the head on the correct position of the
tester.
2. Place the head tester equipped with a specimen on the
pedestal of the Marshall testing machine

3. Switch on and record the maximum force and maximum power
flow

C. Aggregate Mixing Specimen

Materials Percent (%)

20 mm aggregate 8
14 mm aggregate 14
10 mm aggregate 20
Quarry Dust/Sand 55
3
Cement

Bitumen content used : 4.0 %, 4.5%, 5.0%, 5.5, 6.0% and 6.5%

Higway Engineering Laboratory page 58

RESULTS

1. Calculate the unit weight of specimens, percentage of void and solidity
2. (stiffness) Sketch the graphs associated below :

- Density vs Binder Content
- VFB vs Binder Content
- Stability vs BinderContent
3.
- Flow vs BinderContent
- VIM vs Binder Content
Determine the Optimum Bitumen Content

DISCUSSION
a. Apart from the stability, discuss of the important characteristics of a bituminous

pavement mixture
b. Discuss the factors that influence the stability of bituminous pavement mixture

CONCLUSIONS :Make your conclusion based on your result.

REFERENCES: Give at least 5 references you refer

Higway Engineering Laboratory page 59

Experimental
Comprehension

Questions

1. What is the Marshall stability test?
2. Why Marshall stability test is conducted?
3. What is the purpose of Marshall test?
4. What is Marshall stability of bitumen?

Higway Engineering Laboratory page 60

CIVIL ENGINEERING WORK INSTRUCTION Page :
JKA/ DCC30112/ 2022 Edition :
CALIFORNIA BEARING Checking No.
RATIO TEST
Effective Date:
(Reference Standard: Amendment Date:
IS: 2720 (Part 16) 1979)

1.0 OBJECTIVE

TodeterminetheCaliforniabearingratiobyconductingaload penetrationtestin
thelaboratory.

2.0 THEORY

The California bearing ratio test is penetration test meant for the evaluation of
subgrade strength of roads and pavements. The results obtained by these tests are used
with the empirical curves to determine the thickness of pavement and its component
layers. This is themost widely used method for the design of flexible pavement.
This instruction sheet coversthelaboratorymethod forthedetermination of C.B.R. of
undisturbed and remoulded /compacted soil specimens, both in soaked as well as
unsoaked state.

3.0 EQUIPMENTS

1. Cylindrical mould with inside dia 150 mm and height 175 mm,
provided with a detachable extension collar 50 mm height and a
detachable perforated base plate 10 mm thick.

2. Spacerdisc148mmindia and47.7mminheightalong with handle.
3. Metal rammers. weight 4.5 kg a drop 450 mm. Weights. One annular

metal weight and several slotted weights weighing 2.5 kg each, 147
mm in dia, with a central hole 53 mm in diameter.
4. Loading machine with a capacity of at least 5000 kg and
equipped with a movable head or base that travels at an uniform
rate of 1.25 mm/min. Complete with loading dicatingdevice.
5. Metal penetration piston 50 mm dia and minimum of 100 mm in
length.
6. Two dial gauges reading to 0.01 mm. Sieves 20 mm B.S. Sieves.
7. Miscellaneous apparatus, such as a mixing bowl, straight edge, scales soaking
tank or pan,drying oven, filter paper and containers.

Higway Engineering Laboratory page 61

WORK PROCESS REFERENCE
DOCUMENT

4.0 PROCEDURE:

1. Determine the mass of the mold with base plate attached.
2. Prepare 6-7 kg passing sieves 20 mm soil sample. Mix the dry soil with

200 ml water so that the mixture has a water content that is 1% below
the optimum moisture content. Prepare around 6 kg of mixture.
Collect required data on soil properties and tabulate into form
3. 10.1.
4. Choose one of six methods for soil compaction. For this test
method No. 5 is recommended for soil compaction. According
to this method, compact the soil in the CBR mold with the
rammer. The soil should be poured into the mold in FIVE layers. Each
layer should be given distributed blows 62 times over the surface.
5. Remove the detachable collar and trim the top of the mold.
6. Measure the mass of the mold with the base plate containing the
specimen.
7. Place the mold with the specimen in the testing machine. Apply
a surcharge over the specimen corresponding to the mass of the
pavement.
8. Seat the plunger on the surface of the specimen under a small
load. Set the load and
9. penetration measuring dial gauges to zero.
10. Apply load to the plunger at a uniform rate of 1.25 mm/min.
11. Record proving ring readings at intervals of penetration of
0.25 mm to a total not exceeding 7.0 mm. Fill data.
12. Take a sample immediately below the penetrated surface
for moisture content determination.
13. Redo the steps listed above for the bottom part of the sample.

Higway Engineering Laboratory page 62

CALCULATIONS, PLOTTING ANDQUESTIONS:

i. Draw and plot a graph of force after calibration (Load) against penetration of
ii. plunger. Calculate the CBR value for the penetration 2.5mm and 5.0mm.

For TOP data Force for Penetration2.5mm x 100
CBR2.5 = 13.24 KN (standard force)

CBR5.0 = Force for Penetration5.0mm x 100
For BOTTOM data 19.96 KN (standard force)

CBR2.5 = Force forPenetration2.5mm x 100
13.24 KN (standard force)
CBR5.0 =
Force for Penetration5.0mm x 100
19.96 KN (standard force)

Example of force after calibration (Load) against penetration of plunger graph

Load (kN) Force for Penetration 2.5 mm
Top

Bottom

Penetration of plunger (mm)
2.5

Higway Engineering Laboratory page 63

DATA

NAME GROUP

CHECKED BY DATE

Penetration Top Bottom
of Plunger Force after
Force on calibration Force on Force after
( mm ) dial (kN) dial calibration

0.00 Gauge [(a) x 0.025kN/mm] Gauge (kN)
0.25 (mm)
0.50 (mm)
0.75 a
1.00 b [(b) x 0.025kN/mm]
1.25
1.50 Top Bottom
1.75
2.00
2.25
2.50
2.75
3.00
3.25
3.50
3.75
4.00
4.25
4.50
4.75
5.00
5.25
5.50
5.75
6.00

CBR2.5 mm
CBR5.0 mm

Higway Engineering Laboratory page 64

DATA GROUP
DATE
NAME
CHECKED BY

BULK AND DRY DENSITY

Mass of CBR mould (M1) g

Mass of CBR mould + Mass of g
compacted specimen (M2)

Mass of compacted specimen (M3 = M2 – M1) g

Volume of mould (V) m3
Bulk density, ρb = M3/V g/m3
Dry density, ρd = 100 ρb / (100 + W) g/m3

DATA GROUP
NAME DATE
CHECKED BY
WATER CONTENT g
g
Mass of container(M1) g
Mass of container + Mass of wet soil sample g
(M2) g
Massof container+ Massof drysoil sample(M3) %
Mass of moisture (M4 = M2 – M3)
Mass of dry soil sample (M5 = M3 – M1) page 65
Moisture content, W = 100 x (M4 / M5)
Higway Engineering Laboratory

DISCUSSION : * Interpret and comment the results obtained

a. Give the good value for the CBR 2.5 mm and 5.0 mm in this experimental. Compare
the standard result and your experiments result value. How many value over than
5% CBR value.

b. Explain why this experimental is more important to highway testing material. Give
3 suitable reason from this testing.

CONCLUSION
a. Give your conclusion from this experimental and explain the result you get.

REFERENCES: Give at least 5 references you refer

Higway Engineering Laboratory page 66

Experimental
Comprehension

Questions

1. How are California bearing ratios tested?
2. What is a good CBR result?
3. What is the purpose of the California bearing ratio CBR test?
4. How is CBR calculated?

Higway Engineering Laboratory page 67

WORK INSTRUCTION Page :
Edition :
CIVIL ENGINEERING ROAD SKID RESISTANCE TEST Checking No.
JKA/ DCC30112/ 2022 (Reference Standard:
BS 7941-1: 2006) Effective Date:
Amendment Date:

1.0 OBJECTIVE OF EXPERIMENT :

To measure texture depth and skid resistance of a road surface using the BS Pendulum Skid
Resistance Tester

2.0 THEORY

One of the surface requirementsfor a road pavement is it should possess a adequate skid
resistancevalue.Skid resistanceis importantfor road users safety.A good skid resistanceallows
for better grip between tire and road pavement surfaces. A new constructed road will
provide road users excellent skid resistancevalue,but the value willdecrease along theaging
of the road pavement surface caused by a few factors. Most of the road surfaces provide
a good skid resistance value in dry condition compared to wet condition. The presence
of water between the tire and road surface reduces the sufficient contact area which are
needed to create the 'grip'. This situation describes the procedure for determining the
frictional properties (skid resistancevalue) of a pavement surface using a Portable Skid
Resistance Tester.The equipment willmeasure the friction betweena skidding tireand wet
road surface in low speed situation <60 km/h).

3.0 EQUIPMENT SET UP:

1. Portable pendulum skid resistance tester
2. Perspective rule
3. Brush
4. Thermometer

Higway Engineering Laboratory Pendulum Skid Resistance Tester

page 68

WORK PROCESS REFERENCE
DOCUMENT
4.0 PROCEDURE:

1. Fix the Pendulum Rubber at the end of Pendulum
2. Place the skid resistance tester on the road surface and level

the base according the Leveler bubble
3. Set up the equipment to zero reading according the following

procedure :
i. Raise up theposition of the pendulum using theadjuster

knob until thependulum can make a free swing
ii. Place the Pendulum at its bracket
iii. Makesure thereis no obstaclealong thependulum swing

path,set up the reading pointer position equal to the
position of the pendulum.
iv. Repeat the procedure below until the reading pointer
produce a zero reading
v. value, make the adjustment using the adjuster screw.

4. Lower the pendulum till the pendulum slide rubber almost
reaches the road surface and then locks the knob adjuster

5. Check the slide distance travelled by the slide rubber on the
road surface with the aid of perspective ruler

6. The slide distance should be 125 mm-127mm, if the distance is
strayed away adjust the height of thependulum

7. Make sure the road surface is clean from the dust and sand.
Wet the road surface Place the pendulum at its bracket and
set up the reading pointer position equal to the position of
thependulum

8. Free the pendulum, let the pendulum provide a swing. During
the backswing make sure the pendulum is catche before it
reach the road surface.

9. Measure the temperature of water at the road surface

Higway Engineering Laboratory page 69

DATA GROUP
NAME DATE
CHECKED BY
READINGS
LOCATION AVERAGE

12345

1. Explain the importance of the Skid page 70
Resistance Value. Explain the importance
of this test.

2. Explain why the Skid Resistance value is decreasing along the
aging of the road.

3. Reportthetemperature-
correctedskidresistancevalue(SRV) and commenton
suitability of this value for the current use of the road (see
Table 1).

4. Compare the result of this test with the requirement and do some
discussion on it.

Higway Engineering Laboratory

WORK PROCESS REFERENCE
DOCUMENT

Table 1. Suggested minimum values of ‘skid resistance’ (measured with
the portable tester)

Category Type of site Minimum
skid

resistance
(surface wet)

Difficult sites suchas: 65
55
1. Roundabouts 45
A 2. Bendswithradius lessthan 150 m on

unrestricted roads

3. Gradients1 in 20 or steeper of
lengthsgreaterthan 100m

4. Approaches to traffic lights on
unrestricted roads

Motorways,trunk and class1 roads
B and heavily

trafficked roads in

urban areas

(carrying more

than 2000 vehicles per day)

C All other sites

DISCUSSION: * Interpret and comment the results
obtained

1. Report the source and type of bitumen.
2. Report the bath liquid used in the test and quotes the mean

softening point of your specimen. Comment on the value
obtained.
3. If the two test temperatures differ by more than 1°C, offer an
explanation. UsingtheNomograph given,determinethe
penetrationindex forthe
4. samples tested based upon the softening point test
temperature value known.

CONCLUSIONS :Make your conclusion based on your result.
REFERENCES: Give at least 5 references you refer

Higway Engineering Laboratory page 71

Experimental
Comprehension

Questions

1. How do you calculate skid resistance?
2. How do you increase skid resistance?
3. What is wet skid resistance?
4. What is skid resistance and what are the factors on which it

depends?

Higway Engineering Laboratory page 72

CIVIL ENGINEERING WORK INSTRUCTION Page :
JKA/ DCC30112/ 2022 Edition :
CORING TEST Checking No.
(Reference Standard:
ASTM D5361/D5361M – 16) Effective Date:
Amendment Date:

1.0 OBJECTIVE OF EXPERIMENT :
Core tests are generally performed to assess whether suspect concrete in a new
structure complies with strength-based acceptance criteria or not. In addition, it is
critically used to determine in-place concrete strengths in an existing structure for the
evaluation of structural capacity.

2.0 THEORY :

The standard test procedure is used for collecting samples of asphalt concrete by
coring methods. Samples of asphalt concrete collected using the coring method may
be used to evaluate various characteristics of an asphalt concrete pavement for
construction quality control testing, quality assurance testing and product
acceptance testing. Core samples may also be used for research testing purposes.

The standard core sample diameter for purposes of this test procedure will be 101.6 mm
or 152.4 mm. Generally, the maximum thickness of asphalt concrete pavement to be
sampled will be 250 mm.

3.0 EQUIPMENT

1. Portable Drilling Equipment
2. Core Barrels
3. Core Retrieval Tool
4. Marshall hand held compaction hammer
5. Container

Higway Engineering Laboratory page 73

4.0 DETAILED PROCEDURE : CORING TEST REFERENCE
DOCUMENT
WORK PROCESS

1. General. Test the core in compression not less than 2 days
after end preparation and immersing in water. Cores with
cracked or loose caps shall not be tested. Test the core
immediately on removal from the water and whilst it is still
wet.

Mark the core sample locations before positioning the
coring equipment.

Asphalt concrete may have to be cooled before sampling
to reduce the possibility of damage to the core. If the
asphalt concrete is 25 mm or less in thickness, place a
piece of dry ice 250 mm x 250 mm x 25 mm on the selected
site for ten minutes before coring. For each additional 25
mm of asphalt concrete thickness, an additional 5 minutes
of cooling time is required.

2. Placing the core in the testing machine. Wipe the bearing
surfaces of the testing machine and of any auxiliary
platens clean and remove any water, loose sand or other
material from the ends of the core, Centre the core
carefully on the lower platen of the machine. Wherever
possible use a jig to align the specimen. Do not use any
packing other than auxiliary steel platens between the
ends of the core and the platens of the testing machine.

Position the core drill with the core barrel perpendicular to
the asphalt concrete surface at the specified sampling
location.

Turn on the core barrel cooling equipment and lower the
rotating barrel steadily with just sufficient pressure to start
cutting. When the core barrel projects through the asphalt
concrete, stop the barrel rotation and turn off the cooling
equipment. Raise the core barrel and remove the core
from the hole using core retrieval equipment.

Higway Engineering Laboratory pag8e2 74

WORK PROCESS REFERENCE
DOCUMENT

3. Loading. Without shock apply and increase the load
continuously at a constant rate within the range of 0.2
N/(mm2 ·s) to 0.4 N/(mm2 ·s) until no greater load can be
sustained. On manually controlled machines as failure is
approached the load-indicator pointer will begin to slow
down; at this stage operate the controls rapidly and
smoothly to maintain as far as possible the specified loading
rate. Record the maximum load. Normal failures are
reasonably symmetrical. Note any unusual failures and the
appearance of the concrete

DATA

NAME GROUP
CHECKED BY DATE

A) Calculation estimated in-situ cube strength

= D X measured of compressive
1.5 + 1/λ strength of core

D = 2.5 for cores drilled horizontally (for precast units
perpendicular to height when cast); or 2.3 for cores drilled
vertically (for precast units parallel to height when cast);

λ = the length (after end preparation)/diameter ratio

DISCUSSION : * Interpret and comment the results obtained

a. Find the result of coring test
b. It is suitable or not depends on your result. Explain the

result

CONCLUSION
a. Give your conclusion from this experimental and explain the

result you get.

REFERENCES: Give at least 5 references you refer

Higway Engineering Laboratory page 75

Experimental
Comprehension

Questions

1. What is core test?
2. What is premix Coring test?
3. What is Coring in construction?
4. What is asphalt coring test?

Higway Engineering Laboratory page 76

Trafic Study

85

CIVIL ENGINEERING WORK INSTRUCTION Page :
JKA/ DCC30112/ 2022 Edition :
SPOT SPEED STUDY Checking No.
(Reference Standard:
Effective Date:
AASHTO. 2001) Amendment Date:

1.0 OBJECTIVE :
To determine and analyze the average speed of the roadway/highway

2.0 THEORY:

Prior to planning and designing a traffic system it is necessary to collect traffic data to
be analyzed, and studied in depth. Field surveys are needed to make a detailed plan.
The data collected will be sufficient to represent and actual situation on the
characteristics of traffic in the area. Information is often collected in the field by

3.0 EQUIPMENTS :

Radar guns top watch measuring tape flags, safety vest

4.0 LOCATION :: Make sure the location is away from the intersection

5.0 PROCEDURE (Radar gun method)

1. Select a suitable area at Politeknik Mukah. (Make sure the site chosen is not dangerous
and does not interfere with existing traffic)

2. For the purpose of this study, an observer is appointed to observe vehicle speeds using
radar gun. The radar gun send out a radio signal, then receive the same signal back as it
bounces off target object. However, due to a phenomenon called the Doppler Effect,
if the object is moving, the frequency of the radio waves is different when they come
back, and from that difference the radar gun can calculate the object’s speed.

3. Dothese for100 vehiclesorONEHOUR.Recordthedatainthetableasshownbelow.

Higway Engineering Laboratory page 77

4.0 DETAILED PROCEDURE : CORING TEST REFERENCE
WORK PROCESS DOCUMENT

1. Select proper location and layout.
2. Obtain appropriate study length and

measure it on site. Record observations on
stopwatch spot speed study data form.
Calculate vehicle speeds.
3. Generate frequency distribution table and determine speed
percentiles.
4. Do these for 100 vehicles or ONE HOUR. Record thedata in the
table as shown below.

Stop watch speed study layout pag8e7 78
Higway Engineering Laboratory

SPOT SPEED STUDY DATA FORM (Radar gun method)
Name of observer : ................................................. Class : ................................... Group No : ..............
Location :........................................................................... Direction:......................... ............................ Date of
observation : .............................................................................
Starting Time : ......................................................... Finishing Time : ..........................................................

Speed Passenger Vehicle Buses Trucks Total
Record Record
15 Record No. No. No.
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50

Total

Higway Engineering Laboratory page 79

TABLE 1 : DATA OBTAINED FROM STOP WATCH (MANUAL SPOT SPEED)

Vehicle no. / Time Speed Vehicle no. / Time Speed
type of observed observed type of observed observed
vehicle vehicle
(s) (km/h) (s) (km/h)

RESULT :
i. Construct a frequency histogram % against speed class.
ii. Construct a cumulative frequency curve % against an average speed of local.
iii. From the graph determine the percentage speed of 15th, 50th and 85th.
iv. Recommendation on the studied road?

DISCUSSION : * Interpret and comment the results obtained

CONCLUSIONS : Make your c onc lusion based on your result.

REFERENCES: Give at least 5 references you refer

Higway Engineering Laboratory page 80

ANALYSIS OF COLLECTED DATA

Class Speed Average Frequency of Cumulative %
(km/h) speed in Vehicle % Frequency frequency Cumulative
class (xi) (fi)
frequency

50th PERCENTILE SPEED =MEDIAN SPEED = km/h
85th PERCENTILE SPEED =DESIGN SPEED = km/h

Higway Engineering Laboratory page 81

Experimental
Comprehension

Questions

1. How do you do a spot speed study?
2. What are spot speed studies?
3. What is pace in spot speed study?
4. What is spot speed and how it can be calculated?

Higway Engineering Laboratory page 82

CIVIL ENGINEERING WORK INSTRUCTION Page :
JKA/ DCC30112/ 2022 Edition :
TRAFFIC VOLUME STUDY Checking No.
(Reference Standard:
Effective Date:
AASHTO. 2001) Amendment Date:

1.0 OBJECTIVE OF EXPERIMENT :

1. To determine vehicle composition in the traffic flow stream.
2. To observe the traffic flow trend and movement pattern
3. To estimate hourly volume and average daily traffic (ADT)

2.0 SUMMARY OF THEORY :

Traffic volume can be defined as the number of vehicle or pedestrians passing as a
given point on a lane or carriageway during a specified period of time. Traffic volume
studies are widely known as traffic counts and they are carried out to determine the
basic traffic data such as the number (volumes), classifications and directional
movements of roadway vehicles and pedestrians at a selected location. Traffic
volume data can assist in determining traffic flows or flow rates which describe the
number of vehicles or pedestrians per unit time passing (arriving or departing) a given
reference point.

The various volume counts taken over different lengths of time are usually expressed in
vehicles per hour (vph). Other traffic volume characteristics obtained are average
annual daily traffic (AADT), average daily traffic (ADT), peak hour volume (PHV), and
vehicle miles of travel (VMT). The documentation of volume trends, critical flow time
periods and the influence of heavy and slowvehicles or motorcyclists or

pedestrians on overall vehicular traffic flow can be illustrated.

The sampling period depends very much on the intended use of the data recorded,
the resources available to the counting agency, the nature of the location being
studied and the type of count. Counting can be done from as low as 5-minute
intervals to as much as a year. In these studies, both manual and automatic counts
are included in Part 1 and Part II respectively

Higway Engineering Laboratory page 83

3.0 EQUIPMENTS:

Safety vest stop watch mechanical hand counter.

4.0 DETAILED PROCEDURE : CORING REFERENCE
TEST DOCUMENT

WORK PROCESS

1. Necessary preparations such as an accurate watch is performed
and the correct time was set, sufficient pens, field data forms and
clipboards, mechanical hand tally counters that are in good
condition, safety vests and others

2. Enumerators were arrived 30 minutes earlier at the site in order to
familiarize with location, distribute the equipment, fill in the general
information of the tally forms that comprised of sheet number,
station ID, enumerator’s name, date, weather condition and time
to start or finish.

3. Enumerators have to do field measurements in order to define
existing geometric dimension for the intersection under study.

4. The layout of the intersection was sketched and dimensioned.
5. The current traffic movements (through, left turn, and right turn)

were identified and begun at the planned time.vi. Proper
observer’s position was selected so that they can see clearly, safely
and easily count the traffic.
6. The counting is done at each lane of each intersection approach
for volume conditions.
7. The data is checked before leaving the field.

Higway Engineering Laboratory page 84

WORK PROCESS REFERENCE
DOCUMENT

DATA

A) TRAFFIC VOLUME 1st Trial
VEHICLE 2nd Trial
3rd Trial
CLASSIFICATION
Average
Car/ Taxi Total

Van & utilitie

Hourly volume
Total vehicles passing lane according to time

Time volume vehicles Rate of flow (veh/h)

Higway Engineering Laboratory page 85

Rate of flow; (9.15 ± 9.30) :
Rof = (vo=lume (veh) x 60):15

Hourly volume :

= ( To=tal Rate of Flow):4

Average Daily Traffic (ADT):
= Tota=l volume (veh)/ 60

DISCUSSION : * Interpret and comment the results obtained

a. Count the number of vehicles passing a specific reference point on a
road section within a specified period of time. For each 15 minutes that
had been conducted with the number of vehicles taken, result for peak

b. hour for the road can be taken.
c Throughout the observation, find the highest and lowest vehicle volume
. and make a comparison.

Flow rate of vehicles per hour was calculated to estimate the peak hour factor
(PHF) which are presents the ratio of total hourly volume to the maximum flow rate
within 1 hour. Average vehicles volume per hour was calculated in order to
estimate the average daily traffic (ADT)to measure present demand of traffic flow
per hour and per day.

CONCLUSION
a. Give your conclusion from this experimental and explain the result you get.

REFERENCES: Give at least 5 references you refer

Higway Engineering Laboratory page 86

Experimental
Comprehension

Questions

1. How do you study traffic volume?
2. What do you mean by traffic volume study?
3. What are the purposes of traffic volume study?
4. How is traffic volume calculated?

Higway Engineering Laboratory page 87

CIVIL ENGINEERING WORK INSTRUCTION Page :
JKA/ DCC30112/ 2022 Edition :
SPEED AND DELAY STUDY Checking No.
(Reference Standard:
Effective Date:
AASHTO. 2001) Amendment Date:

1.0 OBJECTIVE OF EXPERIMENT:

This study helps to determine the amount of time required to travel from one point to
another on a given route

2.0 SUMMARY OF THEORY:
The information assembled as part of this travel time and delay study forms a baseline for
future assessment.. Often, information may also be collected on the locations, durations,
and causes of delays. Good indication of the level of service and identifying problem
locations.

A travel time study determines the average time required and also the amount of delay
caused on a given route. Delay is the extra time spent by drivers against their
expectation. Data obtained from travel time and delay studies give a good indication of
the level of service on the study section. These data aids the traffic engineer in
identifying locations like presence of intersections, which may require special attention in
order to improve the overall flow of traffic on the route.

There can be different forms of delay depending on location:
1. Stopped time delay It is the delay during which the vehicles is at rest
2. Approach delay It is due to deceleration to and acceleration from a stop to stopped

time delay.
3. Time-in-queue delay It is the time between a vehicle joining the end of the queue at

a signalized or stop-controlled intersection and the tie it crosses the intersection (stop
line).
4. Control delay (or fixed delay)It is the delay caused by controlled device such as
signals, includes both approach delay and time-in-queue delay.
5. Operational delay It is the delay caused due to impedance of other traffic.

Higway Engineering Laboratory page 88

3.0 EQUIPMENT:

Pencil, rubber, sharpener Clipboard & Data sheet Stop watch REFERENCE
DOCUMENT
4.0 DETAILED PROCEDURE : CORING TEST

WORK PROCESS

1. Moving Vehicle Technique (moving observer)

• The observer makes a round trip on a test section Figure 1
• The observer starts at section X-X, drives the car eastward to section

Y-Y
• Turns the vehicle around
• Drives westward to section X-X again

Figure 1: Test Site for Moving-Vehicle Method page 89

The following data are collected as:
1. The time it takes to travel east from X-X to Y-Y (Te), in minutes
2. The time it takes to travel west from Y-Y to X-X (Tw), in minutes
3. The number of vehicles traveling west in the opposite lane while the

test car is traveling east (Ne)

Higway Engineering Laboratory

WORK PROCESS REFERENCE
DOCUMENT
4. The number of vehicles that overtake the test car while it is traveling
west from Y-Y to X- X, that is, traveling in the westbound direction
(Ow)

5. The number of vehicles that the test car passes while it is traveling
west from Y-Y to X-X, that is, traveling in the westbound direction (Pw)

The volume ( Vw) in the westbound direction can then be obtained
from the expression:

➢ Where Ne, Ow, Pw is the number of vehicles traveling westward

that cross the line X-X during the time Te Tw
➢ Similarly, the average travel time in the westbound direction is

obtained from

DISCUSSION: * Interpret and comment the results obtained
a. Give the good value for the speed and delay study in highway engineering.

Compare the standard result and your experiments result of speed and delay study.
b. Give another experiment for speed and delay study.

CONCLUSION
a. Give your conclusion from this experimental and explain the result you get.

REFERENCES: Give at least 5 references you refer

Higway Engineering Laboratory page 90

Experimental
Comprehension

Questions

1. What are the methods of speed and delay study?
2. What is speed and delay study?
3. What are the objects of speed and delay studies?
4. How are travel time and delay studies used?

Higway Engineering Laboratory page 91