GOVERNMENT ENGINEERING COLLEGE

VALSAD
DEPARTMENT OF CIVIL ENGINEERING

TRANSPORTATION ENGINEERING
LAB MANUAL
Subject Code: - 3150611

Name: -
Enrollment No.: -
Batch: -

Academic Year: - 2020-21

 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

CERTIFICATE

This is to certify that Mr./Ms.___________________________________

of ___________________________ Class, Roll No. ________________

Exam No. ___________________ has satisfactorily completed his / her term

work in Transportation Engineering (3150611) for the term ending

_______________ in 2020/ 2021

GOVERNMENT ENGINEERING COLLEGE, VALSAD

VALSAD – 396001

Date:

Sign of the Faculty Head of the Department

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Department of Civil Engineering

INDEX

Sr. Date Title Page Marks Date of Sign of

No. No. /Grade Assessment Faculty
1 Introduction to Highway Engineering
Laboratory Equipments
(A) TEST ON SOIL:
2 California Bearing Ratio (C.B.R.)
Test
(B) TESTS ON AGGREGATES:
3 Aggregate Crushing Test
4 Los Angeles Abrasion Test
5 Impact Test
6 Shape Test:
(A) Flakiness Index
(B) Elongation Index
7 Specific Gravity and Water
Absorption Test for Aggregate
(C) TESTS ON BITUMEN:
8 Penetration Test
9 Ductility Test
10 Flash & Fire Point Test

11 Softening Point Test

12 Specific Gravity Test
13 Viscosity Test
14 Marshall Stability Test
(D) ASSIGNMENTS:
I Dimensional sketch of cross section
of road
II Traffic control and regulatory signs

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Department of Civil Engineering

Transportation Engineering (3150611) Date:

EXPERIMENT NO. 1
INTRODUCTION TO HIGHWAY ENGINEERING LABORATORY
EQUIPMENTS
INRODUCTION
The materials used for the construction of road pavements are known as road materials. The
following are the different materials used for the construction of roads:
1. Soil
2. Aggregates
3. Binders, e.g. cement and bituminous materials

SOIL
The unconsolidated mineral material of earth crust is known as soil. According to IS: 2809-1972,
soil is defined as, "sediments or other unconsolidated accumulations of solid particles produced
by the physical and chemical disintegration of rocks which may or may not contain organic
matter”.

The soil may also contain air, water, organic matter, consisting of more or less decomposed
remains of plants and animal organisms, and other substances which remain dispersed throughout
the mineral particles of the soil. Thus, soil is non-homogenous, porous and extremely variable in
ifs composition as well as in properties.

Soil not only forms the foundation of road pavements but also is the principal material used for
their construction. Since there is a wide variation in soil> types, an adequate knowledge of the
properties of different types of soil is, therefore, essential for proper design and, construction of
road pavements.

Functions of soil as a highway subgrade: The importance of soil as a highway subgrade lies in the
fact that it acts as an integral part of the road pavement. The soil as a highway subgrade serves the
following functions:
• To provide an adequate support to the road pavement.
• To provide stability to the road pavement.
• To provide good drainage of rain water percolating through the road pavement.

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Department of Civil Engineering

The various defects such as waves, corrugations, ruts, cracks, etc. occurring in the road pavements
are mainly due to poor subgrade soil conditions. The subgrade soil should, therefore, be well
compacted and stabilized so as to prevent these defects and to keep the road pavement stable and
serviceable for a longer period.

Characteristics of a subgrade soil: The desirable characteristics of a subgrade soil as a highway

material are given below:

• Stability: The soil should have adequate-stability i.e. resistance to deformation under loads.
• Incompressibility: It should ensure minimum variation of volume under loads.

• Durability: It should provide sufficient resistance to the effects of weathering agencies.

• Drainability: It should provide good drainage of rain water through its particles.
• Ease of compaction: It should be easily compacted.

Testing of Soil Strength

It is necessary to evaluate the strength properties of the subgrade soil for safe and economical
design of road pavements. In order to find the strength properties of a soil, a number of its
representative samples from different locations are tested. The various tests used to determine the
strength properties of subgrade soil may be broadly divided into the following three groups:
1. Shear tests
2. Bearing tests
3. Penetration tests

Shear strength tests are carried out to determine the maximum “shear resistance” of the soil. These
tests are conducted on relatively small soil samples in the laboratory. Some of the common shear
tests are: Direct Shear Test, Triaxial Compression Test and Unconfined Compression Test.

Bearing strength tests are loading tests carried out on subgrade soils in situ to determine the ability
of the soil to support the traffic load coming over the pavement without failure or deformation.
The most common bearing strength test is the plate bearing test.

Penetration tests may be considered as small scale bearing tests in which the size of the loaded
area is relatively much smaller and ratio of the penetration to the size of the loaded area is much
greater than the ratios in bearing tests. The penetration tests can be carried out in the field or in
the laboratory. The common penetration tests are California Bearing Ratio test and Cone
Penetration test.

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Department of Civil Engineering

ROAD AGGREGATES

The inert mineral fragments and particles forming a major portion of the road pavement are known
as road aggregates.

It is the basic material for road construction. It is used for constructing pavements in cement
concrete, bituminous concrete, and other bituminous constructions. Aggregates are also used as
granular base course underlying the superior pavements. These aggregates bear stresses occurring
in the road structure and also resist wear due to abrasive action of traffic.

Types of Road Aggregates

(a) Crushed stone aggregate
(b) Gravel
(c) Sand
(d) Slag.
(a) Crushed Stone Aggregate: This type of road aggregate is obtained by cashing of stones by
using Taw and Roller crushers, to the required size. The stones are derived from rocks by
quarrying. As a matter of fact, crushed stone aggregate constitutes a major part of the road
structure and has to bear the stresses caused by the traffic.

(b) Gravels: These are rounded and smooth pebbles or rock fragments above 2 mm in size.
Gravels of harder rocks and 5 cm to 10 cm in diameter are used as road aggregates.

(c) Sand: It consists of angular, irregular or founded loose grains of silica passing through 10 mm
sieve. It may be either natural sand or artificial sand. The natural sand is formed by weathering of
sand stone under the effect of weathering agencies. Some common natural sands are river sand,
nala sand, pit sand-said sea sand.
Sand is commonly used as a fine aggregate in cement concrete pavements, sealing coats of
bituminous roads, etc. Sea sand is not recommended for its use in road pavements. However, if it
is to be used, it should be washed with fresh water in order to remove maximum, of its salts
contents.
(d) Slag: It consists of a number of alumino-silicates of calcium, and magnesium minerals that
are found in some basic igneous rocks. It is usually obtained as a by-product from blast furnaces
and is extensively used as a road aggregate.

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Department of Civil Engineering

Testing of Road Aggregate

In order to decide the suitability of the road aggregate for its use in pavement construction, the
following laboratory tests are performed:
1. Abrasion test
2. Impact test
3. Soundness or durability test
4. Crushing test
5. Cementation test
6. Bitumen adhesion test
7. Water absorption test

BITUMINOUS MATERIALS
The substances which primarily consist of bitumen or contain a large proportion of bitumen are
known as bituminous materials.
These materials are obtained from crude petroleum either by natural distillation or by refinery
process. The refinery distillation processes are either fractional distillation or destructive
distillation.
In fractional distillation, the various volatile substances are separated at successively higher
temperatures without substantial chemical change. The successive fractions obtained are
gasoline, naphtha, kerosene, lubricating oils and the residue would be petroleum bitumen.
Types of Bituminous Materials
(a) Asphalt
(b) Tar
(c) Cut-backs
(d) Emulsion

(a) Asphalt: A material or mechanical mixture in which bitumen is associated with inert mineral
matter is known as asphalt.

It is a solid or semi-solid sticky product formed by the partial evaporation or distillation of certain
petroleum oils. It possesses binding properties. Asphalts are soluble in varying degrees in carbon
disulphide. The term asphalt, therefore, means a concrete substance cemented together by
bitumen.

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Department of Civil Engineering

Asphalt may be found as a natural deposit or prepared by distillation of crude petroleum in a

refinery process prepared by distillation of crude petroleum of asphaltic base; it is called residual
or petroleum asphalt.

The natural asphalt may be either lake asphalt or rock asphalt. The lake asphalt contains 40% to
70% of pure bitumen. It is refined by boiling in a tank. The rock asphalt contains about 10% to
15% pure bitumen.

(b) Tar: The residual product obtained by destructive distillation of organic matter such as coal,
oil, wood, etc. is known as tar.

The road tar contains 72 to 55% of bituminous contents. The properties of tar depend upon the
type of raw material used for manufacture, method of distillation and proportion of the residual
matter contained by it.

(c) Cutbacks: The solution of a bituminous material in a volatile solvent is known as cutback.
Cutback asphalt contains nearly 80% bituminous material and 20% solvent. The type of solvent
to be used depends on the rate of evaporation required. The solvent commonly used are flux oils,
gasoline, kerosene or creosote oil.

(d) Emulsion: A liquid product obtained by vigorously stirring up a mixture of two unmixable
liquids is known as emulsion.

In an emulsion, one liquid is dispersed in the other in the form of fine globules or droplets. Thus,
bituminous emulsion is obtained by vigorously stirring up a mixture of bituminous material or
(asphalt or tar) particles of size of about 3 microns (3/1000 mm) arid water in the presence of an
emulsifying agent (1%), The emulsifying agents commonly used are soap, resinous substance, etc.
A bituminous emulsion contains 58% to 65% by weight of bituminous material. This can be used
at normal temperature without heating and is suitable for damp surfaces.

TESTING OF BITUMINOUS MATERIALS

The following laboratory tests are carried out for bituminous materials to know their suitability
for any given use and compliance with the required specifications for pavement construction work:
1. Softening point test
2. Penetration test
3. Flash point Jest
4. Viscosity test

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Department of Civil Engineering

5. Ductility test
6. Specific gravity test
7. Water per cent by weight test
8. Loss on heating test
9. Solubility test
The penetration test is applied almost exclusively to bitumen or asphalt. Since road tars are soft,
this test cannot be carried put on such materials.

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Department of Civil Engineering

(A)
TEST ON
SUBGRADE SOIL

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 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

Transportation Engineering (3150611) Date:

EXPERIMENT NO. 2
CALIFORNIA BEARING RATIO TEST

OBJECTIVE
To determine California Baring Ratio (C.B.R.) value of a given soil sample.
APPARATUS
Loading machine which can be operated at a constant rate of 1.25mm per minute, cylindrical
moulds of 150mm diameter i.e., 175mm height provided with a collar of about 50mm length and
detachable perforated base are used for this purpose, Compaction Rammer.
MATERIAL
Subgrade Soil

RELATED I.S. CODES

IS: 2720 part XVI & IS: 2720 XXXI.

FIGURE

Figure 2.1: CBR Test Apparatus

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Department of Civil Engineering

Figure 2.2: Typical Graph Plotted in CBR Test

THEORETICAL BACKGROUND
The California Bearing Ratio (C.B.R.) test was developed by California Division of Highway as
a method of classifying and evaluating soil subgrade and base course materials for flexible
pavements. The test is empirical and the results cannot be related accurately with any fundamental
property of the material. The C.B.R. is a measure of resistance of a material to penetration of
standard plunger under controlled density and moisture conditions.

The C.B.R. test may be conducted in re-moulded or undisturbed specimen in the laboratory. The
test is simple and has been extensively investigated for field correlations of flexible pavement
thickness requirement. The test is conducted by causing a cylindrical plunger of some diameter to
penetrate a pavement component material at 1.25mm/minute. The loads, for 2.5mm and 5mm are
recorded.

This load is expressed as a percentage of standard load value at a respective deformation level to
obtain C.B.R. value. The values are given in the table below.

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Department of Civil Engineering

Table 2.1 Load corresponding to Penetration

Penetration, mm Standard Load, kg Unit Standard Load, kg/cm2
2.5 1370 70
5.0 2055 105
7.5 2630 134
10.0 3180 162
12.5 3600 183

As per IRC recommendation the minimum value of C.B.R. required for a subgrade should be 8%.
The procedure is standardized by Indian Standards Institution in two different categories. The first
being Test of Soils in laboratory, determination of C.B.R., IS: 2720 part XVI. The second being
Methods of Test for soils, field determination of C.B.R., IS: 2720 XXXI.

PROCEDURE
1. Each batch of soil is (of atleast 5.5kg for granular soils and 4.5 to 5kg weight for fine
grained soils) mixed with water upto the optimum moisture content or the field
moisture content if specified so.
2. The spacer disc is placed at the bottom of the mould over the base plate and a coarse
filter paper is placed over the spacer disc.
3. The moist soil sample is to be compacted over this in the mould by adopting either the
I.S. light compaction or the I.S. heavy compaction.
4. After compacting the last layer, the collar is removed and the excess soil above the
top of the mould is evenly trimmed off by means of straight edges.
5. The clamps are removed and the mould with the compacted soil is lifted leaving below
the base plate and the spacer disc is removed.
6. A filter paper is placed on the base plate, the mould with compacted soil is inverted
and placed in position over the base plate and clamps of the base plate are tightened.
7. Weights of 2.5 to 5kg are placed over the soil sample in the mould. Then the whole
mould is placed in water tank for soaking.
8. A swelling measuring device consisting of tripod and the dial gauge are placed on top
edge of the mould and the spindle of the dial gauge is placed touching the top of the
sample.
9. The initial dial gauge reading is recorded and the test set up is kept undisturbed in the
water tank to allow soaking of the soil specimen for four full days or 96 hours.

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Department of Civil Engineering

10. After 96 hours of soaking, the mould with specimen is clamped over the base plate
and the same surcharge weights are placed on the specimen centrally such that the
penetration test can be conducted
11. The mould with base plate is placed under penetration plunger of the loading machine.
12. The penetration plunger is seated at the centre of the specimen and is brought in
contact with the top surface of the soil sample by applying a seating load of 4.0kg.
13. The dial gauge for the measuring the penetration values of the plunger is fitted in
position. The dial gauge of the proving ring and the penetration dial gauge are set to
zero.
14. The load is applied through the penetration plunger at a uniform rate of
1.25mm/minute.
15. The load readings are recorded at penetration readings of 0.0, 0.5, 1.0, 1.5, 2.0, 2.5,
3.0, 4.0, 5.0, 7.5, 10.0, 12.5 mm penetration.
16. The maximum load value and the corresponding penetration value are recorded.
17. After the final reading, the load is released and the mould is removed from the loading
machine.
18. The proving ring calibration factor is noted so that the load dial values can be
converted into load in kg.
19. The load values noted for each penetration level are divided by the area of the loading
plunger (19.635 cm2) to obtain the pressure.
20. A graph is plotted by penetration in mm on x-axis and the pressure in kg/cm2 on y-
axis.
21. Then the unit pressure values corresponding to 2.5 and 5.0mm penetration values are
found from the graph.
22. Then the C.B.R. value is calculated from the formula:

C.B.R. (%) =

23. The C.B.R. values at 2.5mm and 5.0mm penetrations are calculated for each specimen
from the corresponding graphs. Generally the C.B.R. value at 2.5mm penetration if
higher and the value are adopted. However if higher C.B.R. value is obtained at 5.0mm
penetration, the test is to be repeated to verify the results. If the value at 5.0mm
penetration is again higher, this is adopted as the C.B.R. value of the soil sample.

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Department of Civil Engineering

OBSERVATIONS

Load at 2.5 mm penetration =

Load at 5.0 mm penetration =

CALCULATIONS

RESULT
The C.B.R. value of the given soil sample is _________________%.

CONCLUSION

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Department of Civil Engineering

APPLICATIONS
Based on extensive C.B.R. test data collected; empirical design charts were developed by the
California State Highway Department, correlating the C.B.R. value and flexible pavement
thickness requirement. Later on similar design curves were prepared by various other agencies
too. The C.B.R. design chart adopted by Indian Roads Congress for tentative use in India is given
in Fig 2.2 the different curves are for different traffic volumes.

As an example, if the CBR value of subgrade soil is 7 percent and the traffic volume expected is
between 450 and 1500 commercial vehicles per day, using curve E (see Fig 2.2) the total flexible
pavement thickness is obtained as 350 mm.

REFERENCES
1. Indian Standard Method of determining CBR as per IS: 2720-Part-XVI.
2. S.K. Khanna and C.E.G Justo, Highway Materials Testing Laboratory Manual, Nem
Chand Bros. Roorkee.

VIVA-VOCE
1. What is the significance of surcharge load while s0aking and testing the soil in C.B.R.
test?
2. C.B.R. value of soil ‘A’ is 15 and of soil ‘B’ is 4. Which one is a better soil? Why?
3. Discuss the limitations of C.B.R. test.

Marks Obtained: Signature of Faculty: Date:

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Department of Civil Engineering

(B)
TESTS ON
AGGREGATE

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Department of Civil Engineering

Transportation Engineering (3150611) Date:

EXPERIMENT NO. 3
AGGREGATE CRUSHING STRENGTH TEST

OBJECTIVE
To determine crushing strength of a given aggregates.

APPARATUS
A steel cylinder of internal diameter 15.2 cm (Steel cylinder with open ends), a square base plate,
plunger having a piston diameter of 15 cm, A cylindrical measure of internal diameter of 11.5 and
height 18 cm, Steel tamping rod having diameter of 1.6 cm length 45 to 60 cm.
Balance of capacity 3 kg with accuracy up to 1 gm, Compression testing machine capable of
applying load of 40 tonnes at a loading rate of 4 tonnes per minute.

MATERIAL
Aggregates in surface dry condition and passing 12.5 mm sieve and retained on 10 mm sieve.

RELATED I.S. CODE

IS-2386 Part- IV

FIGURE

Figure 3.1: Aggregate Crushing Test Apparatus

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Department of Civil Engineering

PROCEDURE
1. The aggregate in surface-dry condition before testing and passing 12.5 mm sieve and
retained on 10 mm sieve is selected.
2. The cylindrical measure is filled by the test sample of the aggregate in three layers of
approximately equal depth, each layer being tamped 25 times by the rounded end of
the tamping rod.
3. After the third layer is tamped, the aggregates at the top of the cylindrical measure are
leveled off by using the tamping rod as a straight edge.
4. Then the test sample is weighed. Let that be W1 gm.
5. Then the cylinder of test apparatus is kept on the base plate and one third of the sample
from cylindrical measure is transferred into cylinder and tamped 25 times by rounded
end of the tamping rod.
6. Similarly aggregate in three layers of approximately equal depth, each layer being
tamped 25 times by rounded end of the tamping rod.
7. Then the cylinder with test sample and plunger in position is placed on compression
testing machine.
8. Load is then applied through the plunger at a uniform rate of 4 tonnes per minute until
the total load is 40 tonnes and the load is released.
9. Aggregates including the crushed position are removed from the cylinder and sieved
on a 2.36mm IS. sieve and material which passes this sieve is collected and weighed.
Let this be W2 gm.
10. The above step is repeated with second sample of the same aggregate. The two tests
are made for the same specimen for taking an average value.
11. Total weight of dry sample taken is w1 gm weight of the portion of crushed material
passing 2.36mm IS sieve be W2 gm.
12. Then the aggregate crushing value is defined as the ratio of weight of fines passing
the specified IS sieve to the total weight of the sample (W1).
Aggregate crushing value = (W2/W1) 100 in %
OBSERVATION TABLE

Weight of
Total Weight of Avg. Aggregate
fines passing Aggregate
Trials Dry Aggregate Crushing
2.36 mm IS Crushing Value %
sample 10 gm Strength Value
sieve, w2 gm
1
2

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Department of Civil Engineering

CALCULATIONS

RESULT
The mean (average) of the crushing value aggregate is __________________%

CONCLUSION

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Department of Civil Engineering

APPLICATIONS
The aggregate crushing value is an indirect measure of crushing strength of the aggregates. Low
aggregate crushing value indicates strong aggregates, as the crushed fraction is low. Thus the test
can be used to assess the suitability of aggregates with reference to the crushing strength for
various types of pavement components. The aggregates used for the surface course of pavements
should be strong enough to withstand the high stresses due to wheel loads, including the steel tyres
of loaded bullock carts. However as the stresses at the base and sub-base courses are low,
aggregates with lesser crushing strength may be used at the lower layers of pavement.

Indian Roads Congress and ISI have specified that the aggregates crushing value of the course
aggregates used for the cement concrete pavement at surface should not exceed 30 percent. For
aggregates used for concrete other than wearing surfaces, the aggregate crushing value shall not
exceed 45 percent, according to ISI. However aggregate crushing value have not been specified
by IRC for coarse aggregates to be used in bituminous pavement construction methods.

REFERENCES
1. Indian Standard Methods of Test for Aggregate for concrete IS: 2386 Part-IV, Indian
Standards Institution.
2. Indian Standard Specifications for Coarse and Fine Aggregate from Natural Sources
for Concrete, IS: 383 Indian Standards Institution.
3. S.K. Khanna, C.E.G. Justo, Highway Material Testing Laboratory Manual, Nem
Chand & Bros., Roorkee.
VIVA-VOCE
1. What do you understand by the term “Ten percent Fines value”?
2. Define aggregate crushing value and how crushing strength test is carried out on
cylindrical stone specimen explain.
3. What is the use or application of the aggregate crushing test?

Marks Obtained: Signature of Faculty: Date:

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Department of Civil Engineering

Transportation Engineering (3150611) Date:

EXPERIMENT NO. 4
LOS ANGELES ABRASION TEST

OBJECTIVE
To determine the abrasion value of given aggregate sample by conducting Los Angeles Abrasion
test.

APPARATUS
Los Angeles machine with inside diameter 70cm and inside length of 50%.Abrasive charges, I.S.
Sieve with 1.7mm opening, Weighting Balance of 0.1gm accuracy.

MATERIAL
Dry aggregate sample confirming to one of the grading A to G (Refer Table 3.1)

RELATED I.S.CODE
I.S.-2386 part-IV

FIGURE

Figure 4.1: Schematic Diagram of Los Angeles Abrasion Testing Machine

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Department of Civil Engineering

THEORETICAL BACKGROUND
Abrasion is a measure of resistance to wear or hardness. It is an essentially property for road
aggregates especially when used in wearing coarse. Due to the movements of traffic, the road
stones used in the surfacing course are subjected to wearing actions at the top. When traffic moves
on the road the soil particle (sand) which comes between the wheel and road surface causes
abrasion on the road stone. The abrasion test on aggregate is found as per I.S.-2386 part-IV.

Abrasion tests on aggregates are generally carried out by any one of the following methods:
1. Los Angeles abrasion test.
2. Deval abrasion test.
3. Dorry attrition test.

Los Angeles Abrasion Test: - The principle of Los Angeles Abrasion test is to find the percentage
wear due to the relative rubbing action between the aggregates and steel balls used as abrasive
charge pounding action of these balls also exist while conducting the test. Maximum Allowable
Los Angeles Abrasion Values of Aggregates in Different types of pavement layers as per Indian
Road Congress (IRC) are:

For sub-base course a value of 60%. For base course such as WBM, Bituminous Macadam (BM),
Built-Up spray grout base course and etc. value of 50%. For surface course such as WBM, BM,
Bituminous Penetration Macadam, Built-Up spray grout binder course and etc. a value of 40%. If
aggregates are used in surface course as bituminous carpet, bituminous surface dressing, single or
two coats, cement concrete surface coarse and etc. a value of 35%. If aggregates are used for
bituminous concrete, Cement concrete pavement as surface coarse than aggregate abrasion value
of 30% maximum.

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Department of Civil Engineering

Table 4.1 Grading of Aggregates

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Department of Civil Engineering

PROCEDURE
1. Clean and dry aggregate sample confirming to one of the grading A to G is used for
the test. (Refer table no. 1)
2. Aggregates weighing 5Kg for grading A, B, C or D and 10 kg for gradings E, F or G
may be taken as test specimen and placed in the cylinder.
3. The abrasive charge is also chosen in accordance with table no.1 and placed in the
cylinder of the machine, and cover is fixed to make dust tight.
4. The machine is rotated at a speed of 30 to 33 revolutions per minute.
5. The machine is rotated for 500 revolutions for gradings A, B, C and D, for gradings
E, F and G, it shall be rotated for 1000 revolutions.
6. After the desired number of revolutions, the machine is stopped and the material is
discharged from the machine taking care to take out entire stone dust.
7. Using a sieve of size larger than 1.70mm I.S sieve, the material is first separated into
two parts and the finer position is taken out and sieved further on a 1.7mm I.S sieve.
8. Let the original weight of aggregate be W1 gm, weight of aggregate retained on
1.70mm I.S sieve after the test be W2 gm.

OBSERVATION TABLE
Sr. No. Details of Sample Trial 1 Trial 2 Average
1 Weight of Specimen = W1 gm

2 Weight of Specimen after abrasion test,

coarser than 1.70 mm IS sieve = W2 gm
3 Percentage Wear =((W1-W2)/W1)*100

CALCULATIONS

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RESULT
The average value of two Los Angeles Abrasion test is __________________%.

CONCLUSION

APPLICATIONS
Los Angeles Abrasion Test is very widely acceptable as a suitable test to assess the hardness of
aggregates used in pavement construction. Many agencies have specified the desirable limits of
the test, for different methods of pavement construction. The maximum allowable Los Angeles
Abrasion values of aggregates as specified by IRC for different methods of construction are given
in the following table.
Table 4.2 Maximum Allowable Los Angeles Abrasion Value of Aggregates in Different
Types of Pavement Layers

Sr. No. Type of Pavement Layer Maximum Los

Angeles Abrasion
Value, %
1 WBM, Sub-base course 60
WBM base course with bituminous surfacing
2 Bituminous Macadam base course 50
Built-up spray grout base course
WBM surfacing course
Bituminous Macadam binder course
3 40
Bituminous Penetration Macadam
Built-up Spray Grout binder course
Bituminous carpet surface course
Bituminous surface dressing, single or two coats
4 35
Bituminous surface dressing, using pre-coated aggregates
Cement concrete surface course (as per IRC)
Bituminous/ Asphaltic concrete surface course
5 30
Cement Concrete pavement surface course (as per ISI)

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REFERENCES
1. Indian Standard Methods of Test for Aggregate for concrete IS: 2386 Part-IV, Indian
Standards Institution.
2. Indian Standard Specifications for Coarse and Fine Aggregate from Natural Sources
for Concrete, IS: 383 Indian Standards Institution.
3. S.K. Khanna, C.E.G. Justo, Highway Material Testing Laboratory Manual, Nem
Chand & Bros., Roorkee.

VIVA-VOCE
1. The abrasion value found from Los Angeles test for two aggregates A and B are 50%
and 38% respectively. Which aggregate is harder? Why? For what types of
constructions are these suitable?
2. Why Los Angeles abrasion test is considered superior to the other form of tests which
are used to determine the hardness of aggregates?
3. Two materials have abrasion values 3 and 10 respectively. Which one is harder and
why?

Marks Obtained: Signature of Faculty: Date:

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 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

Transportation Engineering (3150611) Date:

EXPERIMENT NO. 5
AGGREGATE IMPACT TEST

OBJECTIVE
To determine the aggregate impact value of given aggregate as per I.S-2386 Part IV.

APPARATUS
Impact testing machine: The machine consists of a metal base. A detachable cylindrical steel cup
of internal diameter 10.2cm and depth 5cm. A metal hammer of weight between 13.5 to 14Kg,
10cm in diameter and 5cm long. An arrangement for raising the hammer and allow it to fall freely
between vertical guides from a height of 38cm on the test sample in the cup. A cylindrical metal
measure having 7.5cm and depth of 5cm for measuring aggregates, A tamping rod of circular
cross section, 1cm in diameter and 23cm long, rounded at one end, I.S. sieve of sizes 12.5mm,
10mm and 2.36mm. Balance of capacity not less than 500gm to weigh accurate up to 0.01gm.

MATERIAL
Surface dried aggregates passing 12.5 sieve and retained on 10 mm sieve.

RELATED I.S.CODE
IS-2386 Part IV
FIGURE

Figure 5.1: Aggregate Impact Testing Machine

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Department of Civil Engineering

THERORETICAL BACKGROUND
Toughness is the property of a material to easiest impact. Due to moving loads the aggregates are
subjected to pounding action or impact and there is possibility of stones breaking into smaller
pieces. Therefore a test designed to evaluate the toughness of stones i.e., the resistance of the
stones to fracture under repeated impacts may be called Impact test on aggregates. The test can
also be carried on cylindrical stone specimen known as Page Impact test. The aggregate Impact
test has been standardized by Indian Standard Institution. The aggregate impact test is conducted
as per IS-2386 Part IV.

The aggregate Impact value indicates a relative measure of the resistance of aggregate to a sudden
shock or an Impact, which in some aggregates differs from its resistance to a slope compressive
load in crushing test. A modified Impact test is also often carried out in the case of soft aggregates
to find the wet Impact value after soaking the test sample.

Various agencies have specified the maximum permissible aggregate Impact values for the
different types of pavements. IRC has specified the following values.

The maximum allowable aggregate Impact value for water bound Macadam; Sub-Base coarse
50% whereas cement concrete used in base course is 45%. WBM base course with Bitumen
surface in should be 40%. Bituminous Macadam base course should have A.I.V. of 35%. All the
surface courses should possess an A.I.V. below 30%.

PROCEDURE
1. The test sample consists of aggregates passing 12.5mm sieve and retained on 10mm
sieve and dried in an oven for 4 hours at a temperature of 100 ºC to 110 ºC.
2. The aggregates are filled upto about 1/3 full in the cylindrical measure and tamped 25
times with rounded end of the tamping rod.
3. The rest of the cylindrical measure is filled by two layers and each layer being tamped
25 times.
4. The overflow of aggregates in cylindrically measure is cut off by tamping rod using it
has a straight edge.
5. Then the entire aggregate sample in a measuring cylinder is weighted nearing to
0.01gm.
6. The aggregates from the cylindrical measure are carefully transferred into the cup
which is firmly fixed in position on the base plate of machine. Then it is tamped 25
times.

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Department of Civil Engineering

7. The hammer is raised until its lower face is 38cm above the upper surface of
aggregates in the cup and allowed to fall freely on the aggregates.
8. The test sample is subjected to a total of 15 such blows each being delivered at an
interval of not less than one second.
9. The crushed aggregate is then removed from the cup and the whole of it is sieved on
2.366 mm sieve until no significant amount passes.
10. The fraction passing the sieve is weighed accurate to 0.1gm. Repeat the above steps
with other fresh sample.
11. Let the original weight of the oven dry sample be w1gm and the weight of fraction
passing 2.36mm I.S. sieve be W2 gm.
12. Then aggregate Impact value is expressed as the % of fines formed in terms of the
total weight of the sample.
Aggregate Impact Value = (W2/W1) 100 in %
OBSERVATION TABLE
Sr. Details of Sample Trial 1 Trial 2 Average
No.
1 Total weight of aggregate sample filling the
cylinder measure = W1 gm
2 Weight of aggregate passing 2.36 mm sieve
after the test = W2 gm
3 Weight of aggregate retained 2.36 mm sieve
after the test = W3 gm
4 W1-W2+W3
5 Aggregate Impact Value = (W2/W1)*100 %

CALCULATIONS

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Department of Civil Engineering

RESULT
The mean Aggregate Impact Value of the aggregate is ______________________%.

CONCLUSION

APPLICATIONS
The aggregate impact test is considered to be an important test to assess the suitability of
aggregates as regards the roughness for use in pavement construction. It has been found that for
majority of aggregates, die aggregate crushing and aggregate impact values are numerically
similar within close limits. But in the case of fine grained highly siliceous aggregate which are
less resistant to impact than to crushing the aggregate impact values are higher (on the average,
by about S) than the aggregate crushing values.

Various agencies have specified the maximum permissible aggregate impact values for the
different types of pavements, those recommended by the Indian Roads Congress are given in Table
below.

For deciding the suitability of soft aggregates in base course construction, this test has been
commonly used. A modified impact test is also often carried out in the case of soft aggregates to
find the wet impact value after soaking the test sample. The recommendations given in Table 5.1
based on work reported by different agencies; have been made to assess the suitability of soft
aggregate for road construction.
Table 5.1: Recommendations for Suitability of Soft Aggregates in Road Construction

Condition of Maximum Aggregate Impact Value, percent

Sample
Sub-base and Base Surface Course
Dry 50 32
Wet 60 39

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Department of Civil Engineering

Table 5.2: Maximum Allowable Impact Value of Aggregate in Different Types of

Pavement Material/Layers
Sr. Types of Pavement Layers Aggregate Impact
No. Value, maximum %
1 WBM, sub-base course 50
2 Cement Concrete base course (as per ISI) 45
3 WBM base course with bitumen surfacing
40
Built-up spray grout, surfacing course
4 Bituminous macadam, base course 35
5 WBM, surfacing course
Built-up spray grout, surfacing course
Bituminous Penetration Macadam
30
Bituminous Macadam, binder course
Bituminous surface dressing
Bituminous carpet
6 Bituminous/ Asphaltic concrete
30
Cement concrete, surface course

REFERENCES
1. Indian Standard Methods of Test for Aggregate for concrete IS: 2386 Part-IV, Indian
Standards Institution.
2. Indian Standard Specifications for Coarse and Fine Aggregate from Natural Sources
for Concrete, IS: 383 Indian Standards Institution.
3. S.K. Khanna, C.E.G. Justo, Highway Material Testing Laboratory Manual, Nem
Chand & Bros., Roorkee.
VIVA-VOCE
1. How is aggregate Impact expressed?
2. What do you understand by dry and wet Impact value?
3. Aggregate Impact value of material ‘A’ is 15 and that of ‘B’ is 35. Which one is better
for surface course?

Marks Obtained: Signature of Faculty: Date:

31
 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

Transportation Engineering (3150611) Date:

EXPERIMENT NO. 6
SHAPE TEST
PART- A: FLAKINESS INDEX

OBJECTIVE
To determine the flakiness Index of a given aggregates sample.

APPARATUS
The apparatus consists of a standard thickness gauge, I.S. sieves of sizes 63, 50, 40, 31.5, 25, 20,
16, 12.5, 10 and 6.3mm and a balance to weigh the samples.

MATERIAL
Aggregates of different sizes

RELATED I.S.CODE
IS-2386 (PART- I)

FIGURE

Figure 6.1: Thickness Gauge

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Department of Civil Engineering

THEORETICAL BACKGROUND
Flakiness and Elongation tests are conducted on coarse aggregates to assess the shape of
aggregates.
Aggregates which are flaky or elongated are detrimental to the higher workability and stability of
mixes. They are not conducive to good interlocking and hence the mixes with an excess of such
particles are difficult to compact to the required degree. For base coarse and construction of
bituminous and cement concrete types, the presence of flaky and elongated particles are
considered undesirable as they may cause inherent weakness with probabilities of breaking down
under heavy loads. Rounded aggregates are preferred in cement concrete road construction as the
workability of concrete improves. Angular shape of particles are desirable for granular base coarse
due to increased stability derived from the better interlocking when the shape of aggregates
deviates more from the spherical shape, as in the case of angular, flaky and elongated aggregates,
the void content in an aggregate of any specified size increases and hence the grain size
distribution of the graded aggregates has to be suitably altered in order to obtain minimum voids
in the dry mix or the highest dry density. It is determined according to the procedure laid down in
IS-2386 (PART- I).

FLAKINESS INDEX
The flakiness index of aggregates is the percentage by particles whose least dimension (thickness)
is less than 3/5th (0.6) of their mean dimension. The test is not applicable to sizes smaller than
6.3mm.

PROCEDURE
1. The sample is sieved with the sieves mentioned in the table. A minimum of 200 pieces
of each fraction to be tested are taken and weighed (w1gm).
2. In order to separate flaky materials, each fraction is then gauged for thickness on
thickness gauge, or in bulk on sieve having elongated slots as specified in the table.
3. Then the amount of flaky material passing the gauge is weighed to an accuracy of
atleast 0.1% of test sample.
4. Let the weight of the flaky materials passing the gauge be w1gm. Similarly the weights
of the fractions passing and retained on the specified sieves be w1, w2, w3, etc. are
weighed and the total weight w1+w2+w3+……. = wg is found. Also the weights of the
materials passing each of the specified thickness gauge are found = W1, W2, W3….
and the total weight of the material passing the different thickness gauges =
W1+W2+W3+…. = W grams is found.

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Department of Civil Engineering

5. Then the flakiness index is the total weight of the flaky material passing the various
thickness gauges expressed as a percentage of the total weight of the sample gauged

Flakiness Index = (w1+w2+w3+……..) /(W1+W2+W3+........) x 100

OBSERVATION TABLE
Size of Aggregate Thickness Weight of the Weight of
Passing Retained on Gauge (0.6 times fraction aggregates in each
Through I.S. I.S. Sieve, the mean sieve), consisting of fraction passing
Sieve, mm mm mm atleast 200 pieces, thickness gauge, gm
gm
63 50 33.90
50 40 27.00
40 25 19.50
31.5 25 16.95
25 20 13.50
20 16 10.80
16 12.5 8.55
12.5 10 6.75
10 6.3 4.89

CALCULATIONS

RESULT
The flakiness index of the given sample of aggregates is _______________%.

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Department of Civil Engineering

CONCLUSION

APPLICATIONS OF SHAPE TESTS

In pavement construction flaky and elongated particles are to be avoided, particularly in surface
course. If flaky and elongated aggregates are present in appreciable proportions, the strength of
the pavement layer would be adversely affected due to possibility of breaking down under loads.
In cement concrete the workability is also reduced. However, the reduction in strength in cement
concrete depends on the cement content and water-cement ratio.

Though elongated shape of the aggregates also affects the compaction and the construction of
pavements, there are no specified limits of elongation index values as in the case of flakiness index
for different methods of pavement construction.

The angularity number measures the percent voids in excess of 33 % which is obtained in the case
of the most rounded gravel particles. The angularity number of aggregates generally ranges from
zero for highly rounded gravel to about 11 for freshly crushed angular aggregates. Slightly higher
values of angularity number also may be obtained in the case of highly angular and flaky
aggregates. Thus higher the angularity number more angular and less workable is the aggregate
mix. In cement concrete mix, rounded aggregates may be preferred because of better workability,
lesser specific surface and higher strength for particular cement content. But in flexible pavement
construction methods using hard aggregates such as the bituminous construction methods, water
bound macadam, etc. angular aggregates are preferred because of higher stability due to better
interlocking and friction. However, in dense bituminous mixes such as the bituminous concrete,
the gradation requirement may have to be suitably modified during mix-design in the case of
aggregates with high angularity number so as to obtain well designed mix.

Marks Obtained: Signature of Faculty: Date:

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 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

Transportation Engineering (3150611) Date:

EXPERIMENT NO. 6
SHAPE TEST
PART- B: ELONGATION INDEX

OBJECTIVE
To determine the Elongation index of a given aggregates sample.

APPARATUS
Length gauge, I.S-sieves as given in the table and a balance of accuracy 0.01 gm

MATERIAL
Aggregates of different sizes

RELATED I.S.CODE
IS-2386 (PART- I)

FIGURE

Figure 6.2: Length Gauge

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Department of Civil Engineering

THEORETICAL BACKGROUND
Refer Experiment 6 Part-A.

ELONGATION INDEX
The elongation index of an aggregate is the percentage by weight of particles whose greatest
dimension (length) is greater than 1 and 4/5th times (1.8 times) their mean dimensions. The
elongation test is not applicable to sizes smaller than 6.3mm.

PROCEDURE
1. The sample is sieved through I.S-sieves specified in the table. A minimum of 200
aggregate pieces of each fraction is taken and weighed.
2. Each fraction is thus gauged individually for length in a length gauge. The gauge
length is used should be those specified in the table for the appropriate material.
3. The pieces of aggregates from each fraction tested which could not pass through the
specified gauge length with its long side are elongated particles and they are collected
separately to find the total weight of aggregate retained on the length gauge from each
fraction.
4. The total amount of elongated material retained by the length gauge is weighed to an
accuracy of atleast 0.1% of the weight of the test sample.
5. The weight of each fraction of aggregate passing and retained on specified sieves sizes
are found W1, W2, W3,…….And the total weight of sample determined =
W1+W2+W3+……..= Wg. Also the weights of material from each fraction retained on
the specified gauge length are found = x1, x2, x3….. and the total weight retained
determined = x1+x2+x3+ ……. = x gm.
6. The elongation index is the total weight of the material retained on the various length
gauges, expressed as a percentage of the total weight of the sample gauged.

Elongation Index = (x1+x2+x3+……..) /(W1+W2+W3+........) x 100

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Department of Civil Engineering

OBSERVATION TABLE
Size of Aggregate Thickness Weight of the Weight of
Passing Retained on Gauge (1.8 fraction aggregates in each
Through I.S. I.S. Sieve, times the mean consisting of fraction retained on
Sieve, mm mm sieve), mm atleast 200 pieces, length gauge, gm
gm
63 50 -
50 40 81.00
40 25 58.50
31.5 25 -
25 20 40.50
20 16 32.40
16 12.5 25.60
12.5 10 20.20
10 6.3 14.70

CALCULATIONS

RESULT
The elongation index of a given sample of aggregate is ________________%.

CONCLUSION

Marks Obtained: Signature of Faculty: Date:

38
 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

Transportation Engineering (3150611) Date:

EXPERIMENT NO. 7
SPECIFIC GRAVITY AND WATER ABSORPTION TEST FOR AGGREGATE

OBJECTIVE
To determine the Specific Gravity and Water Absorption of the given aggregate sample

APPARATUS
• Balance - capacity not less than 3 kg, readable and accurate to 0.5 gm. and of such a
type and shape as to permit the basket containing the sample to be suspended from the
beam and weighed in water.
• Oven - thermostatically controlled to maintain a temperature of 100 to 110ºC.
• Wire basket of not more than 6-3 mm mesh or a perforated container of convenient
size, preferably chromium plated and polished with wire hangers not thicker than one
millimetre for suspending it from the balance.
• Stout watertight container in which the basket may be freely suspended.
• Two dry soft absorbent cloths each not less than 75 x 45 cm.
• Shallow tray of area not less than 650 sq. cm.
• Airtight container of capacity similar to that of the basket.

THEORETICAL BACKGROUND
The specific gravity and water absorption of aggregates are important properties that are required
for the design of concrete and bituminous mixes. The specific gravity of a solid is the ratio of its
mass to that of an equal volume of distilled water at a specified temperature. Because, the
aggregates may contain water permeable voids so two measures of specific gravity of aggregates
are used: apparent specific gravity and bulk specific gravity.
Water absorption: The difference between the apparent and bulk specific gravity is nothing but
the water permeable voids of the aggregates. We can measure the volume of such voids by
weighing the aggregates dry and in a saturated, surface dry condition, with all permeable voids
filled with water.
PROCEDURE
1. A sample of not less than 2000 gm. of the aggregate shall be tested. Aggregates which
have been artificially heated shall not normally be used.
2. The sample shall be thoroughly washed to remove finer particles and dust, drained
and then placed in the wire basket and immersed in distilled water at a temperature

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Department of Civil Engineering

between 22°C and 32°C with a cover of at least 5 cm of water above the top of the
basket.
3. Immediately. after immersion the entrapped air shall be removed from the sample by
lifting the basket containing it 25 mm above the base of the tank and allowing it to
drop 25 times at the rate of about one drop per second. The basket and aggregate shall
remain completely immersed during the operation and for a period of 24± l/2 hours
afterwards.
4. The basket and the sample shall then be jolted and weighed in water at a temperature
of 22 to 32°C. If it is necessary for them to be transferred to a different tank for
weighing, they shall be jolted 25 times as described above in the new tank before
weighing (weight A1).
5. The basket and the aggregate shall then be removed from the water and allowed to
drain for a few minutes after which the aggregate shall be gently emptied from the
basket on to one of the dry clothes and the empty basket shall be returned to the water
jolted 25 times and weighed (weight A2).
6. The aggregate placed on the dry cloth shall be gently surface dried with the cloth
transferring it to the second dry cloth when the first will remove no further moisture.
It shall then be spread out not more than one stone deep on the second cloth and lest
exposed to the atmosphere away from direct sunlight or any other source of heat for
not less than 10 minutes or until it appears to be completely surface dry (which with
some aggregates may take an hour or more). The aggregate shall be turned over at
least once during this period and a gentle current of unheated air may be used after the
first ten minutes to accelerate the drying of difficult aggregates. The aggregate shall
then be weighed (weight B).
7. The aggregate shall then be placed in the oven in the shallow tray at a temperature of
100 to 110°C and maintained at this temperature for 24± l/2 hours. It shall then be
removed from the oven cooled in the airtight container and weighed (weight C)
OBSERVATION TABLE
Details of Sample Trial 1 Trial 2 Average
Specific Gravity
Apparent Specific Gravity
Water Absorption

Specific gravity, apparent specific gravity and water absorption shall be calculated as follows:
C
• Specific Gravity =
B-A

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 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

C
• Apparent Specific Gravity =
C-A
B-C
• Water Absorption = × 100
C
Where,
A= Weight of saturated aggregate in water, (A1 – A2), in gm.
B= Weight of saturated surface-dry aggregate in air, in gm.
C= Weight of oven dried aggregate in air, in gm.

CALCULATIONS

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Department of Civil Engineering

RESULT
The Specific Gravity of given aggregate sample = __________________.
The Apparent Gravity of given aggregate sample = __________________.
The Water Absorption of given aggregate sample = __________________.

CONCLUSION

REFERENCES
1. Indian Standard Methods of Test for Aggregate for concrete IS: 2386 Part-I, Indian
Standards Institution.
2. Indian Standard Specifications for Coarse and Fine Aggregate from Natural Sources
for Concrete, IS: 383 Indian Standards Institution.
3. S.K. Khanna, C.E.G. Justo, Highway Material Testing Laboratory Manual, Nem
Chand & Bros., Roorkee.

VIVA-VOCE
1. Explain what is meant by Specific Gravity of the aggregates?
2. Explain Water absorption of the aggregates. How is it found?

Marks Obtained: Signature of Faculty: Date:

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GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

(C)
TESTS ON
BITUMEN

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 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

Transportation Engineering (3150611) Date:

EXPERIMENT NO. 8
PENETRATION TEST

OBJECTIVE
To determine the penetration grade of a given binder.

APPARATUS
It consists of items like container, needle, water bath, penetrometer, stop watch etc. Container is
55mm in diameter and 35 mm to 57 mm height. The needle is provided with a shank approximately
3.0 mm in diameter into which it is immovably fixed.

MATERIAL
Bitumen

RELATED I.S. CODE

IS-1203 for Paving Bitumen

FIGURE

Figure 8.1: Penetrometer

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Department of Civil Engineering

THEORETICAL BACKGROUND
The consistencies of bituminous materials vary depending upon several factors such as
constituents, temperature, etc. As temperature ranges between 25ºC and 50ºC most of the paving
bitumen grades remain in semi solid or in plastic states and their viscosity is so high that they do
not flow as liquid.

Determination of absolute viscosity of bituminous material is not so simple. Therefore the

consistency of these materials is determined by indirect methods. The consistency of bitumen is
determined by penetration test which is a very simple test. Various types and grades of bituminous
materials are available depending on their origin and refining process.

The penetration test determines the consistency of these materials foe the purpose of grading them,
by measuring the depth (in units of one tenth of a millimeter or one hundredth of a centimeter) to
which a standard needle will penetrate vertically under specified conditions of standard load,
duration and temperature. Thus the basic principle of the penetration test is the measurement of
the penetration (in units of one tenth of a mm) of a standard needle in a bitumen sample maintained
at 25ºC during five seconds, the total weight of the needle assembly being 100gm. The softer the
bitumen, the greater will be the penetration. The test is conducted as per IS-1203 for paving
bitumen.

PROCEDURE
1. The bitumen is softened to a paving consistency between 75ºC and 100ºC above the
approximate temperature at which bitumen softens.
2. The sample material is thoroughly stirred to make it homogeneous and free from air
bubbles and water.
3. The sample containers are cooled in atmosphere of temperature not lower than 13ºC
for one hour. Then they are placed in temperature controlled water bath at a
temperature of 25ºC for a period of one hour.
4. The weight of needle, shaft and additional weight are checked. The total weight of this
assembly should be 100gm.

5. Using the adjusting screw, the needle assembly is lowered and the tip of the needle is
made to just touch the top surface of the sample.
6. The needle assembly is clamped in this position. The contact of the tip of the needle
is checked using the mirror placed on the rear of the needle.

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Department of Civil Engineering

7. The initial reading of the penetrometer dial is either adjusted to zero or the initial
reading is noted.
8. Then the needle is released by pressing a button and a stop watch is started. The needle
is released exactly for a period of 5.0secs.
9. At least 3 measurements are made on this sample by testing at distance of not less than
100mm apart.
10. The difference between the initial and final penetration readings are taken as the
penetration value.

OBSERVATIONS
1. Pouring Temperature = _____________°C
2. Period of cooling in atmosphere = _____________min
3. Room temperature = ____________°C
4. Period of cooling in water bath = ____________min
5. Actual test temperature = ___________°C

OBSERVATION TABLE

Readings Trials
Mean Value
1 2 3
Penetrometer dial Initial reading
Penetrometer dial final reading
Penetration Value

CALCULATIONS

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Department of Civil Engineering

RESULT
The average penetration value of a given bitumen sample is ________________ and the grade of
bitumen is ___________________.

CONCLUSION

APPLICATIONS
Penetration test is most commonly adopted test on bitumen to grade the material in terms of its
hardness. Depending upon the climatic condition and type of construction, bitumens of different
penetration grades are used, 80/100 bitumen denotes that the penetration value ranges between 80
and 100. The penetration values of various types of bitumen used in pavement construction in this
country range between 20 and 225. For bituminous macadam and penetration macadam, IRC
suggests bitumen grades 30/40, 60/70 and 80/100. In warmer regions lower penetration grades are
preferred and in colder regions bitumen with higher penetration values are used.

The penetration test is not intended to estimate the consistency of softer materials like cutback or
tar, which are usually graded by viscosity test in an orifice viscometer.

REFERENCES
1. Indian Standard Method for Tar and Bitumen, Determination of Penetration of
Bitumen, IS: 1203, Indian Standards Institution.
2. Indian Standard Specification for Paving Bitumen, IS: 73.
3. S.K. Khanna and C.E.G Justo, Highway Materials Testing Laboratory Manual, Nem
Chand Bros., Roorkee.

VIVA-VOCE:
1. What are the applications of penetration test?
2. What do you understand by the term 30/40 bitumen?
3. What are the precautions to be taken while conducting a penetration test?
Marks Obtained: Signature of Faculty: Date:

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 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

Transportation Engineering (3150611) Date:

EXPERIMENT NO. 9
DUCTILITY TEST

OBJECTIVE
To determine the ductility of bitumen binder used in pavement construction. This test is done to
measure the adhesive property of bitumen and its ability to stretch.

APPARATUS
Briquette mould, (length - 75mm, distance between clips - 30mm, width at mouth of clips-20 mm,
cross section at minimum width - 10mm x 10mm), Ductility machine with water bath and a pulling
device at a pre-calibrated rate, a putty knife, thermometer.

MATERIAL
Bitumen

RELATED I.S. CODE

IS: 1208

FIGURE

Figure 9.1: Ductility Test Concept & Briquette Mould

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Department of Civil Engineering

THEORETICAL BACKGROUND
In the flexible pavements construction where bitumen binders are used, it is of significant
importance that the binders form ductile thin films around aggregates. This serves as satisfactory
binder in improving the physical interlocking of the aggregates. A certain minimum ductility is
necessary for a bitumen binder. This is because of the temperature changes in bituminous mixes
and the repeated deformations that occur in flexible pavements due to the traffic loads. The binder
material which does not possess sufficient ductility would crack and thus provide previous
pavement surface. This is in turn results in damaging effect to the pavement structure. The ductility
is expressed as the distance in centimeters to which a standard briquette of bitumen can be
stretched before the thread breaks. The test is standardized by the IS: 1208. The test is conducted
at 27º±0.5ºC and a rate of pull of 50±2.5 mm per minute.

PROCEDURE

1. The bitumen sample is method to a pouring temperature (75ºC to 100ºC) and poured
into the mould assembly and placed on a brass plate, where a solution of glycerin or
soap solution is applied at all surfaces of briquette mould exposed to bitumen.
2. After the sample is poured to the mould, thirty to forty minutes the entire assembly is
placed in a water bath at 27ºC.
3. Then the sample is removed from the water bath maintained at 27ºC and excess
bitumen material is cutoff by leveling the surface using hot knife.
4. After trimming the specimen, the mould assembly containing sample is replaced in
water bath maintained at 27ºC for 85 to 95 minutes. Then the sides of mould are
removed and the clips are carefully booked on the machine without causing any initial
strain.
5. Two or more specimens may be prepared in the moulds and clipped to the machine so
as to conduct these test simultaneously.
6. The pointer is set to read zero. The machine is started and the two clips are thus pulled
apart horizontally.
7. While the test is in operation, it is checked whether the sample is immersed in water
at depth of atleast 10mm. The distance at which the bitumen thread of each specimen
breaks is recorded (in cm) to report as ductility value.

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Department of Civil Engineering

OBSERVATION TABLE

Trials Mean Value

Test Property
1 2 3
Ductility Value

CALCULATIONS

RESULT
The distance stretched by the moving end of the specimen upto the point of breaking of thread
measured in centimeters is recorded as ‘Ductility Value’.
The ductility value of the given bitumen sample is ________________ cm.

CONCLUSION

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Department of Civil Engineering

APPLICATIONS
A certain minimum ductility is necessary for a bitumen binder. This is because of the temperature
changes in the bituminous mixes and the repeated deformations that occur in flexible pavements
due to the traffic loads. If the bitumen has low ductility value, the bituminous pavement may crack,
especially in the cold weather. The ductility value of bitumen vary from 5 to over 100.

REFERENCES
1. Indian Standard Method for Tar and Bitumen, Determination of Ductility of
Bitumen, IS: 1208, Indian Standards Institution.
2. Indian Standard Specification for Paving Bitumen, IS: 73.
3. S.K. Khanna and C.E.G Justo, Highway Materials Testing Laboratory Manual, Nem
Chand Bros. Roorkee.

VIVA-VOCE
1. List the factors that affect the result of a ductility test.
2. What do you understand by the term repeatability and reproducibility?
3. Explain the significance of ductility test.

Marks Obtained: Signature of Faculty: Date:

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 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

Transportation Engineering (3150611) Date:

EXPERIMENT NO. 10
FLASH & FIRE POINT TEST

OBJECTIVE
To determine the flash and fire point of a given bituminous material.

APPARATUS
Pensky-Martens closed cup tester, thermometer, heating source, flame exposure.

MATERIAL
Bitumen

RELATED I.S. CODE

IS: 73 for paving bitumen

FIGURE

Figure 10.1: FLASH AND FIRE POINT TEST CONCEPT

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Department of Civil Engineering

THEORETICAL BACKGROUND
Flash and Fire point test is a safety test conducted on a bituminous material so that it gives an
indication of the critical temperature at and above where precautions should be taken to eliminate
fire hazards during its applications. Bituminous materials leave out volatiles at high temperature
depending upon their grade.

These volatile vapors catch fire causing a flash. This condition is very hazardous and it is therefore
essential to qualify this temperature for each bitumen grade, so that the paving engineers may
restrict the mixing or application temperature well within the limits. Flash and Fire point test is
conducted as per IS: 1209.

As per IS: 1209 the definitions of flash and fire point are:
Flash Point: “The flash point of a material is the lowest temperature at which the vapour of
substance momentarily takes fire in the form of a flash under specified conditions of test”.
Fire Point: “The fire point is the lowest temperature at which the material gets ignited and burns
under specified condition of test”.

PROCEDURE
1. All parts of the cup are cleaned and dried thoroughly before the test is started.
2. The material is filled in the cup upto a mark.
3. The lid is placed to close the cup in a closed system. All accessories including
thermometer of the specified range are suitably fixed.
4. The bitumen sample is then heated.
5. The test flame is lit and adjusted in such a way that the size of a bed is of 4mm
diameter.
6. The heating of sample is done at a rate of 5º to 6ºC per minute. During heating the
sample the stirring is done at a rate of approximately 60 revolutions per minute.
7. The test flame is applied at intervals depending upon the expected flash and fire points
and corresponding temperatures at which the material shows the sign of flash and fire
are noted.
OBSERVATION TABLE
Trials Mean Value
Test
1 2 3
Flash Point
Fire Point

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Department of Civil Engineering

CALCULATIONS

RESULT
The temperature at which the flame application that causes a bright flash is ______________ºC
and temperature at which the sample catches fire is ______________ºC.

CONCLUSION

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Department of Civil Engineering

APPLICATIONS
Different bituminous materials have quite different bituminous values of flash and fire points.
When the bitumen or cutback is to be heated before mixing or application, utmost care is to be
taken to see that heating is limited to a temperature well below the flash point. This is essential
from safety point of view.

The minimum value of Flash point by Pensky Marten’s closed type apparatus specified by the ISI
is 175°C for all the grades of bitumens (for both Assam petroleum and those from other sources).

The minimum specified flash point for rapid curing cutback bitumen of all grades is 26°C and that
for medium curing type is 38°C for grades 0 and 1 and 65°C for grade 2 to 5.

REFERENCES
1. Indian Standard Method for Tar and Bitumen, Determination of Flash and Fire Point
of Bitumen, IS: 1209, Indian Standards Institution.
2. Indian Standard Specification for Paving Bitumen, IS: 73.
3. S.K. Khanna and C.E.G. Justo, Highway Materials Testing Laboratory Manual, Nem
Chand Bros., Roorkee.

VIVA-VOCE
1. Define flash and fire points.
2. What is the significance of flash and fire point test?
3. What are the parameters that affect the result of flash and fire point tests?

Marks Obtained: Signature of Faculty: Date:

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 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

Transportation Engineering (3150611) Date:

EXPERIMENT NO. 11
SOFTENING POINT TEST

OBJECTIVE
To determine the softening point of given paving bitumen as per IS: 1205.

APPARATUS
Ring and Ball apparatus, Water bath with stirrer, Thermometer, Glycerin, etc. Steel balls each of
9.5mm and weight of 2.5±0.08gm.
RELATED I.S. CODE
IS: 1205 for paving bitumen

FIGURE

Figure 11.1: Softening Point Test Concept

THEORETICAL BACKGROUND
Bitumen does not suddenly change from solid to liquid state, but as the temperature increase, it
gradually becomes soften until it flows readily. The softening point is the temperature at which
the substance attains particular degree of softening under specified condition of test. For bitumen
it is usually determined by Ring and Ball apparatus. The test is conducted as per IS: 1205.

PROCEDURE
1. Sample material is heated to a temperature between 75ºC and 100ºC above the
approximate softening point until it is completely fluid and is poured in heated rings
placed on the metal plate.
2. To avoid sticking of the bitumen to metal plate, coating is done to this with a solution
of glycerin and dextrin.

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Department of Civil Engineering

3. After cooling the rings in air for 30 minutes, the excess bitumen is trimmed and rings
are placed in the support.
4. At this time the temperature of distilled water is kept at 5ºC. This temperature is
maintained for 15 minutes after which the balls are placed in position.
5. Then the temperature of water is raised at uniform rate of 5ºC per minute with a
controlled heating unit, until the bitumen softens and touches the bottom plate by
sinking of balls.
6. At least two observations are made.
7. For material whose softening point is above 80ºC, glycerin is used for heating medium
and the starting temperature is 35ºC instead of 5ºC.
8. The temperature at the instant when each of the ball and sample touches the bottom
plate of support is recorded as softening point value.

OBSERVATION TABLE
Test Property Trials Mean
Value
1 2 3
Temperature (°C) at which ball I touches the
bottom plate
Temperature (°C) at which ball II touches the
bottom plate
Final Softening Point Temperature

RESULT
The softening point value of given bitumen sample is ___________________ºC and grade of
bitumen is _________________.

CONCLUSION

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Department of Civil Engineering

APPLICATIONS
Softening point is essentially the temperature at which the bituminous binders have an equal
viscosity. The softening point of a tar is therefore related to the equiviscous temperature (e.v.t).
The softening point found by the ring and ball apparatus is approximately 20°C lower than the
e.v.t.

Softening point, thus gives an idea of the temperature at which the bituminous material attains a
certain viscosity. Bitumen with higher softening point may be preferred in warmer place.
Softening point is also sometimes used to specify bitumens and pitches.

REFERENCES

1. Indian Standard Method for Tar and Bitumen, Determination of Softening Point of
Bitumen, IS: 1205, Indian Standards Institution.
2. Indian Standard Specification for Paving Bitumen, IS: 73.
3. S.K. Khanna and C.E.G Justo, Highway Materials Testing Laboratory Manual, Nem
Chand Bros., Roorkee.

VIVA-VOCE
1. What are the factors which affect the ring and ball test results?
2. What is softening point?
3. If material ‘A’ has softening point of 56 and ‘B’ has 42 which binder is good and why?

Marks Obtained: Signature of Faculty: Date:

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 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

Transportation Engineering (3150611) Date:

EXPERIMENT NO. 12
SPECIFIC GRAVITY TEST

OBJECTIVE
To determine the Specific gravity of given Bituminous material.

APPARATUS
Specific gravity Bottle, Balance and Distilled water.

RELATED I.S. CODE

IS: 1202 for paving bitumen

THEORETICAL BACKGROUND
The density of a bitumen binder is a fundamental property frequently used as an aid in classifying
the binders for use in paving jobs. In most applications, the bitumen is weighed, but finally in use
with aggregate system, the bitumen content is converted on volume basis. Thus an accurate density
value is required for conversion of weight to volume. The specific gravity is greatly influenced by
the chemical composition of binder. Increased amount of aromatic type compounds cause an
increase in the specific gravity.

The specific gravity is defined by ISI as the ratio of the mass of a given volume of the bituminous
material to the mass of an equal volume of water, the temperature of both being specified at
27ºC±0.1ºC.

PROCEDURE
1. The clean, dried specific gravity bottle is weighed let that be W1 gm.
2. Then it is filled with fresh distilled water and then kept in water bath for at least half
an hour at temperature 27ºC±0.1ºC.
3. The bottle is then removed and cleaned from outside.
4. The specific gravity bottle containing distilled water is now weighed. Let this be W2
gm.
5. Then the specific gravity bottle is emptied and cleaned.
6. The bituminous material is heated to a pouring temperature and the material is poured
half the bottle, by taking care to prevent entry of air bubbles.
7. Then it is weighed. Let this be W3 gm.

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Department of Civil Engineering

8. The remaining space in specific gravity bottle is filled with distilled water at 27ºC and
is weighed.
9. Let this be W4 gm. Then specific gravity of bituminous material is given by formula

(W3 − W1 )
=
(W2 − W1 ) − (W4 − W3 )
OBSERVATIONS

W1 =
W2 =
W3 =
W4 =

CALCULATIONS

RESULT
The specific gravity of given bituminous binder is ___________________.

CONCLUSION

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Department of Civil Engineering

APPLICATIONS
Knowledge of the correct specific gravity of bituminous materials has mainly two applications.
First, to convert the specified bitumen content by weight to volume basis when the binder is
measured by volume. Here it is necessary to know the coefficient of expansion or the specific
gravity values at different temperatures.

Second, the specific gravity is useful to identify the source of a bituminous binder. Pure bitumen
has a specific gravity in the range 0.97 to 1.02. (Higher penetration grade bitumen and cut back
bitumen have lower range of specific gravity values). In case the bitumen contains mineral
impurity, the specific gravity will be higher. Thus it is possible for a qualitative estimation of
mineral impurity in bitumen. The specific gravity of tars depends on the type of carbonization
process used for their production. Vertical-retort tars have a specific gravity range 1.10 to 1.15
whereas horizontal retort and coke oven tars have values in the range 1.18 to 1.25.

The Indian Standard Institution specifies that the minimum specific gravity values of paving
bitumen at 27 °C shall be 0.99 for grades A 25, A 35, A 45, A65, S 35, S 45 and S 60, 0.98 for A
90 and S 90 and 0.97 for A 200 and S 200.
REFERENCES
1. Indian Standard Method for Tar and Bitumen, Determination of Specific Gravity of
Bitumen, IS: 1202, Indian Standards Institution.
2. Indian Standard Specification for Paving Bitumen, IS: 73.
3. S.K. Khanna and C.E.G Justo, Highway Materials Testing Laboratory Manual, Nem
Chand Bros., Roorkee.
VIVA-VOCE
1. Define specific gravity.
2. What is the use of finding specific gravity?
3. What are the factors affecting specific gravity test?

Marks Obtained: Signature of Faculty: Date:

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 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

Transportation Engineering (3150611) Date:

EXPERIMENT NO. 13
VISCOSITY TEST

OBJECTIVE
To determine the viscosity property of given bituminous material.

APPARATUS
A orifice viscometer (one of 4.0mm diameter used to test cut back grades 0 and 1 and 10mm
orifice to test all other grades), water bath, stirrer and thermometer.
RELATED I.S. CODE
IS: 1206 for paving bitumen
FIGURE

Figure 13.1: Schematic Representation of Experiment

THEORETICAL BACKGROUND
Viscosity is defined as the increase of fluidity. The degree of fluidity at the application temperature
greatly influences the ability of bituminous material to spread, penetrate in to void and also coat
the aggregates and hence affects the strength characteristics of the resulting paving mixes. There
is an optimum value of fluidity or viscosity for mixing and compacting for each aggregate
gradation of the mix and bitumen grade. At high fluidity or low viscosity, the bitumen binder
simply “lubricates” the aggregate particles instead of providing a uniform film thickness for
binding action. Similarly, low fluidity or high viscosity does not enable the bitumen to coat the
entire surface of aggregates. It will increase the compactive force or effort.

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Department of Civil Engineering

PROCEDURE
1. The tar cup is properly leveled and water in the bath is heated to the temperature
specified for the test and is maintained throughout the test.
2. The sample material is heated at the temperature 20 above the specified test
temperature and the material is allowed to cool.
3. During cooling the material continuously, stirred.
4. When material reaches slightly above test temperature, the same is poured in the tar
cup, until the leveling peg on the value rod is just immersed.
5. A graduate receiver (cylinder) and a 20ml of mineral oil or one percent by weight
solution of soft soap is poured.
6. When the sample material reaches the specified test temperature within ±0.1ºC and
then valve is opened.
7. The stop watch is started with the valve opening and time is noted for collecting a
50ml of test sample to flow through the orifice and collected in the receiver kept below
the orifice viscometer.
OBSERVATION TABLE

Test Trials Mean Value

1 2 3
Viscosity in sec

RESULT
The time in seconds for 50 ml of the test sample to flow through the orifice __________________
sec.

CONCLUSION

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Department of Civil Engineering

APPLICATIONS
Orifice viscosity test gives an indirect measure of viscosity of tars and cutbacks in seconds. Higher
the duration, more viscous is the material.

The determination of viscosity by orifice viscometer in seconds is an indirect measure of viscosity.

The absolute unit of viscosity is dyne-seconds per cm2 or poise.

REFERENCES
1. Indian Standard Method for Tar and Bitumen, Determination of Viscosity of Bitumen,
IS: 1206, Indian Standards Institution.
2. Indian Standard Specification for Paving Bitumen IS: 73.
3. S.K. Khanna and C.E.G Justo, Highway Materials Testing Laboratory Manual, Nem
Chand Bros., Roorkee.
VIVA-VOCE
1. Explain the term viscosity.
2. What are the uses of viscosity test?
3. What are the precautions to be taken during viscosity test using orifice viscometer?

Marks Obtained: Signature of Faculty: Date:

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 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

Transportation Engineering (3150611) Date:

EXPERIMENT NO. 14
MARSHAL STABILITY TEST

OBJECTIVE
To obtain maximum load and flow for asphalt concrete specimens cored from pavements or
Preparation of Marshall Compaction Specimens.
To determine the Marshall stability of bituminous mixture as per ASTM D 1559. The principle of
this test is that Marshall stability is the resistance to plastic flow of cylindrical specimens of a
bituminous mixture loaded on the lateral surface. It is the load carrying capacity of the mix at 60oC
and is measured in kg.

APPARATUS

Breaking Head - the breaking head shall consist of upper and lower cylindrical segments or test
heads having an inside radius of curvature of 50.8 mm accurately machined. The lower segment
shall be mounted on a base having two perpendicular guide rods or posts extending upward. Guide
sleeves in the upper segment shall be in such a position as to direct the two segments together
without appreciable binding or lose motion on the guide rods.
Loading Jack - the loading jack shall consist of a screw jack mounted in a testing frame and shall
produce a uniform vertical movement of 50.8 mm/minute. An electric motor may be attached to
the jacking mechanism.
Ring Dynamometer Assembly or Electronic Equivalent - one ring dynamometer of 2267 kg
capacity and sensitivity of 4.536 kg up to 453.6 kg and 11.34 kg between 453.6 and 2267 kg shall
be equipped with a micrometer dial. The micrometer dial shall be graduated in 0.0025 mm. Upper
and lower ring dynamometer attachments are required for fastening the ring dynamometer to the
testing frame and transmitting the load to the breaking head.
Flowmeter - the flowmeter shall consist of a guide sleeve and a gauge. The activating pin of the
gauge shall slide inside the guide sleeve with a slight amount of frictional resistance. The guide
sleeve shall slide freely over the guide rod of the breaking head.
The flowmeter gauge shall be adjusted to zero when placed in position on the breaking head when
each individual test specimen is inserted between the breaking head segments. Water Bath - the
water bath shall be at least 152 mm deep and shall be thermostatically controlled so as to maintain
the bath at 60 ± 1o C. The tank shall have a perforated false bottom or be equipped with a shelf
for supporting specimens 51 mm above the bottom of the bath.

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Department of Civil Engineering

Air Bath - the air bath for asphalt cutback mixtures shall be thermostatically controlled and shall
maintain the air temperature at 25 ± 1o C.
Samples may include cored specimens, field or lab prepared specimens. Density of the specimen
is required to obtain the volume for a correlation ratio.

RELATED I.S. CODE

IS: 1206 for paving bitumen, ASTM
FIGURE

Figure 14.1: Schematic Representation of Experiment

THEORETICAL BACKGROUND
This method covers the measurement of resistance to plastic flow of cylindrical specimens of
asphalt mixtures loaded on the lateral surface by means of the Marshall apparatus. This method is
for use with mixtures containing asphalt cement, asphalt cutback, and aggregate up to 25.4 mm
maximum size.

Figure 14.2: Schematic Representation of Experiment

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Department of Civil Engineering

PROCEDURE
1. Thoroughly clean the guide rods and the inside surfaces of the test heads prior to
making the test, and lubricate the guide rods so that the upper test head slides freely
over them. Asphalt Concrete Samples Obtained by Coring.
2. Bring the specimens prepared with asphalt cement to the specified temperature by
immersing in a water bath 30 minutes. Maintain the bath or oven temperature at 60 ±
1o C for asphalt cement specimens.
3. Bring the specimens prepared with asphalt cutback to the specified temperature by
placing them in the air bath for a minimum of 2 hours. Maintain the air bath
temperature at 25 ± 1o C. The testing head temperature shall be maintained between
20 to 38o C.
4. Remove the specimen from the water bath, oven or air bath and place in the lower
segment at the breaking head.
5. Place the upper segment of the breaking head on the specimen and place the complete
assembly in position on the testing machine.
6. Place the flowmeter, where used, in position over one of the guide rods and adjust the
flowmeter to zero while holding the sleeve firmly against the upper segment of the
breaking head.
7. Hold the flowmeter sleeve firmly against the upper segment of the breaking head
while the test load is being applied.
8. Apply the load to the specimen by means of the constant rate of movement of the load
jack or testing machine head of 50.8 mm/minute until the maximum load is reached
and the load decreases as indicated by the dial.
9. Record the maximum load noted on the testing machine or converted from the
maximum micrometer dial reading.
10. Release the flowmeter sleeve or note the micrometer dial reading, where used, the
instant the maximum load begins to decrease.
11. Note and record the indicated flow value or equivalent units in mm if a micrometer
dial is used to measure the flow.
12. The elapsed time for the test from removal of the test specimen from the water bath
to the maximum load determinations shall not exceed 30 seconds.

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Department of Civil Engineering

OBSERVATION TABLE

Test Trials Mean Value

1 2 3
Viscosity in sec

RESULT
Plot % of bitumen content on the X-axis and stability in kg on the Y-axis to get maximum Marshall
stability of the bitumen mix. A sample plot is given.

Figure 14.3: Marshall Stability Curve

CONCLUSION

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 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

APPLICATIONS
Orifice viscosity test gives an indirect measure of viscosity of tars and cutbacks in seconds. Higher
the duration, more viscous is the material.

The determination of viscosity by orifice viscometer in seconds is an indirect measure of viscosity.

The absolute unit of viscosity is dyne-seconds per cm2 or poise.

REFERENCES
1. Indian Standard Method for Tar and Bitumen, IS: 1206, Indian Standards Institution.
2. Indian Standard Specification for Paving Bitumen IS: 73.
3. S.K. Khanna and C.E.G Justo, Highway Materials Testing Laboratory Manual, Nem
Chand Bros., Roorkee.

VIVA-VOCE
1. Explain Marshall Stability Test.
2. What are the uses of Marshall Stability Test?

Marks Obtained: Signature of Faculty: Date:

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Department of Civil Engineering

(D)
ASSIGNMENTS

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 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

Transportation Engineering (3150611) Date:

ASSIGNMENT - I

1. Sketch the detailed cross sections of flexible pavements of National Highway and State
Highway.
2. Draw plan and cross section of a rigid pavement with proper notations.
3. Draw cross section of different types of joints in rigid pavement.

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 GOVERNMENT ENGINEERING COLLEGE, VALSAD
Department of Civil Engineering

Transportation Engineering (3150611) Date:

ASSIGNMENT - II

1. Draw different types of Prohibitory Signs, Cautionary Warning Signs, Directions and
Place Identification Signs and Facility Information Signs. (minimum 5 each, draw to the
scale)

72