Ebook Highway Engineering Laboratory2021

H I G H WAY
ENGINEERING
L A B O R AT O R Y
A F F I D A H M A R D Z I A H B I N T I M U K H TA R
H I G H W AY
ENGINEERING
L A B O R AT O R Y
AFFIDAH MARDZIAH BINTI MUKHTAR
POLITEKNIK KOTA BHARU

AUTHOR'S BACKGROUND
PUAN AFFIDAH MARDZIAH BINTI

M U K H T A R is a lecturer in the Department of
Civil Engineering, Polytechnic of Kota Bharu. She
has 18 years of experience in the Civil Engineering
field. She used to work in the company of
Consultant Engineering as a Designer after her
studies a t the Polytechnic Certificate level and
then she continued her studies at the Institute Technology Tun

Hussein Onn. After graduation, she worked part-time at Zaki
Consulting Engineer as a Planner. Beginning in 2003, she has served as
a lecturer at Polytechnic of Kota Bharu till now. At Polytechnic, she
also holds several side duties such as Course Coordinator, MS ISO
45001: 2018 (OSHA) Committee, Workshop Laboratory e-
Procurement Officer, Departmental Procurement and Asset
Registration Officer, Laboratory and Workshop Coordinator, and
Research and Innovation Unit Committee.
Copyright declaration
HIGHWAY ENGINEERING LABORATORY
Diterbitkan dan diedarkan oleh:
Jabatan Kejuruteraan Awam
Politeknik Kota Bharu
KM. 24, Kok Lanas, 16450 Ketereh, Kelantan.
Highway Engineering Laboratory
Cetakan Pertama 2021
© 2021 Affidah Mardziah Binti Mukhtar
Hak cipta terpelihara. Tidak ada bahagian dalam penerbitan ini yang
dapat diterbitkan semula, disimpan dalam bentuk apa pun atau dengan
cara apa pun, elektronik, mekanikal, fotokopi, rakaman atau sebaliknya
tanpa izin bertulis terlebih dahulu dari pemegang hak cipta.
Affidah Mardziah
Highway Engineering Laboratory / Affidah Mardziah
Higway Engineering Laboratory page i

Abstract
This e-book was produced for the DCC30112 Geotechnics and

Highway Laboratory course for Polytechnic. This e-book contains
several experiments related to Highway Engineering Laboratories
only. It is hoped that the production of this e-book will be a
reference material for students and lecturer. Each experiment will
include references, objectives, theory, equipment and data
tables. Therefore, this e-book can be used directly for the
implementation of field experiments. For each experiment,
comprehension questions were given to test student. Hopefully,
earning this e-book will provide many benefits for all.
Higway Engineering Laboratory page ii

Content
1.0 Introduction 1
2.0 Rubric 2
3.0 Highway Laboratory Test
3.1 Aggregate Impact Value 3

- Experimental Comprehension Questions
3.2 Polished Stone Value. 8
3.3 Flakiness & Elongation Index. 14
3.4 Soundness For Agregate 22
3.5 Penetration. 27
3.6 Softening Point 32
3.7 Viscosity Test and Flash & Fire Point. 38
3.8 Ductility 42
3.9 Floatation 48
3.10 Marshall Stability 54
3.11 California Bearing Ratio 60
3.12 Skid Resistance 67
3.13 Coring Test. 72
Higway Engineering Laboratory page iii

Content
4.0 Traffic Study
4.1 Spot Speed Study 76

4.2 Traffic Volume Study 82

4.3 Speed - Delay Study 87

4.4 Vehicle Parking Study 91

References 94
Higway Engineering Laboratory page iv

Introduction
HIGHWAY ENGINEERING is the
study of the process of design and
construction of efficient and safe highways
and roads. This field that originated from the
discipline of civil engineering became
important in the 20th century, with highway
engineering standards constantly being
improved. Concepts such as grade, surface
texture, visibility, as well as horizontal bend
radii and vertical slope related to design
speed are important elements in the field of
highway engineering. Apart from the design
of the intersection (intersection). Most developed countries have an extensive
network of highways.
The design policy standards used in the United States are typically based on
publications of the American Association of State Highway and Transportation
Officers as well as research declared by the Transportation Research Board, the
Institute of Transportation Engineers, the Federal Highway Administration, and the
Department of Transportation.
HIGHWAY ENGINEERING LABORATORY encompasses

knowledge in practical form through experiments conducted based on
concepts and theories learned in class.
The emphasis of the course is on methods of conducting experiments, data

analysis and understanding its relationship to learning theory. The course also
focuses on highways which are the core of the field of civil engineering.
Higway Engineering Laboratory page 1

Rubric
ROAD LABORATORY MARKING RUBRIC includes 3 main domains namely P3 for
practical implementation in the laboratory during the experiment, domain A4 for
safety implementation in the laboratory and domain C4 for laboratory reports.
Resources : Rubric from Coordinating Polytechnic (2021)

Highway
Laboratory Test
10
Page :
WORK INSTRUCTION
Edition :
Checking No.
AGGREGATE IMPACT VALUE (AIV)
CIVIL ENGINEERING (Reference Standard: BS 812: Effective Date:
part 112 1990)
JKA/ DCC30112/ 2021 Amendment Date:
1.0 OBJECTIVE OF EXPERIMENT :
To assess the resistance of an aggregate to mechanical degradation by the Aggregate

Impact Value and to determine percent crush due to impact load
2.0 SUMMARY OF THEORY :
When a road aggregate has been manufactured to a specified grading it is stock piled,
loaded into trucks, transported, tipped, spread and compacted. If the aggregate is
weak, some degradation may take place and result in a change in grading and/or the
production of excessive and undesirable fines. Thus, an aggregate complying with a
specification at the quarry may fail to do so when it is in the pavement.
The standard amount of impact is produced by a known weight, i.e. a steel cylinder,
falling a set height, a prescribed number of times, onto an amount of aggregate of
standard size and weight retained in a mould. Aggregate Impact Values, (AIV’s) below
10 are regarded as strong, and AIV’s above 35 would normally be regarded as too weak
for use in road surfaces. Aggregate Impact Values and Aggregate Crushing Values are
often numerically very similar, and indicate similar aggregate strength properties. Then,
the aggregate impact value gives a relative measure of the resistance of an aggregate
to sudden shock or impact, which in some aggregates differs from its resistance to a
slowly applied compressive load. With aggregate or aggregate impact value higher
than 30 the result maybe anomalous.
3.0 EQUIPMENTS:

1. Aggregate Impact Test Machine according to the British Standard 812: Part
112 1990.
2. BS Sieves of aperture sizes (14 mm, 10mm, 2.36 mm)
3. Cylindrical metal measure with an internal diameter of 75 mm and an internal
depth of 50 mm.
4. A straight metal tamping rod, 10 mm diameter, 230 mm long rounded at one
end.
5. A balance of capacity not less than 500 g and accurate to 0.1 g.
6. A bristle Brush.
7. A set of tray.
4.0 DETAILED PROCEDURE : AGGREGATE IMPACT VALUE
REFERENCE
WORK PROCESS
DOCUMENT
i. The apparatus consists of a steel test mould with a falling
hammer as shown in Figure 1. The hammer slides freely between
vertical guides so arranged that the lower part of the hammer is
above and concentric with the mould.
ii. The material used is aggregate passing a 14 mm sieve and

retained on a 10 mm sieve. It shall be clean and dry (washed if
necessary) but it must not be dried for longer 4 hours nor at a
temperature higher than 110 °C. Otherwise certain aggregates
may be damaged. Weight a clean cylindrical metal container
and denote it as W1.
iii. Fill up the cylindrical metal container with aggregates in three

(3) similar layers. Each layer shall be tamped 25 times with a 10
mm rounded end tamping rod by allowing the tamping rod to
fall freely from a height of about 50 mm above the surface of
the aggregate and the blows being evenly distributed over the
surface.
iv. Remove, by rolling the tamping rod across and in contact with
the top of the container, any aggregate which impedes its
progress. Aggregate being added to fill any obvious
depressions.

REFERENCE
WORK PROCESS
DOCUMENT
v. Weight the mass of aggregate in the cylindrical metal
container (W2). Determine the mass of the uncrushed sample
alone as W3, in which: W3 = W2 – W1.
vi. Fix and secure the cylindrical metal container containing the
whole of the test sample in it in position on the base of the
machine.
vii. The test sample is subjected to 15 blows of the hammer
dropping 381 mm, each being delivered at an interval not less
than one second.
viii. Unsecure the cylindrical metal container containing the whole

of the crushed test sample and weight them. Determine the
mass of the crushed sample (M1).
ix. Sieve the whole of the sample in the tray on the 2.36 mm BS test
sieve until no further significant amount passes in 3 minutes.
Weight the fractions passing (M2) and retained (M3) on the
sieve to an accuracy of 0.1 g. And if total mass M2 + M3 is less
than the initial mass (M1) by more than 1g, discard the result
and make a fresh test.

5.0 RESULT: AGGREGATE IMPACT VALUE
NAME GROUP
CHECKED BY DATE
DRY AGREGATE SAMPLE DATA
SAMPLE 1 SAMPLE 2 SAMPLE 3

ITEM TEST
(gram) (gram) (gram)
Sample mould weight (W1)
Sample mold weight and

sample weight(W2)
Sampleweightbeforeblows(W3)
Crush sample weight (M1)
Sampleweightpassingsieve
2.36mm (M2)
Sampleweightretained insieve
2.36mm (M3)
The aggregate impact value (AIV)
Formula for aggregate impact value : AIV = M2 X100%

M1
6.0 DISCUSSION :
* Interpret and comment the results obtained

a. Give the good value for the AIV test in highway engineering. Compare the standard
result and your experiments result of AIV value.
b. Give two experiments for aggregate degradation other than AIV test.
c. State the permissible value of AIV required by JKR and explain what would have
happened if the specified value is not met.
7.0 CONCLUSION
*Give your conclusion from this experimental and explain the result you get.
8.0 REFERENCES:
*Give at least 5 references you refer

Experimental
Comprehension
Questions
1. How do you calculate aggregate impact value?
2. How is aggregate impact value expressed?
3. What is the importance of aggregate impact value?
4. What should be the impact value of aggregates used in concrete?

Page :
WORK INSTRUCTION
Edition :
Checking No.
POLISHED STONE VALUE (PSV)
CIVIL ENGINEERING (Reference Standard: BS812 Effective Date:
Part1 14:1989)
To determining the polished-stone value (PSV) of an aggregate.

The Polished Stone Value of aggregate gives a measure of resistance to the
polishing action of vehicle tyres under conditions similar to those occurring on the surface
of a road. The action of road vehicle tyres on road surfaces results in polishing of the top,
exposed aggregate surface, and its state of polish is one of the main factors affecting the
resistance to skidding. Resistance to this polishing action is determined principally by the
inherent qualities of the aggregate itself. A later section of this memorandum gives some
information about the polishing resistant qualities of different sources of aggregate.
The actual relationship between PSV and skidding resistance will vary with traffic
conditions, type of surfacing and other factors. All factors together with reproducibility of
the test should be taken into account when drawing up specifications for road works
which include test limits for PSV. The PSV test is carried out in two stages - accelerated
polishing of test specimens followed by measurement of their state of polish by a friction
test.
The actual relationship between PSV and skidding resistance will vary with the
traffic conditions, type of surfacing and other factors. All factors together with the
reproducibility of the test should be taken into account when drawing up specifications
for road-works which include test limits for PSV. The test is in two parts.
a) First part. Samples of stone are subjected to a polishing action in an accelerated
polishing machine.
b) Second part. The state of polish reached by each sample is measured by means of a
friction test and is expressed as a laboratory-determined PSV.
In order to evaluate the effects of different grades of calcined bauxite on the polishing
behaviour, six types of calcined bauxite, including grades 90, 85, 80, 75, 70, and 65, were
used in this study. The main chemical composition of calcined bauxite was tested
with X-ray fluorescence analysis and is shown in Table 1. As coarse aggregates
commonly

used in pavement surface coatings, basalt and limestone were also chosen for a
comparison of polishing performance with calcined bauxite. The physical properties of
basalt and limestone aggregates meet the Chinese standard specifications (JTG F40-
2017) for the construction of highway asphalt pavements, as shown in Table 2.
EQUIPMENTS:
Accelerated Polishing Machine (PSV) is used to simulate

the polishing action of vehicle tyres on a road surface, for
coarse aggregate which is going to be used as asphalt
road surface covers.
The sample used in the laboratory for the test shall be

taken in accordance with clause 5 of BS 812-102:1984.
The sample shall be taken from the normal run of
production from the plant. NOTE Chippings that have
been freshly crushed in the laboratory or recovered from
bituminous materials may give misleading results.

4.0 DETAILED PROCEDURE : POLISHED STONE VALUE (PSV)
REFERENCE
WORK PROCESS
DOCUMENT
the scale. Ensure that the track of the slider is parallel to the
long edge of the specimen across the sliding distance.
• Use the following procedure to ensure that the rubber slider is
correctly conditioned.
• NOTE It is possible to reverse the slider to make use of both
edges.
a) Maintain a stock of Criggion specimens for calibration
purposes. These shall be made from stone from Criggion
Quarry and shall be made and polished as in an actual
determination. When tested they shall yield a value in the
range58 to66. Record the values and air-dry the specimens
and store them in a sealed container for future use.
b) Before using a new slider, swing it five times over the dry
surface of a polished Criggion specimen following with a
further 20 swings on its wetted surface. Keep the Criggion
specimen used for this purpose apart from the Criggion
calibration specimens tested in it may be used repeatedly
provided its value (when wet) does not fall below55.
c) Before measuring the set of specimens polished on each test
run, check the performance of the slider by testing a
Criggion calibration specimen. Record the resulting value.
Additional polishing through repeated testing yields
progressively lower values and the control shall be discarded
when its value falls below 57. A new control shall then be
drawn from the stock. If a check value is more than 2 units
lower (or one unit higher) than the last recorded value for
the control, discontinue testing and rectify any fault in the
instrument or its operation or due to changes in the slider. It is
recommended that more than one slider be kept in use to
help differentiate between a faulty slider and a defective
instrument.
d) Discard any slider that develops excessive burring and
scoring through prolonged use.

REFERENCE
WORK PROCESS
DOCUMENT
• Rigidly locate the first test specimen with its longer dimension
lying in the track of the pendulum, and centrally with respect to
the rubber slider and to the axis of suspension of the pendulum.
Locate it in such a way that the slider of the pendulum will
traverse it in the same direction as the specimen travelled in the
polishing machine
• NOTE For this purpose it is advisable to mark one longitudinal
edge of each specimen. If this mark is on the side of the
specimen furthest from the operator during polishing, it should
be nearest to him during friction testing and vice versa.
• Adjust the height of the axis of suspension of the pendulum so
that in traversing the specimen the rubber slider is in contact
with it over the whole width of the slider and over a length of
76.0 mm, as accurately as can be visually gauged. Then wet
the surfaces of the specimen and the rubber slider with a
copious supply of clean water, being careful not to disturb the
slider from its set position. Release the pendulum and pointer
from the horizontal position and note the reading of the pointer
to the nearest whole number. Perform this operation five times,
rewetting the specimen each time, and record the mean of the
last three readings to the nearest 0.1 unit. Test the specimens in
the following order: 13, 1, 10, 3, 5, 12, 8, 7, 11, 6, 4, 9, 2, 14
5. Calculations
• Calculate the mean of the recorded values of the two PSV
control stone specimens for each test run. Record to the nearest
0.1 unit providing two
results for the complete duplicated test cycles.
• If the difference between the two mean values of the PSV
control specimens for each test run is greater than 4.7, the
results for the test shall be rejected. If the mean value of the two
PSV control specimens for either test run does not lie within the
range 49.5 to 55.5 the test results shall be rejected.

REFERENCE
WORK PROCESS
DOCUMENT
• The whole test procedure shall then be examined and modified
as necessary to ensure that these requirements for range and
mean are satisfied.
• For satisfactory test runs the PSV of each sample shall be
calculated as follows.
• Calculate the mean value S of the recorded values of the four
test specimens (two from each run) and record to the nearest
0.1 unit.
• Calculate the mean value C of the recorded values of the four
control specimens (two from each run) and record to the
nearest 0.1 unit.
• Calculate the PSV from the following equation:
PSV = S + 52.5 – C
• NOTE This equation is valid only for values of C between 49.5

and 55.5
DISCUSSION : * Interpret and comment the results obtained
a If the PSV value results with different values, whether the decrease in alumina
.b. content will cause PSV weakening. Give a reason?
Give two experimentsfor polished stone value.
CONCLUSION
a. Give your conclusion from this experimental and explain the result you get.
REFERENCES: Give at least 5 references you refer

Experimental
Comprehension
Questions
1. What is a polished stone value?
2. How do you calculate aggregate impact value?
3. What is the relationship between the coefficient of friction and the

polished stone value of the test specimen?
4. What are the uses of determining impact value?

Page :
WORK INSTRUCTION
Edition :
Checking No.
FLAKINESS AND
ELONGATION INDEX TEST
Reference Standard: BS 812: Effective Date:
CIVIL ENGINEERING
Section 105.1 :1989
To determine the percentage of flat particles in a seal coat aggregate
.2.0 SUMMARY OF THEORY :
The particle shape of aggregates is determined by the percentages of flaky and

elongated particles contained in it. For base course and construction of bituminous and
cement concrete types, the presence of flaky and elongated particles are considered
undesirable as these cause inherent weakness with possibilities of breaking down under
heavy loads. Thus, evaluation of shape of the particles, particularly with reference to
flakiness and elongation is necessary.
The Flakiness index of aggregates is the percentage by weight of particles whose
least dimension (thickness) is less than three- fifths (0.6times) of their mean dimension. This
test is not applicable to sizes smaller than 6.3mm.
The Elongation index of an aggregate is the percentage by weight of particles
whose greatest dimension (length) is greater than nine-fifths (1.8times) their mean
dimension. This test is not applicable for sizes smaller than 6.3mm.
3.0 DETAILED PROCEDURE : FLAKINESS INDEX TEST
WORK PROCESS REFERENCE

DOCUMENT
EQUIPMENT SET UP: Reference
Standard:
BS 812:
Section 105.1
:1989
Seive Flakines Gauge Weighing Balance

REFERENCE
WORK PROCESS
DOCUMENT
SAMPLE
Use the material retained on any of the following sieves: 50, 37.5,
28, 20, 14, 10, 6.3mm sieve and has been placed into separate
containers.
Aggregates retained on each sieve which comprises at least

5 percent of the total sample, shall be tested.
INSTRUCTION
a) Wash and ovendry samples toaconstant weight at 110 ± 5 °C

(230 ± 9°F)
b) Sieve an aggregate amountof 2 kg using the BS Standard sieves
as outline in Table 1
Table 2.1: BS test sieves sizes for flakiness index test

c) Test each of the particles in each size fraction using the proper slot
opening for each sieve size.
d) Separate theparticles passing throughthe slot from those that
do not pass through the slot.
e) Weight the particles passing the slot to the nearest 0.1 gram.
CALCULATION FOR AN INDIVIDUAL SIEVVE SIZE
Flakiness Index (FI) = Weight pass slot x 100

Weight Original
% Flakiness Index = A x 100

A+B
Where:
A = Weight passing a given slot
B = Weight retained on the same slot

FLAKINESS INDEX TEST
BS 812 : Section 105.1 :1989
Laboratory : Highway and Trafic Laboratory Type of Material :

Sources :
Location :
Testes By : _ Date :
Weight
Weight
SIEVE SIZE Retaine Flakiness
Weight Weight Passing
Weight d On Index (%)
of of Sieve On
of Flakiness (Individu
Retained Sieve + Flakiness
Sample Gauge al Size)
on Sieve (g) Sample Gauge
(g) (g) B
mm (g) (g) A
50
(33.9 mm slot)
37.5
(26.3 mm slot)
28
(19.7 mm slot)
20
(14.4 mm slot)
14
(10.2 mm slot)
10
10 (7.2 mm slot)
6.3
(4.9 mm slot)
TOTAL MASS (g)
% Flakiness Index (Multiple Size)
Check : Weight Sample = Weight passing + Weight

Retained
% Flakiness Index = TOTAL PASSING X 100
TOTAL PASSING + TOTAL RETAINED

4.0 DETAILED PROCEDURE : ELONGATION INDEX TEST
REFERENCE
WORK PROCESS
DOCUMENT
EQUIPMENT SET UP:
Seive Flakines Gauge Weighing Balance

a) A metal plate approximately 0.0625 inches thick with slotted
openings conforming to the design and dimensions shown in Figure
1.
b) Balance - with a minimum capacity of 2000g, a readability and
sensitivity of 0.1g and an accuracy of 0.1g or 0.1%.
c) Oven - Capable of maintaining a temperature of 110 ± 5 °C (230 ± 9
°F).
d) Sieves size: 50 mm, 40 mm, 31.5 mm, 25 mm, 20 mm, 16 mm, 12.5
mm, 10 mm, 6.3 mm.
SAMPLE
Use the material retained on any of the following sieves: 37.5mm, 28mm,
20mm, 14mm, 10mm, 6.3mm sieve and has been placed into separate
containers.
Aggregates retained on each sieve which comprises at least 5 percent

of the total sample, shall be tested.
INSTRUCTION
Sieve an aggregate amount of 2 kg using the BS Standard sieves
Carry out a sieve analysis using the sieves shown in Table 9.
Table 3.2: Dimensions of thickness and length

REFERENCE
WORK PROCESS
DOCUMENT
c) The sample is sieved through BS Standard sieve specified in

Table 3.2
d) A minimum of 200 pieces of each fraction is taken and
weighed.
e) In order to separate elongated materials, each fraction is
then gauged individually for length in the length gauge.
f) The pieces of aggregate from each fraction tested which
could not pass through the specified gauge length with its
long sides elongated are collected separately to find the
total weight of aggregate retained on the length gauge from
each fraction.
g) The total amount of elongated material retained by the length
gauge is weighed to an accuracy of 0.1% of the weight of
sample.
CALCULATION FOR ELONGATION INDEX TEST
Elongation Index (FI) = Weight retained slot x 100

Weight Original
Elongation Index = Total (M2) x100

Total (M2) + Total (M3)

ELONGATION INDEX TEST
BS 812 Part 1 :1975
Laboratory : Highway and Trafic Laboratory Type of Material :
Sources :
Location :
Testes By : Date :
Weight
SIEVE SIZE Weight
Retaine
Weight Weight Passing
Weight d On
of of Sieve On Remarks
Retained of Elongati
Sieve + Elongati
on Sample on
(g) Sample on
Sieve (g) Gauge
(g) Gauge
mm (g) M3
(g) M2
37.5
28
20
14
10
6.3
TOTAL MASS (g)
% Elongation Index (Multiple Size)
Check : Weight Sample = Weight passing + Weight Retained
% Elongation Index = TOTAL PASSING X 100

TOTAL PASSING + TOTAL RETAINED

NOTE
:
Aggregate Physical Testing Required By JKR Malaysia

Type of Test Requirements
Los Angeles Abrasion Test < 60%
Aggregate Impact Value < 15%
Aggregate Crushing Value Test < 30%
10% Fines Test 7.5 – 12.5%
Polish Stone Value Test > 40%
Soundness Test < 12%
Flakiness Index Test < 30%
Angularity Number Test 6–9
Water Absorption Test < 2%
DISCUSSION: *Interpret and comment the results obtained
CONCLUSIONS : Make your conclusion based on your result.

REFERENCES : Give at least 5 references you refer
QUESTION
1. What is the use of flakiness index and elongation index?
.
2. Why flaky or elongated particles are avoided in pavement construction?

Experimental
Comprehension
Questions
1. What is flakiness index and elongation index?
2. How do you do a flakiness and elongation test?
3. How do you use a flaky gauge?
4. Why flakiness and elongation index test is done?

Page :
WORK INSTRUCTION
Edition :
Checking No.
SOUNDNESS TEST OF
AGREGATE
Effective Date:
CIVIL ENGINEERING (Reference Standard: BS
812-121:1989 ) Amendment Date:
JKA/ DCC30112/ 2021
To determining the soundness of aggregates by subjecting the aggregate to cycles of

immersion in a saturated solution of magnesium sulphate followed by oven-drying. The
method is applicable to aggregate passing a 14.0 mm test sieve but is retained on a 10.0
mm test sieve
The definitive method is based on finding the degree of degradation that occurs when test
portions of an aggregate in the size range 10.0 mm to 14.0 mm are subjected to cycles of
immersion in saturated magnesium sulphate solution followed by oven-drying. The degree
of degradation is expressed as the magnesium sulphate soundness value. Appendix A
recommends procedures for carrying out the test on test portions of aggregate in size
ranges other than the one used in the definitive method.
The sulphate soundness test has a long history. It is reported that it first appeared in France
around 1818 as a test for classifying the resistance of building stone to deterioration under
freeze-thaw conditions. In North America it has been incorporated in the ASTM book of
standards, designation C88, since 1931. It did not come into widespread use in the United
Kingdom until the late 1970s. Current experience of the use of the test in the UK relates
mainly to aggregates in materials forming the surfacing of airfields/airports and of highway
pavements. It is intended that advice on the applicability of this test for given situations
and on the selection of limits will be included in future Parts of this standard. Similarly it is
intended that advice on calibration will be included in Part 1001)
It is intended that other British Standards should call up BS 812 test methods as the basis for
compliance. Nevertheless it is not intended that all aggregates should be subjected
regularly to all the listed tests. Specifications in other standards should call up only relevant
test methods. Reference should be made to BS 812-101 for general guidance on testing
aggregates, precision of test methods and variance arising from sampling errors.

3.0 SAMPLING
The sample to be used for the test (the laboratory sample) shall be taken in accordance
with the procedure described in clause 5 of BS 812-102:1984.
4.0 APPARATUS
1. Test sieves,
- with square hole perforated plate of sizes 14.0 mm, 10.0 mm and 6.3 mm, and a
woven wire 3.35 mm test sieve. The test sieves shall comply with BS 410.
2. Balance
- A balance, of at least 10 kg capacity, accurate to 5 g and A balance, of at
least 500 g capacity, accurate to 0.05 g
3. At least two brass or stainless steel mesh baskets
4. Containers, of diameter such that the baskets listed in 5.5
5. Water bath / tank at 20 ± 2 °C
6. Oven
7. Density hydrometer
8. A desiccator
9. Reagent : A supply of distilled water or deionized water,
Barium chloride, 5 % solution, Dissolve 5 g of barium chloride in 100 mL of distilled or
deionized, water, 6.3 A saturated solution of magnesium sulphate
5.0 PROCEDURE
REFERENCE
WORK PROCESS
DOCUMENT
PREPARATION OF TEST PORTIONS AND SPECIMENS
1. Reduce the laboratory sample by the procedures described
in clause 6 of BS 812-102:1984 to produce two test portions of
sufficient mass such that each will produce a minimum mass
of 500 g of the 10.0 mm to 14.0 mm size range when
processed as described in 3.
2. Dry each test portion in the oven at 105 °C to 110 °C to
constant mass and allow to cool in the desiccator to
laboratory temperature.
3. Sieve each dried test portion using the 14.0 mm and 10.0
mm test sieves to obtain two test specimens of material, of
500 g approximate mass, in the size range 10.0 mm to 14.0
mm.
4. Wash the test specimens with distilled water until they are
seen to be free from dust, allow to drain and dry in the oven
at 105 °C to 110 °C for at least 24 h. Remove from the oven
and allow to cool in the desiccator.

REFERENCE
WORK PROCESS
DOCUMENT
5. Repeat the sieving of each specimen using the 14.0 mm and
10.0 mm sieves to ensure that only material in this size range is
used.
6. Weigh out between 420 g and 430 g of each test Specimen
and record the masses (M1 ) to the nearest 0.1 g. Transfer the
specimens to two labelled mesh baskets. NOTE In order to
reduce to a minimum any loss by abrasion, take care to
avoid shaking the specimens in their baskets at all subsequent
stages.
7. Follow the procedure described in clause 8 for each
specimen.
PROCEDURE
1. Immerse the basket, containing the specimen under test, in a
container holding the saturated solution of magnesium
sulphate, so that the aggregate is completely immersed, for a
period of 17 h ± 30 min. Suspend each basket so that there is
a minimum of 20 mm of solution above the specimen and 20
mm separation from any salt cake accumulation or from any
other basket. Take particular care during the process of
immersion to ensure that no whole piece of aggregate is lost
from the basket. Cover the container holding the solution and
the test specimen to reduce evaporation and to prevent
ingress of foreign matter. NOTE Clock glasses are suitable
covers.
2. At the end of the immersion period remove the basket from
the solution, cover the container and leave the basket to
drain for a period of2h ± 15 min. Place the basket in the oven
maintained at a temperature of 105 °C to 110 °C for at least
24 h. Remove the basket from the oven and leave to cool to
laboratory temperature for5h ± 15 min.
3. Prior to the next immersion break up any salt cake which may
have accumulated at the bottom of the container, stir the
solution thoroughly with a glass rod and allow to settle for 30
min. Check that the density of the solution in the container is
still in the required range and if it is not replace it with unused
saturated solution of magnesium sulphate. NOTE In cases
where severe disintegration of the aggregate occurs during
the course of the test the relative density recorded may not
accurately reflect the degree of saturation of the solution,
because of the suspended fines or ion-exchange effects.
Where the density falls outside the range given in 6.3.3 the
test procedure calls for replacement with a fresh solution of
magnesium sulphate.
4. Immerse the basket in the saturated solution of magnesium
sulphate and repeat the process of immersion, drainage,
oven-drying, cooling and agitation described in 8.1 to 8.3 until
five cycles have been completed, each cycle taking 48 ± 2 h.
When scheduling the tests, a nominal value of 24 h is used for
the oven-drying period.

REFERENCE
WORK PROCESS
DOCUMENT
5. When the specimen has cooled after the last cycle of the
test, wash the aggregate in the basket with water until it is
free of magnesium sulphate. Check that no magnesium
sulphate remains by adding a few drops of the barium
chloride solution to a 10 mL aliquot of the washings and
comparing the turbidity of this with the turbidity of an equal
volume of fresh tap water.
6. Dry the specimen in an oven at 105 °C to 110 °C to constant
mass and allow to cool in the desiccator to laboratory
temperature. Hand sieve the specimen on a 10.0 mm sieve
and record the mass (M2 ) of material retained on the sieve
to the nearest 0.1 g
RESULTS
Calculate the soundness value S (in %) of each specimen from the
following equation, recording each value to the first decimal
place.
S = 100 M2 / M1
where
M1 is the initial mass of the test specimen (in g);
M2 is the mass of material retained on the 10.0 mm
sieve at the end of the test (in g).
DISCUSSION :
a) Sample identification and sample description including rock type and aggregate size.
b) Aggregate size fractions.
c) The magnesium sulphate soundness value and the individual soundness values of the
two specimens.
CONCLUSION

Experimental
Comprehension
Questions
1. How do you test soundness of aggregate?
2. Why we need to prepare the portions and specimen?
3. Why we using reagent?
4. Why is soundness test done for aggregate?

Page :
WORK INSTRUCTION
Edition :
Checking No.
PENETRATION OF
BITUMINOUS MATERIALS Effective Date:
CIVIL ENGINEERING
Reference Standard:
JKA/ DCC30112/ 2021 BS 2000: Part 49: 1983 Amendment Date:
To examine the consistency of a sample of bitumen by determining the distance in tenths

of a millimeter that a standard needle vertically penetrates the bitumen specimen under
known conditions of loading (100 gram), time (5 seconds) and temperature (25 C).
.2.0 SUMMARY OF THEORY :

This is the most widely used method of measuring the consistency of a bituminous
material at a given temperature. It is a means of classification rather than a measure of
quality. (The engineering term consistency is an empirical measure of the resistance
offered by a fluid to continuous deformation when it is subjected to shearing stress). The
type and amount of these constituents are determined by the source petroleum and the
method of processing at the refinery. Can characterize asphalt binder at one temperature
25 C (77 F). Penetration grades are listed as a range of penetration units (one
penetration unit = 0.1 mm of penetration by the standard needle).
In Malaysia, use of 80-100 PEN is very common. However, the 60-70 PEN is
recommended in the new JKR specification. For cold climate regions, softer grade is
preferred whereas hot climate demands harder grade. Typical range of pen. value is 40 to
300 PEN

3.0 EQUIPMENTS:
Penetrometer set Transfer Dish Stop Watch Spatula
4.0 DETAILED PROCEDURE : FLAKINESS INDEX TEST
REFERENCE
WORK PROCESS
DOCUMENT
1. The penetration apparatus is specified in many standards

throughout the world but has always the same
2. Specimens are prepared in sample containers and placed in
a water bath at the prescribed temperature of test for 1 to 1.5
hours before the test.
3. For normal tests the precisely dimensioned needle, loaded to
100 ± 0.05 g, is brought to the surface of the specimen at right
angles, allowed to penetrate the bitumen for 5 ± 0.1 s, while
the temperature of the specimen is maintained at 25 ± 0.1°C.
The penetration is measured in tenths of a millimeter (Deci-
millimeter, d-mm).
4. Make at least three determinations on the specimen. A clean
needle is used for each determination. In making repeat
determinations, start each with the tip of the needle at least
10 mm from the side of the container and at least 10 mm
apart.
Apparatus for the bitumen penetrationtest

REFERENCE
WORK PROCESS
DOCUMENT
5. The crushed test sample and weight them. Determine the mass
of the crushed sample (M1).
6. Sieve the whole of the sample in the tray on the 2.36 mm BS test
sieve until no further significant amount passes in 3 minutes.
Weight the fractions passing (M2) and retained (M3) on the
sieve to an accuracy of 0.1 g. And if total mass M2 + M3 is less
than the initial mass (M1) by more than 1g, discard the result
and make a fresh test.
Penetration (mm)
Sample Mean
1 2 3 4 5 6 7
* Note : Unit PEN. = 0.1mm (80 PEN.=8 mm)
The difference of highest and lowest reading of penetration
Highest Lowest
Sample Penetration (mm) Penetration(mm) Difference (mm)
1
2
3

DISCUSSION: * Interpret and comment the results obtained
a. Give the good value for the average mean penetration in this
experimental. Compare the standard result and your experiments result
value. How much value notachieves suitable penetration.
b. Explain what is bituminous penetration grade 80/100?
CONCLUSION
a. Give your conclusion from this experimental and explain the result you get

Experimental
Comprehension
Questions
1. What is penetration of bituminous material?
2. How do you do bitumen penetration test?
3. What are the apparatus used in penetration test of bitumen?
4. How is penetration value calculated?

Page :
WORK INSTRUCTION
Edition :
Checking No.
SOFTENING POINT OF
BITUMEN Effective Date:
CIVIL ENGINEERING
(Reference Standard:
JKA/ DCC30112/ 2021 AASHTO T 53-84) Amendment Date:
To determine the softening point of bitumen with range 30oC to 157oC by means of the
Ring and Ball apparatus..
Unlike some substances (e.g. water which changes from solid to liquid at 0 °C) bituminous
materials do not have a definite melting point. Instead, as the temperature rises, these
materials slowly change from brittle or very thick and slow-flowing materials to softer and less
viscous liquids. Being very simple in concept and equipment, the Ring-and-Ball Test has
remained a valuable consistency test for control in refining operations, particularly in the
production of air-blown bitumen. It is also an indirect measure of viscosity or, rather, the
temperature at which a given viscosity is evident. Softening Point (SP) together with
Penetration Value(P) are used to determine the Penetration Index (IP). IP can indicate the
properties of bitumen tested and its suitability. IP can be determined using nomograph or the
following equation (BS 4987):
IP = 1951.4 – 500 log P – 20 SP x 100

50 log P – SP – 120.14

3.0 EQUIPMENT :
Thermometer
Support Frame
(Shouldered Brass Ring)
Heat Resistance
GlassBeaker
Stainless Tapered Ring

SteelBall
Stop Watch Spatula
4.0 DETAILED PROCEDURE : AGGREGATE IMPACT VALUE
REFERENCE
WORK PROCESS
DOCUMENT
1. Specimens are prepared in precisely dimensioned brass rings
and maintained at a temperature of not less than 10°C below
the expected softening point for at least 30 minutes before the
test.
2. The rings and assembly, and two ball bearings, are placed in a
liquid bath filled to a depth of 105 ± 3 mm and the whole
maintained at a temperature of 5 ± 1°C for 15 minutes. (Freshly
boiled distilled water is used for bitumen with a softening point
of 80 °C or below, and glycerin is used for softening point
greater than 80°C).
3. A 9.5 mm steel ball bearing (weighing 3.50 ± 0.05 g) is centered
on each specimen and heat is then applied to the beaker so as
to raise the
4. temperature by 5 ± 0.5 °C per minute.
5. The temperature at which each bitumen specimen touches the
base plate is recorded to the nearest 0.2°C.

5.0 DATA
NAME GROUP
CHECKED BY DATE
Test Ball 1 Ball 2

Number
The temperature at
which each bitumen
specimen touches the
base plate
(0C)
The Mean Temperature (Softening Point) :
6.0 RESULTS
The mean temperature of the two specimens (which shall not differ by more than as
shown as Table 1) is recorded as the softening point.
Table 1: Maximum Difference for the Mean Temperature of the Two Specimens
TEMPERATURE DIFFERENCE
30°C below 30°C - 80°C 2°C
80°C above 1°C
2°C
This temperature is to be used in conjunction with the penetration value to obtain the
Penetration Index (PI). (Figure 5.3: Nomograph for Penetration Index of Bitumen) . Asphalt
cement with PI between –1 to +1 is suitable to be used in asphalt paving works.
Figure of sample of bitumen finally touches the base plate

Nomograph for Penetration Index of Bitumen (Whiteoak, 1990)

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.
4. Using the Nomograph given, determine the penetration index for the samples tested
based upon the softening point test temperature value known.
Bitumen Properties (Arahan Teknik (Jalan) 5/85)
ASTM Penetration Grades

Characteristics
Test 60-80 80-100
Meth
od
Penetrationat
D5 60-80 80-100
25°C (1/100
cm)
not less than 48 & not less than
Softening point (°C) D36
not more 45 & not
than more
56 than 52
CONCLUSIONS :Make your conclusion based on your result.

Experimental
Comprehension
Questions
1. What is softening point of bituminous materials?
2. Why do we use softening point test of bitumen?
3. What are the application of the softening point test?
4. What is meant by softening point?

Page :
WORK INSTRUCTION
Edition :
Checking No.
VISCOSITY TEST AND FLASH
& FIRE POINT
(Reference Standard: Effective Date:
CIVIL ENGINEERING
BS 2000 Part 170)
To determine the flash point and fire point of asphaltic bitumen, fluxed native asphalt,
blown type bitumen, or cutback bitumen.
Flash and fire point test of bitumen sample is one of the important tests of bitumen to be
conducted before road construction. Flash and fire point measures the temperature at
which the material is at risk of catching fire. The temperature at which the vapour of the
bituminous material catches an instant fire or the material burns for some seconds is
different for different types and grades of bitumen binders. Bituminous materials are
primarily hydrocarbons and hence at high temperatures, they release various volatile
materials. These liberated volatile compounds catch fire with a flash. And this can prove
hazardous. Bitumen is heated for its application as bitumen binder for road pavements.
While dealing with hot bitumen during the processes like heating, mixing, or application,
the temperature should be kept well below the critical temperatures determined by
flash and fire point.
2.0 EQUIPMENT
1. Bituminous material
2. Solvent for cleaning

3. 0 DETAILED PROCEDURE : VISCOSITY TEST AND FLASH & FIRE POINT
REFERENCE
WORK PROCESS DOCUMENT
For Bituminous material EXCEPT for Cutback Bitumen:
1. Clean all the parts of the cup and its accessories thoroughly and
allow them to dry.
2. 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.
3. Fill the melted bitumen in the cup up to the filling mark indicated
on the cup.
4. Close the cup with the help of the lid. Ensure that the
locating devices of the cup and lid are properly engaged.
5. Place the cup on the stove.
6. Insert a thermometer and adjust the test flame to a size of a

bead of about 4 mm diameter. Control the rate of the
application of heat such that the temperature increases by 5-6
°C per minute as recorded from the thermometer.
7. Turn the stirrer at the rate of 60 rev/min.
8. Apply the first test flame when the temperature reaches

approximately 17 °C before the actual flash point. When test
flame is applied, discontinue the stirring.
9. Apply test flame at every reading of the temperature up to 104 °C

in the multiples of 1 °C. When the temperature exceeds 104 °C,
carry out the test at an interval of 2 °C.
10. Operate the device to apply the test flame by controlling shutter
and test flame burner in such a way that the flame is lowered in
0.5 seconds for. It remains in the lowered position for a second
and is raised quickly to the higher position.
11. Note down the temperature at which a distinct flash is observed in

the interior of the cup.

REFERENCE
For Cutback Bitumen:
1. Heat the material to a temperature 17 lower than the expected

flash point. Bring the tester to the same temperature too.
2. Fill the space between the cup and the interior of the air bath with
the same temperature to remove the air.
3. The same procedure as above is followed then after. Except for

the rate of the application of heat. Control the rate of the
application of heat such that the temperature increases by 1-1.5
°C per minute as recorded from the thermometer.
4. Turn the stirrer at the rate of 70-80 rev/min.
5. Then the test flame is applied and the other steps are followed as
described previously except for the interval at which test flame is
applied. Instead of applying test flame at intervals of 1 °C, the test
flame is applied at every 0.5 °C rise in temperature.
DATA :
NAME GROUP
CHECKED BY DATE
Observation:
As the test flame is applied, at a certain temperature, a flash

can be observed. This temperature is noted down as flash
point.
Again, the test flame is continued to be applied. At a certain

temperature, the fire occurs for at least 5 seconds. This temperature
is noted down as fire point.
Observation Table:
(A sample observation table for flash and fire point test is drawn
below)

REFERENCE
READINGS
TRIAL 1 TRIAL 2 TRIAL 3
Flash Point (a) In °C
Fire Point (a) in °C
Flash point of the sample = Average value of flash point of 1, 2, 3.
Fire point of the sample = Average value of fire point of 1, 2, 3.

a. How to determine the flash point and fire point of the bitumen sample.
Do the flame point and flame point give a measurement of the critical outside
b.
temperature that should not be exposed to bitumen. Give a reason.
CONCLUSION
a. Giveyourconclusion fromthis experimental and explain the result you get.

Experimental
Comprehension
Questions
1. What is a flash point test and a fire point test?
2. How do you determine flash and fire point?
3. What is the purpose of laboratory tests using flash point and fire point?
4. How do you perform a flash point test?

Page :
WORK INSTRUCTION
Edition :
Checking No.
DUCTILITY TEST OF BITUMEN
CIVIL ENGINEERING
BS EN 13589)
1. To measure the ductility of a given sample of bitumen
2. To determine the suitability of bitumen for its use in road construction
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.

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
The ductility test of bitumen is carried out in two steps:
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.

REFERENCE
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).

REFERENCE
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

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.

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?

Page :
WORK INSTRUCTION
Edition :
Checking No.
FLOAT TEST OF BITUMEN
ASTM D139 – 16) Effective Date:
CIVIL ENGINEERING
To determine the consistency of the bitumen by float test.
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.

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

2. Glycerine
3. Dextrine
5.0 DETAILED PROCEDURE :
REFERENCE
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

REFERENCE
brass plate.
5. Pour the air-free homogenous bitumen sample into the collar as

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.

REFERENCE
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.

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

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?

Page :
WORK INSTRUCTION
Edition :
Checking No.
MARSHALL STABILITY TEST
ASTM D6927 - 06) Effective Date:
CIVIL ENGINEERING
1.0 OBJECTIVE
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

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.
Stabilit
Densit
VIM
VF
Flo
% 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
• Test Machine Marshall

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

Material for sample of bitumen
Compaction Machine Water Bath
4.0 DETAILED PROCEDURE :

REFERENCE
The procedure of this test is stated in detail BS 1377:1985
A. Preparation of Specimen (Premix)
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.

REFERENCE
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
Cement 3
Bitumen content used : 4.0 %, 4.5%, 5.0%, 5.5, 6.0% and 6.5%

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

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?

Page :
WORK INSTRUCTION
Edition :
CALIFORNIA BEARING Checking No.

RATIO TEST
CIVIL ENGINEERING
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.

REFERENCE
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.

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

CBR 2.5 = Force for Penetration2.5mm x 100
13.24 KN (standard force)

For BOTTOM data
CBR2.5 = Force forPenetration2.5mm x 100
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

DATA
NAME GROUP
CHECKED BY DATE
Top Bottom
Penetration
Force on Force after Force on Force after
of Plunger dial dial
calibration calibration
( mm ) Gauge Gauge
(kN) (kN)
(mm) (mm)
a [(a) x 0.025kN/mm] b [(b) x 0.025kN/mm]
0.00
0.25
0.50
0.75
1.00
1.25
1.50
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
Top Bottom
CBR2.5 mm
CBR5.0 mm

DATA
NAME GROUP
CHECKED BY DATE
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
NAME GROUP
CHECKED BY DATE
WATER CONTENT
Mass of container(M1) g
Mass of container + Mass of wet soil sample g

(M2)
Massof container+ Massof drysoil sample(M3) g
Mass of moisture (M4 = M2 – M3) g
Mass of dry soil sample (M5 = M3 – M1) g
Moisture content, W = 100 x (M4 / M5) %

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

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?

Page :
WORK INSTRUCTION
Edition :
Checking No.
ROAD SKID RESISTANCE TEST
CIVIL ENGINEERING
BS 7941-1: 2006)
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 pavementis 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 PortableSkid
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
Pendulum Skid Resistance Tester

REFERENCE
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
Set up the equipment to zero reading according the following
3.
procedure :
i. Raise up theposition of thependulum using theadjuster
knob until thependulum can make a free swing
ii. Place the Pendulum at its bracket
iii. Make sure 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

DATA
NAME GROUP
CHECKED BY DATE
READINGS
LOCATION AVERAGE
1 2 3 4 5
1. Explain the importance of the Skid

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.

REFERENCE
Table 1. Suggested minimum values of ‘skid resistance’ (measured with

the portable tester)
Minimum
Category Type of site skid
resistance
(surface wet)
Difficult sites suchas:

1. Roundabouts
A 65
2. Bends with radius 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
55
B and heavily
trafficked roads in
urban areas
(carrying more
than 2000 vehicles per day)
C All other sites 45
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.

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?

Page :
WORK INSTRUCTION
Edition :
Checking No.
CORING TEST
CIVIL ENGINEERING
ASTM D5361/D5361M – 16)

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

4.0 DETAILED PROCEDURE : CORING TEST
REFERENCE
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 82

page 74
REFERENCE
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
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.

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?

Trafic Study
85
Page :
WORK INSTRUCTION
Edition :
Checking No.
SPOT SPEED STUDY
Effective Date:
CIVIL ENGINEERING AASHTO. 2001)
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.

REFERENCE
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
Higway Engineering Laboratory 87

page 78
SPOT SPEED STUDY DATA FORM (Radar gun method)
Name of observer : ................................................. Class : ................................... Group No : ..............
Location : ........................................................................... Direction: ......................... ............................ Date of
observation : .............................................................................
Starting Time : ......................................................... Finishing Time : ..........................................................
Passenger Vehicle Buses Trucks

Speed Total
Record No. Record No. Record No.
15
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

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 (s) (km/h) vehicle (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?
CONCLUSIONS : Make your c onc lusion based on your result.

ANALYSIS OF COLLECTED DATA
Average Frequency of %
Class Speed speed in Vehicle Cumulative
% Frequency Cumulative
(km/h) class(xi) (fi) frequency
frequency
50th PERCENTILE SPEED =MEDIAN SPEED = km/h
85th PERCENTILE SPEED =DESIGN SPEED = km/h

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?

Page :
WORK INSTRUCTION
Edition :
Checking No.
TRAFFIC VOLUME STUDY
Effective Date:
CIVIL ENGINEERING AASHTO. 2001)
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)
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

3.0 EQUIPMENTS:
Safety vest stop watch mechanical hand counter.
4.0 DETAILED PROCEDURE : CORING

TEST
REFERENCE
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.

REFERENCE
DATA
A) TRAFFIC VOLUME
VEHICLE
CLASSIFICATION
1st Trial
2nd Trial
3rd Trial
Car/ Taxi
Average
Total
Van & utilitie
Hourly volume
Total vehicles passing lane according to time
Time volume vehicles Rate of flow (veh/h)

Rate of flow; (9.15 ± 9.30) :
Rof =
= (volume (veh) x 60):15
Hourly volume :
= Rate of Flow):4
= ( Total
Average Daily Traffic (ADT):
= volume (veh)/ 60
= Total
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

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?

Page :
WORK INSTRUCTION
Edition :
Checking No.
SPEED AND DELAY STUDY
CIVIL ENGINEERING
AASHTO. 2001)
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.

3.0 EQUIPMENT:
Pencil, rubber, sharpener Clipboard & Data sheet Stop watch
REFERENCE
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
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)

REFERENCE
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

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

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?

Page :
WORK INSTRUCTION
Edition :
Checking No.
PARKING STUDIES
CIVIL ENGINEERING
AASHTO. 2001)
1.0 OBJECTIVE OF EXPERIMENT:
To obtain data on the extent of usage of parking spaces
2.0 SUMMARY OF THEORY:
Parking is one of the major problems that is created by the increasing road traffic. It is an
impact of transport development. The availability of less space in urban areas has
increased the demand for parking space especially in areas like Central business district.
This affects the mode choice also. This has a great economical impact.
3.0 EQUIPMENTS:
Pencil, rubber, sharpener Clipboard & Data sheet Stop watch
4.0 LOCATION : Any parking location

REFERENCE
1. Select a suitable off-street parking area at compound, such as in
front of Administration Building.
2. Sketch the plans of the streets and the parking plans using
suitable symbols. List the number of parking spaces provided in
the car park area.
3. Take the frequency of the vehicle parked in every 15 minutes
interval to be satisfactory for off-street parking.
4. Do the observation of vehicle arrivals and departures for 1 ½ hour
and perform analyze data.

CONCLUSION

Experimental
Comprehension
Questions
1. What are the purpose of parking studies?
2. What are the 4 types of parking?
3. What is a parking demand study?
4. What aspects are covered during parking studies?

References
AASHTO T 53-84. (2009). Standard Method of Test for Softening Point of

Bitumen (Ring-and-Ball Apparatus), American Association of State and
Highway Transportation Officials, 2009
AASHTO. 2001. A Policy on Geometric Design of Highways and Streets (Green

Book). 4th ed. Washington, D.C.: American Association of State
Highway and Transportation Officials.
ASTM D139 – 16 (2016). Standard Test Method for Float Test for Bituminous
Materials. ASTM International, West Conshohocken.
ASTM D5361/D5361M – 16 (2016). Standard Practice for Sampling Compacted

Asphalt Mixtures for Laboratory Testing. ASTM International, West
Conshohocken.
ASTM D6927-06 (2006), Standard Test Method for Marshall Stability and Flow of
Bituminous Mixtures. ASTM International, West Conshohocken.
BS 1377-4 (1990).Soils for civil engineering purposes. Compaction-related tests

(AMD 8259) (AMD 13925). British Standard Institution, London
BS 2000: Part 49: (1983). Methods of tests for petroleum and its products.
Bitumen and bituminous binders. Determination of needle
penetration. British Standards Institution, London.
BS 7941-1 (2006). Methods for measuring the skid resistance of pavement

surfaces Sideway-force coefficient routine investigation machine.
British Standard Institution, London

BS 812-121:1989 Testing aggregates. Method for determination of soundness.
British Standards Institution, London
BS 812: Section 105.1 (1989). Testing aggregates. Methods for determination of

particle shape - Flakiness index .British Standards Institution, London.
BS 812-112 (1990) Testing Aggregates. BS 812 Part 112. Testing aggregates -

Method for determination of aggregate impact value (AIV) British
Standards Institution, London.
BS EN 13589 2018 . Bitumen and bituminous binders. Determination of the

tensile properties of modified bitumen by the force ductility method.
British Standards Institution, London.
BS 2000 Part 170 (1995). Methods of test for petroleum and its products -
Petroleum products. Determination of flash point. Abel closed cup
method. British Standards Institution, London.
BSI (1990). British Standard BS 812: Part 114:1989 Testing aggregates -Method
for determination of the polished-stone value. British Standards Institution,
London.

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H I G H WAY

AFFIDAH MARDZIAH BINTI MUKHTAR

POLITEKNIK KOTA BHARU

PUAN AFFIDAH MARDZIAH BINTI

then she continued her studies at the Institute Technology Tun

Diterbitkan dan diedarkan oleh:

Jabatan Kejuruteraan Awam

Politeknik Kota Bharu

KM. 24, Kok Lanas, 16450 Ketereh, Kelantan.

Highway Engineering Laboratory

Cetakan Pertama 2021

© 2021 Affidah Mardziah Binti Mukhtar

Highway Engineering Laboratory / Affidah Mardziah

Higway Engineering Laboratory page i

This e-book was produced for the DCC30112 Geotechnics and

Higway Engineering Laboratory page ii

3.1 Aggregate Impact Value 3

Higway Engineering Laboratory page iii

4.1 Spot Speed Study 76

4.2 Traffic Volume Study 82

4.3 Speed - Delay Study 87

4.4 Vehicle Parking Study 91

Higway Engineering Laboratory page iv

HIGHWAY ENGINEERING LABORATORY encompasses

The emphasis of the course is on methods of conducting experiments, data

Higway Engineering Laboratory page 1

Resources : Rubric from Coordinating Polytechnic (2021)

Higway Engineering Laboratory page 2

1.0 OBJECTIVE OF EXPERIMENT :

To assess the resistance of an aggregate to mechanical degradation by the Aggregate

2.0 SUMMARY OF THEORY :

Higway Engineering Laboratory page 3

4.0 DETAILED PROCEDURE : AGGREGATE IMPACT VALUE

ii. The material used is aggregate passing a 14 mm sieve and

iii. Fill up the cylindrical metal container with aggregates in three

Higway Engineering Laboratory page 4

viii. Unsecure the cylindrical metal container containing the whole

Higway Engineering Laboratory page 5

DRY AGREGATE SAMPLE DATA

SAMPLE 1 SAMPLE 2 SAMPLE 3

Sample mould weight (W1)

Sample mold weight and

Crush sample weight (M1)

The aggregate impact value (AIV)

Formula for aggregate impact value : AIV = M2 X100%

* Interpret and comment the results obtained

Higway Engineering Laboratory page 6

1. How do you calculate aggregate impact value?

2. How is aggregate impact value expressed?

3. What is the importance of aggregate impact value?

4. What should be the impact value of aggregates used in concrete?

Higway Engineering Laboratory page 7

1.0 OBJECTIVE OF EXPERIMENT :

To determining the polished-stone value (PSV) of an aggregate.

2.0 SUMMARY OF THEORY :

Higway Engineering Laboratory page 8

Accelerated Polishing Machine (PSV) is used to simulate

The sample used in the laboratory for the test shall be

Higway Engineering Laboratory page 9