Construction Technology III: Year 2, Semester I CE 20603

Construction Technology III
Year 2, Semester I
CE 20603
Eng.M.W.P. Chathurika
1
Construction Technology III
Experiments associated with Road
Construction
Lesson :03
2
The Content
1. Spot Speed Measurement

2. Experiments for Aggregates
3. Experiments for Bitumen
3
Spot Speed Measurements
Objective:
To measure the spot speeds of vehicles at a particular location and to calculate
a) Time mean speed and
b) Space mean speed of that location
Apparatus:
BUSHNELL Velocity Radar Gun
4
Theory:
Radar gun operates on the principle that a radio wave reflected from a moving target (vehicle) has
its frequency changed in proportion to the speed of the target.
Doppler effect
The transmitter sends a radio wave along the road and when the wave is reflected by a moving
vehicle, the meter evaluates the difference between the transmitted and received frequencies
and converts the results into vehicle speed.
RADAR is a system that uses radio waves to detect, determine the direction and distance and/or
speed of objects such as vehicles, aircraft, ships and terrain.
Spot Speed (v) – is the instantaneous speed of a vehicle at a specified point on a road.
Time Mean Speed (TMS) Space Mean Speed (SMS)
5
Procedure:
The Radar gun is positioned at the edge of the road at an angle of approximately 15 degree
with the center-line and held approximately 1 meter above the road surface.
• Obtain 30 measurements of spot speed at a particular location
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Result:
1 2 3 4 5 6 7 8 9 10
35 38 39 40 35 31 46 44 43 42
Speed 32 35 34 37 41 36 54 46 36 44
(km/h)
42 35 45 34 33 30 44 37 36 46
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Analysis of Data:
In a Spot speed study, large amount of data is collected and hence the analysis requires the
application of some of the simpler statistical procedures.
Frequency Distribution tables

When spot speed data collected from a survey is arranged in the order of magnitude, they
form a significant frequency distribution.
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Speed Class Mean speed Number of Percentage Cumulative
kmph Kmph vehicles Frequency percentage
(Vi) (fi) frequency
5 – 9.9 7.5 0 0.0 0.0

10 – 14.9 12.5 1 0.2 0.2
15 – 19.9 17.5 34 6.2 6.4
20 – 24.9 22.5 146 27.1 33.5
25 – 29.9 27.5 178 32.9 66.4
30 – 34.9 32.5 130 24.1 90.5
35 – 39.9 37.5 31 5.7 96.2
40 – 44.9 42.5 16 3.0 99.2
45 – 49.9 47.5 3 0.5 99.7
50 – 54.9 52.5 2 0.3 100.0
55 – 59.9 57.5 0 0.0 100.0
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Arithmetic Mean
The arithmetic mean or average speed is computed from a frequency distribution table by
multiplying the number of vehicles in each speed class by the mean speed of that class
interval, adding these amounts, and dividing by the total number of vehicles observed.
Histogram, Frequency Curve

Generally it is useful to employ a histogram or frequency curve to analyze the distribution of
spot speeds. From this curve, the modal speed, which is the speed at which the greatest
number of vehicles travel, can be quickly determined by the location of the peak on the
frequency distribution curve.
Cumulative Frequency Curve

The cumulative frequency is very useful in determining the median and the percentage of
vehicles travelling above or below a given speed.
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Graphical analysis of Cumulative Frequency Curve
1. Median
The median or middle speed is that speed at which there are just as many vehicles travelling
faster as the travelling slower. The median is obtained from the curve by reading the speed
corresponding to 50% cumulative frequency.
2. Percentile speed
The vertical axis of the curve is the percentage of vehicles travelling at or below indicated
speed. A specific percentile speed is the speed that corresponds to the desired percentile.
85th percentile speed is sometimes referred to as the critical speed, and is a good guide for
establishing speed limits.
15th percentile speed is taken as the speed below which there is a tendency to obstruct the
flow of traffic.
50th percentile speed is the median speed.
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Testing of Road Stone Aggregate
Aggregate Properties
The properties of most importance in a road making aggregate are its resistance to
crushing, resistance to impact, resistance to abrasion, resistance to polishing , its
specific gravity and water absorption, and its grading, particle shape and surface
texture.
The evaluation of the following properties by means of standard tests, and their
significance
1. Particle shape and surface texture
2. Gradation
3. Specific gravity
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Particle shape and surface texture:
 The particle shape and surface texture of aggregates, referred to as descriptive
properties of the aggregate give very useful information regarding the internal friction
properties of the aggregate.
 Internal friction is the property which resists movement of aggregates past each
other through good interlock.
 Aggregates having an angular shape and rough surface texture will have good
interlocking properties, and consequently high internal friction.
 In contrast, rounded smooth aggregate will have relatively low internal friction since
particle interlock is not possible.
 Therefore, aggregates which have an angular shape and rough surface texture are
most desirable for road works.
 The particle shape and surface texture are usually described by visual examination.
This results in subjective descriptions of these characteristics.
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Particle shape
Classification Description
Rounded Fully water-worn or completely shaped by

attrition
Irregular Naturally irregular, or partly shaped by
attrition and having rounded edges.
Angular Possessing well defined edges formed at the
intersection of roughly planar surfaces.
Flaky Materal of which the thickness is small relative
to the other two dimensions.
Elongated Material usually angular, in which the length is
considerably larger than the other two
dimensions.
Flaky and elongated Material having the length considerably larger
than the width, and the width considerably
larger than the thickness.
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Particle shape
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Surface Texture
Classification Characteristics
Glassy Concoidal (shell like) fracture
Smooth Water worn, or smooth due to fracture or

laminated or fine grained rock
Granular Fracture showing more or less uniform
rounded grains
Rough Rough fracture of fine or medium grained
rock containing
No easily visible crystalline constituents
Crystalline Containing easily visible crystalline
constituents
Honeycombed With visible pores and cavities
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Surface Texture
Glassy Smooth Granular
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Surface Texture
Rough Crystalline Honeycombed
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Gradation
Gradation Tests:
• Gradation test, sieve analysis, mechanical analysis and particle size distribution test
are synonymous terms which are used to describe the test which determines the
percentages by weight of the various particle sizes of which a sample is composed of.
• This is usually determined by separating the aggregate into fractions which are
retained on a number of sieves having specified standard apparature sizes which are
reasonably spread out from coarse to fine sizes.
• The results are usually expressed as the total percentage passing each test sieve.
Alternatively the results may be represented graphically.
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20
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Well graded – Having a particle size distribution extending evenly over a wide range of
particle graded without excess or deficiency of any particular size.
Poorly graded - Having a particle size distribution containing an excess of some particle
sizes and a deficiency of others.
Uniformly graded- (or single size aggregate) - Having a particle size distribution extending
evenly over a very limited range of particle sizes with an excess of only one small range of
particle sizes and with a deficiency of all others.
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Significance of test:
• Gradation is the characteristic of a road aggregate on which a lot of stress is placed in
specifications.
• The requirements of gradation of road aggregate depends on the purpose for which it
is employed.
• The aggregate used for asphalt concrete surfacing which derives its strength mainly
from the denseness of the mix should be well graded and the gradation requirement is
very critical.
• Aggregate used in surface dressings must be single sized as far as possible, and here
again the grading requirements are very critical.
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Specific Gravity
A piece of rock aggregate generally contains pores which are water permeable, as well as
pores which are not water permeable. Therefore, the specific gravity of rock aggregate
will depend not only on the condition of the rock aggregate when measurements are
made (whether the aggregate is in an oven dry state or saturated state), but also on the
volume of the aggregate taken into consideration.
The specific gravity test consist of carrying out the following measurements.
 Firstly the sample of aggregate is soaked in water for 24 hours and then its weight in
water is taken. Let this weight be A.
 Then the sample of aggregate is surface dried and weighed in air. Let this weight be B.
Finally the sample of aggregate is oven dried at temperature of 105C +/- 5C for 24
hours and weighted. Let this weight be C.
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 Bulk specific gravity = C/(B-A)

 Apparent specific gravity = C/(C-A)
 Saturated surface dry specific gravity = B/(B-A)
 Water absorption = (B-C)x100%/C
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Significance of test
• Rock aggregate used for mix designs of cement concrete and asphalt concrete
are usually proportioned by weight. Also the condition of the aggregate at the
time of mixing in cement concrete is different from that in asphalt concrete
(oven dry condition)
• Therefore the selection of the relevant specific gravity is of vital importance in
designing the mix.
• Also, the water absorption is a measure of the porosity of the aggregate, and
highly porous material is usually weak in strength.
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Standard Test Method for Resistance to Abrasion of small size
coarse aggregate by use of the LOS ANGELES Machine
• Aggregate used in highway pavement should be hard and must resist wear due to the
loading from compaction equipment, the polishing effect of traffic and the internal
abrasion effect.
• The road aggregate should be hard enough to resist the abrasion of aggregate.
• Resistance to abrasion is determined in laboratory by loss angles abrasion test.
Aim:
To test sizes of coarse aggregate smaller than 11/2 in (37.5mm) for resistance to abrasion
(resistance to wear)
27
Theory:
• The test sample is prepared from aggregate representative of that being used.
• The weight of the sample prior to test = W g
• The sample is placed in the machine with an abrasive charge consisting of steel spheres
and it is rotated for 500 revolutions at a given speed.
• The sample is removed from the machine and passed through a No 12 (1.7 mm) sieve.
• Material coarser than N0 12 sieve, is washed and oven dried.
• Let the dry weight be = w g
• Percentage of wear of the Aggregate = (W – w) x 100 %
• W
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Apparatus:
• Steel Spherical Balls
• Machine (The machine is equipped with a counter. The machine shall consist of hollow
steel cylinder closed at both ends. An opening in cylinder shall be provided for
introducing the sample
• Sieves
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Procedure:
• Separate the clean aggregate into individual size fractions and recombine to selected
grading.
• Record the weight of the sample
• The abrasive charge depending on the grading of test sample.
The abrasive charge consists of steel spheres averaging approximately 46.80mm in diameter
and weighting between 390 and 445 g.
• Place the test sample and the abrasive charge in the LOS ANGELES abrasion testing
machine and rotate the machine at a speed of 30 to 33 rpm for 500 revolutions.
• Discharge the material from the machine. Separate the sample by passing through a No
12 (1.7mm) sieve. Wash the retained material, oven dry at 105 to 110 Celsius.
• Record the weight of the sample.
30
Calculation:
Percentage of wear = Original wt – Final wt x 100%
Original wt
Significance of Abrasion Test:

For an aggregate to perform satisfactorily in a highway pavement it must not deteriorate
under the abrasive effect of traffic over a long period of time.
The abrasion test is basically an accelerated test which attempts to measure the above
property. However, weather this test is a simulation of abrasion under actual conditions of
traffic is debatable. Nevertheless, experience has shown that aggregates with a LAV greater
than 40 are too soft for use in surface layers.
31
California Bearing Ratio Test (CBR Test)
• The California Bearing Ratio (CBR) test is a measure of the strength of subgrade soil and
highway sub base and subgrade via a penetration test.
• Briefly, the test consists of causing a cylindrical plunger, 19.35 sq.cm in end cross section,
to penetrate a sample of soil at a standard uniform rate of 1.27 mm/min and measuring
the load required to cause a penetration of 2.54mm or 5.08mm.
• This load expressed as a percentage of a standard load is called the CBR value of the soil.
• For a given soil, the CBR value, and consequently the design will depend to a large extent
on the density and moisture content of the test sample. Therefore, the laboratory
conditions under which the test is carried out must be selected with due care to simulate
the worst possible condition that may arise in the field.
32
33
The traffic parameter in the original CBR design procedure was based on the maximum
wheel load envisaged on the given road. The traffic was classified into three categories as
given below.
Light Traffic – maximum wheel load 3180 kg
Medium Traffic – maximum wheel load 4090 kg
Heavy Traffic – maximum wheel load 5455 kg
Based on field trials carried out, the original California investigators concluded that a
material having a certain CBR value required a certain minimum thickness of construction
above it, for a given maximum wheel load.
An implied assumption in this work is that all types of flexible construction spread the wheel
load to the same extent.
34
35
Example:
The subgrade is a silty sand having a CBR value 15% and the maximum wheel load is 5455
kg. Construction material available consists of a poorly graded gravel having a CBR value of
35% and well graded gravel with a CBR value of 85%. Design the pavement.
36
Ductility Test
Objective:
To find the ductility of bitumen samples.
Apparatus:
Ductility machine
Water bath held at 77 +/- 0.18 F temperature
Sample in mold
Square end trowel or putty knife – sharpened on end
37
Ductility Test
Theory:
The ductility of a bituminous binder is the distance in a cm a standard briquette will elongate
at a temperature of 25 Celsius degree before breaking.
38
Ductility Test
Procedure:
• Thirty forty minutes after the surface has been poured into molds, place the plate
containing the specimens in the water bath.
• At the end of 30 min remove the plate from the water bath, plot excess water from the
top of the sample with a cloth or paper towel and cut the excess asphalt from the top of
the molds by a hot straight edged spatula or putty knife so that they are just level full.
• Place the plate with the specimens back in the water bath. They are remain the bath for
85 to95 minutes before running the ductility.
• Fill the ductility bath with water and bring it to 77 +/- 0.9 F.
• After the specimens have remained in the water bath for 85 to 95 min. carefully remove
the mold side plates, adjust the moving head of the ductility machine so that the pointer
is at zero.
• Hook the specimens onto the machine, start the motor and observe the reading under
the pointer at which each strand breaks.
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Ductility Test
Unless or otherwise specified pulling apart speed should be 5mm/min.
While the test is being done the water in the tank of the testing machine should cover the
specimen both above and below at least 2.5 cm and shall be kept continuously at the
temperature.
The average of the reading on the two least strands is reported as the ductility.
Result:
Record the average of the readings on the two test strands.
Ductility is desirable in order to overcome surface movements due to traffic and
temperature stresses.
The ability to form thin films which helps to coat aggregate better is also a characteristic of
ductile bitumen.
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Saybolt Furol Viscosity Test
Basically it can be said that the viscosity of a liquid is the property that retards flow, so that
when a force is applied to the liquid, the slower the movement of the liquid, the higher the
viscosity.
One of the most common empirical methods used for the determination of viscosity of
bituminous binders is the Saybolt Furol viscosity test.
The time in seconds required for 60ml of the binder to flow through an orifice (3mm dia) of
given size under a standard heat and specified temperature is called the Saybolt Furol
viscosity.
41
Saybolt Furol Viscosity Test
In this method it is not practical to run the viscosity test at the same temperature for all
bituminous binders. The temperature at which each binder is tested is chosen so as give a
practical time of efflux.
The viscosity of a bituminous binder is one of its most important characteristics to the
highway engineer .
Viscosity measurements are useful not only in ensuring that the material with the desired
properties has been obtained, but also as a means of selection of binders and selection of
temperatures to which they must be heated for specific purposes.
42
Penetration Test
Here a sample of bitumen maintained at 25C (77F) is subjected to penetration by a
standard steel needle acting under a load of 100 gm for a period of 5 secs.
The penetration of the needle measured in units of 1/10 mm is called the penetration of
the bitumen.
A lower penetration value will indicate a harder bitumen.
43
Penetration Test
Significance of Test:
• The penetration test measures the consistency of bitumen, and the results are used
to classify penetration grade bitumen.
• The penetration value on its own has no relation to quality except that extremely
low values (below 20) are associated with bad cracking.
• It is also usual to use bitumen with lower penetration values (ie harder bitumen) in
warmer climates.
• All bitumen used in Sri Lanka are of the 80/100 pen.grade.
44
Softening Point Test
• The Ring and Ball softening point test is also widely used to evaluate the consistency of
bitumen.
• The test consists of placing a standard steel ball on a bitumen sample placed in a steel
ring and immersed in either water or ethylene glycol.
• Heat is applied to the beaker in which the bitumen sample is immersed until the test
sample is sufficiently soft to allow the steel ball to fall through a distance 2.5 cm.
• The temperature at which this happens is called the ring and ball softening point.
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Significance of Test
• It will be seen that the softening point is the temperature at which the bitumen reaches
a particular consistency.
• Obviously if the softening point is too low the bitumen will have a tendency to become
soft at high road temperatures.
• On the other hand if the bitumen has a very high softening point, it is likely that it will be
brittle which may crack at low road temperatures. Therefore the softening point of a
bitumen must be between reasonable limits for satisfactory performance.
• The specification limits for softening point for 80/100 pen bitumen used in Sri Lanka is
47C- 55C.
47
Flash and Fire Point Test
Apparatus:
Clevaland Open cup Apparatus
This apparatus consists of testing cup, heating plate, test flame applicator, heater and
supports.
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The flash point test is carried out by heating a sample of binder at a uniform rate while
periodically introducing a small flame across the surface of the sample.
The temperature at which the vapours given off from the binder first burn with a brief flash
of blue flame is called the flash point of the binder.
The test is usually continued until the vapours continue to burn for a period of at least 5
seconds and the temperature at which this occurs is called the fire point.
Flash point Fire point
49
Significance of Test:
• The flash point and fire point tests are basically safety tests.
• The flash point test is the more important of the two since it will give an indication of the
maximum temperature to which the binder can be safety heated.
50
THANK YOU
51

Construction Technology III: Year 2, Semester I CE 20603

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Construction Technology III

1. Spot Speed Measurement

• Obtain 30 measurements of spot speed at a particular location

Frequency Distribution tables

5 – 9.9 7.5 0 0.0 0.0

Histogram, Frequency Curve

Cumulative Frequency Curve

Rounded Fully water-worn or completely shaped by

Glassy Concoidal (shell like) fracture

Smooth Water worn, or smooth due to fracture or

 Bulk specific gravity = C/(B-A)

Significance of Abrasion Test:

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