E A A 3 0 4 MANUAL

Highway and Traffic Engineering Laboratory

School of Civil Engineering,

Engineering Campus

Lecturer:
Assoc. Prof. Ir. Dr. Leong Lee Vien
Dr. Rosli Mohd. Hasan
Research Officer:
Mrs. Shafida Azwina Mohd Shafie

session 2015/ 2016

EAA 304/2
HIGHWAY AND TRAFFIC ENGINEERING LABORATORY

100% coursework. Distribution of marks are as follows:

Lab work
- 10%
Lab report
- 30%
Viva
- 30%
Test
- 30%
Rotation of group leaders for every lab.
Lab report cover
Highway lab: Green colour
Traffic lab: Blue colour
Contents of lab report:
Objective(s)
Results
Calculations
Discussions
Conclusion
References
(No need to include test procedures in the report)
Reports (handwritten) to be prepared by group and in English.
Must be authentic to show your maturity in report writing
No plagiarism/ copy & paste. If caught flat marks will be given to all group members
Lab reports to be submitted 1 week after completion of each lab to relevant technicians
before 2.30 pm. Late submission = ZERO mark!!!

HIGHWAY LAB

TRAFFIC LAB

Lecturer
Research Officer

Dr. Mohd. Rosli Mohd. Hasan

Mrs. Shafida Azwina Mohd Shafie

Assoc. Prof. Ir. Dr. Leong Lee Vien

Mrs. Shafida Azwina Mohd Shafie

Technicians

Mr. Mohd. Fouzi Ali

Mr. Zulhairi Ariffin
Mr. Rasidi Razak

Mr. Shamsul Ishak

Mr. Muhammad Nabil Semail
Mr. Azuan Ali Abdullah
Mr. Mohd Mazlan Kamis @ Mahmad

Test

H5

Marshall Stability Test

T9

Spot Speed Study

H6

Tests on Bitumen

T10

Traffic Light Junction

(Determination of Saturation
Flow Rate)

H7

CBR Test

T11

Sidra 6.1 and MATC

(Malaysian Adaptive Traffic
Controller) software

H8

Test on Aggregates

HIGHWAY LABORATORY
SCHOOL OF CIVIL ENGINEERING
ENGINEERING CAMPUS
UNIVERSITI SAINS MALAYSIA

PART I
TESTS ON AGGREGATES

2015/2016

PART I
TESTS ON AGGREGATES

INTRODUCTION:
Aggregates are the basic materials in highway pavement construction. Not only do they support
the main stress occurring within the pavement, but in addition the aggregates in the road surface
must resist wear due to abrasion by traffic as well as the direct weathering effects of the natural
elements. The manner in which they do so depends on the inherent properties and qualities of
the individual particles.
Aggregates are very common materials; the terms used to describe them are many and varied.
These descriptive terms are based on source, size, shape, type, use and other properties.
Two typical terms used in describing aggregates in road pavement are:
i.

Coarse aggregate (gravel size):

ii.

Fine aggregate (sand size):

Aggregate particles mainly larger than 2.36 mm or 3.35

mm.
Aggregate particles mainly between 2.36 mm and 75 m
(#200) or 3.35 mm and 75 m.

As aggregates obtained from different sources differ considerably in their constitution and
properties, inevitably they differ also with regard to their engineering properties. It is necessary,
therefore, to carry out various tests on aggregates to ensure not only the undesirable materials
are exclude from highway pavements, but also that the best available aggregates are included.
There are many aggregates physical tests that are important for highway pavements. Special
focus was given to these three tests in this course which are:
i.
ii.
iii.

Los Angeles Abrasion Test

Flakiness and Elongation Index Test
Skid Resistant Test

All the tests will be carried out based on the British Standards Institution procedure and Public
Works Department practice.

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-2

PART I
TESTS ON AGGREGATES

2015/2016

TEST 1: LOS ANGELES ABRASION TEST

(REFERENCE: ASTM C131)

OBJECTIVE:
To determine the hardness of aggregate that used in highway pavement and to evaluate the
resistance of coarse aggregate against abrasion and mechanical degradation during handling,
contruction and use.

APPARATUS:
i.
ii.
iii.
iv.
v.
vi.

Los Angeles abrasion machine

Steel ball as abrasive charges
Course aggregate
Sieve no. 12 (ASTM) or no. 10 (BSI)
Sieve shaker
Balance

PROCEDURE:
i.
ii.
iii.
iv.
v.
vi.

Place (M1) kg (around 5 kg) course aggregate into hollow steel cylinder at Los Angeles
testing machine, having an inside diameter of 711 cm and inside length of 508 mm.
Add 6 -12 steel balls as abrasive charges. Steel ball averaging approximately 44 48 mm
in diameter and having a mass of between 390 and 445 g each.
Switch on the plug in order to rotate the Los Angeles testing machine at a speed of 30
33 r/min for 500 revolutions.
After the prescribed number of revolutions, remove the steel balls from the machine.
Collect the aggregate. Sieve the finer portion on sieve no.12 (1.70 mm). Determine the
mass (M2) for aggregate passing the sieve no.12.
Repeat this test for another sample from same sources.
Determine the Los Angeles abrasion value for each sample of aggregate. Record the
average value to the nearest 1.

DISCUSSION:
1. How does the Los Angeles abrasion test carried out in the laboratory simulate field
behaviour?
2. What is the maximum allowable abrasion loss for coarse aggregate as specified in
Standard Specifications for Road Works?
3. What does a low Los Angeles abarasion value mean?

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-3

Please Cut Here

PART I
TESTS ON AGGREGATES

2015/2016

LOS ANGELES ABRASION TEST RESULT

GROUP NO.: __________________

Mass of sample

(M1)

= __________________

Mass of sample passing the no.12 sieve

(M2)

= __________________

(M2 / M1) x 100

= __________________

Los Angeles abrasive value

Please Cut Here

DATE OF TESTING: __________________

To Be Verified

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-4

PART I
TESTS ON AGGREGATES

2015/2016

TEST 2: FLAKINESS AND ELONGATION INDEX TEST

(REFERENCE: BS 812 Part 1: 1989 and 1990)

OBJECTIVE:
To determine the flakiness and elongation index of aggregate.

APPARATUS:
i.
ii.
iii.
iv.
v.
vi.
vii.

Thickness gauge
Length gauge
BS test sieve
Sieve shaker
Tray
Balance
Sample for test

PROCEDURE:
A.
i.

Flakiness Index
Carry out sieve analysis on 2 kg of aggregate sample with using the BS test sieves given
in Table 1.
Table 1: Percentage of aggregate and thickness gauge width
BS test sieve nominal aperture size
Thickness gauge
Width of slot (mm)
100% passing (mm)
100% retained (mm)
63.0
50.0
33.9 0.3
50.0
37.5
26.3 0.3
37.5
28.0
19.5 0.3
28.0
20.0
14.4 0.15
20.0
14.0
10.2 0.15
14.0
10.0
7.2 0.1
10.0
6.30
4.9 0.1

Discard all aggregate retained on the 63.0 mm BS test sieve and all aggregate passing
the 6.30 mm BS test sieve.
ii. Then weigh each of individual size-fractions retained on the sieves, other than 63 mm BS
test sieve, and store them in separate trays with their size marked on the trays.
iii. Sum the masses for all size-fractions (M1). Calculate the individual percentage retained
aggregate on each of the various sieves. Discard any fraction which the mass is 5% or
less of mass M1. Record the mass remaining (M2).
iv. Using the gauge, select the thickness gauge appropriate to the size-fraction under test
(Table 1) and gauge each particle separately by hand.
v. Combine and weigh all the particles passing the gauges (M3).
vi. Calculate the flakiness index using the following equation:

Flakiness Index =

M3
x 100
M2

The flakiness index shall be reported to the nearest whole number.

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-5

PART I
TESTS ON AGGREGATES

2015/2016

B.
i.

Elongation Index
Carry out a sieve analysis on 2 kg of aggregate sample using the sieves shown in Table
2.
Table 2: Percentage of aggregate and length gauge gap
BS test sieve nominal aperture size
Length gauge
Gap between pins (mm)
100% passing (mm)
100% retained (mm)
50.0
37.5
78.7 0.3
37.5
28.0
59.0 0.3
28.0
20.0
43.2 0.3
20.0
14.0
30.6 0.3
14.0
10.0
21.6 0.2
10.0
6.30
14.7 0.2

Discard all aggregate retained on the 50.0 mm BS test sieve and all aggregate passing
the 6.30 mm BS test sieve.
ii. Then weigh and store each of individual size-fractions retained on the other sieves in
separate trays with their size marked on the trays.
iii. Sum the masses for all size-fractions (M1). Calculate the individual percentage retained
aggregate on each of the various sieves. Discard any fraction which the mass is 5% or
less of mass M1. Record the mass remaining (M2).
iv. Using the gauge, select the length gauge appropriate to the size-fraction under test
(Table 2) and gauge particle separately by hand. Elongated particles are those whose
greatest dimension prevents them from passing through the gauge.
v. Combine and weigh all elongated particles (M3).
vi. Calculate the elongation index using the following equation:

Elongation Index =

M3
x 100
M2

The elongation index shall be reported to the nearest whole number.

DISCUSSION:
1. What is the criterion used to classify an aggregate particle as flaky?
2. Why are these aggregate particles not desirable for producing asphalt mixes?
3. What is the maximum allowable index for this test as specified in Standard Specifications
for Road Works?

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-6

PART I
TESTS ON AGGREGATES

2015/2016
Please Cut Here

GROUP NO.: __________________

DATE OF TESTING: _______________

FLAKINESS INDEX TEST RESULT

Sieve
nominal
aperture
(mm)

Mass of sieve
(g)

Mass of sieve
+ aggregate
(g)

Mass of
aggregate (g)

% retained
aggregate

Mass of
aggregate
passing
thickness gauge
(g)

50.0
37.5
28.0
20.0
14.0
10.0
6.3
Total of mass
Total mass of aggregate

(M1) =__________________

Sum of the masses of fractions test have mass

greater than 5% of the total mass

(M2) =__________________

Mass of flaky particles

(M3) =__________________

Flakiness index

(M3 / M2) x 100 =__________________

ELONGATION INDEX TEST RESULT

Sieve
nominal
aperture
(mm)

Mass of sieve
(g)

Mass of sieve
+ aggregate
(g)

Mass of
aggregate (g)

% retained
aggregate

Mass of
aggregate
retained in
length gauge
(g)

50.0
37.5
28.0
20.0
14.0
10.0
6.3
Total of mass
Total mass of aggregate

(M1) =__________________

Please Cut Here

Sum of the masses of fractions test have mass

greater than 5% of the total mass

(M2) =__________________

Mass of elongated sample

(M3) =__________________

Elongation index

(M3 / M2) x 100 =__________________

To Be Verified
HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING
ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-7

PART I
TESTS ON AGGREGATES

2015/2016

TEST 3: SKID RESISTANCE TEST

Reference: BS EN 13036: Part 4: 2003

OBJECTIVE:
To check the resistance of wet road surfaces to skidding

APPARATUS:
i.
ii.
iii.
iv.
v.

Portable Skid-Resistance Tester (Figure 1)

Thin ruler
Water
Surface thermometer
Brush

PROCEDURE:
i.
ii.

iii.

iv.

v.

vi.
vii.
viii.
ix.

Set the base level by means of the spirit level and the three leveling screws on the
base-frame.
Raise the head so that the pendulum arm swings clear of the surface. Movement of
the head of the tester, carrying the swinging arm, graduated scale, pointer and
release mechanism, is controlled by a rack and pinion on the rear of the vertical
column. After unclamping the locking knob A at the rear of the column, the head may
be raise or lowered by turning either of the knobs B/ B. When the required height is
obtained the head unit must be locked in position again by clamping knob A.
Check the zero setting. This is done by first raising the swinging arm to horizontal
release position, on the right-hand side of the apparatus. In this position it is
automatically locked in the released catch. The pointer is then brought to its stop in
line with the pendulum arm. The pendulum arm is released by pressing button C.
The pointer is carried with the pendulum arm on the forward swing only. Catch the
pendulum arm on its return swing, and note the pointer reading. Return the arm to the
release position. Correct the zero setting as necessary by adjustment of the friction
rings E. If the pointer has swung past the zero position, rings E are screwed up a
little more tightly. If it has not reached zero the ring should be unscrewed a little.
With the pendulum arm free, and hanging vertically, place the spacer which will be
found attached to achain on the base of the vertical column, under the lifting-handle
setting-screw to raise the slider. Lower the head of the tester using knobs A and B so
that the slider just touches the road surface, and clamp in position with knob A.
Remove the spacer.
Check the sliding length of the rubber slider over the surface under test, by gently
lowering the pendulum arm until the slider just touches the surface first on one side
and then on the other side of the vertical; the sliding length is the distance between
the two points where the sliding edge of the rubber touches the test surface. If
necessary, adjust to the correct length by raising or lowering the head slightly. When
the apparatus is set correctly the sliding length should be between 125 and 127mm;
on the scale provided, the outer marks are 127mm apart and the inner ones each
indicate the 2mm tolerance allowed.
Place pendulum arm in its release position. The apparatus is now set ready for
operation.
Wet the road surface and slider, ensuring that the road surface is free from loose grit.
Bring the pointer round to its stop. Release the pendulum arm by pressing button C
and catch it on the return swing, before the slider strikes the road surface. Note the
reading indicated by the pointer.
Return the arm and pointer to the release position, keeping the slider clear of the road
surface in this operation by means of the lifting handle. Repeat swings, spreading the
water over the contact area with the hand or a brush between each swing. Record

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-8

PART I
TESTS ON AGGREGATES

2015/2016

x.

the mean of five successive readings, provided they do not differ by more than three
units. If the range is greater than this, repeat swings until three successive readings
are constant; record this value.
Raise the head of the tester so that it swings clear of the surface again and check the
free swing for zero error.

Figure 1: Portable skid resistantance tester

DISCUSSION:
1. What are the advantages and disadvantages of using the portable skid resistance tester?
2. Skid resistance depends on a pavement surface's micro texture and macro texture.
Discuss about these two textures and how these textures loss.
3. State FOUR factors influencing skid resistance of a road surfacing.

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-9

Please Cut Here

PART I
TESTS ON AGGREGATES

2015/2016

SKID-RESISTANCE TEST RESULT

GROUP NO.: __________________

Please Cut Here

Section

Distance
from
Kerb
(m)

Surface
Texture

Water
Temp
(0C)

DATE OF TESTING: _______________

Skid-Resistance Value
Readings at Individual Locations
1

Remarks
Mean

To Be Verified

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-10

PART II
TESTS ON BINDER

2015/2016

PART II
TESTS ON BINDER

INTRODUCTION:
Asphalt cement is the most common asphalt type applies in flexible road pavement construction.
It is residues obtained from the distillation of crude oil. Asphalt cement has been widely used as
the binding material in the road construction. It varies in consistency from semi-solid at room
temperature to a fairly thin liquid as temperature increases.It will become harder and turn into its
original form when the temperature back to normal. Asphalt cement grades are based on
penetration and viscosity grading system. Both grading systems are the empirical test used to
measure the consistency of asphalt cement. Good road surfacings have been produced with
relatively appropriate grade asphalt cement which it consistency allows the good and efficient
paving works.
A number of tests have been set up to identify the properties of cement asphalt in used and then
to anticipate the pavement performance. Special focus was given to these four tests in this
course which are:
i.
ii.
iii.
iv.

Penetration Test
Ring and Ball Test
Ductility Test
Flash and Fire Point Test

All the tests will be carried out based on Malaysian Standards (MS), British Standard Instituition
(BSI) and American Society for Tetsing Materials (ASTM) procedures.

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-11

PART II
TESTS ON BINDER

2015/2016

TEST 4: PENETRATION TEST

(REFERENCE: ASTM D 5)

OBJECTIVE:
To determine the penetration value of semi-solid and solid bituminous materials. The penetration
value obtained from the test illustrates the consistency of asphalt cement before and after
heating.

APPARATUS:
i.
ii.
iii.
iv.
v.
vi.
vii.
viii.

Penetration apparatus
Penetration needle
Weight
Sample container
Transfer dish
Asphalt cement
Water bath
Stop watch

PROCEDURE:
i.
ii.

iii.
iv.
v.

vi.
vii.

viii.
ix.
x.
xi.
xii.

Heat the sample with care, until it has become sufficiently fluid to pour.
Pour the sample into the sample container to a depth such that, when cooled to the
temperature of test, the depth of the sample is at least 10 mm greater than the depth of
which the needle is expected to penetrate.
Allow to cool in air at room temperature for 1 to 1.5 hour.
Then place the sample together with the transfer dish, in the water bath maintained at the
prescribed temperature of test. Allow the container to remain for 1 to 1.5 hour.
Examine the needle holder and guide to establish the absence of water and other
extraneous materials. Clean a penetration needle with toluene or other suitable solvent,
dry with a clean cloth, and insert the needle into the penetrometer.
Place the 50 g weight above the needle, making the total weight 100 0.1 g.
Place the sample container in the transfer dish, cover the container completely with water
from the contant temperature bath and place the transfer dish on the stand of the
penetrometer.
Position the needle by slowly lowering it until its just makes contact with the surface of
the sample.
Either note the reading of the penetrometer dial or bring the pointer to zero.
Quickly release the needle holder for the specified period of time and adjust the
instrument to measure the distance penetrated in tenths of millimetre.
Make at least three determinations at points on the surface of the sample not less than 10
mm from the side of the container and not less than 10 mm apart.
The conditions of this test are as followed:
Temperature
Load
Time

xiii.

=
=
=

25C
100 g
5 second

Report to the nerest whole unit the average of three penetrations whose values do not
differ by more than following:

Table 3: Maximum difference between highest and lowest penetration

Penetration
0-49
50-149
150-249
250-500
Maximum difference between
2
4
6
8
highest and lowest penetration

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-12

PART II
TESTS ON BINDER

2015/2016

TEST 5: RING AND BALL TEST

(REFERENCE: ASTM D36)

OBJECTIVE:
To determine the softening point and temperature susceptibilities of asphalt cement.
softening value can be used to evaluate the consistency of asphalt cement.

The

APPARATUS:
i.
ii.
iii.
iv.
v.
vi.
vii.
viii.
ix.

Ring and ball

Ball centering guide
Ring holder
Base plate
Hot plate
Thermometer
Beaker
Stop watch Distilled water
Ice cube

PROCEDURE:
i.
ii.

iii.
iv.

v.
vi.
vii.
viii.
ix.

Prepare two specimens by heating the asphalt cement in an oven until it sufficiently fluid.
Fill the rings with the sample.
Assemble the apparatus by inserting the appropriate thermometer through the hole in the
top plate. Then, place the filled rings in the ring holder and the ball centering guide on the
rings.
Fill the beaker with the distilled water until the level of the water is 50 mm above the tops
of the rings. Insert the ice cube to reduce the bath temperature to 5C.
Maintain the bath temperature at 5C for 15 minutes. Then, using forceps, place a steel
ball that has been cooled in temperature 5C previously, on each of the ball centering
guide.
Heat and stir the water so that the temperature of the water rises at 5 0.5C per minutes
for the first 3 minutes.
Heat the water continuously until the sample is sufficiently soft to allow the steel ball to fall
through the ring.
Record the temperature when the sample surrounding the ball touched the base plate.
If the differences between the two recorded temperatures exceed 1C, repeat the test.
Report the temperature to the nearest 0.5C for both of specimens. Report the average
of both temperatures as the softening point for the asphalt cement tested.

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-13

PART II
TESTS ON BINDER

2015/2016

TEST 6: DUCTILITY TEST

(REFERENCE: ASTM D 113)

OBJECTIVE:
To determine the ductility value for asphalt cement. The ductility test is used as a measure of
whether or not ductility is present in the asphaltic binder in the road pavement. This condition is
important to avoid occurrence of crack that will cause the failure of pavement by fatigue under the
action of repeated loads.

APPARATUS:
i.
ii.
iii.
iv.

Ductile machine
Mold
Asphalt cement
Thermometer

PROCEDURE:
i.

ii.
iii.
iv.
v.

Heat the asphalt cement until it has become sufficiently fluid to pour. Then, pour it into
the special mold that will produce specimen as thick as 10.2mm and the width change
from 20.4 mm at the end part to 10.2 mm at the centre. Distance between clips is 43.2
mm.
Let the mold containing the specimen cool to room temperature and then place it in the
ductile machine.
Fill the ductile machine with the water and heat the water to 25C.
Pull the specimen horizontally at a uniform speed of 5 cm/ minutes.
Measure the distance in centimeters through which the specimen have been pulled until it
breaks.

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-14

PART II
TESTS ON BINDER

2015/2016

TEST 7: FLASH AND FIRE POINT TEST

(REFERENCE: ASTM D 92)

OBJECTIVE:
To determine the temperature level of the asphalt cement for flash and fire point.

APPARATUS:
i.

ii.
iii.

Cleveland Open Cup Apparatus:

This apparatus consists of the cut, heating plate, test flame applicator, heater and
support.
Shield:
A shield 46 cm square and 61 cm high and having open front is recommended.
Thermometer

PROCEDURE:
i.

ii.

iii.
iv.
v.

vi.

Heat the asphalt cement and fill it into the cup until the top of the meniscus is exactly at
the filling line. The tested sample cannot be heat exceed 56C below the anticipated
flash point.
Apply heat initially; the rate of temperature rise of the specimen is 14 - 17C per minutes.
When the specimen temperature is approximately 56C below the anticipated flash point,
decrease the heat so that the rate of temperature rise is 5 - 6C per minutes.
Apply the test flame to the specimen for each successive 2C mark on thermometer when
the specimen at least 28C below the flash point.
Record as the observed flash point the temperature read on the thermometer when a
flash appears at any point on the surface of the specimen.
Continue heating so that the sample temperature increases at a rate of 5 - 6C per
minutes. Apply the test flame at 2C intervals until the specimen ignites and continue to
burn for a period of at least 5 seconds. Record the temperature read on the thermometer
at which this occurs as the fire point.
If the barometer pressure during the test is below than 953 mbar, add the appropriate
correction from the below table to the flash and fire point recorded from barometer
pressure.
Table 4: Barometer pressure correction
Barometer Pressure (mbar)

Correction (C )

953-887

886-813

812-733

DISCUSSION:
1.
2.
3.

What grade of bitumen used in the binder test?

Discuss the result obtained from the binder test and compare it with JKR specification in
TABLE format.
What is the significance of the flash and fire point test?

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-15

Please Cut Here

PART II
TESTS ON BINDER

2015/2016

BINDER TESTS RESULT

GROUP NO.: __________________

DATE OF TESTING: __________________

PENETRATION TEST RESULT

Temperature: ______________
Sample Number
1
2
3

Load: _______________

Detemination 1

Detemination 2

Time: ___________

Detemination 3

Mean

Specimen penetration value: ________________

RING AND BALL TEST RESULT

Ball
A
B

Softening Point (C)

Specimen softening point: __________________

DUCTILITY TEST RESULT

Specimen
A
B

Ductility (cm)

Specimen ductility value: ___________________

FLASH AND FIRE POINT TEST RESULT

Barometer pressure: ___________________________________
Temperature (C)

Correction

Result (C)

Please Cut Here

Flash Point
Fire Point
Specimen flash point:

______________________________

Specimen fire point:

______________________________

To Be Verified
HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING
ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-16

PART III
TESTS ON THICKNESS AND MIX DESIGN

2015/2016

PART III
TESTS ON THICKNESS AND MIX DESIGN

INTRODUCTION:
Flexible pavement design can be divided into two main categories namely thickness and mix
design. Thickness design will determine the appropriate thickness for each layer of pavement
structure which can undergo the predicted traffic loading until end of designated life on the
subgrade that have certain bearing strength. The thickness of flexible pavement layer is
dependent on total traffic loading which quoted in Standard Axle Load, material used for each
layer and subgrade bearing strength which quoted in California Bearing Ration (CBR). The
subgrade CBR value change with the change of subgrade moisture content. Therefore the
subgrade CBR value is determined when the subgrade is in the moistest condition.
Mix design focuses on the mixture of materials to be used in a layer. The materials to be used in
wearing course have to pass through a proper mix design. There are a number of mix design
methods can be used such as Marshall, Hveem, Smith Triaxial, and Hubbad Field method. The
Marshall mix design method has become the most popular method. Besides determining
optimum binder content this method can be used to determine the appropriate aggregate
gradation for mix design. The Marshall method consists of several steps begins with specimen
preparation until the determination of binder content as following:
i.
ii.
iii.
iv.
v.
vi.
vii.
viii.

Aggregate gradation
Aggreagate blending
Bulk mix preparation
Compaction
Unit weight determination
Marshall stability test
Void calculation
Optimum binder content determination

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-17

PART III
TESTS ON THICKNESS AND MIX DESIGN

2015/2016

TEST 8: CALIFORNIA BEARING RATIO TEST

(REFERENCE: BS 1377: Part 4: 1990)

OBJECTIVE:
To measure the penetration resistance of the standard plunger at the rate of 1 mm/ minute into a
compacted soil specimen that California Bearing Ratio (CBR) to be determined. The force
required to penetrate the soil specimen is expressed as the percentage of force required for the
corresponding penetration into a standard sample. This test is carried out for the aggregate
passing the 20 mm sieve. The CBR value obtained from the test can be used in pavement
thickness design.

APPARATUS:
i.
ii.
iii.
iv.
v.
vi.
vii.
viii.
ix.

NGC mould
The mould shall be fitted with a detachable baseplate and a removable extension.
Balance
4.5 kg rammer
A steel straightedge
Hammer
Testing machine
Annular surcaj weight
A cylindrical metal plunger
Apparatus for moisture content determination

PROCEDURE:
i.
ii.
iii.
iv.

Weigh the mould with base plate attached (M1).

Prepare and weigh about 7.5 kg of soil.
Mix the soil with amount of water needed. The water amount is different for each sample.
Place the first portion of soil into the mould until the layer occupies about one-fifth of the
height of the mould. Compact it using the 4.5 kg rammer by applying 62 blows evenly
distributed over the surface.
v.
Repeat the same procedure using the other four portions of soil in turn, so that the final
level of the fifth layer should then be about 5 mm to 10 mm above the top of the mould
body.
vi. Remove the collar and trim the soil flush with the top of the mould with the scraper,
checking with the steel straightedge.
vii. Weigh the mould, compacted soil and baseplate (M2).
viii. Place the mould with baseplate containing the sample, with the top face of the sample
exposed, centrally on the lower platen of the testing machine.
ix. Place the appropriate annular surcharge discs on top of the sample. Each surcaj
represent the 63.5 mm thickness of flexible pavement over the subgrade.
x.
Fit into place the cylindrical plunger applying the force of 50 N (for values of CBR up to 30
%) or 250 N (for values of CBR above 30 %) assembly with the face of the plunger resting
on the surface of the sample.
xi. Secure the penetration dial gauge in position. Reset it to read zero.
xii. Start the test so that the plunger penetrates the sample at a nominal rate of 1 mm/
minute.
xiii. Record readings of the force gauge at intervals of penetration of 0.25 mm, to a total
penetration not exceeding 7.5 mm.
xiv. After completing the penetration test, take a sample of about 350 g from immediately
below penetrated surface and determine the moisture content of each sample.
xv. Carry out the test on the base by repeating the above procedure.
xvi. Plot each value of force as ordinate against the corresponding penetration as abscissa
and draw a smooth curve through the points. Make curve correction if necessary.

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-18

PART III
TESTS ON THICKNESS AND MIX DESIGN

2015/2016

xvii. Determine the CBR value for each determination using the following equations:

CBR1

Force corresponding to 2.5 mm penetration (kN)

100
13.24kN (standard force)

CBR 2

Force corresponding to 5.0 mm penetration (kN)

100
19.96kN (standard force)

DISCUSSION:
1. Discuss the shape of the curve obtained from the test. Explain in which situation the curve
need to be corrected.
2. Discuss the result obtained from the test and compare it with JKR specification. Please
state your reference.
3. What is the purpose of surcharge weights and dial gauge measuring penetration?

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-19

Please Cut Here

PART III
TESTS ON THICKNESS AND MIX DESIGN

2015/2016

CALIFORNIA BEARING RATIO TEST RESULT

GROUP NO.: __________________

DATE OF TESTING: __________________

Diameter of mould (cm)

(D)
Height of mould (cm)
(H)
Volume of mould (cm3)
(V)
Mass of mould + base (g)
(M1)
Mass of mould + base + compacted specimen (g)
(M2)
Mass of compacted specimen (g)
(M2 M1)
Bulk density (Mg/m3)
Dw = (M2 M1)/ V

=
=
=
=
=
=
=

.
.
.
.
.
.
.

i) Top penetration
Force
Gauge
Reading
(div)

Penetration
Plunger
(mm)

Standard
Force
(kN)

0.25

4.00

1.76

0.50

4.25

0.75

4.50

1.00

4.75

1.25

5.00

1.50

5.25

1.75

5.50

Penetration
Plunger
(mm)

2.00

Standard
Force
(kN)

Force on
Plunger
(kN)

11.50

2.25
2.50

Force on
Plunger
(kN)

19.96

5.75
6.00

13.24

Force
Gauge
Reading
(div)

22.2

6.25

2.75

6.50

3.00

6.75

3.25

7.00

3.50

7.25

3.75

7.50

CBR1 =
CBR2 =

Please Cut Here

CBR

To Be Verified
HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING
ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-20

Please Cut Here

PART III
TESTS ON THICKNESS AND MIX DESIGN

2015/2016

ii) Bottom penetration

Penetration
Plunger
(mm)

Force
Gauge
Reading
(div)

Penetration
Plunger
(mm)

Standard
Force
(kN)

0.25

4.00

1.76

0.50

4.25

0.75

4.50

1.00

4.75

1.25

5.00

1.50

5.25

1.75

5.50

2.00

Standard
Force
(kN)

Force on
Plunger
(kN)

11.50

Force on
Plunger
(kN)

19.96

5.75

2.25
2.50

Force
Gauge
Reading
(div)

6.00
13.24

22.2

6.25

2.75

6.50

3.00

6.75

3.25

7.00

3.50

7.25

3.75

7.50

CBR1 =
CBR2 =
CBR

1
Mass of container (g)

M3

Mass of wet soil + container (g)

M4

Mass of dry soil + container (g)

M5

Mass of moisture (g)

(M4 M5)

Mass of dry soil (g)

(M5 M3)

Moisture content, m (%)

[(M4 M5)/(M5 M3)] x 100

Bulk density (Mg/m3)

Dw

= ....

Average moisture content (%)

= .

Dry density (Mg/m )

Please Cut Here

Dd = (100Dw) / (100 + m)

= ..

To Be Verified

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-21

PART III
TESTS ON THICKNESS AND MIX DESIGN

2015/2016

TEST 9: MARSHALL STABILITY TEST

(REFERENCE: BS 594 Part 1)

OBJECTIVE:
To prepare a design mixture that meets the required specifications.

APPARATUS:
i.
ii.
iii.
iv.
v.
vi.
vii.
viii.
ix.

Marshall testing machine

Marshall testing rig
Gyratory compaction machine
Asphalt mixer
Water bath with constant temperature
Mould
Balance
Extrusion Jack
Oven

PROCEDURE:
A.
i.
ii.

iii.
iv.

v.
B.
i.
ii.

iii.

Bulk mixture preparation

Measure the amount of aggregate and filler to be used in order to meet the specification
limit.
Blend the aggregate, sand and filler in proportion specified in (i) in the container that
facilitate at least an adequate amount of aggregate to produce a Marshall's specimen
(about 1200 g). Oven dried the aggregate at 150C for at least 4 hours.
Heat the asphalt at the same temperature or at mixing temperature (140C).
Place the heated aggregate into the mixer and blend dry it for 1 to 2 minutes. Then the
appropriate amount of asphalt should be added to the aggregate. The asphalt content
represents the percentage of total mix weight. Apply the asphalt content up 0.5% for
each mixture.
The ready bulk mix temperature for compaction should not be less than 137C.
Compaction
Clean and heat the mould to a temperature not less than 137C while preparing the bulk
mixture.
Place the heated mould on the table, and then fit a piece of 101.6 mm diameter filter
paper in the bottom of the mould. Pour the whole hot mix into the mould and make sure
that it is evenly distributed in the mould. This is done by tamping the material (using a
steel road) 15 times around the edges and 5 times in the centre leaving a slightly rounded
surface.
Place the compaction mould (with mix) on the gyratory compaction machine which is set
to the following standard conditions:
Axial Load:
Angle of gyration:
No. of gyration:

iv.

240 kPa
1
120

Remove the specimen from the mould with the extrusion jack. Allow the specimen to cool
to room temperature.

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-22

PART III
TESTS ON THICKNESS AND MIX DESIGN

2015/2016

C.
i.
ii.
iii.
iv.
v.
vi.
vii.

Test on specimen
Measure the specimen height and weigh it in air and water. Determine the specimen
density.
Heat the specimens in a water bath to a temperature of 60 1C for 30 40 minutes.
Place the specimen in the Marshall testing rig.
Load the specimen racially at a constant rate of strain of 50.8 mm/ minute. A trace
relating strength and deformation is automatically recorded on a graph paper.
Determine the stability of each specimen as the maximum load that the specimen could
with stand.
Correct the stability value obtained above (in order to take into account the dimensions of
the sample) by the appropriate coefficient obtained from Table 6.
Read also the deformation at failure and report this value as the flow in mm.

Table 5: Aggregate and filler content preparation for Marshall stability test
Passing
Coarse Aggregate (20mm)
Coarse Aggregate (14mm)
Coarse Aggregate (10mm)
Fine Aggregate
Filler
Total

%
7
13
20
50
10
100

g
84
156
240
600
120
1200

Binder content calculation:

Binder Content, B.C (g) = B.C.(%) x 1200

100 B.C.(%)

DISCUSSION:
1. What do you understand by Optimum Binder Content (OBC)?
i. Compare the volumetric properties obtained from the test with the values in the latest JKR
specifications. Give your comments.
2. Discuss the following graph behavior obtained from the test:
i. Stability
ii. Percentage air voids in mix

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-23

PART III
TESTS ON THICKNESS AND MIX DESIGN

2015/2016

EXAMPLE OF MARSHAL TEST RESULT

Flow vs. Asphalt Content

Flow (mm)

Stability (kN)

Stability vs. Asphalt Content Graph

Asphalt Content (%)

Asphalt Content (%)

Voids Total Mix vs. Asphalt Content

Graph

Voids Total Mix (%)

Unit Weight (Mgm-3)

Unit Weight vs. Asplhalt Content

Graph

Asphalt Content (%)

Asphalt Content (%)

Voids Filled with Binder (%)

Voids Filled with Binder vs. Asphalt

Content

Asphalt Content (%)

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-24

PART III
TESTS ON THICKNESS AND MIX DESIGN

2015/2016

Table 6: Stability correlaton ratio

Volume of Specimen
(cm3)

Approximate Thickness of
Specimen
(mm)

Correlation Factor

200 213
214 225
226 237
238 250
251 264
265 276
277 289
290 301
302 316
317 328
329 340
341 353
354 367
368 379
380 392
393 405
406 420
421 431
432 443
444 456
457 470
471 482
483 495
496 508
509 522
523 535
536 546
547 559
560 573
574 585
586 598
599 610
611 - 625

25.4
27.0
28.6
30.2
31.8
33.3
34.9
36.5
38.1
39.7
41.3
42.9
44.4
46.0
47.6
49.2
50.8
52.4
54.0
55.6
57.2
58.7
60.3
61.9
63.5
64.0
65.1
66.7
68.3
71.4
73.0
74.6
76.2

5.56
5.00
4.55
4.17
3.85
3.57
3.33
3.03
2.78
2.50
2.27
2.08
1.92
1.79
1.67
1.56
1.47
1.39
1.32
1.25
1.19
1.14
1.09
1.04
1.00
0.96
0.93
0.89
0.86
0.83
0.81
0.78
0.76

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

H-25

HIGHWAY LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

Please Cut Here

Please Cut Here

SCHOOL OF CIVIL ENGINEERING

HIGHWAY ENGINEERING LABORATORY
ASPHALT MIX DESIGN
MARSHALL METHOD
Type Of Mix

Ave. Sp. Gr. Agg (Gagg)

Sp. Gr. Of Bitumen (Gac)

Spec. Bit.
No. by Wt.
of Mix
(%)

Wt. of Specimen
In Air In Water
SSD
(g)
(g)
(g)

* Max. Theory Sp. Gr. =

H-26

Remarks :

Bulk
Vol.
(cc)
d-c

Date Of Sampling

2.67

Date Of Testing

1.02

Pen. Grd. Bitumen

Density (g/cc)
Bulk
Max
(Theory)*
b/e

Volume % Total
Agg.
Voids
Mix
(100-a) f 100-h-i
axf
Gac
Gagg
Bit.

100
(% Bit. / Gac) + (% Agg. / Gagg)

Agg.

Voids
Filled

100-i

h%
k

Total
Mix
(g-f ) %
g

Spec.
Stability (kN)
Height Height
Adj. Correct
(mm) Factor (kN)
(kN)
pxo

Flow

Stiffness

(mm)

(kN/mm)
q/r

Mixing Temperature:
Compacting Temperature:
Testing Temperature:
To Be Verified

TRAFFIC LABORATORY
SCHOOL OF CIVIL ENGINEERING
ENGINEERING CAMPUS
UNIVERSITI SAINS MALAYSIA

2015/2016

TEST 10: SPOT SPEED STUDIES

Spot speed is an instantaneous speed of vehicles in a particular location or spot on a highway.

OBJECTIVE:
1. To gather spot speed data of random vehicles in a particular location or spot on a road
using the specified method.
2. To analyse the distribution of spot speed data obtained during observations with an
assumption that speeds are normally distributed.

LOCATION:
At a selected section of a road.

A. STOPWATCH METHOD

APPARATUS:
1.
2.
3.
4.

Stopwatch
Foot tape
Clip board and field data form
Safety vest

PROCEDURE:
1. Select a proper location along an identify road for data collection.
2. Obtain appropriate study length. Mark the beginning and the ending length of this section
for references. Make sure the observer can clearly see the reference posts.
3. Record the date, location, posts speed limit, weather conditions, traffic directional, start
time and end time.
4. Start the stopwatch as the front wheels of a vehicle (or only the lead vehicle in a group)
cross at the beginning of the predetermined study length. Stop the watch when the
vehicles front wheels pass the ending reference post. Identify the observed vehicles type.
Record the data obtained on the field data form (Table 7).
5. The speed samples should be taken over a period of 1-hour.

First reference
post

Second reference
post

Study length

X
Observer

Figure 2: Stop watch spot speed study layout

TRAFFIC LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

T-28

2015/2016

B. LASER GUN METHOD

APPARATUS:
1. Laser gun
2. Clip board and field data form
3. Safety vest

PROCEDURE:
1. Select proper location along an identify road for data collection.
2. Record the date, location, posted speed limit, weather conditions, traffic directional, start
time and end time.
3. Aim the Laser Gun to the car license plate that is moving at the road segment. Make sure
the angle does not exceed 10 (see Figure 3) to reduce the angle effect towards the spot
speed of the observed car.
4. Pull the Laser Gun trigger. Make sure the Laser Gun is aimed at the observed car at least
for 1-3 seconds.
5. Record the Laser Gun reading (at the back panel) on the field data form (Table 8).
6. Pull back the Laser Gun trigger to clear the reading.
7. The speed samples should be taken over a period of 1-hour.

B (20)

D (70)

C (40)

A (10)

E (90)
x
x

O
Figure 3: Laser Gun aimed angle
Note:

A, B, C, D and E Location of observed car aimed by Laser Gun.

O Location of observer and Laser Gun

C. VEHICLE DATA ACQUISITION SYSTEM METHOD

APPARATUS:
1. MetroCount Vehicle Classifier System
2. Pneumatic road tube
3. Safety vest

PROCEDURE:
1. Select proper location along an identify road for data collection.
2. Record the date, location, posted speed limit, weather conditions, traffic directional, start
time and end time.

TRAFFIC LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

T-29

2015/2016

3. Place pneumatic road tubes across the road lanes to detect vehicles from pressure
changes that are produced when a vehicle tyre passes over the tube. The pulse of air that
is created is recorded and processed by a counter located on the side of the road.
4. The speed samples should be taken over a period of 1-hour.
5. Store the speed data on to computer and print the output.

CALCULATION:
(Applicable for all methods)
Statistical techniques are used to analyse the data obtained because in speed study a considerable
number of speeds are observed.
1. From the number of observations obtained, select a suitable class interval by using the
following equation.
Class interval =

R
1 + 3.322 log10 n

R = the range between the maximum and minimum observed spot speed.
N = the number of observations.

Report the class interval to the nearest whole unit.

2. Group individual speeds into the class interval calculated from 1 and record in column 1
(Table 9).
3. Record the mid-class for each speed class in column 2.
4. Sum the number of observations or frequency in each class in column 3.
5. Convert the frequency into the percentage in each class in column 4 by dividing the
individual values in column 3 by the sum of column 3 (fi).
6. Obtain the cumulative number of observations or cumulative frequency in column 5. This
column represents the number of vehicles travelling at a speed greater than the lower class
limit.
7. Convert the cumulative frequency into the percentage in column 6 by dividing the value in
column 5 by the total number of speeds observed (fi).
8. It is often assumed that speeds are normally distributed. To test this hypothesis it is
necessary to estimate the mean speed and the standard deviation () of the observed
speeds. Both the mean and standard deviation can be calculated by the use of coding to
reduce the arithmetic manipulation necessary.
Select a class which is considered likely to contain the mean speed (it is not essential that
the mean does lie within the class). Write the number of class deviations from this selected
class in column 7. Note the sign of the deviation particularly either positive or negative.
9. Multiply these deviations by the corresponding frequency in column 3, and the resulting
value is entered in column 8.
10. Calculate the frequency (deviation)2 for each speed class in column 9.
11. From Table 9, get the average spot speed by following equation

Mean spot speed, x =

(fi xi)
fi

TRAFFIC LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

T-30

2015/2016

[fi (xi)2] ( x )2 fi
( fi) - 1

12. Calculate the Variance, S2 =

13. From Table 3, get the mean speed by following equation

Mean speed = (mid-class mark of selected class) +

class interval x (column 8)

(column 3)

14. Calculate the standard deviation

= class interval x

[frequency x (deviation)2] (column 3)

(frequency x deviation)
(column 3)

15. Plot a smooth cumulative frequency curve (percentage cumulative frequency versus class
upper limit graph). From the curve,
(a)
(b)
(c)
(d)
(e)

the median, the 50th percentile, P50

the 85th percentile, P85
the upper quarter, the 75th percentile, P75
the lower quarter, the 25th percentile, P25
the quarter range, P75 P25

DISCUSSIONS
1. Discuss on the importance of this test.
2. Discuss on the differences of the methods used in this test.
3. Discuss on the importance of different speed percentiles mentioned above.

TRAFFIC LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

T-31

Please CutHere

Table 7: Stop watch spot speed study data form

Location:
Weather:
Posted speed limit:

Date:
Start time:
End time:

Traffic direction:

Traffic direction:

Please CutHere

Time

Vehicle
Type

Duration Distance Spot Speed

(s)
(m)
(km/ hr)

Time

Vehicle
Type

Duration Distance Spot Speed

(s)
(m)
(km/ hr)

To be Verified
TRAFFIC LABORATORY, SCHOOL OF CIVIL ENGINEERING
ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

T-32

Please Cut Here

Table 8: Laser Gun spot speed study data form

Location:
Weather:
Posted speed limit:

Date:
Start time:
End time:

Traffic direction:

Traffic direction:

Vehicle Type

Spot Speed
(km/ hr)

Please Cut Here

Time

Time

Vehicle Type

Spot Speed
(km/ hr)

TobeVerified
TRAFFIC LABORATORY, SCHOOL OF CIVIL ENGINEERING
ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

T-33

Please CutHere

Please CutHere

Table 9: Spot speed study analysis form

(1)
Speed Class
(km/ hr)

(2)

(3)

Speed Mid- Frequency

fi
Class x i

x i =

(4)
Percentage
Frequency

f i =

(5)

(6)

(7)

(8)

(9)

Cumulative
Frequency

Percentage
Cumulative
Frequency

Deviation

(3) x (7)

(3) x (7)2

To beVerified
TRAFFIC LABORATORY, SCHOOL OF CIVIL ENGINEERING
ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

T-34

2015/2016

TEST 11: MEASURING SATURATION FLOW AT TRAFFIC SIGNALS

OBJECTIVE:
To determine the traffic condition at a signalised intersection. Subsequently, the test result will be
used in determining the signal cycle time for the intersection.

SCOPE OF STUDY:
Traffic signals are used at many junctions to maximize traffic efficiency and safety by separating
conflicting traffic movements in time. Decision on the installation of traffic signals is made on the
basis of traffic flow, pedestrian safety, accident experience and the elimination of traffic conflicts.
For any given traffic-flow condition with the signals operating, the duration of the cycle must affect
the average delay to vehicles passing through the intersection. The length of the cycle time is
dependent on traffic condition.
It is shown in Road Research Technical Paper 39 that a sufficiently close approximation to the
optimum cycle time Co could be obtained by the following equation

Co

where L
Y

1.5L + 5
1-Y

= the total lost time per cycle

= the sum of the maximum y values for all the phases
comprising the cycle.

APPARATUS:
1.
2.
3.
4.

Stopwatch
Foot tape
Clip board and field data form
Safety vest

PROCEDURE:
1. Four observers are needed at the selected approach road stop-line.
2. Observer 1 and 2 record the number of vehicles by class (Table 10) discharging from the
queue in successive 0.1 minute (6 seconds) intervals. The reference point for counting
vehicles may be taken approximately as the rear wheels cross the stop-line.

TRAFFIC LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

T-35

2015/2016

Table 10: Vehicle classification

Class 1: CAR/ TAXI, SMALL VAN/ UTILITY

Class 2: SMALL LORRY/ BIG VAN

Class 3: BIG LORRY (>= 3 AXLES)

Class 4: BUS

Class 5: MOTORCYCLE

3. Observer 3 starts the stop watch at the beginning of each green period. Observer 3 will
inform the other observers for every successive 0.1 minute interval.
4. Observer 4 need to observe when the flow is no longer at the saturation level because the
queue has disappeared on the lane. In practice the exact end of saturation is difficult to
determine. It is better to assume it ends early rather than late because lack of pressure
often causes a false reduction in the saturation flow at the end of queue.
A saturation cycle means the queue (including those vehicles which merely slow down and
are not necessarily stopped on joining the queue) has not fully discharge by the beginning
of the red period. If there is a temporary break in the flow past the stop-line caused, for
example, by a vehicle stalling or by a driver being slow to start, the flow is still saturated.
If, however, there was an accident or if some very rare event had occurred which had
caused the gap to appear in the moving queue, the saturation would be considered to end
before the gap, otherwise the measurement would not be truly representative. The
observer should, therefore, decides to include a gap in the saturation flow if he feels that
the particular event which caused the gap is occurring in his sample of observations in
about the correct proportion.
5. When the flow becomes not saturated, discontinue the recording of the flows in 0.1 minute
intervals. Observer 1 and 2 will record any vehicles passing after the end of the last
complete 0.1 minute interval of saturated flow in the column headed Others in Table 11.
6. Observer 3 stop the stop watch at the end of the amber period and the observer 4 will
record the end times in the Start red time column of Table 11.
7. Although the timing must stop at the end of the amber, any vehicles crossing on the red
must be included in the last interval count or in Others, as appropriate. Any vehicles that
cross the observation point but fail to complete their journey through the intersection must
not be counted until the next green period has started.
8. Reset ready the stop watch for the next cycle.
9. The samples should be taken at least for 20 cycles.
10. Give indication in the Saturated? column if the cycle is fully saturated.
11. Record the duration of the amber period for three times. Get the average of amber period
for the study.
12. Measure the width of study road.
13. Sketch the layout of the signalized intersection and highlight the study approach. Record
the date, location, road name, weather conditions, start time and end time.

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COMPLETION OF TABLE 11:

1. Convert all the counted vehicles to passenger car unit (pcu) using the following table.
Table 12: Passenger car value
Vehicle Classification
PCU Value
1
1.00
2
1.75
3&4
2.25
5
0.33
If the exclusive right turning provided, times the pcu value obtained from above with 1.75
for the right-turning vehicles. If the left-turning vehicles for the combined straight ahead/
left-turning stream exceed 10% of approach volume, times the pcu value obtained above
with 1.25.
2. Complete the column headed Last Interval of Saturated Period for each fully saturated
period only (those with a in the Saturated? column) by entering the duration of the last
interval in the time column and transferring the number of vehicles in that interval to the
number of column. If, however, this last interval is less than 0.03 minutes, it is combined
with the preceding 0.1 minute interval (to give a time of 0.11 or 0.12 minutes).
3. Sum each column to complete the bottom two lines.

CALCULATION:

Average no. of vehicles/ 0.1 min

1. From Table 11, calculate the average flow in each interval. Then, calculate the mean
saturation flow, S1 in pcu/ second using sum of total vehicles dividing sum of total
samples (excluding the first and last intervals).
2. Represent the data in histogram form (average number of vehicles per 0.1 minutes
versus time in minutes). Show the average flow in each interval by the height of the
rectangle. Indicate the mean saturation flow by the horizontal dotted line.
4
f

S1
3
a

c
0.0

d
0.1

0.2

1
0.4

0.3

0.5

0.6

k
0.7

Time (minutes)

Figure 4: An example of the average saturation discharge rate for variable green periods.

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3. Calculate the initial and final lost time using the both method.
Method 1:
The initial lost time,
where

ce = cd ed
ed = cd x ca
ef

The final lost time,

where

jl = kl kj
kj = kl x kn
kh

Method 2:
The initial lost time,
where

ti = duration in minutes of initial interval

ni = number of vehicles discharged in initial interval
S1 = mean saturation flow

The final lost time,

where

li = ti (ni/ S1)

lf = tf (nf/ S1)
tf = durataion in minutes of final interval
nf = number of vehicles discharged in final interval
S1 = mean saturation flow

4. Calculate the effective green time.

Effective green time = actual green time + amber time - total lost time
(for a saturated green period)
where total lost time, l for a saturated green period is the sum of the initial and final lost
times.
5. If saturation flow, S1, is given by
S1 = Kw
where S1 =
K
w

=
=

saturation flow (pcu/ hour)

constant
road with (approach) in meter

Compare the K value obtained from the study with given K = 525.

DISCUSSION:
1. Discuss on the importance and application of saturation flow.
2. Discuss about the saturation flow adjustment factors.

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Table 10: Saturation flow data form

Please Cut Here

C
y
c
l
e

Number of vehicles
per 0.1 minute interval (6 seconds)

12

18

24

N
o

30

36

42

48

54

60

66

72

O
t
h
e
r
s

S
a
t
u
r
a
t
e
d
?

Last interval
saturation
period
Start
red
time
(sec.)

No. of
Vehicles

Time
(sec.)

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29

Please Cut Here

30
Total
Vehicles
Total
Samples
Average
To be verified
TRAFFIC LABORATORY, SCHOOL OF CIVIL ENGINEERING
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TEST 12: DETERMINATION OF CYCLE TIME AND SIGNAL TIMING FOR A SIGNALISED
INTERSECTION

OBJECTIVE:
To determine the cycle time and signal timing at a signalised intersection using the Sidra
Intersection 6.1 software. Subsequently, the signal timing obtained will be used to set up the
signalized intersection in the lab.

SCOPE OF STUDY:
Overall objective of signal control is to provide for a safe and efficient traffic flow through
intersections. Signal timing needs to be properly designed to maximise capacity, minimise delay
and reduce conflicts.
For this lab, you are required to determine the cycle time, signal phasing and signal timing for an
intersection. Traffic movements, the number of lanes at each approach and traffic volume for each
movement is as shown in Appendix I (will be given during lab). Use the information in Appendix
I to design the signal timing for level-of-service (LOS) between C and D. Use your own judgment
in determining the lane configuration.

1. From the software, determine the red, green and amber interval for each phase.
2. Use the signal timing obtained previously to set up the signalized intersection in the lab using
the MATC Set 2003 software.
3. Observed and record the signal timing for a few cycles. Find the average value for cycle time
as well as the red, green and amber intervals.
4. To set up the system, please take note of the followings:
a. Use MATC set wizard to input all required parameters. MATC is the short form of
Malaysian Traffic Adaptive Controller developed by Syarikat PPK Technologies Sdn.
Bhd.
b. The traffic controller used in the lab was also developed and manufactured by PPK
Technologies Sdn. Bhd.
c. For Group Setting, choose four groups only (G1, G2, G3, G4)
d. In Lamp Setting, choose green, red and amber for all four groups mentioned above. For
Loop Setting, choose channel 1, channel 2, channel 3 and channel 4.
e. For Phase Flow Setting, refer to Table 14.

Setting
Phase Setting
Group Setting
Loop Setting
f.
g.

Table 14: Phase Flow Setting

Phase
F1
F2
F3
Always
Demand
Demand
V1
V2
V3
Channel 1
Channel 2
Channel 3

F4
Demand
V4
Channel 4

Use the Force Multiplan Mode system. Use morning peak hour.
For VA & Link Setting, use minimum = 20 sec dan maximum = 45 sec.

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PROCEDURE IN USING AASIDRA 6.1 SOFTWARE:

To start using the software:
Double click icon Sidra Intersection 6.1.
SITE INPUT
Add a site to the Project based on the site (intersection) type, i.e. Signals, Roundabout, Two-WayStop, etc. in the Add New Site group of the Site ribbon.

Intersection
1. Click Intersection dialog in the Site Input section of the Project pane.
2. Insert your group number and the junction name at Site Name.
3. Use the Approach Editor picture for selection of existing and non-existing legs. In the
Approach Editor picture, a selected intersection leg that exists will be shown in dark red
and a selected intersection leg that does not exist will be shown in light red.
4. Specify the Leg Geometry parameter (Two Way / One-Way Approach / One-Way Exit /
No Leg) for the intersection leg selected in the Approach Editor picture to configure the
intersection.
5. Approach Distance is the mid-block distance between two intersections.
6. The Approach Control parameter appears in the Intersection dialog when the Site type is
Two- Way Sign Control (Stop or Giveway/Yield).
7. Quick Input function is provided for most data fields in all input dialogs. This is accessed
by clicking the Quick Input button placed at top right corner of the dialog. For example,
Approach Distance values for all approach on an intersection leg can be set to the same
value using Quick Input.
8. Click OK or Process to close the input dialog and save changes to data, or click Cancel
or press Esc to close the input dialog without saving the changes.
a. OK means accept data changes and close the input dialog.
b. Process means accept data changes, close the input dialog and process input
data carrying out computations and producing output.
c. Apply means accept data changes without closing the input dialog. The Apply
button remains blocked until a data change is made in a dialog.
There is no need to click Apply immediately before clicking OK or Process.

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Movement Definitions
1. Click Movement Definitions dialog.
2. The Origin-Destination Movements tab of the Movement Definitions dialog displays the
movements that exist as a result of the intersection configuration specified in the
Intersection dialog. Movement Exists box is checked for all movement except U turns.
Check the Movement Exists box if you want to include a U turn.
3. The Origin Destination Movements tab allows the user to "ban" OD movements. To ban an
OD Movement, uncheck the Movement Exists box. No Movement Class is allowed for
the banned OD Movement.
4. Click OK.

Lane Geometry
1. Click Lane Geometry dialog.
2. Click to select an Intersection Leg using Approach Selector picture. Then select a Lane
or Island using the Lane Editor and specify lane data.
3. Approach lanes, exit lanes and strip islands can be added or deleted in the Lane Geometry
dialog. Command buttons (+App Lane, +Exit Lane, +Strip Island, Delete) are available
below the Lane Editor picture in both the Lane Configuration and Lane Disciplines tabs.
These functions are also available when you right-click a lane or strip island in the Lane
Editor picture.
4. Click OK.

Volumes
1. Click Volumes dialog.
2. In the Vehicle Volumes tab, specify the Volume Data Settings for site.
Unit Time for Volumes: 60 minutes
Peak Flow Period: 60 minutes
Volume Data Method: Total & Veh
3. Vehicle demand volumes are specified in the Movement Volumes data table for each
selected intersection leg (approach). Click to select an Intersection Leg and specify data.
4. Click OK.
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Priorities
1. Click Priorities dialog.
2. Priorities (Opposing movement specifications) are set automatically when the intersection
geometry or control conditions are changed.
3. To inspect the Priorities settings, press F2 or Shift F2 or use radio buttons to select an
Opposed Movement. The selected movement will be shown in red colour. The opposing
movements will be shown in green colour. Movements not opposing the selected
movement will be shown in grey colour.
4. Click OK.

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Phasing & Timing

1. Click Phasing & Timing dialog.
2. In the Sequences tab, specify the Signal Analysis Method and specify Sequences. Select
a Sequence for editing and analysis using the radio button in the Sequences table. For the
selected Sequence, you can edit the Phases in the Sequence Editor tab.
3. Click a phase in the Phase Selector to select the phase. The selected phase will be shown
in a red colour and the phase picture will be shown in the Phase Editor. Use the left and
right arrow keys for phase selection.
4. In the Phase Editor, edit the Phase Name, and click the movement arrows to specify
movements running (have right of way) and not running (no right of way) in the selected
phase (toggle action).
5. The phase can be add, clone, delete or change the order using the command buttons given
in the dialog.
6. In the Phase Editor picture, the OD movements that exist for the selected Movement Class
are shown in red (stopped) and green (running) colour. Unopposed movements are shown
in light green, opposed movements are shown in dark green, Turn On Red is indicated in
light red, continuous movements are shown in light blue and unopposed slip-lane
movements are shown in a magenta colour and opposed slip-lane movements are shown
in dark magenta colour.
7. In the Timing Options tab, use the Cycle Time Option to specify the desired method of cycle
time calculation. Click the radio button representing the option you want to use.
a. Practical Cycle Time: the program will calculate a cycle time and green times that
satisfy the practical (target) degree of saturation for critical movements.
b. Optimum Cycle Time: the program will calculate a cycle time that optimises a
selected performance measure (minimum delay by default).
c. Optimum Maximum Green Settings: the program will determine values of
maximum green settings that optimise a selected performance measure (minimum
delay by default) for signalised intersections with actuated control.
d. User Given Cycle Time: the program determines the green times using the given
cycle time.
8. The Green Split Priority method is used for the allocation of longer green times to
movements assigned High Priority for green splits while keeping other movements at their
target (practical) degree of saturation levels
9. In the Phase & Sequence Data tab, the Reference Phase is used for signal coordination
purposes (related to the use of signal offset data in the Network Timing input dialog). One
of the phases in the Sequence is specified as the Reference Phase as a radio button
selection.
10. Phase Time is the Displayed Green Time plus Intergreen Time where Intergreen Time is
Yellow Time plus All-Red Time specified for the phase.
11. Click PROCESS.

NETWORK INPUT
Click the Add button in the Network Setup group of the ribbon to add a new (empty) Network to
the NETWORKS section in the Project pane and open the Network Configuration dialog.
Network Configuration Dialog
1. To form a Network, click a Site name in the SITES section and hold, drag to the right pane
and drop. The name of the Site included in the Network will appear in the SITES IN
NETWORK section.
2. Repeat for Sites you want to include in the Network. Then connect the Sites in the right
pane by clicking the grey connection bar at the end of a Site leg, dragging the green line
that appears towards another Site leg and dropping in the leg connection bar on the
destination leg.
3. To align a Site with an adjacent Site, shift its position slowly in the dialog using the mouse.
a. Green connection lines and bars indicate a valid connection with consistent
number of lanes at the midblock connection point and consistent Approach
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Distance values for the two connected Sites.

b. Red connection lines and bars indicate a connection error resulting from the
numbers of downstream approach lanes and upstream exit lanes at the virtual midblock not matching.
c. Dark orange connection lines and bars indicate a connection warning resulting
from the Approach Distance values that are not the same for the two connected
Sites.
5. A connection error (red bars and lines) can be corrected in the Lane Geometry input dialog
by ensuring that the two connected Site legs have the same number of approach and exit
lanes at the midblock (virtual) connection point.
6. The connection warning (dark orange connection bars and lines) will be removed when
consistent Approach Distance values are given in the Intersection input dialog.

7. The Site Input menu can be accessed within the Network Configuration dialog. Right click
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the image of the Site in the right pane, or the name of the Site name in the SITES IN
NETWORK section on the left pane, and select the required input dialog from the menu to
make necessary changes to Site data. Click Intersection or Lane Geometry in the Site
Input menu to make the data changes necessary to fix the connection error or warning.
8. Click Cancel or press Esc to close the Network Configuration dialog without any changes,
or click OK to accept the changes and close. Click Apply to accept the changes while
keeping the dialog open. There is no need to click Apply immediately before clicking OK or
Process. The Process button in the Network Configuration dialog means accept the
changes, close the dialog and process the Network carrying out computations to produce
network analysis results. This has the same effect as clicking OK to close the dialog and
then using the Process Network command (using the button in the ribbon or quick access
bar)
9. To review an existing Network and make changes if necessary, click Configuration in the
NETWORK INPUT section of the Project pane to open the Network Configuration dialog.
An existing Site from the Network can be removed by clicking the [x] button at the bottom
right corner of the Site image, or on the right-hand side of the Site name in the SITES IN
NETWORK section.

Network Timing Dialog

1. Click Network Timing in the NETWORK INPUT section of the Project pane under the
Network tab.
a. The Connected Site parameter indicates if the Site is connected to the Network or
not.
b. In defining the Offsets, one of the Coordinated Sites in the Network is selected as
the Reference Site.
c. Offset is defined as the time difference between the start time of the Reference
Phase at the subject Site relative to the start time of the Reference Phase at the
Reference Site
2. Click PROCESS.

To set up the signalized intersection in lab using the MATC Set 2003 software
Use the proposed green time from SIDRA output to input in the MATC Set 2003 software to set
up the signalised intersection in the lab.

DISCUSSION:
1. In order for you to design a signalised intersection with level of service between C and D,
compare the existing and proposed intersection based on the followings:
a. Lane configuration.
b. Signal phasing.
c. The cycle time and signal timing obtained for red, green and amber intervals of
each phase.
d. Level of service of each movement.
e. Delay encountered at each movement.

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PROCEDURE FOR MATC SET 2003:

1. Click MATC set wizard and the Group Setting screen will appear.

2. Choose four groups and check Veh for all four groups and click Next.

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3. For Lamp Setting, choose four groups and check Green, Red and Amber for all four
groups.

4. For Loop Setting, check the Channel which will be used in this lab. In this case, four
channels will be used.

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5. For Phase Flow Setting F1 in Phase Setting, check Always and for Group Setting,
check V1 and for Loop Setting, check Channel 1. Click Next.

6. For F2, F3 and F4, check Demand in Phase Setting and for Group Setting and
Loop Setting, check based on Phase. Click Next.

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7. The Green Conflict Set for G1 screen is for vehicles movement in the first phase, which
means that phase V2, V3 and V4 stop. Click Next for subsequent Green Conflict
Set for V2, V3 and V4 same as G1.

8. Click VA & Link Time Setting. You will need to input the time for Gap, Min, Max, Red
and Amber. For Gap, Red and Amber, use 3 seconds and for Min and Max, use
the Displayed Green values obtained from aaSIDRA software.

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9. Click Multiplan. In this interface, you need to determine the time according to the time set
in the computer to obtain the plan. If the time is 5pm, choose Plan C.

10. Click Fix Multi Plan for setting the time. You have chosen Plan C previously, therefore
click Plan C for F1 and input the time obtained from Displayed Green in aaSidra and
subsequently for F2, F3 and F4.

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11. Click General and then click Force Multiplan Mode under the Others category. This is
to ensure that the traffic light is set according to the multiplan in procedure no.10.

12. In the same interface, click Online to junction.

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13. Also in the same interface, click Download to junction.

14. Enter the Username and Password to activate the traffic light.

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15. Press F5 to show the signal timing and to ensure the traffic light is functioning according to
the Force Multiplan Mode.

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EAA304/2 SCHEDULE GROUP A: TUESDAY SEMESTER II YEAR 2015/2016

WEEK

DATE

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17 - 19
20 - 29

16/02/2015
23/02/2015
01/03/2015
08/03/2015
15/03/2015
22/03/2015
29/03/2015
05/04/2015
12/04/2015
19/04/2015
26/04/2015
03/05/2015
10/05/2015
17/05/2015
24/05/2015
31/05/2015
06/06/2015
27/06/2016

G1

Geotechnical
G2/G3

G4

H5

1
2
3
4
5
6

2
3
4
5
6
7

3
4
5
6
7
8

4
5
6
7
8
9

7
8
9

8
9
1

9
1
2

Highway
H6/H7

5
6
7
8
9
1
MID SEMESTER BREAK
1
2
2
3
3
4

H8

T9

Traffic
T10

T11

6
7
8
9
1
2

7
8
9
1
2
3

8
9
1
2
3
4

9
1
2
3
4
5

3
4
5

4
5
6

5
6
7

6
7
8

T9

Traffic
T10

T11

16
17
18
10
11
12

17
18
10
11
12
13

18
10
11
12
13
14

13
14
15

14
15
16

15
16
17

Viva Voce (Geotechnical Laboratory)

REVISION WEEK
EXAMINATIONS
LONG VACATION
EAA304/2 SCHEDULE GROUP B: THURSDAY SEMESTER II YEAR 2015/2016

WEEK

DATE

1
2
3
4
5
6
7
8
9
10
10
12
13
14
15
16
17 - 19
20 - 29

18/02/2015
25/02/2015
03/03/2015
10/03/2015
17/03/2015
24/03/2015
31/03/2015
07/04/2015
14/04/2015
21/04/2015
28/04/2015
05/05/2015
12/05/2015
19/05/2015
26/05/2015
02/06/2015
06/06/2015
27/06/2016

G1

Geotechnical
G2/G3

G4

H5

10
11
12
13
14
15

11
12
13
14
15
16

12
13
14
15
16
17

13
14
15
16
17
18

16
17
18

17
18
10

18
10
11

10
11
12

Highway
H6/H7
H8
BRIEFING
14
15
15
16
16
17
17
18
18
10
10
11
MID SEMESTER BREAK
11
12
12
13
13
14

Viva Voce (Geotechnical Laboratory)

TEST (All Laboratory)
REVISION WEEK
EXAMINATIONS
LONG VACATION

LIST OF EXPERIMENTS
GEOTECHNICAL LABORATORY
G1
G2
G3
G4

Direct Shear Test

Unconfined Compression Test
Consolidation Test
Triaxial Test

HIGHWAY LABORATORY
H5
H6
H7
H8

Marshall Stability Test

Tests On Bitumen
California Bearing Ratio
Tests On Aggregate

TRAFFIC LABORATORY
T9
T10
T11

Spot Speed Study

Traffic Light Junctions ( Determination of Saturation Flow Rate )
Sidra 6.1 and MATC ( Malasysia Adaptive Traffic Controller ) Software

SCHOOL OF CIVIL ENGINEERING

UNIVERSITI SAINS MALAYSIA
SESSION 2015/ 2016

LABORATORY REPORT EAA 304 /2

SECTION 1 (to be filled up by student)
GROUP NO.:

CODE OF EXPERIMENT:

NAME OF GROUP LEADER:

MATRIC NO.

NAME OF GROUP MEMBER :

MATRIC NO.

NAME OF EXPERIMENT:

1
2
3
4
5
LECTURER & RESEARCH OFFICER :

DATE OF EXPERIMENT :

Dr. Mohd. Rosli Mohd. Hasan

Assoc. Prof. Ir. Dr. Leong Lee Vien
Dr. Muhd Harris Ramli
Mrs. Shafida Azwina Mohd Shafie

DATE OF SUBMISSION:

SECTION 2 (to be filled up by examiner)

GRED:

Excellent
Satisfactory (6)

Very Good (9)

Average (5)

Good (7 - 8)
Weak (1 - 4)

Final Marks: _____________

Examiners Signature:

Date: