INDUSTRIAL TRAINING REPORT

On

BITUMINOUS(ASPHALT)ROAD

by

Shivani Jaiswal

1709100093

in fulfillment of the requirements of the degree of Bachelor of Technology

to

DEPARTMENT OF CIVIL
ENGINEERING
JSS ACADEMY OF TECHNICAL
EDUCATION, NOIDA
2020-21
 TRAINING CERTIFICATE

This is to certify that SHIVANI JAISWAL, student of Jss Academy Of Technical

Education NOIDA, B.TECH 4TH YEAR CIVIL ENGINEERING branch ,has
Undergone industrial training from P.W.D., on “BITUMINOUS ROAD
CONSTRUCTION” under the guidance of SHREE PRINCE KUMAR MAURYA.

DR. Vijay Kumar Halkati Mr. Parikshit NH

(Prof.&H.O.D) Project Mentor
(CE Department)
 ACKNOWLEDGEMENT

I want to express my sincere gratitude and thanks to DR. VIJAY KUMAR HALKATI
(H.O.D.,CEDepartment), Jss Academy Of Technical Education ,Noida for granting
me permission for my industrial training in the field of “ROAD CONSTRUCTION”.

I express my sincere thanks to A.E. (Shree Prince Kumar Maurya) for his cooperative
attitude and consistence guidance ,due to which I was able to complete my training
successfully.

Finally, I pay my thankful regard and gratitude to the team members and technicians of
“P.W.D.” and Jss Academy Of Technical Education, NOIDA for the valuable help ,
support and guidance.

SHIVANI

JAISWAL

CE 4th Year

1709100093
The Public Works Department execute the construction, improvement, strengthening and
maintenance of roads and bridges. The responsibility of construction of certain buildings of
the state government and their maintenance is also upon this department. The department
undertakes the maintenance of National Highways passing through Uttar Pradesh which are
not covered by the National Highways Authority for which funds are provided by the
Government of India. The task of monitoring the works under different schemes and ensuring
high quality of work has been assigned to 18 zonal Chief Engineers.
The state, geographically and in terms of population, is the country’s largest state. For the
State's industrial, economic and social development it is essential to connect each village and
its population with the main roads. Besides, the widening and high-quality repair of important
National Highways, state roads and district roads is also important for transportation. The
P.W.D. is executing the work of construction and improvement of link roads in rural areas,
widening and improvement of other district roads, main district roads and state roads,
construction of bridges in rural areas and repair of narrow and damaged bridges on main
routes on a priority basis. In addition, it is also doing the work of construction of link roads in
rural areas under Pradhan Mantri Gram Sadak Yojana and strengthening of previously-built
rural and other roads.
 CONTENTS
1. Introduction 9
1.1. Introduction to Bituminous Road
2. Objectives 10
3. Project details 11
4. Materials used 11 - 15
4.1. Cement 11
4.2. Aggregate 13
4.3. Sand 14
4.4. Bitumen 15
5. Road 15 - 17
5.1. Definition 15
5.2. Types of Road 16 -17
5.2.1. Asphalt 16
5.2.2. Concrete 16
5.2.3. Composite 16
5.2.4. Recycling 17
5.2.5. Bituminous Solution 17
6. How to construct a Road 17 -19
6.1. CONSTRUCTION OF SUB-GRADE 18
6.2. CONSTRUCTION OF SUB-BASE 18
6.3. CONSTRUCTION OF BASE
6.4. PREPARATION OF WEARING COURSE 18
6.5. CONSTRUCTION OF SHOULDERS OPENING TO TRAFFIC 19
6.6. OPENING TO TRAFFIC 19
7. Bituminous road constructions steps 19 - 23
7.1. Preparation of the existing base course layer 19
7.2. Application of Tack Coat 20
7.3. Preparation and placing of Premix 20
7.4. Rolling 21
7.5. Quality control of bituminous concrete construction 22
7.6. Finished surface 23
8. Test Performed 24 - 29
8.1.Test for subgrade soil 24 - 26
8.1.1. C.B.R. Test 24
8.2. Test for road aggregates 26 -27
8.2.1. Impact Test 26
 8.2.2. Shape Test 27
8.3. Test for bitumen 28 - 29
8.3.1. Penetration Test 28
8.3.2. Softening Test 29
9. MACHINERIES FOR THE PAVEMENT OF THE ROAD 30

10. Conclusion 31
11. Refrences 32

List of figures

Fig. DISCRIPTION PG. NO.

NO.
1.1 Component of flexible pavement 09

3.1 Site visit of Bituminous road construction 11

6.1 Different layers of road 18

7.1 Preparation of the existing base course layer 20

7.2 Preparation and placing of Premix 21

7.3 Tandem roller 21

7.4 Finished surface 23

8.1 California Bearing Ratio Test on Subgrade Soil 24

8.2 Impact test apparatus 27

8.3 Penetration test 29

 8.4 Softening test 31

1. INTRODUCTION TO BITUMINOUS ROAD

• Bituminous road is a road constructed by using bitumen .

• It is also called flexible pavement road Because it changes its shape according to
nature of load and sub base.
• A road or pavement is a structure consisting of superimposed of processed material
• above the natural soil sub-grade, whose primary function is to distribute the applied
• vehicle loads to the sub-grade .
• This type of pavement has four layers , namely , Sub-grade (bottom layer ),sub-
• base,base, and wearing surface (top most).
 Fig. 1.1: Component of flexible pavement

2. OBJECTIVES

The objectives of an undergraduate following a program of Industrial Training are.

• Applying acquired knowledge in problem based exercises in real life industrial projects.
Ensuring the relevant degree coursework and training programmed conducted according
to the expectations of the industry, to ensure the subject contents are relevant and up to
date.
• Providing opportunity for students to acquire practical skills and experience working on
projects alongside industry experts.

• Providing an opportunity for students to acquire interpersonal skills and ability for team
work through interaction with professionals in their field of study.

• Learning about ethics in the industry.

• Learning accepted safety practices in the industry.

• Providing an opportunity for students to learn about the industry of their discipline and
related environment.

• Providing an opportunity for the industry to identify potential employees and to feedback
comments on the degree programmed at large.

• Providing opportunity to obtain knowledge of how to make optimal decisions to resolve

work challenges.

3. Project detail:-
This Industrial Training presentation about construction of all weather road in
Kushinagar worked under PWD (Public Work Department) Uttar Pradesh.
In this we worked on ODR “HIRNAHI PARVAT CHHAPARA CHIRGODA
MARG”. The construction was in Kushinagar where the length of the road is
8 KM and the width is 3 M.
 Fig. 3.1: Site visit of Bituminous road construction

4. Material used:-

4.1 Cement:-
The natural cement is obtained by burning and crushing the stones containing clay, carbonate
of lime and some amount of carbonate of magnesia. The clay content in such stones is about
20 to 40 percent. The natural cement is brown in colour and its best variety is known as the
Roman Cement. The natural cement resembles very closely eminent hydraulic lime. It sets
very quickly after addition of water. It is not so strong as artificial cement and hence it has
limited use in practice. The artificial cement is obtained by burning at a very high temperature
a mixture of calcareous and argillaceous materials. The mixture of ingredients should be
intimate and they should be in correct proportion. The calcined product is known as clinker. A
small quantity of gypsum is added to the clinker and it is then pulverized into very fine
powder which is known as the cement.
4.1.1Properties of cement:-
Following are the important properties of good cement which primarily depend upon its
chemical composition, thoroughness of burning and fineness of grinding:
 It gives strength to the masonry.
 It is an excellent binding material.
 It is easily workable.
 It offers good resistance to the moisture.
 It possesses a good plasticity.
 It stiffens or hardness early.
4.1.2 Harmful constituents of cement:-
The presence of the following two oxides adversely affects the quality of cement:
 Alkali oxides K2O and Na2O
 Magnesium oxide MgO

If the amount of alkali oxides exceeds 1 percent, it leads to the failure of concrete made from
that cement. Similarly, if the content of the magnesium oxide exceeds 5 %, it causes cracks
after mortar or concrete hardens. It is due to the fact that magnesium oxide, burned at a
temperature of about 1500°C, slakes very slowly, when mixed with water.
Sources and brand- J K Laxmi cement and Birla cement Brand from Ratlam.

4.2 Aggregate:-
Construction aggregate, or simply "aggregate", is a broad category of coarse particulate
material used in construction, including sand, gravel, crushed stone, slag, recycled concrete
and geo synthetic aggregates. Aggregates are a component of composite materials such as
concrete and asphalt concrete; the aggregate serves as reinforcement to add strength to the
overall composite material. Due to the relatively high hydraulic conductivity value as
compared to most soils, aggregates are widely used in drainage applications such as
foundation and French drains, septic drain fields, retaining wall drains, and road side edge
drains. Aggregates are also used as base material under foundations, roads, and railroads. To
put it another way, aggregates are used as a stable foundation or road/rail base with
predictable, uniform properties (e.g. to help prevent differential settling under the road or
building), or as a low-cost extender that binds with more expensive cement or asphalt to form
concrete.
The American Society for Testing and Materials publishes an exhaustive listing of
specifications for various construction aggregate products, which, by their individual design,
are suitable for specific construction purposes. These products include specific types of coarse
and fine aggregate designed for such uses as additives to asphalt and concrete mixes, as well
as other construction uses. State transportation departments further refine aggregate material
specifications in order to tailor aggregate use to the needs and available supply in their
particular locations.
4.3 Sand:-
Sand is a naturally occurring granular material composed of finely divided rock and mineral
particles. The composition of sand is highly variable, depending on the local rock sources and
conditions, but the most common constituent of sand in inland continental settings and non-
tropical coastal settings is silica(silicon dioxide, or SiO2), usually in the form of quartz.
As the term is used by geologists, sand particles range in diameter from 0.0625mm (or 1⁄16
mm, or 62.5 μm) to 2 mm. An individual particle in this range size is termed a sand grain. The
next larger size class above sand is gravel, with particles ranging from 2 mm up to 64 mm (see
particle size for standards in use). The next smaller size class in geology is silt: particles
smaller than 0.0625 mm down to 0.004 mm in diameter. The size specification between sand
and gravel has remained constant for more than a century, but particle diameters as small as
0.02 mm were considered sand under the Albert Atterberg standard in use during the early
20th century. A 1953 engineering standard published by the American Association of State
Highway and Transportation Officials set the minimum sand size at 0.074 mm. A 1938
specification of the United States Department of Agriculture was 0.05 mm sand feels gritty
when rubbed between the fingers (silt, by comparison, feels like flour).
4.4 Bitumen:-
Bitumen is a black, oily, viscous material that is a naturally-occurring organic by product of
decomposed organic materials. Also known as asphalt or tar, bitumen was mixed with other
materials throughout prehistory and throughout the world for use as a sealant, adhesive, building
mortar, incense, and decorative application on pots, buildings, or human skin. The material was
also useful in waterproofing canoes and other water transport, and in the mummification process
toward the end of the New Kingdom of ancient Egypt. It is also flammable. And, thanks to recent
scholarship, this gooey stuff is also identifiable to source.

5. ROAD

5.1. Definitions

The Organization for Economic Co-operation and Development (OECD) defines a

road as "a line of communication (travelled way) using a stabilized base other than rails or air
strips open to public traffic, primarily for the use of road motor vehicles running on their own
wheels, "which includes" bridges, tunnels, supporting structures, junctions, crossings,
interchanges, and toll roads, but not cycle paths

In urban areas roads may diverge through a city or village and be named as streets,
serving a dual function as urban space easement and route. Modern roads are normally
smoothed, paved, or otherwise prepared to allow easy travel. Historically many roads were
simply recognizable routes without any formal construction or maintenance.

5.2. Types of road

5.2.1. Asphalt –
One of the most popular types of construction ever since its inception in the early
1920s is asphalt paving. In this construction technique, a layer of asphalt is laid on top
of an equally thick gravel base. Advantages of this form of road construction are that
the pavement produces relatively little noise, its relative low cost compared to other
materials, and that it is durable and strong than most other choices, and isn’t the best
for the environment either.
5.2.2. Concrete –
Concrete is another popular choice for roadways, though it is typically only used for
local roads and not other types of construction. There are three major types of concrete
road surfaces, JPCP, JRCP, and CRCP; the distinguishing feature between the three
being the joint system that is used to help prevent cracks from forming. Concrete is
more long-lasting than asphalt and significantly stronger as well, but is quite expensive
to lay and maintain.
5.2.3. Composite –
Composite materials are often used in types of construction that are more related to
 maintenance, recycling, and rehabilitation. Composite materials are combinations of
both asphalt and concrete, and are typically employed in one of two methods. Asphalt
overlays literally are placed over a damaged surface, or alternatively pavement may be
cracked and seated instead, forming a true new surface.
5.2.4. Recycling –
There are three typical types of construction techniques related to recycling the surface
of distressed or damaged pavement. Rubblizing, Cold/Hot in-place Recycling, and
Full-depth Reclamation. Rubblizing involves reducing the road to gravel and then
applying a new surface, both hot and cold in-place recycling relies on using bituminous
pavement to reinforce the road (at different temperatures and admixtures, of course),
and Full-depth reclamation involves both total pulverization and the addition of
binding agents or other additives.
5.2.5. Bituminous Solutions –
Bituminous and other temporary solutions are types of construction that are only
suitable for use on very low-traffic thoroughfares. Chipsealing techniques, thin
membrane surfacing, and Otta sealing are all examples of bituminous surface options.
These are all more commonly employed as sealing coats or finishes than as full road
surfaces.

6. HOW TO CONSTRUCT A ROAD?

6 BASIC STEPS COMPRISING WBM ROAD CONSTRUCTION PROCEDURE
WBM ROAD CONSTRUCTION PROCEDURE
Construction of water bound macadam road involves the following 6 basic steps as given
below.

Preparation of sub-grade
Preparation of sub-base
Preparation of base
Preparation of wearing course
Preparation of shoulders
Opening to traffic
 Fig. 6.1: Different layers of road

6.1. STEP – 1 (CONSTRUCTION OF SUB-GRADE)

Sub-grade act as a cushion for other layers i.e. In order to achieve durable road sub-grade
should be strong. Sub-grade is provided by digging up the sub-soil and the level of the sub-
grade is decided by subtracting the total thickness of the pavement from the finished level of
the road pavement. The sub-grade is thoroughly compacted by rollers weighing 8 tonnes by
sprinkling water one night before. Low spots which develop during rolling must be made up
and brought to the grades as required. In rocky regions the sub-grades are not rolled whereas
in region of clay soils, a layer to natural sand, moorum or gravel, is provided over sub-grade
and is duly packed.

6.2. STEP – 2 (CONSTRUCTION OF SUB-BASE)

On a well compacted sub-grade, spread 10 to 20 cm size boulders or broken stones, or over
burnt bricks in layers of 15 cm thickness and total width of the sub-base to be kept 60 cm
wider than pavement width, projecting 30 cm on each side. The sub-base should be compacted
by a roller to provide an even surface.

6.3. STEP – 3 (CONSTRUCTION OF BASE)

On the prepared sub-base or directly on the sub-grade, as the case may be, the specified
materials of the base course is spread and proper grade, thickness and cross sections
maintained as per design shown on the supplied drawings.

6.4. STEP – 4 (PREPARATION OF WEARING COURSE)

This course may be laid in one or two layers according to the total designed thickness and the
thickness of each layer should not exceed 10 cm. this component being very important, the
following steps may be taken systematically.
Check the defective portions/patches of the newly laid base course i.e. soling and rectify them
Provide either bricks on end edging or earthen kerbs strong enough to prevent the new road
material from spreading outward and also to retain water used in consolidation of the wearing
course.
Spread the road metal evenly over the prepared base to the specified thickness and hand pack
them so that the finished surface is brought to the required camber.
Spread the coarse aggregate over the surface and roll it dry with a suitable roller till
interlocking of the aggregate is achieved with sufficient void space. The rolling is started from
the edges and gradually shifted towards the centre.
After dry rolling, spread the screening materials (stones upto 12 mm size) with uniform rate so
that voids of coarse aggregates get filled properly. This is achieved by dry rolling and
brooming alternatively, till the voids of the coarse aggregates are filled.
After spreading the screening material, sprinkle sufficient quantity of water, sweep the surface
and roll it with roller again.
Now apply the binding material in two to three thick layers at a slow and uniform rate. Each
layer of binding material is rolled after adding sufficient water. The slurry is swept in with
brooms to fill the void properly. The moving wheel of the roller should be cleaned with water.
Continue the operations of spreading of binder, sprinkling of water, sweeping with brooms
and rolling till the voids get filled and slurry forms a wave before the moving wheel of the
roller.
After proper compacting allow it to dry over night. Spread a layer of sand or earth, about 6
mm thick and roll the surface again after sprinkling water lightly.
The surface may be allowed for 7 to 10 days of curing.

6.5. STEP – 5 (CONSTRUCTION OF SHOULDERS)

While curing the pavement surface, prepare the shoulders by filling earth to the specified cross
slope and compact them properly by rolling or by tamping. Width and thickness of the
shoulder should be as per specification.

6.6. STEP – 6 (OPENING TO TRAFFIC)

After properly drying, the road pavement may now be opened to traffic, ensuring that the
traffic is distributed uniformly over the full width of the pavement.

7. Bituminous road constructions steps:

7.1. Preparation of the existing base course layer

The existing surface is prepared by removing the pot holes or rust if any. The irregularities are
filled in with premix chippings at least a week before laying surface course. If the existing
pavement is extremely way, a bituminous leveling course of adequate thickness is provided to
lay a bituminous concrete surface course on a binder course instead of directly laying it on a
WBM.

Fig. 7.1: Preparation of the existing base course layer

7.2. Application of Tack Coat

It is desirable to lay AC layer over a bituminous base or binder course. A tack coat of bitumen
is applied at 6.0 to 7.5 kg per 10 sq.m area, this quantity may be increased to 7.5 to 10 kg for
non-bituminous base.

7.3. Preparation and placing of Premix

The premix is prepared in a hot mix plant of a required capacity with the desired quality
control. The bitumen may be heated upto 150 – 177 deg C and the aggregate temperature
should not differ by over 14 deg C from the binder temperature. The hot mixed material is
collected from the mixture by the transporters, carried to the location is spread by a
mechanical paver at a temperature of 121 to 163 deg C. the camber and the thickness of the
layer are accurately verified. The control of the temperatures during the mixing and the
compaction are of great significance in the strength of the resulting pavement structure.
 Fig. 7.2: Preparation and placing of Premix

7.4. Rolling
A mix after it is placed on the base course is thoroughly compacted by rolling at a speed not
more than 5km per hour. The initial or break down rolling is done by 8 to 12 tonnes roller and
the intermediate rolling is done with a fixed wheel pneumatic roller of 15 to 30 tonnes having
a tyre pressure of 7kg per sq.cm. the wheels of the roller are kept damp with water. The
number of passes required depends on the thickness of the layer. In warm weather rolling on
the next day, helps to increase the density if the initial rolling was not adequate. The final
rolling or finishing is done by 8 to 10 tonne tandem roller.
 Fig. 7.3: Tandem roller

7.5. Quality control of bituminous concrete construction

The routine checks are carried out at site to ensure the quality of the resulting pavement
mixture and the pavement surface.

Periodical checks are made for

a) Aggregate grading
b) Grade of bitumen
c) Temperature of aggregate
d) Temperature of paving mix during mixing and compaction.

At least one sample for every 100 tonnes of the mix discharged by the hot mix plant is
collected and tested for above requirements. Marshall tests are also conducted. For every 100
sq.m of the compacted surface, one test of the field density is conducted to check whether it is
atleast 95% of the density obtained in the laboratory. The variation in the thickness allowed is
6mm per 4.5m length of construction.

7.6. Finished surface:

The AC surface should be checked by a 3.0 m straight edge. The longitudinal undulations
should not exceed 8.0 mm and the number of undulations higher than 6.0 mm should not
exceed 10 in a length of 300 m. The cross-traffic profile should not have undulations
exceeding 4.0mm.
 Fig. 7.4: Finished surface

8. Test   performed

1. Test for subgrade soil                                                 

2. Test for road aggregates                                            
3. Test for bitumen                                                        
4. Test for concrete

8.1. Test for subgrade soil

8.1.1. C.B.R. TEST
The California Bearing Ratio(CBR) test is a measure of resistance of a material to penetration
of standard plunger under controlled density and moisture conditions. It was developed by the
California Division of Highways as a method of classifying and evaluating soil- subgrade and
base course materials for flexible pavements.
CBR test may be conducted in remoulded or undisturbed sample. Test consists of causing a
cylindrical plunger of 50mm diameter to penetrate a pavement component material at
1.25mm/minute.
The loads for 2.5mm and 5mm are recorded. This load is expressed as a percentage of
standard load value at a respective deformation level to obtain CBR value.

Fig. 8.1: California Bearing Ratio Test on Subgrade Soil

The aim of this test is the determination of California Bearing Ratio value of the subgrade soil.

Apparatus for CBR Test

Loading machine-any compression machine can operate at constant rate of 1.25mm per minute
can be used. Cylindrical moulds- moulds of 150mm diameter and 175mm height provided
with a collar of about 50mm length and detachable perforated base.
Compaction rammer, surcharge weight-annular weights each of 2.5kg and 147mm diameter.
IS sieve 20mm, Coarse filter paper, balance etc.
Procedure of California Bearing Ratio Test

• Sieve the sample through 20mm IS sieve. Take 5 kg of the sample of soil specimen.
Add
• water to the soil in the quantity such that optimum moisture content or field moisture
content is reached.
 • Then soil and water are mixed thoroughly. Spacer disc is placed over the base plate at
the bottom of mould and a coarse filter paper is placed over the spacer disc.
• The prepared soil water mix is divided into five. The mould is cleaned and oil is
applied. Then fill one fifth of the mould with the prepared soil. That layer is compacted
by giving 56 evenly distributed blows using a hammer of weight 4.89kg.
• The top layer of the compacted soil is scratched. Again second layer is filled and
process is repeated. After 3rd layer, collar is also attached to the mould and process is
continued.
• After fifth layer collar is removed and excess soil is struck off. Remove base plate and
invert the mould. Then it is clamped to baseplate.
• Surcharge weights of 2.5kg is placed on top surface of soil. Mould containing
specimen
• is placed in position on the testing machine.
• The penetration plunger is brought in contact with the soil and a load of 4kg(seating
load) is applied so that contact between soil and plunger is established. Then dial
readings are adjusted to zero.
• Load is applied such that penetration rate is 1.25mm per minute. Load at penetration of
0.5, 1, 1.5, 2, 2.5, 3, 4, 5, 7.5, 10 and 12.5mm are noted.

Standard Load Values for CBR Test

Penetration(mm) Standard Load(kg) Unit Standard Load(kg/cm2)

2.5 1370 70

5 2055 105

7.5 2630 134

10.0 3180 162

12.5 3600 183

Table 8.1: Standard load value of CBR test
8.2. TEST FOR ROAD AGGREGATE

8.2.1. IMPACT TEST

1. The cylindrical steel cup is filled with 3 equal layers of aggregate and each layer is
tamped 25 strokes by the rounded end of tamping rod and the surplus aggregate struck
off, using the tamping rod as a straight edge.
2. The net weight of aggregate in the cylindrical steel cup is determined to the nearest
gram (WA) and this weight of aggregate is used for the duplicate test on the same
material.
3. The cup is fixed firmly in position on the base of the machine and the whole of the test
sample is placed in it and compacted by a single tamping of 25 strokes of tamping rod.
4. The hammer is raised until its lower face is 380 mm. above the upper surface of the
aggregate in the cup, and allowed to fall freely onto the aggregate 15 times, each being
delivered at an interval of not less than one second.
5. The crushed aggregate is removed from the cup and sieved on 2.36 mm. IS sieve until
no further significant amount passes in one minute.
6. The fraction passing the sieve is weighed to an accuracy of 0.1 g (WB)
 Fig. 8.2: Impact test apparatus

8.2.2. SHAPE TEST

1. The sample is sieved through IS sieve specified in Table shown below.

 Dimension of Thickness and Length Gauge

2. A minimum of 200 pieces of each fraction is taken and weighed.

3. In order to separate flaky materials, each fraction is then gauged individually for
thickness on a thickness gauge. 
4. The total amount of flaky material passing the thickness gauge is weighed to an
accuracy of 0.1% of the weight of sample. 

8.3. TEST FOR BITUMENS

8.3.1 PENETRATION TEST
Penetration value test on bitumen is a measure of hardness or consistency of bituminous
material. A 80/100 grade bitumen indicates that its penetration value lies between 80 & 100.
Penetration value is the vertical distance traversed or penetrated by the point of a standard
needle into the bituminous material under specific conditions of load, time and temperature.
This distance is measured in one tenths of a millimeter.
Penetration test is used for evaluating consistency of bitumen. It is not regarded as suitable for
use in connection with the testing of road tar because of the high surface tension exhibited by
these materials.

Fig. 8.3: Penetration test

(i) Preparation of test specimen: Soften the material to a pouring consistency at a

temperature not more than 60°C for tars and 90°C for bitumen above the approximate
softening point and stir it thoroughly until it is homogeneous and is free from air bubbles and
water.
Pour the melt into the container to a depth at least 10mm in excess of the expected penetration.
Protect the sample from dust and allow it to cool in an atmosphere at a temperature between
15° to 30° C for one hour. Then place it along with the transfer dish in the water bath at 25° ±
0.1 °C, unless otherwise stated.
(ii) Fill the transfer dish with water from the water bath to depth sufficient to cover the
container completely, place the sample in it and put it upon the stand of the penetration
apparatus.
(iii) Clean the needle with benzene, dry it and load with the weight. The total moving load
required is 100 ± 0.25 gms, including the weight of the needle, carrier and super-imposed
weights.
(iv) Adjust the needle to make contact with the surface of the sample. This may be done by
placing the needlepoint in contact with its image reflected by the surface of the bituminous
material.
(i) Make the pointer of the dial to read zero or note the initial dial reading.
(ii) Release the needle for exactly five seconds.
(vi) Adjust the penetration machine to measure the distance penetrated.
(vii)Make at least 3 readings at points on the surface of the sample not less than 10 mm apart
and not less than l0mm from the side of the dish. After each test return the sample and transfer
dish to the water bath and wash the needle clean with benzene and dry it.
In case of material of penetration greater than 225, three determinations on each of the two
identical test specimens using a separate needle for each determination should be made,
leaving the needle in the sample on completion of each determination to avoid disturbance of
the specimen.

8.3.2. SOFTENING TEST

1. Sample material is heated to a temperature between 75° and 100°C above the
approximate softening point until it is completely fluid and is poured in heated rings
placed on the metal plate.
2. To avoid sticking of the bitumen to metal plate, coating is done to this with a solution of
glycerin and dextrin.
3. After cooling the rings in air for 30 minutes, the excess bitumen is trimmed and rings are
placed in the support.
4. At this time the temperature of distilled water is kept at 5°C. This temperature IS
maintained for 15 minutes after which the balls are placed in position.
5. Then the temperature of water is raised at uniform rate of 5°C per minute with a
controlled heating unit, until the bitumen softens and touches the bottom plate by sinking
of balls. At least two observations are made. For material whose softening point is above
80°C, glycerin is used for heating medium and the starting temperature is 35°C instead of
5°C. 
 Fig. 8.4: Softening test

9. MACHINERIES FOR THE PAVEMENT OF THE ROAD

•ROLLERS
•DOZERS
•GRADERS
•PLAT COMPACTOR
•PLANERS
•ASPHALT PAVERS
•TANDOM VIBRATORY ROLLER
•PAVER
•BITUMEN SPRAYER
•MILLERS
•ASPHALT SPLITTING MACHINES

10. CONCLUSION
TRAINING has given me an insight of future professional career & develops confidence in
the field working and communication with various agencies & contractors. It has given me
experience & knowledge regarding the actual construction method employed on the site. The
procedure to maintain quality and how to complete the work within stipulated time was
observed.
The training work on site helped me to grasp the practical information regarding the work
excavation, R.C.C., finishing as well as paper work of company & how to do practical on
field. Many a fundamental concepts were cleared off during the training period. This serves as
a lifetime opportunity to the students to gather knowledge of various intricate operation
involved in the field. It also helps to study the problems & difficulties faced during the
training & how to solve problems effectively. The work was carried out under the strict
control where the management & planning.

11. Refrences
 Highway engineering by Khanna and C.E.G. Justo
 PWD data