BANGALOREINSTITUTEOFTECHNOLOGY

DEPARTMENTOFCIVILENGINEERING

(Affiliated to VTU Belagavi)

LABORATORYMANUAL

FIFTH SEMESTER CIVIL ENGINEERING

TRANSPORTATION ENGINEERING
SUBJECT CODE - 21CV52
HIGHWAY MATERIAL LABORATORY

K.R. Road,V.V.Puram,Bengaluru-560004
Phone-08022422741,mail id - [email protected]
 BANGALOREINSTITUTEOFTECHNOLOGY

Vision
To establish and develop the Institute as a centre of higher learning, ever abreast
with expanding horizon of knowledge in the field of engineering and technology,
with entrepreneurial thinking, leadership excellence for life-long success and
solve societal problem.

Mission

 Provide high quality education in the engineering disciplines from the

undergraduatethroughdoctorallevelswithcreativeacademicandprofessional
programs.
 Develop the Institute as a leader in Science, Engineering, Technology and
management, Research and apply knowledge for the benefit of society.
 Establish mutual beneficial partnerships with industry, alumni, local, state and
central governments by public service assistance and collaborative research.
 Inculcate personality development through sports, cultural and extracurricular
activities and engage in the social, economic and professional challenges.

DEPARTMENTOFCIVILENGINEERING
Vision

 To become a centre of excellence in Academics, Research and Consultancy by

imparting quality education and developing competent civil engineering
professionals who will be sensitive, ethical and serve for the betterment
of the society.
Mission

 Totraincivilengineeringstudentstograduatewithknowledgeandskillsrequired to
solve civil engineering problems, to become leaders in organizations and for a
wide range of careers
 To create civil engineering professionals through collaborative programs with
professional bodies, research organisations and industry for the betterment of the
society.
 To be recognized by the industry as a centre of excellence for Research and
Development to solve civil engineering problems.
 Tocreatealearningenvironmentandprovidelimitlesspossibilitiestostudents and
staff to excel in their careers
 B.E. CIVILENGINEERING
Choice Based Credit System(CBCS) and Outcome Based
Education OBE)SEMESTER - V
Highway materials Lab
1. Tests on Aggregates
a. Aggregate Crushing value
b. Los Angeles abrasion test
c. Aggregate impact test
d. Aggregate shape tests (combined index and angularity number
2. Tests on Bituminous Materials
a. Penetration test
b. Ductility test
c. Softening point test
d. Specific gravity test
3. Tests on Soil
a. Wet sieve analysis
b. CBR test
4. Tests on Bituminous Mixes
a. Marshall Method (Demo Experiment)

Course Outcomes: During this course, students will develop expertise in

1. Able to interpret the experimental results of highway materials based on laboratory tests.
2. Design appropriate bituminous concrete mix Using Professional codes and Determine strength
and quality of bituminous concrete
3. Test the soil for its suitability as sub grade soil for pavements.
CIE for the practical component of IPCC
 On completion of every experiment/program in the laboratory, the students shall be evaluated and marks
shall be awarded on the same day. The15 marks are for conducting the experiment and preparation of the
laboratory record, the other 05 marks shall be for the test conducted at the end of the semester.
 The CIE marks awarded in the case of the Practical component shall be based on the continuous evaluation
of the laboratory report. Each experiment report can be evaluated for 10 marks. Marks of all experiments’
write-ups are added and scaled down to 15 marks.
The laboratory test (duration 03 hours) at the end of the 15th week of the semester /after completion of
all the experiments (whichever is early) shall be conducted for 50 marks and scaled down to 05 marks.
Scaled-down marks of write-up evaluations and tests added will be CIE marks for the laboratory component
of IPCC for 20 marks.
Reference Books:
1. S K Khanna, C E G Justo and A Veeraragavan, “Highway Materials Testing Laboratory
Manual”, Nem Chand Bros,Roorkee.
2. L R Kadiyali, “Highway Engineering”, Khanna Publishers, New Delhi.
3. IS , IRC and Ministry of Road Transport and Highways

CO–POMapping.

PO PO PO PO PO PO PO PO PO PO PO PO PSO PSO PSO PSO

1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4
CO1 3 1 - 3 3 - 1 3 3 2 - - 3 2 1 -
CO2 3 2 - 3 - - - - 1 2 - - 2 3 1 -
CO3 3 2 3 1 2 - - - 1 1 - 2 3 2 3 -
GENERALINSTRUCTION
The following instructions should be strictly followed by the students in the Highway
materials Laboratory.
1. All the students are informed to attend the laboratory classes, with shoe, uniform and other
safety gadgets as recommended by laboratory in charge.

2. The students are required to come with observation note book, record note book, graph
sheets, etc.
3. Thestudentsshouldcompletetheassignedlaboratoryexerciseincludingcalculationsand get
corrected in the laboratory class.

4. Studentsshouldsubmitcompletedrecordwithobservationbookforevaluation.
5. Students are instructed to handle the instruments with utmost care during the experiment.
6. The tools and accessories required for conducting the experiments can be obtained from
the lab instructor and the same should be returned as soon as the experiment is over.

7. The students shall compensate for any damages incurred during handling.

8. All the tests to be carried out as per relevant Codes

 HIGHWAY MATERIALS LABORATORY

SL. PAGENO.
HIGHWAYMATERIALS:
No.
I AGGREGATE:
1 Crushing test 1
2 Impact test 4
3 Los-Angeles abrasion test 7
4 Shape test:
i. Elongation Index. 10
ii. Flakiness Index. 11
Iii .Combined Index. 12
5 Angularity Number. 14
II BITUMEN&BITUMINOUS MIXES:
6 Softening point. 16
7 Penetration. 18
8 Ductility. 21
10 Specific Gravity of bitumen. 24
11 Marshall Stability test. 25
SOIL:
12 Wet Sieve Analysis 33
13 CBR Test. 35
 Highway Materials Laboratory

HIGHWAY MATERIALS
Part - B

EXPERIMENT ON AGGREGATES

Aggregate is the largest single most items in highway construction materials. The pavement fails due
improper aggregates and aggregates mixtures. If base courses are improperly designed, then the
pavement breaks up prematurely often due to poor drainage and frost action. Particularly, C.C
pavement fails due to non-durable aggregates under severe weather conditions & freezing and thawing.
If wrong aggregates are used in bituminous roads, it leads of stripping away of bitumen. This causes
pot holes and pavement deterioration.
In highway construction highway may be used alone as in base course. Or it may be used with a binding
material like bitumen or cement.
Many aggregate properties like gradation, size, shape, pore and surface texture, strength, durability
under freezing and thawing, resistance to chemical attack affect their behavior during use.

Experiment No:1
AGGREGATE CRUSHING TEST

AIM : To determine the aggregate crushing value as per IS : 2386 (part IV ) – 1963.
THEORY : The aggregate crushing value gives a relative measure of the resistance of
an aggregate to crushing under a gradually applied load. Aggregates should have
i. Satisfactory resistance to crushing under the roller during construction.
ii. Adequate resistance to surface abrasion under traffic
If the aggregates are weak, the stability of the pavement structure is likely to be
adversely affected. Here, strength of the aggregate is determined.
Apparatus:
a) A 150 mm dia open-ended steel cylinder.
b) 16 mm dia tamping rod of length 45 to 60 cm long.
c) 12.5, 10 & 2.36 mm Sieves.
d) Cylindrical metal measure of Dia 115 mm and Height 180 mm.
e) Compression testing machine - 50 tonnes capacity.

Department of Civil Engineering, BIT, Bangalore Page 1

 Highway Materials Laboratory

Procedure :
1. The aggregate passing 12.5 mm and retained on 10 mm is selected. It should be in

dry condition. If not, it is oven dried at 100 to 110 0 C for 4 hours and cooled.

2. The cylindrical measure is filled in three layers and each layer is tamped 25 times
with the tamping rod using the bullet end. The excess aggregate is removed using
tamping

rod as straight edge. The weight of the aggregate is determined. (W1 = gms)
3. The aggregate is transferred to the open ended steel cylinder with base plate in three
layers, each layer being tamped 25 times with the tamping rod using the bullet end.
4. Plunger is inserted and the apparatus is placed in the testing machine.
5. A load of 40 tonnes is applied at the rate of 4 tonnes per minutes. The total load is
reached in 10 minutes.
6. Then remove the aggregate and sieve it on 2.36 mm sieve.

7. Weigh the aggregate passing through 2.36 mm sieve. (W2 = gms)

Two tests shall be made.

Department of Civil Engineering, BIT, Bangalore Page 2

 Highway Materials Laboratory

TABULATION :

Test Sample W1gms Sieve for W2gms Crushing

Separating value%
fines
1
2
Calculation :The ratio of the weight of fines formed to the total sample weight isexpressed as
a percentage.

Aggregate crushing value = ( W2 ÷ W1 ) X 100

Non-Standard Test :The procedure is same as above. But, the sieve for separating
thefines is as follows.
Agg. Size Dia of mould Sieve for separating fines

25 – 20 mm 15 cm 4.75 mm

20 – 12.5 mm 15 cm 3.35 mm

10 – 6.3 mm 15 cm 1.70 mm

RESULTS :
Surface Course : 30%
Base Course : 40 to 50%
Note: If crushing value is higher than 30% , the result may be anomalous . Hence „10%
Fines Value‟ should be determined.
Surface course- DBM, SD, B Carpet, B Concrete : 30%
Base & Sub-base course – WBM, WMM, : 35 to 50 %
DBM : Dense Bituminous Macadam
SD : Surface Dressing.
BC : Bituminous carpet, Bituminous Concrete.
WBM : Water Bound Macadam.
WMM : Wet Mix Macadam

Department of Civil Engineering, BIT, Bangalore Page 3

 Highway Materials Laboratory

Experiment No:2
AGGREGATE IMPACT TEST.
AIM : To determine the aggregate impact value for the given sample of road aggregates as
per IS : 2386 (Part IV ) - 1963. .
THEORY : This test gives a relative measure of the resistance of an aggregate to sudden
shock or impact . Toughness is the property of a material to resist impact. Due to traffic
loads, the road stones are subjected to the pounding action or impact and there is
possibility of stones breaking into smaller pieces. Hence road stones should be tough
enough to resist impact. Here, the toughness of the aggregate is determined.
APPARATUS :
1. Impact testing machine
2. Cylindrical steel cup with Dia : 102
mm Depth:
50 mm
3. Weight of Hammer : 13.5 to 14 kgs. and Height of fall 380 mm
4. Sieves: 12.5 , 10 and 2.36 mm
5. Cylindrical metal measure : Dia 75 mm and Depth 50 mm
6. Tamping rod of 10 mm dia and length 230 mm rounded at one end.
7. Balance capacity 500 Gms and accuracy 0.1 gm.
PROCEDURE :
1. Aggregates passing through 12.5 and retained on 10 mm is taken
2. Fill the metal measure in three layers, tamping each layer 25 times with the rounded end
of the tamping rod. Strike off the surplus aggregate. Find the weight of aggregate. (W1
= gms)
3. Fix the cup firmly in position on the base of machine and place whole of the test
sample in it and compact by giving 25 gentle strokes with tamping rod.
4. Raise the hammer until its lower face is 380 mm above the surface of the aggregate
sample in the cup and subject it to 15 blows.
5. Remove the crushed aggregate and sieve it through 2.36 mm sieve.
6. Weigh the fraction retained on 2.36 mm sieve (W2= gms)
7. Weigh the fraction passing through 2.36 mm sieve. (W3 = gms)

Department of Civil Engineering, BIT, Bangalore Page 4

 Highway Materials Laboratory

Department of Civil Engineering, BIT, Bangalore Page 5

 Highway Materials Laboratory

TABULATION:
* The weight of W1 in sample 2 should be same as in sample 1
CALCULATIONS : The ratio of the weight of fines formed to the total sample
weight in each test shall be expressed as percentage.

Aggregate impact value = ( W3 ÷ W1) X 100 or [ W1 - W2]/ W1X 100

VALUES: 10 % exceptionally strong
10 % -20 % Strong
10 % - 30 % Satisfactory for road surfacing
> 35% weak for road surfacing
Applications: Max percentage
value

1. WBM surface course 50 %

2. CC BASE (ISI) 45 %
3. WBM base course with surfacing course 40 %
4. Bituminous macadam, base course 35%

5. WBM surfacing course, CC surface course 30%

Department of Civil Engineering, BIT, Bangalore Page 6

 Highway Materials Laboratory

Experiment No:3
LOS ANGELES ABRASION TEST

AIM : To determine the abrasion value of given aggregate as Per IS : 2386 (Part IV) –
1963.

THEORY : In this test we will be determining the hardness of the aggregate. Due to
movement of traffic, the road stones used in the surfacing course are subjected to
wearing at the top. . Thus road stones should be hard enough to resist the abrasion due
to the traffic. When fast moving traffic fitted with pneumatic tyres move on the road,
the soil particles present between the wheel and the road surface causes abrasion on the
road stone. Steel tyres of animal drawn vehicles which rub against the stones can cause
considerable abrasion of the stones on the road surface.

The principle of the test is to find the percentage wear due to relative rubbing action
between the aggregates and steel balls used as an abrasive charge; pounding action of
these balls also exist while conducting the test. This test is more important than the
other tests because the rubbing and pounding action simulate the field conditions
where both abrasion and impact occur.
APPARATUS :

1. Los Angeles machine: The machine consists of a steel cylinder of dia 700 mm and
length of 500 mm. It is rotated about its horizontal axis. Inside it has a steel shelf of
88 x 500 mm.

2. Abrasive charge : consists of cast-iron or steel spheres of 48 mm in dia and each

weighing between 390 and 445 Gms.
3. 1.70 mm sieve.

Department of Civil Engineering, BIT, Bangalore Page 7

 Highway Materials Laboratory

Test Sample : shall conform to one of the grading shown in Table below. The grading
used shall be those most nearly representing the aggregate furnished for the work.
GRADING OF TEST SAMPLES.

Aggregate Weight in gms of test sample fo r grade

size in mm A B C D E F G
80 - 63 2500*
63 - 50 2500*
50 - 40 5000* 5000*
40 - 25 1250 5000* 5000*
25 - 20 1250 5000*
20 - 12.5 1250 2500
12.5 – 10 1250 2500
10 - 6.3 2500
6.3 - 4.75 2500
4.75 - 2.36 5000
Number of
12 11 8 6 12 12 12
Spheres.
No. of
500 500 500 500 1000 1000 1000
rotations
* Tolerance of ± 2% is permitted.

Department of Civil Engineering, BIT, Bangalore Page 8

 Highway Materials Laboratory

PROCEDURE :
1. Clean aggregates are dried in oven at 100 to 110 0 C to constant weight, conforming to
any one of the grading A to G as per the above table is used for the test.
2. The test sample and the specified spheres are placed in the testing machine and it is
rotated at 30 to 33 rev/min for specified no. of rotations.

3. The aggregates retained on 1.70 mm is washed and dried in an oven at 105 to 110 0 C
to a constant weight, and accurately weighed to the nearest gram. (W2 = gms)

CALCULATIONS:
Los Angeles abrasion value = [100(W1 - W2)] ÷ W1
RESULTS :
Surface courses : 30 to 35%
Base courses : 40 to 60%
WBM (Sub-base) : 60%

Department of Civil Engineering, BIT, Bangalore Page 9

 Highway Materials Laboratory

Experiment No:4
SHAPE TEST :

FLAKINESS AND ELONGATION INDICES.

AIM : To determine the Flakiness and Elongation indices of coarse aggregate as per IS :
2386 (Part I ) – 1963.
THEORY : Aggregates having thickness less than 0.6 (3/5th) times its average size is
considered flaky. Similarly, if their lengths are more than 1.8 (9/5th) times their average
size, they are considered elongated. Aggregates are the key components of pavements.
Even if the aggregates have strength, hardness and toughness; shape is the one of the most
important factor. If the amount of flaky and elongated aggregates is more, it may reduce
the strength of the pavement. They may cause more voids in the concrete which affect the
workability. The flaky particles tend to orient on one plane and cause laminations, which
affects the durability. Elongated aggregates subject to size segregation under handling and
breakdown during compaction. They have reduced strength when load is applied against
the short axis of the aggregate. Particularly for base course stability, the shape and surface
texture is important. Angular, nearly equi-dimensional aggregates rough in texture are to
be used.
APPARATUS :
1. Sieves ranging from 63 to 6.3 mm
2. Thickness gauge
3. Length gauge
4. Balance of 5kg capacity.
Gradation table
Size of Agg. in Width of Thickness
Length Gauge in mm
mm. Gauge in mm.
63 – 50 33.9 -
50 -40 27 81
40 -25 19.5 58.5
31.5 – 25 16.95 -
25 – 20 13.5 40.5
20 – 16 10.8 32.4
16 – 12.5 8.55 25.6
12.5 – 10 6.75 20.2
10 – 6.3 4.89 14.7

Department of Civil Engineering, BIT, Bangalore Page 10

 Highway Materials Laboratory

PROCEDURE : Flakiness Index.

1. Aggregates are sieved as per sizes indicated in the above table.
2. 200 aggregates in each size are taken.
3. The weight of aggregates in each size is determined.
4. The aggregates are passed in the respective slots of the thickness gauge.
5. The aggregates which pass through the slot are separated and their weight is determined.
TABULATION :
Size of Agg. No. of Agg. Weight in gms : W Wt.passing in gms:X
in mm.

TOTAL ∑W= ∑X=

Flakiness Index = (∑ X ÷ ∑W ) x 100

PROCEDURE : Elongation Index.
1. Aggregates are sieved as per sizes indicated in the above table.
2. 200 aggregates in each size are taken.
3. The weight of aggregates in each size is determined.
4. The aggregates are passed in the respective slots of the Length gauge.
5. The aggregates which do not pass through the slot are separated and their weight is determined.

Size of Agg No. of Agg. Weight in gms : W Wt. retained in

.in mm. gms:Y

TOTAL ∑W= ∑Y=

Department of Civil Engineering, BIT, Bangalore Page 11

 Highway Materials Laboratory

Elongation Index = ( ∑ Y ÷ ∑ W ) x 100

COMBINED INDEX :
PROCEDURE :
1. Flakiness index is determined as per the procedure.
2. Now, only the Non- flaky aggregates are taken
3. They are passed through the slots of Length Gauge
4. The aggregates which do not pass through the slots are separated and their weight is determined.
Size of Agg No. of Agg. Weight in gms : W Wt. retained in
.in mm. gms:Y

TOTAL ∑ X‟ = ∑ Y‟ =

COMBINED INDEX = FI+EI

Test Limits:
Flakiness Index :
1. Bitumninous carpet = 30%
2. (i) Bituminous concrete,
(ii) Bituminous penetration macadam
(iii) Bituminous surface dressing = 25%
3. Bituminoius macadam & WBM = 15%
Elongation Index : Not > 30%
Combined Index : Not > 30%

Department of Civil Engineering, BIT, Bangalore Page 12

 Highway Materials Laboratory

Department of Civil Engineering, BIT, Bangalore Page 13

 Highway Materials Laboratory

Experiment No:5
ANGULARITY NUMBER
AIM : To find the Angularity Number of given aggregate as per IS : 2386 (Part I ) -
1963.
THEORY : Angularity or absence of rounding of the particles of an aggregate is a
property which is of importance because it affects the ease of handling of a mixture of
aggregate and binder, for example the workability of concrete, or the stability of
mixtures that rely on the interlocking of the particles. It is emphasized that this is a
laboratory method intended for comparing the properties of different aggregates for mix
design purposes.
The degree of packing of particles of single sized aggregate depends on the shape and
angularity of the aggregates. If spherical shaped aggregates of same size are put in a
container, the volume of solids is 67% and voids is 33%. However, if the shape of
aggregates changes from spherical to irregular or angular shape, the volume of solids
decreases and voids increases. Thus, the angularity number is defined as follows.
The “Angularity Number‟‟ is the amount by which the percentage solids decreases
67% after being compacted in a prescribed manner.
Angularity Number = 67% - (% age volume of solids)
APPARATUS :
1. Metal Cylinder : of capacity 3 litres with dia and height approximately equal.
2. Tamping rod : of dia 16 mm and 600 mm long, rounded at one end.
3. Balance of 10 kg capacity.

PROCEDURE :
1. The test sample consists of aggregates of any one
following sizes. 20 – 16 mm
16 - 12.5 mm
12.5 – 10 mm
10 – 6.3 mm
6.3 – 4.75 mm

2. The aggregate of any one size is taken and is oven dried at 100 to 110 0 C for 24
hours.

Department of Civil Engineering, BIT, Bangalore Page 14

 Highway Materials Laboratory

3. The cylinder is filled in three layers, tamping each layer 100 times with the tamping
rod with aggregate of any one size.
4. The excess aggregate is struck off using the tamping rod as straight edge.
5. The weight of aggregate is determined.
6. Three trials are made and average weight is taken.( W = gms )
7. The cylinder is filled with water and weight of water is determined. ( C = gms)
8. The specific gravity of the aggregate is determined. ( Ga = )
9. The above procedure is repeated for other sizes.

Angularity Number = 67 – [ 100 W ÷ (C.Ga) ]

TABULATION :
Size of W in C in
Agg. gms. gms Sp. Gr.= Ga Angularity
in mm Number.

RESULTS :
Angularity Number of river bed aggregates lies between 1 to 3 and for angular
aggregates between 8 to 11.

Department of Civil Engineering, BIT, Bangalore Page 15

 Highway Materials Laboratory

EXPERIMENT ON BITUMEN

Experiment No:6
SOFTENING POINT

AIM : To determine the softening point of the given sample of bituminous material by
Ring & Ball test as per IS : 1205 – 1978.
THEORY : The softening point is the temperature at which the substance attains
particular degree of softening under specified conditions of test. Bitumen, when it is
cold it will be in solid form. As the temperature increases it gradually becomes softer
until it flows readily. Softening point is the temperature at which the bituminous binders
have equal viscosity. Hence, softening point is related to equi – viscous – temperature
(e.v.t ). Bitumen with higher softening point is preferred in regions with high
temperatures.
APPARATUS :
1. Steel balls : 9.5 mm in dia and weighing 3.5 Gms.
2. Thermometer : Range -2 to 80 0C
3. Steel rings
4. Glass vessel of 85 mm dia and 120 mm depth.
PROCEDURE :
1. Heat the given bitumen to 75 to 100 0 C above its softening point.
2. Apply a mixture of Glycerine and Dextrine to a metal plate and keep rings on it.
3. Fill the rings with bitumen.
4. Cool it for 30 minutes in air.
5. Remove any excess bitumen with hot knife.
6. Take distilled water at 5 0 C in the glass vessel.
7. Assemble the apparatus with the rings, ball guides and thermometer and keep it in glass
vessel for 15 minutes.
8. Place the ball in ball guides with forceps.
9. Heat the vessel at the rate of 5 0 C /min until the bitumen softens and allows the ball to pass
through the ring.
10. Note down the temperature of water.

Department of Civil Engineering, BIT, Bangalore Page 16

 Highway Materials Laboratory

IF THE OF SOFTENING POINT OF BITUMEN IS ABOVE 80 0C : Then the

procedure is similar, except that Glycerine is used in place of water in the vessel and
the starting temperature is 35 0 C.
TWO TESTS SHALL BE MADE.
PRECAUTIONS :
1. Only freshly boiled distilled water should be used.
2. Rate of heating should be rigidly followed.
3. Filter paper may be placed at the bottom to avoid sticking of bitumen to glass
vessel. Factors affecting the results are :
(i) Pouring temp.
(ii) Wt. of the ball.
(iii) Rate of heating
Bitumen with 35 to 700 C softening point is used.

Department of Civil Engineering, BIT, Bangalore Page 17

 Highway Materials Laboratory

Experiment No:7
PENETRATION TEST
AIM :To determine the penetration value for the given sample of Bituminous material
using Penetrometer as per IS : 1203 - 1978.
THEORY : The penetration test determines the consistency of bituminous materials for the
purpose of grading them by measuring the depth to which a standard needle will penetrate
vertically under specified conditions of standard load, duration and temperature. It is the most
commonly adopted test on bitumen to grade the material in terms of its hardness. Depending upon
the climatic conditions and the type of construction, bitumens of different grades are used, 80 /
100 bitumen denotes that the penetration value ranges between 80 and 100.
But, the penetration test is not intended to estimate the consistency of softer materials like
Cutback bitumen or Tar, which are usually graded by Viscosity test. APPARATUS :
1. Container : Dia : 55 mm
2. Water bath
3. Stop watch.
PROCEDURE :
1. Heat the bitumen to 90o C above its softening point.
2. Pour it into the container.
3. Cool it in air at 15 to 300 C for 90 to 120 minutes.
4. Then cool it in water at 250 C for 90 to 120 minutes.
5. Transfer the container to Penetrometer keeping it completely immersed in water.
6. Adjust the needle to make contact with surface of the sample.
7. Note the initial reading
8. Release the needle with a weight of 100 Gms for 5 seconds.
9. Note the final reading
10. Clean the needle with Benzene and it is carefully dried.
11. Repeat the test on the same container at 1 cm away from the previous readings.
12. Take 4 to 5 readings on each container.

Department of Civil Engineering, BIT, Bangalore Page 18

 Highway Materials Laboratory

TABULATION :

Initial Final Penetration

Sample Trials Reading Reading Value
1
2
1
3
4

Department of Civil Engineering, BIT, Bangalore Page 19

 Highway Materials Laboratory

1
2 2
3
4

RESULT : The grade of the given bitumen is ∕ .

PRECAUTION : While the needle is penetrating, the sample should not be disturbed.
Factors affecting the result :
(i) Pouring temp.
(ii) Size of needle.
(iii)Wt. placed on needle.
(iv)Testing temp.

In india 80 / 100 grade is most commonly used. In hot climates lower grade bitumen
like 30 / 40 is used.

Department of Civil Engineering, BIT, Bangalore Page 20

 Highway Materials Laboratory

Experiment No:8

DUCITLITY TEST
AIM : To measure the ductility of a given sample of bitumen as per IS : 1208 - 1978.
THEORY : The bituminous binders form ductile thin films around the aggregates
which help in the interlocking of aggregates. If the binder lacks ductility, it would
crack and thus provide pervious pavement surface. The ductility is expressed as the
distance in cms to which a standard briquette of bitumen can be stretched before the
thread breaks.
APPARATUS :
1. Mould : Length of 75 mm Width of
20 mm
2. Testing machine
PROCEDURE :
1. Heat the bitumen to 750 to 1000 C above its softening point.
2. Apply a mixture of Glycerine and Dextrine to the plate and to side pieces ( a& a').
3. Pour the bitumen into the mould.
4. Cool it in air for 30 min. and in water @ 25 0 C for 30 min.
5. Remove the excess bitumen using hot knife.
6. Again cool it in water @ 25 0 C for 95 min.
7. Remove the briquette from the plate and detach the side pieces. ( a & a')
8. Attach the briquette in the testing machine
9. It is pulled at the rate of 5 cm / min.
10. While the test is done make sure the water in the machine is at 25 0 C .
11. Note the distance at which it is ruptured.
12. Conduct the test on three samples.
The Ductility value of the bitumen is Cms
The factors affecting the test results are :
(i) Pouring temp.
(ii)Dimensions of briquette.
(iii) Presence of air bubbles in briquette mould.

Department of Civil Engineering, BIT, Bangalore Page 21

 Highway Materials Laboratory

(iv) Testing temp.

(v) Rate of pulling.
Min ductility of 75 cm for 45 grade bitumen.and 50 cm for grade of 35.Assam bitumen have low
ductility values. Min. 15 cm for A 65 to 200 for use in certain regions.

Department of Civil Engineering, BIT, Bangalore Page 22

 Highway Materials Laboratory

Department of Civil Engineering, BIT, Bangalore Page 23

 Highway Materials Laboratory

Experiment No:10

SPECIFIC GRAVITY
Aim: To determine the specific gravity of given Bituminous material.
Scope and Significance: The specific gravity is defined as the mass of given volume of the
bituminous material to mass of equal volume of water at temperature 27 0 C. in most pplications the
bitumen is weighed but finally in use with aggregate system, the bitumen content is converted on
volume basis. Thus, an accurate specific gravity value is required for conversion of weight to volume.
Specific gravity values are also used to know the quality of bituminous material.
Apparatus required:
Specific gravity bottle, balance and distilled water.
Procedure:
1. The clean, dried specific gravity bottle is weighed let that be W1 gm

2. Than it is filled with fresh distilled water and then kept in water bath for at least half an hour at
temperature 27 0C±0.1 0C.

3. The bottle is then removed and cleaned from outside. The specific gravity bottle containing distilled
water is now weighed. Let this be W2 gm.

4. Then the specific gravity bottle is emptied and cleaned. The bituminous material is heated to a
pouring temperature and the material is poured half the bottle, by taking care to prevent entry of air
bubbles. Then it is weighed. Let this be W3 gm.

5. The remaining space in specific gravity bottle is filled with distilled water at 27oC and is weighed.
Let this be W4 gm.

Then specific gravity of bituminous material is given by formula.

Specific Gravity (G) = W3− W1
(W2− W1)−(W4− W3)
Result:
The specific gravity of given bituminous binder is

Department of Civil Engineering, BIT, Bangalore Page 24

 Highway Materials Laboratory

Experiment No:11
MARSHALL STABILITY TEST

AIM : To find the Marshall stability strength of Bituminous Mix.

Theory : The mix design should have proper gradation of aggregates and correct bitumen content. A
good mix should have stability, durability, flexibility, skid resistance(friction), and workability.
Stability: to satisfy the service requirements of the pavement and traffic conditions, without
undue displacements.
Durability: to durable pavement by coating aggregate and bonding and also by water-proofing the mix.
Flexibility: should have sufficient flexibility even in cold climatic conditions.
Friction: the finished surface should have friction to resist skidding. It depends upon agg. texture
and bitumen content.
Workability: Should have sufficient workability while placing and compacting the mix.
Air voids: should be in mix for slight amount of additional compaction due to traffic and to avoid
flushing and bleeding.
Bruce Marshall devised this method of mix design.
The two main features are (i) density – voids analysis.
(ii) Stability – flow test.
Here, Optimum Bitumen Content (OBC) is determined for chosen agg. gradation.
Apparatus: Marshall testing machine, Moulds, Balance, Calipers, Rammer, Water-bath,

Procedure :

1. Take 1200 gms of Aggregate as per the required proportion. [ 20 – 10 mm = 800gms, 12 –

6 mm = 400 gms. ]
{ Thewt of agg. may be suitably altered to obtain a compacted thickness of 63.5 +/- 3.0 mm }
2. Take 3.5%, 4%, 4.5%, 5%, 5.5%, 6%, 6.5%, 7%, 7.5% of bitumen by weight of
aggregate to prepare the samples.
3. Heat the aggregate to 180 - 190oC .
4. Heat the bitumen to 140oC .
5. Mix it with aggregate and at same time heat the mould and its base plate and collar.
6. Keep a filter paper at bottom of mould.
7. Place the mix in mould and ram it 10 times around and 10 times at centre with a 10 mm rod.

Department of Civil Engineering, BIT, Bangalore Page 25

 Highway Materials Laboratory

8. The moulding temperature should be 150 – 160oC .{Suitable heating, mixing and
compacting temperature are chosen depending upon the grade of bitumen.}
9. Keep a filter paper at top of specimen.
10. Compact it in Manual Compactor or Auto-compactor with 75 blows on top & bottom of
specimen. [Wt of Rammer : 4.89 Kgs, Ht. of fall : 45 Cms.]
11. Cool it till room temperature. ( 6/12 Hrs. )
12. Extract the sample from the mould.
13. Weigh it in air and in water.
14. Measure the dia and ht. of sample using slide
calipers. D = mm , h = mm.
15. Then immerse in water for 40 mins at 60oC .
16. Remove the mould from water bath and conduct the stability test. [Test should be
conducted within one minute after removing from water bath.]
17. Apply load on its periphery perpendicular to its axis at the deformation rate of 50 mm / min.
18. Note the load at collapse and deformation(Flow value).
Marshall stability value or Proving Dial gauge reading at collapse :

Deformation or Flow Dial gauge reading :

Department of Civil Engineering, BIT, Bangalore Page 26

 Highway Materials Laboratory

Department of Civil Engineering, BIT, Bangalore Page 27

 Highway Materials Laboratory

Department of Civil Engineering, BIT, Bangalore Page 28

 Highway Materials Laboratory

STABILITY TEST
Proving ring No. : * Keep mould in water at 600 C for 30 minutes
Tabulations:
Sampl Dia. Wt. Wt. *Tim Correcti Correcte
Sl. e in Ht. in in e Time Proving Load on d
Bitumen wate Flow dial Ring
No. No. Content. mm in air. r. in of Reading. dial in kN factor Load in
Gm testin
Gm Rd L.C
% s. mm Gms s. water g reading. kN
g. =
age.
1.

2.

3.

4.

5.

Correction factors for Marshall stability values.

Volume of specimen in C.C Thickness of specimen in mm Correction factor.

457-470 57.1 1.19

471-482 58.7 1.14

483-495 60.3 1.09

496-508 61.9 1.04

509-522 63.5 1.00

523-535 65.1 0.96

536-546 66.7 0.93

547-559 68.3 0.89

560-573 69.9 0.86

Department of Civil Engineering, BIT, Bangalore Page 29

 Highway Materials Laboratory

Calculations :
Gm = Bulk density/ sp. gr. of the specimen
Gt = 100 / [ W1/G1 + W2/G2 + W3/G3 + W4/G4 ]
W1 = percent by wt. of coarse aggregate in mix.
W2 = percent by wt. of fine aggregate in mix.
W3 = percent by wt. of filler in mix.
W4 = percent by wt. of bitumen in mix.
G1 = apparent sp. gr. of coarse aggregate.
G2 = apparent sp. gr. of fine aggregate.
G3 = apparent sp. gr. of filler aggregate.
G4 = sp. gr. of bitumen
Vv = Volume of air voids in %
or
% air voids Vv = 100[Gt – Gm] / Gm
Vb = Volume of bitumen in %
or
% volume of bitumen Vb = Gm[ W4/ G4.]
Percent voids in Mineral aggregate ( VMA ) = Vv + Vb
Percent voids filled with bitumen (VFB) = 100Vb/ VMA
Results :
Marshall stability value = Kgs. or kN.
Flow value = mm.
Density = gm/cm3.
Vv = %
FB = %
Mixes with very high Marshall stability value and low flow values are not desirable because pavements
constructed with such mixes are likely to develop cracks due to heavy moving loads.
Plot the following graphs :
(i) % Bitumen Vs. Marshall stability
(ii) % Bitumen Vs. Flow value
(iii) % Bitumen Vs. density or unit wt. g/cm3
(iv) % Bitumen Vs. Vv
(v) % Bitumen Vs. VFB

From: (i) Chose bitumen content corresponding to maximum stability. – B1

(iii) Chose bitumen content corresponding to maximum density. – B2
(iv) Chose bitumen content corresponding to a value of 4% Vv – B3

Hence, optimum bitumen content (OBC) = [ B1 + B2 + B3 ] / 3

= %

Department of Civil Engineering, BIT, Bangalore Page 30

 Highway Materials Laboratory

RESULTS:

Find Marshall stability value for above OBC from graph (i) =

Find density for above OBC from graph (ii) =

Find flow value corresponding to above OBC from graph (ii) =

Find VFB corresponding to above OBC from graph (v) =

Compare the above values with the specified values given in table 2.
Importance of OBC :

Bitumen holds the aggregates in position and load is taken by the aggregate mass through the contact
points. If all the voids are filled by bitumen, the load is transmitted by hydrostatic pressure through
bitumen. Hence the strength of the mix reduces. Thus the stability of the mix reduces when bitumen
content is increased beyond a certain value. Also during summer, bitumen melts and occupies the void
space between the aggregates. If void is not available, it causes bleeding. Hence, some amount of void is
necessary even after final compaction. But, an excess void makes mix weak.

Minimum % age voids in mineral aggregates. VMA :

Min. VMA % related to design air voids %(Vv)

Agg. size.
Vv = 3% Vv = 4% Vv = 5%

9.5 14 15 16

12.5 13 14 15

19.0 12 13 14

25.0 11 12 13

37.5 10 11 12

Mix design requirements of some bituminous mixes as per MORTH & H specification

Department of Civil Engineering, BIT, Bangalore Page 31

 Highway Materials Laboratory

BC SDBC DBM

Marshall stability (@ 600 C) 9kN or 900 kg > 8.2Kn or 820 kgs > 9 or 900 kgs
Marshall flow mm 2-4 2-4 2-4

Air voids Vv % 3-6 3-5 3-6

VMA % As per above Table.1.

VFB % 65-75 65-78 65-75

Binder content % 5-6% 4.5% 4% Min.

BC : Bituminous concrete, SDBC : Semi Dense Bituminous Concrete, DBM : Dense Bituminous
Macadam

Limitations : Marshall test is basically an unconfined test, where rather the adhesive power of the bitumen-
aggregate mixture is tested. The shear strength of the mix is not truly reflected by this test due to lack of
confinement. The Marshall test parameters are not directly related to the fatigue and rutting failure of the
pavement. Also impact compaction used in this method does not simulate the nature of densification as it
occurs in the field. Thus this test under-estimates the strength of the bituminous mix.
Adv : The test is simple, low cost and mix design by this test gives satisfactory performance of the in-
service roads.
VFB : Voids filled with Bitumen. {The value of VFB is expressed as a fraction of VMA}
VMA : Voids in mineral Agg. [Total volume of voids in agg. mix (when there is no bitumen) ]
Vv: % age volume of air voids. (Inter-aggregate air void only)
Vb : %age volume of Bitumen.
Vab : Bitumen absorbed by agg. {Bitumen in the pores of aggregate which does not contribute towards
binding of aggregates.

Department of Civil Engineering, BIT, Bangalore Page 32

 Highway Materials Laboratory

EXPERIMENT ON SOIL

Experiment No:12
WET AND DRY SIEVE ANALYSIS IS: 2720 (Part 4) – 1985
THEORY: Soil gradation (sieve analysis) is the distribution of particle sizes expressed as a percent of the
total dry weight. Gradation is determined by passing the material through a series of sieves stacked with
progressively smaller openings from top to bottom and weighing the material retained on each sieve.
NEED AND SCOPE: The results of testing will reflect the condition and characteristics of the aggregate
from which the sample is obtained. Therefore, when sampling, it is important to obtain a disturbed
representative sample that is representative of the source being tested because the distribution of different
grain sizes affects the engineering properties of soil.
APPARATUS REQUIRED: 1. A series of sieve sets ranging from 4.75mm to 75μm (4.75mm, 2.00mm,
1.00mm, 425μm, 212μm, 150μm, 75μm) 2. Balance sensitive to ± 0.01g
PROCEDURE: Soil passing 4.75mm I.S. Sieve and retained on 75micron I.S. Sieve contains no fines.
Those soils can be directly dry sieved rather than wet sieving.
Dry Sieving:
1. Take 500gm of the soil sample from disturbed representative sample.
2. Conduct sieve analysis using a set of standard sieves as given in the data sheet.
3. The sieving may be done either by hand or by mechanical sieve shaker for 10 minutes.
4. Weigh the material retained on each sieve.
5. The percentage retained on each sieve is calculated on the basis of the total weight of the soil sample
taken.
6. From these results the percentage passing through each of the sieves is calculated.
7. Draw the grain size curve for the soil in the semi-logarithmic graph provided.
Wet Sieving: If the soil contains a substantial quantity (say more than 5%) of fine particles, a wet sieve
analysis is required. All lumps are broken into individual particles.
1. Take 500gm of oven dried soil sample and soaked in water.
2. For heavy clays if deflocculating is required, 2% calgon solution is used instead of water.
3. The sample is stirred and left for soaking period of at least 10 minutes.
4. The material is sieved through 75 micron sieve.
5. The material is washed until the water filtered becomes clear.
6. The soil retained on 75 micron sieve is collected and dried in oven

Department of Civil Engineering, BIT, Bangalore Page 33

 Highway Materials Laboratory

7. It is then sieved through the sieve shaker for ten minutes and retained material on each sieve is
collected and weighed.
8. The material that would have been retained on pan is equal to the total mass of soil taken for dry sieve
analysis minus the sum of the masses of material retained on all sieves.
9. Draw the grain size distribution curve for the soil in a semi-logarithmic graph.
PRESENTATION OF DATA:
Weight of Sample taken for Sieve Analysis = gms.
Location:

Cumulative
Cumulative
I S Sieve Wt Retained Weight Weight
Sl No Weight
size. in gms retained in Passing %
retained in %
gms

1 4.75mm

2 2.0 mm

3 1.0mm

4 0.425mm

5 0.212mm

6 0.15mm

7 0.75mm

8 pan

Department of Civil Engineering, BIT, Bangalore Page 34

 Highway Materials Laboratory

Experiment No:13
CALIFORNIA BEARING RATIO TEST

AIM : To conduct lab CBR test and to determine the CBR value of the given soil specimen as
per IS : 2720 (Part 16 ) - 1987.
THEORY : It was developed by California division of Highways. The test is empirical and results
cannot be related accurately with any fundamental property of the material. The CBR is a measure
of a material to penetration of standard plunger under controlled density and moisture conditions.
The CBR value of a soil can thus be considered to be an index which in some fashion is related to
its strength. The value is highly dependent on the condition of the material at the time of testing.
Recently attempts have been made to correlate CBR values to parameters like modulus of subgrade
reaction, modulus of resilience and plasticity index, with considerable success.
APPARATUS :
1. Mould with base plate.
2. Spacer disc.
3. Metal rammer
4. Expansion measuring apparatus
5. Loading machine.
6. Penetration Plunger 7.Dial gauges.

Wt. of Ht. of No. of No. of

Compaction
Rammer Fall Blows Layers
Light 2.6 kg 31 cms 56 3
Heavy 4.89 kg 45 cms 56 5

PROCEDURE : Remoulded specimens.

1. The dry density and optimum moisture content of the soil is determined.
2. The soil is sieved in 19 mm sieve. The percentage retained on 19 mm sieve is noted. The same
percentage is replaced by soil passing 19 mm and retaining on 4.75 mm.(Or just take 5 Kg of soil )
3. The exact weight of soil is taken after determining the volume of the CBR mould.
4. The amount of water to be added is calculated knowing the OMC of the soil.
5. The mould is fixed to the base plate.
6. Spacer disc is placed in the mould.

Department of Civil Engineering, BIT, Bangalore Page 35

 Highway Materials Laboratory

7. A disc of coarse filter paper is placed on the top of the spacer disc.
8. The soil is filled in three layers and each layer is rammed 55 times with light rammer for light
compaction. (The soil is filled in five layers and each layer is rammed 55 times with heavier rammer
for heavy compaction.)
9. The collar is removed and the compacted soil is carefully trimmed with a knife.
10. After compaction, soil samples are taken for determining the water content.( About 50 Gms.)
11. The mould is reversed and the spacer disc is removed.
12. To find the swelling: A filter paper is placed on the soil. The adjustable stem and perforated plate is
placed. Surcharge weight is placed. The whole assembly is kept immersed in water. A dial gauge
is placed on the adjustable stem. It is kept for soaking for 4 days. The reading of the dial is taken
everyday.
13. After soaking, the dial gauge and perforated plate and filter paper is removed.
14. The mould is allowed to drain for 15 minutes.
15. The mould with soil is weighed.
16. Again the surcharge weights are placed.
17. The mould is placed in the loading machine.
18. A seating load of 4 kgs is applied to ensure the plunger is in contact with the soil surface.
19. The load and penetration dial gauges are set to zero and load is applied.
20. The rate of loading is such that the plunger penetrates at rate of 1.25 mm / min.
21. Reading of the load shall be taken at different penetrations.
[Steps 12 to 16 are not done for Un-soaked test.]

Penetration Penetration Load dial Load Load

gauge dial in
gauge kgs.
in mm dial readings readings readings
(actual) (total)
0.0 0 0 0 0
0.5
1.0
1.5
2.0
2.5

Department of Civil Engineering, BIT, Bangalore Page 36

 Highway Materials Laboratory

3.0
4.0
5.0
7.5
10.0
12.5

CHECK CBR TEST : The penetration test may be repeated as a check test for the rear end
of the sample.
CALCULATION : After soaking, the expansion ratio is determined.
Expansion Ratio = 100(Dt – Ds ) ÷ H
Where Dt = final dial reading in mm
Ds= Initial dial reading in mm
H = Initial height of the specimen in mm.
If, expansion ratio is < 1% - good soil.
1 – 3% - satisfactory.
7 – 20% - Poor soil.
The load – penetration curve is plotted. If necessary, correction is applied. Then load
taken by the soil at 2.5 and 5 mm is obtained. CBR value is determined using the
following equation.

CBR @ 2.5 mm =

CBR @ 5 mm =

Generally, the CBR @ 2.5 mm penetration will be higher than 5 mm. In such case former is
taken as the CBR value of the soil.
If 5 mm is greater than 2.5 mm, the test is repeated. If the result persists, then 5mm value is
taken as the CBR value of the soil.

Department of Civil Engineering, BIT, Bangalore Page 37

 Highway Materials Laboratory

SPECIMEN DATA :
Project :
Sample No. : Date :
Condition of specimen at test : Undisturbed / Remoulded /Soaked/ Unsoaked.
Type of compaction : Static / Dynamic
Light / Heavy compaction.
Surcharge weight used :kgs.
Water content : Before soaking :

After test :

Details of specimen : Before After

soaking soaking
Wt. of soil
Vol. of specimen.
Bulk density
Av. Water content
Dry density.

Department of Civil Engineering, BIT, Bangalore Page 38

 Highway Materials Laboratory

Comments. : as per IRC CBR should be > 2% for subgrade soil. If its <2%, the soil
should stabilized. In case of embankement construction, CBR should be > 7% and
subgrade soil should have CBR not < 5%.

OMC Compactive
Compaction
determination. energy

Light 3 layers, 25 blows. 592.77 kJ/m3

Heavy 5 layers, 25 blows 2697.26 kJ/m3

Department of Civil Engineering, BIT, Bangalore Page 39

 Highway Materials Laboratory

RAPID DETERMINATION OF WATER CONTENT WITH INFRA – RED LAMP

TORSION BALANCE MOISTURE METER.

AIM: Rapid determination of water content with Infra – Red Lamp Torsion Balance Moisture Meter.
APPARATUS:
1. Infra – Red Lamp Torsion Balance Moisture Meter.
2. Steel spatula.
PROCEDURE:
1. Take sample in a suitable container.
2. Set the 100 % scale division of the calibrated drum to align with the index mark with the
help of drum drive knob.
3. Keep the pan on pivot and check the red pointer is aligned with the index line and 100 %
scale division. If not, set the red pointer with the help of initial setting knob.
4. Rotate the drum drive anti-clockwise and bring the 0 % scale division in line with the index
mark. [ This represents the amount of unbalance]. The red pointer will now be above the index
mark.
5. Raise the lamp housing and carefully distribute the test material evenly on the sample pan
until the red pointer returns to the index mark.[ approx.20 - 25 gm is needed]
6. Lower the lamp housing and switch on the infra-red lamp
7. Adjust control knob between 95 – 1000 C, if temp. of drying should be at 1100 C.
[ Keep watch on the thermometer . If the temp raises above 1050 C, control the knobsuch that the
temp is below 1050 C. Again for 60 – 800 C temperatures adjust the knob accordingly.]
8. After about 10 min take the final reading.
9. To take final reading, rotate the drum scale by turning the drum drive knob until the red
pointer returns to the index. Read the percentage directly from the scale - m. [repeat the steps 5 to
9 for the next sample]
CALCULATION:
From the water content – m as obtained on the moisture balance scale, the water content –
w on the dry weight basis shall calculated as follows:

W% = X 100

Department of Civil Engineering, BIT, Bangalore Page 40

 Highway Materials Laboratory

m, water content % as Water content, W %

Sl. obtained on moisture Water content,
Sample
No. balance scale. = X100 w= /100

Department of Civil Engineering, BIT, Bangalore Page 41

Highway Materials Laboratory