Practical No-1 CALIFORNIA BEARING RATIO (CBR) TEST

Apparatus Required:
1. Loading Machine
2. Cylindrical mould (150 mm diameter,110 mm height, collar 50 mm)
3. Compaction rammer
4. Tripod, Dial Gauges
Objectives:
i)
To evaluate the swelling characteristics of the given soil sample.
ii)
To determine the CBR value of the given soil sample.
Theory:
In 1928, California Division of highway in the USA developed CBR methods for
pavement design. This is the penetration test for evaluating the stability of soil sub
grade and other flexible pavement materials. The test results have been correlated
with flexible pavement thickness requirements for highways and airfields. The CBR
test may be conducted in the laboratory on a prepared specimen or in-situ in the
field.
The laboratory CBR apparatus consists of a mould 150 mm diameter with a base
plate and a collar, a loading frame with cylinder plunger of 50 mm diameter and the
dial gauges are for measuring the expansion on soaking and the penetration values.
The penetration test consists of causing a cylindrical plunger of 50 mm diameter to
penetrate of pavement component material at 1.25 mm/minute. The loads for 2.5
mm and 5 mm are recorded. This load is express as % of standard load value at a
respective deformation level to obtain CBR value. The standard values are obtained
from the average of a large number of test on crushed stones are 1370 and 2055
kg(70 and 105 kg/cm2) respectively at 2.5 and 5.0 mm penetration.
The specimen in the mould is subjected to four days soaking and the swelling and
water absorption values are noted. The surcharge weight is placed on the top of the
specimen in the mould and the assembly is placed under the plunger of the loading
frame as shown in the figure 6.13. The load values are noted corresponding to
penetration graph is plotted as shown in the figure 6.14.Alternatively the load
values may be converted to pressure values and plotted against the penetration
values.
Two typical types of the curves may be obtained as shown in the figure. The normal
curves is with convexity upwards as for specimen no. 1 and the loads corresponding
to 2.5 and 5.0 mm penetration values are noted. Sometime a curve with initial
upward concavity is obtained, indicating the necessity of correction as for specimen
no. 2 .In this case the corrected origin is established by drawing the tangent AC
from the steepest point A on the curve. The load values corresponding to 2.5 and
5.0 mm penetration values from the corrected origin C are noted.
The causes for the initial concavity of the load-penetration curve calling for the
correction in the origin are due to:
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1. The bottom surface of the plunger or he top surface of the soil specimen not
being truly horizontal with result the plunger surface not being in full contact with
the top of the specimen initially.
2. The top layer of the specimen being too soft or irregular.
The CBR values is calculated using the relation
For Compaction of specimen:
1. After determination of optimum moisture content (OMC), about 5 kg of soil
sample was taken thoroughly mixed with OMC amount.
2. The spacer dice was placed at the bottom of the mould and the soil sample
was compacted dynamically with the 56 blows of standard rammer per layer
for each five layer.
3. Collar was removed and soil at the top was trimmed carefully using a straight
edge.
4. Weight of the sample with mould was recorded.
Testing of sample for CBR:
1. Sample in the mould was covered with filter paper and sample was placed in
the water for 24 hours for soaking.
2. Sample assembly was placed in compaction machine. The plunger was
brought in contact with the top of the sample.
3. Seating load 5 kg is applied. Dial gauge is attached for measuring the
penetration and is set to zero. Load was applied smoothly @ 2.5mm/minute.
4. Load reading were recorded at penetration of different values of dial gauges
reading.
5. The load was released and the mould was removed from the loading machine.
A soil sample from the middle layer was collected and weigh for moisture
content determination.
Procedure:
a) 5 kg of soil sample passing through 4.75 mm sieve was taken and mixed with
3%,5%,7% and so on percentage of water.
b) For each of the water content soil was thoroughly mixed with water and
compacted by 56 blows of rammer compacted in five equal layers.
c) The soil was kept for moisture content determination in an oven for 24 hours.
d) By the use of moisture content and bulk density, dry density was calculated
and dry density versus moisture content was plotted and optimum moisture
content was reduced.
e) And soil sample was taken for CBR test on testing machine.
Observation and Calculation:
For Optimum Moisture content and Dry Density:
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Diameter of mould
=150 mm
Height of mould =110 mm
Volume of mould =0.001943 m3
Observation Table:
Table 1:
S.N.

%
of Wt.
of Wt. of
water
mould with mould
sample(kg) (kg)
7
12.215
9
12.52
7.755
11
12.553
13
12.68
15
12.704
8.07
16
12.550

1
2
3
4
5
6

Wt. of
wet
soil(kg)
4.46
4.465
4.8
4.61
4.634
4.48

Bulk
Remarks
3
density(kg/m )
2019
2157
2173
2087
2098
2028

Weight
of
the
mould is
different.

Table 2:
S.
N.

% of
water

Wt.
of
empty
can(gm)

Wt. of can
+wet
soil(gm)=
x

Wt. of
+dry
(gm)=y

1
2
3
4
5
6

7
9
11
13
15
16

6.9
6.1
6.6
6.1
6.6
6.4

19.5
21
18
11.5
18.3
15.8

18.19
17.84
16.47
10.6
16.3
13.9

Sudeep Sharma

soil
soil

Wt.
of
water
(gm)
=x-y=c

Wt. of dry
soil(gm)=d

Moisture
content
=c/d
(%)

Dry
density
Rd=R/(1+c)

1.31
3.16
1.53
.9
2
1.9

11.29
11.74
9.87
4.5
9.3
7.5

11.60
26.91
15.50
20
21.05
25.33

1809.08
1699.54
1881.36
1739
1733
1618.1

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Re
ma
rks

For CBR test:

Least Count of dial gauges for penetration =0.001
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1=25.4 mm, 1 pound=0.45359 kg

Table 3.
S.N.
1
2
3
4
5
6
7
8
9
10
11
12
13

Deflection
division
25
50
75
100
125
150
175
200
225
250
275
300
325

Deflection(mm) Load value

division
.635
21
1.27
26
1.905
31
2.54
35
3.174
40
3.8
45
4.445
48
5.08
50
5.715
55
6.35
59
6.985
64
7.62
66
8.255
70

Load
Value(Kg)
9.53
11.79
14.06
15.88
18.14
20.41
21.77
22.68
24.95
26.78
29.03
29.94
31.75

Now the graph is plotted between load value and deflection. Initially, the curve is
concave upwards, so a straight tangent line is drawn. Thus, modified scale is
obtained. Load value for 2.5 mm and 5.0 mm penetration are obtained taking
reference of modified scale.
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From graph of load Vs Penetration:

Actual load for 2.5 mm penetration = 16 kg
Actual load for 5.0 mm penetration =22.75 kg
Standard load for 2.5 mm penetration =1370 kg
Standard load for 5.0 mm penetration = 2025 kg
CBR value of 2.5 mm penetration
CBR value of 5.0 mm penetration

=(16/1370)*100=1.17%
=(22.75/2025)*100=1.12%

Moisture Content after penetration:

Weight of empty can
=6.69 g
Weight of can + wet sample
=18 g
Weight of can + oven dry sample =16.49 g
Weight of water
=1.51 g
Weight of dry soil
=9.89 g
Moisture content
=(1.51/9.89)100=15.3%=15.5%(approx)

Discussion and conclusion:

As we know that the CBR test is the penetration test, which is done for that
material which is used for designing the flexible pavement. And, this process was
done in laboratory and as per our requirement.
Normally the CBR value at 2.5 mm penetration that is higher than that at 5.0 mm is
reported as the CBR value of the material. However, if the CBR values obtained from
the test at 5.0 mm penetration are higher than at 2.5 mm, then the test is to be
reported for checking. If the check test again gives similar results, the higher
value obtained at 5.0 mm penetration is reported as the CBR value. The average
CBR value of three test specimen is reported to the first decimal place, as the CBR
value of the material. If the variation in CBR value between the three specimens is
more than the prescribed limits, test should be repeated on additional three
samples and the average CBR value of six specimens is accepted.
Since, we have got that the CBR value of 5mm penetration is greater than that of
2.5 mm penetration .But due course of time we have not sufficient time to repeat
the test up to six specimens and reported that the value of the CBR of given soil
sample was 8.76% mm penetration.
The CBR test is essential an arbitrary strength test and hence cannot be used to
evaluate the soil properties like cohesion or angle of internal friction or shearing
resistance. Unless the test procedure is strictly followed, dependable results cant be
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obtained. Presence of coarse-grained particles would results in poor reproducibility

of results. Material passing 20mm sieve is only used in the test. The field CBR test is
carried out using in-situ penetration test.
The test is meant for soils and is also carried out on sub-base and granular base
coarse materials. The CBR test values are made use of in empirical method of
flexible pavement design.

Practical No-2 SPOT SPEED STUDY:

Objectives:
i)
ii)
iii)

to evaluate the spot characteristics of the certain segment of the

road
to determine 15,85,95and 98 percentile speed of vehicle
to determine the model speed, standard deviation

Theory:
Spot speed is an instantaneous speed of the vehicles at a specified section or
location. Spot speed study may be useful for geometric design, for designing
existing highway or designing the speed for new facilities, for traffic control and
traffic regulations, for accident studies for traffic capacity etc. To determine the
problem of congestion on roads and relating capacity with speeds, accurate speed
data are useful.
The spot speeds are affected by physical features like permanent width ,curves,
sight distances, gradient, pavements unevenness, intersections and road side
development and other affecting factors are weather, visibility etc.
A number of methods may be adopted to measure the spot speed. The spot study
may be obtained either by finding the running speed of vehicles over a short
distance of less than 50 meter or by finding the instantaneous speed while crossing
a section depending on the method used.
Another method is endoscope method.
Presentation of spot speed data:
i)
Average speed of vehicles:
From the speed data of the selected samples, frequency distribution tables are
presented by the arranging the data in group coverings the various speed ranges
and number vehicles in such range. The arithmetic mean is taken as the speed.
The table gives the general information of the speeds maintained on the section
and also regarding the speed distribution pattern.
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ii)
Cumulative speed of vehicles:
A graph is plotted with the average value of each speed group on the axis and
the cumulative percentage of each vehicle at or below the different speeds on the
y-axis. From this graph, the different percentile speed was found out.
85th Percentile:
It gives the speed at or below 85% of the vehicles is passing the joint on the
highway or only 15% of the vehicles exceed the speed at that spot.
98th Percentile:
The speed below which 98% of all the vehicles travel issued to design speed
sometimes-95th percentile is also used for this purpose.

For 85th percentile, the driver exceeding 85 th percentile are usually considered to
drive faster than the safe speed under existing conditions and hence this speed is
adopted for the safe speed limits at this zone.
15th Percentile:
The 15th percentile speed represents the lower limits if it is desired to prohibit
slow moving vehicles to decrease delay and congestion, as 85 % of vehicles to
the stream at speed higher than this value and therefore need overtaking
opportunities.
Spot speed can be measured by long the long base methods. In the long base
method, recommended base length is measured as follows:
Average speed of traffic stream

Base Length

<40 km/hr
40 to 60 km/hr
>65 km/hr

27 m
54 m
81 m

iii) Modal average:

A frequency distribution curve of spot speed is plotted with speed of vehicles or
average values of each speed groups of vehicles on the x-axis and the
percentage of the vehicles on the y-axis. The curve will have a definite peak
value of travel speed across the section and this speed is denoted as modal
speed.
All vehicles do not have at the same speed at a location along a road. The
amount of speed dispersion on the speed from the average speed affects both
capacity and safety. For free flow of vehicles, the speed distribution follows a
normal distribution curve.
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Procedure:
Two reference points at a distance of 50 m were marked on the pavement
at a suitable location.
The time was recorded for the four-wheeler vehicles traveling the distance
with the help of stopwatch.
Time was recorded for the number of vehicles as much as possible.
Care was taken so that there was no influence on the driver reaction as far
as possible.
From the time, respective velocities were calculated and a normal
distribution curves were plotted.
Observation and Calculations:
Location: Kupondole ,Infront of Himalaya Hotel
Base length : 30 meter
Date : Baisakh 2064
Time: (2:25~4:05) PM
Determination of speed :
Table 1

1
2
3
4
5
6
7
8
9
10
11
12
13
14

Types of
vehicles
Bus
Bus
Bus
Mini Truck
Truck
Bus
Truck
Bus
Bus
Bus
Bus
Bus
Bus
Bus

Time
(sec)
11
11
12
18
19
18
18
11
10
13
8
11
12
10

15
16
17
18
19
20

Jeep
car
Micro
Mini Truck
Micro
Van

6
4
9
9
9
8

Sudeep Sharma

Distance (m)
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50

Velocity
(km/hr)
16.4
16.4
15.0
10.0
9.5
10.0
10.0
16.4
18.0
13.8
22.5
16.4
15.0
18.0

Remarks
Large Size Four Wheel Vehicle

S.N.

32.0
45
20.0
20.0
20.0
22.5
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Tempo
car
Tempo
Tempo
Tempo
Tempo
Tempo
Tempo
car
car
Taxi
Car
Taxi
Car
Car
Taxi
Taxi
Car
Taxi
Taxi

11
4
12
14
14
13
11
11
4
4
8
6
11
9
9
8
6
9
18
9

50
50
50
50
50
50
50
50
50

50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50

20.0
20.0
32.0
32.0
18.0
45.0
15.0
25.7
20.0
11.3

16.4
45.0
15.0
12.9
12.9
13.8
16.4
16.4
45.0
45.0
22.5
32.0
16.4
20.0
20.0
22.5
32.0
20.0
10.0
20.0

50

Medium Size Four Wheel Vehicle

9
9
6
6
10
4
12
7
9
16

Three Wheel Vehicle

31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50

Micro
Micro
Van
Jeep
Micro
Mini Van
Van
Micro
Micro
Pick Up

Small Size Four Wheel Vehicle

21
22
23
24
25
26
27
28
29
30

Table 2.
S.N.
1
Sudeep Sharma

Speed
(km/hr)
0-10

range No. of vehicles Remarks

observed
1
Heavy/medium
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2
3
4
5

10-20
20-30
30-40
40-50

24
15
5
5

Heavy/medium
Medium small
cars
cars

Frequency distribution of spot speed data:

Table 3.
S.N.
1
2
3
4
5

Speed
range
(km/hr)
0-10
10-20
20-30
30-40
40-50

Mid speed Frequency Frequency Cumulative

(km/hr)
(f)
(%)
frequency
(%)
5
1
2
2
15
24
48
50
25
15
30
80
35
5
10
90
45
5
10
100

From cumulative distribution curve;

85th percentile speed= 29km/hr (upper speed limit)
15th percentile speed= 8 km/hr (lower speed limit)
98th percentile speed= 42 km/hr (to check design element)
Also a curve is plotted using the mean speed and percent frequency values of the
above data.
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The modal speed corresponding to the maximum value of % frequency is equal to

km/hr.
Conclusions:
By doing spot speed at Harihar Bhawan, Pulchowk in front on Institute of
Engineering, it was found that the design speed was km/hr i.e. 98 th percentile
speed. The free flow of vehicles speed follows the normal distribution as shown in
the figure, which shows the modal speed is
km/hr which indicated that the most
of the vehicles traveled with this speed velocity at that particular section.

Practical No-4 Benkelman Beam Deflection

Objectives
i)
ii)

To evaluate the structural performance of flexible pavements.

To measure the elastic deformation

Theory:
Deflection of the flexible pavements in one of the criteria to design the pavement
and for the evaluating the flexible pavement. Behavior under load can also be
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efficiently evaluated with respect to the structural deflection. This method measures
the deflection of the pavements efficiently.
Pavement section , which have been subjected to traffic, deform elastically under a
load. The elastic deformation depends upon various factors.
The Benkelman beam is a handy infrastructure that is most widely used for
measuring the deflection of pavements. The instrument consists of lever arm of
3.66 m long pivoted 2.44 m from the end carrying the contact point, which rests on
the surface on the pavements. The deflection of the pavement surface is provided
by the test load is transmitting to the other end of the beam where the dial gauges
end or recorded measures it. The movements at the dial gauge end of the beam is
one of half of that of at the contact end point. The load on the dial wheel can be of
the range from 2.7 to 4.1 tones.
Apparatus required:
a) Benkelman beam
b) Markers
c) Test vehicles (loaded truck)
Procedure:
a) Ten points along the outer wheel path (beam from the pavement edge) for
each lane was located.
b) Bring the rear wheel assembly of the truck near the marked point and the
probe of the beam is inserted between the dual wheels so that the top rests
on the road where deflection is to be measured. The dual wheels are centered
over the marked points.
c) The standard wheel load of 4085kg is used for the test. The wheel pressure
being 1560 KN/m2
d) The dial gauge reading is noted initially in the position described as b above.
e) The truck is driven forward at a slow speed and dial gauge reading were taken
when the truck stops at 2.70 m and 9.0 m from the measuring points, and
when the rate of recovery is equal to the 0.025 mm per minute or less.
f) Pavement temperature is recorded.
g) The final and intermediate dial gauge reading are subtracted from the initial
reading.
h) If the different readings obtained compared with 0.025mm the actual
pavement deflection is twice the final differential reading.
i) If the final differential reading dont compare to 0.025mm the final differential
readings represents the apparent pavement deflection. The true deflection is
obtained by the formula
XT =XA + 2.91 Y
Where;
XT= True pavement deflection
XA=Apparent pavement deflection
Y= Vertical moment of the front legs.
Discussion:
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Two kinds of deflection measurements are possible:

1) Rebound deflection:
Which is the reversible or recoverable deflection or the elastic deflection? In a
well designed road the deflection is entirely elastic and recoverable.
2) Residual deflection:
Which is the non recoverable deflection as a pavement age, it loses a portion of
its elastic properties due to regular impact loads and a residual deflection takes
place.

Sudeep Sharma

061BCE125