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ON
BITUMINOUS (ASPHALT) ROAD
A report submitted in partial fulfilment of the requirement for the award of the degree of
BACHELOR OF TECHNOLOGY
IN
CIVIL ENGINEERING
Submitted By:-
Name: SHASHANK SINGH
Roll No : 170101018
Batch: 2017-2021
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DECLARATION
I hereby declare that I have completed my two months summer training at PWD(Public
Works Department) from 18th May, 2019 to 20thJuly,2019under the guidance of NAVEEN
KAUSHIK. I have declared that I have worked with full dedication during these two months
of training and my learning outcomes fulfil the requirements of training for the award of
(Signature of student)
__________________________________
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ACKNOWLEDGEMENT
I express my satisfaction on the completion of this summer training program and project
report submission as a part of the curriculum for the degree of Bachelor of Technology, Civil
Engineering. I express my deepest gratitude to my supervisor and mentor Mr. NAVEEN
KAUSHIK for his kind guidance during the entire period of training. His consistent support
and advices has helped me to complete this research project successfully. Also I thank all the
members of P.W.D., ROORKEE, UTTARAKHAND Department for their kind support.
They have always been a source of inspiration to me.
DATE: - 18 /07/2019
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ABSTRACT
Asphalt also known as bitumen is a sticky, black and highly viscous liquid or semi-solid
form of petroleum. It may be found in natural deposits or may be a refined product; it is a
substance classed as a pitch. Until the 20th century, the term asphaltum was also used. The
word is derived from the Ancient Greek asphaltos , its source was an Eastern word.
The primary use (70%) of asphalt/bitumen is in road construction, where it is used as the
glue or binder mixed with aggregate particles to create asphalt concrete. Its other main uses
are for bituminous waterproofing products, including production of roofing fel t and for
sealing flat roofs.
An ambitious road construction plan is underway in India, which primarily involves
bituminous pavements. At the present time, Ministry of Road Transport & Highways
(MORTH) Specification for Road and Bridge Works, 2001 Edition is used for construction
of all roads including national highways. Advances in bituminous construction technologies
are made in the world almost every year. Mechanically stale materials for road bases are
often not obtainable in developing countries and the technique of soil stabilisation has
therefore been developed. In the Middle East, aggregates are often scarce but oil products are
readily available. The region has therefore provided some of the eu”l-iest examples of
bituminous stabilisation, which originally consisted of thin running surfaces over compacted
sand.
Bituminous stabilisation can also enable local sand to be used for base construction, and
various tests and design criteria have been proposed for such applications. The report
describes full-scale experimental trials supported by laboratory research, which have enabled
acceptance criteria for bitumen-stabilised sand bases for light/medium traffic to be proposed.
Construction methods for bituminous stabilisation are also described. Details are given of
methods of surface dressing, which is important both as an initial running surface on new
bases and as a maintenance treatment. Premixed bituminous materials, both as bas -es and
surfacings, might perhaps be considered as inadmissible for low-cost roads. Such roads,
however, usually require progressive improvement because of the traffic growth which
accompanies development. There is a growing use of strengthening overlays and the report
briefly discusses premixed materials and their application.
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CONTENT
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PWD INTRODUCTION
Point of view geographic and population of the state is the nation's largest state. State
Industrial, economic and social development of the state and the population of each village is
absolutely necessary to re-connect to the main roads. In addition to state important national
roads, state roads and district roads and their proper broad be made to improve the quality of
traffic point of view is of particular importance. Public Works Department to build roads
and improve connectivity in rural zones, Other District Road and State broad and
improvement of rural roads and main routes narrow construction of zones and depleted
bridges brides reconstruction of the bases are transacted on a priority basis . Also under
Pradhan Mantri Gram Sadak Yojana and prefabricated construction of rural roads linking the
work of other district roads broad Suddikrn the scale bases are edited.
Successful operation of various schemes for the Public Works Department engineers and
supervisory boards in different districts of the engineer’s office has been settled. Activities
by planning, execution, and quality control etc. remove impediments find joy in relation to
the supervision over the activities are focused. Various schemes operated by the Department
of the Office of the Regional Chief Engineers and Chief Engineers office.
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INTRODUCTION OF BITUMEN
adhesive properties.
as liquid petroleum gas, petrol and diesel ) from heavy crude oil during the refining
process .
Bitumen is after confused with tar .Although Bitumen and Tar are Similarly black and
sticky, they are distinctly different Substance in Origin , chemical composition and in
their properties .
Tar are residues from the destructive distillation of organic substance such as
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INTRODUCTION TO BITUMINOUS ROAD
This type of pavement has four layers , namely , Sub-grade (bottom layer ),sub-
base, base, and wearing surface (top most).
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ROAD LAYERS
The sub grade is the layer of naturally occuring material or the fill material
the road is built upon.
The strength of the subgrade layer is measured using the CBR test.
The strength of the subgrade layer is an important factor influencing
the thickness of the road pavement design.
Where the subgrade is weak, i.e a low CBR, it will be necessary to ca-
pping layer over the subgrade to increase the actual road pavement
thickness is designed.
2. CAPPING LAYER :-
When the California Bearing Ratio (CBR) of the sub grade is than 5 % ,if is normal to
require a suitable capping layer of low cost material .
This capping layer is usally a granular type material designed provide a working
platform on which sub-grade construction can proceed with minimum intersuption
from wet weather.
Capping is also to minimize the effect of a weak subgrade pavement strength .
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GSB Type-1
GSB Type -2
This is the layer of material below the surface course and above road base .
The base course (binder course ) is a load spreading layer, spreading the load imposed
on the wearing course (surface course ) over a wider area of the road base .
Base course (binder course) is most commonly a bituminous material, can be either
Hot rolled asphalt or dense bitumen Macadam (asphalt concrete).
This is a strengthening layer of the pavement and should be at least 40 mm ,preferably
50 mm thick.
The wearing course is top layer of the road pavement and is designed -
To be impervious to the ingress (entering )of water .
To have an even running surface .
To be durable , and have a high resistance to skidding, and
To be chosen so as not to deform the weight of traffic .
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MATERIAL
Pavement Material Asphalt and concrete are the most common paving materials found in the
developed landscape. However, there are other strong, durable pavements that can add
variety to the built landscape and help reduce pavement's imperviousness. The following is a
review of selected paving materials:
2. Stone: Stone is a durable paving surface that is available in either natural or synthetic
form. Natural paving stone is graded based on its' hardness, porosity and abrasion
resistance. It is available either in cut or uncut form in various degrees of smoothness.
Examples of uncut or rubble stone, are broken quarry rock and river stone available in
Varying degrees of smoothness. Crushed stone of various sizes and hardness is used as
sub-base for other surface materials, surface pavement or ground cover. When mixed
with asphalt or concrete, crushed stone or aggregate is used in the wearing and base
coarse of roads, drives, parking lots and sidewalks. Larger stones are mixed with
asphalt or concrete when a rougher or more porous surface is desired.
3. Earth Materials: Earth materials used for paving include gravel, soil, granular
products, and turf. The volume of earth materials is determined by its state in the earth
moving process.
For example a cubic yard of gravel as it lies in its natural, undisturbed state usually
swells to 1.25 cubic yards after it has been disturbed by excavation. The same quantity
of gravel decreases in volume to about .90 cubic yards after it has been compacted by
machinery on site.
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TEST
1. Heat the weighed aggregates and the bitumen separately upto 170'C and 163'C
respectively
2. Mix them thoroughly ,transfer the mixed material to the compaction mould arranged
on the compaction pedestal .
3. Give 75 blows on the top side the specimen mix with a standard hammer ( 45 cm,4.86
kg).Reverse the specimen and cool it for a few minutes.
4. Remove the specimen from the mould by gentle pushing .
5. A Series of specimen are prepared by a similar method with varying quantities of
bitumen content ,with an increment of 0.5 % (3 specimen)
or 1 bitumen content .
6. Before testing of the mould ,keep the mould in the water bath having
a temperature of 60'C for half an hour .
7. Check the stability of the mould on the Marshall Stability apparatus
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2) SPECIFIC GRAVITY:
Specific gravity of a binder material does not affect its bonding characteristics. However, its
value is needed in bituminous mix design. This is determined at 27°C using a standard
pyknometer. The bitumen sample is gently heated and transferred to the pyknometer,
allowed to cool, and weighed. It is then filled with water in the remaining space and weighed
again. The contents are emptied and the pyknometer is cleaned thoroughly Then it is filled
with water and again weighed, The empty weight of the pyknometer is also obtained.
Then,
The specific gravity of bitumen, for road-making, ranges from 1.02 to 1.04.
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3) SOFTENING POINT:
A viscous material like bitumen does not show a well-defined softening point. A
standard test determines the temperature at which a standard ball passes through a disc
of bitumen contained in a brass ring. The test is therefore called the ring-and-ball test.
The apparatus is shown in Fig. 6.69.
A brass ring containing the bitumen sample is suspended in water or glycerine at the desired
test temperature. A steel ball is placed on the bitumen disc. The liquid is heated at a rate of
5°C per minute. The temperature at which the softened bitumen touches the bottom of the
metal plate, placed at a specified distance below the ring is noted as the softening point.
The hardest grade of bitumen is 30/40, which has a softening point of 50°C to 65°C. The
softest bitumen for paving is the 180/200 grade, for which the softening point is 30°C to
45°C.
4) Penetration Test:
The penetrometer consists of a needle assembly with a total weight of 100g and a device for
releasing and locking in any position. The bitumen is softened to a pouring consistency,
stirred thoroughly and poured into containers at a depth at least 15 mm in excess of the
expected penetration. The test should be conducted at a specified temperature of 250C.
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It may be noted that penetration value is largely influenced by any inaccuracy with regards to
pouring temperature, size of the needle, weight placed on the needle and the test temperature.
In hot climates, a lower penetration grade is preferred. The Fig-1 shows a schematic
Penetration Test setup.
At high temperatures depending upon the grades of bitumen materials leave out volatiles. And these volatiles
catch fire which is very hazardous and therefore it is essential to qualify this temperature for each bitumen
grade. BIS defined the ash point as the temperature at which the vapour of bitumen momentarily catches fire in
the form of ash under specified test conditions. The fire point is defined as the lowest temperature under
specified test conditions at which the bituminous material gets ignited and burns.
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BITUMINOUS ROAD CONSTRUCTIONS STEPS
1. Preparation of base
W.B.M. base
As base material of W.B.M. Road; stone ballast, concrete 10-15 cm layer are used. For
bonding between concrete slab & W.B.M. used 1:2 cement wash on W.B.M.
10-15cm composite layer of sand , moorum, bajri are used for better drainage facilities
Stabilization of soil
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.
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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.
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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.
The routine checks are carried out at site to ensure the quality of the resulting pavement
Mixture and the pavement surface.
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.
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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.
7. Open to traffic
Road is open to traffic as soon as bitumen gets cooled to its surrounding temperature.
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REFERENCE
www.Google.com
www.concrete.net.au
www.res.gov.in
www.upjl.com
www.concrete.com
www.sand.uk
PWD data.
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