This document is a summer intern project report on bituminous (asphalt) roads submitted by Shubham Paliwal to GLA University. It discusses the key steps in bituminous road construction including preparing the base, applying a tack coat, laying down the asphalt concrete layer, and compacting it. It also covers materials used like aggregates, asphalt, and tests performed on samples like flakiness index and bitumen extraction tests. The report provides an overview of bituminous road technology and construction methods.

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BITUMINOUS (ASPHALT) ROAD
A SUMMER INTERN PROJECT REPORT
in partial fulfilment of Summer Internship for the award of the degree
of
BACHELOR OF TECHNOLOGY
In
Department of CIVIL ENGINEERING
Submitted by
Shubham Paliwal
Roll No: 121000078
SECTION – B2
GLA UNIVERSITY
MATHURA
2015

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CERTIFICATE
This is to certify that the project report entitled “BITUMINOUS (ASPHALT) ROAD ”
submitted by “Shubham paliwal ”in partial fulfil ment of the requirements for the award of
the Degree Bachelor of Technology in “civil engineering “ is a bonafide record of the work
carried out under my guidance and supervision at GLA University.
NAME OF SUPERVISOR-
Mr. Mohit kumar Sharma.
Mr.Shailendar Pal.
Mr.Anil Lohchab
Assistant professor
Department of civil engineering
GLA University
Mathura(UP)

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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. MANISH
KUMAR 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., MATHURA, U.P. Department for their kind support. They have always
been a source of inspiration to me.
DATE: - 30 /06/2015 SHUBHAM PALIWAL

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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 felt 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 bases 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
1. PWD Introduction……………………………………………..7
2. About Bituminous(Asphalt) road ……………………………..8
4. Material ………………………………………………………10
5. Tests…………………………………………………………..11
6. Bituminous road constructions steps………………………....16
7. Purpose of Road……………………………………………..21
8. References ……………………………………………...……22

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LIST OF FIGURE AND TABEL
1. Fig 1 about PWD construction source google.
2. Fig 2 about Bituminous road source google.
3. Fig 3&4 about Flackiness Index source www.concrete.com
4. Fig -5,6,7,8,9,10 source are google image.
5. Table 1,2,3 from www.concrete.com.

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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 PradhanMantri Gram Sadak Yojana and pre-
fabricated 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.
Fig-1

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INTRODUCTION OF BITUMINOUS (ASPHALT) ROAD
A road is a thoroughfare, route, or way on land between two places, which has been paved or
otherwise improved to allow travel by some conveyance, including a horse, cart, or motor
vehicle. Roads consist of one, or sometimes two, roadways (carriageways) each with one or
more lanes and also any associated sidewalks (British English: pavement) and road verges.
Roads that are available for use by the public may be referred to as public roads or highways.
Everyone is aware about the benefits and advantages of a good constructed road. Roads play
very crucial role in modern society providing services and goods for modern people. Today a
vast majority of road are constructed using Asphalt. Now question arises in your mind is “What
is Asphalt”? Asphalt is the sticky dark brown viscous liquid present in some natural deposits
like crude petroleum. It is the name given to technically or natural mixture used in road
construction for road surfacing and compaction.
We see many roads daily and when we talk about the road construction, all are equally
constructed but there is a difference arising in the finishing of the road or the surface material
used for finishing. Asphalt, also known as bitumen concrete in engineering language is used to
give flexible surface to roads. Asphalt road offers many benefits such as smooth and flexible
surface including cost efficiency, improved safety and comfort, durability, recyclability and
reduction in noise pollution. Sometimes Asphalt or bitumen are confused with tar. Although
they are same in color, they have distinct chemical properties. Tar was early used in road
Asphalt, but now has been replaced by refined bitumen or Asphalt. Today Asphalt is more
commonly produced as a byproduct of the refining process in the petroleum industry.
Road construction is not as easy as it seems to be, it includes various steps and it starts with its
designing and structure including the traffic volume consideration. Then base layer is done by
bulldozers and levelers and after base surface coating has to be done. For giving road a smooth
surface with flexibility, Asphalt concrete is used. Asphalt requires an aggregate sub base
material layer, and then a base layer to be put into first place. Asphalt road construction is
formulated to support the heavy traffic load and climatic conditions. It is 100% recyclable and
saving non renewable natural resources.
With the advancement of technology, Asphalt technology gives assurance about the good
drainage system and with skid resistance it can be used where safety is necessary such as outside
the schools.

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The largest use of Asphalt is for making asphalt concrete for road surfaces. It is widely used in
airports around the world due to the sturdiness and ability to be repaired quickly, it is widely
used for runways dedicated to aircraft landing and taking off. Asphalt is normally stored and
transported at 150’C or 300’F temperature.
Fig2

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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:
1. Asphault Bituminous concrete or asphalt is composed of aggregates bound together with
asphalt cement. The aggregate is heated and mixed with hot (275º f) asphalt then taken to the
construction site where it is placed, as a wearing surface, over a base course. The asphalt is laid
by hand and paving machine, then rolled to force the mixture to firmly set. It is then allowed to
cool,typical asphalt pavement has a life expectancy of 20 years before it needs resurfacing.
Asphalt pavement is composed of the following two layers, the wearing course and the base
course
The Wearing Course transfers and distributes traffic loads to the base course. The wearing
course is actually composed of two layers, a 1-1/4" to 1-1/2" surface layer and a 3" bonding
layer. The bonding course penetrates voids in the sub base and binds the wearing course to the
sub base aggregate.
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:Field Dry Density test by Sand ReplacementMethod:
Procedure
1. Measure the internal dimensions (diameter, d and height, h) of the calibrating can and
compute its internal volume, Vc = πd2h/4.
2. Find the weight of the SPC along with the sand remaining after filling the cone (W2)
3. Place the SPC concentrically on top of the calibrating can. Open the slit to allow the
sand to run down until the sand flow stops by itself. This operation will fill the
calibrating can and the conical portion of the SPC. Now close the slit and find the weight
of the SPC with the remaining sand (W3)
4. Clean and level the ground surface where the field density is to be determined
5. Place the tray with a central hole over the portion of the soil to be tested.
6. Excavate a pit into the ground, through the hole in the plate, approximately 12 cm deep
(same as the height of the calibrating can). The hole in the tray will guide the diameter of
the pit to be made in the ground.
7. Collect the excavated soil into the tray and weigh the soil (W)
8. Determine the moisture content of the excavated soil.
9. Place the SPC, with sand having the latest weight of W3, over the pit so that the base of
the cylinder covers the pit concentrically.
10. Open the slit of the SPC and allow the sand to run into the pit freely, till there is no
downward movement of sand level in the SPC and then close the slit.
11. Find the weight of the SPC with the remaining sand (W4)

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Observations and Calculations-(table-1)
S.No Description Trial-1
1 Weight of wet material from hole, Ww (g) 1445
2 Weight of cylinder + sand(before pouring), W1 (g) 6700
3 Weight of cylinder + sand, W2 (g)(after pouring) 5369
4 Weight of sand in cone, W3 330
5 Weight of sand in hole W4=W1 –W2-W3 (g) 1001
6 Volume of test hole =W4 X γs 738.2
7 Bulk density of material γb=Ww/W4 1.957
8 Field dry density 1.882
9 Compaction obtained 97.83%
10 Percentage compaction required as per specification 95%
11 Moisture content 4%

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2.Flackiness Index
1. Length Gauge.
Fig-3&4

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Test Sample Preparation Surface dry samples is used for the test. A minimum number of 200
pieces of any specified fraction is required to do the test.
Procedure
1. The sample is sieved through IS sieve specified in Table shown below.
Table-2
Dimension of Thickness and Length Gauge
2. A minimum of 200 pieces of each fraction is taken and weighed.
3. In order to separate elongated materials, each fraction is then gauged individually for length in
the length gauge.
4. The pieces of aggregate from each fraction tested which could not pass through the specified
gauge length with its long sides elongated are collected separately to find the total weight of
aggregate retained on the length gauge from each fraction.
5. The total amount of elongated material retained by the length gauge is weighed to an accuracy
of 0.1% of the weight of sample.

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Calculation
In order to calculate the elongation index of the entire sample of aggregates, first the weight of
each fraction of aggregate passing and retained on the specified set of sieves is noted (Y1, Y2,
Y3, Y4…..etc). Each piece of these are tried to be passed through specified length of the gauge
length with its longest side and those elongated pieces which do not pass the gauge are separated
and weighed (y1, y2, y3, y4…etc). Then the elongated index is the total weight of the material
retained on the various length gauges, expressed as a percentage of the total weight of the
sample gauged.
fig-5
Reports
Flakiness index is reported in percentage to the nearest whole number=39%.
3.Bitumen Extraction Test:
Procedure:
1. We took a fresh sample from a loaded truck of 40Kg.
2. Took 3 samples.
3. Weigh tissue paper and put sample-1 into pan and add sufficient amount of benzene.
4. Weigh the sample+pan.
5. Benzene is mixed with sample using spatula and tissue paper were putted over pan.
6. Now pan were putted into Bitumen extractor machine.
7. Run the machine until benzene stop running out of pan.

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8. Step 5-7 were repeated two more times.
9. Weight the pan & tissue paper.
Observation table:3
S.No Description 1 2 3
1 Weight of sample test,W1 540 1013 500
2 Weight of sample after test,W2 515 968 478.4
3 Weight of tissue paper before test,W3 1.3 1.3 1
4 Weight of tissue paper after test,W4 1.5 1.5 1.3
5 Increased weight of tissue paper, W4-W3 0.2 0.2 0.3
6 Weight of bitumen, W5=W1-(W2+W4-W3) 24.8 44.8 21.3
7 Bitumen content of mix, (W5/W1)x100 % 4.59 4.42 4.26
8 Specific limits (%) 4.25 4.25 4.25
BITUMINOUS ROAD CONSTRUCTIONS STEPS
1. Preparation of base
W.B.M. base
As base material of W.B.M. Road; stone ballast, concrete 10-15cm layer are used. For
bonding between concrete slab & W.B.M. used 1:2 cement wash on W.B.M.

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Granular medium material layer
10-15cm composite layer of sand , moorum, bajriare usedfor better drainage facilities
Stabilizationsoil Fig-6
2. Application of Tuck 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.marea, this quantity may be increased to 7.5 to 10 kg for non-
bituminous base.
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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Fig 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.

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Fig: 8 ,TandemRoller
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.

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6. Finished surface:
Fig-9
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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PURPOSE OF ROAD:
This was an STATE HIGHWAY road connecting Etawah to Mainpuri . Where the traffic is very
much, therefore for the convenience of travellers and for the economical & social growth of the
people of both the cities.
Considering the traffic, economy and purpose of the road its width were taken as 14m. And the
proper investigation is done by PWD AE’s& JE’s for the quality control and better
implementation of work. Fig -10

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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.