This is a Summer training report on bituminous road which includes introduction,types of layers,material and construction steps.

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SUMMER TRAINING REPORT
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
Department of Civil Engineering
DIT UNIVERSITY, DEHRADUN
(State Private University through State Legislature Act No. 10 of 2013 of Uttarakhand and approved by UGC)
Mussoorie Diversion Road, Dehradun, Uttarakhand - 248009, India.

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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 20th
July,2019underthe 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
degree of BachelorofTechnology(B.Tech.)in CIVIL, DIT University, Dehradun.
DATE - _________________ ________________
(Signature of student)
Name of Student- Shashank singh
Roll No- 170101018
__________________________________
Signature of Internal Faculty Supervisor

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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 deepestgratitude 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
substanceclassed 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 scarcebut 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 proposedfor suchapplications. 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, bothas bas -es and
surfacings, might perhaps be considered as inadmissible for low-cost roads. Suchroads,
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 ....................................................................07
2. Introduction of Bitumen ..........................................................08
3. About Bituminous (Asphalt) road ...........................................09
4. Road layers...............................................................................10
5. Material ...................................................................................12
6. Test ...........................................................................................13
7. Bituminous road constructions steps ........................................17
8. References ................................................................................22

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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 properbroad 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.
Successfuloperation 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
 Bitumen is a black or dark coloured solid or viscous cementitious substance having an
adhesive properties.
 It consist of chiefly high molecular weight hydrocarbonderived from distillation of
petroleum or natural asphalt.
 It is a semi-solid hydrocarbonproductproduce by removing the lighter fractions(such
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
coal, wood, or petroleum.

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INTRODUCTION TO BITUMINOUS ROAD
 Bituminous road is a road constructed by using bitumen .
 It is also called flexible pavement road.
 Because it changes its shape according to nature of load and sub base.
 A road or pavement is a structure consisting of superimposed of processedmaterial
above the natural soil sub-grade, whose primary function is to distribute the applied
vehicle loads to the sub-grade .
 This type of pavement has four layers , namely , Sub-grade (bottomlayer ),sub-
base, base, and wearing surface (top most).

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ROAD LAYERS
1. SUB GRADE LAYER -:
 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 costmaterial .
 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 .
3. SUB BASE LAYER :-
 This particular layer in road pavement construction.
 The primary function of sub base layer are –
 Improve drainage
 Minimize frost action damage .
 Provide a working platform for construction .
The material used in this layer –
 Granular Sub base (GSB)
 . Cement bound material

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GSB Type-1
This material is typically crushed stone ,crushed slag ,
crushed concrete or non-plastic well-burnt shale .
GSB Type -2
It is a much finer material , has a much wider grading
envelope and is of a lesser “engineering” qualify than GSB Type -1.
Therefore it does not generate as much interlock as a type 1 and is
consequently not a strong .
4. ROAD BASE (BASE) -:-
 The road baseis the main load-bearing , load ,load spreading layer . In road structure
usually 100 mm or more thick depending on the loading of the traffic for which the
road is designed .
 The road baseis usually a bituminous material ,dense bitumen macadam (asphalt
concrete )or hot rolled asphalt.
5. BINDER COURSE -:-
 This is the layer of material below the surface courseand 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.
6. WEARING COURSEOR SURFACECOURSE -:-
The wearing courseis 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 chosenso as not to deform the weight of traffic .

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MATERIAL
Pavement Material Asphalt and concrete are the mostcommon 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. Asphalt: Bituminous concrete or asphalt is composed ofaggregates 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 courseand the base course
The Wearing Course transfers and distributes traffic loads to the base course. The
Wearing courseis actually composed oftwo layers, a 1-1/4" to 1-1/2" surface layer
and a 3" bonding layer. The bonding coursepenetrates voids in the sub base and binds
the wearing courseto 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-basefor 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
coarseof 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.
Forexample 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) THE MARSHALL STABILITY OF BITUMINOUS MIXTURE
This test is done to determine the Marshall Stability of bituminous mixture as per ASTM D
1559.The principle of this test is that Marshall Stability is the resistance to plastic flow of
cylindrical specimen of bituminous mixture loaded on the lateral surface .it is the load
carrying capacity of the mix at 60'c and is measured in kg. The apparatus needed to
determine Marshall stability of bituminous mixture is -
1. Marshallstability apparatus
2. Balance and waterbath
The sample needed is -
From Marshall stability graph ,select proportions of coarseaggregates, fine aggregates and
filler in such a way ,so as to fulfil the required specification. The total weight of mix should
be 1200 gram.
PROCEDURETO DETERMINE MARSHALL STABILITY OF BITUMINOUS
MIXTURE-:
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 coolit 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
REPORTINGOF RESULT -:-
Plot of bitumen content on the X-axis and
stability in kg on the Y-axis to get maximum Marshall stability of the
bitumen mix, A sample plot is given .

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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 spaceand 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.
Let the empty weight of pyknometer be W1;
Wt. of pyknometer with bitumen W2;
Wt. of pyknometer + Bitumen + Water in the remaining spaceW3; and,
Wt. of pyknometer + Water W4
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
softestbitumen for paving is the 180/200 grade, for which the softening point is 30°C to
45°C.
4) PenetrationTest:
It measures the hardness or softness of bitumen by measuring the depth in tenths of a
millimeter to which a standard loaded needle will penetrate vertically in 5 seconds. BIS had
standardized the equipment and test procedure.
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.
5) Flashand Fire Point Test:
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.
Granular medium material layer
10-15cm compositelayer of sand , moorum, bajri are used for better drainage facilities
Stabilization of soil
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.m area, this quantity may be increased to 7.5
to 10 kg for non bituminous base.

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3. Preparationand 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
compactionare 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 courseis 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 donewith 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.
5. Quality controlof 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. Forevery
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 soonas bitumen gets cooled to its surrounding temperature.

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CONCLUSION
During summer internship period a lot of experience, knowledge and exposure
that I have handled .Practical is a complement to the science or theory learned.
There are many changes from the point of learning environment. It can directly
increase the dedication and rational attitude towards myself.
However, there areas till some weakness that can be improved in the future.
Therefore, I conclude that the industrial training program has provided many
benefits to students even if the rare minor flaws that are some what disfiguring
condition ,so that this weakness can be rectified in the future.
I would like to thank my training Assistant Eng. Naveen Kaushik to help
in my training.

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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.