Highway Engineering II)

On analysis and traffic loading and volume [part 1]

I. How can we determine EALF?

II. If you are referring to 160 KN load and we are trying to convert that into
equivalent no. of 80KN standard axle. So, the EALF =(160/80)^4 =16
What is meant by 16?
III. Which kind of analysis is needed to determine traffic growth rate over the design
period?
IV. How can we determine EALF?
V. What is the representation of Structural no. in determination of ESALFs for
flexible pavement?
VI. What is the representation of Slab Thickness in determination of ESALFs for
Rigid pavement?
1. 100 repetitions of 140 KN axle load = how many standard axle load repetition?
2. Estimate the design traffic using the data 2- lane road, ADT=400CVpd(two-way),VDF=5.0,
Design life =15yrs, rate of growth of commercial traffic = 7%

On Soil [part 2]

1. What is an elastic material?

2. What is a linear material?
3. Estimate the loading time on an element very close to the pavement surface if a wheel
moves at 60km/h speed. Wheel load = 20 KN,Tyre pressure =0.56Mpa
4. What is the function of surcharge disk in a CBR test?
5. What is Optimum moisture content?
On aggregate [part 3]
1. What is meant by “hydrophilic” aggregate?
2. Define Nominal Maximum Aggregate size?
3. What is “Gap Gradation”?
4. How is the combined “Flakiness and Elongation index” determined?
5. What is the difference between the apparent and bulk (dry) specific gravities?

On bituminous binders [part 4]

1. Is Tar different from bitumen?
2. What is Gilsonite?
3. How do the properties of bitumen get affected by “blowing” in a refinery?
4. What are the temperatures we are generally concerned with while studying the behavior of
bitumen?
5. What is the significance of Fraass braking point test?
6. What is the significance of Ductility test?
On bitumen binder (2)[part 5]
1. What is kinematic Viscosity? What are the units?
2. What is the difference between short-term aging and long term aging?
3. What is the significance of studying temperature susceptibility of bituminous
binders?

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4. Estimate the PI value for binder having a penetration value of 65 and softening
point of 480 C
5. What are the commonly adopted systems of grading bitumen?
6. What does PG 64-16 stands for?
7. What does MC 250 stands for?

On bituminous mix design [part 6]

1. What do you understand by emulsion?

2. What are the main tests to be conducted on emulsions?
3. What are the situations that may require use of modified binders?
4. How are modified binders superior to normal binders?
5. What is the significance of “elastic recovery test”?
6. What is the significance of “separation” test?
7. What are the Effects of aggregate size and gradation?

On bituminous mix design (2) [part 7]

1. What does the compaction effort used in preparing Marshall Specimen corresponds to?
2. Why are Marshall specimens tested at 60oc
3. Estimate the air void content in a specimen if its bulk specific gravity is 2.50 and the
maximum specific gravity of loos mix is 2.60
4. What are the advantage and limitation of Marshall Method for designing bituminous mixes?
5. What are the main modes of failures of bitumen mixes?
6. What is the most important mix parameter?
7. How to draw FHWA 0.45 Chart for 19mm nominal maximum aggregate size?
8. How to check aggregate gradations for possibility for tender mix formation?
9. List and explain Marshal mix design –main steps
10. (selection of optimum moisture content )Plot different trends of variation of different mix
parameters with binder content?

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Solutions

On pavement analysis and traffic volume and loading [part 1]

Q1. 100*(140/80) 4= ……..

n
Q2. Cumulative standard axles = 365* A (1+r) *LDF*VDF
r
15
= 365* 4000 (1+0.07) *0.75*5
0.07
=215.8 msa

Solutions on soil [Part 2]

Q1. an elastic material is a material pertain to response of material when the load that is applied on the material is released. If the material is recover
completely that is elastic in nature . the material can be recover instantaneously or slowly with time so, accordingly it can be elastic or it can be
viscoelastic or it may not recover also so, recovery consider to be elastic
Q2. a linear material is where the stress to strain ratio is constant that is stress is proportional to be strain.
Q3. Assuming that this is a pavement surface
this is the load contact area
Calculating the radius load contact area to be , you can check this afterwards ,this will be about 106.6 mm approximately
the total will be twice this(106.6) so, this is the distance to be covered so, this divided by the space at which the vehicle moves .
this gives about = 0.013sec
2*106.6
(60/36)*100
=0.013
This will be loading time of the load pulse that gets generated in the surface level
Q4. We normally use a disk on top of soil sample to simulate the thickness of the pavement that you normally have on top of subgrade, the corresponding
weight of surcharge disk is placed on CBR Sample.
Q5. OMC is moisture content at which the soil can attain it densest state for a given compaction of work
We know that as we varied MC the dry density increases then MC subsequently decrease so, there is MC for a given soil, for a given compaction of work
which gives as maximum dry density that is what is known as OMC.
On aggregate [part 3]

Q1. Some aggregates have more affinity to water compare to it affinity to bitumen these are called as hydrophilic aggregates or water logging bitumen’s or
water logging aggregates usually these are acidic in nature , these are normally siliceous aggregate
Typical example has been sand stone and Quartz.
if you have aggregates that are hydrophilic in nature these are problematic as well as striping of aggregate concerned because they will have water more
than they will have the bitumen ,as the result it will be more easier water to replace bitumen from these aggregate and cause stripping .
Q2. NMAS:. In a given gradation, Nominal maximum is the largest size of sieve that retains some of the aggregate particles but the retain portion is not
going to be more than 10% by weight.
Q3. Gap gradation:. Gap graded aggregate are normally contained only a small percentage of aggregate particles in the mid-size range as you can see from
the sketch, the mid-size range the percentage passing is more or less constant. That means those fractions so, as the result these aggregate will have more

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air voids, they are usually less workable and usually have the potential for segregation that means the larger particle will come to one place so, they will not
be inform mixed of different sizes(all sizes) throughout the material

Q4. We know how “Flakiness and elongation test has to be conducted

Flakiness is determining percentage of particles with least dimensions less than 0.6 times the average dimension.

Elongation is to identification of particles whose dimension more than 1.8 times the average dimension of a given fraction. so, as per MORTH recommendation what

we have to do is we have to fist conduct flakiness test then collect non-flaky aggregates then we have to conduct the elongation test on these non- flaky aggregate then

we have to add the two indices (i.e) the combined flakiness and elongation index.

Q5. Apparent specific gravity = dry mass /volume of water replaced by the saturated surface dry aggregate

Bulk (Dry) specific Gravity = dry mass/volume of water replaced by the saturated surface dry aggregate

Bulk (Saturated Surface Dry)= SSD mass/ volume of water replaced by the saturated surface dry aggregate

On bituminous binders [ part 4]

Q1. Yes , Tar is significantly different from bitumen in terms of its origin, in terms of the
chemical composition, in terms of how its produced and also in terms of its physical

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characteristics so, tar is different material which is produced from destructive distribution of cool
tar,(bituminous cool ) whereas bitumen can be naturally occurring or produced from crude

Q2. Gilsonite is naturally occurring bitumen which is very hot and brittle and occasionally it is
used to blend with other normal bitumen to increased stiffness, reduced penetration and increase
softening point

Q3. By blowing what happen see is the oxidation of varies chemical components of bitumen as
the result the penetration get reduced ,the penetration values get reduced, softening point gets
increased, viscosity gets increased so, that’s how blowing affects the properties of bitumen.

Q4. What are the temperature we are generally concerned about while studying the behavior of
bitumen, while studying the behavior of bitumen we are concerned about very high temperatures

For example: 1350c, 1500c which are relevant for mixing, transporting and other handling
operation like spraying etc.

Whereas, as per the performance of bitumen while is service concerned minimum service
temperature is usually -100 c,-150c

Maximum service temperature usually 600c

Average service temperature which is about 240c

So, we determine the properties of bitumen at this temperature.

Q5. The standard conditions that we have to adopt is 100gram mass 5 sec time period and then
250c temperature

Q6. This test conduct to evaluate the load temperature behavior of bitumen not very relevant for
most parts of Ethiopia unless we are facing with low temperatures as low as -10, -15 .

Q7. This test gives us an indication as to how much the bitumen can be stretch at a fixed
temperature, how far the bitumen films can be elongated at a given temperature

On bitumen binder (2) [part 5]

Q1. We have seen absolute viscosity is a functional property, rheological property of bitumen but
it doesn’t really taken into account the inertial force so, it has been seen to be convenient to use
ratio of viscous force and inertial force so, that is what is kinematic viscosity

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Kinematic viscosity= absolute viscosity

Density of fluid

K= µ/p

Units are usually in terms of m2/sec

= stocks or Cst = Senti stock

Q2. In the case of bitumen they are subjected varies operations, varies processes while it is used,
while it’s mixed with aggregate and also while it is in service so, these binders undergo aging,

The aging that occurs over a short time period during initial mixing storage, transportation and
lane process that is a very short time period, the aging that is occurring during that process is
called as short term aging on the other hand during the service life period the aging that is occurs
because of varies parameters during service life period this could be over 5, 10, 15 yrs. period,
this is long term aging

Q3. We need to understand temperature susceptibility of bitumen binders because we want

binders that would perform satisfactory high temperatures that will also perform at very low
temperature , the binders should not normally be very soften high temperature otherwise we will
have be problem affected permanent deformation . it shouldn’t be very stiff also at low
temperature otherwise it will crack at low temperature so, this is a phenomena we are interested
and that is normally obtained by conducting either penetration test or viscosity test at different
temperature and examine those plots

Q4. We already have an expression given in class which is

PI = 1952 – 500 log (Pen) – 20 sp

(50 log (pen) – sp - 120)

PI = 1952 – 500 log (65) – 20 *48

(50 log (65) – 48 - 120)

PI =____

Q5. Bitumen are normally graded in terms of penetration, in terms of viscosity and also there is
another system known as super pave gradation system in which maximum service temperature
and minimum service temperature are take in to consideration.

Q6. Refers to a binder that performs satisfactorily for a maximum service temperature of 64 and
minimum service temperature of 16 within that range. This point is going to be satisfactorily

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Q7. MC is a medium curing cutback and 250 stands for viscosity of this cutback in Senti stocks
(Cst) at 600c temperature

On bituminous mix design [part 6]

Q1.emulsion is a two face system containing water and bitumen.

Bitumen infinite suspension in water, this suspension made possible by addition of emulsified, so
you can use emulsion without heating because they have low viscosity.

Q2. The main test that we conduct on emulsion is to ensure that we do not have varies separation
so; we conduct what is known as storage stability test.

Q3. The use of modified binders require under special situations having heavy loads, lots of load
repetitions, excess climatic condition (high temperature, low temperature, and so on.) stationary
loads

Q4. Modified binders are normally superior in terms of fatigue performance; more importantly
superior in terms of rutting performance also they have temperature susceptibility. They usually
better in terms of resistance to moisture damage.

Q5. Elastic recovery test is carried out to conduct ,to find out what is the capability of material to
be recover when the material is stretched .it is done by normal ductility test only by stretching
the sample and cutting it and then observe how much the binder is capable of recovery.

Q6. Because modified binders are usually prepared by adding modifier to the binder which in
many cases have the tendency to separate on storage so, this is a tendency that is conducted to
find out what is a tendency of modified binder to separate

On bituminous mix design (2)[part 7]

Q1. Normally, we prepare marshal specimens subjected to 75 blows on each phase specially foe
evaluating traffic volume. The compaction effort corresponds to the density that is attain after
several years of traffic

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Q2. It is typically assume that 600c is corresponds to the maximum pavement temperature that
pavement are normally subjected to especially in the USA because this is a specification that has
evaluated (involved) in USA.

Q3. = 2.6 – 2.5 * 100 = 3.846 %

2.6

= Theoretical density – Bulk density * 100 = 3.846 %

Theoretical density

Q4. Advantage
It’s very simple
Less cost
Can be used most agencies
Specification correlated to Marshall Method have been correlated to lots of field performance

Limitations
On the other hand the parameters that we measure that is stability, flow are not really correlated
to actual field performance that
–it does not explain fatigue performance bitumen mixes
- it does not explain the rutting behavior of bitumen mixes

Q5. Bituminous mixes normally fail in various modes

1. cracking of different types fatigue (cracking that can start from bottom[bottom up
crack],crack that can start from top[top down crack]) caused by various reasons like
repeated application of loads, climatic conditions, cyclic variation of thermal stresses.
2. Rutting (because of high temperature condition
3. Bleeding (because of presence of excessive bitumen on the surface )

On bituminous mix (additional note)

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Note: 1. what is blending of aggregate? By trial and error method

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Let a= 10 , b =30, c= 60

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Let a = 24, b = 31, c= 60

 Blending is (close to target gradation) that is given by the specification

We have to blend them,What we normally get is we get aggregates with different sizes
Suppose for a given mix
For example BC if 13 sieves are specified
We are not going to sieve all the aggregates through each and then blend them together
What we are normally get is 2 or 3 or 4 sources from different quarries in different sizes, Each
one of these sizes will have different gradation, We have to blend them together in certain
proportion so as to get the desired aggregate gradation that is what is known as blending .

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