Lab Manual Highway & Traffic

8/19/2019 Lab Manual Highway & Traffic

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E A A 3 0 4 M NU

Lecturer:

Assoc. Prof. Ir. Dr. Leong Lee VienDr. Rosli Mohd. Hasan

Research Officer:

Mrs. Shafida Azwina Mohd Shafie

Highway and Traffic Engineering Laboratory

School of Civil Engineering,

Engineering Campus

session 2015/ 2016


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i

EAA 304/2HIGHWAY AND TRAFFIC ENGINEERING LABORATORY

• 100% coursework. Distribution of marks are as follows: –

Lab work - 10% – Lab report - 30% – Viva - 30% – Test - 30%

• Rotation of group leaders for every lab.• Lab report cover

– Highway lab: Green colour – Traffic lab: Blue colour

• Contents of lab report: – Objective(s) – Results – Calculations – Discussions

– Conclusion – References

(No need to include test procedures in the report)• Reports (handwritten) to be prepared by group and in English.• Must be authentic – to show your maturity in report writing• No plagiarism/ copy & paste. If caught flat marks will be given to all group members• Lab reports to be submitted 1 week after completion of each lab to relevant technicians

before 2.30 pm. Late submission = ZERO mark!!!

HIGHWAY LAB TRAFFIC LAB

LecturerResearch Officer

Dr. Mohd. Rosli Mohd. HasanMrs. Shafida Azwina Mohd Shafie

Assoc. Prof. Ir. Dr. Leong Lee VienMrs. Shafida Azwina Mohd Shafie

TechniciansMr. Mohd. Fouzi AliMr. Zulhairi AriffinMr. Rasidi Razak

Mr. Shamsul IshakMr. Muhammad Nabil SemailMr. Azuan Ali AbdullahMr. Mohd Mazlan Kamis @ Mahmad

Test H5 Marshall Stability Test T9 Spot Speed Study

H6 Tests on Bitumen T10Traffic Light Junction(Determination of SaturationFlow Rate)

H7 CBR Test T11Sidra 6.1 and MATC(Malaysian Adaptive TrafficController) software

H8 Test on Aggregates


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HIGHWAY LABORATORYSCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS

UNIVERSITI SAINS MALAYSIA


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PART I

2015/2016 TESTS ON AGGREGATES

HIGHWAY LAB ORATORY, SCHOOL OF CIVIL ENGINEERING H-2ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

PART ITESTS ON AGGREGATES

INTRODUCTION:

Aggregates are the basic materials in highway pavement construction. Not only do they supportthe main stress occurring within the pavement, but in addition the aggregates in the road surfacemust resist wear due to abrasion by traffic as well as the direct weathering effects of the naturalelements. The manner in which they do so depends on the inherent properties and qualities ofthe individual particles.

Aggregates are very common materials; the terms used to describe them are many and varied.These descriptive terms are based on source, size, shape, type, use and other properties.

Two typical terms used in describing aggregates in road pavement are:

i. Coarse aggregate (gravel size): Aggregate particles mainly larger than 2.36 mm or 3.35mm.

ii. Fine aggregate (sand size): Aggregate particles mainly between 2.36 mm and 75 μm(#200) or 3.35 mm and 75 μm.

As aggregates obtained from different sources differ considerably in their constitution andproperties, inevitably they differ also with regard to their engineering properties. It is necessary,therefore, to carry out various tests on aggregates to ensure not only the undesirable materialsare exclude from highway pavements, but also that the best available aggregates are included.

There are many aggregates physical tests that are important for highway pavements. Specialfocus was given to these three tests in this course which are:

i. Los Angeles Abrasion Testii. Flakiness and Elongation Index Test

iii . Skid Resistant Test

All the tests will be carried out based on the British Standards Institution procedure and PublicWorks Department practice.


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PART I



TEST 1: LOS ANGELES ABRASION TEST(REFERENCE: ASTM C131)

OBJECTIVE:

To determine the hardness of aggregate that used in highway pavement and to evaluate theresistance of coarse aggregate against abrasion and mechanical degradation during handling,contruction and use.

APPARATUS:

i. Los Angeles abrasion machineii. Steel ball as abrasive chargesiii. Course aggregateiv. Sieve no. 12 (ASTM) or no. 10 (BSI)v. Sieve shakervi. Balance

PROCEDURE:

i. Place (M1) kg (around 5 kg) course aggregate into hollow steel cylinder at Los Angelestesting machine, having an inside diameter of 711 cm and inside length of 508 mm.

ii. Add 6 -12 steel balls as abrasive charges. Steel ball averaging approximately 44 – 48 mmin diameter and having a mass of between 390 and 445 g each.

iii. Switch on the plug in order to rotate the Los Angeles testing machine at a speed of 30 –33 r/min for 500 revolutions.

iv. After the prescribed number of revolutions, remove the steel balls from the machine.Collect the aggregate. Sieve the finer portion on sieve no.12 (1.70 mm). Determine themass (M2) for aggregate passing the sieve no.12.

v. Repeat this test for another sample from same sources.vi. Determine the Los Angeles abrasion value for each sample of aggregate. Record the

average value to the nearest 1.

DISCUSSION:

1. How does the Los Angeles abrasion test carried out in the laboratory simulate fieldbehaviour?

2. What is the maximum allowable abrasion loss for coarse aggregate as specified inStandard Specifications for Road Works?

3. What does a low Los Angeles abarasion value mean?


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PART I



LOS ANGELES ABRASION TEST RESULT

GROUP NO.: __________________ DATE OF TESTING: __________________

Mass of sample (M1) = __________________

Mass of sample passing the no.12 sieve (M2) = __________________

Los Angeles abrasive value (M2 / M1) x 100 = __________________

P l e a s e C u t H er e

To Be Verified

P l e a s e C u t H e

r e


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PART I



TEST 2: FLAKINESS AND ELONGATION INDEX TEST(REFERENCE: BS 812 Part 1: 1989 and 1990)

OBJECTIVE:

To determine the flakiness and elongation index of aggregate.

APPARATUS:

i. Thickness gaugeii. Length gaugeiii. BS test sieveiv. Sieve shakerv. Trayvi. Balancevii. Sample for test

PROCEDURE:

A. Flakiness Index

i. Carry out sieve analysis on 2 kg of aggregate sample with using the BS test sieves givenin Table 1.

Table 1: Percentage of aggregate and thickness gauge width

BS test sieve nominal aperture size Thickness gaugeWidth of slot (mm)100% passing (mm) 100% retained (mm)

63.0 50.0 33.9 0.3

50.0 37.5 26.3 0.3

37.5 28.0 19.5 0.3

28.0 20.0 14.4 0.15

20.0 14.0 10.2 0.15

14.0 10.0 7.2 0.1

10.0 6.30 4.9 0.1

Discard all aggregate retained on the 63.0 mm BS test sieve and all aggregate passingthe 6.30 mm BS test sieve.

ii. Then weigh each of individual size-fractions retained on the sieves, other than 63 mm BStest sieve, and store them in separate trays with their size marked on the trays.

iii. Sum the masses for all size-fractions (M1). Calculate the individual percentage retainedaggregate on each of the various sieves. Discard any fraction which the mass is 5% or

less of mass M1. Record the mass remaining (M2).iv. Using the gauge, select the thickness gauge appropriate to the size-fraction under test

(Table 1) and gauge each particle separately by hand.v. Combine and weigh all the particles passing the gauges (M3).vi. Calculate the flakiness index using the following equation:

Flakiness Index =

2

3

M

M x 100

The flakiness index shall be reported to the nearest whole number.


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PART I



B. Elongation Index

i. Carry out a sieve analysis on 2 kg of aggregate sample using the sieves shown in Table2.

Table 2: Percentage of aggregate and length gauge gap

BS test sieve nominal aperture size Length gaugeGap between pins (mm)100% passing (mm) 100% retained (mm)

50.0 37.5 78.7 0.3

37.5 28.0 59.0 0.3

28.0 20.0 43.2 0.3

20.0 14.0 30.6 0.3

14.0 10.0 21.6 0.2

10.0 6.30 14.7 0.2

Discard all aggregate retained on the 50.0 mm BS test sieve and all aggregate passingthe 6.30 mm BS test sieve.

ii. Then weigh and store each of individual size-fractions retained on the other sieves in

separate trays with their size marked on the trays.iii. Sum the masses for all size-fractions (M1). Calculate the individual percentage retainedaggregate on each of the various sieves. Discard any fraction which the mass is 5% orless of mass M1. Record the mass remaining (M2).

iv. Using the gauge, select the length gauge appropriate to the size-fraction under test(Table 2) and gauge particle separately by hand. Elongated particles are those whosegreatest dimension prevents them from passing through the gauge.

v. Combine and weigh all elongated particles (M3).vi. Calculate the elongation index using the following equation:

Elongation Index =

2

3

M

M x 100

The elongation index shall be reported to the nearest whole number.

DISCUSSION:

1. What is the criterion used to classify an aggregate particle as flaky?2. Why are these aggregate particles not desirable for producing asphalt mixes?3. What is the maximum allowable index for this test as specified in Standard Specifications

for Road Works?


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PART I



GROUP NO.: __________________ DATE OF TESTING: _______________

FLAKINESS INDEX TEST RESULT

Sievenominalaperture

(mm)

Mass of sieve(g)

Mass of sieve+ aggregate

(g)

Mass ofaggregate (g)

% retainedaggregate

Mass ofaggregatepassing

thickness gauge(g)

50.0

37.5

28.0

20.0

14.0

10.0

6.3

Total of mass

Total mass of aggregate (M1) =__________________

Sum of the masses of fractions test have mass

greater than 5% of the total mass (M2) =__________________

Mass of flaky particles (M3) =__________________

Flakiness index (M3 / M2) x 100 =__________________

ELONGATION INDEX TEST RESULT

Sievenominalaperture

(mm)

Mass of sieve(g)

Mass of sieve+ aggregate

(g)

Mass ofaggregate (g)

% retainedaggregate

Mass ofaggregateretained in

length gauge(g)

50.0

37.5

28.0

20.0

14.0

10.0

6.3

Total of mass

Total mass of aggregate (M1) =__________________

Sum of the masses of fractions test have mass

greater than 5% of the total mass (M2) =__________________

Mass of elongated sample (M3) =__________________

Elongation index (M3 / M2) x 100 =__________________

To Be Verified



r e


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PART I



TEST 3: SKID RESISTANCE TESTReference: BS EN 13036: Part 4: 2003

OBJECTIVE:

To check the resistance of wet road surfaces to skidding

APPARATUS:

i. Portable Skid-Resistance Tester (Figure 1)ii. Thin ruleriii. Wateriv. Surface thermometerv. Brush

PROCEDURE:

i. Set the base level by means of the spirit level and the three leveling screws on thebase-frame.

ii. Raise the head so that the pendulum arm swings clear of the surface. Movement ofthe head of the tester, carrying the swinging arm, graduated scale, pointer andrelease mechanism, is controlled by a rack and pinion on the rear of the verticalcolumn. After unclamping the locking knob A at the rear of the column, the head maybe raise or lowered by turning either of the knobs B/ B’. When the required height isobtained the head unit must be locked in position again by clamping knob A.

iii. Check the zero setting. This is done by first raising the swinging arm to horizontalrelease position, on the right-hand side of the apparatus. In this position it isautomatically locked in the released catch. The pointer is then brought to its stop in

line with the pendulum arm. The pendulum arm is released by pressing button C.The pointer is carried with the pendulum arm on the forward swing only. Catch thependulum arm on its return swing, and note the pointer reading. Return the arm to therelease position. Correct the zero setting as necessary by adjustment of the frictionrings E. If the pointer has swung past the zero position, rings E are screwed up alittle more tightly. If it has not reached zero the ring should be unscrewed a little.

iv. With the pendulum arm free, and hanging vertically, place the spacer which will befound attached to achain on the base of the vertical column, under the lifting-handlesetting-screw to raise the slider. Lower the head of the tester using knobs A and B sothat the slider just touches the road surface, and clamp in position with knob A.Remove the spacer.

v. Check the sliding length of the rubber slider over the surface under test, by gentlylowering the pendulum arm until the slider just touches the surface first on one side

and then on the other side of the vertical; the sliding length is the distance betweenthe two points where the sliding edge of the rubber touches the test surface. Ifnecessary, adjust to the correct length by raising or lowering the head slightly. Whenthe apparatus is set correctly the sliding length should be between 125 and 127mm;on the scale provided, the outer marks are 127mm apart and the inner ones eachindicate the 2mm tolerance allowed.

vi. Place pendulum arm in its release position. The apparatus is now set ready foroperation.

vii. Wet the road surface and slider, ensuring that the road surface is free from loose grit.viii. Bring the pointer round to its stop. Release the pendulum arm by pressing button C

and catch it on the return swing, before the slider strikes the road surface. Note thereading indicated by the pointer.

ix. Return the arm and pointer to the release position, keeping the slider clear of the road

surface in this operation by means of the lifting handle. Repeat swings, spreading thewater over the contact area with the hand or a brush between each swing. Record


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PART I



the mean of five successive readings, provided they do not differ by more than threeunits. If the range is greater than this, repeat swings until three successive readingsare constant; record this value.

x. Raise the head of the tester so that it swings clear of the surface again and check thefree swing for zero error.

Figure 1: Portable skid resistantance tester

DISCUSSION:

1. What are the advantages and disadvantages of using the portable skid resistance tester?2. Skid resistance depends on a pavement surface's micro texture and macro texture.

Discuss about these two textures and how these textures loss.3. State FOUR factors influencing skid resistance of a road surfacing.


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PART I



SKID-RESISTANCE TEST RESULT

GROUP NO.: __________________ DATE OF TESTING: _______________

SectionDistance

fromKerb(m)

SurfaceTexture

WaterTemp(0C)

Skid-Resistance Value

RemarksReadings at Individual LocationsMean

1 2 3 4 5


To Be Verified

P l e a s e C u t H e r e


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PART II

2015/2016 TESTS ON BINDER


PART IITESTS ON BINDER

INTRODUCTION:

Asphalt cement is the most common asphalt type applies in flexible road pavement construction.It is residues obtained from the distillation of crude oil. Asphalt cement has been widely used asthe binding material in the road construction. It varies in consistency from semi-solid at roomtemperature to a fairly thin liquid as temperature increases.It will become harder and turn into itsoriginal form when the temperature back to normal. Asphalt cement grades are based onpenetration and viscosity grading system. Both grading systems are the empirical test used tomeasure the consistency of asphalt cement. Good road surfacings have been produced withrelatively appropriate grade asphalt cement which it consistency allows the good and efficientpaving works.

A number of tests have been set up to identify the properties of cement asphalt in used and thento anticipate the pavement performance. Special focus was given to these four tests in thiscourse which are:

i. Penetration Testii. Ring and Ball Testiii. Ductility Testiv. Flash and Fire Point Test

All the tests will be carried out based on Malaysian Standards (MS), British Standard Instituition(BSI) and American Society for Tetsing Materials (ASTM) procedures.


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PART II



TEST 4: PENETRATION TEST(REFERENCE: ASTM D 5)

OBJECTIVE:

To determine the penetration value of semi-solid and solid bituminous materials. The penetrationvalue obtained from the test illustrates the consistency of asphalt cement before and afterheating.

APPARATUS:

i. Penetration apparatusii. Penetration needleiii. Weightiv. Sample containerv. Transfer dish

vi. Asphalt cementvii. Water bathviii. Stop watch

PROCEDURE:

i. Heat the sample with care, until it has become sufficiently fluid to pour.ii. Pour the sample into the sample container to a depth such that, when cooled to the

temperature of test, the depth of the sample is at least 10 mm greater than the depth ofwhich the needle is expected to penetrate.

iii. Allow to cool in air at room temperature for 1 to 1.5 hour.iv. Then place the sample together with the transfer dish, in the water bath maintained at the

prescribed temperature of test. Allow the container to remain for 1 to 1.5 hour.v. Examine the needle holder and guide to establish the absence of water and other

extraneous materials. Clean a penetration needle with toluene or other suitable solvent,dry with a clean cloth, and insert the needle into the penetrometer.

vi. Place the 50 g weight above the needle, making the total weight 100 ± 0.1 g.vii. Place the sample container in the transfer dish, cover the container completely with water

from the contant temperature bath and place the transfer dish on the stand of thepenetrometer.

viii. Position the needle by slowly lowering it until it’s just makes contact with the surface ofthe sample.

ix. Either note the reading of the penetrometer dial or bring the pointer to zero.x. Quickly release the needle holder for the specified period of time and adjust the

instrument to measure the distance penetrated in tenths of millimetre.

xi. Make at least three determinations at points on the surface of the sample not less than 10mm from the side of the container and not less than 10 mm apart.

xii. The conditions of this test are as followed:

Temperature = 25°CLoad = 100 gTime = 5 second

xiii. Report to the nerest whole unit the average of three penetrations whose values do notdiffer by more than following:

Table 3: Maximum difference between highest and lowest penetration

Penetration 0-49 50-149 150-249 250-500

Maximum difference betweenhighest and lowest penetration

2 4 6 8


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PART II



TEST 5: RING AND BALL TEST(REFERENCE: ASTM D36)

OBJECTIVE:

To determine the softening point and temperature susceptibilities of asphalt cement. Thesoftening value can be used to evaluate the consistency of asphalt cement.

APPARATUS:

i. Ring and ballii. Ball centering guideiii. Ring holderiv. Base platev. Hot platevi. Thermometervii. Beaker

viii. Stop watch Distilled waterix. Ice cube

PROCEDURE:

i. Prepare two specimens by heating the asphalt cement in an oven until it sufficiently fluid.Fill the rings with the sample.

ii. Assemble the apparatus by inserting the appropriate thermometer through the hole in thetop plate. Then, place the filled rings in the ring holder and the ball centering guide on therings.

iii. Fill the beaker with the distilled water until the level of the water is 50 mm above the topsof the rings. Insert the ice cube to reduce the bath temperature to 5°C.

iv. Maintain the bath temperature at 5°C for 15 minutes. Then, using forceps, place a steelball that has been cooled in temperature 5°C previously, on each of the ball centeringguide.

v. Heat and stir the water so that the temperature of the water rises at 5 ± 0.5°C per minutesfor the first 3 minutes.

vi. Heat the water continuously until the sample is sufficiently soft to allow the steel ball to fallthrough the ring.

vii. Record the temperature when the sample surrounding the ball touched the base plate.viii. If the differences between the two recorded temperatures exceed 1°C, repeat the test.ix. Report the temperature to the nearest 0.5°C for both of specimens. Report the average

of both temperatures as the softening point for the asphalt cement tested.


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PART II



TEST 6: DUCTILITY TEST(REFERENCE: ASTM D 113)

OBJECTIVE:

To determine the ductility value for asphalt cement. The ductility test is used as a measure ofwhether or not ductility is present in the asphaltic binder in the road pavement. This condition isimportant to avoid occurrence of crack that will cause the failure of pavement by fatigue under theaction of repeated loads.

APPARATUS:

i. Ductile machineii. Moldiii. Asphalt cementiv. Thermometer

PROCEDURE:

i. Heat the asphalt cement until it has become sufficiently fluid to pour. Then, pour it intothe special mold that will produce specimen as thick as 10.2mm and the width changefrom 20.4 mm at the end part to 10.2 mm at the centre. Distance between clips is 43.2mm.

ii. Let the mold containing the specimen cool to room temperature and then place it in theductile machine.

iii. Fill the ductile machine with the water and heat the water to 25°C.iv. Pull the specimen horizontally at a uniform speed of 5 cm/ minutes.v. Measure the distance in centimeters through which the specimen have been pulled until it

breaks.


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PART II



TEST 7: FLASH AND FIRE POINT TEST(REFERENCE: ASTM D 92)

OBJECTIVE:

To determine the temperature level of the asphalt cement for flash and fire point.

APPARATUS:

i. Cleveland Open Cup Apparatus:This apparatus consists of the cut, heating plate, test flame applicator, heater andsupport.

ii. Shield: A shield 46 cm square and 61 cm high and having open front is recommended.

iii. Thermometer

PROCEDURE:

i. Heat the asphalt cement and fill it into the cup until the top of the meniscus is exactly atthe filling line. The tested sample cannot be heat exceed 56°C below the anticipatedflash point.

ii. Apply heat initially; the rate of temperature rise of the specimen is 14 - 17°C per minutes.When the specimen temperature is approximately 56°C below the anticipated flash point,decrease the heat so that the rate of temperature rise is 5 - 6°C per minutes.

iii. Apply the test flame to the specimen for each successive 2°C mark on thermometer whenthe specimen at least 28°C below the flash point.

iv. Record as the observed flash point the temperature read on the thermometer when aflash appears at any point on the surface of the specimen.

v. Continue heating so that the sample temperature increases at a rate of 5 - 6°C perminutes. Apply the test flame at 2°C intervals until the specimen ignites and continue toburn for a period of at least 5 seconds. Record the temperature read on the thermometerat which this occurs as the fire point.

vi. If the barometer pressure during the test is below than 953 mbar, add the appropriatecorrection from the below table to the flash and fire point recorded from barometerpressure.

Table 4: Barometer pressure correction

Barometer Pressure (mbar) Correction (C )

953-887 2

886-813 4

812-733 6

DISCUSSION:

1. What grade of bitumen used in the binder test?2. Discuss the result obtained from the binder test and compare it with JKR specification in

TABLE format.3. What is the significance of the flash and fire point test?


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PART II



BINDER TESTS RESULT


PENETRATION TEST RESULT

Temperature: ______________ Load: _______________ Time: ___________

Sample Number Detemination 1 Detemination 2 Detemination 3 Mean

1

2

3

Specimen penetration value: ________________

RING AND BALL TEST RESULT

Ball Softening Point (°C)

A

B

Specimen softening point: __________________

DUCTILITY TEST RESULT

Specimen Ductility (cm)

A

B

Specimen ductility value: ___________________

FLASH AND FIRE POINT TEST RESULT

Barometer pressure: ___________________________________

Temperature (°C) Correction Result (°C)Flash Point

Fire Point

Specimen flash point: ______________________________

Specimen fire point: ______________________________



r e

To Be Verified


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PART III

2015/2016 TESTS ON THICKNESS AND MIX DESIGN


PART IIITESTS ON THICKNESS AND MIX DESIGN

INTRODUCTION:

Flexible pavement design can be divided into two main categories namely thickness and mixdesign. Thickness design will determine the appropriate thickness for each layer of pavementstructure which can undergo the predicted traffic loading until end of designated life on thesubgrade that have certain bearing strength. The thickness of flexible pavement layer isdependent on total traffic loading which quoted in Standard Axle Load, material used for eachlayer and subgrade bearing strength which quoted in California Bearing Ration (CBR). Thesubgrade CBR value change with the change of subgrade moisture content. Therefore thesubgrade CBR value is determined when the subgrade is in the moistest condition.

Mix design focuses on the mixture of materials to be used in a layer. The materials to be used inwearing course have to pass through a proper mix design. There are a number of mix designmethods can be used such as Marshall, Hveem, Smith Triaxial, and Hubbad Field method. TheMarshall mix design method has become the most popular method. Besides determining

optimum binder content this method can be used to determine the appropriate aggregategradation for mix design. The Marshall method consists of several steps begins with specimenpreparation until the determination of binder content as following:

i. Aggregate gradationii. Aggreagate blendingiii. Bulk mix preparationiv. Compactionv. Unit weight determinationvi. Marshall stability testvii. Void calculationviii. Optimum binder content determination


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PART III



TEST 8: CALIFORNIA BEARING RATIO TEST(REFERENCE: BS 1377: Part 4: 1990)

OBJECTIVE:

To measure the penetration resistance of the standard plunger at the rate of 1 mm/ minute into acompacted soil specimen that California Bearing Ratio (CBR) to be determined. The forcerequired to penetrate the soil specimen is expressed as the percentage of force required for thecorresponding penetration into a standard sample. This test is carried out for the aggregatepassing the 20 mm sieve. The CBR value obtained from the test can be used in pavementthickness design.

APPARATUS:

i. NGC mouldThe mould shall be fitted with a detachable baseplate and a removable extension.

ii. Balanceiii. 4.5 kg rammeriv. A steel straightedgev. Hammervi. Testing machinevii. Annular surcaj weightviii. A cylindrical metal plungerix. Apparatus for moisture content determination

PROCEDURE:

i. Weigh the mould with base plate attached (M1).

ii. Prepare and weigh about 7.5 kg of soil.iii. Mix the soil with amount of water needed. The water amount is different for each sample. iv. Place the first portion of soil into the mould until the layer occupies about one-fifth of the

height of the mould. Compact it using the 4.5 kg rammer by applying 62 blows evenlydistributed over the surface.

v. Repeat the same procedure using the other four portions of soil in turn, so that the finallevel of the fifth layer should then be about 5 mm to 10 mm above the top of the mouldbody.

vi. Remove the collar and trim the soil flush with the top of the mould with the scraper,checking with the steel straightedge.

vii. Weigh the mould, compacted soil and baseplate (M2).viii. Place the mould with baseplate containing the sample, with the top face of the sample

exposed, centrally on the lower platen of the testing machine.

ix. Place the appropriate annular surcharge discs on top of the sample. Each surcajrepresent the 63.5 mm thickness of flexible pavement over the subgrade.

x. Fit into place the cylindrical plunger applying the force of 50 N (for values of CBR up to 30%) or 250 N (for values of CBR above 30 %) assembly with the face of the plunger restingon the surface of the sample.

xi. Secure the penetration dial gauge in position. Reset it to read zero.xii. Start the test so that the plunger penetrates the sample at a nominal rate of 1 mm/

minute.xiii. Record readings of the force gauge at intervals of penetration of 0.25 mm, to a total

penetration not exceeding 7.5 mm.xiv. After completing the penetration test, take a sample of about 350 g from immediately

below penetrated surface and determine the moisture content of each sample.xv. Carry out the test on the base by repeating the above procedure.

xvi. Plot each value of force as ordinate against the corresponding penetration as abscissaand draw a smooth curve through the points. Make curve correction if necessary.


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PART III



xvii. Determine the CBR value for each determination using the following equations:

100force)(standard kN24.13

(kN)n penetratiomm2.5toingcorrespond Force1 CBR

100force)(standard kN96.19

(kN)n penetratiomm5.0toingcorrespond Force2 CBR

DISCUSSION:

1. Discuss the shape of the curve obtained from the test. Explain in which situation the curveneed to be corrected.

2. Discuss the result obtained from the test and compare it with JKR specification. Pleasestate your reference.

3. What is the purpose of surcharge weights and dial gauge measuring penetration?


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PART III



CALIFORNIA BEARING RATIO TEST RESULT


Diameter of mould (cm) (D) = ……………………….Height of mould (cm) (H) = ……………………….Volume of mould (cm3) (V) = ……………………….Mass of mould + base (g) (M1) = ……………………….

Mass of mould + base + compacted specimen (g) (M2) = ……………………….Mass of compacted specimen (g) (M2 – M1) = ……………………….Bulk density (Mg/m3) Dw = (M2 – M1)/ V = ……………………….

i) Top penetration

PenetrationPlunger(mm)

StandardForce(kN)

ForceGauge

Reading(div)

Force onPlunger

(kN)


StandardForce(kN)

ForceGauge

Reading(div)

Force onPlunger

(kN)

0.25 4.00 1.76

0.50 4.25

0.75 4.50

1.00 4.75

1.25 5.00 19.96

1.50 5.251.75 5.50

2.00 11.50 5.75

2.25 6.00 22.2

2.50 13.24 6.25

2.75 6.50

3.00 6.75

3.25 7.00

3.50 7.25

3.75 7.50

CBR1 = ………………………

CBR2 = ………………………

CBR = ………………………

To Be Verified



r e


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PART III



ii) Bottom penetration


StandardForce(kN)

ForceGauge

Reading(div)

Force onPlunger

(kN)


StandardForce(kN)

ForceGauge

Reading(div)

Force onPlunger

(kN)

0.25 4.00 1.76

0.50 4.25

0.75 4.50

1.00 4.75

1.25 5.00 19.96

1.50 5.25

1.75 5.50

2.00 11.50 5.75

2.25 6.00 22.2

2.50 13.24 6.252.75 6.50

3.00 6.75

3.25 7.00

3.50 7.25

3.75 7.50

CBR1 = ………………………

CBR2 = ………………………CBR = ………………………

1 2 3

Mass of container (g) M3

Mass of wet soil + container (g) M4

Mass of dry soil + container (g) M5Mass of moisture (g) (M4 M5)

Mass of dry soil (g) (M5 M3)

Moisture content, m (%) [(M4 – M5)/(M5 – M3)] x 100

Bulk density (Mg/m3) Dw = ………………..…………..

Average moisture content (%) m = …………………………….

Dry density (Mg/m3) Dd = (100Dw) / (100 + m) = ……………………………..



r e

To Be Verified


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PART III



TEST 9: MARSHALL STABILITY TEST(REFERENCE: BS 594 Part 1)

OBJECTIVE:

To prepare a design mixture that meets the required specifications.

APPARATUS:

i. Marshall testing machineii. Marshall testing rigiii. Gyratory compaction machineiv. Asphalt mixerv. Water bath with constant temperaturevi. Mouldvii. Balanceviii. Extrusion Jack

ix. Oven

PROCEDURE:

A. Bulk mixture preparation

i. Measure the amount of aggregate and filler to be used in order to meet the specificationlimit.

ii. Blend the aggregate, sand and filler in proportion specified in (i) in the container thatfacilitate at least an adequate amount of aggregate to produce a Marshall's specimen(about 1200 g). Oven dried the aggregate at 150°C for at least 4 hours.

iii. Heat the asphalt at the same temperature or at mixing temperature (140°C).

iv. Place the heated aggregate into the mixer and blend dry it for 1 to 2 minutes. Then theappropriate amount of asphalt should be added to the aggregate. The asphalt contentrepresents the percentage of total mix weight. Apply the asphalt content up 0.5% foreach mixture.

v. The ready bulk mix temperature for compaction should not be less than 137°C.

B. Compaction

i. Clean and heat the mould to a temperature not less than 137°C while preparing the bulkmixture.

ii. Place the heated mould on the table, and then fit a piece of 101.6 mm diameter filterpaper in the bottom of the mould. Pour the whole hot mix into the mould and make surethat it is evenly distributed in the mould. This is done by tamping the material (using a

steel road) 15 times around the edges and 5 times in the centre leaving a slightly roundedsurface.

iii. Place the compaction mould (with mix) on the gyratory compaction machine which is setto the following standard conditions:

Axial Load: 240 kPa

Angle of gyration: 1 No. of gyration: 120

iv. Remove the specimen from the mould with the extrusion jack. Allow the specimen to coolto room temperature.


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PART III



C. Test on specimen

i. Measure the specimen height and weigh it in air and water. Determine the specimendensity.

ii. Heat the specimens in a water bath to a temperature of 60 ± 1C for 30 – 40 minutes.

iii. Place the specimen in the Marshall testing rig.

iv. Load the specimen racially at a constant rate of strain of 50.8 mm/ minute. A tracerelating strength and deformation is automatically recorded on a graph paper.

v. Determine the stability of each specimen as the maximum load that the specimen couldwith stand.

vi. Correct the stability value obtained above (in order to take into account the dimensions ofthe sample) by the appropriate coefficient obtained from Table 6.

vii. Read also the deformation at failure and report this value as the flow in mm.

Table 5: Aggregate and filler content preparation for Marshall stability test

Passing

% gCoarse Aggregate (20mm) 7 84

Coarse Aggregate (14mm) 13 156

Coarse Aggregate (10mm) 20 240

Fine Aggregate 50 600

Filler 10 120

Total 100 1200

Binder content calculation:

Binder Content, B.C (g) = B.C.(%) x 1200100 – B.C.(%)

DISCUSSION:

1. What do you understand by Optimum Binder Content (OBC)?i. Compare the volumetric properties obtained from the test with the values in the latest JKR

specifications. Give your comments.2. Discuss the following graph behavior obtained from the test:

i. Stabilityii. Percentage air voids in mix


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PART III



EXAMPLE OF MARSHAL TEST RESULT

Stability vs. Asphalt Content Graph

Asphalt Content (%)

S t a b i l i t y ( k N )

Flow vs. Asphalt Content

Asphalt Content (%)

F l o w ( m m )

Unit Weight vs. Asplhalt Content

Graph

Asphalt Content (%)

U n

i t W e i g h t ( M g m - 3 )

Voids Filled with Binder vs. Asphalt

Content

Asphalt Content (%)

V o i d s F i l l e d w i t h B

i n d e r ( % )

Voids Total Mix vs. Asphalt Content

Graph

Asphalt Content (%)

V

o i d s T o t a l M i x ( % )


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PART III



Table 6: Stability correlaton ratio

Volume of Specimen(cm3)

Approximate Thickness ofSpecimen

(mm)Correlation Factor

200 – 213214 – 225226 – 237238 – 250251 – 264265 – 276277 – 289290 – 301302 – 316317 – 328329 – 340341 – 353

354 – 367368 – 379380 – 392393 – 405406 – 420421 – 431432 – 443444 – 456457 – 470471 – 482483 – 495496 – 508509 – 522

523 – 535536 – 546547 – 559560 – 573574 – 585586 – 598599 – 610611 - 625

25.427.028.630.231.833.334.936.538.139.741.342.9

44.446.047.649.250.852.454.055.657.258.760.361.963.5

64.065.166.768.371.473.074.676.2

5.565.004.554.173.853.573.333.032.782.502.272.08

1.921.791.671.561.471.391.321.251.191.141.091.041.00

0.960.930.890.860.830.810.780.76


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Type Of Mix : Date Of Sampling

: 2.67 Date Of Testing

: 1.02

Spec. Bit. Bulk

No. by Wt. In Air In Water SSD Vol. Bulk Max Bit. Agg. Voids Agg. Filled Total

of Mix (g) (g) (g) (cc) (Theory)* Mix Mix

(%) d - c b / e a x f (100-a) f 100-h-i 100-i h % (g-f ) %Gac Gagg k g

a b c d e f g h i j k l m

* Max. Theory Sp. Gr. = Mixing Te

Compact

Testing T

Remarks :

SCHOOL OF CIVIL ENGINEERING

HIGHWAY ENGINEERING LABORATORY

100

ASPHALT MIX DESIGN

MARSHALL METHOD

(% Bit. / Gac) + (% Agg. / Gagg)

Pen. Grd. Bitumen

Volume % Total Voids

Ave. Sp. Gr. Agg (Gagg)

Sp. Gr. Of Bitumen (Gac)

Density (g/cc)Wt. of Specimen

Please Cut Here

HI GHWA Y L A B ORA T ORY , S C

H O OL OF C I V I L E N GI NE E RI N G

E N GI NE E RI N G C A MP U S , UNI V E R S I T I S A I N S MA L A Y S I A

H-2 6


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TRAFFIC LABORATORYSCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS



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TRAFFIC LABORATORY, SCHOOL OF CIVIL ENGINEERING T-28ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA

TEST 10: SPOT SPEED STUDIES

Spot speed is an instantaneous speed of vehicles in a particular location or spot on a highway.

OBJECTIVE:

1. To gather spot speed data of random vehicles in a particular location or spot on a roadusing the specified method.

2. To analyse the distribution of spot speed data obtained during observations with anassumption that speeds are normally distributed.

LOCATION:

At a selected section of a road.

A. STOPWATCH METHOD

APPARATUS:

1. Stopwatch2. Foot tape3. Clip board and field data form4. Safety vest

PROCEDURE:

1. Select a proper location along an identify road for data collection.2. Obtain appropriate study length. Mark the beginning and the ending length of this section

for references. Make sure the observer can clearly see the reference posts.3. Record the date, location, posts speed limit, weather conditions, traffic directional, start

time and end time.4. Start the stopwatch as the front wheels of a vehicle (or only the lead vehicle in a group)

cross at the beginning of the predetermined study length. Stop the watch when thevehicle’s front wheels pass the ending reference post. Identify the observed vehicle’s type.Record the data obtained on the field data form (Table 7).

5. The speed samples should be taken over a period of 1-hour.

Figure 2: Stop watch spot speed study layout

First reference

post

Second reference

post

Study length

XObserver


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3. Place pneumatic road tubes across the road lanes to detect vehicles from pressurechanges that are produced when a vehicle tyre passes over the tube. The pulse of air thatis created is recorded and processed by a counter located on the side of the road.

4. The speed samples should be taken over a period of 1-hour.5. Store the speed data on to computer and print the output.

CALCULATION:(Applicable for all methods)

Statistical techniques are used to analyse the data obtained because in speed study a considerablenumber of speeds are observed.

1. From the number of observations obtained, select a suitable class interval by using thefollowing equation.

R = the range between the maximum and minimum observed spot speed.N = the number of observations.

Report the class interval to the nearest whole unit.

2. Group individual speeds into the class interval calculated from 1 and record in column 1(Table 9).

3. Record the mid-class for each speed class in column 2.4. Sum the number of observations or frequency in each class in column 3.5. Convert the frequency into the percentage in each class in column 4 by dividing the

individual values in column 3 by the sum of column 3 (f i).6. Obtain the cumulative number of observations or cumulative frequency in column 5. This

column represents the number of vehicles travelling at a speed greater than the lower classlimit.

7. Convert the cumulative frequency into the percentage in column 6 by dividing the value in

column 5 by the total number of speeds observed (f i).8. It is often assumed that speeds are normally distributed. To test this hypothesis it is

necessary to estimate the mean speed and the standard deviation (

) of the observedspeeds. Both the mean and standard deviation can be calculated by the use of coding toreduce the arithmetic manipulation necessary.

Select a class which is considered likely to contain the mean speed (it is not essential thatthe mean does lie within the class). Write the number of class deviations from this selectedclass in column 7. Note the sign of the deviation particularly either positive or negative.

9. Multiply these deviations by the corresponding frequency in column 3, and the resultingvalue is entered in column 8.

10. Calculate the frequency (deviation)2 for each speed class in column 9.

11. From Table 9, get the average spot speed by following equation

Class interval = R1 + 3.322 log10 n

Mean spot speed, x = (f i xi)

f i


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12. Calculate the Variance, S2 =

13. From Table 3, get the mean speed by following equation

Mean speed = (mid-class mark of selected class) +

14. Calculate the standard deviation

= class interval x -

15. Plot a smooth cumulative frequency curve (percentage cumulative frequency versus classupper limit graph). From the curve,

(a) the median, the 50th percentile, P50 (b) the 85th percentile, P85 (c) the upper quarter, the 75th percentile, P75 (d) the lower quarter, the 25th percentile, P25 (e) the quarter range, P75 – P25

DISCUSSIONS

1. Discuss on the importance of this test.2. Discuss on the differences of the methods used in this test.3. Discuss on the importance of different speed percentiles mentioned above.

[f i (xi)2] – ( x )2 f i ( f i) - 1

class interval x (column 8) (column 3)

(frequency x deviation) 2 (column 3)

[frequency x (deviation)2] (column 3)


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Location: Date:

Weather: Start time:

Posted speed limit: End time:

Traffic direction: Traffic direction:

TimeDuration

(s)

Distance

(m)

Spot Speed

(km/ hr)Time

Duration

(s)

Distance

(m)

Spot Speed

(km/ hr)

Vehicle

Type

Table 7: Stop watch spot speed study data form

Vehicle

Type

P l e a s e

C u t H e r e

P l e a s e

C u t H e r

e

To be Verified

TRAFFIC LABORATORY, SCHOOL OF CIVIL ENGINEERING

ENGINEERING CAMPUS, UNIVERSITI SAINS MALAYSIA T-32


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Location: Date:

Weather: Start time:

Posted speed limit: End time:

Traffic direction: Traffic direction:

TimeSpot Speed

(km/ hr)Time

Spot Speed

(km/ hr)Vehicle Type Vehicle Type

Table 8: Laser Gun spot speed study data form


P l e a s e

C u t

H e r e

To be Verified




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(1) (2) (3) (4) (5) (6) (7) (8) (9)

Speed Class

(km/ hr)

Speed Mid-

Class x i

Frequency

f i

Percentage

Frequency

Cumulative

Frequency

Percentage

Cumulative

Frequency

Deviation (3) x (7) (3) x (7)2

∑x i = ∑f i = ∑ = ∑ =



Table 9: Spot speed study analysis form

To be Verified

P l e a s e

C u t H e r e

P l e a s e

C u t H e r e


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TEST 11: MEASURING SATURATION FLOW AT TRAFFIC SIGNALS

OBJECTIVE:

To determine the traffic condition at a signalised intersection. Subsequently, the test result will be

used in determining the signal cycle time for the intersection.

SCOPE OF STUDY:

Traffic signals are used at many junctions to maximize traffic efficiency and safety by separatingconflicting traffic movements in time. Decision on the installation of traffic signals is made on thebasis of traffic flow, pedestrian safety, accident experience and the elimination of traffic conflicts.For any given traffic-flow condition with the signals operating, the duration of the cycle must affectthe average delay to vehicles passing through the intersection. The length of the cycle time isdependent on traffic condition.

It is shown in Road Research Technical Paper 39 that a sufficiently close approximation to theoptimum cycle time Co could be obtained by the following equation

where L = the total lost time per cycle

Y = the sum of the maximum y values for all the phasescomprising the cycle.

APPARATUS:

1. Stopwatch2. Foot tape3. Clip board and field data form4. Safety vest

PROCEDURE:

1. Four observers are needed at the selected approach road stop-line.2. Observer 1 and 2 record the number of vehicles by class (Table 10) discharging from the

queue in successive 0.1 minute (6 seconds) intervals. The reference point for countingvehicles may be taken approximately as the rear wheels cross the stop-line.

1.5L + 51 - Y

Co =


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Table 10: Vehicle classification

Class 1: CAR/ TAXI, SMALL VAN/ UTILITY Class 2: SMALL LORRY/ BIG VAN

Class 3: BIG LORRY (>= 3 AXLES) Class 4: BUS

Class 5: MOTORCYCLE

3. Observer 3 starts the stop watch at the beginning of each green period. Observer 3 willinform the other observers for every successive 0.1 minute interval.

4. Observer 4 need to observe when the flow is no longer at the saturation level because thequeue has disappeared on the lane. In practice the exact end of saturation is difficult todetermine. It is better to assume it ends early rather than late because lack of ‘pressure’often causes a false reduction in the saturation flow at the end of queue.

A saturation cycle means the queue (including those vehicles which merely slow down andare not necessarily stopped on joining the queue) has not fully discharge by the beginningof the red period. If there is a temporary break in the flow past the stop-line caused, forexample, by a vehicle stalling or by a driver being slow to start, the flow is still saturated.

If, however, there was an accident or if some very rare event had occurred which hadcaused the gap to appear in the moving queue, the saturation would be considered to endbefore the gap, otherwise the measurement would not be truly representative. Theobserver should, therefore, decides to include a gap in the saturation flow if he feels thatthe particular event which caused the gap is occurring in his sample of observations inabout the correct proportion.

5. When the flow becomes not saturated, discontinue the recording of the flows in 0.1 minuteintervals. Observer 1 and 2 will record any vehicles passing after the end of the lastcomplete 0.1 minute interval of saturated flow in the column headed “Others” in Table 11.

6. Observer 3 stop the stop watch at the end of the amber period and the observer 4 willrecord the end times in the “Start red t ime” column of Table 11.

7. Although the timing must stop at the end of the amber, any vehicles crossing on the “red”

must be included in the last interval count or in “Others”, as appropriate. Any vehicles thatcross the observation point but fail to complete their journey through the intersection mustnot be counted until the next green period has started.

8. Reset ready the stop watch for the next cycle. 9. The samples should be taken at least for 20 cycles. 10. Give indication in the “Saturated?” column if the cycle is fully saturated. 11. Record the duration of the amber period for three times. Get the average of amber period

for the study. 12. Measure the width of study road. 13. Sketch the layout of the signalized intersection and highlight the study approach. Record

the date, location, road name, weather conditions, start time and end time.


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COMPLETION OF TABLE 11:

1. Convert all the counted vehicles to passenger car unit (pcu) using the following table.

Table 12: Passenger car value

Vehicle Classification PCU Value

1 1.00

2 1.75

3 & 4 2.25

5 0.33

If the exclusive right turning provided, times the pcu value obtained from above with 1.75for the right-turning vehicles. If the left-turning vehicles for the combined straight ahead/left-turning stream exceed 10% of approach volume, times the pcu value obtained abovewith 1.25.

2. Complete the column headed “Last Interval of Saturated Period” for each fully saturatedperiod only (those with a √ in the “Saturated?” column) by entering the duration of the lastinterval in the time column and transferring the number of vehicles in that interval to the

number of column. If, however, this last interval is less than 0.03 minutes, it is combinedwith the preceding 0.1 minute interval (to give a time of 0.11 or 0.12 minutes).3. Sum each column to complete the bottom two lines.

CALCULATION:

1. From Table 11, calculate the average flow in each interval. Then, calculate the meansaturation flow, S1 in pcu/ second using sum of total vehicles dividing sum of totalsamples (excluding the first and last intervals).

2. Represent the data in histogram form (average number of vehicles per 0.1 minutesversus time in minutes). Show the average flow in each interval by the height of therectangle. Indicate the mean saturation flow by the horizontal dotted line.

Figure 4: An example of the average saturation discharge rate for variable green periods.

0

1

2

3

4

1 A

v e r a g e n o . o f v e h i c l e s / 0 . 1 m i n

Time (minutes)

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7c de

a b

f g

k l j

n m

h iS1


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3. Calculate the initial and final lost time using the both method.

Method 1:

The initial lost time, ce = cd – ed

where ed = cd x caef

The final lost time, jl = kl – kj

where kj = kl x knkh

Method 2:

The initial lost time, li = ti – (ni/ S1)

where ti = duration in minutes of initial interval ni = number of vehicles discharged in initial interval S1 = mean saturation flow

The final lost time, lf = tf – (nf / S1)

where tf = durataion in minutes of final interval nf = number of vehicles discharged in final interval S1 = mean saturation flow

4. Calculate the effective green time.

Effective green time = actual green time + amber time - total lost time(for a saturated green period)

where total lost time, l for a saturated green period is the sum of the initial and final losttimes.

5. If saturation flow, S1, is given by

where S1 = saturation flow (pcu/ hour)K = constantw = road with (approach) in meter

Compare the K value obtained from the study with given K = 525.

DISCUSSION:

1. Discuss on the importance and application of saturation flow.2. Discuss about the saturation flow adjustment factors.

S1 = Kw


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S

C a

y O t

c t u Start

l h r red

e e a time No. of Time

r t (sec.) Vehicles (sec.)

N s e

o d ?

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

Average

Table 10: Saturation flow data form

TotalSamples

Number of vehicles Last interval

per 0.1 minute interval (6 seconds) saturation

Total

Vehicles

period


P l e a s e C u t H e r e

To be verified

18126 24 30 36 600 6642 48 54 72




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TEST 12: DETERMINATION OF CYCLE TIME AND SIGNAL TIMING FOR A SIGNALISEDINTERSECTION

OBJECTIVE:

To determine the cycle time and signal timing at a signalised intersection using the SidraIntersection 6.1 software. Subsequently, the signal timing obtained will be used to set up thesignalized intersection in the lab.

SCOPE OF STUDY:

Overall objective of signal control is to provide for a safe and efficient traffic flow throughintersections. Signal timing needs to be properly designed to maximise capacity, minimise delayand reduce conflicts.

For this lab, you are required to determine the cycle time, signal phasing and signal timing for anintersection. Traffic movements, the number of lanes at each approach and traffic volume for eachmovement is as shown in Appendix I (will be given during lab). Use the information in AppendixI to design the signal timing for level-of-service (LOS) between C and D. Use your own judgmentin determining the lane configuration.

1. From the software, determine the red, green and amber interval for each phase.2. Use the signal timing obtained previously to set up the signalized intersection in the lab using

the MATC Set 2003 software.3. Observed and record the signal timing for a few cycles. Find the average value for cycle time

as well as the red, green and amber intervals.4. To set up the system, please take note of the followings:

a. Use “MATC set wizard” to input all required parameters. MATC is the short form of“Malaysian Traffic Adaptive Controller” developed by Syarikat PPK Technologies Sdn.Bhd.

b. The traffic controller used in the lab was also developed and manufactured by PPKTechnologies Sdn. Bhd.

c. For “Group Setting”, choose four groups only (G1, G2, G3, G4)d. In “Lamp Setting”, choose green, red and amber for all four groups mentioned above. For

“Loop Setting”, choose channel 1, channel 2, channel 3 and channel 4.e. For “Phase Flow Setting”, refer to Table 14.

Table 14: Phase Flow Setting

SettingPhase

F1 F2 F3 F4Phase Setting Always Demand Demand Demand

Group Setting V1 V2 V3 V4

Loop Setting Channel 1 Channel 2 Channel 3 Channel 4

f. Use the “Force Multiplan Mode” system. Use morning peak hour.g. For “VA & Link Setting”, use minimum = 20 sec dan maximum = 45 sec.


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PROCEDURE IN USING AASIDRA 6.1 SOFTWARE:

To start using the software:Double click icon Sidra Intersection 6.1.

SITE INPUT Add a site to the Project based on the site (intersection) type, i.e. Signals, Roundabout, Two-Way-Stop, etc. in the Add New Si te group of the Site ribbon.

Intersection

1. Click Intersection dialog in the Site Input section of the Project pane.2. Insert your group number and the junction name at Site Name.3. Use the Approach Editor picture for selection of existing and non-existing legs. In the

Approach Editor picture, a selected intersection leg that exists will be shown in dark redand a selected intersection leg that does not exist will be shown in light red.

4. Specify the Leg Geometry parameter (Two Way / One-Way Approach / One-Way Exit /No Leg) for the intersection leg selected in the Approach Editor picture to configure theintersection.

5. Approach Distance is the mid-block distance between two intersections.6. The Approach Control parameter appears in the Intersection dialog when the Site type is

Two- Way Sign Control (Stop or Giveway/Yield).

7. Quick Input function is provided for most data fields in all input dialogs. This is accessedby clicking the Quick Input button placed at top right corner of the dialog. For example, Approach Distance values for all approach on an intersection leg can be set to the samevalue using Quick Input.

8. Click OK or Process to close the input dialog and save changes to data, or click Cancel or press Esc to close the input dialog without saving the changes.

a. OK means accept data changes and close the input dialog. b. Process means accept data changes, close the input dialog and process input

data carrying out computations and producing output.

c. Apply means accept data changes without closing the input dialog. The Applybutton remains blocked until a data change is made in a dialog.

There is no need to click Apply immediately before clicking OK or Process.


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Movement Definitions

1. Click Movement Definitions dialog. 2. The Origin-Destination Movements tab of the Movement Definitions dialog displays the

movements that exist as a result of the intersection configuration specified in theIntersection dialog. Movement Exists box is checked for all movement except U turns.Check the Movement Exists box if you want to include a U turn.

3. The Origin Destination Movements tab allows the user to "ban" OD movements. To ban anOD Movement, uncheck the Movement Exists box. No Movement Class is allowed for

the banned OD Movement.4. Click OK.

Lane Geometry

1. Click Lane Geometry dialog.2. Click to select an Intersection Leg using Approach Selector picture. Then select a Lane

or Island using the Lane Editor and specify lane data.3. Approach lanes, exit lanes and strip islands can be added or deleted in the Lane Geometry

dialog. Command buttons (+App Lane, +Exit Lane, +Strip Island, Delete) are availablebelow the Lane Editor picture in both the Lane Configuration and Lane Disciplines tabs.These functions are also available when you right-click a lane or strip island in the Lane

Editor picture.4. Click OK.

Volumes

1. Click Volumes dialog.2. In the Vehicle Volumes tab, specify the Volume Data Settings for site.

Unit Time for Volumes: 60 minutesPeak Flow Period: 60 minutesVolume Data Method: Total & Veh

3. Vehicle demand volumes are specified in the Movement Volumes data table for eachselected intersection leg (approach). Click to select an Intersection Leg and specify data.

4. Click OK.


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Priorities

1. Click Priorities dialog.2. Priorities (Opposing movement specifications) are set automatically when the intersection

geometry or control conditions are changed.3. To inspect the Priorities settings, press F2 or Shift F2 or use radio buttons to select an

Opposed Movement. The selected movement will be shown in red colour. The opposingmovements will be shown in green colour. Movements not opposing the selectedmovement will be shown in grey colour.

4. Click OK.


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Phasing & Timing

1. Click Phasing & Timing dialog.2. In the Sequences tab, specify the Signal Analysis Method and specify Sequences. Select

a Sequence for editing and analysis using the radio button in the Sequences table. For theselected Sequence, you can edit the Phases in the Sequence Editor tab.

3. Click a phase in the Phase Selector to select the phase. The selected phase will be shownin a red colour and the phase picture will be shown in the Phase Editor. Use the left andright arrow keys for phase selection.

4. In the Phase Editor, edit the Phase Name, and click the movement arrows to specifymovements running (have right of way) and not running (no right of way) in the selectedphase (toggle action).

5. The phase can be add, clone, delete or change the order using the command buttons givenin the dialog.

6. In the Phase Editor picture, the OD movements that exist for the selected Movement Classare shown in red (stopped) and green (running) colour. Unopposed movements are shownin light green, opposed movements are shown in dark green, Turn On Red is indicated inlight red, continuous movements are shown in light blue and unopposed slip-lanemovements are shown in a magenta colour and opposed slip-lane movements are shownin dark magenta colour.

7. In the Timing Options tab, use the Cycle Time Option to specify the desired method of cycletime calculation. Click the radio button representing the option you want to use.

a. Practical Cycle Time: the program will calculate a cycle time and green times thatsatisfy the practical (target) degree of saturation for critical movements.

b. Optimum Cycle Time: the program will calculate a cycle time that optimises aselected performance measure (minimum delay by default).

c. Optimum Maximum Green Settings: the program will determine values ofmaximum green settings that optimise a selected performance measure (minimumdelay by default) for signalised intersections with actuated control.

d. User Given Cycle Time: the program determines the green times using the givencycle time.

8. The Green Split Priority method is used for the allocation of longer green times tomovements assigned High Priority for green splits while keeping other movements at theirtarget (practical) degree of saturation levels

9. In the Phase & Sequence Data tab, the Reference Phase is used for signal coordinationpurposes (related to the use of signal offset data in the Network Timing input dialog). Oneof the phases in the Sequence is specified as the Reference Phase as a radio buttonselection.

10. Phase Time is the Displayed Green Time plus Intergreen Time where Intergreen Time isYellow Time plus All-Red Time specified for the phase.

11. Click PROCESS.

NETWORK INPUT

Click the Add button in the Network Setup group of the ribbon to add a new (empty) Network tothe NETWORKS section in the Project pane and open the Network Configuration dialog.

Network Configuration Dialog

1. To form a Network, click a Site name in the SITES section and hold, drag to the right paneand drop. The name of the Site included in the Network will appear in the SITES INNETWORK section.

2. Repeat for Sites you want to include in the Network. Then connect the Sites in the rightpane by clicking the grey connection bar at the end of a Site leg, dragging the green line that appears towards another Site leg and dropping in the leg connection bar on thedestination leg.

3. To align a Site with an adjacent Site, shift its position slowly in the dialog using the mouse.

a. Green connection lines and bars indicate a valid connection with consistentnumber of lanes at the midblock connection point and consistent Approach


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Distance values for the two connected Sites.b. Red connection lines and bars indicate a connection error resulting from the

numbers of downstream approach lanes and upstream exit lanes at the virtual mid-block not matching.

c. Dark orange connection lines and bars indicate a connection warning resultingfrom the Approach Distance values that are not the same for the two connected

Sites.5. A connection error (red bars and lines) can be corrected in the Lane Geometry input dialog

by ensuring that the two connected Site legs have the same number of approach and exitlanes at the midblock (virtual) connection point.

6. The connection warning (dark orange connection bars and lines) will be removed whenconsistent Approach Distance values are given in the Intersection input dialog.

7. The Site Input menu can be accessed within the Network Configuration dialog. Right click


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the image of the Site in the right pane, or the name of the Site name in the SITES INNETWORK section on the left pane, and select the required input dialog from the menu tomake necessary changes to Site data. Click Intersection or Lane Geometry in the SiteInput menu to make the data changes necessary to fix the connection error or warning.

8. Click Cancel or press Esc to close the Network Configuration dialog without any changes,or click OK to accept the changes and close. Click Apply to accept the changes while

keeping the dialog open. There is no need to click Apply immediately before clicking OK orProcess. The Process button in the Network Configuration dialog means accept thechanges, close the dialog and process the Network carrying out computations to producenetwork analysis results. This has the same effect as clicking OK to close the dialog andthen using the Process Network command (using the button in the ribbon or quick accessbar)

9. To review an existing Network and make changes if necessary, click Configuration in theNETWORK INPUT section of the Project pane to open the Network Configuration dialog. An existing Site from the Network can be removed by clicking the [x ] button at the bottomright corner of the Site image, or on the right-hand side of the Site name in the SITES INNETWORK section.

Network Timing Dialog

1. Click Network Timing in the NETWORK INPUT section of the Project pane under theNetwork tab.

a. The Connected Site parameter indicates if the Site is connected to the Network ornot.

b. In defining the Offsets, one of the Coordinated Sites in the Network is selected asthe Reference Site.

c. Offset is defined as the time difference between the start time of the ReferencePhase at the subject Site relative to the start time of the Reference Phase at theReference Site

2. Click PROCESS.

To set up the signalized intersection in lab using the “ MATC Set 2003” software

Use the proposed green time from SIDRA output to input in the “MATC Set 2003” software to setup the signalised intersection in the lab.

DISCUSSION:

1. In order for you to design a signalised intersection with level of service between C and D,compare the existing and proposed intersection based on the followings:

a. Lane configuration.b. Signal phasing.c. The cycle time and signal timing obtained for red, green and amber intervals of

each phase.d. Level of service of each movement.e. Delay encountered at each movement.


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PROCEDURE FOR MATC SET 2003:

1. Click “MATC set wizard” and the “Group Setting” screen will appear.

2. Choose four groups and check “Veh” for all four groups and click “Next”.


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3. For “Lamp Setting”, choose four groups and check “Green”, “Red” and “Amber” for all fourgroups.

4. For “Loop Setting”, check the “Channel” which will be used in this lab. In this case, fourchannels will be used.


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7. The “Green Conflict Set for G1” screen is for vehicles movement in the first phase, whichmeans that phase “V2”, “V3” and “V4” stop. Click “Next” for subsequent “Green ConflictSet” for “V2”, “V3” and “V4” same as “G1”.

8. Click “VA & Link Time Setting”. You will need to input the time for “Gap”, “Min”, “Max”, “Red”and “Amber”. For “Gap”, “Red” and “Amber”, use 3 seconds and for “Min” and “Max”, usethe “Displayed Green” values obtained from aaSIDRA software.


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9. Click “Multiplan”. In this interface, you need to determine the time according to the time setin the computer to obtain the plan. If the time is 5pm, choose Plan C.

10. Click “Fix Multi Plan” for setting the time. You have chosen “Plan C” previously, thereforeclick “Plan C” for “F1” and input the time obtained from “Displayed Green” in aaSidra andsubsequently for “F2”, “F3” and “F4”.


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11. Click “General” and then click “Force Multiplan Mode” under the “Others” category. This isto ensure that the traffic light is set according to the multiplan in procedure no.10.

12. In the same interface, click “Online to junction”.


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13. Also in the same interface, click “Download to junction”.

14. Enter the “Username” and “Password” to activate the traffic light.


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15. Press F5 to show the signal timing and to ensure the traffic light is functioning according tothe “Force Multiplan Mode”.


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G1 G2/G3 G4 H5 H6/H7 H8

1 16/02/2015

2 23/02/2015 1 2 3 4 5 6

3 01/03/2015 2 3 4 5 6 7

4 08/03/2015 3 4 5 6 7 8

5 15/03/2015 4 5 6 7 8 9

6 22/03/2015 5 6 7 8 9 1

7 29/03/2015 6 7 8 9 1 28 05/04/2015

9 12/04/2015 7 8 9 1 2 3

10 19/04/2015 8 9 1 2 3 4

11 26/04/2015 9 1 2 3 4 5

12 03/05/2015

13 10/05/2015

14 17/05/2015

15 24/05/2015

16 31/05/2015

17 - 19 06/06/2015

20 - 29 27/06/2016

G1 G2/G3 G4 H5 H6/H7 H8

1 18/02/2015

2 25/02/2015 10 11 12 13 14 15

3 03/03/2015 11 12 13 14 15 16

4 10/03/2015 12 13 14 15 16 17

5 17/03/2015 13 14 15 16 17 18

6 24/03/2015 14 15 16 17 18 10

7 31/03/2015 15 16 17 18 10 11

8 07/04/20159 14/04/2015 16 17 18 10 11 12

10 21/04/2015 17 18 10 11 12 13

10 28/04/2015 18 10 11 12 13 14

12 05/05/2015

13 12/05/2015

14 19/05/2015

15 26/05/2015

16 02/06/2015

17 - 19 06/06/2015

20 - 29 27/06/2016

EAA304/2 SCHEDULE GROUP A: TUESDAY SEMESTER II YEAR 2015/2016

EAA304/2 SCHEDULE GROUP B: THURSDAY SEMESTER II YEAR 2015/2016

BRIEFING

MID SEMESTER BREAK

MID SEMESTER BREAK

REVISION WEEK

GeotechnicalWEEK DATE

WEEK DATE

Highway

Viva Voce (Geotechnical Laboratory)

TEST (All Laboratory)

Viva Voce (Geotechnical Laboratory)

EXAMINATIONS

LONG VACATION

EXAMINATIONS

LONG VACATION

Geotechnical Highway

REVISION WEEK


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LIST OF EXPERIMENTS

GEOTECHNICAL LABORATORY

G1 Direct Shear Test

G2 Unconfined Compression Test

G3 Consolidation Test

G4 Triaxial Test

H5 Marshall Stability Test

H6 Tests On Bitumen

H7 California Bearing Ratio

H8 Tests On Aggregate

T9 Spot Speed Study

T10 Traffic Light Junctions ( Determination of Saturation Flow Rate )

T11 Sidra 6.1 and MATC ( Malasysia Adaptive Traffic Controller ) Software

TRAFFIC LABORATORY

HIGHWAY LABORATORY


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SCHOOL OF CIVIL ENGINEERING


SESSION 2015 2016

LABORATORY REPORT EAA 304 2

SECTION 1 (to be filled up by student)

GROUP NO.: CODE OF EXPERIMENT:

NAME OF GROUP LEADER: MATRIC NO. NAME OF EXPERIMENT:

NAME OF GROUP MEMBER : MATRIC NO.

1

2

3

4

5

LECTURER & RESEARCH OFFICER :

Dr. Mohd. Rosli Mohd . Hasan Assoc. Prof . Ir. Dr. Leong Lee Vien Dr. Muhd Harris Ramli Mrs. Shafida Azwina Mohd Shafie

DATE OF EXPERIMENT :

DATE OF SUBMISSION:

SECTION 2 (to be filled up by examiner)

GRED:

Excellent Very Good (9) Good (7 - 8)Satisfactory (6) Average (5) Weak (1 - 4)

Final Marks: _____________

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