Abstract:
This report documents the development of data collection methodologies that can be used to cost effectively measure truck movements along specific roadway corridors selected by transportation agencies in Washington State. The intent of this study was to design and test methodologies that could be used to measure the performance of freight mobility roadway improvement projects against benchmarks, or selected standards, that would be used both as part of the project selection process and to report on speed and volume improvements that resulted from completed freight mobility projects. One technology tested was Commercial Vehicle Information System and Networks (CVISN) electronic truck transponders, which are mounted on the windshields of approximately 20,000 trucks in Washington. By using software to link the transponder reads from sites anywhere in the state, the transponder-equipped trucks could become a travel-time probe fleet. The second technology tested involved global positioning systems (GPS) placed in volunteer trucks to collect specific truck movement data at 5-second intervals. With GPS data it was possible to understand when and where the monitored trucks experienced congestion and to generate useful performance statistics. The study found that both data collection technologies could be useful; however, the key to both technologies is whether enough instrumented vehicles pass over the roadways for which data are required. This basic condition affects whether the technologies will be effective at collecting the data required for any given benchmark project. The report also recommends the traffic data that should be collected for a benchmark program and the potential costs of using either data collection technology.

Authors:
McCormack,E. D., Hallenbeck,M. E.

Keywords:
agencies, commercial vehicle, condition, congestion, construction, corridors, cost, costs, data, data collection, design, development, freight, freight mobility, freight movement reliability, global positioning, global positioning systems, GPS, improvement, methodology, mobility, networks, performance, positioning, probe program, project, research, roadway, software, speed, statistics, Study, System, systems, technology, traffic, traffic data, transportation, travel time, truck, truck monitoring, trucks, volume, Washington, Washington state

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External Links: http://www.wsdot.wa.gov/research/reports/fullreports/607.1.pdf http://wsdot.wa.gov/Research/Reports/600/607.1.htm

Abstract:
University of Washington researchers developed information tools to increase the speed and efficiency of Washington State Department of Transportation (WSDOT) post-earthquake response and recovery efforts. The researchers upgraded the Pacific Northwest Seismograph Network (PNSN) ground-motion processing software to rapidly generate and disseminate "ShakeMaps," which are maps of earthquake intensity. The researchers also implemented two procedures to estimate the likelihood of slight (or greater) bridge damage; these procedures are based on the intensity of earthquake shaking (obtained from the ShakeMaps) and on each bridge's location, year of construction, and bridge type (obtained from the Washington State Bridge Inventory). The first procedure, developed at the University of Washington, is based on observations of bridge damage from the 2001 Nisqually earthquake. The second procedure is contained in the Federal Emergency Management Agency HAZUS software for predicting the lowest level of damage. Shortly following an earthquake, e-mail and pager alert messages will be sent to WSDOT personnel notifying them of the preliminary earthquake magnitude and epicenter. ShakeMaps and a prioritized list of bridges (ranked by likelihood of bridge damage) will be available on a Web server at the University of Washington and will be pushed to a WSDOT FTP server.

Authors:
Malone,S., Eberhard,M. O., LaBelle,J., Ranf,T.

Keywords:
bridges, damage, earthquakes, fragilities, inspection, ShakeMap, Washington, speed, Washington state, transportation, WSDOT, software, earthquake, bridge, construction, management

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External Links: http://www.wsdot.wa.gov/research/reports/fullreports/602.1.pdf http://wsdot.wa.gov/Research/Reports/600/602.1.htm

Abstract:
Increasing traffic volumes and a deteriorating transportation infrastructure have stimulated the development of new systems and methods to accelerate the construction of highway bridges. Precast concrete bridge components offer a potential alternative to conventional reinforced, cast-in-place concrete components. The use of precast components has the potential to minimize traffic disruptions, improve work zone safety, reduce environmental impacts, improve constructability, increase quality, and lower life-cycle costs. This study compared two precast concrete bridge pier systems for rapid construction of bridges in seismic regions. One was a reinforced concrete system, in which mild steel deformed bars connect the precast concrete components and provide the flexural strength of the columns. The other was a hybrid system, which uses a combination of unbonded post-tensioning and mild steel deformed bars to make the connections. A parametric study of the two types of systems was conducted using nonlinear finite element models to investigate the global response and likelihood of damage for various frame configurations. On the basis of this study, a practical method was developed to estimate maximum seismic displacements from the cracked section properties of the columns, the elastic design displacement response spectrum, and the base-shear strength ratio. The results of the global nonlinear finite element analyses suggest that the systems have the potential for good seismic performance. Further analytical and experimental research is needed to investigate the constructability and seismic performance of the connection details.

Authors:
Hieber,D. G., Wacker,J. M., Eberhard,M. O., Stanton,J. F.

Keywords:
Alternative, bridge, bridges, columns, concrete, concrete bridge, connections, constructability, construction, cost, costs, damage, design, developed, development, environmental, environmental impact experimental, finite element, highway, impact, impacts, infrastructure, methods, models, performance piers, precast, precast concrete, prestressed concete, quality, Rapid construction, Regions, reinforce concrete, research, response spectra, response spectrum, safety, seismic, seismic performance, steel strength, Study, substructures, System, systems, traffic, traffic volumes, trasportation, volume

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External Links: http://www.wsdot.wa.gov/research/reports/fullreports/611.1.pdf http://wsdot.wa.gov/Research/Reports/600/611.1.htm

Abstract:
The SR99-Spokane Street Over-crossing is located in Seattle, Washington, and was built in the late 1950s. Its construction is mostly of reinforced concrete; the reinforcement detailing is poor by modern seismic standards, particularly with respect to confinement, and the underlying soils are also weak. Furthermore, the structure contains many "outrigger bents", in which columns are displaced from their ideal locations to accommodate passage of railroad tracks beneath the structure. These outrigger bents cause significant asymmetry in the structure that could lead to unusual and undesirable seismic response. In this study, the seismic response of the structure was evaluated analytically and seismic retrofit strategies were developed and evaluated. In a companion experimental study by Washington State University (WSU), the as-existing structure was investigated by testing scale models of representative bents, and one retrofit strategy was also tested. In this report, modeling approaches are discussed in detail, and the results of evaluations of the as-existing structure as well as the retrofit strategies are presented. Some components of the structure (e.g. the deck, the already-jacketed columns and the soil-foundation-structure system) were found to be critical to an accurate determination of response and were therefore modeled in some detail. Site-specific ground motions at three different hazard levels were used. The structure was found to be vulnerable, especially to the 72- and 475-year ground motions. The knee-joints that connect the outrigger beams and columns were found to be the most critical components, and their vulnerability was shown to be influenced by the type of retrofit performed on the outrigger column. Retrofit strategies included some designed to increase the strength and ductility of the components, and some intended to reduce the demands on them.

Authors:
Inouye,B., Lehman,D. E., Stanton,J. F., Kramer,S. L.

Keywords:
columns, concrete, construction, ductility, evaluation, experimental, hazard, ITS, knee-joints, modeling, models, outriggers, reinforced concrete, reinforcement, retrofit, seattle, seismic, seismic response, soil-structure interaction, strength, Washington, Washington state

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External Links: http://www.wsdot.wa.gov/research/reports/fullreports/596.1.pdf http://wsdot.wa.gov/Research/Reports/500/596.1.htm

Abstract:
More extensive use of precast concrete components, which are fabricated off-site and then connected on-site, could allow bridges to be constructed more rapidly. The increased use of precast components in bridges also promises to increase work-zone safety and reduce environmental impacts for bridges that span waterways. This report discusses precast concrete systems that have been used for rapid bridge construction outside of Washington State and evaluates whether they are suitable for use within Western Washington. The report also identifies key features that are important for successful precast concrete system applications. Information on previously used systems was gathered through an extensive review of published literature. Washington State Department of Transportation (WSDOT) design and construction engineers, precast concrete producers, and bridge contractors were also consulted to obtain their input on the positive and negative aspects of applied systems. Most applications have been used in areas of low seismic potential. By contrast, Western Washington is subject to strong earthquakes. Because precast systems contain connections, and connections are typically vulnerable to seismic loading, a qualitative evaluation of the expected seismic performance of each system was deemed necessary. The researchers identified four types of precast concrete superstructure systems: full-depth precast concrete panels, partial-depth precast concrete panels, prestressed concrete multibeam superstructures, and preconstructed composite units. The four systems appear to have acceptable seismic behavior, but there are concerns associated with constructability and durability. Precast concrete substructure systems have received much less attention than have superstructure systems. The use of precast substructure components can provide significant time savings by eliminating the time needed to erect formwork, fix steel, and cure concrete in the substructure. The success of the system depends strongly on the connections, which must hae good seismic resistance, have tolerances that allow easy assembly, and be suitable for rapid construction.

Authors:
Hieber,D. G., Wacker,J. M., Eberhard,M. O., Stanton,J. F.

Keywords:
bridge, bridges, concrete, construction, multibeam superstructures, precast concrete, precast substructures, prestressed concrete, Rapid construction, state-of-the-art, systems, safety, environmental, environmental impact, impacts, span, Washington, Washington state, applications, transportation, WSDOT, design, seismic, earthquake, seismic loading, evaluation, performance, superstructure, prestressed, seismic behavior, constructability, durability, steel, resistance

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External Links: http://www.wsdot.wa.gov/research/reports/fullreports/594.1.pdf http://wsdot.wa.gov/Research/Reports/500/594.1.htm

Abstract:
This research was Phase III of field investigations carried out over 12 years at a test section in southwest Washington State in an effort to quantify the contribution of geotextile separators to the long-term performance of pavement sections. Five different geotextile separators, as well as a control (soil-only) section, were installed in a test section covering two lanes with different base course thicknesses on a low volume but heavily loaded rural highway west of Bucoda, Wash. Phase I evaluated the performance of the separators during construction. Phases II and III were conducted to evaluate the performance of the separators 5 and 12 years after construction, respectively. Field and laboratory tests were conducted on the subgrade, granular base materials, and the geotextiles as part of the effort to correlate the performance of the pavement section to the presence of the geotextile separators. Falling weight deflectometer (FWD) testing was also performed at the site as part of the effort to quantify the performance of the pavement section. The laboratory tests indicated that the geotextiles successfully performed their separation function over the 12-year period. However, the soil-only sections had a minimal amount of intermixing at the base course/subgrade interface, indicating that the separation benefits of geotextiles may not be realized under relatively thick pavement sections. Field density tests indicated that the density of the subgrade in the sections with a geotextile generally increased between construction and the first field investigation, whereas the density of the soil-only sections remained about the same. Similarly, the FWD tests showed that the most significant increase in the subgrade moduli occurred in the first few months following construction. However, the soil-only sections exhibited behavior similar to the sections with geotextiles during the FWD testing, suggesting that for the relatively thick pavement sections, incorporation of geotextiles may not have provided a significant contribution to the overall performance of the section over the 12-year period. Some of the FWD results did suggest that geotextiles might contribute to an increase in the base course modulus over time.

Authors:
Collins,B. M., Holtz,R. D.

Keywords:
base, behavior, benefit, benefits, construction, control, density, falling weight deflectometer, field investigations, geotextile, geotextile separators, highway, materials, moduli, pavement, pavement performance, pavement section, research, rural, separators, subgrade, tests, volume, Washington, Washington state, weight, performance

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External Links: http://www.wsdot.wa.gov/research/reports/fullreports/595.1.pdf http://wsdot.wa.gov/Research/Reports/500/595.1.htm

Abstract:
This report documents construction and inspection guidelines for the successful construction of a dowel bar retrofit project.

Authors:
Pierce,L., Uhlmeyer,J. S., Weston,J. T.

Keywords:
construction, construction techniques, dowel alignment, dowel bar, Dowel bar retrofit, inspection, project, retrofit

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External Links: http://www.wsdot.wa.gov/research/reports/fullreports/576.1.pdf http://wsdot.wa.gov/Research/Reports/500/576.1.htm

Abstract:
The Washington State Pavement Management System (WSPMS) offers an organized methodology that WSDOT decision makers use to determine optimum strategies for providing and maintaining pavements in a serviceable condition over a given period of time. It also helps improve decision-making efficiency, provide feedback on the consequences of decisions, and ensure the consistency of decisions made at different management levels within WSDOT. Unfortunately, it is not possible, by simply scanning the WSPMS, to pinpoint reasons why pavement sections made of the same general surface materials and subjected to similar traffic and climatic conditions differ in performance. What the WSPMS can do is assist engineers in developing a candidate list of pavement sections with superior and inferior performance. Common characteristics that linkmultiple pavement sections are of particular interest, in part because they may reflect a common practice(e-g., nighttime construction) that leads to superior or inferior performance.This study undertook various extensive analyses and comparisons to help illustrate common attributes of Washington state pavements with superior and inferior performance. The research also reviewed field performance data for Interstate 90 within the 1999 version of the WSPMS. The purpose was to examine all pavement segments on the 480 km of Interstate 90 within Washington state.Reducing variability will allow WSDOT to produce more consistent pavement performance and will allow increasingly effective planning and forecasting. An almost certain byproduct of this increased planning effectiveness will be a more efficient allocation of available funding.

Authors:
Baker,M. J., Mahoney,J. P.

Keywords:
Assessment, condition, construction, data, effectiveness, forecasting, management, management system, materials, methodology, pavement, pavement management, pavement performance, pavement section, pavements, performance, planning, research, superior inferior, System, traffic, Washington, Washington state, WSDOT

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Abstract:
Funded by the 1987 Intermodal Surface Transportation Efficiency Act, the Strategic Highway Research Program (SHRP), was a five year, $150 million research program to improve the performance of the nation's roads by addressing four key areas: concrete and structures; highway safety and maintenance; asphalt; and long-term pavement performance. Nearly one-third of the $150 million was allocated for the study of asphalt, specifically to develop performance based specifications that would relate material properties of the binder and the mix to field performance. Superpave (Superior PERforming asphalt PAVEments) encompasses the products of the SHRP asphalt research program and consists of three interrelated elements: an asphalt binder specification with supporting tests; a mix design and analysis system with supporting tests; and performance prediction models. This report is a compilation and synthesis of Washington DOT's (WSDOT) experience with selected components and concepts of the SHRP/Superpave technology to include the following: performance graded (PG) binder usage and specification validation; gyratory mix design; the Superpave Shear Test (SST); and field performance of the Superpave mixes.Binders typically specified by WSDOT (AR400OW and PBAs -2, -5, -6. -6GR) were classified in terms of five Superpave performance grades: PG 58-22; 64-22; 64-28; 64-34; and 70-28. Although data from 171 weather stations suggest that as many as 6 low- and 5 high-temperature grades could be specified, binder availability and regional pavement distress were used to develop guidelines for statewide PG usage. Three binders were recommended for use in the western, northeastern and southeastern regions of the state as follows: PG 58-22; PG 58-34; and PG 64-28, respectively. Validation of the binder specification with respect to low temperature cracking was accomplished using binder and field performance data from 28 projects. The results were very encouraging: the original SHRP algorithm for binder selection correctly "predicted" field performance in 22 of 28 cases, whereas the LTPP algorithm for binder selection correctly "predicted" field performance in 26 of 28 cases.Additionally, a laboratory experiment using the Superpave Shear Test (SST) apparatus was undertaken to test the effectiveness of binder "bumping," i.e., increasing the high temperature grade because of exceptionally high traffic volume and/or slow or standing traffic. The data clearly indicate that the SST is an effective tool for discriminating between binders and that 'bumping" may be effective in reducing pavement rutting. Permanent shear strain for specimens made with a PB 70-xx binder was only 25 to 33% of the shear strain for specimens made with a PG 58-xx binder.As originally configured, the Superpave mix design matrix included seven traffic levels and four temperature regimes for 28 possible compaction levels. Recognizing that the 28 compaction levels made for a somewhat unwieldy system, WSDOT attempted to reduce the number of compaction levels by conducting a series of mix designs at each compaction level. The results of the limited experiment suggest that it might be possible to limit the number of compaction levels required for mix design. Research by Brown et. al. (NCHRP 99) tends to confirm this as they have suggested reducing the number of compaction levels and provided more definitive guidance with respect to each level.Since 1993 WSDOT has place 44 projects which include some component of the Superp ave technology. For 17 of these projects parallel Hveem and Superpave mix designs were conducted. In 13 of the 17 cases, the Superpave design asphalt content was equal to or greater than the Hveem design asphalt content, though the difference was usually no more than 0.2%. A fundamental difference between Hveem and Superpave mix design methods is the compaction device. Data from these field projects indicate that the current kneading and gyratory compaction protocols (at least for 109 gyrations) yield similar air void contents.As noted previously, Washington DOT has placed 44 projects which involve some component of the Superpave technology. For 18 of the projects a conventional Hveem mix design was conducted using a PG binder (Hveem-PG). The remaining 26 projects were truly Superpave, i.e., the materials selection and mix design were established in accordance with the Asphalt Institute's SP2, Superpave Level 1 Mix Design. According to WSDOT practice the following numerical indices trigger maintenance: Pavement Structural Condition (PSC) 10 mm; or International Roughness Index (IRI) > 500 cnVkm. Although relatively "young", the 44 projects are performing quite well. The average values of rutting, PSC, and IRI (4, 91, and 121, respectively) are all well below the "trigger" values. With respect to rutting and PSC, the performance of Hveem-PG and Superpave projects is virtually identical. However, the ride quality of the Superpave projects is a bit rougher than the Hveem-PG binder projects: IRI of 134 for the former and 103 for the latter. The higher values of IRI measured on the Superpave projects may be the result of the typically coarser aggregate gradation or differences in construction techniques.WSDOT's Superpave experience has not been without challenges. Still, its overall experience has been very encouraging. Experimentation with the revised compaction matrix, continued use of the SST, field validation of the "bumping" experiment, and long-term monitoring of field performance will provide the necessary data to allow WSDOTs critical assessment of Superpave's technical merit and economic viability.

Authors:
Leahy,R. B., Briggs,R. N.

Keywords:
SHRP, Superpave, asphalt, intermodal, transportation, transportation efficiency, highway, research, program, performance, concrete, structures, highway safety, safety, maintenance, pavement, specifications, specification, asphalt pavement, pavements, tests, design, analysis, prediction, models, Washington, WSDOT, data, temperature, cracking, LTPP, traffic, volume, compaction, materials, condition, international roughness index, roughness, index, ride quality, quality, aggregate, construction, ITS, monitoring

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Abstract:
The impacts that would result from providing "reserved capacity" for trucks rather than restricting trucks are considered in this study. In the extreme case, trucks would be allowed to travel in a dedicated or exclusive lane. A more moderate approach would be to provide a cooperative dedicated lane in which vehicles such as trucks and buses could share a common lane and yet be separated from general traffic.The study determined the following. Reserved-capacity strategies for trucks would offer (1) nearly $10 million in annual travel time savings for the trucking industry, (2) a savings of about 2.5 minutes per average truck trip (less than 8 percent savings in trip travel time), and (3) almost $30 million in annual travel time savings for single-occupancy vehicles in the Seattle region. The difference in travel times between the reserved-capacity strategy that would add trucks to the existing HOV lanes and the one that would add an exclusive truck lane would be insignificant, providing little justification for the construction of an exclusive truck lane. In all likelihood, the impact of reserved-capacity strategies on safety would be small, depending on the particular reserved capacity strategy. Reserved capacity strategies for trucks would accelerate pavement deterioration in the reserved lanes, but the reduction in the pavement deterioration rates of the general purpose lanes might help to balance future reconstruction costs. Surveys of the general public and subsequent statistical analysis showed considerable resistance to reserved-capacity strategies for trucks. However, this resistance is not unlike that encountered when HOV lanes were first considered.It is the recommendation of this study that the idea of reserved-capacity strategies for trucks continue to be presented to the trucking industry, to the public, and to other impacted agencies for discussion and consideration. The study showed that the adverse impacts of such strategies are easily manageable and there is at least potential for freight-productivity improvements.

Authors:
Trowbridge,A., Nam,D., Mannering,F. L., Carson,J.

Keywords:
agencies, analysis, Annual, buses, construction, corridors, cost, costs, deterioration, exclusive truck lanes, freight, freight mobility, HOV, HOV lanes, impact, impacts, improvement, lanes, pavement, public, reconstruction, research, resistance, safety, seattle, statistical analysis, survey, Surveys, travel, travel time, travel times, truck, trucking, trucks, urban

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Abstract:
This report describes the construction of asphalt pavements made with three types of asphalt binders. The three types of binders were PBA-6, PBA-6GR (ground rubber), and AR4000W. The two modified binders, PBA-6 and PBA-6GR, are being evaluated to determine their resistance to rutting as compared to the conventional binder, AR4000W.Construction was not without problems. Cyclic segregation, defined as repetitive areas of asphalt mix segregation that occur at approximately every truck load, was a major problem on the northbound lanes. A material transfer device was used on the southbound lanes which minimized the cyclic segregation effect.At the time of this report (approximately two years and 1.0 to 2.0 million ESALs), there is no data that indicate which of the three asphalt binder types will have better performance. The project will be monitored over the next five to ten years to identify if any added performance is gained in any one of the mixes.

Authors:
Pierce,L. M.

Keywords:
rubber asphalt pavement, performance based asphalt pavement, cyclic segregation, construction

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Abstract:
The construction of the Washington State Department of Transportation's first hot in-place recycling project is documented. The project is located in the eastern portion of the state southwest of Yakima on SR-97. The two southbound lanes for approximately 5.5 miles were recycled using the Pyrotech brand of equipment.The report also includes a description of the hot in-place recycling process, equipment specifications, a discussion of the limitations and benefits of the process, and a survey of other state DOTs' experience with the process.

Authors:
Pierce,L. M.

Keywords:
asphalt concrete, recycling, in-place, construction

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Abstract:
The objective of this project was to recommend to the Washington State Department of Transportation a new process for conducting constructability reviews. In Phase I of the project, the researchers sought to define the problem, identify critical issues, and develop the initial elements of a Constructability Review Process (CRP).To understand how WSDOT develops its projects, the researchers obtained documents and briefs on a current series of management studies; reviewed WSDOT's manuals, directives, and guides describing the project development process involved; and conducted an extensive round of interview with WSDOT staff and management, as well as interviews with consultants and others involved with the process. They also reviewed projects on SR 18 in the Northwest Region.The CRP model was developed concurrently with other studies focusing on other aspects of improving the WSDOT Project Development Process. Although significant changes are being implemented that should result in improvements, the researchers found that issues germane to constructability remain. These include the need for WSDOT to consider constructability in a statewide Project Management Process; to form a multi-disciplinary CRP team at the project scoping phase; for closer communication, coordination, and team building between the Headquarters Structures Service Center and the Regional Design offices; for plans review coordination with the final constructability review; for structured project checklists for use throughout the project development process; and for an accessible record of design decisions made, as well as design and post-contract lessons learned.The researchers agree that re-engineering being done to the project development process is making improvements that are consistent with the constructabilityt enhancement provided by the CRP. The main aspects of this new process are as follows: At the draft Project Identification Report (PIR) stage, a project-level Value Engineering study should be considered for projects that are major, costly, or that include complex features to evaluate every possibly alternative for the project. A set of up to four constructability reviews should be implemented, with the number depending on the project's type, size and complexity. The general purpose of the constructability review is to assure that constructability issues, including maintainability, are identified and resolved before completion of the PS&E. A system of checklists and a compendium of lessons learned should be developed for use throughout the project.

Authors:
McManus,J. F., Phillip,N. A., Stanton,J. F., Turkiyyah,G. M.

Keywords:
constructability, quality, design, construction, maintenance

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Abstract:
For floating bridge construction, the transition span from shore to the floating portion of the structure is subject to longitudinal movement in combination with horizontal and vertical rotation. These large movements pose special problems for the expansion joint system at both ends of the transition span. The expansion joint system selected for these conditions must accommodate the wide range of movements involved and remain watertight, corrosion free, durable, require little or no maintenance, and have a useful life of 25 to 30 years.The purpose of this experimental project is to gain knowledge about the effectiveness of the modular expansion joint system over time and to obtain knowledge about field installation techniques and structural performance. Due to weld cracking in similar expansion joints used in the existing SR 90 Third Lake Floating Bridge, it was deemed prudent to require a five-year warranty on the expansion joints on this project. The state will monitor the performance during the warranty period.The evaluation of warranty provisions for these expansion joint systems has been FHWA approved as Special Experimental Project No. 14. This experimental project is a part of FHWA's program of encouraging innovative concepts in contracting procedures.

Authors:
Roper,T. H., Henley,E. H. Jr

Keywords:
expansion joints, bridge deck rehabilitation, construction

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Abstract:
This report documents the rehabilitation of a faulted Portland cement concrete pavement with epoxy coated dowel bars. The dowel bars were installed parallel with centerline at each joint to reestablish panel to panel interlock. The construction project also included the trial installation of tied PCC shoulders as a means of stabilizing the panels. Diamond grindling was also included in the contract to bring the retrofit pavement back to a smooth longitudinal profile.Early performance results indicate that the retrofit dowel bars are performing better than the tied shoulders with regard to preventing the reoccurrence of faulting.

Authors:
Pierce,L., Korynta,A.

Keywords:
concrete, construction, dowel bar, Epoxy, faulting, pavement, PCC, PCCP rehabilitation, performance, portland cement concrete, profile, project, rehabilitation, retrofit

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Abstract:
This report documents the construction of two experimental test sections of asphalt concrete pavement containing polymer and ground rubber additives. The two sections are located on I-5 south of Olympia, Washington and were constructed in the summer of 1992.The test sections were paved with an open-graded using PBA-6 and asphalt cement binders. PBA-6 is a performance based asphalt cement with a polymer additive. is a performance based asphalt cement but with ground tires as the additive. The is a for a new product developed by the U.S. Oil and Refining Company of Tacoma, Washington. The completed test sections are performing well, although the PBA-6GR section is flushing due to too high of an initial asphalt content. The sections will be monitored of 10 years to determine long-term performance.

Authors:
Livingston,J., Anderson,K. W.

Keywords:
additive, asphalt, asphalt concrete, Asphalt Concrete pavement, Asphalt content, asphalt pavement, concrete, construction, counties, crumb-rubber, developed, experimental, line, open-graded, pavement, pavements, performance, performance based specifications, polymer, rubber, tire, tires, Washington

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Abstract:
The construction and pressure testing of a field installation of ADS HDPE corrugated PVC sewer pipe is documented in this report.

Authors:
Anderson,K. W., Gubbe,J.

Keywords:
bridge, construction, drainage, facilities, maintenance, pipes, plastic, pressure, PVC, Washington

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Abstract:
The major objectives of this study were to examine: (1) the types of recycled materials that are appropriate and feasible as alternative paving materials such as glass and tires; and (2) the types of recycled materials, such as mixed-plastics and compost, that can be utilized in all types of transportation applications other than pavements. Seven key products are investigated: tires; glass; asphalt concrete fly ash; compost; mixed plastics; and sign stock. Performance and cost data for pavements is documented for both in-state and nationwide applications. The national experience \'with the use of waste glass as an additive to asphalt concrete and its use in unbound base material is so highlighted. Programs for experimental use of recycled material are outlined. Recommendations for staffing and program changes to deal with recycling are also discussed.

Authors:
Swearigen,D. L., Jackson,N. C.

Keywords:
additive, Alternative, applications, asphalt, asphalt concrete, base, base materials, concrete, construction, cost, data, experimental, fly ash, Glasphalt, highway, highway construction, ITS, materials, objectives, pavement, pavements, performance, program, recycled ACP, recycling, Rubber-asphalt, tire, tires, transportation

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Abstract:
Latex modified concrete overlays normally requires 48 hours of cure time before traffic can bee restored to the structure. It is desirable to minimize the disruption to traffic. High early strength latex modified concrete, as demonstrated by this project, can reduce the cure time. A 1-1/2 inch overlay of high early strength latex modified concrete on SR5 Overcrossing NE 145th Street bridge No. 513/32, in October 1989. The existing concrete box girder bridge has a deck area of 14,442 sq. ft. The overlay concrete contained Type III cement; the latex was supplied by Dow Chemical USA. The use of high early strength latex modified concrete can reduce traffic closure time by approximately 24 hours compared to a normal latex modified concrete. The actual bridge closure time will be dependent on the timing of other project activities related to expansion joint repairs or modifications, striping, and off-structure work.

Authors:
Roper,T. H., Henley,E. H. Jr

Keywords:
bridge and construction, bridge deck overlay, concrete additives, bridge deck repairs, latex modified concrete, construction

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Abstract:
This paper presents the results of a research project to determine the long-term performance of wood fibre embankments, that were constructed by the Washington State Department of Transportation (WSDOT) beginning in 1972. At the time of their construction, concern existed that wood fibre fills would only provide a 15 to 20 year service life.Performance of existing wood fibre fills was evaluated based on thequality of the wood fibre material, quality of the effluent, and condition ofthe pavement. A visual classification system rating the wood fibre from freshto completely decomposed was developed and used in order to establish acriteria from which all wood fibre mater.ia1 could be -rated.. Visual examinationin conjunction with laboratory tests were used as determining aspects for theeffluent quality. The WSDOT Pavement Management System was used to evaluate relative pavement performance. Site descriptions are presented giving specificcharacteristics and properties of the fills inventoried, An analysis of t h i sinformation was done to determine the effectiveness of the fills.Over half the wood fibre samples were found to be nearly fresh or freshand none w e found to be completely decomposed. In all but one case, thepavement quality over the wood fibre fills surpassed the comparative highwaysegment rating indicating the wood fill\'s performance exceeded thatof the surrounding area. Generally, the surface water in the vicinity of thewood fibre was found to be clean and pure indicating no adverse impact ofeffluent. Given the above findings, embankments constructed of wood fibre werefound to perform well over ahnost a 20. year period. Service life in excess of50 years can be expected - of wood fibre fills.

Authors:
Kilian,A. P., Ferry,C. D.

Keywords:
analysis, condition, construction, developed, effectiveness, Embankments, evaluation, impact, Leachate, management, management system, pavement, pavement management, pavement performance, pavements, performance, performance evaluation, project, quality, research, tests, transportation, Washington, Washington state, Wood fibre, WSDOT

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Abstract:
The construction and leakage testing of a field installation of CONTECH A-2000 corrugated PVC sewer pipe is documented in this report.

Authors:
Anderson,K. W.

Keywords:
construction, contech, drainage, pipes, plastic, PVC

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Abstract:
In order to provide for a preload fill in an area of limited right-of-way, the Washington State Department of Transportation designed and supervised the construction of a geotextile reinforced retaining wall 12.6m (41.3 ft) high. Because the wall supported a surcharge fi11 more than5 m (16 ft.) in height and was significantly higher than any previouslyconstructed wall of i t s type, an extensive program of instrumentationof the geotextile reinforcement and measurement o f the wall movementswas instituted. The paper describes the wall design and construction,1)purpose and objectives of the instrumentation program, instrumentation . .selection and installation, and results of the monitoring. The measureddeflections and reinforcement strain were low, and overall wall performance was excellent.

Authors:
Allen,T. M., Christopher,B., Holtz,R. D.

Keywords:
construction, design, geotextile, Geotextiles, monitoring, objectives, performance, program, reinforcement, retaining wall, surcharge, transportation, walls, Washington, Washington state

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External Links: http://wsdot.wa.gov/Research/Reports/200/257.1.htm

Abstract:
The Washington State Department of Transportation is conducting experimental field evaluations of selected polymer concrete thin (1/4 inch) overlays. The polymer concrete material is manufactured by private industry firms and installed on selected bridge decks under standard WSDOT construction contracts. Approximately 24 bridges will be involved in the experiment; eight of these are included in federal participating construction projects as experimental features.A polymer concrete thin overlay, The Conkryl Broadcast System (methlmethacrylate), was applied to the deck of the South 154th Street Overcrossing, Bridge No. 5/523, under Contract No. 3354, SR 405 Tukwila to South Renton HOV Lanes. This bridge is a prestressed girder bridge located on the mainline I-5 at the intersection with I-405 in Seattle, Washington.

Authors:
Roper,T. H., Henley,E. H. Jr

Keywords:
bridge, bridge deck, bridge deck repairs, bridge decks, bridges, concrete, construction, contracts, Deck, evaluation, experimental, HOV, HOV lanes, lanes, overlay, overlays, polymer, polymer concrete, prestressed, project, seattle, thin overlay, transportation, Washington, Washington state, WSDOT

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Abstract:
A polymer concrete thin overlay, EP/FLEX III(epoxy) was applied to the deck of the Custer Way undercrossing, Bridge No. 5/316, under Contract No. 3361, SR 5 Trosper Road Interchange to Capitol Lake Interchange. This bridge crosses mainline I-5 in Tumwater, Washington. This report describes the construction and provides data on the post construction evaluation of the completed overlay.

Authors:
Roper,T. H., Henley,E. H. Jr

Keywords:
bridge and construction, thin overlay, polymer concrete, bridge deck repairs, construction

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Abstract:
This project overlayed three existing bridges on SR 5 in Skagit and Whatcom Counties with microsilica modified concrete. The bridges involved were 5/725 Alger Road Undercrossing; 5/803 Samish Inn Undercrossing; and 5/807 South Bellingham Undercrossing.The minimum overlay thickness was 1-1/2 inches. Superplasticizer was added to the mix. The concrete was mixed in a conventional batch plant, with the technical representative from the microsilica supplier providing assistance. The microsilica modified concrete overlay was finished and cured as prescribed by WSDOT's specification for LMC overlays.The finished decks exhibited an abnormal number of shrinkage cracks, which had to be sealed. Problems with excessive slump are believed to be the cause of this cracking.

Authors:
Roper,T. H., Henley,E. H. Jr

Keywords:
bridge deck overlay, concrete additives, bridge deck repairs, microsilica concrete, silica fume, construction

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Abstract:
The Washington State Department of Transportation will be conducting experimental field testing of several selected polymer concrete thin (1/4 inch) overlays over a ten-year period. The polymer concrete material is manufactured by private industry firms and installed on selected bridge decks under standard WSDOT construction contracts. Approximately 21 bridges will be involved in the experiment; eight of these are included in federal participating projects as experimental features.Washington State Department of Transportation will be conducting experimental field testing of several selected polymer concrete thin (1/4inch) overlays over a ten-year period. The polymer concrete material is manufactured by private industry and installed on selected bridge decks under standard WSDOT construction 21 bridges will be involved in the experiment; eight of these are included in federal participating projects as features. The polymer concrete thin overlays were applied to the decks of the River Bridge and the Yakima River Bridge under Contract No. 3 SR 90 and SR 82, Interchange to Terrace Heights. Both bridges are steel truss bridges located on SR 82 just outside Yakima, Washington. Both the epoxy overlay and the methacrylate overlays were versatile products apply under difficult traffic control conditions. Starting and stopping the various pours to accommodate opening and closing of lanes for traffic proved satisfactory. To the extent possible, work was performed at night when traffic was light. All three lanes were then opened to traffic in the early morning to accommodate peak traffic conditions.

Authors:
Roper,T. H., Henley,E. H. Jr

Keywords:
bridge, bridge deck, bridge deck repairs, bridge decks, bridges, concrete, condition, construction, contracts, control, Deck, Epoxy, experimental, lanes, light, overlay, overlays, polymer, polymer concrete, steel, steel truss bridge, thin overlay, traffic, traffic control, transportation, Washington, Washington state, WSDOT

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Abstract:
Washington State has approximately 700 bridge decks that may require a latex modified concrete (LMC) overlay in the next 12 to 15 years. The microsilica concrete overlay is seen as a possible alternative to the increasingly expensive latex modified concrete.A microsilica modified concrete overlay was placed on Bridge 5/718W in Skagit County.The bridge is a concrete box girder structure with 8,100 square feet of deck area. The ADT on this bridge is 9,150 vehicles per day.The minimum overlay thickness was 1% inches. Superplasticizer was added to the mix. The concrete was mixed in a conventional batch plant with the technical representative from the microsilica supplier providing assistance. The microsilica modified concreteoverlay was finished and cured as prescribed by WSDOTts specification for LMC overlays.The microsilica was supplied as a slurry. Force 10,000, produced by W. R. Grace and Company, Cambridge, Massachusetts, was the source of the microsilica.The long-term performance evaluation of the microsilica-modified concrete will be based on a direct comparison with the LMC overlay to be constructed on Bridge 5/71SE. Both bridges are of similar construction, have the same deck area and ADT, and have existing decks with similar levels of chloride contamination. Both overlays were constructed under the same contract.

Authors:
Roper,T. H., Henley,E. H. Jr

Keywords:
Alternative, bridge, bridge deck, bridge deck overlay, bridge deck repairs, bridge decks, bridges, chloride, concrete, concrete additives, construction, contamination, Deck, evaluation, latex modified concrete, microsilica concrete, overlay, overlays, performance, performance evaluation, silica fume, specification, Washington, Washington state

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Abstract:
This report describes the construction of an experimental section of asphalt concrete pavement overlay which contained the additive carbon black. A long term evaluation of the overlay seeks to determine if there is a significant difference in performance between it and an adjacent control section of pavement which contains no additive.Preliminary laboratory results indicate that the viscosity/temperature curve for the carbon black asphalt binder has been altered in a way that the temperature susceptibility of the pavement is decreased.

Authors:
Livingston,J.

Keywords:
additive, asphalt, asphalt concrete, Asphalt Concrete pavement, Carbon black, concrete, construction, control, evaluation, experimental, overlay, pavement, performance, susceptibility, temperature, terperature susceptibility

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Abstract:
Various methods of controlling traffic through construction zones are examined. The accident statistics concerning construction flagging are summarized, indicating the need for improvements in construction flagging techniques. A research methodology is presented for implementing and evaluating several flagging techniques.

Authors:
Hinze,J., Ifie,A. O.

Keywords:
construction, construction flagging, evaluation, flagging techniques, highway, highway construction, methodology, research, statistics, traffic, traffic control

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Abstract:
This Post Construction Report provides an overview of the selection of a chemical sealer and its use as a method of protecting the girders and piles of the Nasell River Bridge from the intrusion of chloride ions. The structure treated is located in a marine environment. Chem-Trete Silane sealer was used for this structure and applied as specified by the manufacture. After 1 1/2 years exposure to a salt environment no deteriation of the concrete has been detected. Monitoring of the structure will continue under Washinton State Department of Transportation\'s Bridge Inspection program.

Authors:
Toney,C. A.

Keywords:
bridge, chloride, concrete, concrete sealer, construction, corrosion, deterioration, environment, exposure, inspection, ITS, marine, monitoring, piles, program, salt, seal coat waterproofing, sealer, transportation

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Abstract:
The use of BoniFibers fiber reinforced Asphalt Concrete Pavement (ACP) at three City of Tacoma intersections is reported. Product selection, fiber reinforced ACP mix design, old pavement removal, construction and evaluations are documented.BoniFibers fabric reinforced ACP appears to provide a durable roadway at intersections that have a high volume of turning and heavy traffic. Continued monitoring of the City of Tacoma fiber reinforced ACP is recommended until major deterioration occurs.

Authors:
Toney,C. A.

Keywords:
asphalt, asphalt concrete, Asphalt Concrete pavement, Bonifibers, concrete, construction, design, deterioration, evaluation, fiber Reinforced ACP, fiber reinforced pavement, monitoring, pavement, pavements, Polyester Fibers, Polymar Fibers, roadway, traffic, volume

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Abstract:
The Washington State Department of Transportation will be conducting experimental field testing of several selected ploymer concrete thin overlays over a ten-year period. The ploymer concrete material is manufactured by private industry firms and installed on selected bridge decks under standard WSDOT construction contracts. Approximately 14 bridges will be involved in the experiment.The study was conducted in cooperation with the U.S. Department of Transportation, Federal Highway Administration. The Washington State Department of Transportation will be conducting field testing of several selected concrete thin overlays over a ten-year period. The polymer concrete material is manufactured by private industry and installed on selected bridge decks under standard WSDOT construction contracts. 14 bridges will be involved in the experiment. The Snake River Bridge at Clarkston, Washington, Bridge No. 12/915, is the first bridge of the to receive a 1/4 thin overlay. The polymer concrete used is by Polycarb. The deck was repaired and overlaid in June of 1986. Work on the thin overlay began on June 8 and was completed on June 20. A total of 6,477 S.Y. of overlay was involved. Traffic was accommodated at all times on the portion of the bridge not being overlaid. Construction progressed relatively smoothly per the inspector\'s report. The material permitted the contractor flexibility in the rate of installation and in starting and stopping the work. Width of installation was varied to accommodate temporary traffic lanes. Pavement skid tests and bond tests all proved satisfactory. Ninety-one percent of the resistivity tests exceeded the minimum required by the specifications. The majority of the test points that did not meet the minimum specified occurred at the beginning of the work, where the contractor attempted to apply the material with spray that apparently did not provide accurate proportionate mix of the epoxy components. Subsequent tests and reports delamination, half-cell, chloride content, and rutting values to the original deck survey values.

Authors:
Roper,T. H., Henley,E. H. Jr

Keywords:
bridge, bridge deck, bridge deck repairs, bridge decks, bridges, chloride, concrete, construction, contracts, Epoxy, experimental, half-cell, highway, lanes, overlay, overlays, pavement, polymer, polymer concrete, specification, specifications, survey, tests, thin overlay, traffic, transportation, Washington, Washington state, WSDOT

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Abstract:
The Washington State Department of Transportation will be conducting experimental field testing of several selected polymer concrete thin (1 1/4 inch) overlays over a ten-year period. The ploymer concrete material is manufactured by private industry firms and installed on selected bridge decks under standard WSDOT construction contracts. Approximately 21 bridges will be involved in the experiment; eight of these are included in federal participating projects as experimental features.The Grays River Bridge at Roseburg, Washington, Bridge is the second bridge of the federal aid projects to receive a thin concrete overlay. The polymer concrete used was Degadur 330, made by Degussa Company and installed by Floor. The deck was overlaid in August of 1986. Work on the thin overlay began on August 4, 1986 and was completed on August 5, 1986. A total of 586 S.Y. of overlay was placed. There was no traffic on the bridge during the overlay placement. The overlay contractor had a well trained crew and the overlay placement went very smoothly. The experience showed when the different operations of primer, overlay, and sealer were sequenced so that when one layer cured out, the next operation was ready to go. Friction tests and electrical resistivity tests were all satisfactory.

Authors:
Roper,T. H., Henley,E. H. Jr

Keywords:
bridge, bridge deck, bridge deck repairs, bridge decks, bridges, concrete, construction, contracts, experimental, friction, overlay, overlays, polymer, polymer concrete, sealer, tests, thin overlay, traffic, transportation, Washington, Washington state, WSDOT

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Abstract:
This is the post construction and one year evaluation Report of being used as the wearing course on a bridge deck overlay under very high traffic volumes. A rubberized Class D Asphalt Concrete Pavement friction course was used on an adjacent bridge to compare against the PlusRide. The properties evaluated were friction resistance, noise, fatigue properties and deicing characteristics. The friction and noise properties are the same. The PlusRide has deeper ruts and large areas in the traveled lane have delaminated. The deicing characteristics have not been confirmed. The rubberized class ACP is performing better than the PlusRide.

Authors:
Peters,A. J., Schultz,R. L.

Keywords:
asphalt, asphalt concrete, Asphalt Concrete pavement, asphalt pavement, bridge, bridge deck, bridge deck overlay, bridges, Class D, concrete, construction, Deck, evaluation, fatigue, friction, friction course, noise, overlay, pavement, PlusRide, resistance, Rubberized, traffic, traffic volumes, volume

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Abstract:
A Highway Advisory Radio (HAR) system was installed on I-90, Snoqualmie Pass to inform motorists of winter driving conditions. Despite numerous operational problems with equipment, the service has been well received by the traveling public. The system was found to have an added benefit during the summer months as an information system to alert motorists of delays or other problems caused by construction activities. The HAR system on Snoqualmie Pass has been expanded and additional systems have been installed in the Seattle area to inform motorists of construction activities.

Authors:
Krug,H. O.

Keywords:
benefit, condition, construction, HAR, highway, Highway Advisory Radio, public, seattle, systems, winter, winter driving

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Abstract:
This study investigated the feasibility of eliminating endblocks from pretensioned continuos bridge girders. The removal of endblocks is estimated to reduce girder costs by 5 to 10 percent. The girders studied were the Washington State Department of Transportation\'s \"Series 14\". These girders are characterized by 5 inch thick webs and are prestressed with both harped and straight 1/2 inch diameter grade 270 stands. Previous research had recommended the elimination of endblocks for simple span bridges. This study dealt with continuous bridges.The research consisted test and a destructive laboratory test. The field test was used identify bases for the destructive testing. \"Series14 \" girder with endblocks and \"Series 60\" girders without endblocks were instrumented with strain gages and monitored from the time they manufactured to the time thel oads were tested on the bridge. The laboratory test was performed with a balanced cantilever arrangement using two \"14\" girders without without endblocks. The joint at the support was made continuous by providing deck reinforcement in a manner similar to reinforcing details used by WSDOT. Concentrated incrementally applied at a distance of 13 ft.10 inches from the continuous support. The modified girders performed effectively under applied loads. Therefore, endblocks may be removedfrom continuous Series \"14\" girders with normal diaphragms. The study recommends that one \"Series 14\" continuous girder without endblocks be designed and monitored through the various stages ofconstruction and service in another bridge.

Authors:
Itani,R., Hiremath,G. S., Vasisth,U.

Keywords:
base, bridge, bridges, concrete, construction, cost, costs, Deck, design, diaphragms, endblocks, field test, girders, loads, prestressed, prestressed concrete, Prestressing, pretensioned, reinforcement, research, span, transportation, Washington, Washington state, WSDOT

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Abstract:
Darex Corrosion Inhibitor (DCI) was specified for use in the Dogfish Bay Bridge on SR 308 in Kitsap County. The bridge is a 90-foot long structure located within a tidal zone. The superstructure is an 18-inch deep prestressed concrete slab. Darex Corrosion Inhibitor (DCI) was specified for use in the Dogfish Bay Bridge on SR 308 in County. The bridge is a 90-foot long structure located within a tidal zone. The superstructure is an 18-inch deep prestressed concrete slab. The end piers and two intermediate piers each consist of six 16%-inch prestressed concrete piles. DCI was added to all concrete used in the slab and piles except for four control piles (one in each pier). The supplier, Grace Construction Products, claims that the Calcium Nitrite contained in DCI will, when used as an additive in the recommended dosage, strengthen the passivating film around the reinforcing steel \"making it more resistant to chloride penetration,\" thereby protecting the steel against corrosion. (The process is explained in detail in Appendix A. ) However, only half of the recommended amount of DCI was added to the test sections. At this dosage, DCI appears to be no more effective than standard Portland Cement Concrete in preventing corrosion of the reinforcing steel.

Authors:
Henley,E. H. Jr

Keywords:
additive, bridge, bridges substructure, calcium nitrite, chloride, claims, concrete, construction, control, corrosion, counties, Darex Corrosion Inhibitor, DCI: calcium nitrite, deterioration, effectiveness, piers, piles, portland cement concrete, prestressed, prestressed concrete, reinforcing steel, steel, superstructure

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Abstract:
A changeable message sign to inform, warn and direct traffic was installed in Vancouver, Washington prior to the initiation of major reconstruction on the Interstate 5 corridor. Despite some operational problems, the sign proved to be of considerable value in informing motorists of the changing roadway configurations necessitated by the construction operations. The use of similar signs in other locations was recommended.

Authors:
Blodgett,F. J.

Keywords:
Changeable message sign, construction, reconstruction, roadway, traffic, Washington

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Abstract:
This report describes the installation and post-construction evaluation of a thin, lightweight epoxy concrete bridge deck overlay. This subject "Flexolith" epoxy concrete system was installed by Dural International Corporation on a bridge located on I-82 near Ellensburg, Washington.The application of the overlay was unique in both the use of a special machine which mixed the epoxy components with the aggregates and the use of a vibratory screed to distribute and level the epoxy concrete to the desired depth. A small segment of the overlay, however, was placed using the more common broom and seed method of installation.Post-construction testing showed that the overlay has adequate bond strength, extremely high friction resistance and is performing adequately as a waterproof membrane. The only deficiencies noted were a nonuniform surface texture and profile. A recommendation was made to not allow the use of the vibratory screed method until improvements are made to insure that the final product will have a surface texture and profile equivalent to overlays placed with the broom and seed method.

Authors:
Anderson,K. W.

Keywords:
aggregate, bridge, bridge deck, bridge deck overlay, bridge decks, concrete, concrete bridge, construction, Epoxy, evaluation, lightweight, membrane, overlay, overlays, profile, resistance, strength, Washington

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Abstract:
This report describes the construction of experimental asphalt-rubber open-qraded friction course overlays on I-5 in Vancouver, Washington. A 1200 foot section of open-graded pavement was included as a control section. Evaluations will be conducted over a period of three years to measure the performance of the rubber and polymer sections against the control section of conventional open-graded pavement.Initial observations and tests show no significant differences between the control and the asphalt-rubber and polymer sections.

Authors:
Anderson,K. W.

Keywords:
asphalt, asphalt pavement, Asphalt-Rubber, construction, control, evaluation, experimental, friction, friction course, open-graded, overlay, overlays, pavement, performance, PlusRide, polymer, rubber, tests, Washington

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Abstract:
Under FHWA Demonstration Project No. 34, \"Cathodic Protection for Reinforced Concrete Bridge Decks,\" a slotted cathodic protection system was installed on the ES ramp in the Woodinville Interchange during the summer of 1985. The slotted cathodic protection system involves sawing by slots longitudinally in the existing deck at one-foot centers. Platinum wire or carbon strand wire is placed in the cut slots first and then conductive polymer is filled in the slots. Electric power from a rectifier supplies current to the wire and conductive polymer. The current then flows to the top mat reinforcing steel, giving the steel protection from further corrosion. The objective of the demonstration project was to familiarize the Washington State DOT with this new technology. This objective was fulfilled. Some problem areas with the system were identified during the work:1.A more positive method of finding grounding locations from the anode to nicks, ties, etc. needs to be developed. Perhaps an instrument can be used to supplement visual inspection. 2.The necessity for having a minimum of 112-inch cover from the bottom of the slot to the top of the needs to be resolved. 3.A better method of installing the conductive polymer needs to be developed. Hand spreading of the material from plastic bags results in sloppy work. 4.Procurement time for the rectifier needs to be shortened. 5.The project, once it has started, moves along very rapidly, there is very little time for on-the-job training of workers. Workmen should have prior experience at this work. In remote areas, sources of electrical power may not be available. It will be necessary for sources of power, such as solar panels or long-lasting batteries to be developed for this system.

Authors:
Roper,T. H., Henley,E. H. Jr

Keywords:
bridge, bridge deck, bridge decks, cathodic protection, concrete, concrete bridge, construction, corrosion, Deck, developed, flow, inspection, plastic, polymer, project, protection, reinforced concrete, reinforced concrete bridge, reinforcing, reinforcing steel, steel, steel protection, supply, System, technology, training, Washington, Washington state

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Abstract:
Under FHWA Demonstration Project No. 34, \"Cathodic Protection for Reinforced Concrete Decks,\" a non-slotted cathodic protection system was installed on the deck of the Yakima Bridge near Yakima, Washington, in the summer of 1985. The project involved repairing deck, then fastening Raychem pre-manufactured anodes to the deck to impress current to the mat rebar. Impressing current through the concrete to the top mat steel prevents corrosion of the steel. A latex modified concrete overlay was placed over the deck anode. The objective of the demonstration project to familiarize the Washington State DOT with new technology. This objective was fulfilled. Some problem areas with the system were identified during the work: 1.A more positive method of finding electrical grounding locations from the anode to nicks, ties, etc., needs to be developed. Some ties were exposed during the scarifying operation Perhaps an instrument can be used to supplement visual inspection. 2. An effective technique of allowing concrete trucks to drive on the anode without damaging needs to be developed. 3.An effective method needs to be developed to locate breaks in the anode as well as shorts. 4. In remote areas, sources of electrical power may not be available. It will be necessary sources of power, such as solar panels or long-lasting batteries to be developed for this system. 5. Since the project, once it has started, moves along very rapidly, there is very little time on-the-job training of workers. Workmen should have prior experience at this work. These problems need to be overcome to obtain a better quality product.

Authors:
Roper,T. H., Henley,E. H. Jr

Keywords:
bridge, bridge deck, bridge decks, cathodic protection, concrete, concrete bridge, construction, corrosion, Deck, developed, inspection, latex modified concrete, overlay, project, protection, quality, reinforced concrete, reinforced concrete bridge, steel, System, technology, training, truck, trucks, Washington, Washington state

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Abstract:
The Washington State Department of Transportation (WSDOT) has completed construction of twenty-four hot-mix recycle projects as of January, 1985. At the begining of this study there were sixteen completed projects that were to be examined. Evaluation of the laboratory and pavement performance data shows that WSDOT\'s initial two projects, Renslow to Ryegrass (1977) and Yakima River to West Ellensburg Interchange (1978), are still performing very we1l. Although the other fourteed projects have been constructed only within the last two and a half years, the early data indicates equally promising results. Because of the impressive pavement performance exhibited by the recycled pavements, together with hot-mix recycle benefits such as conservation of natural resources, feasibility of construction, and its cost advantage over new ACP, hot-mix recycling has become an attractive addition to the WSDOT paving program.

Authors:
Peters,A. J., Gietz,R. H., Walter,J. P.

Keywords:
asphalt, asphalt concrete, benefit, benefits, construction, cost, data, evaluation, ITS, pavement, pavement performance, pavements, performance, program, project, recycling, rejuvenating agents, Study, transportation, Washington, Washington state, WSDOT

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Abstract:
An extensive state-of-the-art review of construction methods and results for latex modified concrete (LMC) and low slump, dense concrete (LSDC) overlays is presented in this report. Recommendations are made for improvements in construction procedures, inspection, and specifications. An analysis and preventative measures for plastic shrinkage cracks in LMC are presented. Other alternate bridge deck protective systems were examined.

Authors:
LaFraugh,R. W., Zinserling,M. H.

Keywords:
analysis, bridge, bridge deck, bridges, concrete, concrete overlays, construction, construction methods, cracking, Deck, improvement, inspection, Interim, latex modified concrete, low slump dense concrete, methods, overlay, overlays, plastic, review, shrinkage, specification, specifications, state-of-the-art, System, systems

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Abstract:
A study of recreational vehicle waste disposal at highway rest areas was conducted from RV wastewater is significantly stronger than wastewater in BOD, COD, and suspended solids. It also contains preservative compounds, most of which contain formaldehyde or a formaldehyde derivative. With adequate dilution, these wastes should not interfere with waste by mixed cultures of aerobic or anaerobic bacteria or There that waste treatment facilities be affected by improper use of the disposal stations, such as for disposal of hazardous wastes. In addition, improper use may lead to temporary unsanitary conditions around the station. Equations to estimate disposal station use and loading factors, and design equations for treatment of wastes are presented. The public perceives the stations to be and cost-effective provided they are paid for by RV owners. RV owners are willing to pay an annual fee which will cover the costs of construction, operation and maintenance of the stations.

Authors:
Kiernan,K., Brown,C., Benjamin,M., Ferguson,J. F.

Keywords:
Annual, biological waste treatment, condition, construction, cost, cost effective, costs, design, disposal, equations, facilities, fee, Formaldehyde Toxcity, Hazardous, hazardous wastes, highway, maintenance, public, recreational vehicles, rest area, rest areas, Study, suspended solids

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Abstract:
This report summarizes the placement and performance of sulfur extended asphalt (SEA) paving mixtures at a highway test site (SR 270) near Pullman, Washington. The report includes a summary of the mixture and structure designs and construction details. This is followed by a discussion of the data collection and analysis accomplished over a three year evaluation period (1979 - 1982). A major experimental feature of the study was the use of 0/100 (conventional asphalt concrete), 30/70 and 40/60 SEA binder ratios (sulfur/asphalt ratios are expressed as weight percents) in the experimental paving mixtures.

Authors:
Mahoney,J. P.

Keywords:
analysis, asphalt, asphalt concrete, asphalt pavement, concrete, construction, data, data collection, data collection and analysis, design, evaluation, experimental, extended asphalt, highway, mixture, pavement, pavement performance, performance, Study, sulfur, Washington, weight

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Abstract:
This summary report provides an overview of the performance of sulfur extended asphalt (SEA) paving mixtures at the WSU Test Track (Pullman, WA). A brief description of the mix designs, pavement structural design, test track loading apparatus and test pavement configurations is followed by a description of selected test track data (accelerations, temperatures and stain measurements). Finally, a description of the fatigue relationships developed from the WSU Test Track data is presented. Included are laboratory fatigue results.

Authors:
Mahoney,J. P.

Keywords:
911, asphalt, asphalt pavement, construction, data, design, developed, evaluation, Executive, Executive Summary, extended asphalt, fatigue, mixture, pavement, pavement evaluation, pavement performance, performance, sulfur, temperature, test track

Abstract:
A five-year study was performed to compare conditions in the Pilchuck River before and after channel reconstruction associated with rerouting highway SR-2. The study focused on sediment particle-size analyses, benthic macroinvertebrates and fish. Substrates comparable le to control areas developedin all portions of the new channel within one year after construction. The available data on invertebrates and fish gave no indication of deterioration in diversity, quantity or size in the reconstructed channel. The report provides recommendations for further improvements in the design of stream channel changes should there be no alternative to their construction.

Authors:
Horner,R. R., Welch,Eugene B.

Keywords:
Alternative, Benthic Macroinvertabrates, accident rates, Channel, condition, construction, control, data, design, deterioration, fish, highway, impact, impacts, improvement, Interim, reconstruction, rivers, sediments

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Abstract:
This report summarizes findings detailed in Report Nos. 4 and 5 plus the work of Zawlocki on trace organics in highway runoff. Several hundred compounds tentatively, identified by GC-MS were grouped into nine categories, which were not mutually exclusive. Major components of-these 'categories were petroleum products used by vehicles and incompletely combusted hydrocarbons. The concentrations of these trace organics groups were low compared to criteria proposed for protection of aquatic life.

Authors:
Mar,B. W., Ferguson,J. F., Welch,E. B.

Keywords:
Concentrations, construction, criteria, group, highway, highway runoff, Highways, hydrocarbons, Leachate, Organics, petroleum, protection, quality, runoff, Water Pollutants, Washington State Monitoring, water quality, Woodwaste fills

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Abstract:
This report summarizes the placement of sulfur extended asphalt (SEA) paving mixtures at two test sites near Pullman, Washington. One site was on an existing state highway and the other made use of the Washington State University Test Track. The report includes the preliminary mix designs, pavement thickness determination, construction details and initial performance data for the test pavements. A major experimental feature of the study was the use of 0/100 (conventional asphalt concrete), 30/70 and 40/60 SEA binder ratios in the experimental paving mixtures.

Authors:
Mahoney,J. P., Christensen,D. R., Terrel,R.

Keywords:
asphalt, asphalt concrete, asphalt pavement, concrete, construction, data, design, evaluation, experimental, extended asphalt, highway, mixture, pavement, pavement evaluation, pavement performance, pavements, performance, Study, sulfur, test track, Washington, Washington state

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Abstract:
The objective of this research was to examine the effects that construction of a major highway has on the value of surrounding properties, a topic which is of great public concern. Information was obtained on actual sales prices, as well as the characteristics of the properties. Four residential study areas were used, and as many as 4,785 sales were obtained in each area. The information on building and neighborhood characteristics was used to generate a quality-adjusted price index. This index for the years during which a highway was opened was compared with an index for an area which had been unaffected by highway change. The results show that when the highway significantly increased the accessibility of the residences, property values increased by 12 to 15 percent. Unfortunately, the houses closest to the highway had this increase partially offset by a .2 percent to 1.2 percent reduction for each 2k dBA increase in the highway noise level. Houses with highway noise were not found to take any longer to sell. In a commercial-industrial area, land values were found to increase 16.7 percent when a major highway was opened. Interviews were conducted in both residential and commercial areas.

Authors:
Palmquist,R. B.

Keywords:
construction, highway, impact, improvement, index, interviews, noise, property values, public, Real Property, Land Value, Property Value, Noise Pollution, Highways, Freeways, research, Washington

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Abstract:
The pavement structure of SR 12 between Montesano and Elma, Washington was evaluated for the proposed heavy loads associated with construction of the Satsop power plant. Information used in evaluating SR-12 resulted from two sources which included field studies conducted by the Washington State Department of Transportation and development of various material strength parameters by the University of Washington. These data were used to model the pavement structure as a layered elastic system. By use of this analysis procedure, the stresses, strains, and deflections were estimated for the expected range of loading conditions. The results indicate that the most probable amount of damage (fatigue and rutting) expected for the non-cement treated base structural sections is less that one to two percent of available pavement life for the "expected" loading condition. An increase in either or both the trailer wheel load and pavement temperature will act to produce greater losses in pavement life. It is estimated that the tensile stresses in the cement treated base may exceed the tensile strength of this material.

Authors:
Mahoney,J. P., Tsunetta,Jerrold Y., Terrel,Ronald L.

Keywords:
analysis, base, condition, construction, damage, data, development, fatigue, highway, loads, materials, model, pavement, Pavement Evaluation, Materials Characterization, Layered Elastic System, Failure Criteria, Heavy Loads, pavement life, pavement temperature, strains, strength, stresses, System, temperature, transportation, Washington, Washington state, wheel load

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Abstract:
Two forms of pavement distress were noted on recent asphalt concrete overlay projects. A general loss of wearing surface under traffic action, termed surface ravelling, was observed on three projects starting the first season after construction.Two forms of pavement distress were noted on recent asphalt concrete overlay projects. A general loss of wearing surface under traffic action, termed surface ravelling, was observed on three projects starting the first season after construction. A concentrated, local loss of surface material in narrow longitudinal strips, designated as strip ravel ing, was observed on four projects approximately the second season after completion. Construction record reviews and field testing and sampling of these projects along with four undistressed projects were made to define the construction methods and equipment used and to obtain samples from areas of good and bad pavement condition. These samples were tested to determine the strength of the compacted mix, and of the aggregate and asphalt constituents. Common factors from the projects showing surface ravelling were a thin lift pavement overlay placed late in the paving season with a tendency toward less than optimum asphalt content. The resulting pavement had high air void content and was readily abraded by traffic during ensuing severe winter weather. Recurrence of this type of problem can best be prevented by increased emphasis on proper compaction and mix design. Remedial work on the present projects should be directed toward a seal coat application. Strip ravelled projects were found to have similar pavement properties in ravel and non-ravel led sections and general to be within desirable limits. Lower strength in resilient modulus tests and physically observed asphalt stripping in the ravelled sections indicate a localized failure of the asphalt aggregate bond. The failure occurrence in narrow longitudinal strips indicates a cause associated with paving operations--possibly differential compaction or hydrocarbon contamination. Preventive measures should ensure uniform compaction and more thorough checking of stripping tendencies. Corrective measures will require continued patching and possibly removal and replacement of affected pavement.

Authors:
Gietz,R. H.

Keywords:
aggregate, asphalt, asphalt concrete, asphalt pavement, compaction, concrete, condition, construction, construction methods, contamination, design, Distress, investigaton, overlay, pavement, resilient modulus, sampling, season, strength, tests, traffic, winter

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Abstract:
A photogrammetric monitoring method of structural deformation has been developed during the course of this project. The Gabion Wall which is part of the I-90 project has been used as the site for practical tests of the theorectical development. The monitoring consists of photographing the structure from three camera stations with KA-2 f=24" camera. The camera has been modified to a plate camera to provide the maxium accuracy.The methodology consists of the geodetic determination of the camera location and the orientation and photogrammetric determination of targets (natural and artificial) on the structure. During the course of this project more than 100 target locations were determined by three dimensional coordinates. the maximum error was found to be + 3/4 inch; the average, 1/2 inch. This represents a relative accuracy of from 1/58,00 to 1/120,00 of the photographic distance.Using the actual construction site for research has permitted immediate implementation. The instrumentation as well as the methodology along with the computer program has been transmitted to the Washington State Highway Department and their Photogrammetric Branch has been assisted in the implementation.

Authors:
Veress,S. A., Flint,E. E., Sun,L. L., Jinina,C.

Keywords:
camera, computer, computer program, construction, developed, development, Error, Gabion, highway, methodology, monitoring, Photogrammetry, Gabion Wall, deflection, camera stations, orientation matrices, space intersection space resection, program, project, research, tests, Washington, Washington state

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Abstract:
From April through October 1977, a new sub surface irrigation system design was tested and evaluated in an applied situation. The purpose of this research was to study the practical application of the design and the collection of data for development of design, construction and maintenance guidelines. The study has proved the practical applicability of the "Sub Surface Infiltration System."

Authors:
Hietzman,Paul G.

Keywords:
construction, data, design, development, infiltration, maintenance, research, Sub-Surface, System, Tree Irrigation

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Abstract:
This report completely describes the instrumentation on the drawspan of this Evergreen Point Bridge. The design and construction of the data recording system, with the complete calibration of the measurement and collection system is given. Initial data collection and preliminary analysis is set out. The analysis was subsequently abandoned, the data was retained.

Authors:
Brown,C. B.

Keywords:
analysis, Annual, bridge, calibration, construction, data, data collection, design, fatigue, maintenance, reliability, System, wind

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Abstract:
Federal and State laws require highway departments to prepare statements assessing the impact that proposed highway improvements or construction may have on the environment. An important consideration in the preparation of an impact statement is the anticipated effect the proposed activity will have on air quality since highway transportation is a source of several major air pollutants: particulate matter, nitrogen oxides, carbon monoxide, hydrocarbons, and photochemical oxidants which are formed in the atmosphere in the presence of sunlight. Comprehensive physical studies to predict the air quality impact at proposed sites are generally prohibitive due to the time required to obtain suitable data, the cost of such studies and the number of impact statements that must be considered by most highway departments.Methods have been developed to predict the air quality impact of new highway construction through the use of mathematical atmospheric diffusion models. Once they are properly calibrated these models can be used to test alternative locations and designs. Basically models use meteorological conditions and emission rates to predict downwind concentrations as illustrated in Figure 1.The principal objective of this research project has been to conduct a search of the literature to identify state-of-the-art air quality predictive schemes applicable to motor vehicle transportation. The available models have been analyzed in detail and evaluated in terms of selected characteristics that serve to describe the predictive capabilities of each. Limitations in the models have also been noted where appropriate.Section 2.0 o f this report describes the methods used in conducting the research. Sections 3.0 and 4.0 present the models analyzed and a general discussion of applicability, in both narrative and tabular form. Section 5.0 summarizes the study and presents the recommendations for future consideration.

Authors:
Rossano,A. T., Lamb,Donna V., Badgley,Franklin

Keywords:
air quality, Alternative, carbon monoxide, Concentrations, condition, construction, cost, data, design, environment, highway, highway construction, Highways, hydrocarbons, impact, model, modeling, models, nitrogen, particulate matter, Pollutants, quality, research, state-of-the-art, transportation, Washington, Washington state

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Abstract:
Four different types of pavement marking materials were tested in Ring #6; three brands of striping paints and one thermoplastic stripping tape. These striping materials were applied on two sections, the ploymer ranked on the basis of appearance, wear, and whiteness.The thermoplastic striping material consistently outperformed the three paints. The materials wore more rapidly on the polymer cement concrete that on the asphalt concrete and the ranking order for the paints was different for the two sections. The Type #3 stud seemed to have worn the paints more rapidly than either #4, #2, GST, US and UST studs and tires in that order respectively. The superiority of the ethermoplastic striping tape was due to its thickness and its construction. Last year Kennametal, Inc. sent the Transportation Systems Section four different types of traffic paint and a thermoplastic striping tape. Time did not permit the testing of these materials in Ring #5, so these materials were tested in Ring # 6.

Authors:
Krukar,M.

Keywords:
asphalt, asphalt concrete, concrete, construction, effects, ITS, materials, pavement, Phase II, polymer, striping, striping paints, stripping, Studded, studded tire, studded tires, studs, System, systems, tire, tires, traffic, transportation

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Abstract:
Three different kinds of base material of varying base thicknesses were tested at the Washington State University Test Track on Ring #3 during the fall of 1967 and the spring of 1968. Twelve 18-foot test sections consisting of 4.5, 7.0, 9.5 and 12 inches of untreated crushed rock surfacing top course base; 3.0, 5.0, and 7.0 and 9.0 inches of emulsion treated crushed surfacing top course base; and 0.0, 2.0, 3.5 and 5.0 inches of special non-fractured screened aggregate asphalt treated base, covered by a uniform 3.0-inch thick Class "B" asphalt concrete wearing course were tested during this period. This pavement structure was built on a clay-silt subgrade soil.Instrumentation consisted of moisture tensiometers, strain gages, pressure cells, LVDT gages and thermocouples for measuring moisture, strain, stress, dynamic deflections and temperatures. Benkleman beam readings were taken.The testing period revealed that the fall failure modes were different from the spring failures. The fall failure patter started from transverse cracks in the thin sections which developed into alligator cracking patterns. These cracks appeared after a period of cold weather and heavy rains followed by a warming period. It seems that thermal and mechanical loads were responsible for the fall failures on the thin sections. The spring failures were very rapid and sudden and were due to environmental factors which led to saturated subgrade, thus resulting in poor bearing capacity. Punching shear was the failure mode. The thickest sections survived without cracks but developed severe rutting. Examination revealed that these ruts extended into the subgrade and that fatigue cracking was developing on the bottom of the bases.Comparison of the results with those obtained from Ring# 2, which was similar in base materials and thickness, show that they were similar in many respects. This indicates that the test track is capable of replicating results and is a reliable research instrument.Equivalencies were developed for the different materials. On this basis the special aggregate asphalt treated base was superior to the emulsion treated and untreated crushed rock bases in that order. These results were comparable to those obtained from test Ring #2.Maximum values for static and dynamic deflections, strains and stresses for different times and temperatures were developed. The lateral position of the dual tires with respect to the gage severely affected the strain, stresses and deflection values. Temperature also caused variations in the measurements. Spring instrument readings for static and dynamic deflections, strain and stress show increased values by as much as 2 to 4 times of those obtained in the fall. Spring subgrade conditions probably are responsible for these differences.Ring #3 series operational time was twice that of Ring #2 and sustained four times the wheel load applications. Construction and testing environmental conditions were superior to those for Ring #2 and hence contributed to the longer test period. This points out that environmental factors are very important in pavement life.

Authors:
Krukar,M.

Keywords:
aggregate, Alligator Cracking, applications, asphalt, asphalt concrete, base, base materials, bearing capacity, Benkleman beam, concrete, condition, construction, cracking, dual tires, environmental, experimental, fatigue, fatigue cracking, loads, materials, pavement, pavement life, pressure, pressure cell, rain, research, research at the WSU, strains, stresses, subgrade, temperature, test track, tire, tires, volume, Volume No.4, Washington, Washington state, wheel load

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Abstract:
Three different kinds of base material of varying base thicknesses were tested at the Washington State University Test Track on Ring #3 during the fall of 1967 and the spring of 1968. Twelve 18-foot test sections consisting of 4.5, 7.0, 9.5 and 12 inches of untreated crushed rock surfacing top course base; 3.0, 5.0, and 7.0 and 9.0 inches of emulsion treated crushed surfacing top course base; and 0.0, 2.0, 3.5 and 5.0 inches of special non-fractured screened aggregate asphalt treated base, covered by a uniform 3.0-inch thick Class "B" asphalt concrete wearing course were tested during this period. This pavement structure was built on a clay-silt subgrade soil.Instrumentation consisted of moisture tensiometers, strain gages, pressure cells, LVDT gages and thermocouples for measuring moisture, strain, stress, dynamic deflections and temperatures. Benkleman beam readings were taken.The testing period revealed that the fall failure modes were different from the spring failures. The fall failure patter started from transverse cracks in the thin sections which developed into alligator cracking patterns. These cracks appeared after a period of cold weather and heavy rains followed by a warming period. It seems that thermal and mechanical loads were responsible for the fall failures on the thin sections. The spring failures were very rapid and sudden and were due to environmental factors which led to saturated subgrade, thus resulting in poor bearing capacity. Punching shear was the failure mode. The thickest sections survived without cracks but developed severe rutting. Examination revealed that these ruts extended into the subgrade and that fatigue cracking was developing on the bottom of the bases.Comparison of the results with those obtained from Ring# 2, which was similar in base materials and thickness, show that they were similar in many respects. This indicates that the test track is capable of replicating results and is a reliable research instrument.Equivalencies were developed for the different materials. On this basis the special aggregate asphalt treated base was superior to the emulsion treated and untreated crushed rock bases in that order. These results were comparable to those obtained from test Ring #2.Maximum values for static and dynamic deflections, strains and stresses for different times and temperatures were developed. The lateral position of the dual tires with respect to the gage severely affected the strain, stresses and deflection values. Temperature also caused variations in the measurements. Spring instrument readings for static and dynamic deflections, strain and stress show increased values by as much as 2 to 4 times of those obtained in the fall. Spring subgrade conditions probably are responsible for these differences.Ring #3 series operational time was twice that of Ring #2 and sustained four times the wheel load applications. Construction and testing environmental conditions were superior to those for Ring #2 and hence contributed to the longer test period. This points out that environmental factors are very important in pavement life.

Authors:
Krukar,M., Cook,J. C.

Keywords:
aggregate, Alligator Cracking, applications, asphalt, asphalt concrete, base, base materials, bearing capacity, Benkleman beam, concrete, condition, construction, cracking, dual tires, environmental, equivalencies, experimental, fatigue, fatigue cracking, loads, materials, pavement, pavement life, pressure, pressure cell, rain, research, research at the WSU, soil, strains, stresses, subgrade, temperature, test track, tire, tires, volume, Washington, Washington state, wheel load

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Abstract:
This report describes the results obtained from Experimental Ring No. 2, the first ring of a three-ring tests series on treated bases at the Washington State University Test Track. This experiment was concerned with studying the effects of controlled wheel load repetitions on untreated, emulsion, and specialaggregate asphalt - treated bases of four varying thicknesses. Construction, instrumentation, results , and conclusions are described and drawn. Benkelman beam, LVDT, strain gages, pressure cells and moisture tensiometers were used to measure deflections , strains , stresses and moisture. Maximum values are tabulated. Temperatures were also recorded. Testing can be divided into two time periods - fall of 1966 and spring of 1967. Values obtained from instruments show that different conditions existed during those testing periods, and that deflections , strains and stresses were two to four times higher in the spring than in the fall. Modes of failure were also different . Equivalencies between the different base materials were established. Other conclusions were drawn. Since this is a continuing experiment, it should be emphasized that results and conclusions are subject to change, depending upon data from the remaining experimental rings.

Authors:
Krukar,M., Cook,J. C.

Keywords:
asphalt, base, condition, construction, data, experimental, materials, pavement, pressure, research, strains, stresses, temperature, test track, tests, volume, Washington, Washington state

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Abstract:
Using full-scale construction equipment and truck loadings on a circular track of 260 feet circumference, evaluation of various base thicknesses and types has been accomplished in this first of a series of tests. Fractured and non-fractured aggregatre, treated and untreated bases, asphaltic and portland cement type bases are used. Results of the firest ring indicate type of failure under varied enviornmental conditions with pavement systems subjected to millions of load applications. Difficulties in determining comparative equivalencies are discussed. Instrumentations used and possibilities for future use in rational design are reported.

Authors:
Riedesel,G. A.

Keywords:
applications, base, condition, construction, design, equipment, evaluation, experimental, pavement, research, systems, test track, tests, truck, truck loadings, volume

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